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The Delaware Valley Rail Passenger
July 1994
Vol. XII, No. 7
ISSN 1073-6859
For more information about DVARP and good rail service, please contact us:
P.O. Box 7505, Philadelphia, PA 19101 215-222-3373
<mmitchell@asrr.arsusda.gov> 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 below.
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 ##BB
SEPTA R7 and R8 schedules change July 11.
R5 Paoli Schedules change July 17
Cherry Hill Station opens July 2
contents:
use the search function of your word processor to find articles
##A State Budget Fiasco Resolved: SEPTA Funding Secure by Betsey Clark
Columnist And Editorial Take Issue With Legislature.
##B From the Editor's Seat:
The History of SEPTA IS The History of Philadelphia
##C On the Railroad Lines...
Tragic Toll Grows
Pass-buying Gets Easier
Another Stair Switch
##R3 West Trenton Project
Elwyn Shuttles Again
##R5 Bryn Mawr Back
PennDOT pushes R5 Off TIP into Ire
PUC May Resolve Crossing Dispute
##R7 New AM Connection
Red Carpet for Bristol Events
##R8 Another Train Restored
More Marketing Moves
##CTD New Security Mascots
##LRD Trolleys Coming Back!
Eye on the Infrastructure: Track Upgrades
##STD Frontier Peak Service Boosted
Safe and Sound, Thanks to Conrail
Cape May Setback
##PATCO Payment, Port Disputes
##D Third-Quarter SEPTA Ridership Stats
##E SEPTA's Regional Rail System Must Be Modernized,
not Returned into a 19th Century Railroad by Vukan Vuchic
##F Cab Ride on the Corridor by Matthew Mitchell
##G Six Super Summer Train Trips by Matthew Mitchell
##H DVRPC Citizens Pick New Leader
##I NJ Meeting Considers Transit's Future
##J Annual Picnic Coming
##K Volunteers Wanted
##L Dates of Interest
##M Up and Down the Corridor
LIRR Deal Ends Two-Day Strike
Blue in Boston, Revere
Boston Workers Make a Point
##N Correction Correction
##O Upcoming DVARP Meetings:
DVARP Membership Coupon
Yes, I want to support improved passenger train service in our region!
Here are my DVARP membership dues for 1994! 6/94
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
( ) Under 21 or over 65: $7.50
( ) Introductory membership remainder of 1994): $10.00
##A State Budget Fiasco Resolved: SEPTA Funding Secure by Betsey Clark
A technical error cropping up during the State Legislature's annual rush to
complete a budget before the June 30 deadline temporarily threatened fiscal
calamity for SEPTA and other Pennsylvania public transit operators. An
error in the recently-approved bill cutting state taxes on businesses (a
minor shift in language describing revenue sources) left a nine-month
funding gap for the transit agencies. This change inadvertently shifted
the effective date of revenue availability; the dedicated taxes and fees
collected for transit funding could not be collected until April of 1995.
The potential loss was estimated to be between $54 million and $120
million. SEPTA's share of the it would have been about $84 million, which
would be felt between July 1 and April 1, 1995. Fortunately, the State
House and Senate approved a tax code correction that restored the funding.
In the process, though, many senators raised serious questions about SEPTA
General Manager Lou Gambaccini's new contract. The contract stipulated
that Gambaccini would not be getting a large salary increase; he would
continue to earn $191,724 annually. The doubts that the legislators raised
concerned Gambaccini's perks, which include the following:
- A proposed $190,141 payment to close out his current contract. Some of
these perks provided for payment of relocation costs in connection with the
sale of Mr. Gambaccini's home and reimbursement of legal costs sustained by
him when he negotiated his contract.
- Term life insurance with a face value of $480,000.
- Membership in a health club
- A company car.
- Unlimited travel and expense accounts.
As a result of these questions about Gambaccini's new contract, legislation
was introduced by Senator William J. Stewart (D-Cambria Co.) which would
limit the general manager's pay to 125% of the governor's pay which comes
to about $105,000 per year. Benefits would be capped at 40% of the general
manager's salary. Restrictions would be retroactive to include any
contract approved on or after June 21. Stewart said that Senator Vince
Fumo (D-Phila.) urged him to introduce this measure. Fumo has long been a
Gambaccini antagonist.
On June 21, the House passed two bills: one containing the tax correction
and the other (HB 1338) calling for structural changes to the SEPTA Board
to allow its state-appointed members more power over the contracts of the
general manager, general counsel, and professional services [such as
lawyers and financial agents] retained without competitive bidding. The
Senate sidestepped the latter bill pushed by House members disturbed about
Mr. Gambaccini's contract. Instead, they passed, 46-4, only the bill that
contained the tax correction, thus restoring SEPTA's funding.
In the meantime, the SEPTA Board has put off its vote on Gambaccini's
contract until a later date. In reaction to the threat to SEPTA's
survival, DVARP sent out faxes to legislators urging prompt correction of
the technical error.
Columnist And Editorial Take Issue With Legislature.
Not surprisingly, there was considerable opposition to the efforts by our
state legislators to impose further restrictions and control on SEPTA.
Daily News Columnist W. Russell G. Byers interpreted HB 1338 as a power
grab for SEPTA by state politicians. (June 23) He felt that if it had
become law, a "Super Board" would have been created, replacing the SEPTA
Board as we now know it. It would have been composed of five people who
would have absolute power to:
- Hire and fire the General Manager.
- Appoint an outside part-time counsel to the board who shall "approve all
matters relating to bonds and indentures."
- Approve no-bid professional services contracts. Quoting the bill:
"Professional Services: Nothing in this section or any law of this
Commonwealth shall require the authority to competitively bid architectural
design, engineering, construction management, accounting, financial, legal,
or other professional services required by the authority. Nevertheless,
all contracts not competitively bid shall be subject to the approval of a
qualified majority." [ed: the legislative appointees]
Byers adds: "Does any of that sound like pinstripe patronage to you? It
certainly should, but it doesn't stop there. Notice that no 'law of this
Commonwealth shall require the authority to competitively bid' any of
those contracts. Notice, also, that all outside bond and indenture work
must be specifically authorized by people who 'shall serve at the pleasure
of the appointing legislative leader(s).'"
He reminded readers of last year's Market-Frankford car controversy, where
legislators nearly forced SEPTA to spend $17 million to direct the contract
to a Pittsbugh-area firm instead of the lowest bidder, implying that
patronage would replace good financial sense if the Legislature were to
have control over SEPTA contracts.
The Daily News backed up Byers' position in its editorial "SEPTA Chief's
Pay is a Red Herring":
"While the federales devise ever-more-intrusive ways to get people out of
their cars and into public transit before we all asphyxiate, Congress and
the state legislatures keep making sure it won't work....Congress is good
at this hustle, too. They are as aware as state legislators are that
considerably more money is in road construction than in a commuter rail
line. They are also aware you can pretend that mass transit is merely a
city problem, that defunding it is somehow a blow for clean skies over
Montana-or something. They pretend that all this has nothing to do with
increasing miles driven and increasing pollution. They pretend by making
everybody equal-by sending similar amounts to West Nowhere, Ala. and New
York City-they are being fair."-BC
##B From the Editor's Seat:
The History of SEPTA IS The History of Philadelphia
A lot of people must wonder whether SEPTA's 'transit museum' exhibits
planned for the street floors of its new 1234 Market St. HQ are a good idea
for a company that's too often at the brink of fiscal crisis.
I see a lot of ways that this will have a good impact on the bottom line.
Even if SEPTA only breaks even on a souvenir stand, it comes out ahead.
How many of you still see people carrying the "Better than Driving" tote
bags to work every day? You can't buy that kind of advertising exposure,
especially considering it identifies a lot of businesspeople and other
middle and upper-class people as SEPTA users.
If SEPTA can put in some kind of exhibit sure to attract kids, such as a
chance to sit at the simulated controls of a SEPTA train, they'll get those
kids as excited about transit as they are about cars. That's the kind of
influence that shapes attitudes for life.
A museum would be a great way to boost employee morale and improve
management-labor relations. Lots of SEPTA people do remarkable jobs every
day, and a museum is a chance to show off their skills. Like they did for
Trolleyfest and the Franklin Institute's SEPTA bus mock-up, they'll prob-
ably offer to build exhibits on their own time.
But I got to thinking that while 1234's lobby might be a nice place for a
museum, where it really ought to go is the headhouse of Reading Terminal.
That building epitomizes the merchantile past of our city, and is sitting
there at 12th and Market, gateway to a future represented by the Convention
Center, and a transportation landmark worth saving in its own right.
And then I thought, we ought to have a museum of the entire history of
Philadelphia there, dedicated to the things which gave our area its
character. The next morning, I saw that same idea floated in the
Inquirer's architecture column (June 26, page F1). Columnist Thomas Hine
reminded me about about the Atwater Kent Museum (I'll admit to not having
gone there yet), but he also pointed out that the headhouse's location
would be a natural for a new center, aimed at conventiongoers, shoppers
and businesspeople, and other folks who might not be able to take the time
to do the Atwater Kent.
Museum people talk about expanding the mission and value of their efforts
by making them interactive, so here's an idea for them. I'd like to see
some kind of exhibit at the Atwater Kent or at a SEPTA museum showing how
the development patterns of our neighborhoods and towns were the result of
the train and trolley lines which radiated from Center City. Then, with
slides or computers, let people try different approaches to planning and
development: car-dependent places with no sense of community, or rail-
centered towns with a healthy mix of jobs, homes, and shared space.
Looking Good!
I've been long overdue in awarding an "attaway" to the Finance Department
people who design our SEPTA passes each month. The colorful seasonal
designs not only hinder counterfeiting, they go a little further, making
our routine commute more pleasant and reminding us of the good things about
SEPTA and our area.-MDM
##C On the Railroad Lines...
Tragic Toll Grows
At least four more trespassers were struck and killed by trains in the
region in the last month. The toll included two teenage girls who while
walking on the R3 Media tracks near Fernwood, were struck by a train
traveling to Elwyn on the normally-inbound track. Please don't meet the
same fate: remember that SEPTA trains are very quiet, and as the slogan
goes-expect a train on any track, in any direction, at any time.
Pass-buying Gets Easier
A special 'will-call' window has been added to the SEPTA ticket office at
Suburban Station, for the convenience of commuters buying monthly
TrailPasses. If they drop a credit card slip or a check into the special
box in the morning, their pass will be ready to pack up in the afternoon:
no lines! No special form is necessary; see the passenger services office
if you have questions.
Another Stair Switch
SEPTA riders at 30th Street Station had only a few weeks to enjoy the
renovated esscalators. The east stairways have been closed until August
for ongoing abestos abatement and other upgrading work, and the west stairs
reopened.
##R3--West Trenton Project
Reconstruction crews have gone to work on the overhead catenary of the West
Trenton line, and on signal equipment too. The line has been problem-
plagued during the rush hours these past few months. Fortunately for the
passengers, full R3 service will be maintained during this project.
Elwyn Shuttles Again
SEPTA will replace several weekday trains with shuttle buses between Media
and Elwyn through the end of July. The buses will connect with outbound
trains scheduled to arrive in Media at 6:50 am, 7:56 am, 8:27 am and 7:30
pm A bus will also be operated between Elwyn and Media for the inbound
train scheduled to leave Elwyn Station at 6:35 pm. The bus will leave Elwyn
at 6:25 pm (10 minutes earlier than the scheduled train departure time) in
order to connect with the train at Media.
##R5 Bryn Mawr Back
Paoli-Parkesburg peak-hour service will return to normal July 18, as Amtrak
returns the fire-damaged signal tower at Bryn Mawr to service. The date is
a week later than Amtrak and SEPTA originally projected. The new switch
and signal control system will be remotely operated from Paoli, good news
from a cost standpoint, since operators will no longer have to be stationed
at Bryn Mawr.
PennDOT pushes R5 Off TIP into Ire
The Times-Herald reports that the timing of SEPTA's R5 planned
reconstruction work has become uncertain because state officials ordered
the project be placed in the Congestion Mitigation & Air Quality (CMAQ)
program rather than the state's Transportation Improvement Program (TIP).
The move by the state could result in simultaneous R5 and Route 309
construction: a commuting headache for North Penn residents. It had been
hoped that the R5 trains would help keep people moving during the 309
project.-TB
PUC May Resolve Crossing Dispute
The Pennsylvania Public Utility Commission may be called in to mediate a
dispute over installation of new crossing gates at five intersections in
North Wales. The closing of some of those crossings and upgrade of the
rest has been asked for in the aftermath of a fatal accident last fall.
According to the Lansdale Reporter, PennDOT has asked the PUC to determine
the extent of work needed and how much SEPTA, the Borough of North Wales,
and PennDOT must chip in for the $1.6 million project. The five crossings
targeted are Main, Second, Third, Walnut and Beaver streets.
##R7 New AM Connection
SEPTA will add an early-morning train to Trenton on July 11. The train
will leave Temple U at 5:39 am, and Suburban Station at 5:49, making
intermediate stops to arrive Trenton at 6:43. This connects to the 6:48 NJ
Transit train for arrival at Penn Station before 8:00. See the flyer now
posted at stations for times at other stations.
R7 Red Carpet for Bristol Events
Civic leaders in Bristol, Bucks County are encouraging people to come to
special weekend events by train. A free shuttle bus will bring people from
the train station to attractions like the Italian Festival and the William
Penn birthday celebration.
##R8 Another Train Restored
Ann additional morning train will run to Chestnut Hill beginning July 11.
It will originate at Suburban Station at 6:08 am, and arrive Chestnut Hill
West at 6:42. See the SEPTA flyer posted at stations for intermediate
times.
More Marketing Moves
A new SEPTA brochure aims to boost RRD ridership among North Philadelphia
residents. Titled "SEPTA Regional Rail: Your Ticket to Suburban Jobs,
Shops, and Fun," the piece gives instructions for catching and riding RRD
trains, lists some key destinations, and describes how the trains offer
better service than SEPTA transit lines. The colorful brochure also
features pictures of black RRD riders.
DVARP and others have expressed dismay about how few Philadelphia residents
use RRD; this marketing effort should make an improvement in that figure.
##CTD New Security Mascots
The Subway-Elevated Division introduced owl and lion mascots on station
posters publicizing passenger security measures being taken on the Blue and
Orange Lines.
##LRD Trolleys Coming Back!
SEPTA officials suprised light rail supporters by revealing plans for a
Center City trolley loop, using the Route 23 tracks on 11th and 12th Sts.
Work on various track sections will begin shortly. A few of SEPTA's
remaining PCC cars will be used to provide the service, which is to connect
the Convention Center with the South Street entertainment district. A
connection to the Zoo might be a future destination.
Eye on the Infrastructure: Track Upgrades
SEPTA crews are repairing Route 10 tracks at 63rd and Malvern, so trolleys
are being detoured from 63rd and Lansdowne down to Girard Ave, and back to
Center City on Girard. Passengers must transfer to or from bus shuttles
westbound at 63rd St., and eastbound at 48th.
Ongoing Route 11 work is necessitating shuttle bus service from 40th St. to
Darby. Work in the 49th St. area is expected to end late this month, at
which time the trolley-bus transfer will be moved back to 49th and
Woodland. The shuttle on the outer end of the line will continue until
fall.
##STD Frontier Peak Service Boosted
Montgomery County and SEPTA are continuing to work to make public transit
attractive to all citizens. The County has sponsored service increases on
three key Frontier Division routes. With them, the 95, 96, and 98 offer
half-hourly service from Norristown from 6 to 9 am and 3 to 6 pm.
Safe and Sound, Thanks to Conrail
The controversial movement of nuclear fuel from Long Island to Limerick has
been completed with no incidents. Conrail moved the cargo from a barge
dock in Delaware County through Philadelphia to the Montgomery County power
plant.
Cape May Setback
Opening of the new passenger train service to the beach at Cape May will be
delayed due to problems in getting special parts for the drawbridge. The
bridge is not expected to be ready until September.
##PATCO Payment, Port Disputes
Disagreements between Pennsylvania and New Jersey representatives on the
Delaware River Port Authority are threatening a shutdown of PATCO service.
Pennsylvania members want PATCO to pay more rent to the City of
Philadelphia, and would be likely to come out of the pockets of the
farepayers, most of whom live in New Jersey.
##D Third-Quarter Ridership Stats
ridership (000s) change
Surface (bus) 79,657 -6.1%
Subway-Elevated 40,367 +2.0%
Light Rail 7,511 +0.8%
City Trans. total 127,535 -3.3%
Red Arrow 9,188 -4.7%
Frontier 1,504 -6.8%
Suburban Total 10,692 -5.0%
RRD Total 15,107 +5.2%
SEPTA Total 153,334 -2.6%
RRD Weekday Ridership by Line:
March 94 vs. March 93
R1 Airport 2,240 +22.4%
R2 Wilmington 6,435 +1.1%
R3 Elwyn 8,214 +5.0%
R5 Paoli 20,322 -1.1%
R6 Cynwyd 274 -3.1%
R7 Trenton 8,494 +2.8%
R8 C.H. West 5,623 +36.3%
PRR total 51,602
R2 Warminster 5,866 +27.6%
R3 West TrentoN 7,106 +13.9%
R5 Doylestown 9,821 +7.2%
R6 Norristown 4,321 +56.7%
R7 C.H. East 4,598 +25.0%
R8 Fox Chase 3,574 +23.3%
RDG total 35,286
RRD total 86,888 +10.6%
CREDITS:
News compiled by Matthew Mitchell and correspondents: Chuck Bode, Howard
Bender, Tom Borawski, Betsey Clarke, Lucia Esther, John Hay, Bob Machler,
Mike McEnaney, Tom Moran, Don Nigro, Owen Robitano.
Additional news from BITNET, Boston Globe, the Central-Ledger, Conrail
Newswire, Lansdale Reporter, Norristown Times-Herald, Passenger Transport,
Philadelphia Daily News, Philadelphia Inquirer, USENET
The Delaware Valley Rail Passenger is a charter member of the Rail Online
Newswire.
##E SEPTA's Regional Rail System Must Be Modernized,
not Returned into a 19th Century Railroad
by Vukan R. Vuchic Ph.D., Professor of Transportation Engineering,
University of Pennsylvania
a reply to the review: "Build it and They Will Come"
[Matthew Mitchell-April DVRP]
Our DVARP has done excellent service to the Philadelphia Region with its
critical stands, analyses and proposals for transit improvements over many
years. However, some DVARP members are doing less than constructive
service by opposing any new ideas, particularly with respect to the
Regional Rail (RGR) System. They seem to believe that this system should
be made as close to a 19th Century railroad as possible.
The traditional, old-fashioned "commuter railroad" served only commuters
during the peaks to get into and out of the city center. Metropolitan
areas of today are very different from our cities 100 years ago, and
transit systems must respond to the new tasks. Contemporary "Regional
Metro" systems serve also off-peak riders, they are integrated with transit
and have many operating advantageous elements of transit (smaller crews,
shorter headways, allowing many-to-many types of trips, integration with
other transit, etc.). Typical for this opposition to upgrading and
modernization have been several recent articles by Mr. Matthew Mitchell.
This is an answer to his review of the plan for long-range upgrading of
SEPTA's Regional Rail System which we recently completed.
Having been a member of DVARP for a couple of decades and worked on transit
improvements in Philadelphia for over 27 years, I would think that the
first comprehensive analysis and plan for modernization of the regional
rail system performed in many decades should be understood and generally
supported by DVARP and all other transit supporters. Instead of presenting
a factual discussion (including endorsements and challenges to individual
items), Mr. Matthew Mitchell gives a "praise-ridicule" review based on very
incomplete understanding of our report. He comments that "in the zeal to
promote what might be a better idea, does the report sacrifice
objectivity?" High level platforms are in "our idealized world"; our
suggestion for crew reductions is, he claims, based on our inadequate
understanding of Regional Rail cost structure!
Without refuting in detail these obviously erratic and confused comments on
details of our report, I want to briefly state what the report, A Plan For
Septa's Regional Metrorail System is, and what it proposes. The report was
produced by the research teams at the University of Pennsylvania and
University of Delaware under leadership of Professor Shinya Kikuchi and
myself. The work was sponsored by SEPTA and a grant from US DOT's
Universities Transportation Research Program.
1. SEPTA's Regional Rail (RGR) network with some 200 miles of lines and
over 160 stations, carrying (now) only 80,000 weekday riders, represents a
greatly underutilized region's facility. To improve its efficiency, the
system must be modernized to offer more service, attract many new riders
(and, thus, increase revenues), as well as to have lower operating costs,
particularly those per train-kilometer.
2. In spite of individual innovations (rolling stock in 1970's, new
signals, trailpasses, etc.), there has been no integrated plan for
coordination among: platform designs-door supervision-train dispatching-
fare collection-crew sizes-shorter headways-attracted ridership. The
report presents such an integrated system plan.
3. After extensive analysis of all conceivable alternatives, gradual (line
by line) construction of high-level platforms is recommended (Long Island
Railroad, Metro North and NJT have done such construction in much shorter
time periods).
4. Self-service fare collection is recommended to replace the obsolete
manual collection, allowing reductions of crew sizes which today still
consist of up to 5 persons! Efficiency of peak-hour services would
increase from this change even more than off-peak.
5. 70 new cars with driver-controlled doors should be purchased to provide
all off-peak services in a much more efficient manner than now: 4 door
channels would replace the present one or two. Peak hours would continue
to be served by the existing fleet, but without the need to raise and lower
door traps. The new cars would have substantially lower operating costs
than the Silverliners.
6. Additional savings can be achieved by operation of single-car trains.
Train detection capability has to be checked and ensured for this.
7. The investment required for this major upgrading of the entire RGR
system is estimated at approximately $225M (this amount varies among
several combinations of the recommended changes). Large amount?
Certainly, compared with operating costs, but certainly not large as an
investment if Philadelphia is to get a modern, more attractive and more
efficient RGR system instead of the present of one where the crews collect
fares, punch tickets and move the door traps as they did 60 years ago.
Bearing in mind that Atlanta, San Francisco, Los Angeles and many other
peer cities have had voter support to invest 10 to 40 times greater invest-
ments into their transit systems, this investment would be extremely
moderate and highly cost-effective.
8. The proposal is NOT to convert SEPTA's RGR system into a Washington
Metro type system, as was implied by Mitchell. Enclosed, controlled
stations are neither realistic nor necessary for the RGR system. The
intention is to take as many elements of light rail-type operations as
possible and apply them to the RGR system, freeing it from a number of
obsolete railroad practices: rapid and easy boarding-alighting on multiple
doors, self-service fare collection, simple station platform designs
(depending on each line's train length and local conditions), etc. The
stations would resemble more those of the Norristown High-speed line 100
than PATCO's stations.
9. The report is not a fixed, definitive plan: It offers several
alternative packages and proposes gradual but systematic upgrading of the
network. Certainly, designs of stations must be prepared, fare collection
system selected. Passenger projections must be done in much more depth.
However, the plan is basically very realistic because each one of the
proposed upgrading elements has been introduced successfully on many
transit systems around the world. The report will, hopefully, lead to a
coordinated approach to the upgrading of the entire system, instead of
continuation of independent work on its individual components.
The need to modernize our Regional Rail services-make them more attractive
and more efficient-has been recognized by many SEPTA officials and other
concerned persons in the Philadelphia Region. This report presents such a
plan and indications are that SEPTA will utilize it to develop a policy and
plan for a coordinated upgrading of its Regional Rail System.
I regret that Dr. Vuchic interprets my critical comments about the report
as opposition to his plan, and that that review could be construed as
DVARP's position. But as an interested mass transit commentator and rider
who finds a lot of promise in the metrorail concept, I was disappointed
that the study left important questions unanswered, especially in
comparison to the thorough analysis of other technical points. I was not
the only person to notice those omissions. I hope Vuchic and Kikuchi will
take the opportunity to strengthen their case by anticipating and answering
questions like mine, since the people who will vote up or down on such a
project will certainly have the same questions.
##F Cab Ride on the Corridor by Matthew Mitchell
Even though the scenery changes with the seasons, and little suprises like
a heron swooping over the water beside a bridge fill the weekly Amtrak trip
back home from Maryland, I can't help but feel a bit of routine set in.
Once in a while though, the train trip can be special.
I get off work a bit early; and if I hustle up to BWI, I can get the train
before my usual one. Since it goes to Atlantic City, that early train is
pushed by a diesel locomotive instead of pulled by an electric. At the
head end is one of the original Metroliners, converted by Amtrak's
Wilmington Shop team into a cab-car for push-pull service. But that car
has been closed by the conductor, since our passenger load today is light.
I take a seat, and going for a drink of water, I see why the head car is
closed: the conductor likes his cigarettes, and he can sit back and enjoy a
smoke without offending passengers who are not permitted to smoke on board.
A decent number of passengers board at Baltimore, including a loud man in a
casino ballcap who wants a seat in the first car. The conductor relents
and opens it, and I grab my seat check and suitcase and go there too: my
first ride in one of the converted Metroliners. As soon as my ticket is
checked, I walk up to the head end to watch out the front window. The
conductor comes up to the cab for another smoke, and when he leaves, the
engineer notices me and invites me in. He doesn't have to ask twice.
I know that running a passenger train carries a lot of responsibility, so I
stand aside and keep quiet. But Jim (not his real name) enjoys the
company, and I guess that conversation breaks up the motonony of the tracks
and keeps him alert and safe. I'm pleased to do my part for safety.
We've gotten out of the city of Baltimore, so Jim hauls back on the
throttle to Run 8. I feel a little more push, and as our speed balances
out, I watch out the left for the mileposts. We click off three miles in a
very smooth 36-37 seconds apiece, and seeing me look at my watch, Jim notes
we are limited by our locomotive to 100 mph. It's a GP40TC, which Amtrak
bought second-hand from GO Transit in Toronto.
A glance at the speedometer confirms my calculations: 100 on the nose. And
even though our speed is in three figures, it doesn't look that special out
the cab window: just smooth welded rail, concrete ties, and green catenary
wires stretching off into the distance. I look down, and the ties fly by
so fast it's hard to see them individually. I wonder if 135 is any
different.
The throttle is eased off a bit as we pass Havre de Grace and onto the
Susquehanna River bridge. From here I see how narrow the bridge is, and am
grateful both that I'm not afraid of heights and that the flanged wheel
gives us a safe footing. The piers of the original bridge are down on the
right, as is a boater looking up at us and waving.
We maintain the slighly lower speed on the other side, and whistle our
presence to a crew doing work on an adjoining track. They've stepped back
away from us, welcoming the break. A few of them wave, too.
With the memory of newsletter items about incidents on SEPTA fresh in my
mind, I ask whether there is much of a trespasser problem on the Corridor.
The answer is few, but one trespasser being hit by a train is too many.
Striking inanimate objects like shopping carts or tires left on the tracks
by vandals is more common, and there are far too many grade crossings and
far too many close calls on the Atlantic City Line. I tell him I
understand how awful it must be to be in the cab knowing that nothing you
can do will stop the train in time to save the life of the person in that
car, and tell him about the cover story we ran last fall by the woman from
Conrail.
As we approach the Delaware line, an AEM-7 appears on the opposite track.
We meet it in a flash, but there's still time for a wave to the fellows in
their cab. They've got a short consist, maybe a Metroliner, so our closing
speed probably exceeded 200 miles per hour. Their shock wave slams into
our windows with a loud thud. A quick drop in speed for a curve, and we
move back to Run 8 again. This engine accelerates well for a diesel,
especially with the light load. I step aside to let the conductor in; he
wants another smoke.
The sounds of this trip are as interesting as the sights. An occasional
radio call to conform our position-we check in passing key points; and
every minute or so, the alertor from the cab signal system sounds. On
SEPTA, this is a shrill wail as annoying as a car alarm, but this cab car's
signal is much more subtle. It starts out quiet, increasing in volume
until Jim taps the mushroom button to acknowledge it.
It's a lot easier to spot trackside sights from the cab than from the coach
windows. It's easy to figure out which is the Newark station, and I take
advantage of this perspective to make a mental note of the spots DelDOT
will put stations for its restored train service south of Wilmington.
The yellow signs on the catenary crossspans indicate the speed restriction
for the curves approaching Wilmington. Jim lowers the throttle again, this
time further than before; and makes a light brake application. People are
waiting on the platform as we proceed through Wilmington Station without a
stop; they must be waiting for a southbound.
Yellow signals at Wine: we can't accelerate out of Wilmington. Jim curses
SEPTA. Their train left a few minutes before, and hasn't cleared the block
ahead yet. A mention of my frustrations with SEPTA unleashes another
torrent of insults: they're not real railroaders there, no spirit, just
punching the clock, and their union has gotten a raw deal. Jim says this
SEPTA train rarely moves out on time, and this holdup happens nearly every
day. Finally the cab signal clears, and hauling out the throttle is the
punctuation mark on our grumbling. We pass the SEPTA train between Marcus
Hook and Chester. I glance at my watch and figure I might be meeting that
train at 30th Street for the last leg home.
Now the stations and the signals come more frequently, as do the homeward
commuter trains on the opposite track. We also meet one of the long-
distance trains. In front view, its E60 locomotive has all the visual
charm of a cinder block, but it sure can haul. The familiar landmarks pass
by, and when we get to the trolley depot at Elmwood, I know I have only a
few minutes to gather my gear. I go back to my seat, pull a spare
newsletter from my bag, and leave it on top of Jim's case and jacket: no
reading material in the cab other than the printed train orders. One more
look in, and I tip my cap to Jim, thank him, and he thanks me for the
company. I leave him with my usual "Have a safe weekend." He will, I'm
sure.
Next Month in the DVRP:
City Unveils New Transportation Vision
##G Six Super Summer Train Trips by Matthew Mitchell
Commuters are creatures of habit. We catch the train in the morning, sit
in the same seat every day. About all that changes is what's in the
newspaper we read. All that monotony makes us forget about why we find
riding the train better than driving.
Time to cure that! Grab family or friend, a travel guide from the library,
and a camera or diary to record your experiences. We're going to take a
vacation where getting there is as nice as the destination. We're taking a
train trip!
Beauty to Find in so Many Ways: Join the Philadelphia Orchestra at its
summer home in Saratoga Springs, NY. Amtrak's Adirondack travels there
every morning from New York, with connections from Philadelphia, and there
is a new summer weekend train, too. Call Amtrak for details and schedules:
1-800-USA-RAIL. Make sure to get a seat on the left side of the train
going up the Husdon Valley, for the best view of the Palisades, West Point,
and the other highlights of the trip. Once you get to the luxurious resort
town at the foot of the Adirondacks, spend your days seeing the mansions
and art galleries or cheering a horse on at the race track, and your nights
with the Orchestra, Ballet, or at the Jazz Festival.
Dandy Destination: SEPTA's first "Ramble" in almost a decade is a do-it-
yourself trip to picturesque Doylestown, the heart of Bucks County. Visit
the SEPTA ticket office for an R5 ticket and the "Destination Doylestown"
package. That deal will save you money on museum admissions and other
attractions. While the Doylestown train is unacceptably slow for
commuters, the leisurely pace is great for sightseeing. You'll pass farms
and forests, factories and homes. Once you arrive at Doylestown, all the
attractions are an easy (and clearly-marked) walk away.
Down the Shore-the Smart Way: NJ Transit's Atlantic City Rail Line is a
great travel bargain at only $6.00 from Philadelphia to A.C. ($3.00 from
Lindenwold) and the service is quite convenient for any kind of day or
evening trip. By taking the train, you'll be watching the unique Pinelands
environment instead of watching out for that casino bus coming up fast in
your rear view mirror. Take the free NJT shuttle bus from the train station
to the Boardwalk, then walk up and down as you please, or stop for some
beach time or to see a show. Even if you don't set foot in the casinos,
you'll have a winning trip.
Harbor Highlights: Got to get away for a spur-of-the-moment weekend?
Amtrak puts Baltimore just 90 minutes away. Use Railphone(R) to call for a
hotel reservation right from the train. Then when you get to Penn Station,
catch a cab or bus to the Inner Harbor. If you're lucky, you can score
some Orioles tickets; if not get your old-time baseball fix by visiting
Babe Ruth's birthplace. Families can find fun and education at the Museum
of Industry and the Science Center. Like trains? See the B&O Museum and
the trolley museum, and then take a ride up to Towson on the new light rail
line. Art lovers can make a weekend out of visits to the BMA and the
Walters Art Gallery.
Mutiny on the Schuylkill: The boss is on vacation, and showing up to work
in Hawaiian shirts isn't enough of a razzberry to blow at the working
world? Sneak out of the office, down to the station, and catch the next R6
train to Manayunk. You and your officemates can browse through the trendy
shops, then have lunch together at one of the many interesting restaurants.
C'mon, it'll boost everyone's morale, so you can put it on the expense
account.
Our Steel History: The Strasburg area in Lancaster County is the home of a
great concentration of rail-related attractions, including the Railroad
Museum of Pennsylvania, the Strasburg Railroad, and the Train Collectors
Association museum. Every kid should have the chance to see these big and
little trains, and if you were deprived of this experience in your
childhood, it's not too late!
##H DVRPC Citizens Pick New Leader
The DVRPC Regional Citizens Committee (RCC) elected Kevin Doherty to be the
its next chairman. Although Doherty has sat on the committee for only a
few years, his professional career, which includes community relations work
for New York Metropolitan Transportation Authority, SEPTA and New Jersey
Transit, makes him eminently qualified for the position. He has exhibited
excellent skills as a facilitator and leader.
Doherty succeeds F. Karl Schauffele as the RCC's chairman. Schauffele, in
one way or another, has worked with the DVRPC since its inception. He has
been a strong and crucial champion of regionalism, which at times was
seriously threaten by various factions. DVARP wishes him the best in his
future endeavors and thanks him for his contributions to the Delaware
Valley.-DN
##I NJ Meeting Considers Transit's Future
Last month, the Eagleton Institute of Politics at Rutgers University hosted
a symposium on the long-range future of public transit in New Jersey.
NJDOT Commissioner Frank Wilson invited 50 of the state's leading
transportation experts. The invitees came from various backgrounds
including metropolitan planning organizations NJ Transit and NJDOT planning
offices, the legislature, and transit advocates (including DVARP/NJ-ARP
South Jersey Coordinator, Donald Nigro). Transit's future roles, its
technologies, and its financing were some of the topics discussed.
One of the most frequently heard messages was that transit needs a level
playing field with the single occupant vehicle. However, until this
occurs, many concluded, transit's efforts are best directed toward
strategic incremental growth. A few individuals advocated privatization of
public transit. But Gerry Williams, Chairman of the South Jersey Transit
Advisory Committee, cautioned against privatization, which he said could
lead to "cherry picking" and a loss of seamless connections and ticketing.
To DVARP's knowledge, this is the first time that such a refreshingly
varied group of individuals were brought together to discuss the long term
challenges and opportunities that lie ahead for transit within New Jersey;
for this, much credit is due to Frank Wilson, Shirley Delibero, and the
Eagleton Institute.-DN
##J Annual Picnic Coming
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.
##K Volunteers Wanted
Enjoy photography? Want to see your work published? The DVRP needs more
stock and news photos. A new production manager is also needed: that job
entails picking up the newsletter from our printer (presently located in
Willow Grove) and arranging a time and place for volunteers to label and
staple it. Call Matt Mitchell at 215-222-3373, message box 3 if you're
interested in either of these opportunities.
##L Dates of Interest
DVARP Incorporation Committee: Sat., July 9, 11:15 at Chestnut Gourmet 1121
Chestnut St., Phila.
DVARP Commuter Rail Committee: Sat., July 9, 12:00 at Chestnut Gourmet,
1121 Chestnut St., Phila.
EPA/Northeast Ozone Transport Commission Public Roundtable on Low-Emission
Vehicles: Wed., July 13 at Holiday Inn Crown Plaza, 1605 Broadway, New
York City. Contact: Mike Shields, 202-260-3450.
DVARP South Jersey Committee: Sat., July 16, 11:15 at 104 Edison Ave.,
Collingswood, NJ.
DVARP General Meeting: Sat., July 16, 1:00 to 4:00 at 104 Edison Ave,
Collingswood, NJ.
SEPTA on Site (Suburban Transit): Wed., July 19, 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 Citizen Advisory Committee: Tues., July 18, 5:45 pm at SEPTA Board
Room, 714 Market St.
Rail to the [Delaware State] Fair: Sat., July 23. Train leaves Claymont,
DE at 10:25 am, stops at Wilmington and Newark, continues to Fairgrounds in
Harrington, and Frankford, DE.. Return trip from fair leaves 6:21 pm,
arrives Claymont 9:26 pm. For tickets or more information, call Delaware
Railroad Administration, 302-577-RAIL.
Deadline for August newsletter material: Tues., July 26, to Matthew
Mitchell or in DVARP mailbox.
SEPTA Board Meeting: Thu., July 28, 3:00 pm at SEPTA Board Room, 714
Market St.
Delmarva Rail Passenger Association: Thu., Aug. 4, 7:00 pm, at State Senate
Chamber, Legislative Hall, Dover. Call Ken Berg, 410-648-5961, for more
information.
DVARP Incorporation Committee: Sat., Aug. 13, 11:15 at Chestnut Gourmet
1121 Chestnut St., Phila.
DVARP Commuter Rail Committee: Sat., Aug. 13, 12:00 at Chestnut Gourmet,
1121 Chestnut St., Phila.
DVARP Annual Picnic and Meeting: Sat., Aug. 27, 12:45 to 3:45 at 3140
Woodland Ave. Willow Grove.
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.
##M Up and Down the Corridor
News of other Northeastern commuter rail and rail transit services
LIRR Deal Ends Two-Day Strike
Conductors and other Long Island Rail Road personnel represented by the
United Transportation Union walked off their jobs in the culmination of a
years-long dispute with the MTA over wages and work rules. The strike shut
down the system Friday June 18, forcing commuters to use chartered buses or
their cars to get to city subway stations, from which they could catch
Manhattan-bound trains. Some chose to just stay home, or overnight in New
York to avoid the chaos altogether. When Congress failed to intervene and
impose a contract settlement on the parties, a deal was hammered out
Saturday. Train service resumed Sunday.
The proposed settlement includes modest retroactive wage increases and no
change in work rules. Under the old contract, conductors typically made
$46,000 per year. While some felt those salaries were too high, the real
hit to MTA's (and the taxpayers') pocketbook came from personnel
assignments and other work rules which inflate the number of workers needed
to run the railroad.
New York governor Mario Cuomo came under fire in the aftermath of the
strike. Before the walkout, he called on MTA officials to hold firm in
demands for work rule reforms and wage concessions, but once the trains
stopped running, he quickly made concessions to the union. Some accuse
Cuomo of making the shift to avoid a prolonged strike which would have hurt
Cuomo's chances for reelection this fall.
Blue in Boston, Revere
Boston's MBTA began a year-long shutdown of the outer end of its Blue Line
rapid transit route, for systematic reconstruction of bridges, track, and
stations. Service will be terminated at Orient Point; Logan Airport will
continue to be served by the 'T' as usual.
Boston Workers Make a Point
MBTA officials were embarrassed when maintenance crews turned down a
request to make pen and pencil sets to be handed out as souvenirs at the
APTA conference to be hosted by the 'T' this fall. Management had hoped to
show off their employee's workmanship with the desk sets, but it seems they
had just issued an order to the shop crews forbidding them from doing such
nonessential work for themselves.
##N Correction Correction: Back to Geography class...
The correct endpoint of the proposed Susquehanna Line service is
Warwick, NY. The West Shore Line would run to West Haverstraw, NY.
Thanks to the readers who pointed this out!
##O Upcoming DVARP Meetings:
Saturday, July 16, 1:00 to 4:00 104 Edison Ave., Collingswood NJ
(note change of location!)
PATCO trains operate frequently; travel time to Collingswood 14 minutes.
From Collingswood PATCO, walk one block west under tracks to Edison Ave.,
turn left.
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
Agenda for the July meeting:
1:00 Introductions, agenda, minutes
1:15 Issues requiring immediate action
Regional TIP
2:30 Other issues
South Jersey Committee:
PATCO
Shore service
Administration/General:
Meeting Schedule and Locations
Committee Structure
Newsletter
Incorporation
Philosophy Statement
Committee Meetings:
South Jersey Committee: Sat., July 16, 11:15 at 104 Edison Ave.,
Collingswood, NJ
Incorporation Committee: Sat., Aug 13, 11:15 at Chestnut Gourmet, 1121
Chestnut St.
Commuter Rail Committee: Sat., Aug 13, 12:00 at Chestnut Gourmet, 1121
Chestnut St.
Transit Committee: Call DVARP Voice-mail, 215-222-3373, message box 3.
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