The Delaware Valley Rail Passenger November 1994 Vol. XII, No. 11 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 NEW E-MAIL ADDRESS 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) Coming soon: recent issues will be available on WWW see home page opening soon--http:///libertynet.org/~dvarp/dvarp.html 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 $16.00. see the coupon at ##V. Contents copyright (C) 1994 DVARP, except photos (C) 1994 credited photographers President and Acting Editor: Chuck Bode Production Manager: Donald Nigro Online Liason: Matthew Mitchell For other DVARP officers and committee chairs, find ##Q 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 Schedule Change Alert This is a traditional time to change schedules; passengers on all railroad and intercity bus routes are urged to check for new schedules before traveling. Amtrak, SEPTA RRD and Frontier issued all new schedules. We have seen new schedules for almost all of Victory Division's routes. contents: use the search function of your word processor to find articles ##A Short-term Improvements for SEPTA's RRD ##B Short-Term Improvements: Is There Room for Discussion? ##C Miquon Station Parking ##D Customer Service Volunteer Initiative Begins ##E Schedule Change Details: SEPTA, Amtrak, NJT, and MARC ##F Volunteer Cleanups ##G Governors: Highways First **Commuter Rail Committee insert not available in this edition ##I Internal DVARP News Newsletter DVARP Mission and Goals DVARP Organization and Election ##J Tidbits: ##K DVARP Membership Coupon ##L DVARP Phone & Voice-mail Directory ##A Short-term Improvements for SEPTA's RRD Professors Vukan Vuchic, PhD, and Shinya Kikuchi, PhD, have teamed together, along with six research fellows, to produce a second report detailing improvements to SEPTA's RRD. This report concentrates on improvements that can be made with no, or minor, capital funds. Many recommendations are presented to reduce costs, speed service, increase convenience, and increase ridership and revenue. The improvements are designed to coordinate with the long-term improvements recommended in the previous report so that no wasted funds or effort result from implementing both sets of recommendations. The report gets right to the problem on page i: "...ridership is low relative to the excellent coverage the network provides, and it has a predominately declining trend. Moreover, financial results are unsatisfactory: the Regional Rail Division's operating ratio is considerably lower than the other SEPTA divisions' ratios. There is a serious danger that the system will continue along a "spiral" of increasing fares and/or service cuts - decreasing ridership - reduced revenues - further fare increases and/or service cuts." Chapter one identifies the major deficiencies from the passengers' point of view: long headways, high fares, inadequate information, virtually non-existent marketing, inconvenient transfers, unsatisfactory scheduled speeds, and unsatisfactory interior car cleanliness. Chapter Two covers improving the train scheduling. The routes are recommended to continue operating from one side of the system to the other through the tunnel (that is, separating the routes into 13 radial routes is not recommended.) The researchers examined four methods of scheduling the trains. Independent schedules, SEPTA's current method, was found to make transferring among lines difficult. Separate lines with regular interval operation on the 30th Street-Jenkintown section was found difficult because of the many constraints (single track, Amtrak, etc.). Regular interval operation of the 30th Street-Jenkintown section with other lines operating as independent feeders (i.e. transferring from Fox Chase shuttles at Wayne Junction, etc.) was found to have more disadvantages than advantages. The fourth method, network-wide timed transfer system, was found to increase the usefulness of the system. The idea is similar to that used at Norristown where all the buses meet hourly to allow passengers to make every transfer. Because there are not enough tracks and platforms for every line, a pattern of half the lines meeting every other interval was found most practical. This maximized the transfer possibilities onto the lines most likely to be used (Airport and Trenton) and minimized the least likely combinations (such as Trenton to West Trenton). The end result is that rescheduling trains could reduce the time passengers spend waiting for connecting trains by 27%. Chapter Two also examined schedules on individual lines, using Elwyn as the example. The then current schedule (work began in 1993) was found to suffer from irregular headways, excessively long headways, increased sensitivity to delays, long station standing times to board the accumulated passengers because of the long headways, and failure to save costs from short-turn trains by operating them the entire length of the line! Three alternate schedules were studied: all local trains, skip-stop service, and zonal service. The recommendation is a six-month trial period of local trains every 20 minutes during the peak travel periods (about three hours in the morning period studied). Chapter Three tackles quality of facilities. SEPTA's portion of 30th Street Station is found to have serious problems. Signs, on trains and at stations, are also found woefully inadequate. Five recommendations are made: 1. Prohibit food consumption on the trains. 2. Reintroduce, intensify, and make permanent the campaign for car cleanliness. 3a. Announce instructions about cleanliness and food prohibition. 3b. Crews collect trash in cars at terminals. 4. Include correction of deficiencies at 30th Street in contract for completing the renovations. 5. Correct some deficiencies at 30th Street immediately. The report makes a good point about 30th Street: "...it is where the greatest number of new passengers use the Regional Rail System for the first time. This is also the location where SEPTA loses the greatest number of potential passengers by the lack of user-friendliness...." Chapter Four provides 27 recommendations for other aspects of RRD: 1. Reduce the present intra-suburban fares to $1.50 and widely publicize it. 2. Use of ticket machines and cancelling machines to reduce need for the crews to collect fares. 3. Introduce $0.40 transfers between RRD and other divisions. 4. Monthly passes for students with reduced fares on RRD. 5. Strong incentives for off-peak group travel on RRD. 6. A serious effort to increase ridership at inner stations including: - reduce fares to level of transit fares. - increase frequency of service and weekend service (flag stops). - provide extensive information about transfer possibilities. - promote and market these innovations. - try for one year, then close stations still with low ridership. 7. Install stanchions for standing passengers. 8. Expedite construction of Civic Center and Eastwick Stations. 9. Increase efficiency of crew operations: - rules that crews must open all doors they can handle. - improve training to handle crowds and delays. - place designation signs at doors and at head of trains. (The report also examines the strange train designations, such as calling a train Secane Express when it does not stop to Secane but does go to Elwyn.) 10. Reduce crew size and redeploy crews on more frequent service. 11. Improve conditions for intermodal transfers. 12a. Reduce time through Center City Stations. 12b. Improve control of departures from outer terminals. 13. Reduce cushion times on lines without frequent delays, take cushion before lines converge. 14. Increase ability to handle emergencies and adverse conditions--make trains superior to driving in bad weather. 15. Introduce a telephone number with information on current delays. 16. Clearly designate Market East Station and mark all entrances to it. 17. Implement suggestions from October 1989 User-Friendly Services Symposium. 18. Clearly designate paths between RRD/Amtrak/MFSE/Subway Surface at 30th St. 19. Correct public timetables to show possible RRD transfers & fares. 20. Develop a convenient slogan for the system. 21a. Provide more (instead of longer) trains for special events. 21b. Develop a simple fare collection method for special events. 22. Make the Wednesday evening fare a "Round trip for one-way fare". 23. Develop a system of complete and correct information about the Airport line. 24. Clarify relationship between R1 and R2 and present clear information. 25. Cooperate with City to get more airport employees to use the train. 26. Develop a marketing plan for the Airport line with new ideas. 27. Improve the joint SEPTA-NJT service to New York: - name the service. - publish a joint schedule. - easy purchase of through and round trip tickets. - appoint a person to facilitate transfers at Trenton. - consider through-routing the trains. - increase service frequency to 30 minutes and speed trips by servingintermediate stations every 60 minutes on a skip-stop basis. The ball is now in SEPTA's court (or should we say the train is now in SEPTA's station?). How about an improvement of the month plan? We look forward to implementation of many improvements from this report. CB ##B Short-Term Improvements: Is There Room for Discussion? Professors Vuchic and Kikuchi have done a thorough job of searching for potential improvements to SEPTA's RRD. Some of the improvements should not be improvements, people are already being paid to do them--such as putting the correct signs on the trains. Others are improvements DVARP has championed for years-- such as through Philadelphia-New York operation with NJT. However, there are some proposals that may warrant further passenger input before changes are made. One example is the provision of stanchions for short distance passengers to stand. This may work well travelling toward Center City. Long distance passengers get on first, fill up the seats, and then short distance passengers get on and stand. The first inefficiency comes at the first Center City station where leaving passengers have to squeeze through an aisle full of standees. The delays of this method can be easily checked on Route 10. Potentially more serious is the ride home. In Center City everyone has an equal chance for a seat. Some seats will be used by short distance passengers. Long distance passengers who stand, will then get a seat for the remainder of their trip. Or will they? Maybe they will stand once and decide the hassle factor is too much. One claimed advantage of the train is that the time can be productively used--but that assumes a seat. To clarify the report, we had a discussion about stanchions with Professor Vuchic. Not covered in the report are the trains now carrying standees, for example during delays or bad weather. Stanchions would help those passengers. The report is not proposing less capacity thereby causing standees. The report proposes increasing ridership, which could result in standees at times. The stanchions would be a contingency plan for those standees. A less clear factor is eating on board. Today many people are trying to squeeze two jobs, a family, and other activities into the day. The train takes longer than driving, so cannot be used unless somehow the time can be used for "double duty" in a manner not possible while driving. For some passengers the train is the necessary meal period. No eating, no using SEPTA. Smoking is officially prohibited at subway stations, not that one would know through the smoke cloud on the 30th Street Subway Surface platform. Is the problem education, litter, or incorrigible slobs? Yes, the trains are often rolling garbage dumps, but is this the best solution? Much effort is devoted to optimize transfers among lines with infrequent service. A major constraint seems to be Amtrak--cited as a problem by every operator from Washington to Boston. Is there an opportunity for more frequent service by coordinating all the services from Washington to Boston, such as scheduling commuter trains to depart just after Amtrak trains. If all the commuter lines ran about every 15 minutes, then scheduling transfers goes away as a problem, as does needing to optimally schedule for some portion of the hour. While the commuter trains in each city would depart at "odd" times, increased frequency of service might result in overall benefits for passengers. Another consideration for transfers is eliminating them by pairing the lines most likely to transfer. R6 meets itself, R7 crosses itself--no wonder no one rides through. Attempting to get the straightest route might work--like the R2 and R3 lines. Should there be a study to determine if capital funds to change track connections would result in long term ridership gains? For example, would Amtrak corridor, R8 Chestnut Hill, and R7 Trenton passengers all benefit if the trains went south at North Philadelphia to Market East Station instead of detouring through Zoo Junction? Such a connection could permit the Paoli line, with many schools, to continue to Trenton--potentially eliminating many transfers on weekends. Ticket office hours are not addressed in the report. Even the rare functioning ticket machine at outlying stations does not provide passengers with warmth in winter, a feeling of safety at night, or a restroom. In Center City, the long lines some evenings and the number of potential passengers after closing ought to justify at least a study of extending the hours at 30th Street Station. The report is quite instructive in many areas, presenting analysis so the reader can understand how the recommendation was reached and justified. Other areas, especially options not recommended, are brushed aside. The report seems to indicate that much analysis was done to reach the decision, but it is not presented, denying a valuable learning opportunity--for example, the data on feeders to a regular-interval trunk operation and how it was determined not to be a good option. As passengers, what recommendations do DVARP members have? What are YOUR thoughts on the recommendations in the study? What other low cost improvements could be made? Send your thoughts to the post office box so the Commuter Rail Committee can use them. Lets all work to make SEPTA the best system-- it would benefit all of us. CB News Reports ##C Miquon Station Parking We thank Robert B. Wolf for locating additional parking for Miquon station passengers. He reports that on inquiring into the shortage of parking, he was advised that the paper mill, which operates across from Miquon Station, is happy to have those using the trains to Philadelphia at Miquon park in their parking lot, which has not been overcrowded for some time. ##D Customer Service Volunteer Initiative Begins Sixty-five volunteers began evaluating SEPTA November 1. Marion J. Colston, Chief Officer of Quality Assurance Subway Elevated Division, began the formal process with an October 17 training program attended by about 45 of the volunteers. The volunteers are to consider both the passenger's and SEPTA's point of view. They are requested to report both the good and the bad as they see it. The plan is to use the reports to improve SEPTA so that it achieves its slogan of better than driving. At the meeting SEPTA committed to achieving a 1995 subway/elevated Rider Report Card grade of B by making improvements identified by the volunteers. Volunteers have four forms to use, two per day. The forms measure accessibility, quality of service, vehicle equipment, and safety. The forms cover physical equipment conditions (equipment malfunctions), site conditions (cleanliness), and human performance (were you greeted with a smile, announcement of stops). At the training session, Mr. Gambaccini extended the program from subway/elevated to the entire system. After trying to use the subway forms on buses, the DVARP volunteers quickly developed a more suitable form for surface transit routes. We eagerly await word of the improvements to be made as the reports are submitted. The program is planned to last one year. Please inform DVARP if you notice any changes (better or worse) from this program. CB ##E Schedule Change Details This is a traditional time to change schedules; passengers on all railroad and intercity bus routes are urged to check for new schedules before traveling. Amtrak, SEPTA RRD and Frontier issued all new schedules. We have seen new schedules for almost all of Victory Division's routes. A quick look through the RRD schedules found the following changes: SEPTA's Airport schedule shows the new University City Station so that a change will not be necessary when the station opens (expected "in December"). Times at all the other stations remain unchanged. The Elwyn line also shows University City station times without any other station times affected. However, 40% of the trains no longer stop at Angora and almost as many no longer stop at 49th Street. The Wilmington schedule shows the University City Station. No additional time appears to have been added for the new stop, but some trains now operate at slightly different times. Warminster trains times appear unchanged, except that service is reduced at Wayne Junction, Crestmont and, Fulmor Stations. One minute has been added to the running time of trains to West Trenton; three minutes was added to one inbound train. The Paoli format has been changed to make the type larger. A few trains have minor time changes--sometimes a one minute speedup--and stops have been slightly rearranged between trains. The Doylestown schedule has also been printed with larger type. The only train change appears to be elimination of the one daily stop at Elkins Park, again without a change in times at other stops. The only R change appears to be the first weekday inbound train running ten minutes later. Shawmont remains open. R7 has a few minor time changes (as do some connecting NJT trains). Trains continue to stop at Wissinoming. Passengers using R8 have the most changes. Almost all trains were changed by one to ten minutes. Westmoreland was abandoned. Good news is an added early morning train from Fox Chase at 5:55 arriving in Chestnut Hill at 7:00. This is the second early morning train added to Chestnut Hill West this year. Bicycle permits appear easier to obtain. A new note in the RRD schedules states that permits "are now available at all Railroad Station Ticket Offices and 69th Street Terminal. Bicycles are permitted on all Regional Rail Lines, the Broad Street and Market-Frankford Lines and the Route 100. Please see agents for details." We believe that there are still regulations on the number of bicycles and the hours they may be brought aboard are. On Frontier Division several significant service enhancements began. Route 93 Sunday service was extended from Eagleville to Collegeville. However, passengers are urged to check carefully because the column headings in the schedule seem to be incorrect--the center columns look like Collegeville and the other headings look like they should be moved over one column toward the sides. The weekday Route 93 schedule now shows connecting R6 trains. Sunday service was also added for Routes 94 and 96 as far as Lansdale. Many weekday Route 97 trips were extended to Plymouth Meeting Mall. Connecting trains now show in the Route 130 schedule. 2XX series have minor changes to match changed train times. Suburban schedules now have the new look of other SEPTA transit schedules. Route 100 shows the same 20 minute headway for both Saturday and Sunday (most likely to allow for continuing construction). Route 112 has a zone boundary change: from Manoa Rd. to Eagle Rd. Route 112 also describes a new(?) SEPTA policy: "If you wish to board in an area not clearly identified as a transit stop, please stand in a position that is safe and visible to the bus operator. Signal the operator as the vehicle approaches. He/She will stop at or near the area as dictated by safety." This policy does appear more cost- effective that attempting to install and maintain a large number of bus stop signs along some of the more outer suburban routes. Route 114 also had a fare zone adjustment in Crum Lynne-from Ridley Ave. to Fairview Rd. CB Amtrak has added a new early morning New York to Washington train which departs Philadelphia at 7:00am. North of New York City, there has been a significant expansion of New England Express service. Reservations are required on all New England Express trains north of Penn Station even when the trains operate unreserved between Washington and New York. Florida service was revised and the Capital Limited converted to Superliners. In conjunction with the schedule changes, Amtrak revised fares. Round trip fares were eliminated. Passengers may still buy round trip tickets, but the fare in made from two one-way fares. Peak periods were changed and now vary by city-pair. For example, discount tickets are restricted for travel from Philadelphia to New York on Fridays, but are not restricted from Philadelphia to Washington. Where restrictions apply, they are generally at holiday periods and Fridays from 1pm to 7pm. New fares are expected to be higher for some passengers, but lower for others. MARC has new Camden line express service, NJT increased Raritan Valley service and began service to Hackettstown. The new host for SEPTA and Amtrak schedules on computer is LIBERTYNET. Sponsored by the University City Science Center and Bell Atlantic, LIBERTYNET is an experiment in community networking. It is currently accessible at Internet address LIBERTYNET.ORG. Existing links to the schedule information on services like PENNINFO are still valid. DVARP expects to be joining this project soon. (Thanks to MM for Corridor analysis.) ##F Volunteer Cleanups Lansdowne and Carpenter Stations recently benefitted from volunteer help. The Mt. Airy Times/Express photographed the Carpenter Station effort with DVARP member John Wireman heading the lineup. Member Action Section of Newsletter ##G Governors: Highways First Bad news in the October 24 issue of Passenger Transport. The National Governors' Association (NGA) is pushing the US DOT to finalize the highway system (NHS) before considering a system (NTS) that would include public transportation. After the election, DVARP members are urged to write the Governors urging them to support an expanded role for public transportation in the Pennsylvania, New Jersey, and Delaware region. CB Views and Opinions Section of Newsletter This month's views and opinions section is a special insert, pages CRC-1 to CRC-4 provided by the Commuter Rail Committee. ##I Internal DVARP News Section of Newsletter Newsletter Members may notice changes in our newsletter last month and this month. We are trying to implement several improvements. First, we are trying to clearly indicate the purpose of the articles. In the past, there was often a lack of clarity between what was a review of events/news, analysis of events/news, and individual member opinions and ideas presented for discussion. This month we have attempted to clearly indicate the type of material. Second, we are trying to simplify production of the newsletter. We have two goals to reach. Reducing the volunteer time required to produce the newsletter enables those hours to be used more directly for expanding and improving the public transportation system. The other goal is to reduce the need for advanced skills, so that more members can participate, thus reducing the burden on specific members. Member suggestions are solicited. How can we make this newsletter more useful and effective? What can we do to reduce preparation time? What is important to YOU in the newsletter? Is the size, shape, or format important? CB DVARP Mission and Goals John Dawson An updated DVARP mission and goals were approved at the October 15 meeting. DVARP's mission is to promote public rail transportation in all its forms, from local transit to intercity, to ensure that it is adequately funded, to see that it is an integral part of our transportation system, to increase public acceptance and ridership, and to work to improve its efficiency and effectiveness. To accomplish our mission we need to work toward the following goals: 1). To increase political support for public transportation. This means communicating with our elected officials at federal, state, county, and municipal levels, testifying at public hearings, writing letters to newspapers, and generally stimulating public discussion of the issues. 2). To encourage use of public transportation. This is really a marketing function. We should be trying to increase awareness of transit and to encourage its use. E.g., we can point out that the Route 76 bus connects Center City rail stations with the zoo and the art museum, and that it can be ridden free on weekends with a family rail ticket; or we can encourage the National Park Service to include transit information when providing directions to its facilities. 3). To act as a consumer advocate. Our members are certainly familiar with the various facets of the rail system, and know what works and what does not. We can work to correct problems and redress grievances. 4). To help formulate long-range plans. The transportation planning process today is much more open to public participation than it has ever been before, thanks to ISTEA. We need DVARP and allied organizations to see that rail alternatives receive proper consideration; otherwise we are likely to get nothing but highways. we can participate at hearings and other public forums, we can write letters to officials and to newspapers, and we can promulgate ideas through our newspaper. DVARP Organization and Election The members at the October 15 meeting recommended that DVARP change to a Board of Directors organizational format. They felt this would facilitate future growth and increase effectiveness. Several years of continual growth in membership and projects has both placed increasing burdens on the small number of officers and limited the opportunities for additional members to participate. Boards were felt to be a more common and recognized structure among other large community and environmental organizations. An important benefit of a Board is efficiency at meetings. As meetings become larger, the time required for each member to participate in the discussion causes the meetings to become so long that persons are unwilling to expend the time. Focusing discussions by topic at smaller committees should shorten the meetings and allow more members to participate throughout the organization. A side benefit is that committee meetings would not be distracted by discussions from persons not interested in the topic, but feeling compelled to offer their comments at larger, multi-topic meetings. By attending the committee meetings of specific interest, members would not lose time while other topics are discusssed. The proposed Board would be filled by general membership election. Members who would like to be on the Board are encouraged to send their name, town/township, county, state, and a brief statement for publication on the ballot. This information must be received before the December newsletter is prepared for printing. The target date to begin preparation is Thanksgiving. The next newsletter will contain a ballot with which members can vote on changing to a Board or continuing with the present officers structure and can vote on the directors to take office if the structure change is approved. The detailed proposal approved at the meeting is: 1) DVARP should replace the existing leadership structure with a nine(9) member Board of Directors. The Board of Directors shall be elected once yearly through voting ballots cast by the General Membership. Each Director shall be elected by obtaining the largest majority of the popular vote from the General Membership ballots received. 2) The Board of Directors shall elect the President and Vice President of DVARP. The candidates must be Directors. 3) The following positions shall be appointed by the President of DVARP contingent on approval by the Board of Directors. A) Treasurer B) Secretary C) Public Relations Coordinator D) Volunteer Coordinator E) Editor F) All Committee Chairs 4) The Board of Directors shall have exclusive franchise to vote for policy and administrative decisions. All votes will be held at the scheduled meeting of the Board of Directors. The Board of Directors shall meet at least monthly. Such meetings shall be announced in advance and open to the General Membership to attend. 5) Input from the General Membership should occur at the committee level, thus shaping policy recommendations from the committee. Any General Member should be allowed to participate at any committee meeting. Such meetings shall be scheduled and announced in advance. 6) Input from the General membership at the Board of Directors meeting should be limited to a specific time allotment per each issue. ##J Tidbits: Passenger Transport recently reported that 69 percent of SEPTA passengers surveyed read while commuting. SEPTA has quickly developed a deal for passengers. Flyers have appeared offering the Daily News for half-price to TrailPass purchasers. There are no details, members who buy the Daily News are encouraged to investigate. SEPTA has also issued the annual slippery rail flyer. Passengers are advised to allow extra time on damp mornings in November. ##K DVARP Membership Coupon Yes, I want to support improved passenger train and transit service in our region. Here are my DVARP dues for 1995. Name Address City, State, Zip Phone (optional) H: W: Please choose a membership category below, enclose check, and mail to: DVARP, Box 7505, Philadelphia, Pa. 19101-7505 [] Supporting $25.00[] Family $20.00[] Regular $15.00 ($16 in 1995) [] Sustaining $50.00[] Patron $75.00[] Benefactor $100.00 [] Under 21, over 65, student, retired, unemployed $7.50 Members using this coupon to renew, please enter membership number from top left of label: ##L DVARP Phone & Voice-mail Directory DVARP main number (voice mail line) 215-222-3373 9 Chuck Bode, President 215-222-3373 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 Computer e-mail (internet) dvarp@libertynet.org