The Delaware Valley Rail Passenger Electronic Edition July 1993 Vol. XI, No. 7 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 published as a service to the network community. You can support our continued efforts in bringing this newsletter to you by joining DVARP. Introductory membership for the remainder of 1993 is $7.00. Current DVARP newsletter access points: by mail: The RAILROAD List (brought to you by Geert K. Marien) to have newsletter sent to you, send the message: GET DVARP 9307 RAILNEWS to LISTSERV@CUNYVM (BITNET) or LISTSERV@CUNYVM.CUNY.EDU for an index, send the message: INDEX RAILNEWS by FTP: (courtesy of Dr. Bob Wier, East Tennesee State Univ.) FTP to hipp.etsu.edu, directory pub/railroad/dvarp by modem: (Railnet BBS) 216-786-0476, serial settings 2400-8-N-1 Thanks to all our supporters! For more information about DVARP and good rail service, please contact us: P.O. Box 7505, Philadelphia, PA 19101 215-222-3373 President: Chuck Bode contents: page 2 Editor: Matthew Mitchell for other officers and committee chairs, see page 19 Chestnut Hill West trains were faster in 1893 than in 1993! See John Pawson's special report on page 6 Inside The Delaware Valley Rail Passenger. 1 Ride with us on the new Norristown car! 2 SEPTA threatens 6-7% fare hike if Harrisburg , Washington fail to send more money. 3 RailWorks Roundup: Construction progress OK, Ridership-NOT! 5 On the Railroad Lines: minor RRD service restorations, keep away from 13th St. 6 Chestnut Hill line was faster in 1893 than in 1993! 9 Privatization stories from SEPTA, New Jersey 11 The shuttle to "El" 12 SEPTA, private operators present Newtown plans: is a Willow Grove routing rational? 14 DVARP members report on RailWorks diesel detour service. 17 ICE and X2000 offer competing high-speed visions, NJT reports ridership gain. 18 Dates of Interest: DVARP annual picnic slated for August 21. Newsletter index now available. 19 Up and Down the Corridor, DVARP Directory: get your newsletter by computer! entire contents copyright (C) 1993 DVARP, except photos (C) 1993 credited photographers Opinions expressed in The Delaware Valley Rail Passenger are notnecessarily those of DVARP or its members. We welcome your comments: call 215-222-3373 DVARP Membership Coupon Yes, I want to support improved passenger train service in our region! Here are my DVARP membership dues for 1993! Name Address City, State, Zip Please choose a membership category below, enclose check and mail to: DVARP, PO Box 7505, Philadelphia, PA 19101 ( ) Regular: $15.00 ( ) Family: $20.00 ( ) Supporting: $25.00 ( ) Sustaining: $50.00 ( ) Patron: $75.00 ( ) Benefactor: $100.00 ( ) Introductory rate-new members only: $7.00 On Board the N-5 by Matthew Mitchell The first of SEPTA's oft-delayed and controversial Norristown High-Speed Line cars has been in regular revenue service for several months now, and the remaining 25 cars of the order are starting to arrive on the property. Will passengers find the new rolling stock worth the wait? Let's take a ride from 69th Street to Bryn Mawr to find out. Operator's control panel of the N-5 car. file photos Before the rush-hour "tripper" leaves the terminal, we look at the operator's control panel, which looks more complex than that of either the vintage 1924-33 equipment which raced up and down the P&W for over half a century or the ex-Chicago and Market-Frankford trains which now provide most of the Norristown service. But in fact, operation of the N-5s is not complicated. A single master controller operates both power and brakes, and must be held down by the operator to prevent actuation of the "deadman" emergency brake. Over a score of switches control lights, doors, and other accessories. Controls for these functions were scattered throughout the cab of the old equipment, and their operation could be idiosyncratic. The biggest change in operation compared to the old cars is the presence of a cab signal system. Once the fixed component of the signal equipment is fully in place, a series of lights on the perimeter of the speedometer (top center of instrument panel) will indicate the maximum authorized speed. Should that be exceeded, the brakes will be automatically be applied. SEPTA Threatens Fare Increase SEPTA Treasurer Feather Houstoun revealed to the media last week that the transit agency will seek a fare increase of 6 to 7 percent if state appropriations to SEPTA remain at proposed levels. She and General Manager Lou Gambaccini repeated the warning at the June meeting of the SEPTA Board. The form of that fare increase has yet to be disclosed. Houston reports that SEPTA does not intend to raise the $1.50 transit base fare, so the burden will fall on regular transit riders and on commuter rail riders. The last two fare increases each hit the railroad twice as hard as it hit the transit divisions. While DVARP hopes that the needed subsidy dollars will materialize, we will prepare for fare hearings in the fall.-MDM DVARP Harrisburg Kit Headed Your Way DVARP will be sending its Pennsylvania members a kit to help you lobby for needed funding for transit when the summer recess is over for the House and Senate [near Thanksgiving, some summer!] in Harrisburg. It may be part of a newsletter or a separate mailing. Watch for it. In the mean time those who know your Representative and Senator's phone number should be calling them often enough to make them think you're an inlaw.-TB Fumo Bill Sunk For Summer The Pennsylvania legislative stalemate caused by the death of Sen. Frank Lynch (D-Phila.) resulted in the demise of legislation which would have sharply changed the makeup of the SEPTA Board and its powers. The Senate is expected to stay in recess until November, so a special election can be held to fill Lynch's seat and control of the chamber will not pass to the Republicans. In the aftermath of the legislative session, the intent of the bill pushed by Sen. Vince Fumo (D-Phila.) became clearer. It's no secret any more that the powerful Fumo wants Lou Gambaccini ousted as head of SEPTA. His bill would grant sole power for hiring and firing the General Manager to a "qualified majority" made up of four of the five Harrisburg appointees to the SEPTA Board (one each by the Democratic and Republican leaders of each house of the Legislature and one Governor's appointee). Fumo also wants the Harrisburg politicians to have control over no-bid contracts for professional services. The first months of Tom Hayward's era as Chairman have been marked by fierce behind-the-scenes struggles over fat fees for financial and legal services. If SEPTA floats a multi-billion dollar bond issue to pay for capital improvements, the underwriting commissions will be a huge plum to be handed to the political allies of those who control the Board.-MDM RailWorks(R) Roundup RailWorks(R) is a registered trademark of SEPTA. Construction on Schedule SEPTA PR flyers continue to report that contstruction crews replacing eight bridges, finishing two stations, and renewing railroad infrastructure are right on schedule for reopening the railroad on September 5. An important milestone will be reached early next month. All of the North Philadelphia streets closed for bridge reconstruction are slated to open August 5. If that target is made, then the odds are good that our trains to Center City will be back on time. Ridership Loss Worries News accounts are repeating what we said here a year ago: that SEPTA is in big trouble because RailWorks ridership losses were worse than SEPTA's predictions. While the worry has not yet turned to panic at SEPTA headquarters, dramatic actions are called for. Once the railroad reopens, a stepped-up advertising campaign will be launched to try to win back those who turned to their cars or stopped going to Center City because of the rail shutdown. To date, the RailWorks PR machine has spent much of its time and money placating residents in the North Philadelphia construction area. A half- dozen RailWorks information centers have been opened in neighborhood community centers, while SEPTA has given money to programs such as Concerned Black Men (a youth mentoring program). Will this make a real difference in the progress of the construction and boost SEPTA ridership in North Philadelphia, or is this just a new form of patronage? DVARP passenger counts conducted at Fern Rock indicate those commuters who completely abandoned the RailWorks alternatives did so again. Unlike last year, the afternoon outbound station rush hour count is below 4000, hopefully due to diesel service patronage. Technical note-DVARP is conducting its counts using a new system based on an Intel 8051-family microcontroller and an Epson real time clock IC, and built by multital-ented volunteer Tom Borawski. "West Doyminster" Vanpool by Tom Borawski (The story you are about to hear is true; the names were changed to obscure the guilty) DVARP interviewed the operator of a van pool which runs between Center City and West Doyminster. As an "end of the line" van pool, it is superior to SEPTA in time competitiveness, having a ten minute advantage over the railroad in gross terms and the added advantage of door-to-door service. The limited-or lack- of express service to West Doyminster is keenly felt. (picture of vanpool flyer) The economics of the van pool work out to be even with the railroad when the van has more than ten riders. Currently the West Doyminster Van Pool is using a luxury van which with parking and gas costs $1450 per month to operate. Substituting a nonluxury van will bring the van pool's costs down to $1300 per month. There is one other factor to van pool operation which gives hope that despite the economic and chronological disadvantages the railroad has, lost riders will be regained: administering van pools is a pain. Someone has to organize the riders. Someone has to deal with maintenance. Someone has to pay the bills. Hopefully after Railworks, that someone will have reliable and time-competitive train service so that the headaches of the van pool can go away and the streets of West Doyminster are one van less crowded. Direct Service Difficulties SEPTA has had a very hard time trying to keep its RailWorks alternative direct diesel train service running reliably. While the morning trains have racked up a fair record, the first two months of homeward service have been plagued by equipment problems which have on several occasions led to cancellation of trains. DVARP members Larry DeYoung and Matthew Mitchell report their experiences, beginning on page 14. Temple Station Cost:: The Review Was Untrue by Tom Borawski In previous DVRP articles (March, May) we reported that the cost of the Temple University Station was $37 million. As mentioned in March, we got that information from the Winter '93 Temple University Review which printed the following: "Also under construction is the new SEPTA Rail Station at 10th and Berks. The Federal Government is contributing $36.7 million for this project, while Temple is providing $300,000." Those figures were repeated in the Spring Review, along with a photo of the artwork to be put up in the station. As reported last month, those figures are wrong. Fred Mlynarski, SEPTA's AGM for Engineering and Construction writes: The cost for the new Temple University Station is NOT $37 million as reported by DVARP. Thirty-seven million was the engineer's estimate for the entire RailWorks GC-2T contract which includes not only the new station work, but also replacement of 6 bridges, 2.5 miles of new track, extensive retaining wall repairs and numerous other non-station construction items. The station elements of this contract were estimated to cost $4.1 million, with station features of the bridge replacements at Berks and Norris Streets adding another $3.0 million, for a total station cost estimate of $7.1 million. The above figures are all pre-contract award estimates. The actual final cost of the new station is significantly lower as the winning low bid for RailWorks contract GC-2T was $26.7 million. The low bid price for the station work and station features associated with Berks and Norris Street bridges was $6.0 million. This cost, $6.0 million, is the figure DVARP should use as the cost of the new Temple University Station. DVARP contacted Ruth Schultz, editor of the Review, who acknowledged that $37 million was not the cost of the station. We did not receive word if Temple is going to print a correction. DVARP thanks AGM Fred Mlynarski for setting the record straight. Newsstand Reply Richard DiLullo, SEPTA's Marketing manager replies to the May DVRP story about Remington's News Service's loss of the Suburban Station newsstand concession. He writes, "...the article titled 'Railworks is Killing Me!' gives the impression that the Remington Newsstand lost their lease because of RailWorks. Remington asked SEPTA to rebid their location. [in hopes that the reduced number of passing commuters would result in a cheaper lease rate] Bradd Allen Bookstores subsequently submitted the highest bid and was awarded the location." TIP Process Ripped NARP News reports on testimony given by Robert Molfsky, who represents the Amalgamated Transit Union, before the U.S. House Public Works and Transportation Subcommittee. He criticized the Delaware Valley Planning Commission for giving the public an inadequate opportunity for involvement in planning decisions. Molofsky said: "[DVRPC] gave the public just one week to comment on its first Transportation Improvement Program and no opportunity to comment on its [clean air] conformity analysis." He also cited the lack of SEPTA representation on the DVRPC board, "How (will) a voice for flexibility...be heard if the leading transit authority in the area is not on the MPO?"-TB How About "Star SEPTA?" According to the Norristown Times Herald, emergency cellular telephone service is operating on the entire length of the Blue Route in Montgomery & Delaware counties. Motorists dial *12 for road assistance. The paper does not mention who is funding the free service. A companion service-say dial *SEPTA-for transit alternatives and scheduling sounds like a worthy project for ISTEA funds. The DVRPC TIP contains many park and ride projects along the Blue Route. Drivers will need the information tools to finish the job.-TB News compiled by Matthew Mitchell and correspondents: Howard Bender, Chuck Bode, Tom Borawski, Don Nigro, John Pawson. On the Railroad Lines. Number please? RRD is renumbering its Silverliner IV cars to the 400 series in conjunction with a program to remove PCB's from transformers, according to Peter Hanlon of SEPTA. R1: Extra Elkins Stop The first train in the morning, number 5501 now stops at Elkins Park, southbound, at 5:47 am. *SEPTA says the Jenkintown pedestrian subway is scheduled to be repainted. The graffiti in it has gotten much worse recently. R2 211 Abandonment? SEPTA has scheduled a public hearing this month on its proposal to abandon the Route 211 bus, which extends the R2 service from Warminster to Ivyland. Ridership is not up to expectations, in good part because the service reliability has been abysmal. Bus trips have often been missed, or failed to make the advertised train connections. See page 18 for hearing time and place. R3 Extra West Trenton Train SEPTA has extended inbound train 9391, which now originates at West Trenton at 6:43 am and makes all stops to Fern Rock. *SEPTA has been unable to meet its reliability goals with the afternoon direct diesel service from 30th Street to West Trenton. See RailWorks Roundup for more. R5 Overbrook Station Grant The Inquirer reports that the "Ice Tea Act" is the funding source for $800,000 of a million-dollar project to restore the historic Overbrook station, with the remainder coming from state and local sources. The paper reports that the Overbrook station restoration was among 44 Pennsylvania projects (9 from our region) in the initial batch of ISTEA awards. R6 Norristown Sidings Out SEPTA has removed some unused freight sidings in the vicinity of Elm Street Station. Rails are already rusty on sections of the line. R8 Rails to Trash? The Inquirer reports that a seven mile link of a proposed Pittsburgh to Washington (PA) Rails-to-Trails project is "littered with furniture, tires, refrigerators, animal carcasses and other refuse." The paper notes that the corridor is "lined by 17 illegal dumps that contain about 1000 tons of trash." No information regarding use of the trail by motorcycle enthusiasts was given. STD MontCo Shares 125a Credit When we reported onthe new 125a bus to Collegeville, we failed to mention the support of Montgomery County, which is covering half of any deficits in the route's trial operation. MFSE 13th St.: Use Caution! Though the Rendell Administration is trying to coax homeless persons out of the concourse outside the eastbound subway station at 13th Street, the encampment continues, and in fact has expanded all the way to 12th St., creating a health and safety hazard for passengers entering or exiting there at all hours. Therefore, our warning to passengers is still on. If you are traveling to or from 13th St., or Juniper Subway-Surface station, enter or exit only through the westbound subway entrance (on the north side of Market) and cross under through Juniper Station to access the eastbound platform.-MDM SSL Nightowls Skip Juniper SEPTA is now closing Juniper Subway-Surface station from 12:30 to 5:00 am. SEPTA wants to be able to lock up the 13th Street subway station during those hours, but was unable to previously, since passenger had to be able to access Juniper. CTD More Bus & Trolley Changes Only a month after the delayed implementation of the spring City Transit Division schedules, summer schedules took effect last month. Why? Because school's out and workers are taking vacations (SEPTA workers too!) and we don't need as much peak service as in the rest of the year. The seasonal reductions are usually ended at the annual September schedule change. Make sure you have up-to-date schedules for your routes: stop at your nearest SEPTA customer service center or phone 580-7777. Chestnut Hill West Trains Were Faster a Century Ago by John Pawson Yes, it was possible to take a steam train with wooden open-platform coaches from old Broad Street Station to Chestnut Hill in less time than it can be done on SEPTA RRD electric trains over a similar but slightly shorter route today. Timetable 5/21/1893 9/20/1923 9/27/36 7/28/47 4/28/63 10/30/83 11/10/84 5/2/93 Operator, notable facts Typical time to: PRR branch built 1884 PRR electrified 1918 PRR PRR PRR (for PSIC) Silverliner service SEPTA SEPTA through- tunnel service SEPTA RailWorks expanded service 30th Street area 3' 4' 3' 3' 3' 3' 4' 4' North Phila. 10' 12-13' 11' 11' 11' 11' 15' 16' Chestnut Hill 30' 32-33' 30' 30' 28-30' 28-30' 32' 33-35' Total outbound trains 33 35 37 37 36 28 25 34 between 5:00 and 6:00 pm 5 5 6 6 5 4 4 3 Let's compare one typical outbound departure of the May 21, 1893 timetable with a corresponding R8 train today. Then with 11 intermediate stops, the 3:55 from Broad Street took 30 minutes. Now, the 3:53 (which also makes 11 stops) requires 33 minutes. Other trains exhibit similar lengthening of schedules except in cases where stops have been abandoned over the years. The trends of running time and service levels can be seen in the chart which was taken from timetables of various years. The pressures which altered the running times are not always obvious, but history provides clues. A surprising level of service was operated in 1893 over a branch line only nine years old. An inbound morning peak express (a run which perhaps never has been equalled) having only three intermediate stops ran from the Hill to Broad Street in just 23 minutes. Of course, these trains consisted of steam locomotives hauling light wooden cars which were of poor impact resistance and combustible. Following the 1880-1910 industrialization, much of the railroad became congested by more freight traffic. The tortuous duck-unders at Zoo Junction were introduced to keep the passenger trains moving, at the price of slightly longer running time. The line's 1918 electrification offered better acceleration with steel MU cars, but the wearing effects of the World War I traffic may still be evident in the 1923 timetable. Later it was only possible to restore, but not surpass the 30-minute schedule of 1893. Introduction of quick-accelerating Silverliners in 1962 allowed the fastest service (28 minutes) that passengers have ever enjoyed. However, travel time was significantly extended when the Center City tunnel went into use and Reading and Pennsy systems were combined by SEPTA in late 1984. At that time, the public was told that Amtrak delays might affect service on the Reading side of the system, and vice-versa. Evidently, SEPTA "padded" schedules as it through-routed the trains in an attempt to compensate for the delays which might occur on the first leg of each through run. Travellers report that even today's slack schedules too often are not met because of interference from Amtrak's Northeast Corridor trains. Over the last two decades, the intercity passenger trains run by Amtrak have increased both in numbers of trains and in speed. A faster train requires a longer clear space (what could be called a "shield") ahead of itself. Where once the same entity dispatched and operated both intercity and commuter trains, now the track ownership, dispatching, and operation of intercity trains are vested in Amtrak, while the commuter trains are SEPTA's to run-a clear case of responsibility without effective authority. Amtrak control is costly There are conflicts between SEPTA and Amtrak trains at various places on the Regional Rail system, but mostly they occur in the four-mile section between Zoo Junction and Frankford Junction. Amtrak, SEPTA, and now New Jersey Transit use four or more main tracks, while Conrail uses a mostly- separate route on the south side of the right of way. The schematic drawing (overleaf) shows how R8 Chestnut Hill West trains move through this complex of tracks. At Amtrak's discretion, inbound R8 trains merge with the flow of southbound Amtrak Northeast Corridor and SEPTA R7 trains at North Philadelphia or on the Schuylkill River bridge, then go their separate ways at Zoo Junction. In the 7:00 to 9:00 am inbound traffic peak, only five Amtrak trains conflict with the SEPTA trains. (diagram here) However, between 4:30 and 6:30 pm, the outbound SEPTA trains must contend with both north- and southbound Amtrak trains at North Philadelphia; and there are about 18 Amtrak trains during those two hours. If each Amtrak train carries a five-minute "shield," then RRD trains can occupy that critical location only about 25% of the time. Just scheduling them is difficult; but when Amtrak or SEPTA runs late, the SEPTA trains are bound to wait. Are there answers? Solutions for these problems can be classified as "soft" (little or no construction) or "hard" (much construction needed). There are at least seven. 1. Turn R7 and R8 trains over to Amtrak to run as contractor. Ignoring the fact that Amtrak operation would be costlier (Amtrak has higher labor costs than SEPTA), Amtrak has its own economic priorities. The Northeast Corridor operations net it more revenue than any SEPTA commuter trains which it could run. Moreover, NEC services (especially the Metroliners) have a significant political constituency. Finally, Congress wants to reduce Amtrak's deficits, so Amtrak must enhance and expedite its NEC services to make more revenue. 2. Let SEPTA and area politicians "jawbone" Amtrak to win more favorable dispatching. This only runs into the same political and economic problems. 3. Turn over the Northeast Corridor within the five-county SEPTA area from Amtrak to SEPTA. either in whole or in critical part. This change would put SEPTA securely in control, just as Metro North's ownership and dispatching of the NEC between New Rochelle and New Haven speed its own trains, reportedly sometimes at the expense of Amtrak's. This solution, too, would seem to be unsuitable to Amtrak and its political constituency. 4. Build flyovers at points where Amtrak and SEPTA trains have conflicting paths, just as once they were built to separate the paths of passenger and freight trains. Metro North is building a flyover at New Rochelle, NY where Amtrak conflicts with its commuter trains; and the new Los Angeles Metrolink has built one to separate its trains from freight traffic. Totally new structures might cost $30 million or more each and could take a decade from concept to completion. 5. Change the R8 routing. Link the Chestnut Hill West line to the SEPTA R6 Norristown Line near 16th Street Junction, to avoid use of Amtrak property. This "Swampoodle Connector" was once in SEPTA's Capital Plan, but has since disappeared. In any case, problems of conflicts between Amtrak trains and R7 Trenton or NJ Transit trains would remain. 6. Reassign the four passenger tracks of the NEC as two parallel two-track railroads, at least in the critical Zoo-Frankford Junction area. This is a common British practice. Physically, all tracks are signalled for operation in both directions, making this at least a technically attractive idea. SEPTA would run the northernmost two tracks as its own railroad; Amtrak the next two. Obviously some track reconfigurations would be needed at each end of the juxtaposed area. 7. A judicious and cost-effective combination of two or more of the above solutions. One example is shown below. (another diagram here) Solve this problem! The Rider Report Card (see June DVRP) and other passenger observations make it clear that about half of SEPTA's commuters-those whose trains must use some Amtrak-controlled rails-are subject to Amtrak-related delays and that some of those passengers are not satisfied with the situation. An article in Trains (July 93) titled "Metra-Best Commuter Train" shows trackage control is a key factor in commuter service excellence. Despite their well-known fast running and tight schedules, Metra's trains were 97% on-time last year, compared to SEPTA's loosely-scheduled trains which may or may not have reached only 93%. Metra or its contractors own or dispatch almost all of the tracks over which the commuter trains run, while Metra provides contractors with financial incentives to give its trains priority. Evidently, Amtrak and freight trains rarely interfere with its operations. And when the Canadian Pacific's takeover of Soo Line (which dispatches the two ex-Milwaukee Road lines) caused control to be shifted to Minneapolis and in some cases Canada, Metra took the initiative to gain control of the commuter tracks. As Metra's "On the (Bi)Level" newsletter put it: "Most visible difference will be more yellow pick-up trucks and fewer maroon ones. Most significant difference will be a work force that performs with commuter trains in mind." Why does Amtrak own or control operations on such a big chunk of the region's commuter rail system, even the Paoli and Atlantic City lines, on which commuters are more numerous than Amtrak passengers? The answer is financial and political-Amtrak's capital and operating subsidies are largely paid by the Federal government, while a far greater proportion of commuter trains' cost must be borne by local taxpayers. So there's great incentive to shift ownership (and with it control of operations) to Amtrak and the financial burden to Capitol Hill. Let Amtrak bear the "ownership cost" and never mind the other side of the coin-that Amtrak control is a big factor in slow and unreliable commuter service! That trains here on one line ran faster a century ago than they do today embarrasses our sense of progress. Public transportation, unfortunately, does not attract automobile-oriented commuters with excuses, especially those that sound penny-wise but pound-foolish. Telling them that commuter trains must operate as a by-product of Amtrak funding does not make them tolerant of slowness and lateness. If the region really wants-that is, believes that it deserves-a first-class rail commuter system such as Chicagoland enjoys, then these matters can no longer be ignored or concealed. They must be confronted and resolved. If not, the present mediocre service will continue, at least until one day the taxpayers decide that having no system suits them better than having a second-class system dependent on Amtrak. Private Bus Contractors on SEPTA and NJT by Tom Borawski In March the SEPTA Board awarded a contract to Krapf's Coaches to provide Route 131 service between West Chester and Wilmington for two years. The bid was awarded after an outside firm evaluated the costs of having SEPTA provide the service or having an outsider do it. Gordon Linton pointed out that other bus routes were put out to bid and it was found that SEPTA could provide the service at the lowest cost. Harry Lombardo, President of TWU Local 234 told the board that his union would file a grievance against SEPTA as the work legally belonged to his union. One year ago New Jersey Transit was embroiled in a scandal which is a textbook case on how not to manage a privatized route. The Farrelly family, owners of the Middlesex Metro and Monmouth bus companies, allegedly skimmed more than $1 million from NJT. Such allegations as putting their maid on the bus company payroll and charging home improvements, furniture, appliances and car repairs to the bus companies were part of the investigation according to the Home News. The Star Ledger quotes New Jersey State Commission of Investigation (SCI) Chairman James Zazzali as saying, "Their greed was exceeded only by their arrogance." Last August, NJT had to take over the routes and the Farrelly companies were stripped of their subsidies. The Star Ledger reports that the NJT Board dismissed Chief Auditor Michael J. Fucilli for the failure to detect the abuses. Buried in the headlines was the statement that SCI investigated three other bus companies last year and found no wrongdoing. Perhaps NJT's experience shows both the right and wrong way of contracting out these services. On Board the N-5 continued from page 1 As the operator comes on board and takes his seat, we'll move back into the car and take our seat, immediately noticing how huge the interior of the car is, especially when compared to the old Brill Bullets. The aisle is very wide, and ceiling much much higher. This large size is one of the factors contributing to the serious weight problems of the new cars; they are six tons heavier than the contract specifications called for, and SEPTA will pay for this over the life of the cars in added power and track maintenance costs. The two-tone brown seats are also wide, and thickly cushioned. We've got plenty of elbow room. "Riiowwwt!" is the call from the platform, and an insistent beeping sound, much louder than that of the Kawasaki trolleys, alerts us to the closing door way up at the front of the car. N-5 offers passengers comfortable seats and a great view of passing scenery. Moving out from the platform, over the switches and out onto the line, the big picture windows give us an excellent view of the yard complex at 69th Street, including all the construction of the addition to 72nd Street Shop, where these cars will be serviced. Big changes are afoot here, as solid- state electronics replace old mechanical equipment and AC traction motors replace maintenance-intensive DC motors. Shop artisans will no longer have to fabricate their own spare parts from scratch. Only a gentle push at our backs lets us know the train has started up the upgrade to Parkview. Acceleration is smooth, but insistent, and soft singing of thyristor choppers and blower motors replaces the siren sound of the Bullets' gearboxes. We are quickly up to cruising speed and noticing the solid, smooth ride of the N-5 on the continuous welded rail. The ultra-light Bullets tended to bounce around, especially where track had not been surfaced recently, while the Chicago trains "hunt" (that is to say lurch from side-to-side at high speeds) even on the new track. The N-5 cars' primary suspension is a set of V-shaped rubber blocks between the axles and the truck frames, which keeps the unsprung mass of the trucks low for a less-jarring ride. The transition to the older track is noticeable, but the ride is still pleasant, making it hard to choose between reading the newspaper and viewing the always-scenic P&W right of way. The braking action of the new car is also strong and smooth, and since the operator is still getting used to the performance of the new car, he errs on the side of caution and brakes a bit too strongly. We creep the last few yards to the platform at Penfield and the front door opens with a solid-sounding thump. Passengers get off, and that annoying beeping sounds again before the door closes. That's the law now; the Feds don't trust an operator to watch out for blind people and warn them himself. Though long-time riders will miss the fresh air from windows that opened, the air conditioning keeps us comfortable. "Wynnewood" is announced over the PA system, quite clearly and at a reasonable volume, and the woman in front of us presses the yellow tape switch for her stop. There isn't one next to our seat, but we're going to the end of the run, so it won't be a problem. The roar of Chicago cars on an inbound express train which passes us near Ardmore Avenue flexes the windows a little. The high rates of acceleration and braking at each stop have us almost two minutes ahead of schedule by the time we leave Haverford. Now that nearly all the passengers have gotten off, the interior seems especially huge. We get up and walk to the front of the car, watching out the big front window as the N-5 gobbles up track almost effortlessly. The operator tells us he likes the new car, too, though it's quite different from the Chicago trains he learned the route on. Much more comfortable and easy to drive. He adds that lots of passengers have made favorable comments, and asked when all the trains will be like this one. He wishes he had the answer for that question, but every time someone tells him 'real soon now,' real soon never comes. But it seems that the last bugs are being worked out now that assembly has been shifted to ABB's own plant in New York state and the test miles keep getting racked up on car 451. Close-up view of the trucks shows rubber chevron suspension. We hear that the numbers of the new cars will be changed into a 140 series. Will this end the hex on the N-5 cars? Will SEPTA schedulers take advantage of the better performance by tightening up scheduled running times? And will the passenger-pleasing N-5 cars be enough to reverse the Norristown High-Speed Line's declining share of suburban ridership? Or will the deteriorating and sometimes intimidating conditions on the Market- Frankford El keep passengers away from the revitalized Norristown Line? The Shuttle to "El" by William A. Ritzler After meeting some relatives at their home in Frankford, we walked to the Margaret-Orthodox station of SEPTA's Blue Line on our way to see the X-2000 at 30th Street. Upon arriving at the station, we found an inconspicous, graffiti covered sign telling us that service was suspended. We settled in to wait for the shuttle bus providing alternate service. After about 10 minutes, a bus arrived with no seats available. The four of us boarded along with many other passengers. The bus proceeded slowly, picking up passengers at many corners. Speed was also reduced due to detours required by the El reconstruction. After the Erie-Torresdale station, the bus experienced crush loading. Frustration climaxed with a loud verbal exchange between passengers and the driver. After a very long forty minutes, we arrived at Berks station. We disembarked and climbed the stairs just in time to view a departing elevated train. The platform attendant responded to the passengers' complaints by pointing out the next arriving train. An elderly woman was forced to return downtown because she could not use the stairs. Although she obviously needed a cane to walk, none of the SEPTA employees downtown had thought to tell her that there is no escalator at Berks. SEPTA personnel on the scene were unsympathetic. The train departed after a ten minute layover. We arrived at 30th Street one hour and fifteen minutes after beginning our journey. [normal scheduled time is about 22 minutes.] The return trip provided similar experiences. Is this really the best SEPTA can do? Would Lou Gambaccini be inclined to use such a service? DVARP needs passengers like you to report news from your line: call 215-222-3373 with news tips SEPTA Receives Newtown Rail Proposals by John Pawson Both bidders who on April 12 presented SEPTA with private-sector plans to serve the Newtown Line described those plans at a May 13 meeting of the Newtown Township Transportation Advisory Committee. They are: National Interurban Coalition, composed of Rail Easton and other companies, who were represented at the Newtown meeting by Rodney Fisk; and Northeast Transportation and Development Corporation, a joint venture of Newtown Short Line and other firms, who were represented by Robert Regensberger. Each bidder proposed to operate through peak-direction service between Newtown and center-city Philadelphia. The two groups voiced their belief that only a through service would be marketable. We received the impression that some SEPTA staffers are apprehensive about private operation over the in-service R8 line because they fear problems from unionized SEPTA workers if that is done. NIC proposes to receive two two-car train-sets from the Duewag type 628 production line set up for German Federal Railway, but modified for US service. Later, four more sets of the twin double-truck cars would arrive, along with back-up RDCs from VIA Rail Canada. By Spring 1994, NIC would operate the initial two-train service between Newtown and Suburban Station, using the RailWorks routing now operated by RRD. Fisk said that the low-pollution engines of the Duewag trains are already certified by the U.S. Bureau of Mines [for tunnel use]. Running closed-door over the in-service R8 trackage, the end-to-end travel time is expected to be 55 minutes, Off-peak service would operate as a shuttle north of Fox Chase. Operation of excursions between Suburban Station and the factory outlets in Reading is a key part of NIC's economic plan. Later, additional trains would operate on the Quakertown line, ultimately to Allentown, assuming support from LANTA, the public transit agency in that area. With a $32.8 million investment, NIC expects to begin service on all of those routes. The $1.2 million committed to the Newtown Line by Bucks County would be leveraged to $36 million using Federal and state components. The mileage-driven Federal capital subsidy would be sufficient to retire the privately funded part of the capital requirements. The $300,000 annual payment by SEPTA in lieu of its current Fox Chase-Newtown bus losses would become a contingent reserve, probably not needed to cover operating costs. NTDC proposes a different operating method for Newtown service. SEPTA push- pull cars and electric locomotives would be used in conjunction with otherwise-obtained diesel locomotives. Operations would follow the current R8 service between Fox Chase and 30th Street Station: and like the NIC proposal, there would be no stops in currently-served areas outside Center City. The electric locomotive would be attached at some point on the Fox Chase line. Three or four peak round trips would be run, the latter number if Conrail keeps intact the double-track of the R8 line between Newt-own and Cheltenham Junctions. Also like the NIC proposal, fares and tickets would resemble SEPTA's. Moderator Eli Cooper noted that mandates to reduce automobile commuting will induce more center city employees to ride SEPTA trains. In order to make the most of limited commuter parking, he urged recognition by SEPTA of an "all lines running" policy. Regensberger suggested that SEPTA needs outside pressure, given the history of slow progress toward privatization of a service which has lapsed for over ten years. Newtown Service Via Willow Grove? In December, SEPTA planners examined a scheme for diverting the Newtown Line service away from the well-known landed estate near Bryn Athyn. This concept would create a Newtown service which on a map would resemble a letter "z" turned on its end. As its cross-link, the concept would use two miles of the east-west Conrail Morrisville Line between the parallel north- south R2 Warminster and R8 Newtown lines. Thus under this concept, the Newtown service would duplicate the R2 service between Center City and a point 1 mile north of Willow Grove, then turn east along the Morrisville Line, then northeast to include the outer end of the Newtown Line: stations County Line through Newtown. Trackage north of Fox Chase in the Pennypack Creek valley presumably would be abandoned in order to end opposition from the Bryn Athyn billionaires. It's a fascinating, if desperate, connect-the-dots exercise. For one thing, it politically props up the increasingly dubious Cross-County Metro plan by using two miles of that route's intended right of way. It ignores the slowness of the Warminster Line and its reliability problem which results from its mostly-single-track construction through built-up areas. Land around the two railroad intersection points is mostly developed, so ramps would be needed to bring the lower-level SEPTA lines up to the Conrail grade. In alignment terms, the connection north of Willow Grove is described as a "jughandle". The worst realization in this appeasement scheme comes when one estimates the resulting Suburban Station-Newtown travel time. If the jughandle and ramps can survive NIMBYism and are built, the running time would be at least 70 minutes. Without the jughandle, a passenger transfer would be needed; and travel time increases to at least 75 minutes. Compare that to the 55 minutes of the private proposal to run via Fox Chase. There is a legend in Westchester County, NY that the Rockefeller family forced the New York Central Railroad in 1931 to relocate its Putnam Division rail commuter line away from the family estate at Pocantico Hills. Are we about to see a reenactment here in this supposedly egalitarian age?- JRP About last month. We had production problems with last month's DVRP which caused it to be mailed about a week later than usual. Occasional slip-ups & delays are almost inevitable when you rely on volunteer labor. (We do sometimes have to pay attention to our real jobs!) While the editor has a new printer which should solve some of the problems, you can do two things to get your newsletter sooner: 1) Volunteer to help label, staple and mail the newsletter. A few hours of your time makes quite a difference! 2) If you have a computer with a modem or network connection, you can download the text even before the newsletter is back from the printer. See page 19. Commemorative Passes Coming Soon SEPTA's John McGee informs us that the August and September passes will be collectors editions commemorating historic Philadelphia trolleys (August) and the 25th anniversary of the City Transit Division (September). The CTD commemorative pass used actual paint chips from vehicles to get the colors "just right." Channel 10 to air TransitChek Ads WCAU TV-10 will air a series of public service announcements promoting the Delaware Valley Regional Planning Commission's TransitChek Program. TransitCheck lets employers give tax-deductible benefits to employees who ride public transit, just like they subsidize those who park their cars at work. For more information call the DVRPC at 1-800-355-5000. Kiosk Update SEPTA reports that the new information kiosks will be updated. Thus their present emptiness is temporary. Hey SEPTA, don'tt forget the kiosk at Olney: the bus schedules in it are a full year out of date! SEPTA Faces Discrimination Charges A pair of accusations of racial prejudice have put a dark cloud over SEPTA's labor-management relations at a time when SEPTA can ill afford negative publicity. Three subway-elevated cashiers who were fired by SEPTA for embezzling fare money are charging that they were singled out for the fraud probe because of their race, and then framed by the investigating officers. Meanwhile, the Inquirer reports that seven white SEPTA Police officers have filed a suit against the authority alleging that the officers were disciplined more severely because of their race. Important Meeting in Canada Transport 2000, the nationwide public transport passengers' association of Canada, announces its National Passenger Trains Conference, to be held in Ottawa August 19 and 20. The timing is fortuitous, as Federal elections are to be held in the fall and the conference will draw attention to transportation issues and recent cuts in support for public transport by all levels of government. For information and registration, write to National Passenger Trains Conference, P.O. Box 46066, 2339 Ogilvie Road, Gloucester, ON K1J 9M7, or call 613-747-0262. Stories from Diesel Riders: SEPTA Needs Customer Service Skills by Larry DeYoung On Monday, May 3 (RailWorks shutdown day 1) I rode the SEPTA diesel train from the R5 Doylestown line to 30th Street. The train consisted of four push-pull cars and both of SEPTA's RL1000s. After Fern Rock, we proceeded onto Conrail via Newtown Jct., and did not use the Blue Line track, as had been predicted. It was a straight-ahead move through Zoo, and into 30th Street upper level, track 2, about two minutes behind the advertised 8:06. The ride over Conrail was generally smooth, but excruciatingly, seemingly unnecessarily, slow. Since the return trip on the Doylestown line is scheduled to leave 30th Street before the end of my workday at 4:40, I decided to try the 5:20 diesel R3 West Trenton train to Fern Rock, where the timetables seem to allow for a cross-platform transfer to the R5 at 5:55. The R3, ostensibly due to the clearances of the leased NJ Transit U34CH (#4154), leaves from the lower level of 30th Street (see below). The morning route was reversed for the evening trip, and arrival at Fern Rock allowed enough time to catch my R5 train (in fact, they held the R5 for a slightly late Broad Street Subway train). All in all, not bad, except that the R5 MU train only had two cars (as it would all week), and the passengers were packed in like sardines. The ridership was extremely low on the diesel trains and onboard information was nil, but the trip was comfortable in the Bombardier coaches. Tuesday bought a similar experience in the morning, and no change of trains at Fern Rock made for pleasant commuting. The return on R3 that evening was a bit aggravating, however, as we got stabbed [delayed when the tracks ahead were blocked, ed.] by a Conrail coal train pulling up onto the High Line from Zoo to run around his train. As a consequence, we got to Fern Rock at 5:55, and SEPTA sent the R5 out from Fern Rock just as I stepped out of the R3. I guess no one ever thought passengers might do what I am doing! I caught the next R5. The message: bring reading material, you may need it. Wednesday outbound looked quite a bit like Monday, but at 30th Street they had the passengers queue up upstairs before going down to platform level, an ominous sign for following days, as it turned out. The train was backed down well into the station, filling the platform level with diesel exhaust. By the way, the new RL-1000's are much quieter than the old U34CH. On Thursday, the morning R5 took the Blue Line track [located between the main line and Roberts Yard-ed.] for the first time; in fact, most of Newtown Junction was missing! SEPTA is rebuilding the crossovers, it seems. Otherwise, the inbound trip was smooth as before, and with the same light passenger load. A longer line waited at 30th Street Thursday night; passengers were beginning to get the word about the direct diesel service. However, they were not to be happy riders, as, due to what was muttered as "radio problems," the train did not arrive in the station until 5:50. There was absolutely no communication with passengers on the train, and passenger and crew attitudes could best be described as "sullen." This is not helping to win passengers for the future, and presumably, these are the people already committed to mass transit! Needless to say, my cross-platform transfer at Fern Rock was out of the question, and the next one was in jeopardy. There was much grousing among the passengers, and SEPTA's feeble attempt to explain things did not help. When one passenger asked about the service guarantee claim cards, he was told abruptly that he could get them at Fern Rock or at Suburban Station, the two places people taking this service should never have to visit! We ran via Newtown Jct. and made Fern Rock in time to catch the 6:23 R5. Friday morning brought another straight shot into the upper level of 30th Street, again via the Blue Line track. Conrail dispatchers had to do a bit of work as we overtook a freight at West Falls which was too long for the passing siding and was pieced out across three tracks in order to let us through. On Monday morning, May 10, I got to Ambler station as the bells were ringing to bring down the Butler Pike crossing gates for the 7:17 departure of the diesel train, which I could have sworn I had heard at 7:02 from the house. I had; the 7:17 was Silverliner IVs. The diesel would be waiting for us at Fern Rock, we were told. We arrived Fern Rock about ten minutes late, on track "0" to the confusion of outbound passengers there, and the diesel train was across the platform on track 2 with four "Bomb cars" and one RL- 1000: Amazing! An attempt to provide convenience when there was an equipment problem.... I wonder how that one underpowered RL-1000 did; I did not take the diesel train as I had business near Suburban Station. The Broad Street line worked well, and the cars seemed somewhat less crowded than last year. Again Monday evening I took the Broad Street Line due to my business near Suburban Station (and the discouraging 2-for-4 record of the R3 at 30th Street). The connection was better than the timetable due to a delay to the outbound R5 train, which was hot and overcrowded. The conductor tried to tell us something over the PA about diesel service and equipment restrictions, but the PA was garbling the message. The engineer issued a command (some tact-in-speaking lessons would be in order, too!) about disembarking at Jenkintown, but commuters are creatures of habit and several insisted in getting off in the middle of the tom-up platform and the trying to squeeze by the fence. On Tuesday the 11th the R5 ran straight through with push-pull equipment again, but the diesel power was the U34CH. Arrival at 30th Street was about five minutes late and on the upper level, track 2. What equipment restriction? Several R3 passengers told me that Friday's homeward bound 5:20 had again been again a half-hour late, and that Monday's (May 10) had been annulled and they were left on their own with instructions to go to Market East and then backtrack to the Broad Street line! Questions: Why does the R5 diesel train outbound from 30th St. leave before most peoples' work days are over? Why so slow on the non-speed-restricted Conrail track? Why let the passengers get overcrowded on RRD trains to and from Fern Rock? Conclusions? A grade of C-. Passing, but barely. Good elements are canceled out by the bad, which seems somehow to be normal for SEPTA (see the recent commentary in Trains about Amtrak's apparent lack of standards: Amtrak is not alone.) SEPTA Needs Customer Service Help SEPTA people appear not to realize that attention seemingly minor details and reliable execution, as a routine, matter in a service business. Sometimes, it isn't clear if they realize they are in a service business! It seems that SEPTA's mission is building infrastructure and running equipment, not providing comfortable, reliable, economical transportation for the public. I wonder how long the alternative diesel service, with what seems to be an unnecessarily slow pace and very little publicity, will last at present ridership levels. Four suggestions: 1) In unfamiliar circumstances, passengers feel particularly helpless when something goes wrong. The crews and supervisors need to be trained to give more and better information, and the destination signs on the trains, which are used haphazardly, must be accurate! These information failures are a management problem. 2) Why not run longer MU trains on the R5 at evening rush hour and let people have a little elbow room after jamming onto the subway? 3) Why not offer free parking at the affected stations during RailWorks, to encourage people to continue using the rail service? 4) Use pricing techniques to induce people to ride during off-peak times when, it seems, almost noone is riding the system. Examples: Metra offers a $5.00 all-day pass for weekend riders, even where the one-way fare is $5.00 or more; the Phillies are hot-offer special RailWorks/Broad Street Line incentives to go to ball games; publicize the free weekend parking at stations in the suburbs. If I can think of these things while sitting at a terminal during my lunch hour, there must be some better ones out there, too! SEPTA, every press report says you have handled your relationship with the neighborhoods in which the RailWorks construction is taking place exceptionally well. Try applying some of that effort and creativity to your passengers as well! I am a firm supporter and user of mass transit for environmental reasons, as well as for peace of mind. The latter is being eroded to the point where I could consider driving for the duration of this shutdown. It must never be forgotten that most of us suburban commuters do have options. The train has to have some basic appeal over our cars, or we will use the cars. It is that simple. Stories from Diesel Riders: Detour is Civilized and Scenic by Matthew Mitchell Business last month found me traveling to 30th Street or out of town on several occasions, so I've welcomed the DVARP diesel alternative to the hassle of catching the subway. Since the morning diesel trains are run as expresses, they skip my home stop at Glenside so I have to transfer to the diesels at Fern Rock. The connection takes no longer than to the subway, and spares me all those steps to climb and crowds to bustle through. I expected the worst on my first trip, so I caught the R3 to allow extra time. It arrived at Fern Rock only a minute down, and most of the passengers got off to catch the subway. Only about 10-15 percent of SEPTA rail commuters go to 30th Street, and without running the diesel to Suburban, you won't catch the big crowds. But that's fine because I like peace and quiet. I got a lot of that on the ride down the Trenton Line and through Fairmount Park. Not much work got done, as I gazed out the window at some pretty scenes which one wouldn't normally associate with North Philadelphia. Swinging around the RailWorks construction staging yard on the old "Low Grade Line," a tall stalk of bright yellow wildflowers catches my eye, and I a make a note to myself to look that up when I get home. (Hollyhock.) We make a steady 30 mph down the hill to the Twin Bridges, where a sculler on the river is turning back for his boathouse. Does he not like trains? Is he too intent on rowing for a wave or even to look up? A mixed freight is on the siding, and I watch it to see where the cars are from and what they might be carrying: chemicals, scrap metal, lumber. Two brand-new locomotives at the head end are waiting for us to pass. Hard by the tracks in the park is a community garden, tilled by city people who look like they were country-born. They certainly know what to do with their crops, and must spend plenty of time there, given the old sofas and seats out of cars in front of most of the plots. They probably were near the railroad where they grew up too. How suprised are the drivers on the Schuylkill when a SEPTA train passes over the highway? Though we aren't matching them for speed, I wouldn't trade places with them; I'll be in a much better frame of mind to start work than they will be. Hitting the switches, we can speed up for a short stretch into the station. The other passengers gather up their coffee cups and newspapers (at least they should be) and line up at the door. When it opens, I find I made a smart move by sitting in the first car; it's closest to the escalator. Right on time, or at least close enough. With plenty of time to wait for my meeting, it's a good thing the new eateries in the station are open, because I have to check each one out before choosing one. The Friday after that, I make my plans so that I finish my day in West Philly to use the homeward diesel. I can bring a shopping bag of market produce on board without worrying about getting it bruised on the subway; little things add to the inconvenience of the rail shutdown. The ride home is tranquil; I sit on the right to stay out of the sun's glare, and a half hour later, scores of frazzled people come on at Fern Rock. The produce is safe, though. By the time I have to make a tight morning Amtrak connection, I have the hang of this diesel service. That night isn't so pleasant. The crowd at the top of the stairs at 30th Street swells with people for a Harrisburg trip, but nobody says anything about the SEPTA train. I take little dashes over for a coffee and to see some radio station's promotion. The person at the information desk has no information: our train isn't even on the big board. Finally a man in a hardhat comes up and speaks to the woman restraining us from the stairs. The escalator reverses and we swarm down to the train. A plane to catch Monday at 10:30. I'll need to make the 9:00 R1. Leave at 8 for a subway connection or go early for the diesel? The choice is easy, though I would rather have had my R1 direct from Glenside to the Airport. At the Fern Rock platform, another MU comes in with R3 signs. When I ask where the diesel is, the engineers says that he's it-30th Street is annulled today. @%*%#! Of all the days to have to climb all those stairs! Glad I gave myself that extra time. German ICE Arrives for Amtrak Tour While the Swedish X2000 train barnstorms the USA, whetting the public's appetite for high-speed rail service, a competitor from Germany is on the docks in Baltimore. The InterCity Express (ICE) train, built by the Siemens Corp. for the German Federal Railways, typifies another approach to high-speed ground transportation. While the X2000 was designed to increase train speeds on existing rights of way in Sweden, the ICE reaches its top speeds on a brand-new dedicated high-speed track, such as on the Japanese shinkansen. The ICE does not have X2000's tilting feature. The ICE train is larger and faster than the X2000; while both exhibit contemporary European styling, passengers' reactions to their differences in interior details will be as important to Amtrak in setting the specifications for its own high-speed trains as the results of on-track tests. The multinational companies which dominate the passenger rail equipment market are eyeing the impending Amtrak purchase of 26 trains as an opportunity to crack a vast market, so competition will be keen and each maker will seek partnerships with US firms so that it can say its trains will create jobs for American workers. That stimulus card may be the trump for rail advocates in their fight for government support. The ICE train is tentatively scheduled to make test runs from Philadelphia to Harrisburg and Washington to New York, then make its exhibition tour before going into regular Metroliner service in the fall. Trains and dates for that service have not been firmed up yet. X2000 reprise Meanwhile, Amtrak has announced that the Swedish X2000 train will stay on in America for additional testing in everyday Metroliner service. Reaction from the general public on its nationwide tour has been full of excitement. Once people see a real high-speed train, they want one for their state, and plans which have been languishing on drawing boards are being turned into reality.-MDM NJT "Schedule-by-Fax" A service not listed on New Jersey Transit timetables allows those with fax machines to get train schedules directly. The number, 1-800-626-RIDE, is a computer voicemail system. Those interested in a schedule of any NJT train line use the second sub-menu where they have the option of having the schedule faxed or mailed to them. The bus schedule voicemail system asks the rider for origination and destination points with the appropriate schedule mailed, not faxed. Other services include mailing the NJT Summer Services Travel Guide and the state-wide transit guide.-TB NJT Ridership Up The May Monthly Business Report from Executive Director Shirley A. Delibero shows an increase in both bus and rail ridership. The report states,"During the first nine months of FY93, 1.4 percent more people boarded our trains and 0.9 percent more took advantage of our bus service." Line by line increases were as follows: Morris & Essex...... +1.2% Hoboken............. +0.3% NEC................. +0.7% N. Jersey Coast..... +3.7% Raritan Valley...... +3.6% Atlantic City....... -1.6% The Atlantic City line figure should improve with the recent extension of service to Philadelphia 30th Street Station. The report states that NJT is planning for a Summer service advertising campaign that "is the agency's hottest yet."-TB, DN Will Fares Go Up? At press time, the New Jersey Legislature is about to pass the budget. At this time, enough funding for NJ Transit is included to prevent a fare increase. With the election coming soon, a fare increase is as unwelcome as a tax increase to Garden State commuters. Another Phillies Express The last two NJT baseball trains of the season will be Sunday, August 25 and Sunday, September 26. Tickets are going fast: call 609-343-7163 for reservations. DVARP Picnic: Aug. 21 Ralph Page has again offered to host our annual picnic at his home in Willow Grove. The address is 3140 Woodland Ave, phone 659-4953. Only a limited amount of business is transacted at the August meeting, talking about train trips past and future and remembering the people who have helped our organization is the more important agenda item. If you come, please bring a dish to share, You can get there on the R2 train (remember RailWorks is in effect) or the 22 or 98 bus. Call DVARP for more information. Shore-Train Excursion: July 18 NJ Transit service from Philadelphia to Atlantic City is back! Come celebrate with an ad hoc group of people from DVARP, Shore-Train Riders Club, and Concerned Citizens of the Delaware Valley (both DVARP predecessors and allies-see August 92 DVRP for a history lesson) We will be meeting at 30th Street on the NJ Transit train at 9:45 am to share the ride. Return from A.C. is on your own schedule. Call Bob Machler, 215-222-3373, message box 6, for more information. And the Delaware Fair! Some tickets still remain for this year's special train to the Delaware State Fair. The July 24 trip is sponsored by Delmarva Rail Passenger Association, who will use it to promote the idea of rail service to Dover and points south. This year, passengers can catch the train at Philadelphia as well as Claymont and Wilmington. Call 302-995-6419 for information and reservations, or purchase tickets at Wilmington Station. DVARP Offers '92 Newsletter Index Thanks to the hard work of DVARP volunteer John Hay, DVARP is proud to offer you a complete index to Volume X of The Delaware Valley Rail Passenger. Virtually every person, station or train mentioned in the newsletter last year has been indexed, so you can access information quickly. To got your copy, send $2.00 for postage and handling to DVARP. Volunteers Always Welcome Got some spare time this summer? Want to put a little of it to good use. Call Betsey Clark, our volunteer coordinator: 215-222-3373, message box 4. We have oppor-tunities for people with all kinds of skills! Dates of Interest SEPTA on Site (RRD): Thursday mornings: 7:30 to 9:00 am, at Suburban Station or Market East Station. Philadelphia Trolley Coalition: Sat., July 10, 2:00 at Chestnut Hill Loop, Germantown Av./Bethlehem Pike. DVARP South Jersey Committee: Sat., July 17, 11:00 to 12:30 at 104 Edison Ave., Collingswood, NJ. DVARP General Meeting: Sat., July 17, 1:00 to 4:00 pm at Temple Univ. Center City, 1616 Walnut St. CCDV/Shore-Train Riders Excursion to Atlantic City: Sun., July 18. meet at 30th Street at 9:45 am: Bob Machler, DVARP voice mailbox #6. SEPTA Citizen Advisory Committee: Tues., July 20, 5:45 pm at SEPTA Board Room, 714 Market St. SEPTA on Site (Suburban Transit): Wed., 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 SEPTA Board Meeting: Thu., July 22, 3:00 at SEPTA Board Room, 714 Market St., Third Floor, Phila. watch newspaper legal notices for possible changes. 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. Tickets also available at Delaware Transportation Store, Wilmington Amtrak Station. SEPTA Public Hearing on Proposed Route 211 Abandonment: Thu., July 29, 1:00 at Spring Mill Country Club, 80 Jacksonville Rd., Warminster. Deadline for August newsletter material: Fri., July 30 to Matthew Mitchell or in DVARP mailbox. Delmarva Rail Passenger Association: Thu., Aug. 5, 7:00 pm at Senate Chambers, Legislative Hall, Dover. info: Doug Andrews, 302-995-6419. DVARP Commuter Rail Committee: Sat., Aug. 14, 12:00 at Chestnut Gourmet, 1121 Chestnut St, Phila. 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 Drawbridge Replacement Under Traffic The Pequonnock River Bridge in Bridgeport, CT is being replaced under traffic according to Passenger Transport. More than 100 trains a day will operate through the construction zone. The project also includes replacement of 2500 feet of deteriorated steel viaduct in Bridgeport. Clean Air Act: A Womens Issue ? The Newark Star-Ledger reports that a university researcher is studying the impact that the Clean Air Act will have on working women. The paper reports that sanctions on employees, such as parking fees or mandatory work schedule changes, unfairly hurt women more than men. Compiled by Tom Borawski, with Mike McEneny, Matthew Mitchell, Steve Spitzmiller LIRR Crime Card LIRR uses a "Crime Prone Conditions" card which lists 10 acts of stupidity passengers may commit from "Displaying money needlessly" to "When using the public phones, not hiding your calling card PIN #." Policemen seeing the lapse check the appropriate box and hand it to the passenger. Baltimore Light Rail Extension The Lithicum to Glen Burnie segment of the MTA Central Light Rail Line should be opening soon. Computer Corner: Got a modem? Get our newsletter! Though it's a long-distance call for most of our readers, those of you who can't wait for your Delaware Valley Rail Passenger can now get it by modem, even if you don't have an internet connection. We have arranged for the DVRP to be carried on the "Railnet BBS"-216-786- 0476. Modem settings: 2400 baud , 8-N-1. The newsletter is uploaded to our various electronic outlets (see April and June DVRP) about the 4th or 5th of each month, allow a few days after that for the file to be available for download.-MDM DVARP Phone & Voice-mail Directory DVARP main number (voice mail line) 215-222-3373 1 Chuck Bode, President 215-222-3373 -> Tom Borawski, VP-Transportation 215-552-4198 6 Robert H. Machler, VP-Administration 215-222-3373 5 Sharon Shneyer, VP-Public Relations 215-386-2644 4 Betsey Clark, Volunteer Coordinator 215-222-3373 2 John Pawson, Commuter RR Comm. 215-659-7736 (6 to 9 pm please) 3 Matthew Mitchell, Transit Committee 215-885-7448 7 Don Nigro, South Jersey Committe 609-869-9048 7 Octararo Task Force 215-222-3373 Computer e-mail address (internet) iekp898@tjuvm.tju.edu Upcoming DVARP Meetings: Saturday, July 16, 1:00 to 4:00 Temple Univ. Center City, 1616 Walnut Please see board in lobby for room assignment. Food and drinks prohibited in meeting room Saturday, August 21, 1:00 to 4:00 Annual Picnic, Willow Grove At the home of Ralph Page, 3140 Woodland Ave. See page 18 for details Saturday, September 18 Location to be announced Agenda for the July meeting: 1:00 introductions, agenda, minutes 1:15 Issues requiring immediate action: SEPTA budget and possible fare increase 2:00 Other business: Intercity and high-speed rail Commuter Rail Committee: Post-RailWorks ridership rebuilding Transit Committee SEPTA service levels South Jersey Committee Light Rail Committee 3:00 Administrative: Incorporation of DVARP Newsletter Editorial Policy Procedures for election of officers Committee Meetings: Philadelphia Trolley Coalition: Sat., July 10, 2:00 at Chestnut Hill Trolley Loop, Germantown Ave and Bethlehem Pike. South Jersey Task Force: Sat., July 17, 11:00 at 104 Edison Ave., Collingswood, NJ Commuter Rail Committee: Sat., Aug. 14, 12:00 at Chestnut Gourmet, 1121 Chestnut St. Light Rail Committee: no meeting this month Transit Committee: no meeting this month