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The Delaware Valley Rail Passenger - Electronic Edition
June 1993 Vol. XI, No. 6
Published by the Delaware Valley Association of Railroad Passengers in the
interest of continued, improved, and expanded rail service for the present and
potential railroad and rail transit passengers of southeastern Pennsylvania,
southern New Jersey, and nearby areas.
The electronic edition is provided monthly as a service to the online rail
advocate community, and is edited and uploaded by Matthew Mitchell.
Newsletters from January 1992 to the present are available on BITNET from
LISTSERV@CUNYVM (by sending a message such as GET DVARP 9306 RAILNEWS) through the courtesy of Geert K. Marien, owner of The Railroad List.
We welcome our newest electronic collaborator, Bob Wier,
who has posted the newsletter to his FTP site at hipp.etsu.edu
in the directory pub/railroad/dvarp and hope that
this new access will make it more convenient for our readers and friends to
keep up to date with public transit news in the Philadelphia region.
If you have comments, questions, or suggestions, e-mail us at the address
below: please do not bother our archivists!
You are invited to join our member-supported organization: send US$10.00
introductory membership dues (for calendar 1993) to the address below.
Members receive the printed newsletter each month, and can attend and
participate in our monthly meetings held at locations around the region.
For more information about DVARP and good rail service, please contact us:
postal: P.O. Box 7505, Philadelphia, PA 19101
telephone (voice-mail): 215-222-3373
email: internet iekp898@tjuvm.tju.edu or iekp898@tjuvm.bitnet
President: Chuck Bode for other officers and committee chairs, see page 11
Inside The Delaware Valley Rail Passenger...
1 South Jersey rail expansion study misses the commuter rail train.
2 SEPTA Board reshaping killed in House: was it a patronage grab?
3 DVARP issues important statements on SEPTA budgets and
regional transportation plans.
4 RailWorks Roundup: Revised Fern Rock connection off to a good start.
5 On the Railroad Lines: Norristown car settlement, fare facts,
Linton goes to Washington.
6 SEPTA should make better use of riders' "Report Card" comments.
8 South Jersey Update: DVARP reviews West Trenton study.
9 Latest activities of DVARP's volunteers and committees.
10-11 Dates of Interest, Up and Down the Corridor, DVARP Directory
entire contents copyright (C) 1993 DVARP,
except photos (C) 1993 credited photographers
Opinions expressed in The Delaware Valley Rail Passenger are not necessarily
those of DVARP or its members. We welcome your comments: call 215-222-3373
Burlington-Gloucester Study:
Is Commuter Rail Even Being Considered?
by Donald Nigro
The Burlington & Gloucester Corridor Assessment was released to the public on
May 11, 1992. The study, which examines several routes and modes of transit,
has completely neglected a viable and potentially crucial alternative,
commuter rail from Mount Holly over the Delair Bridge to Suburban Station-
Center City Philadelphia. The neglect of this alternative, a service which
could be operated by any one of several authorities, including PATCO, is a
serious omission.
All modes currently within the study require all New Jersey passengers bound
for Philadelphia to be routed over the Benjamin Franklin Bridge, either by a
one-seat ride or a transfer in Camden onto the existing Lindenwold Line. If
this remains unchanged, these artificial parameters have great potential to
significantly limit the success of the resulting system.
The study expresses grave warning as to the limitations and technical
constraints associated with a three branch PATCO system, however, it does
suggest that a two branch system could be operated with feasibility. The
appeal of a PATCO branch (in contrast to light rail options) is that it would
provide direct service to Center City Philadelphia.
The light rail transit (LRT) alternatives would attract approximately forty
percent fewer riders than the modified PATCO alternatives, according to
ridership forecasts produced by the study. The lower ridership for the LRT
alternatives is due in part to the fact that four out of every five forecasted
light rail passengers must transfer to the existing PATCO Lindenwold Line at
the Camden Transportation Center to complete their trip to Philadelphia. The
study shows that transferring passengers would spend approximately three
minutes making the transfer between the street-level LRT and the subway-level
PATCO trains at the Camden Transportation Center. The study concedes that
transfers are an inconvenience even under the best of circumstances, and do
retard ridership. If a one seat ride to Philadelphia were offered, not only
would the system attract two- thirds more riders, but also PATCO statistics
lead DVARP to believe that 87% of the city bound (Camden/Philadelphia)
passengers would travel to Philadelphia.
At rush hour, PATCO trains already traverse the bridge at virtual headway
capacity, roughly every three minutes and ten seconds, unlike the four minutes
stated and used for the base calculations within the study. This error
creates a significant miscalculation in crush load forecasts for an expanded
system. If the Lindenwold Line were to forfeit many of its trains over the
bridge to make room for consists from both Glassboro and Mount Holly, the
crush level on the Lindenwold line would increase dramatically. The same is
true if the Lindenwold trains were required to pick up a large number of
transfer passengers in Camden from both branch lines, although this fact
cannot be found within the study. Each PATCO car seats 80 people. There is a
likelihood of common peak-hour crush loads of 120 people per car. Regardless
of the mode and the branch, crush levels will be uncomfortably high over the
Benjamin Franklin Bridge.
In part, because of Burlington County's proximity to the Delair Bridge,
commuter rail service between Mt. Holly and central Philadelphia should be
included in the study. This would then present at least one alternative to
the mode-route combinations which force the entire system's Philadelphia bound
passengers over the Benjamin Franklin Bridge. In conjunction with commuter
rail service from Burlington County, connecting express bus service could be
offered at Pennsauken for the destination of Camden, possibly even going to
the Aquarium on the weekends.
In respect of the historic character of Mount Holly, the seat of Burlington
County, service should include a community walk on station within the center
of town and should extend eastward with a park-and-ride station in proximity
to Route 206. However, such a station near 206 may soon be impossible. Despite
reports in last month's newsletter, the New Jersey DOT continues its
recalcitrant behavior toward the legislative mandate to acquire the Conrail
right-of-way east of Mount Holly.
The exclusion of the commuter rail-Delair Bridge alternative from the present
study is a very serious flaw. The extension of the Lindenwold-Atlantic City
commuter rail line to downtown Philadelphia with a planned station in Cherry
Hill will have major impact on southern New Jersey and on travel to and from
Philadelphia. Moreover, the existence of one South Jersey commuter rail line
operating from downtown Philadelphia will make the addition of a Mt. Holly
branch economically attractive.
Other cities have determined this mode (when effectively operated) to be the
most suitable for large-mileage additions to their public transport networks.
Therefore, in addition to standard or modified rapid transit, light rail, and
bus-on-busway, the commuter rail mode should be seriously considered in the
study.
SEPTA Board Reshuffle Blocked in House
Legislation to shift the balance of power on the SEPTA Board from suburban
Republicans to city Democrats died in the Pennsylvania Legislature this week.
It is reported that Rep Gordon Linton's (D-Philadelphia) opposition kept the
bill from becoming law.
If the bill had been enacted, the four suburban counties in SEPTA would each
have lost one of their two seats on the Board while Philadelphia would have
gained those four seats. Legislative and gubenatorial appoint-ments were to
remain unchanged. The six city appointees plus the two members appointed by
Democratic legislative leaders would form a majority of the 15-member Board.
An additional provision of the bill would have given legislators in Harrisburg
additional power in the SEPTA decision-making process, especially in awarding
of contracts.
Though the bill's backers have cited the widespread sentiment that
Philadelphia ought to have greater Board representation as their
justification, others called it a patronage grab by the power-hungry Fumo.
While SEPTA is not a place for political hacks to find employment, political
sponsors of SEPTA Board members have been fighting over the lucrative legal
and financing contracts referred to as "pinstripe patronage."-MDM
Budget update
Meanwhile the state budget passed this week only restores part of the funding
SEPTA says it needs to balance its FY 1994 budget without more service cuts or
a fare increase. There is a chance that supplemental appropriations could
fill the gap, so...
Do it now...
Transit Needs Your Help
Its time again to get out the pen and phone. In Harrisburg, SEPTA needs $15
million in additional operating assistance to balance the budget without
raising fares or cutting service. DVARP members in Pennsylvania are urged to
write or phone their state representative, state senator, and Governor Casey.
In Washington, President Clinton's efforts to increase funding for public
transportation are running into difficulty. In addition, trucking compaines
are again pressuring the Federal government to overrule state truck size and
weight laws-this time using the excuse that Canada and Mexico have bigger
trucks than the US. The real effect will be to increase the hidden taxpayer
subsidy to the truckers, as bigger trucks mean more damage to roads.
All DVARP members are urged to write or phone their Representatives and
Senators to support funding for Amtrak and public transit and to oppose
increased truck sizes.
Don't let the well-paid highway and truck lobbyists win. Write and phone
now!-CB
Correction
Last month's DVRP incorrectly reported the cost of Temple University Station
as $37 million. SEPTA has subsequently informed us that that figure [which
had been published in the Temple alumni news] refers to an entire construction
contract which also includes replacement of six bridges. SEPTA says that the
correct cost of the Temple station is $7 million.
DVARP regrets the error, and thanks SEPTA for supplying the correct
information. More details next month.-TB
DVARP Main Player at SEPTA Budget Hearings
by Matthew Mitchell and Chuck Bode
DVARP volunteers wrote and delivered three major reports for important public
hearings last month. DVARP was the only significant representative of the
riding and taxpaying public to participate in the hearings on SEPTA's proposed
Fiscal 1994 Operating and Capital Budgets. Meanwhile, the Delaware Valley
Regional Planning Commission considered DVARP's position that expanding rail
service would help the region meet Federal air quality standards, while
expanding highways would lead only to increased automobile traffic and
increased pollution.
DVARP backs SEPTA strategy
SEPTA's proposed Operating Budget for the coming years continued several
welcome measures taken this year in response to fiscal realities. Because of
this, and the fact that SEPTA recognized that it could cut service no further
without awful consequences, DVARP supported the financial strategy articulated
by Lou Gambaccini in his introduction to the budget. Gambaccini is counting
on increased support at the Federal and state levels to close the gap between
revenues and expenses.
Another welcome improvement was seen in SEPTA's budget documentation. While
information was released to the public rather late, it was more complete than
ever before. A new section of the budget summarized every change in
departmental staffing, allowing outsiders to see at a glance how management
cut the number of personnel.
Supplemental material released for the first time by SEPTA gave a far more
detailed view of the budget, especially its personnel expen-ditures, providing
a glimpse not only of how SEPTA spends its hundreds of millions of dollars in
personnel costs but also how individual departments and operating districts
are organized. DVARP committees are already poring over the three-inch-thick
document.
Limited Change in Capital Budget
While the Capital Budget had a new timeframe (to correspond with the state
fiscal year rather than the Federal) little else was different. DVARP had
hoped that the new schedule would lead to new coordination of capital and
operating planning processes.
At the single hearing on the budget and plan, DVARP took a project-by-project
approach rather than passing judgement on the budget as a whole. DVARP sought
to trim the scale of many projects, so that important expansion of our
commuter rail and mass transit network can proceed even while essential
infrastructure repairs are made. Also, DVARP again asked that certain
projects with immediate payoffs be advanced quickly, to ease the present
operating budget squeeze.
SEPTA's projects for FY1994 include new cars and ongoing repairs to the
Market-Frankford infrastructure, development of specifications for new LRVs
and engineering for improvements to Routes 15, 23, and 56.
Smaller projects include the 30th Street Station upper level, the Cross County
Metro study, final engineering of a consolidated control center, new buses,
and advancement of the new Frankford Terminal project.
Future years include reconstruction of the Market Street el, reopening of the
Newtown line, and the usual list of improvements and expansions that there
hasn't been enough funding for in past years.
DVRPC Considers Region-wide Issues
Meanwhile, the Delaware Valley Regional Planning Commission considered a
region-wide transportation improvement plan (TIP). The FY94-99 draft TIP
includes over 700 projects, mostly highway projects.
Federal ISTEA legislation mandates that met-ropolitan planning organizations
like DVRPC sign off on all projects to receive Federal transportation funds.
The idea is to ensure that each project furthers worthy goals like im-proving
air quality or contributing to economic development. This has required DVARP
to participate in the TIP public comment process.
While an immense amount of work, it is a significant opportunity because funds
can now be switched between transit and highway projects. Unless transit's
supporters are effective, SEPTA and NJT's funding could turn instead into more
miles of asphalt.
DVARP divided its work into New Jersey and Pennsylvania portions. For NJ,
which has little public transportation, the main effort was directed to
deficiencies in the Burlington-Gloucester study and to the need for right-of-
way acquisition. In PA, which is about to be paved over while SEPTA falls
apart, the main effort was directed toward shifting funds from highway to
public transportation projects.
Copies of all three statements are available from DVARP: please call 215-222-
3373
for postage and handling costs.
RailWorks(R) Roundup
RailWorks(R) is a registered trademark of SEPTA.
Shutdown Underway: Alternatives Generally OK
This year's shutdown of service on six commuter rail lines for the RailWorks
mega-project got off to a much better start than last year's shutdown. Both
operating personnel and passengers knew the drill, while railroad and transit
management had a full year to solve bugs in the alternative service.
SEPTA Has Problems With PM Diesels
SEPTA filled the first month of RailWorks R3 and R5 detour service with
frequent afternoon delays and even train annullments. Morning trains ran
well, on balance.
Passengers using the service are quite grateful for it; they find their blood
pressure quite a bit lower than it would be if they had to use the subway.
Subway Service On the Edge
Good luck blessed the Broad Street Subway in May, as commuter rail refugees
swelled passenger loads on a service which collapsed at times last year. The
new loop track (see May DVRP) has been an improvement, but not a panacea.
April's teething problems magically disappeared in May, when everyone was
counting on the new operating scheme.
The bottleneck at the Fern Rock platform entrance and the reversing of trains
at Fern Rock have been traded for a single-track bottleneck on the loop itself
and slower normal running times. Still, there were few occasions where a
problem at Fern Rock brought down the rest of the subway.
As important as the reliability increase this year is the increase in train
capacity at Fern Rock. With the ability to pass about three or four more
trains through in the peak hour, Ridge Avenue Spur service was reinstated,
which has been a huge break for former Market East riders. Those passengers
can now enjoy a one-seat ride from Fern Rock to 8th and Market.
Ridership Down as Expected
This year, nobody was suprised by the magnitude of ridership loss on the
RailWorks lines. While official figures are not yet available, DVARP counts
of peak hour passengers transferring at Fern Rock and of cars parked at key
commuter rail stations verify the prediction of a slight decrease in
patronage.
Confusion on Subway Platform
One thing that hasn't improved in the Fern Rock transfer is the poor passenger
commun-ications on the subway platform. PA announ-cements, illuminated "next
train" signs, and on-train indicators are often in conflict with each other,
causing frustrated passengers to dash from train to train seeking the one to
their dest-ination. The problem is especially bad at the end of the rush hour
and in the evening, as trains are taken out of service and to the yard.
The starters and other crew at Fern Rock can and should be fixing this. Most
importantly, make sure that the "next train" light really corresponds to the
next train. Operators should set the signs on the trains to the proper
destinations before they leave the cab for their break. When trains are to be
taken to the yard, turn off the lights after the passengers leave.
Don't Cut it too Close!
A recent SEPTA flyer urged passengers, especially those travelling from 8th
Street, to allow lots of time to make subway-commuter train connections. The
connections printed in RRD timetables allow a "cushion" which will keep
passengers from missing their trains if a minor delay ocurrs. Apparently,
some passen-gers have gotten tired of the slow pace of local trains, and try
to leap-frog them on an express.
It's your choice: an easy but slower ride or taking a chance on a closer
connection. If you want to risk it during the peak, you can take the next
later Ridge train (they run every 9 min.) and change to an express at Girard.
But don't complain to SEPTA or us if you miss your train!
Loop Track Kudos
We promised to give appropriate credit to the people who turned the new loop
track at Fern Rock from a good idea into reality. Subway-Elevated AGM Judith
Pierce tells us that Deputy GM Howard Roberts conceived of the idea and
provided important support. Pierce wants the accolades spread to all 219
people who worked on the project; while we don't have room to list all their
names (Pierce's list was six pages long) our "attaway" goes to all of them.
Women Make Construction Gains
RailWorks and Lou Gambaccini received the first "Rosie the Riveter" award for
expanding construction job opportunities for women from the Tradeswomen of
Philadelphia/Women in Non-Traditional Work, Inc.
On the RailRoad Lines...
Fare Facts
SEPTA's revised penalty fare and extension fae policies went into effect this
week. Previously, problems had arisen because passengers and train crews did
not know how to poperly calculate some special fares.
The worst problems have been on the R7 Trenton Line, with its concentration
of occasional riders. Let us set you straight on a few of the most common
misunderstandings.
- Though City TransPass holders ride RRD trains for free off-peak within city
limits, that fare cannot be extended like an ordinary ticket. You must buy a
separate $3.50 Trenton-Torresdale ticket in advance from the agent downtown or
the machine at Trenton. Paying on board, you get a $1.00 disount from the
zone 6 peak-hour fare, a net of $4.50.
- The all-zones off-peak privilege for riders with a zone 3 TrailPass does not
apply to out-of-state points including Trenton. The normal extension fare
(e.g. $2.50 for zone 3 to Trenton) applies at all times.
SEPTA crews have had a history of misinterpreting fares. If you think you're
being overcharged, pay the fare requested, and retain your receipt. Send it
and a letter of explanation to the address printed on the back. The Revenue
Department is relatively good about honoring refund requests, but send a copy
of your complaint to DVARP too, in case we have to follow up for you.
Fare Change Highlights
A new $2.00 penalty is in effect for passengers who fail to inform the
conductor when they are riding beyond the zone of their ticket or pass. DVARP
doesn't want anyone to have to pay this penalty, so if you are at all unsure,
tell the conductor your destination as soon as he or she comes to your seat.
Remember too that Trenton is now a zone 6 station. Peak hour zone 5 tickets
went up to $5.00, as did the DayPass, which is still a good deal for trips to
the Airport. See the SEPTA flyer for full details.-MDM
100: N5 Car Deal Settled
SEPTA and ABB Traction Inc. have settled their dispute over ABB's failure to
meet the terms of the contract for new Norristown cars. Delivery of the
remaining 25 cars is expected to start this summer.
ABB will pay SEPTA over $11 million in cash and spare parts: $3 million as
compensation for late delivery of the cars (DVARP estimates that STD has spent
at least a million dollars a year keeping the Chicago trains running) and $8
million for the cars being over the specified weight. (The added weight will
cause increased power consumption and increased track maintenance costs over
the life of the cars.)-MDM
Wise Employers Switch Rather than Fight
While many of their suburban peers whine about pending state regulations aimed
at reducing work-related auto traffic, three pharmaceutical companies in
Collegeville (Montgomery Co.) are taking their first steps towards managing
travel demand. Rhone-Poulenc Rorer, SmithKline Beecham, and Sterling Winthrop
have banded together to sponsor new SEPTA service to their plants. DVARP
applauds their foresightedness & environmental conciousness. It's a smart
business decision, too!
Route 125a now offers rush-hour service to the three companies from King of
Prussia, with connecting service from Center City Philadelphia. Call SEPTA
for details.
CTD
Bus Changes in Effect
After at least two false starts, SEPTA finally implemented its spring-summer
surface transit schedule May 16-17. The holdup was caused by management's
realization that there was no more room for service cuts without running the
risk that ridership losses would offset any cost savings.
Commuter rail users should take note that SEPTA has restored a 50c fare to the
Route 76 bus, which has been rerouted again. The 76 conveniently connects
Market East and Subur-ban Stations with the Historic District, the Art Museum,
and the Zoo. Use it!
Red Arrow passengers can now enjoy a one-seat ride from 69th Street to the
Airport on the extended Route 108.
Clinton Taps Linton for FTA
President Clinton has nominated Pennsylvania State Legislator Gordon J. Linton
(D-Mt. Airy) as his choice to head the Federal Transit Administration. Upon
confirmation, he will be the second consecutive FTA Administrator to have
previously been a SEPTA Board member; George Bush's last appointee was Brian
Clymer from Chester County.
Linton's nomination should be welcomed by transit advocates, as his interest
in mass transit issues is genuine and he will have seen transit from both
management and legislative perspectives. He understands the capital needs of
agencies like SEPTA, and the importance of transportation to economic
development.
What SEPTA Railroad Commuters Think of Their Train Service
byJohn Pawson
Late last July, SEPTA distributed four types of questionnaires separately to
Railroad Division, subway-elevated, surface transit, and suburban transit
passengers. Readers may recall these cards which asked for origins and
destinations and for ratings of 19 broad categories such as "convenience of
service", "smoothness of operation", and "vehicle security". Passengers were
also given write-in space for specific comments.
SEPTA released the 296 page 1992 Rider Report Card-Regional Rail to DVARP
about two months ago. It wasn't the results of the "A-to-F" ratings that was
of greatest interest; but the variety, number, and at times, eloquence, of
individual negative written comments. Although an optimist may say "look at
the bright side", it is true that only criticism and attendant analysis can
effect improvement. Therefore, the writer compiled a list of specific
complaints, often by line or station, and in a second reading, tallied them.
The ten most prevalent faults and their interpretation follow. Most
frequently, passengers just reported the problems; but in some cases, they
offered solutions instead. In these cases, one must ask: "What is the problem;
is there another solution?". Finally, there is the phenomenon of related
problems, such as reports of insufficient seats on trains and reports of late
trains.
1. Too few seats on train (95 complaints). Passengers implicitly reaffirm
their demand for a seat under normal travel conditions. Although RRD
management seems to recognize this principle, there exist two factors which
would tend to downgrade it. An updating of the Elected Officials' study
suggests that each Silverliner taken from the active car fleet would save
about $300,000 annually.
Some non-RRD staffers and consultants have opposed a seats-for-all policy.
They say that some European counterparts of RRD get away with not giving all
passengers a seat; so why not here? The answer to this contention is that
among U.S. commuter railroads, planned or unplanned car shortages have
resulted in ridership declines to match the new number of seats provided.
Aside from short train consists, the most common reason for standees appears
to be the delays which cause the train to gather some of the passengers who
have arrived at stations intending to take the following train. Regardless of
reason, the next most common complaint is...
2. Trains often not run on time (93). One passenger even took the position "if
the trains ran on time, nothing else would matter". On-time performance is
another part of the implicit operator-passenger contract. Some R2 Pennsy
passengers report having to get up a half-hour earlier to catch the previous
run. Inner-station commuters (at Darby and Overbrook) report non-stopping of
scheduled-to-stop trains, which is a reaction to lateness which has been taken
over from the transit divisions but is unsuitable because of the railroad's
frequency of service.
Where Amtrak owns and controls the lines, 28 passengers blamed that carrier.
An R2P customer reported frequent 15-minute delays north of Darby. Other
reported problem areas include the Paoli line in both directions, the Chestnut
Hill West line between 30th St. and Queen Lane, and approaching Trenton.
Commuters on the trains which terminate at Suburban Station report delays
reaching that station, a SEPTA problem.
Passengers who complained of slowness (23) may be referring to late-running
trains as well as to track conditions.
The pre-RailWorks through routing of trains may be a cause of delays. Eleven
Pennsy-side passengers volunteered that their service improved during
RailWorks while only four found it worse.
3. Fares too high for the quality of service rendered (85). This is the
observation which links all criticisms. Most succinct was one cosmopolitan
passenger: "I was living in Chicago...my Metra train station was...30 miles [out].
The rush-hour express train took 41 minutes; the local was 52. My ten-ride
ticket cost $31.45 and you could set your watch... 98% of the time. Now, on
SEPTA, I go approx. 22 miles on a 53-minute 'express' train for $40 per 10-
ride...I'm spending just as much time on the train (more, about 40% of the time
when...late), and paying 30% more to go 2/3s the distance...You're providing CTA
type [Chicago Transit Authority] service which only cost $1.75 for any
distance, but charging more than Metra" (p.22).
This was one of four passengers who compared RRD unfavorably with the distant
Metra. Interestingly, the only other rail services with which RRD was compared
were rail rapid transit, all unfavorably. No one compared RRD with any New
York-area rail service despite the familiarity which many RRD passengers must
have with them. We ought to find out how and why Metra works so well.
4. Center-city stations unclean (84). Respondents were often quick with a
major reason: "Suburban Station underground is a pig pen. The homeless relieve
themselves and the smell is horrible. It should be disinfected and the
homeless put out...if you wish to be magnanimous, put them into a shelter".
5. Criticism of RailWorks train service on the Reading side (at least 78, and
often severe) was offset by only 11 persons who were fully supportive of that
service.
6. Insufficient parking at outlying stations (72). This widespread complaint
comprised 26 stations, or about one-sixth of all stations. The pay-lots at
Paoli and Strafford were said to fill by 7 am. "The waiting lists for Devon,
Strafford, and Wayne [permit spaces] are unbelievable, at least a years wait".
7. Outlying stations in disrepair (62), another widespread phenomenon.
Downingtown and Strafford received the most criticism, the former viewed as
mere bus shelters replacing a large fire-gutted building, and the latter as a
failure to maintain a useful, architecturally treasured, and historic
structure. Three persons protested the demolition of Somerton station, even
though it was definitely no treasure. The degree to which the commuters view
their stations almost as a part of themselves seems not to be very well
understood by management.
8. Intrusive persons in the station area (56). Largely a problem at Suburban,
(41), but also found at Market East (4) and (1 each) at 30th Street,
Downingtown, Tacony, and Carpenter.
9. Need more or longer-run expresses (54). Surprisingly, this proffered
solution was wanted most on the R5P route which already operates the lion's
share of RRD express service. This desire seems related to the opinion of 23
persons that train service is too slow.
10. Train crews make inadequate or no station stop announcements (51). A
related complaint of 14 persons is that station signs of outlying stations are
poorly lighted. Overriding is a fear of many commuters; and this, too, seems
to be a little-recognized problem.
"Suburban Station is the pits". It is by far the most common site of
complaints. It's disparaged 66 times for being unclean, 44 times for being too
hot in the summer, 29 for its darkness in certain platform areas and outlying
parts of its mezzanine, 14 times for being habituated by smokers, seven times
for condition of stairs, and six times for slipperiness and destructive water
conditions. There appears to be no escalator available near the station
between mezzanine and street levels. Penn Center station badly needs a compre-
hensive modernization because for RRD, it is, as one commuter said, "your
heart".
Many wanted service extended: to Wawa or West Chester, 22; to Pottstown and
Newark (Delaware), four each; and one each to the Quakertown area and
Jenkintown-Newark. On existing routes, 25 called for more service beyond
Paoli; 11, beyond Marcus Hook; and two, Lansdale to Doylestown.
Fortunately, 27 respondents perceived an overall improvement of conditions and
service during the past few years. No one found them worse. That accords well
with the new SEPTA mission statement, "Safety... service... continuous
improvement".
However, the philosophy, purpose, content, and title of the Report Card should
be changed. With all the work which the project requires, it should go far
beyond the provision of statistics comparing vague categories with previous
years, presumably in order to mollify politicians who inquire on behalf of
complaining constituents. It should be a major part of the effort to improve
the system.
The writer was impressed by the level of perception of many passengers of RRD
and other divisions. A higher level of intelligence must be presumed of
respondents than is now the case. Indeed, some people seemed to indicate that
they felt that they were not being taken seriously.
Specific comments should be sought, for volunteered statements can be spotty
and misleading. The categories should be modified according to the places of
ultimate responsibility within SEPTA from the Board down: policy, service,
station facilities, other infrastructure, security, employees and their dis-
cipline, and rolling stock. In our evolved fault list, we have recognized
about 60 significant sub-categories within the seven categories. Those
surveyed should be cautioned to describe problems rather than to suggest
solutions. Then the survey can produce the continuous improvement which all of
us seek.
Readers may obtain a copy of "Functional Organization of RRD Faults" for a
stamped, self-addressed envelope. Members who wish to borrow any of the four
1992 Rider Report Cards are invited to do so.
West Trenton Study Misses Many Benefits by John Dawson
NJ TRANSIT's Planning Department has been looking at the feasibility of
restoring passenger service between West Trenton and Newark via Bound Brook,
and in March released a draft Technical Report. The report is quite negative,
concluding that the service would be expensive to operate, would mainly shift
existing riders from the Northeast Corridor (NEC) and Raritan Valley lines,
would attract few new riders to the system, and would provide little
congestion relief and few air quality benefits. But the study appears
deficient in several regards.
First, the study gives short shrift to the market coming from Pennsylvania,
and does not look at what happened to ridership when through SEPTA trains
(Reading Terminal-Newark) were replaced in August 1981 with separate SEPTA and
NJT services connecting at West Trenton. The two weekday through trips
operated by Conrail for SEPTA, with support from New Jersey, were carrying
about 350 daily round trips. A survey taken in the fall of 1979 indicated
that the majority of riders lived in either Montgomery or Bucks County, and
that Jenkintown alone boarded 39 percent of the total ridership. When the
through service was severed and downgraded to a single weekday round trip on
the New Jersey portion, daily ridership fell to about 60 round trips. To tap
the full potential, through trains from Philadelphia to Newark are needed.
Second, capital costs are probably overestimated, as no allowance has been
made for a jointly operated through service that could draw on equipment pools
from both SEPTA and NJT. This could improve equipment utilization by reducing
or eliminating layovers at West Trenton. In addition, shifting riders from
the NEC could free one or two train sets now used to support the Diesel
Express service on the NEC, but the study fails to count the savings.
Third, the study does not appear to consider clean air and congestion relief
benefits obtained by improving rail access for existing riders. Shortening
the access distance to the station reduces vehicle-miles traveled with
corresponding air quality benefits, and keeping cars off city streets in
Trenton and off US 1 near Princeton relieves congestion at critical points.
Fourth, another flaw in limiting consideration of benefits to new riders is
that it fails to consider the erosion of existing ridership if no improvements
are made. Preventing a current rider from shifting to the automobile is just
as important as attracting new riders.
Finally, the unit subsidy is calculated on the basis of cost per new rider,
but is then compared with the average cost per rider of other lines. Under
this approach, there is no way a favorable result could have been obtained.
While analysis of marginal costs and revenues can provide useful input to
decision making, it should not be used to compare a proposed service with
existing service. Ironically, just last December NJ TRANSIT's Board passed a
resolution effectively forbidding the extension of its NEC service to Bucks
County. In that case a marginal analysis would have favored the Bucks
extension.
NJ Notes: NJ Transit recently received the Alan S. Boyd Silver Award for bus
safety from APTA. This award "recognizes the transit system with the best
overall safety record and program."
NJT Bus Operations is now allowing passengers to get off their bus at any
corner after 8:00 pm, not just at designated bus stops. The change is
intended to add to passengers security and convenience.
PATCO Plans Renovations
PATCO plans to rehabilitate the Camden City Hall station and all Philadelphia
stations. Originally built for the Bridge High Speed Line and opened in 1936,
the stations have not received a significant upgrade since that time. Minor
work was undertaken in conjunction with the beginning of PATCO service in
1968.
Starting in this summer, stairway railings and signage will be modified to
conform with the Americans with Disabilities Act. Major work will begin in
autumn. The rehabilitation will include upgraded lighting, painting, and
installation of suspended ceiling,floor tile, and montage artwork. Many thanks
to PATCO AGM Earl Hughes for his time and his cooperation.
News compiled by Matthew Mitchell and correspondents: Howard Bender, Chuck
Bode,
Tom Borawski, John Dawson, Larry DeYoung, Don Nigro, John Pawson, William
Ritzler.
Thanks also to Judith Pierce and Fred Mylnarski of SEPTA.
DVARP needs passengers like you to report news from your line: call 215-222-
3373 with news tips.
Committee, Meeting, and Work Reports
We have received requests for more news of DVARP itself to be included in the
DVRP. Previously, this has not been printed for two reasons. First, in many
association newsletters the reports of internal activity take up much space
for extermely boring material. Second, news of the actual transit providers
and of the government agencies affecting transportation seemed much more
important than reporting who and what happened within DVARP.
This section is an experiment this month. How many of our members are
interested in this type of information? Should there be similar reports on a
somewhat regular basis? Let the newsletter volunteers hear your opinion. We
hope that this section is also an inspiration to join in DVARP's projects--as
the cliche goes: many hands make light work.-CB
Philadelphia Trolley Coalition
The PTC met Friday April 23. Primary activity was a proposal by the Mt. Airy
Village Development Corporation to develop a trolley museum in part of the
former Germantown Depot. The Corporation has previously been involved in
other neighborhood improvement projects such as housing. The hope is that an
attractive multi-use development centered around a trolley museum could be
placed on part of the former depot to stimulate the local economy. PTC agreed
to support further development of the idea to determine its feasibility.
Other activity included planning for a continuation of last summer's community
outreach effort. Persons interested in volunteering for this project are
encouraged to contact DVARP Volunteer Coord-inator Betsey Clark at 215-222-
3373 mailbox 4.
Light Rail Committee
The Light Rail Committee reaffirmed DVARP support for the trackless trolley
system at its May 1 meeting. Preparation of business plans was also explored.
Members interested in working on the committee should contact Chuck Bode.
Recent joint Light Rail Committee and Trolley Coalition community outreach
efforts included Mt. Airy Day and Rediscover Germantown Day.
SEPTA Budget Task Force
Leading off a very busy month, DVARP and SEPTA staff met May 10 to review
SEPTA's proposed operating budget and to go over the questions DVARP's
volunteers had. Present were Zeke Bodan, Tom Borawski, and Chuck Bode from
DVARP, and Lisa Mancini, Hal Davidow, Harry Garforth, John Magee, and Pat
Pixel from SEPTA.
Reviewing the budget before the hearing enabled both DVARP and SEPTA to better
understand each other's views. This let DVARP make more specific and
constructive comments in its statement. Bodan, Borawski, and Matt Mitchell
attended the five hearings to present the statement. Other DVARP members
testified on their own behalf, too.
DVARP and SEPTA met May 21 to review SEPTA's proposed capital budget. Meeting
were Zeke Bodan, Chuck Bode, and Mark Sanders from DVARP and Carol Lavoritano,
James Burnfield, John Grosso, and James Llewellyn from SEPTA. SEPTA prepared
a status report on all the projects in the previous capital budget--each
project was discussed in detail.
Chuck Bode and Zeke Bodan prepared DVARP's Capital Budget statement which was
presented by Chuck. Another member spoke on his own behalf, thus making DVARP
members two-thirds of the entire public testimony.
Chuck Bode, Zeke Bodan, Tom Borawski, and Mark Sanders prepared DVARP's
statement on Pennsylvania projects for DVRPC TIP hearing (see page 3). Chuck
and Zeke spoke at the May 24 hearing, while Tom represented DVARP May 25. Don
Nigro and the South Jersey Committee developed the New Jersey segment, which
Don gave at the May 18 meeting.
State Transportation Commision
Chuck Bode, Zeke Bodan, and Mark Sanders prepared DVARP's written statement
for the April 22 Pennsylvania State Transportation Hearing. Chuck testified
at the hearing.
DVARP Party
Several DVARP members attended DVARP first party night at the Aztec Club April
30. In addition to a good time, we met with a newspaper reporter to discuss
our perspective on current SEPTA issues.
Newsletter Mailing
Trying to economize on both printing and postage costs means mailing when the
printer finishes, usually with only one day notice. However, this is another
volunteer project, typically with interesting discussions. Members interested
in helping are welcome--leave a message on the DVARP voice mail and we will
attempt to let you know when the next mailing will be. Mailing is currently
done in the West Powelton (40 and Spring Garden) area.
More opportunities for you...
Other committees meeting regularily include the Commuter Rail committee, which
has begun its own internal newsletter to keep the active volunteers informed,
the South Jersey Committee, working jointly with NJARP to maximize
effectiveness of volunteer's time, and the transit committee which is kept
busy with SEPTA's many route changes. See page 11 for contact persons for
each committee.
Dates of Interest
SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban Station
or Market East Station.
SEPTA Citizen Advisory Committee: Tues., June 15, 5:45 pm at SEPTA Board
Room, 714 Market St., Phila.
SEPTA on Site (Suburban Transit): Wed., June 16 and July 21, 7:30 to 9:30 am
and 3:30 to 5:30 pm at 69th St., 7:30 to 9:30 am at Norristown
DVARP General Meeting: Sat., June 19, 1:00 to 4:00 pm at 10 South Ave.,
Jenkintown, PA.
DVARP Social Hour: Wed., June 23, 6:00 to 7:30 at the Aztec Club, Delaware
Ave. north of Spring Garden.
SEPTA Board Meeting: Thu., June 24, 3:00 at SEPTA Board Room, 714 Market St.,
Third Floor, Philadelphia.
DVARP Transit Committee: Thu., June 24, 5:15 to 6:30 at Jefferson Alumni
Hall, 1020 Locust St., Philadelphia.
Deadline for July newsletter material: Wed., June 30 to Matthew Mitchell or
in DVARP mailbox.
Delmarva Rail Passenger Association: Thu., July 1, 6:30 pm at Wilmington
Station. info: Doug Andrews, 302-995-6419.
DVARP Commuter Rail Committee: Sat., July 10, 12:00 at Chestnut Gourmet, 1121
Chestnut St., Philadelphia.
DVARP General Meeting: Sat., July 17, 1:00 to 4:00 pm at Temple University
Center City. 1616 Walnut St.
CCDV Shore-Train Riders Excursion to Atlantic City: Sun., July 18. schedule
and info: Bob Machler, DVARP voice mailbox #6.
SEPTA Citizen Advisory Committee: Tues., July 20, 5:45 pm at SEPTA Board
Room, 714 Market St., Phila.
DRPA Rail Excursion to Delaware State Fair: Sat., July 24. Special Amtrak
train makes round trip from Philadelphia to Harrington and Seaford. Schedule
and reservations (required): Doug Andrews, 302-995-6419.
Listings based on information provided to DVARP. Contact sponsor to confirm
time & place.
Call 215-222-3373, message box 3, to add your event to this calendar.
Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
MARC to the Park: Trains are an All-Star!
Maryland's MARC commuter rail service has been very popular with Baltimore
Orioles fans traveling to Camden Yards. Special trains are now being operated
on both the Camden and Perryville lines for every ballgame.
Far be it from us to promote disloyalty to our Phillies, but if you're going
to see some American League action at Oriole Park, call MARC at 1-800-325-RAIL
for baseball train information, and leave your car off the roster!
NYC Passengers Try New Farecards
3000 everyday customers were selected by the TA to try out a new farecard
system intended to replace the subway token. With new collection equipment,
it is hoped that fare evasion will be cut down while convenience for everyday
commuters goes up.
Meanwhile, the state budget, and its support for NYC transit and rail service
is still up in the air.
New L.I. Schedules Postponed
Long Island Rail Road's attempt to implement all-new off-peak schedules ran
into a buzzsaw of passenger outcry and were withdrawn before they went into
effect.
Transit Means Clean Air in Allentown
LANTA received the R. Emmet Doherty Clean Air award from the American Lung
Association of the Lehigh Valley.
Compiled from BITNET,New York Times, APTA
DVARP Newsletter Now Available by FTP
If you are a computer-literate type who has access to the internet, you can
now get your newsletter even before we print it!
Use FTP (file transfer protocol) to reach the server at hipp.etsu.edu and
retrieve the text files from directory pub/railroad/dvarp.
Upcoming DVARP Meetings:
Saturday, June 19, 1:00 to 4:00 10 South Ave., Jenkintown-Wyncote
Broad St. Subway leaves City Hall 12:07 for R3 connection at Fern Rock.
From station, cross to inbound platform, walk north through parking lot to
path over creek.
Wednesday, June 23, 6:00 to 7:00 pm DVARP Social Hour
at the Aztec Club on Delaware Ave. We had so much fun we're doing it again!
MFSE to Spring Garden, east 2 blocks to Delaware Ave., turn left
Saturday, July 16, 1:00 to 4:00 Center City Philadelphia
Satursay, August 21, 1:00 to 4:00 Annual Picnic at Willow Grove
Agenda for the June meeting:
1:00 introductions, agenda, minutes
1:15 Issues requiring immediate action:
RailWorks(R) issues
PA state budget
2:30 Other business:
Commuter Rail Committee:
Rider Report Card
Transit Committee
Norristown and MFSE cars
3:15 Administrative:
Incorporation of DVARP
Newsletter Editorial Policy
Procedures for election of officers
Committee Meetings:
Transit Committee: Thu., June 24, 5:15 to 6:30 at Jefferson Alumni Hall, 1020
Locust St..
Commuter Rail Committee: Sat., July 9, 12:00 to 2:00 at Chestnut Gourmet,
1121 Chestnut St.
Light Rail Committee: TBA-call DVARP Voice Mail, 215-222-3373, message box 1.
South Jersey Task Force: TBA-call DVARP Voice Mail, 215-222-3373, message box
7.