The Delaware Valley Rail Passenger August 1994 Vol. XII, No. 8 ISSN 1073-6859 Published by the Delaware Valley Association of Railroad Passengers in the interest of continued, improved, and expanded rail service for the present and potential railroad and rail transit passengers of southeastern Pennsylvania, southern New Jersey, and nearby areas. For more information about DVARP and good rail service, please contact us: P.O. Box 7505, Philadelphia, PA 19101 215-222-3373 or <73243.1224@compuserve.com> The electronic edition is produced as a public service to the network community. It is archived on the CUNYVM Listserver in the RAILNEWS directory. An index of back issues is available by sending INDEX RAILNEWS to LISTSERV@CUNYVM. Thanks to Geert K. Marien (GKMQC@CUNYVM) for maintaining this archive! If you have comments or questions, contact us, not Geert! The DVRP is also archived on these FTP servers ftp://wuarchive.wustl.edu/graphics/trains/text or graphics/trains/incoming ftp://hipp.etsu.edu/pub/railroad/dvarp (Thanks to Bob Weir) Volumes X (1992) and XI (1993) are on floppy disk for $4.00 each from DVARP. We hope you consider joining DVARP; your financial support makes possible this newsletter and our many other activities on behalf of rail and transit passengers. Annual dues are $15.00. see the coupon at ##V. Contents copyright (C) 1994 DVARP, except photos (C) 1994 credited photographers Opinions expressed in The Delaware Valley Rail Passenger are not necessarily those of DVARP or its members. We welcome your comments: call 215-222-3373 DVARP President: Chuck Bode Newsletter Editor: Matthew Mitchell Production Manager: Tom Borawski for other officers and committee chairs, search for ##U contents: use the search function of your word processor to find articles ##A Two Victories for SEPTA Passengers!: ##A1 State Policy Shift: More Funds to be Flexed ##A2 New Service Standards, Budget Process Reform ##B Comments from the President: New Standards are a Big Step Forward ##C From the Editor's Seat: Now That We've Won... ##D On the Railroad Lines... SEPTA Seeks to Cut 3 Stations Center City Construction ##R1 Trespasser Hit, Riders Wait ##R5 Bryn Mawr is Back ##R8 Queen Lane in Action ##LRD Trolleys Enhance Events Eye on the Infrastructure: photo Combined Timetable ##CTD "Special Delivery" at Night West Phila. Bus Route Changes SEPTA Union Wins Competitive Bid ##E Battle Looms For Control of Board ##F Fumo Denies Power Grab Charge ##G City Plan Seeks "World Class Network" ##H Up Close and Personal: A Life on the R8 ##I A Not-So-Obvious Purpose of Public Transportation ##J Letters to DVARP SEPTA plays 'gotcha' Scary El ride The future of Camden Transportation Center? Comments on Northeast Philadelphia Rapid Transit More on Ticket Taxes ##K RailReading: "Getting There" ##L Amtrak to Sue RRs for Delays ##M Delaware Enjoys Rail Excursion ##N Cherry Hill Open: Pedestrian Access Awful ##O Atlantic City Notes ##P DVRP to Go First Class Again ##Q Office Equipment Gifts Could Help ##R Annual Picnic This Month! ##S Dates of Interest: many cancellations ##T Up and Down the Corridor ##U DVARP Phone & Voice-mail Directory ##V DVARP Membership Coupon ##W Upcoming DVARP Meetings: ##A Two Victories for SEPTA Passengers!: ##A1 State Policy Shift: More Funds to be Flexed by Matthew Mitchell State government officials in Pennsylvania have finally heard the message of southeastern Pennsylvania citizens and their elected officials. The allocation of state transportation funds and the Federal funds they match will finally come into balance with the population of the state. The committment by the Casey administration to reallocate transportation dollars is expected to make an additional $400 million available to SEPTA over the next four years. Based on past budgets, these funds, when added to those presently invested in our regional transit system, ought to be enough to fully fund SEPTA's long-range capital program. So instead of constantly scraping for money, SEPTA can get on with its job or providing and maintaining the public transportation links which create jobs and prosperity for Pennsylvanians. The agreement does not have the force of law, though; it is dependent on the good will of Governor Casey's successor. According to a story in the Inquirer, a disproportionate share of transportation funds had been directed to rural areas for years. Though the five SEPTA counties account for over 30 percent of Pennsylvania's population, only 19 percent of transportation dollars were spent there. As a result, rural highways flourished while SEPTA was forced to cut service. The shortage of capital, and possibly also the unwise use of that which remained, forced the suspension of long-distance commuter rail service to West Chester, Pottstown, Newtown, and Bethlehem in the early '80s. As a result, these fast-growing outer-suburban areas were developed in a highway-centered fashion, something for which the residents will pay for years to come. Imbalanced transportation policy had other bad consequences for our region, too. Without funds to invest in replacing obsolete and costly-to-maintain equipment, SEPTA's operating budget took the hit. The need to lease buses, trains, and even subway turnstiles contributed to the SEPTA budget crises of the past decade and to the high fares and reduced service we are so familiar with. The Federal government recognized four years ago that intermodal transportation policy made the most sense, and passed the landmark Intermodal Surface Transportation Act (ISTEA). Under ISTEA, local officials, who best know the transportation needs of their communities, were empowered to find the best solutions without being tied into spending money on specific modes like highways. The key provision of ISTEA was "flexibility" of transportation funds. But Pennsylvania lagged behind nearly all the other industrialized states in flexing highways dollars to more effective rail and transit solutions. Now that's changed. While they weren't mentioned by the politicians, grass-roots campaigns by groups like DVARP must have had some effect on state officials. DVARP's petition drive asking for a balanced state transportation policy attracted thousands of signatures. Each of those names lent strength to the appeals of the local elected officials who finally won this change. While the pace of change may be too slow for some of us, it is reassuring to know that the democratic system still works, and that governments are recognizing that the solution to local problems like gridlocked highways and deteriorated transit links between taxpayers and jobs are found locally, and that a policy that relies on roads alone is not the best choice for the economic health of Pennsylvania. ##A2 New Service Standards, Budget Process Reform by Chuck Bode SEPTA has released proposed new service standards for its City Transit Division. There are nine specific standards and a process for annually adjusting service to the standards. Hearings on the proposal will be held in four city locations later this month. [see calendar] The process, where transportation needs are identified and resources allocated to meet the needs in the most cost-effective manner, bears a remarkable resemblance to the budget and planning process DVARP has been calling for for five years. The concept is well summarized in the hearing notice: Transit Service Standards are public rules that are used to make decisions about where transit vehicles should run and how often. They form the basis of recommenda-tions regarding routing and service proposals (also known as SEPTA tariff proposals). The process of applying Service Standards will be a full and open one, with comments and review from the general public, elected officials and planning professionals. Final decisions regarding routing changes would still be made by the SEPTA Board based on all of the facts before them. The application of Serv ice Standards has two major advantages: 1) Identifies the best use of limited resources by comparing different choices for these resources. 2) Leads to a fair, equitable, open and objective comparison of all requests and proposals from the general public, elected officials and SEPTA staff. While SEPTA presently applies "unofficial" standards to guide its service and routing desision making, the adoption of an official, Board adopted set of standards, which has been agreed upon by the general public, elected officials, and planning professionals, will increase community involvement. Draft Service Standards documents have been prepared which outline a proposed set of guidelines for transit services operated by SEPTA's City Transit Division and the process by which these guidelines would be used to evaluate service changes. In order to provide transportation which is affordable by passengers and taxpayers, trade-offs are sometimes necessary between the benefits achieved and the cost of providing these services. The proposed Service Standards will provide a reliable way for making these decisions. This process involves both the continuous monitoring of services and an annual review of possible changes. The proposal provides for comments from the general public and elected officials and ensures that all service changes and proposals are analyzed fairly. A new and major part of the proposed Service Standard process is the establishment of an Annual Service Plan which will identify service changes that are designed to achieve specific service goals and objectives (i.e. major route restructuring) which would have an impact on the operating budget. The Annual Service Plan will be tied into the annual SEPTA Operating Budget process with time allotment for municipal and public comments. Also incorporated is the existing SEPTA route implementation process, which includes public hearings conducted by an independent hearing examiner and final approval by the SEPTA Board. Proposals with no budget impact will not be part of the Annual Service Plan; they may be implemented through the existing tariff and hearing process, throughout the year. SEPTA has made two documents of unprecedented thoroughness available for review. One is the actual proposal. The other contains the proposal plus additional background information on service standards in other cities and on current unofficial procedures at SEPTA. The public can see these documents at SEPTA headquarters and at major libraries. Hearings on the Standards: Mon. Aug. 22, 7:00-9:00 pm, George Washington H.S., 11000 Bustleton Av.; Tue. Aug. 23, 1:00-3:00 pm at SEPTA Board Room, 714 Market St. Wed. Aug 24, 7:00-9:00 pm at Northeast Regional Library (Cottman Ave & Oakland St-near Bustleton Av.) Thurs. Aug 25, 7:00-9:00 pm at 46th Street Baptist Church (46th & Woodland) Summary of proposed standards 1. Service coverage: 'well served' if a stop is within 1/4 mile of the passenger's origin; 'served' if within 1/2 mile. 2. Stop spacing: Existing urban routes: minimum of 500 feet between stops New urban routes: minimum of 1000 feet between stops Suburban: min. 1000 feet between stops in residential areas; at major traffic generators in "rural" areas 3. Route performance guideline: maximum subsidy per passenger of three times the average value. The calculation is done annually using previous fiscal year data on fully allocated cost and CTD average fare per unlinked passenger. FY93 data is included in the document; eleven routes presently fail the three-times-average-subsidy test: Rapid transit owl service, 1, 16, 27, 67, 68, 88, 89, 121, X, and Fox Chase-Newtown shuttle. 4. Transfers: no specific standards are proposed. Three paragraphs describe concepts of coordination with rapid transit lines at major stations during periods of long headways, timed transfers on major surface routes during off peak periods, and coordination with regional rail at several locations. 5. Service frequency: 'Policy headways' are a maximum time between vehicles to be operated even though ridership is not enough to fill them. The proposed headways on rapid transit vary from 5 to 15 minutes, light rail from 15 to 30 minutes, trackless trolley and urban buses from 20 to 30 minutes, and suburban buses (22, 44, 55, 121) from 30 to 60 minutes; all depending on time of day and day of week. To meet the standard as proposed, several routes would require additional service at an annual cost of $4,773,000. A limited service route category exempt from this standard is set up, including Routes 4, X, and all 400 series. 6. 24-hour service: Policy headway for owl buses is to be 30 minutes except for the rapid transit bus substitutes which are 15 minutes. The standard shows current owl routes, but makes no reference to defining an owl network or to any service coverage for an owl network. 7. Vehicle loading: Given SEPTA's past history of service cuts on well-patronized routes, this standard is likely to be of high importance. Regular buses are expected to carry no more than 64-68 passengers for up to 15 minutes, depending on bus model (they have 39-42 seats); articulated buses-96 passengers; LRVs-85 passengers (51 seats); Broad St. cars-135 passengers; Market-Frankford cars-100 passengers; and trackless trolleys-68 passengers. 8. On time performance The proposed standards would apply only to routes operating on private right-of-way. The number of trips arriving within five minutes of schedule should be 75 or 80% when trips are scheduled 10 minutes or less apart; and 85 or 95% when trips are more than ten minutes apart (the lower number would apply to peak hours, the higher number the rest of the time.) 9. Duplicative service "...new service cannot compete with existing services, especially the High Speed and Regional Rail Lines." This standard effectively prohibits express buses from suburban areas to center city, but recognizes that routes different characteristics can serve different markets, such as C and BSS, which is permissible. Service adjustment process Standards are only half of the proposal. The other half is a process to bring the service operated into compliance with the standards and then to modify the service as ridership demand changes. SEPTA proposes the following ten step process: 1. Requests for new service are to be submitted by August 1 of the prior year. 2. Planning and evaluation process August 1 to December 1. 3. Prioritized list of projects completed first week of December. 4. Project list presented to and discussed with affected groups and agencies during second week of December. 5. Tariffs prepared, filed and circulated during first two weeks of January. 6. Public hearing notices published Feb. 1. 7. Public hearings-first two weeks of March. 8. Action recommended by Hearing Examiner by second week of April. 9. SEPTA Board vote fourth week of April and (if needed) at May Board meeting. 10. Implementation mid-June. Budget Process The ten-step service process is linked to the annual operating budget proposal ans approval process so that the proposed budget is related to the proposed service. A four-step budget process is proposed: 1. Internal budget proposal in mid-January. 2. Budget proposal published first week of March. 3. Budget hearings first two weeks of April. 4. SEPTA Board consideration fourth week of May and (if needed) June meeting. Measuring Benefits and Costs The planning and evaluation process is covered in detail. Changes must be in writing and can be proposed by the public, by public officials and agencies, by SEPTA planners, and by other SEPTA employees. Proposals are sent to the appropriate section of SEPTA for evaluation. First, proposals for new services are checked to verify that they meet the service standards. Complaints about service quality and operating problems are sent to the operating division and the requester is to be responded to in writing. Proposals for changes in hours of service, frequency, or level of service are sent to the Planning and Development department; again the requester is to receive a written response. More substantial cha nges, such as changes in routing, are to go through a comparative evaluation process. That process would have three parts: 1) cost analysis, 2) ridership forecasting, and 3) community benefit analysis. Cost analysis considers miles and hours of operation. Hours are priced using a fully allocated labor rate. Three mileage costs are applied depending on the scale of the change. Where changes are minor, a simple accounting measure would be used; for large-scale plans, overhead costs would be taken into consideration too. The ridership forecasting process would include estimation of changes in farebox revenue. "Several determinants will be analyzed to forecast ridership including, but not limited to, the most recent available census data, levels of employment along segments under consideration, DVRPC population and employment forecasts, and observed patronage and travel patterns on groups of similar services serving similar markets." Community benefit analysis assigns points to 6 considerations. Each late night & owl period rider scores 5 points; each peak period rider scores 4; each passenger that has a transfer eliminated or added 3 points (plus to eliminate, minus to add); each passenger with changed travel time 2 points (plus if faster trip, minus if slower); each passenger with changed walking distance gets 2 points (plus for less walking, minus for more); and each added off-peak or student rider-one point. To rank proposals, benefit points from are divided by the difference between cost and revenue, so that the criterion for decision-making comes as close to a true benefit/cost ratio as possible. Recognizing that the data to be used is "less comprehensive and complete than would be desirable," SEPTA commits to developing and refining the information. Gray areas cannot be avoided. "In these cases it will be necessary for staff to exercise professional judgement, based on experience, with input from community organizations and political representatives to properly evaluate specific service proposals." SEPTA also recognizes that this is only a beginning, and that changes may be needed as experience is gained with the process. The proposed standards include formalization of three types of passenger traffic checks: corner checks (passengers on board as bus passes a specific point), ride checks (counting passengers boarding and leaving at each stop), and origin-destination studies which identify each passenger's origin and destination stop. The standards also provide for temporary emergency changes and for promotional and experimantal tariffs, as at present. ##B Comments from the President: New Standards are a Big Step Forward by Chuck Bode SEPTA's proposed service standards are another sign of the "continuous improvement" slogan hitting home with SEPTA's administrators. The concept is nearly identical to DVARP's recommendations at the past several budget hearings. DVARP is reviewing the new standards and will suggest changes that will represent "fine tuning" of this proposal, not major criticism. Our big message is that SEPTA deserves commendation for this big step forward in recognizing the public interest. The most important result of service standards is the process and the means to rank service to determine where, when, and how much service to provide. By using a standard process all participants can concentrate on the proposed service. Without any process, as at present, much emotion, hostility, and energy can be expended by participants. However, a hard task lies ahead-getting agreement on a process, on factors and values, and on data sources. Without agreement and "buy-in" from residents, passengers, officials, planners, and SEPTA-the long-term battle will just add a new front-the service standards. SEPTA's recognition of data limitations and of gray areas is important. Professional planners understand that the plans are estimates and use best-available data while recognizing its limitations. An educational process needs to be established to help less experienced participants understand the process, the limitations, and the optimized use of limited resources. Another educational process is needed for the professional planners-the "best" plans on paper may not be best for the community to be served. It is hard for passengers in gang-infested neighborhoods to appreciate travel time savings if it means waiting at a dangerous location. It is even harder for passengers on crowded buses to understand that their route is not only unprofitable, but unproductive. Developing cost, revenue, ridership, and forecasting data that all participants have confidence in is vital. Agreeing on the factors and process is the second step. Thereafter, applying the process should eliminate much of the contentiousness at hearings, improve the budget process, and ultimatly improve SEPTA by cutting political pressures out of the process of planning and delivering transit service. Service standards are a major improvement, we all need to work to make them work for us. [ed. note: the following list of points has been abridged; for the full list of preliminary comments on the service standards, please check on-line (send us an e-mail) For a copy of DVARP's statement on the service standards, please send $1.00 for printing and postage after August 21] *The first observation is that the standards seem more designed to minimize the cost for SEPTA to serve transit-dependent city residents than to increase ridership by attracting discretionary passengers. *There is a service coverage standard, but there is no indication of what geographic area in intended to be well-served, served, or not served. Addition of boundaries would clarify what amount of service to expect in each neighborhood. This would also clarify an exception to the maximum subsidy rate for the only service in an area that otherwise would fail the service coverage standard. *Stop spacing should be in terms of using the values as guidelines rather than absolute. For example a school and a church may be closer than the minimum spacing, yet separated by a dangerous intersection and be used at different times. The principle is reducing travel time, not measuring stop spacing. Stop spacing should also include maximum values-there should be stops at least every half mile along the route even if there are no major trip generators. *Vehicle loading is at extreme crush loading conditions. This should be the exception, not daily performance for periods of 15 minutes per vehicle. There is no hope of doing anything but discouraging ridership when vehicles are so crowded that passengers cannot get through the aisle. *On time performance should have a measurable standard for all types of routes, including those operating in streets. A substandard should be provided that limits missed trips. Provision for changes originating from the general public is commendable. So is using one process to evaluate proposals whether they come from the public, public officials, and from SEPTA staff-both planners and others. *The evaluation process groups changes for a route into one package. However, the changes can include both parts which reduce and which increase the subsidy. SEPTA's example includes rerouting to serve a shopping center and eliminating an unproductive segment. Suppose the combination increased the subsidy-then the unproductive segment would remain, hardly the best outcome. *The evaluation process includes factors other than cost, such as changes in transfers, travel time, walking distance, and number of passengers, converting the various factors into a score which is used to rank the changes. Then existing routes are placed into the budget, followed by service change proposals in rank order until the budget limit is reached. Leftover routes would presumably be abandoned and leftover changes omitted. This process has the same flaw, a cost reduction change with a low rank score might fall off the list, when its retention would have provided savings. The process could be modified to place subsidy reducing changes into the list first to minimize required subsi dy. Alternatively, once at the budget limit, only subsidy increasing changes would be dropped. *Network effects are missing from the process. Suppose the process eliminated every route in South Philadelphia or every east-west route because they all were at the end of the list. Where is provision in the plan to allow for the effects of the changes-such as eliminating a route which feeds riders to another route and makes it profitable? Provision for a network effect step might adjust within the process, rather than at the hearing or Board level. ##C From the Editor's Seat: Now That We've Won... The headline blared out at me from a newspaper box at BWI station-SEPTA to Get $400 Million. News so suprising that I paid almost double to get the paper right there instead of waiting until I got home. On the voice-mail the same week was a request from Chuck Bode that we get working on a statement for public hearings on a new set of SEPTA service standards and a planning and budgeting process which bears a remarkable resemblance to that which DVARP has been asking for for at least five years. What a month! Two weeks ago I was planning an August newsletter full of relaxing summer stuff: the kind of stories which remind us why we support passenger trains. Now I'm looking at a record length for this issue (and giving great thanks for Betsey, Chuck, and all the other people who are covering these stories for you). We haven't had a win this big since the RailWorks(R) detour trains, and never two of them in a month. Rewarding as they were, we must not rest on these victories. First of all, they open new opportunities to us. Now that Pennsylvania is on-board with the spirit as well as the letter of ISTEA, we can look for new opportunities to promote passenger rail as the right answer for Pennsylvania's transportation needs. It's time to replace cuts in SEPTA service with bold improvements that will attract riders back to the system, like real express trains on the Wilmington line, and some hustle on the Reading-side trains which now dawdle their way through North Philadelphia. I'd also like to see a summit of PennDOT officials, SEPTA, and officials from the second ring of counties (Lancaster, Dauphin, Berks, Lehigh, and Northampton) surrounding Philadelphia; to come up with a package of medium-distance rail services from Harrisburg, Reading, and the Allentown-Bethlehem area (maybe even Scranton) to Philadelphia. Individually, these services might not be politically or economically viable, but together, they could reduce the pressure on state highways while providing new opportunities and mobility to residents of these counties. As development pressure creeps outward from Philadelphia, a bold rail plan could be the way for rural communities to benefit from growth without harming their traditional quality of life. Following our success in Harrisburg, DVARP must now assume a role as protector of SEPTA's full funding. The easiest way to make the state slip back into a highway-dominated view would be for SEPTA to spend these new dollars wastefully. Fortunately, the new planning process is a bold step towards taking politics and personalities out of transit investment, and instead directing dollars where they will give taxpayers the greatest return. Our job should be (as it always has been) to point out the places where SEPTA falls short of this standard, and to make sure that the interest of SEPTA's customers always comes first: in everyday service as well as in long-range planning. It's a new era for transportation in Pennsylvania, and a new era coming for DVARP. Take a moment somehow to mark this date. Make a special donation to DVARP, and mark it "Victory Fund" if you like; volunteer to start a community group which will maintain and beautify your train station and make it a symbol of your town or neighborhood; or maybe convince your state legislator or member of Congress to ride the train to work instead of driving. Wins like these come along once in a decade, maybe a generation; let them be an inspiration to us.-MDM ##D On the Railroad Lines... SEPTA Seeks to Cut 3 Stations Public hearing notices have just gone up for a SEPTA proposal to eliminate RRD service to the R6 Shawmont, R7 Wissinoming, and R8 Westmoreland stations. Ridership at them is very low, in part because of service cuts. Eliminating stops can speed up the trains, but at the cost of losing potential riders. To voice your opinion on this issue, send a letter to the SEPTA Hearing Examiner at 714 Market, Phila. PA, 19106 Center City Construction SEPTA RRD riders should be prepared for minor delays while SEPTA performs a six-month project to repair catenary poles and other items between 30th St. and the Center City tunnel portal. ##R1 Trespasser Hit, Riders Wait Commuters found their ride severely delayed the morning of July 19, when a northbound R5 train struck and killed a trespasser near Cheltenham Ave. Trains on both tracks were halted for well over an hour at the height of the morning peak. The victim was a 29-year old man who was reported to have had a history of emotional problems. ##R5 Bryn Mawr is Back Amtrak completed work to restore the signal tower at Bryn Mawr, which was struck by a fire six months ago. New Paoli line schedules are in effect, restoring full rush-hour service. *SEPTA has purchased nine acres of land for parking at Whitford. ##R8 Queen Lane in Action July 9th was a scraping and painting party for the Friends of Queen Lane Station. Despite heat and humidity, they toiled on. With their own scrapers and brushes, on their own ladders they worked. Determined that the station should be an asset to the community, they carried on after SEPTA funds ran out. A less strenuous event, the reopening party, was held July 23rd. This project shows what can be accomplished when the community and SEPTA work together. Three years ago Lucia Rosenberg, determined that Queen Lane Station would be restored, founded the Friends of Queen Lane Station (FQLS). FQLS worked with SEPTA to get a $250,000 restoration of the station and to get a tenant for the station. The station received major repairs, but funds ran out before SEPTA's contractor completed work-which is why FQLS stepped in again. DVARP members who would like to contribute to this effort, or who would like to become involved are urged to contact John Bustard, FQLS, 2808 Midvale Ave, Phila., Pa. 19129. Several other stations have similar community backing. Overbrook Station won $1,000,000 for renovation because of community efforts to secure Federal funds. The pretty flower baskets at Narberth are put there by friends, while the St Martins' group donates thousands of dollars annually to maintain the station and grounds. Friends of Queen Lane beautify their station Photo: Chuck Bode We occasionally hear reports of other station groups, there may be over a dozen. Members who know the address of a station group are encouraged to write or call us with it, so we can publish a directory of them. Members who would like to form such a group are also encouraged to send an announcement to DVARP. ##LRD Trolleys Enhance Events SEPTA has issued a 1994 Schedule of Events for the Light Rail Division. As reported previously, there will be no Trolleyfest in 1994. Instead special services will be operated several times a month, often in conjunction with community events that will attract patronage without SEPTA having to do the marketing. Support of these events will also go far to cement the transit-community bond. The information and reservations phone is 215-580-3773. One special event will commemorate the centennial of route 23: a trip from Chestnut Hill (10 am) to Ontario loop, August 13 & 14 [$7.50 adults, $4.00 children, reservations suggested]. September 11, a tour from Chestnut Hill to "North Philadelphia" will include a professional tour guide to describe points of interest [two runs 9 and 11 am from Chestnut Hill, $10 adults, $5 children/seniors, reservations suggested.] SEPTA has also moved its historic Peter Witt car to Germantown, where it can be operated on t he Chestnut Hill Trolley line, which runs until 9 pm Saturday evenings in August. Eye on the Infrastructure: Subway-surface track switches at 42nd and Woodland were replaced last month. View-west down Woodland Ave. photo: Chuck Bode Combined Timetable A new handy folder shows daily headways of all 5 subway surface lines, plus complete late-night schedules, especially handy for City Hall-40th St. riders. Look for it in schedule holders on the cars. *Several subway-surface cars were decorated Hawaiian-style for the 4th of July. ##CTD "Special Delivery" at Night SEPTA has announced a new policy that allows buses to stop on request at locations other than bus stops between 9 pm and 5 am. Request stops will only be made at locations where the bus can safely stop. Boardings continue at designated stops-watching out for possible passengers in the middle of the block might compromise safety and increase travel time. NJ Transit has had this "Request-a-Stop" program for a couple of years. Its goal is to remove fear of crime as a deterrent from riding the bus at night. When the bus can stop right in front of your house, you'll often have a shorter walk than if you had driven home. Members are encouraged to let DVARP know how the new policy is working.-CB West Phila. Bus Route Changes Last month, SEPTA announced the first part of a two-phase bus route realignment in West Philadelpia. These changes simplify the system and address SEPTA's chronic funding shortfall. The east-west routes south of Market St. have three terminals: 69th St., Wycombe, and 61st and Pine. Presently, Route 21 alternates between the first two endpoints. To reduce confusion, the Wycombe branch is to be dropped from the 21, and replaced with new Route 41 service, which would operate via the 42 route on Spruce St., except that it would remain on Spruce St from 38th to 33rd thus bypassing the slow Civic Center routing. Minor tariff changes included in the package include the elimination of two little-used route extensions: the 52 to Lindbergh Ave. (all buses would terminate at Woodland), and the 65 to the Germantown VA and Broad & Erie. Three hearings are scheduled: Mon. Aug 29, 1:30 pm, VA Building, Wissahickon & Manheim; Mon. Aug. 29, 6:00 pm, YMCA of West Phila., 5120 Chestnut St,; and Tue. Aug 30, 6:30 pm, Penn Tower Hotel, Civic Center Blvd at 34th St. SEPTA Union Wins Competitive Bid A new Center City bus service, the PHLASH, sponsored by the City of Philadelphia, is expected to begin service late next month. TWU Local 234 cooperated with SEPTA management to win the contract to operate it. The long-dormant Trenton-Philadelphia Coach Corp (a predecessor company which survived as part of SEPTA for regulatory reasons) was reactivated, and its labor contract with TWU was renegotiated. Hourly pay for the drivers will be $10.53: significantly less than what SEPTA's City Transit operators make. The PHLASH will operate from 2nd and Bainbridge to Logan Circle, serving many tourist destinations. During the day, it will run via Arch St., and at night, via Market. Night extensions will serve portions of Pine St. and Spring Garden. CREDITS: News compiled by Matthew Mitchell and correspondents: Chuck Bode, Howard Bender, Betsey Clarke, Lucia Esther, Russ Gould, John Hay, Bob Machler, Don Nigro. Additional news from BITNET, Philadelphia Inquirer, Railpace, Railway Age, USENET, Washington Post ##E Battle Looms For Control of Board by Betsey Clark In the last issue of the DVRP, we laid out before you the state funding crisis faced by SEPTA caused by a minor language glitch describing revenue sources which would have cost the transit agency between $54 million and $120 million, had it not been resolved. We also discussed General Manager Louis Gambaccini's pending new contract which caused a flap among members of the State Legislature who considered it too extravagant. This, in turn, led to an effort by at least some of these members to reorganize the SEPTA Board so that the State would have greater control over the general manager's, general counsel's, and professional service contracts retained without competitive bidding. If these politicians had their way, the Board would be composed of five individuals, all hand-picked by the State, so that the State would then have a majority on this governing body. Patrick H. McCarthy, Governor Casey's appointee to the present SEPTA Board, was a prime negotiator with Gambaccini's lawyer on the contract which has caused so much controversy. He felt that it was not excessive for someone whose job performance for the past five years has been very highly regarded by most Board members. Not surprisingly, there is a strong desire among these members to retain the general manager for at least the next three years. McCarthy pointed out that the controversial contact was probably less than what Gambaccini was legally entitled to and was not out of line with what heads of transit agencies in other cities were pulling down. McCarthy added that he had been "really hard nosed" with Mr. Gambaccini's lawyer and had succeeded in hammering out something that was considerably downsized from the one first offered in 1988. In fact, one negotiator felt that this new contract was actually 15 percent less than the old one. The first contract offered to the SEPTA General Manger started him at $180,000 per year with provisions for regular raises. Extras included a generous vacation and a fully paid apartment. According to Patrick McCarthy, Mr. Gambaccini didn't use much of his vacation time, never took the free apartment, and, in fact, gave it up several years ago. Furthermore, when SEPTA management personnel were asked to take pay cuts, Mr. Gambaccini did not take all of the raises his contract called for. This means that, had Mr. Gambaccini taken all of these raises, he would have been making about $235,000 per year instead of his current $191,700. Furthermore, the $235,000 figure does not take into account a total of $205,000 in benefits he never used. However, out of a desire to settle the old contract, Mr. Gambaccini agreed to take $190,000 and to continue his pay at the present level. Mr. McCarthy did concede that the new contract provided for improvements in medical and life insurance, as well as other perks, some of which were spelled out in the July version of this newsletter. Admittedly, some Board members were surprised at the number of generous benefits in this proposed new contract. A number of them also felt that the timing of the expressed displeasure of the state legislatures with the prospective contract was calculated to build a case for the new superboard. By portraying SEPTA as being careless with its money, a stronger case could be made for passage of a bill allowing for creation of this revamped board structure. After this controversy came to light, the SEPTA Board scheduled a closed-door meeting on July 1, where the issue of Mr. Gambaccini's contract was supposed to be discussed. In all likelihood, the Board would end up offering the general manager a stripped down version of the contract first put out two weeks ago so that the threat of an attempt by the State government to meddle with the transit agency's governing body would hopefully be lessened. ##F Fumo Denies Power Grab Charge In a guest column published in the Daily News July 13, State Senator Vince Fumo (D-Phila) responded to editorials and columns written in various newspapers saying that the proposed changes to the SEPTA Board contained in House Bill #1338 are a move by the State Legislature to seize power at the transit agency. He felt that the intentions of the Legislature were misread, and that the causes of this effort were ignored. He called attention to SEPTA 's $50 million budget deficit and said that only the Legislature seemed concerned about this. Quoting from his column directly: SEPTA's budget has a $50 million deficit, yet no one other than the Legislature seems concerned about this. In 1987, SEPTA's total operating budget was $555 million, with the state supplying 35 percent. In 1994-95, the proposed opera ting budget is $687 million, with the state's share increasing to 51 percent....In 1987-88, SEPTA's share of the state's dollars for urban mass transit was $214 million, or 69 percent of total state funds. For 1994-95, SEPTA is estimating it will receive $450 million from the Urban Mass Transit Fund, or 72 percent of all mass-transit dollars in the state. Fumo then expressed his feeling that SEPTA was becoming more dependent on the State of Pennsylvania for its funding, and that this was one of the reasons why the Legislature should be more involved in the governing of SEPTA and the Board. He then said that SEPTA's management and some of the board members seemed to have no concern as to how SEPTA spends the State's money. He felt that a natural result of this situation was that SEPTA management was not forced to explain its decisions and their financial consequences to the people who pay the bill. Mr. Fumo feels more strongly than ever of the need to hold accountable organizations who spend the public's money. He then reiterated his perception of an insensitive SEPTA management (e.g., Lou Gambaccini's proposed contract), and said that the "we must make them understand." ##G City Plan Seeks "World Class Network" by Lucia Esther Mayor Rendell and City Councilwoman Happy Fernandez (D-at large) unveiled Philadelphia Transportation Policy; Planning For The 21st Century In Collaboration With The Metropolitan Region on June 8 at the Pennsylvania Convention Center. When Fernandez was first elected to City Council, Council President John Street appointed her to lead the Committee on Transportation and Public Utilities. Knowing that she knew nothing about transportation she began to research the subject. In the spring of 1992 City Council authorized her to conduct a formal study, which has just been completed. The following article is a outline of the plan, which is divided into four sections. An analysis and discussion of this plan will follow in future issues. DVARP's Chuck Bode attended a prelinimary discussion meeting and later submitted a written statement. You are invited to participate by writing us with your comments. Copies of the final report and video can be obtained from Fernandez's office. (215-686-3414, City Hall Rm 484, Phila. PA. 19107). I. ASSETS A. A World Class Network The Delaware Valley has an intermodal mass transit system already in place. To build the present system today would cost about $75 billion. Other cities are starting from scratch and spending $445 billion to build mass transit systems. B. Jobs and the Economy In addition to construction jobs, transportation jobs in the Delaware Valley include: automobile related 37,500; port 7,500; public transit companies 10,000; Philadelphia International Airport 25,000. In total these jobs add $3 billion a year to our economy. C. Ideal Location We are located in the middle of the busy Northeast Corridor, "Nearly 65% of U.S. consumers and 25% of Canadian consumers live within two day's overland travel from Philadelphia. In addition, it is estimated that 13% of America's total buying income lies within 100 miles of the City." D. Impact of Federal Regulations 1. The Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA), which authorizes all federal transportation funding through 1997; 2. The Clean Air Act Amendments of 1990, which sets the standards for reduction of vehicle-generated air pollution; 3. The Americans with Disabilities Act of 1991, which requires that all areas and vehicles open to the public be made accessible to the disabled. II. THE CHALLENGE Over the past 12 years federal capital funding and operating subsidies for transit projects in southeastern Pennsylvania have decreased by 75%. Furthermore, total government spending on transportation is lower in the Delaware Valley than in comparable regions in the rest of the country. The consequence is: 1. "Hundreds of miles of rail track in the Delaware Valley are unused or underused 2. Philadelphia is the sixth largest metropolitan area in the country, but its airport has slipped to 23rd in terms of passenger volume, and 3. Vehicular traffic in Philadelphia is delayed by more traffic signals per capita than in other major American cities." III. POLICY RECOMMENDATIONS Following are the policy recommendations for the five groups of primary transportation system users: A. CITY RESIDENTS AND BUSINESSES 1. Maintain and improve existing transit services 2. Expand transit services to capture untapped markets 3. Reduce unnecessary auto congestion in the City 4. Improve pedestrian saftey and appeal 5. Promote bicycling 6. Reduce vehicle emissions B. VISITORS AND RECREATIONAL USERS 1. Improve visitor connections to Downtown 2. Make transportation in the City easy to use 3. Enhance transportation in and around recreational and entertainment areas C. REGIONAL COMMUTERS AND RESIDENTS 1. Make regional development conducive to efficient transportation 2. Promote transit usage 3. Expand transit services 4. Relieve highway congestion and improve safety D. INTERCITY PASSENGERS 1. Improve capacity and service for air passengers 2. Increase traffic and transfers at 30th Street Station 3. Improve intercity bus servie and access E. FREIGHT SHIPPERS 1. Increase capacity of regional linkages to national freight transportation networks 2. Increase efficiency of intermodal linkages 3. Expand capacity and technology of Port and Airport facilities 4. Improve freight access to industrial sites IV. AN AGENDA FOR NATIONAL LEADERSHIP The Mayor and City Council's Transportation Committee seek to establish Philadelphia and southeastern Pennsylvania among the nation's leaders in the area of transportation management, thus making it easier to obtain funds for Federal-level transportation infrastructure investment and economic development programs. A NEW VISION FOR REGIONAL TRANSPORTATION The stated second purpose of the media event was to announce the formation of the Southeastern Pennsylvania Transportation Coalition to form a regionwide group to lobby for state and federal funds. Their first meeting was after lunch following this presentation. The new committee will seek to find funding for and implement the following projects: A. PEDESTRIANS, SHOPPERS, TOURISTS 1. The Avenue of the Arts will attract pedestrians, visitors and regional residents 2. A clean fuel shuttle will provide a low-cost way to get around Center City Philadelphia (Mayor Rendell has ordered 20 natural gas buses, 5 will be in service this summer, Fernandez choose the colors turquoise and purple!) 3. Riverwalks will extend along the banks of the Delaware and Schuylkill rivers 4. Outdoor cafes will dot a renovated Chestnut Walk 5. Historic East Market Street will be restored and will become a grand promenade leading to the waterfront, 6. With low rates for short-term, off-street parking, congestion on many Center City streets will be virtually eliminated 7. Bike lanes and recreational paths will run throughout the City. Bicycle rental/storage facilities will make biking a cheap and fun way to get around, 8. Businsess people will fly in and out of Center City Philadelphia aboard vertical takeoff-or-landing aircraft B. AIR TRAVEL 1. With a new runway, two new terminals and a new on-site hotel, Philadelphia International Airport would serve 20 million more passengers each year than it does today, 2. Visitors to the new Pennsylvania Convention Center will move directly from the terminal gate to the Airport Rail Line, and arriving passenger's luggage will be routed directly to their hotel. C. RAIL TRANSPORTATION 1. New high-speed trains along the Northeast corridor will make Philadelphia an easily accessiable destination, 2. Passengers leaving trains at beautiful 30th Street Station will have several options for reaching Center City Philadelphia, including a pleasant walk over a newly-landscaped Schuylkill River, or buses that stop at the station entrances. 3. Mini-buses will link trains to nearby communities. The result: suburban residents will have better access to the City for work, shopping, or pla y; City workers will have easier access to suburban jobs, and 4. Public transit stops will feature shops and ample car and bicycle parking." D. HIGHWAY IMPROVEMENTS 1. I-95 will be transformed into a model 21st Century transportation corridor, 2. There will be a transit line running parallel to the highway, 3. Designated lanes for buses, and park and ride activity centers will be situated along the route, and 4. Gridlock will be reduced through new technology. E. FREIGHT IMPROVEMENTS 1. Philadelphia will be the leading freight distribution center on the East Coast with the capacity to handle high and wide cargo from ships, trains, and trucks. "While the propsed agenda is designed to be implemented over a 10-year period, it is the Committee's recommendation that regional leaders make an immediate commitment to transportation issues. The goal is the development of a coherent transportation policy, more effective commmumnication within the region and concerted action to realize regional transportation goals." ECONOMIC IMPACT "The economic impact on the region can be significant. It is estimated that regional equipment and infrastructure improvements outlined in the 21st Century agenda would represent a minimum of $6 billion in transportation funding over the 10-year period and produce over 138,000 jobs throughout the five-county area." ##H Up Close and Personal: A Life on the R8 by Betsey Clark Throughout the years, especially before SEPTA took over the running of the regional commuter trains, the Paoli Local on the Pennsylvania Railroad (later Penn Central) was regarded as a particularly colorful and interesting line. Please allow me to give you more of a feel for the R8 Chestnut Hill West train. It would, in my opinion, give the old Paoli Local a real run for its money in terms of variety and flavor. Much of the old feel is still present for me today, even in the SEPTA era. I have been riding the Chestnut Hill West line since I was a baby. Back then, it was a part of the Pennsylvania Railroad system and was serviced by the old Tuscan Red cars (does this date me?) Our family would come in from the suburbs where we lived to visit the grandparents who lived in Germantown. We would catch a bus from Fort Washington and then transfer to the Chestnut Hill Local for the final leg of our trip. Later on, when we moved to Germantown, and I was in high school, I can remember catching the Chestnut Hill Local to ride to Sunday afternoon functions in Center City. For awhile during this time I needed to go out to Lansdowne in Delaware County after school on a frequent basis. I would transfer from the Media Local in order to get back home from Lansdowne. After I graduated from high school, I rode to Center City on a daily basis, first to attend business school, then to go to work. By this time the Pioneer III Silverliner cars were being used on our line. I also saw it become part of the Penn Central System during this era. For awhile I lived in Center City, then in West Philadelphia. Not only did my train trips become infrequent, but I realized how much I missed the trees and grass of the Northwestern part of our city. After I seized the opportunity to move back to this beloved (by me) area, I lived in several apartment buildings, every one of them near stations all up and down the Chestnut Hill Line. Once again I commuted on it in order to get to work in town. As I have ridden the R8 all these years I have experienced many things. Just this past November, I treated myself to a ride on the R8 when it featured the Santa Special. The train was festively decorated, and all the kids, adult and otherwise, were living it up with their kazoos blasting out Christmas songs in anticipation of the coming holiday. On a more ordinary note, I still see some of the same people I saw 20 or more years ago still riding our community train to work every day; some of them I know well enough to say hello to. It was on this train that I rediscovered a friendship with a woman who used to work in the same office as I did. She, in turn, introduced me to another woman she met at her station and had befriended. Now, all three of us know each other quite well. Not only that, I sometimes bump into another woman I met at a social group many years ago. We also renewed our friendship because of the R8. And last but not least, my father and I commute home together in the evenings after a hard slog at our respective offices. Riding the R8 has often made me feel very close to nature. In the stillness of an early morning in the summer, as I set out for work, I sometimes hear the lovely, haunting melody of a wood thrush coming from the forest on the inbound side of the line. Or, I might see or hear a woodpecker going after his breakfast on the trunk of a tree. When I disembark at my stop in the summer evenings, I am treated to the spectacle of a combination vegetable and flower garden right next to the railroad line. I will also often smell the fragrance of newly cut grass and experience the sight of butterflies flitting among the flowers, and bees going about the business of gathering honey. In the springtime, the same grassy area is carpeted with violets and snowdrops and buttercups.. Lines like the R8 Chestnut Hill West, known for their diversity of passengers and experiences, do not just come along. It is a very closely knit line which really binds the community together. ##I A Not-So-Obvious Purpose of Public Transportation by John Pawson Let's be honest and realistic about what makes Philadelphia and the region function economically. Look at all those vacant factories, even post-1960 vacant plants, in and around the city. Philadelphia's remaining 'economic engine' must be Center City employment. Jobs in primary industries in the central business district are the most important ones, for jobs in dependent companies like banks, utilities, and Gallery food shops depend on them. Yet today few if any Fortune 500 companies are headquartered in Center City. Once there were many; there still should be a dozen or more. Everyone agrees that the high city wage tax is the nemesis, yet nothing is done about it. Another factor is the mediocrity of the commuter rail system. We regret to note it compares unfavorably with its twelve U.S. commuter rail peer systems in the major parameters of average train speed, on-time performance, average trip length, average train load, and operating cost recovery. However, it does give decent service most of the time, if it's not all that it could be. It has a strong potential advantage in having twelve widely-covering lines through outlying areas, ten of which can be extended to additional regional markets. Some will object to all this starkness; but the city's prosperity, not to say the region's, depends on successfully running the central business district as a 'profit center' for the city and region. Center City needs to become more attractive for corporate headquarters, regional offices, etc. than its nearest big rival, Manhattan. Excellent commuter rail service and a prosperous Center City are mutually dependent. The city and region need to make the central business district attractive to business. If the CBD is attractive and easily accessible from all residential parts of the region, the commuter service will have many more passengers (more revenue) and a higher tax base will result (more taxes to support that service). ##J Letters to DVARP Our mailbox gets a steady flow of letters from DVARP members and public officials. While all letters are copied and distributed to the committees, and responses prepared when needed, we don't usually publish them in the newsletter. In the interests of furthering discussion and presenting alternate viewpoints, here's some excerpts from recent letters. -CB, MDM Jeff Karpinski complained about SEPTA fare policies: "playing 'gotcha' with riders who are unfamiliar with the rules or who don't have access to tokens or ticket machines." DVARP has asked in public hearings for elimination of these customer-hostile policies, and will keep on doing so. A.R. Follweiler of Florida (who visits Philadelphia annually) told us about a ride on the Frankford El: "...northbound over the bridge crossing the Northeast Corridor, at full speed, as the cars and chains bounced around uncontrolably. I was prepared to land on the roadbed and tracks below at the next loose railjoint. Fortunately, we did not, and upon arriving at Bridge St., I had determined never to ride that section again until it had been repaired or replaced. I was never so frightened riding steam in Ecuador, and there we were derailed twice-but these people knew what they were doing, had us rerailed in 5 minutes, and never placed our safety in jeopardy. I was appalled at the total disregard for safety by the motorman!" [This brings up an interesting point. Hardened commuters read their paper obliviously because the train gets them home every day. But how many passengers made one trip, had a similar experience, and never rode SEPTA again? SEPTA employees and regular users may know the system is safe, but as with crime, the potential riders' perception is what counts. When was the last time an automobile passenger had as rough a ride as many of SEPTA's rail lines, which could have a super smooth ride if the track and suspension were well maintained?-CB] Follweiler adds: "Here in Tampa, as in Philadelphia, many of the service personnel are of the opinion that they could do their job so much better, if only the annoying passengers didn't get in their way." Art Munson sent us some press clips about the proposed Mt Holly-Glassboro light rail line, which would not give a one-seat ride to Philadelphia: "Are we getting another '69th Street terminal' at Broadway [Camden Transportation Center], where trains, track, and crew will be tied up while passengers wait, transfer, and decide to drive instead?" Letters from Chris Zearfoss, of the Mayor's Office for Transportation, and Ed Tennyson, rail transportation planner, included extensive comments on our June cover story about the possible rapid transit line to Northeast Philadelphia. Both disagreed with use of the words "shot down" to describe what happened to previous attempts to get this line built. Zearfoss also defended the rapid transit mode choice, and discussed the flat fare policy on SEPTA's City Transit Division [Their comments deserve more space than is available here, so I hope to bring you more in a coming DVRP-MDM] Tennyson added a correction to the June "The Hidden Subsidies" item on the history of railroad taxes. The Federal ticket tax (which did not go to a trust fund) applied only to tickets over 35c, but ultimately grew to 15 percent, and the IRS ruled that commuter buses were exempt from the tax. Tennyson contends that this caused the demise of rail and transit lines. ##K RailReading Getting There: The Epic Struggle Between Road and Rail in the American Century by Stephen B. Goddard 351 pp., including bibliog., index. Basic Books, 1994. $28.00. reviewed by Sandy Smith It's a good thing Stephen Goddard never really lost interest in the subject of his bachelor's thesis at Bates College (which was on the untimely demise of the New York, New Haven and Hartford Railroad; it's one of the 445 source documents listed in the bibilography). While most of us are probably familiar with some of the broad details of our deliberate tilt of the playing field away from trains towards motor vehicles over the course of this century, this book also places this policy in its historical context. Make no mistake about it, though: Goddard has a bone to pick with the "highwaymen," a word he uses deliberately and in both senses of the term. By providing a sort of 'Lives of the Saints' (or perhaps Lives of the Devils would be better) story of the men who set out to pave America in the name of breaking the stranglehold of the rapacious railroads, Goddard adds a human element to the Grand Conspiracies many of us have heard about. In the process, he also explains how the railroads helped hasten their own demise through their early unquestioning support of the Federal roads programs and how the highwaymen fought for decades to secure a pot of Government money that would be theirs and theirs alone. He also shows that some people in high places did question the wisdom of a "highways first, last, and always" policy, only to have their efforts to curb the power of the highway lobby frustrated. (One of these people was President Eisenhower, who signed the Interstate Highway Act. He was later appalled to discover that the Federal highway officials designing the system planned to run the highways through rather than around the cities, but by then it was too late. This policy, sold to urban Congressmen as a form of "urban renewal", was the tradeoff the highway lobby made for the votes of the urban representatives.) There are a few minor errors of geographical detail in the book, but they do not detract from the overall flow of the story. And after reading it, I feel that Goddard was not using understatement in terming the clash between railroads and highways on the field of public policy an "epic struggle." ##L Amtrak to Sue RRs for Delays America's freight railroads are enjoying great success, thanks to deregulation and new intermodal technology. But the truckers aren't the only people unhappy about the increase in U.S. freight rail traffic; Amtrak is tired of having its passenger trains delayed by freight dispatchers. Last month, the nation's intercity passenger railroad threatened to sue those railroads which don't comply with the law which allowed them to transfer money-losing passenger services to Amtrak. That law says Amtrak trains must take precedence over freights. Amtrak now claims that 45 percent of the total delays experienced by its trains were caused by interference from freight trains. Conrail and Burlington Northern were cited as the worst offenders in a news conference held by Amtrak President Tom Downs. Downs also threatened to raise objections to the proposed merger of the BN with Santa Fe. The railroads are responding that Amtrak has overstated the problem, and that Amtrak's own problems are the root cause, such as when a locomotive breakdown which delays a train puts it right in the middle of a block of traffic going the other way on the tracks. The contracts between Amtrak and its host railroads come up for renewal in 1996.-MDM ##M Delaware Enjoys Rail Excursion Rail-to-the-Fair '94 was a sell out with 428 passengers enjoying the train ride to the Delaware State Fair in Harrington. This was the third year for the Amtrak special organized by DelDOT and Delmarva Rail Passenger Association. The purpose of the trip is to show that modern trains can operate in Delaware, to generate publicity about modern trains, and to show modern passenger trains to Delaware residents south of Wilmington. The hope is that once residents see and try train travel, there will be support for daily passenger train service.-CB ##N Cherry Hill Open: Pedestrian Access Awful Cherry Hill became NJ Transit's newest commuter rail station July 2. The station is located between highways 38 & 70, completely surrounded by Garden State Race Track property. The station is functional and modern, but pedestrian-hostile. The station has one high level platform along the siding. Three-sided glass shelters are spaced along the platform at three places. Two shelters have a bench, the other has two ticket machines. Two ticket validators are located near the machines. Waiting passengers can also use several benches on the platform. Two stairs and a ramp provide access to the platform. NJT's new station Photo: Chuck Bode The station is completely fenced with only one exit, about a block long sidewalk to a parking lot. From the parking lot barriers have been used to form a driveway along the outer perimiter of the race track parking area. Eventually the driveway exits at a racetrack gate near Cornell Ave. and Marlton Pike, the far southwestern corner of the racetrack. The roundabout driveway may be passable for autos. For pedestrians it is another story. By the map, Cherry Hi ll Mall is slightly over a mile from the station, an easy walk along Woodland Ave. Thus prepared, author and friend went from Philadelphia for an evening at the Mall. From the platform, the road is just accross the NJT track-unfortunatley two fences away. Even shortcutting through the racetrack lot (instead of the driveway), fifteen minutes were required just to walk to the exit gate-going exactly the wrong direction. Over an hour was then required to walk around the racetrack to the mall. By then too beat to shop, the NJT 405 bus trip back to Philadelphia took only 45 minutes. How can public transportation be expected to succeed when new facilities only serve one way trips (in this case from Cherry Hill) for persons able to afford multi-thousand dollar fares (an auto) to access the system? The fencelines are straight, so land is not the reason the station is not at either highways 38 or 70-or more simply directly beside the parking area rather than a block south. Walking around the racetrack, several gates were open making it hard to understand keeping the one accross the NJT track closed-from which one could walk throught the racetrack to near the mall. Otherwise, at least NJT could allow for a path within the fences for passengers to walk directly to the roads. Meantime, passengers wanting to get to Cherry Hill are advised that the several bus lines through the area are much easier and quicker.-CB ##O Atlantic City Notes NJT has announced a $3.00 surcharge for passengers purchasing tickets on board trains, and for passengers who have validated their tickets before boarding. The new surcharge begins Sept. 12. Senior citizens and registered disabled persons are exempt, as are passengers using Atco Station, which does not have any ticket machines. The announcement indicated that if both ticket machines at a station do not function the surcharge would be waived-from SEPTA experience certain to become a source of bitterness between passengers and crew. *NJT will operate the final 1994 Phillies Express from Atlantic City line stations directly to Veterans Stadium October 2. This is the fifth year for these specials. Round trip train ride and admission to the game are only $22. Reservations can be made at 609-343-7162; Visa, Mastercard, and Discover are accepted. Sports events create a large volume of traffic and pollution oriented to a single location-an ideal chance for public transportation to solve real problems. Members are urged to support NJT's effort.-CB ##P DVRP to Go First Class Again DVARP has not been immune from the well-publicized delivery problems the U.S. Postal Service has been having recently. Persistent and extended delivery delays often meant the DVRP reached New Jersey members more than a month after mailing and many other members reported delays of three weeks. As an action organization, it is important that DVARP members receive information in time to contact elected officials and attend various meetings. Thus after two years of trying third class mail as a means of controlling expenses, the members present at the July meeting voted to resume first class newsletter mailing effective with the September newsletter. The cost of postage is higher for first class, no matter how many cost saving reductions can be found. This will lead to a debate over DVARP's budget in coming months. Will a dues increase be necessary? Should the DVRP carry advertising to offset some of the costs? Other alternatives include changing the format of the newsletter so that it can be mailed as a letter rather than at the higher rate charged for "flats." The most effective method of controlling costs is increasing membership. Postage rates go down as volume increases for a given zip code. Have you shown DVRP to other passengers, environmentalists, and concerned citizens? Help avoid a dues increase, recruit new members! ##Q Office Equipment Gifts Could Help For about ten years DVARP's mailing labels have been printed on a reliable, but now throughly outdated, CP/M computer. Volunteers are trying to locate a more modern DOS computer and printer which would capable of printing bar coded labels which could reduce postage costs. Many of our members have computers and computer skills. We have Foxpro 2.6 and have completed a test transfer of data from the CP/M PC to a DOS PC. Is there a older computer that you are no longer using that DVARP could have to modernize operations? Do you have a few hours to set up and configure a PC? If you can help, please leave a message for our volunteer coordinator at 215-222-3373 message box 4. Another office need is a fax machine. Before we spend hundreds of dollars buying one, does any member have an unneeded one that could be loaned or donated to DVARP?-CB ##R Annual Picnic This Month! The traditional August outing to Willow Grove for a picnic lunch and informal meeting will be a week later than usual: August 27, from 12:45 to 3:45 at the home of DVARP member Ralph Page. A grill will be available, please bring your own entree and something else to share with the rest of the group. A carpool will meet SEPTA's R2 Warminster train at Roslyn station to take members to the picnic and back. ##S Dates of Interest DVARP Commuter Rail Committee: Sat., Aug. 13, CANCELLED. SEPTA Hearing on Route 96 Revision: Tue., Aug 16, 2:00 pm in Telford. SEPTA on Site (Suburban Transit): Wed., Aug. 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. SEPTA Hearings on Proposed Service Standards: Mon., Aug. 22, 7:00-9:00 pm at George Washington H.S., 11000 Bustleton Ave.; Tues., Aug. 23, 1:00-3:00 at SEPTA Board Room, 714 Market St.; Wed., Aug. 24, 7:00-9:00 pm at Northeast Regional Library, Cottman Ave & Oakland St.; and Thu., Aug 25, 7:00-9:00 pm at 46th St. Baptist Church, 46th St. & Woodland Ave. Deadline for September newsletter material: Tues., Aug. 23, to Matthew Mitchell or in DVARP mailbox. SEPTA Board Meeting: Thu., Aug. 25, CANCELLED. DVARP Annual Picnic and Meeting: Sat., Aug. 27, 12:45 to 3:45 at 3140 Woodland Ave. Willow Grove. SEPTA Hearings on West Philadelphia Bus Route Revisions: Mon. Aug. 29, 1:30 at Germantown VA, Wissahickon Ave. & Manheim St., and 6:00 pm at West Philadelphia YMCA, 5120 Walnut St; Tue., Aug. 30, 6:30 pm, at Penn Tower Hotel, Civic Center Blvd at 34th St. Delmarva Rail Passenger Association: Thu., Sept. 1, 6:30 pm, at Stationmaster's Office, Amtrak Wilmington Station. Call Ken Berg, 410-648-5961, for more information. DVARP General Meeting: Sat., Sept. 17, 1:00 to 4:00 at Temple University Center City, 1616 Walnut St. 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. ##T Up and Down the Corridor News of other Northeastern commuter rail and rail transit services A Good Deal Both commuter railroads in the Washington area have made deals with Amtrak to increase the flexibility of their services. MARC responded to complaints about its new schedule by arranging for two early-evening Amtrak trains to accept MARC passes for BaltimoreWashington travel. MARC already allows commuters to use Amtrak trains on the Penn Line later at night. Virginia Railway Express now lets its Fredricksburg riders use mid-day Amtrak trains. Amtrak operates both those lines under contract to the commuter agencies. Maine Setback Amtrak will not meet its Fall 1994 goal for restoring passenger train service to Maine and the New Hampshire seacoast. Track repairs and signal upgrading for passenger trains are more complex jobs than originlly thought. Give Them What They Want New schedules on Metro-North provide additional evening service for hard-working New Yorkers. The boost is in response to a customer survey. Subway Settlement A new labor agreement has been reached between the New York MTA and the unionized workers who operate and maintain NYCTA subways. Full details were not available at press time, but an independent expert is to settle the question of whether one-person operat ion of trains is safe. The TA would like to try it on the Franklin Ave. shuttle. Progress on NJ Connection Contractors have resumed work on the Kearny Connection, the junction which will allow Morris and Essex commuters to enjoy a one-seat ride to Manhattan. Construction had been halted when toxic waste was found on the site. ##U DVARP Phone & Voice-mail Directory DVARP main number (voice mail line) 215-222-3373 9 Chuck Bode, President 215-222-3373 1 Tom Borawski, VP-Transportation 215-552-4198 <73243.1224@compuserve.com> 6 Robert H. Machler, VP-Administration 215-222-3373 5 Sharon Shneyer, VP-Public Relations 215-386-2644 3 Matthew Mitchell, Newsletter Editor 215-885-7448 4 Betsey Clark, Volunteer Coordinator 215-222-3373 8 Mark Sanders, 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 (internet) 73243.1224@compuserve.com ##V DVARP Membership Coupon Yes, I want to support improved passenger train service in our region! Here are my DVARP membership dues for 1994! 8/94 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 ( ) Introductory-new members only: $10.00 ( ) under 21 or over 65:$7.50 ##W Upcoming DVARP Meetings: Saturday, August 27, 12:45 to 3:45 DVARP Annual Picnic and Meeting (note change of date!) 3140 Woodland Ave., Willow Grove, PA SEPTA R2 train departs Suburban Station 12:05, arrives Roslyn 12:41, or use bus routes 22 or 98. Rides will be available from Roslyn. Return train leaves Roslyn 3:53. Saturday, September 17, 1:00 to 4:00 Temple University Center City Saturday, October 15, 1:00 to 4:00 Montgomery County Library, Norristown **meeting time and place subject to confirmation: please check the September DVRP! Agenda for the August meeting: 12:45 Introductions, agenda, minutes Recognition of DVARP's 22nd anniversary 1:00 Annual Picnic Grill provided by host Ralph Page: please bring your own hamburgers, etc, plus a salad, dessert, or snack to share. 2:30 General Meeting Only issues requiring immediate action will be on the agenda Committee Meetings: All committee meetings CANCELLED for August. Please contact Committee Chairpeople for September meeting information ---end---