THE DELAWARE VALLEY RAIL PASSENGER DRPA Completes

Advancing the passengers’ agenda…
THE DELAWARE VALLEY
RAIL PASSENGER
Vol. XXIV, No. 1
January-February 2006
Published by the Delaware Valley Association of Rail
Passengers, Inc. 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
$1.25
For more information about DVARP and good rail
service, please contact us:
1601 Walnut St., Suite 1129, Philadelphia, PA 19102
phone 215-RAILWAY
[email protected]
www.dvarp.org
DRPA Completes Gloucester Study
by Robert Montgomery
The Delaware River Port Authority has released their long-awaited ‘South Jersey to Philadelphia’ Transit
study. The study details both a potential PATCO extension to Glassboro and Millville, as well as a light rail
operation along Delaware Avenue/Columbus Blvd on the Philadelphia waterfront.
This article will deal with the South Jersey portion of the study. The stated description of the study is
“assess the need and a consensus for expanded rapid transit service for a growing congested corridor
between Philadelphia, Pennsylvania and the outlying communities of Southern New Jersey. The study also
analyzes the general feasibility of several potential transit investments.” The study is organized into five
chapters, including mentions of existing conditions, and alternatives development.
Three modes of transport were
DVARP testifies on service cuts, fare increases
the focus of the study: 1. PATCO 2.
Modified PATCO (which could
permit at-grade operation via both
third rail and overhead catenary),
and 3. diesel light rail (which could
be similar to the existing River
LINE cars). The long list of alternatives consisted of the following:
continued on page 13
Schedule Change Alert
New schedules now in effect
for SEPTA R3, R5, and
Glenside trains
SEPTA City Transit
schedules change in midFebruary.
Legislators listen to DVARP testimony on Amtrak and
regional rail issues at House Democratic Policy Committee
hearing in Philadelphia. Full story: page 8
photo: Donald Nigro
From the Editor’s Seat
People of the Year
Once again, it’s time to look ahead at the new
year, and name some people I predict will have a
significant effect on passenger rail and transit
service in 2006— for good or for bad.
David Laney has a tremendous challenge
ahead of him—trying to restore his credibility with
Congress and the credibility of the remnants of the
Amtrak Reform Board. His clash with David Gunn
might have been inevitable, but Laney managed to
handle it in a very clumsy manner, and make
Gunn into a Beltway hero. If Laney really means it
when he says he is trying to improve Amtrak and
not destroy it, he’d better come up with a constructive plan soon.
Credibility is also at stake for SEPTA, which
took a painful blow from two former supporters in
the State Senate last month. Faye Moore may be
down to her last chance to turn the image of the
system around and regain the trust of the legislature. But to do so, she will have to insist that every
SEPTA manager face up to SEPTA’s problems, and
that candor and accountability replace spin and
blame-shifting. The rest of top management might
find that new attitude uncomfortable, but maintaining the status quo will be even more uncomfortable if Harrisburg concludes SEPTA is unable
to reform itself.
Zack Stalberg cared enough about SEPTA to
keep it on the front burner when he was editor of
the Daily News. He also cared enough about the
city of Philadelphia to vehemently object to decisions being forced on it from outside. Now he’s
become CEO of the Committee of Seventy, at a
critical time for that government reform group. I
hope he can take a little time from his fight against
corruption in City Hall to speak up about SEPTA,
and share his organization’s insights into how
public transportation should be organized and
managed.
While SEPTA might get the most attention in
reports about the future of public transit in Pennsylvania, I think what happens this year at PAT in
Pittsburgh may be even more critical. PAT’s financial straits are even more dire than SEPTA’s,
and the new labor settlement barring any privatization may be seen as a direct challenge to those
legislators who are unhappy with the staus quo.
Dennis Veraldi, a lawyer by trade and PAT’s
general counsel before moving to the private sector, has been brought back into this cauldron as
acting CEO. There is much more talk of a complete
restructuring of transit in the Pittsburgh area than
there is in Philadelphia, and Pittsburgh’s members
of the Reform Commission are much less deferential to management than Philadelphia’s. A PAT
collapse could have repercussions here.
Someone else with a lot of issues to deal with is
PennDOT chief Allen Biehler. Besides his usual
responsibilities, he has to chair the Reform Commission and manage its investigations of transit
and highway funding needs. If things fall apart for
Amtrak, PAT, or SEPTA, Biehler is the one who
will have to figure out how to pick up the pieces.
Even if they all manage to get through the year, ,
he has to deal with the fallout from the Amtrak
fare increases and service cuts (bad) and manage
the Keystone Corridor improvements (good).
Unfortunately for him (and everyone else on this
year’s list) there’s no overtime pay.—MDM
Correction
Erase the marks on your calendar please. The
dates for the July through December 2006 DVARP
meetings were reported incorrectly in last month’s
newsletter. The correct dates are July 15, September 16, October 21, November 18, and December
16. Thanks to DVARP member Burt Eisenberg for
noticing the error.—MDM
The Delaware Valley Rail Passenger (ISSN 1073-6859) is published monthly by DVARP; 1601 Walnut St., Suite 1129,
Philadelphia PA 19102. Periodicals postage rates paid at Philadelphia, PA. Entire contents copyright © 2006 DVARP,
except photos, figures © 2006 credited artists. Contact the Editor for permission before reprinting material.
POSTMASTER: send address changes to Delaware Valley Rail Passenger, 1601 Walnut St. Suite 1129, Philadelphia PA 191012
DVARP President: Tony DeSantis
Newsletter Editor: Matthew Mitchell
for other officers and appointees, see back page
Circulation Manager: Jeff Brown
Opinions expressed in The Delaware Valley Rail Passenger are not necessarily
those of DVARP or its members. We welcome your comments: call 215-RAILWAY
page 2
The Delaware Valley Rail Passenger
Roebuck, Washington Blast SEPTA Management
Two state legislators vented their anger with SEPTA last month, upset with the authority over its failure
to respond to their constituents’ concerns. Representative James Roebuck said he and his West Philadelphia
colleagues were fed up with delays in completion of the Market Street El reconstruction project, which has
caused street closures and other disruptions in their districts. State and city officials from West Philadelphia
think SEPTA’s efforts to mitigate that disruption have been inadequate, and businesses are failing as a result.
In a KYW Newsradio report, Roebuck voiced displeasure with the “inept, arrogant bureaucracy” of SEPTA.
SEPTA was also called “arrogant” by State Senator LeAnna Washington of Mount Airy. She and her
constituents are upset with SEPTA’s summary dismissal of community concerns about paving over the
trolley tracks on Germantown Avenue. She spared no adjectives in a December 2 letter to Faye Moore,
copied to the SEPTA Board, Governor Rendell, state senate leaders, and other elected officials from the
affected neighborhoods.
The letter recounted the events of late November, after she learned of SEPTA’s plans to pave over the
rails. SEPTA reportedly sent out a crew on Wednesday, November 23 to look at the street and prepare for
the paving, which was to take place the following Monday—effectively the next working day, considering the
long Thanksgiving weekend. Washington called an urgent meeting for Monday, so SEPTA engineers could
understand the community’s opposition to the paving. At the meeting, the SEPTA personnel reiterated their
decision to pave over the tracks, even after an outside engineer reported there were other alternatives to the
paving that would in fact be safer than the SEPTA plan.
Later, Washington learned that SEPTA’s engineers had not had direct consultations with PennDOT until
just before the Monday meeting, even though Germantown Avenue is officially a state road. Nor could
SEPTA document that they had given due consideration to any other alternatives such as traffic-calming.
But SEPTA went ahead and sent the asphalt trucks anyway. Last-minute efforts to block the action in court
failed, and the tracks were paved over on Friday.
That was the last straw for Washington, and that day, her letter to Moore went out. The strong words in
it tell just how infuriated people have become with SEPTA:
“I am not an engineer, but I have difficulty with your contention that I should believe you and not my
own eyes. This point, above all, has shaken any trust I had with your agency. The genuineness of
your commitment to work with the community is dubious. SEPTA is not action as a good steward for
the preservation of this historic street, and your single-minded approach engenders a continuing and
growing distrust, supporting arguments that your motives are suspect—merely to direct responsibility
for this road to PennDOT and to chip away at the viability of a transit option that you find
objectionable.
In all my time as an elected official, I cannot remember an agency presenting such intransigence to
my request along with so many misrepresentations.
The significance of Washington and Roebuck going public with their frustrations goes much further than
just bad press for Faye Moore and her staff—it’s two fewer votes Moore can count on when she asks the
legislature for the increased funding SEPTA dearly needs. Roebuck said flat out he “would not vote one cent
for SEPTA” under the current circumstances. Washington reminded Moore: “Actions have consequences.”
Worse yet, both Washington and Roebuck are Democrats from Philadelphia—among the legislators who
would otherwise be the strongest supporters of public transportation. Their stated anger with how SEPTA is
being managed will influence other legislators who might be sitting on the fence with regard to transit funding, and could be cited as justification by other members who have opposed sending more money to SEPTA.
Finally, the legislators’ comments lend further credibility to earlier critics of SEPTA: both elected officials
like Councilman Michael Nutter, and organizations like DVARP. The cases Washington and Roebuck cite
add to a pattern of SEPTA decisions made for short-term expediency and not for the long-term growth and
improvement of public transportation in the region, and they reinforce the message that SEPTA is aloof to
outside concerns. If this is how SEPTA treats even its friends, “arrogant” is not too strong a word.—MDM
January-February 2006
page 3
New Switches and Signals
During the weekend of January 21-22, SEPTA
activated its new signal system between Wayne
Junction and Jenkintown.
To their credit, SEPTA kept R2, R3, and R5
trains in service throughout the weekend, even
though they had to single-track between Fern
Rock and Jenkintown. By skipping stops at Elkins
Park and Melrose Park, each train could get
through the single-track segment fast enough to
get a pair of trains through in 15 minutes and not
set up delays that would mount the entire day.
Also in service now are new crossovers just
south of Jenkintown station. With a facing point
crossover here (one where trains can switch from
the normal track for their direction of operation to
the opposite track without having to back up),
SEPTA gains increased flexibility for dispatching
trains, particularly if one track is out of service.
Cab Signals Increase Speed, Capacity
You may notice a flashing green aspect on
some of the new signals. This is a “Cab Speed”
signal, and it replaces the block signals formerly
on this stretch of line between interlockings
(switch and signal complexes). When the engineer
sees this signal, the train is authorized to proceed
at the speed indicated by the cab signal system.
As the name suggests, cab signals display in
the locomotive (or Silverliner) cab, in a special box
on the engineer’s instrument panel. Several different signal aspects can be displayed, depending
on the specific equipment in use. Typical systems
show Clear (green), Approach Medium (green/
yellow), Approach (yellow), and Restricted (red)
signals (or their position light equivalents).
Cab signals have several advantages, among
them the ability to update the signal after a train
has entered a block of track. If there is a train in
the block ahead, the signal will be yellow (Approach), and the train must not exceed medium
speed (30 mph). Once the train ahead clears its
block, the cab signal will change to green (Clear),
and the engineer can accelerate to full speed. But
if there were only conventional fixed signals, the
engineer would not know the block ahead had
cleared, and the train would have to continue at
medium speed until the engineer gets close
enough to the next block to see the green fixed
signal. So trains can run faster (and closer together) in cab signal territory, while maintaining a
safe separation between trains.—MDM
page 4
On the Railroad Lines
It’s Showtime!
The trains home from Philadelphia will be a
sensory treat (for most of us at least) from March
4 through 12, as the Philadelphia Flower Show has
its annual run at the Convention Center. Expect
RRD parking lots to fill up earlier, and expect
extra crowds on the train.
As they have in past years, SEPTA offers a
“Bouquet Pass” good for unlimited travel on any
bus, trolley, or train on the system any one day
during the show. The Bouquet Pass is not valid on
morning peak trains, and is not valid for travel to
or from Trenton.
You can buy passes in advance at rail stations,
or get a discounted combination pack including
Flower Show admission and the SEPTA pass at
rail stations or selected garden centers. The pass
itself costs $8.00, so even if you don’t go beyond
the Convention Center, it will save you money if
you’re traveling from a zone 4 station, or if you’re
traveling from zone 3 and will be riding home on a
peak-period train.
Lots of people will also use SEPTA to get to the
Auto Show, February 4 through 12. The “Turbo
Transit Pass” is now on sale, also for $8.00. Rules
and validity are the same as for the Flower Show
promotional fare. Fortunately, we don’t expect the
trains to smell of exhaust fumes.
R3Weekday Brush Cutting
New schedules effective January 9 have
revised mid-day train times on both the Media/
Elwyn and West Trenton sides of the R3. Crews
will be trimming brush from around the tracks
and overhead wires of the West Trenton line.
The revised R3 schedules also affect passengers at the local stations from Jenkintown to
Center City, so those passengers should make sure
to have the January 9 edition of the Combined
Glenside timetable
R5Lansdale Weekend Delays
Brush cutting crews will work weekends
between Ambler and Lansdale, requiring singletrack operation and special schedules on affected
weekends. To their credit, SEPTA has put this
information right in the new R5 Doylestown timetable. Inbound trains will depart 8 to 14 minutes
earlier from Doylestown, 10 minutes earlier from
Lansdale, and 5 minutes earlier from Ambler, then
on regular schedules from Fort Washington south.
The Delaware Valley Rail Passenger
Trains departing Doylestown after 4:00 pm are
not affected.
Outbound, departures from Center City will be
at the usual times. Passengers going to points
between Ambler and Doylestown should expect
arrivals to be 11 to 20 minutes later. Trains
leaving Center City after 4:00 pm are not affected.
The special schedules will be in effect every
weekend from January 28 through April 16, except
for the Flower Show weekends of March 4-5 and
March 11-12.
Once the West Trenton work is done, in early
spring, weekday brush cutting work will shift to
the Doylestown branch. SEPTA plans to operate
shuttle buses instead of trains mid-days between
Lansdale and Doylestown. Schedules for that
project have not been announced yet.
R7Check Your Connections
NJ Transit revised its Northeast Corridor
Line schedules January 15.
R8Wires Removed
Catenary wire is being removed from the
now freight-only second track between Newtown
Junction (where the Fox Chase line joins the main
line) and Cheltenham Junction (where the Fox
Chase line and the CSX freight route to New
Jersey diverge).
Capital Budget: New Openness
For the first time in its history, SEPTA is
soliciting public comments on its capital projects
before the official public hearings on the capital
budget. The meetings will be January 30 at
SEPTA headquarters.
Public comments will also be accepted by mail
or e-mail, if received by February 28. Visit the
Public Notices section of www.septa.org for the
address and for other details.
The new meetings address some of DVARP’s
chief criticisms of the SEPTA capital budget process: the public is not informed of important projects until it comes time to approve or reject the
entire capital budget, and public input in the process comes too late for those comments to make
any difference in how a project is designed or
carried out.
While the meetings are a welcome step forward in making SEPTA more responsive to the
public, they still can not take the place of a longrange plan, developed in consultation with riders
and other stakeholders.
January-February 2006
Transit News Update
Progress
STD Station
As part of the project to improve traffic
flow on Garrett Road in Upper Darby, some
Media-Sharon Hill trolley platforms will be moved
to the far side of intersections. This will facilitate
transit-priority signaling, as trolleys will proceed
through the crossing before stopping to pick up or
discharge passengers. Car and truck drivers who
wish to cross the tracks won’t have to wait for the
trolley to finish its station work before they get a
green light.
Further down the line, SEPTA is proceeding
with installation of railroad crossing gates at various intersections from Aronimink to Media. Until
now, most of those crossings had been protected
only by traffic signals (gates were installed at three
crossings in the 80s), but since auto drivers have
shown less and less respect for signals, there has
been an increasing number of close encounters of
the dangerous kind.
A few complaints have been reported—large
overhead gantries have been installed for warning
lights, and some people find them ugly and out of
place in the leafy suburban territory.
Transit Notes
The subway-surface tunnel will be closed from
Friday night to Monday morning the weekend of
February 4-5, while SEPTA does track work.
News compiled by Matthew Mitchell and
correspondents: Howard Bender, Scott Maits,
Don Nigro, Bill Ritzler
Additional news from Baltimore Sun, New York
Times, Philadelphia Daily News, Philadelphia
Inquirer, Railpace.
Your news tips are always welcome. Phone
215-RAILWAY or e-mail [email protected]
Printed on recycled paper.
NARP Region 3 Meeting
April 1 in Bordentown
see page 14 for details
page 5
Third SEPTA Investigation Coming
Concerned that the system performance review now underway for the Transportation Funding and
Reform Commission will overlook crucial functions like the 2004 SEPTA management audit did, legislators
directed the House Transportation Committee to undertake its own investigation of SEPTA, and the
committee is moving swiftly to carry out that mandate. A consulting firm will be selected this month, and its
final report is due by September 30, about the time the Reform Commission’s consultants are due to make
their report.
The House resolution (#538) cited SEPTA’s budget and operational problems as the reason for the
investigation, but at the same time pointed out the need for a dedicated source of transit funding in Pennsylvania. It also recognized concerns about whether SEPTA would spend those funds wisely. Since SEPTA has
not been forthright in addressing past management problems, elected officials’ confidence in SEPTA and its
management has been eroding (see story above). That’s a major reason that increased transit funding wasn’t
passed in 2004. Governor Rendell tried to alleviate those concerns by ordering an audit of SEPTA and other
systems by the Transportation Funding and Reform Commission, but the resolution hints at legislators’
worry that the Reform Commission’s audit team is too close to SEPTA management: “Public confidence in
an investigation of any ongoing problems incurred by SEPTA would be best served by an independent
investigation.” [emphasis added]
The resolution also spelled out the legislators’ wishes for “major organizational and personnel changes in
management”:
(1) The development of productivity standards based on fare box revenues.
(2) Implementation of a more efficient management and personnel structure.
(3) Provision for an annual and a biennial performance audit.
(4) The use of private sector contracts for goods and services through competitive bidding.
(5) The modernization of scheduling so that it better takes into account levels of ridership and efficiencies in
operation;
Finally, the resolution orders SEPTA to provide the legislature with a list of its management objectives
for 2006-07, and subsequent quarterly reports on progress towards those goals. If SEPTA can make meaningful progress on the legislators’ priorities in the next six months, then not only will it be easier to secure
dedicated funding, but the legislature will also be less inclined to impose change on SEPTA from outside.
—MDM
We Want Pictures, Not Names!
DVARP’s board of directors gave a unanimous thumbs-down to the Pew Charitable Trusts’ proposal to
rename 30th Street Station “Benjamin Franklin Station.” The foundation seeks the name change for tourism
marketing purposes as well as to honor Philadelphia’s most famous citizen, and has dangled money in front
of officials to help pay for the change. Official reaction was mixed, with Mayor Street lending his support to
the change and others either seeing no need for the change or fearing it could confuse people.
Some of the arguments for the name change were based on the faulty premise that “30th Street” was not
the original name of the station, therefore there was precedent for another name change. But engineer and
former SEPTA Citizen Advisory Committee member Lin Bongaardt found documentation that “30th Street”
was indeed the station’s name at its opening in 1930, and the formal “Pennsylvania Station” moniker came
three years later.
DVARP director Scott Maits may have had the most apropos response to the proposal. He said that
Amtrak didn’t need the name of Benjamin Franklin—it needed pictures of Franklin (as in hundred-dollar
bills). DVARP did not take an official position beyond opposing the name change, but there was some
sentiment among directors and members that renaming Philadelphia International Airport would be a much
better choice than renaming the train station.—MDM
Update at press time: Pew has withdrawn its proposal.
page 6
The Delaware Valley Rail Passenger
Keystone Corridor Progress
Amtrak crews replace ties and rail near Devon on the
main line to Harrisburg, also used by SEPTA R5 Paoli trains.
photo: Garry Patterson
$5,000 State Grant to Help With Outreach
DVARP is pleased to announce that it has received a Community Revitalization Assistance
Grant through Pennsylvania's Department of Community and Economic Development. The
grant, in the amount of $5,000, will be used for the purchase of a digital projector and a laptop
computer for use by DVARP in its advocacy efforts. We plan to use it in presentations given to
civic groups, business groups, transportation decision makers, and legislators.
DVARP thanks State Representative Babette Josephs for bringing this grant opportunity to
our attention. This is the first grant received by DVARP, and we hope it paves the way for future
applications for grants to assist us in our endeavors.—PN
January-February 2006
page 7
legislators on the Keystone Corridor Improvement
Project, but when it came time for questions, a
host of other topics came up, like platform configuration and delays to trains traveling to PittsState legislators on the House Democratic
burgh. It was much the same with the Amtrak
Policy Committee invited DVARP to testify at their
presentation, given by a panel including planning
hearing on rail service cuts January 18 in Philadirector Drew Galloway, Keystone Corridor prodelphia. Matthew Mitchell represented DVARP at
ject manager Vinay Mudholkar, and government
the hearing, joining speakers from PennDOT,
affairs director Peter Cohen.
Amtrak, and rail labor. The invitation is indicative
Thus it was left to DVARP to explain why the
of DVARP’s growing stature in Harrisburg, not
Clockers were eliminated, and to speak about
just on SEPTA reform, but on broader transportaskyrocketing fares for Northeast Corridor travel,
tion issues.
particularly to New York. Striking a balance
The hearing was called at the recommendation
between concern for passengers who can no longer
of Rep. Babette Josephs (D-Philadelphia), many of
afford to ride Amtrak trains and concern for
whose constituents are regular Amtrak riders.
Amtrak’s dire financial situation, Mitchell told the
Those constituents are upset with steep Amtrak
committee that Philadelphia passengers were
fare increases and with the elimination of Clocker
hardest hit by the fare increases.
service to Philadelphia last year. So Josephs,
Then he turned to solutions, first among them
committee chairman Stephen Stetler (D-York) and
implementation of the “One Seat Ride” service
other legislators wanted to know more about those
envisioned in the DVRPC Regional Rail Improvematters. About ten House members attended all
ment Study of 2003. The study found that a direct
or part of the hearing, which was held in Philaservice between Suburban Station and Midtown
delphia City Hall, in the City Council chambers.
Manhattan was technically feasible, giving PhilaIn her opening comments, Josephs criticized
delphia passengers convenient service with no
cuts in federal funding for Amtrak, and spoke of
need to transfer at Trenton and lower fares than
passenger rail as a security issue as well as an
Amtrak charges. He urged the legislators to make
economic and social issue. She was followed by
a commitment to political and financial support of
Toby Fauver of PennDOT. As Acting Deputy Secthat new service, and to take action quickly before
retary for Local and Area Transportation, Fauver
more passengers find alternate transportation
is in charge of state passenger rail programs.
instead of paying through the nose for Amtrak
Fauver spent most of his time briefing the
tickets.
After mentioning the proposed NJ Transit Morrisville station at and the existing but underserved Amtrak stop at Cornwells
Heights as other opportunities for
PennDOT to mitigate service cuts,
Mitchell shifted to the matter of
threatened rail rights of way.
Service on a number of routes
in Southeastern Pennsylvania has
been eliminated, and now some of
those cuts could end up being
made permanent if nobody steps
in to prevent sale and/or development of the land the tracks stood
on. He cited the PhiladelphiaBethlehem route as the most urgent example. A critical segment
Matthew Mitchell offers legislators a CD-ROM of right of way between Hellerwith DVARP testimony and supporting material town and Bethlehem has been
Photo: Donald Nigro abandoned and put up for sale by
DVARP Testifies at
Committee Hearing
page 8
The Delaware Valley Rail Passenger
Norfolk Southern. The legislators were urged to
arrange for PennDOT or by a local authority to
purchase the land and protect it from
development.
DVARP’s testimony also called the paving over
of Route 23 trolley tracks to the legislators’ attention, as this represents another kind of rail service
cut. Josephs and her colleagueswere visibly
shocked when they heard how SEPTA had brushed
off all community concerns and rushed to pave the
street and foreclose any near-term restoration of
trolley service to Northwest Philadelphia.
There wasn’t time for DVARP to testify further
about SEPTA at this hearing. Even though SEPTA
funding and reform is our biggest issue in Harrisburg this year, it was more important to stay
focused on the topic for which the hearing was
called. The committee has indicated it plans to
hold a hearing on SEPTA at a future date; DVARP
will be prepared.
Knowing that elected officials are busy people,
DVARP tried to make their fact-finding process as
easy as possible. CD-ROMs provided to Stetler,
Josephs, and their staff included not just the
DVARP testimony, but copies of the DVRPC study,
the rail corridor study, and other supporting
documents. Both the text and visual components
of the presentation will be available for download
from DVARP’s web site too.
Monthly Fare Hike This Month
The next step in Amtrak’s phased implementation of fare increases for monthly passholders
takes effect February 16. Fares will go up another
16.7 percent as Amtrak scales back the discount on
monthly fares from 60% to 50%. If you can plan
and budget ahead, you can delay the impact of the
increase by purchasing tickets for up to 11 months
in advance.
New Acela Express Fare Structure
Amtrak is extending its ‘revenue managent’
pricing system to Acela Express effective January
28. Revenue management is a tool for increasing
Amtrak’s total fare revenue by more precisely
matching fares with projected demand. Instead of
the current peak and off-peak fares with their
fixed times of applicability, there will be five ‘fare
buckets’ whose availability will come and go
depending on the number of seats available on
each particular train.
As with the airlines, it will usually be cheaper
to make reservations as far in advance as possible.
January-February 2006
Bush Dodges Congress,
Reappoints Board Members
As Congress adjourned its 2005 session,
President Bush took the opportunity to extend the
terms of Amtrak Reform Board nominees Floyd
Hall and Enrique Sosa for another year through
recess appointments which do not need Senate
confirmation. The move maintains a quorum of
four board members, while three seats remain
vacant. They have been vacant since 2003. The
two other members are Chairman David Laney
and Transportation Secretary Norman Mineta.
Unlike the president’s blocked judicial nominations, there has been no formal hold placed on
the Amtrak appointees—but no vote on confirmation has been scheduled. Part of the problem
could be that the two Republicans are required to
be accompanied by two Democrats, and the Democratic leadership of the Senate is not accepting
Bush’s two Democrat choices: Robert Crandall and
Louis Thompson. Democrats may not be considering Bush’s appointments complete because he
has not replaced those two candidates, while Bush
is using the failure to schedule a vote as justification for using recess appointments to seat his
nominees.
NARP and other rail advocates have joined
Amtrak supporters in Congress in calling for the
President and the Senate to resolve the standoff
and get the Amtrak board back to full strength.
Meanwhile, the Amtrak reauthorization bill introduced in the Senate last year as S. 1516 would
expand the board to nine members, make
Amtrak’s president a member of the board, and
require seven of the other members to have
relevant transportation experience.
Gunn to Keynote Del. Meeting
This year’s public policy conference at the
University of Delaware’s Institute for Public
Administration will be on the subject of “Building
Inter-Metropolitan Rail Corridors.”
Former
Amtrak president David Gunn is scheduled to be
the keynote speaker. The conference will be held
Tuesday, February 21 in Newark, Delaware.
The morning session will focus on rail corridors and their place in the nation’s transportation
infrastructure. Project planners and officials from
states with successful corridor programs like
California and Washington will talk about their
page 9
programs and what they’ve learned from developing them.
In the afternoon, participants will discuss the
current policy environment for intercity passenger
rail, touching on legislation and advocacy among
other topics. Operational issues will also be on the
agenda.
Co-sponsors include WILMAPCO, Delaware
DOT, and the National Corridors Institute. NCI
president James RePass will give a talk titled
“Amtrak is Only the Symptom.” Academic guest
speakers include Jean-Paul Rodrigue of Hofstra
University and Allison De Cerrino of New York
University.
Registration is free, but by invitation only. For
more information, contact the School of Urban
Affairs and Public Policy at 302-831-1687, or email [email protected].
Amnotes
The Silver Star will begin stopping at Cary NC on
April 24. Cary is already a stop for the Piedmont,
but up until now there was no passenger platform
there for the track the Star uses.
Also in April, ticket offices will be closed at several
West Virginia stations, including Prince, Charleston, and Huntington.
Up and Down the Corridor
News from other Northeast rail and transit systems
The existing freight and passenger tunnels are
NYC Transit Pact Rejected
both more than a century old, lack the safety
In what was seen as a repudiation of TWU
features of more modern construction, and
Local 100 leader Roger Toussaint, union members
constrain traffic capacity on the CSX and Amtrak
rejected the contract settlement reached last
main lines from Washington to Philadelphia.
month with the New York City Transportation
MARC Closing Little-Used Stations
Authority. A second bus and subway strike looks
Maryland’s MARC commuter rail system will
unlikely any time soon though. MTA management
stop service to four little-used stations on March
has asked a state labor authority for arbitration.
6. The affected stations are St. Dennis and Jessup
New Rail Map in Baltimore?
on the Camden Line between Baltimore and
In the aftermath of the 2001 Howard Street
Washington, and Dickerson and Boyds on the
Tunnel fire, the Federal Railroad Administration
Brunswick Line between Martinsburg, West
has suggested a new freight tunnel be built west of
Virginia and Washington. A MARC statement said
downtown Baltimore. Traffic and business in the
the stations were served by one to four daily round
city was disrupted for eight days after a CSX
trips apiece and averaged 41 passengers boarding
freight train derailed and caught fire. Water
per station per day.
leaking from old and deteriorated pipes may have
VRE Demands Accountability,
contributed to the accident.
The FRA report also calls for a new passenger
Gets CSX VP’s Attention
train tunnel to replace the present B&P tunnels,
Declining on-time performance has Virginia
which run from Penn Station to south of the Inner
Railway Express management upset with freight
Harbor. The new tunnel would allow faster
railroad host CSX Corporation. CSX owns the
speeds, but would not require the station to be
tracks to Fredricksburg as well as the Alexandriarelocated. The estimated cost for that tunnel is
Washington trunk used by Manassas trains. High$500 million, but the report does not say who
level discussions between VRE and CSX about the
should pay for it.
problem led to CSX appointing assistant vice presSeveral possible alignments are possible for
ident Jay Westbrook to a position with specific
the freight tunnels, which could cost $900 million
responsibility for improving the performance of
to $1.3 billion. Alignments under the harbor were
VRE and Amtrak trains on Viriginia rails. Conconsidered, but they will be much more costly
struction schedules are to be revised, communicathan an under-land alignment. The State of
tions will be made more direct, and the two sides
Maryland would like for other alternatives to be
will work together to seek funding for a third track
considered too, including a route within the I-95
between Washington and Richmond.
right of way.
page 10
The Delaware Valley Rail Passenger
Rail Observations
by Frank G. Tatnall, Jr., member of DVARP
and NRHS Philadelphia Chapter
SEPTA last month completed work on its latest
Transit First project, at intersections on 52nd
Street in West Philadelphia. When approaching a
traffic light, Route 52 buses are equipped to send a
signal which will hold the green light until the bus
has passed through the intersection. This is
similar to Transit First systems installed earlier on
the Routes 10 and 15 trolley lines. As part of the
project, Route 52 bus stops have been moved to
far-side stops at 15 intersections along 52nd
Street.
The long-delayed pocket siding in Newtown Junction interlocking—intended as a holding track for
northbound R8 trains entering the single track
Fox Chase Line, finally has been placed in service.
The new bi-directional single track to Fox Chase
was cut in last June 20 and most of the interlocking work was completed by then, but the
pocket track seemingly was a low priority.
Even though it is not mentioned in SEPTA’s 12year capital program, there is some talk of
eventually extending R5 service beyond Thorndale
to Atglen, on the Amtrak mainline to Harrisburg.
Several years ago SEPTA acquired a parcel of land
at Atglen from Conrail, which could be used for a
future commuter rail terminal. Atglen is 11 miles
west of Thorndale and three miles west of Parkesburg—which formerly was served by R5 trains.
The now-famous but little-publicized “Liberty
Limited” special carried more than 60 wounded
veterans from military hospitals in Washington to
the Army-Navy football game in Philadelphia on
December 3. The brainchild of well-known Philadelphia private-car owners Bennett, Vivian, and
Eric Levin, the impressive train was made up of 18
private cars. It was powered by ex-Pennsy E8
locomotives #5711 and 5809, also owned by the
Levins. Departing from Washington Union Station shortly after 9:30 am, the special made a fast
run up Amtrak’s Northeast Corridor, diverging
onto Conrail’s freight-only extension to the CSX
Greenwich intermodal yard in South Philadelphia,
where the passengers were put aboard a SEPTA
bus shuttle to nearby Lincoln Financial Field. The
train returned to Washington after the game,
which was won by Navy. It was the first time in 30
years that a special train to the Army-Navy Game
January-February 2006
had operated directly into Greenwich yard. The
massive undertaking had numerous sponsors in
addition to the host railroads, with the Army War
College Foundation as lead sponsor. A beautiful
full-color brochure was produced for distribution
aboard the train, and the trip was the subject of a
five-column story by Ronnie Polaneczky in the
December 22 edition of the Daily News. To complete the effort, a beautiful color poster entitled
“America’s Railroads Salute America’s Heroes”
was produced for the occasion. While arrangements for the train were rather hush-hush, we
may expect to see many photos in upcoming
railfan magazines—especially as the aptly-named
“Liberty Limited” crossed the Susquehanna River
bridge at Perryville, MD. This writer was there,
and can attest to the magnificence of the train on
that sunny, chilly morning.
Teams of Federal air marshals were deployed to
30th Street Station during mid-December, in a
pilot program initiated by the Tranportation Security Administration “to enhance security outside
of aviation.” The VIPER test (Visible Intermodal
Protection and Response) was conducted in
cooperation with Amtrak and local police, but was
abruptly ended after two days due to some
confusion at the TSA, according to press reports.
Amtrak’s 2006 wall calendar featuring a photo of
the newly-upgraded Empire Builder is now available. For details, visit the www.amtrak.com website. Reportedly, the California Zephyr is the next
long-distance train slated for a relaunch similar to
last year’s upgrade of the Builder.
On December 15 Amtrak completed the 2005
phase of its track replacement program on the
Harrisburg mainline between Paoli and Overbrook. The mechanized Track Laying System
began to remove the old #2 eastbound track in
early October, replacing it with concrete ties and
smooth-riding continuous welded rail. The new
track extends as far as a point between Narberth
and Merion stations where work will resume in
March, and in the meantime service has resumed
on the #2 track. After completing work on #2, the
machine will shift to #3 track, presumably
working west from Overbrook.
Two unions affiliated with the Teamsters are
threatening to strike Amtrak. The Brotherhood of
Locomotive Engineers & Trainmen and the
Brotherhood of Maintenance of Way Employees
page 11
claim that in contract negotiations Amtrak is attempting to reduce overtime pay and certain other
benefits. In November, union members handed
out leaflets to passengers at 30th Street Station,
Washington Union Station, Newark’s Penn Station
and South Station in Boston, warning of a possible
strike this year.
Amtrak is now halfway through its five-year Acela
overhaul program, which is being carried out at
SEPTA’s Frazer shop by employees of the builders,
Alstom and Bombardier. The tenth trainset was
released from the shop on December 10, with ten
more to go.
Amtrak plans to offer special discounted coach
tickets on the Pennsylvanian and other trains for
selected dates beginning next month.
The latest skirmish in the war of words between
CSX and the City of Philadelphia occurred on
December 20, when a railroad vice president faced
an irate City Council committee. Councilman
Michael Nutter grilled CSX’s William Goetz about
the railroad’s insistence on closing the two pedestrian grade crossings at Schuylkill River Park in
center city, as well as about the trains that often
are parked there for hours at a time. Goetz
refused to make any substantive comments
because the matter is in Federal court as part of a
CSX lawsuit against the City. But he did promise
to “soften the effect” of the standing trains—
especially trains loaded with garbage enroute from
New York to disposal sites in the South. CSX’s
relations with the City could become important, if
Philadelphia and other cities eventually win the
right to restrict the movement of certain hazardous materials across their borders. [ed. note: the
railroads argue that municipal governments do
not have the authority to interfere with interstate
commerce]
The case involving CSX freight
movements through Washington, DC still has not
been finally resolved, and could be the subject of
future legislation.
NJ Transit has announced a $98-million plan to
expand the Morrisville service facility, doubling its
size to accommodate 120 cars at a time. Originally
opened in March 2004, the Morrisville facility is
built on part of the old Pennsylvania Railroad
Morrisville yard, once a major freight terminal. It
is used to store and service trains for NJT’s busy
commuter operation between Trenton and New
York. Conrail retains part of the yard for local
page 12
freight and Norfolk Southern operates an intermodal terminal at the west end of the yard.
NJT has signed up as the major tenant of the proposed Moynihan Station in New York City, which
will be converted from the present Farley Post
Office building in an $800 million project. Amtrak opted to remain at nearby Penn Station rather
than pay to occupy the Moynihan facility, named
for the late Senator Daniel Patrick Moynihan who
was instrumental in finalizing the project. Calling
the deal a “once-in-a-lifetime opportunity,” NJT
Executive Director George Warrington said that he
is “desperate for space” in New York. NJT will pay
about $4.8 million in annual lease charges, and
will be given operational control at the new
facility.
Daily ridership on the River Line between Camden
and Trenton exceeded 7,000 in November, a 20percent increase over the same month in 2004,
reflecting greater awareness of the service and the
rising cost of gasoline.
NJT will purchase 157 state-of-the-art automated
ticket-vending machines for its stations, as well as
upgrading 543 older machines.
The Delaware Desk
Wicks Named to DelDOT Post
The new Delaware Secretary of Transportation
pending legislative confirmation, is Carolann
Wicks. Wicks, a highway engineer, has been with
DelDOT for more than twenty years, and was the
first woman to serve as their Chief Engineer. She
also has a degree in public policy. Wicks’s predecessor, Nathan Hayward, announced his resignation in December after being diagnosed with
prostate cancer.
DART on the Move
DART First State has moved its executive offices in downtown Wilmington. The new address is
119 Lower Beech St, Suite 100, Wilmington DE
19805. The offices are on the corner of Maryland
Avenue and Beech Street.
South Jersey Report
Students Ride Free!
A one-week promotion this month encourages
college students in New Jersey to try transit.
Eligible students can ride any NJ Transit bus or
The Delaware Valley Rail Passenger
train for free the week of January 30 through
February 5.
Just visit www.njtransit.com/nn_college.
html, fill out the online registration form, and
print out the coupon you will receive by e-mail.
Then show the coupon and your student ID when
you board the bus or train.
Casino Express Trains Discussed
Sources close to the negotiations report great
interest from Atlantic City casinos in a proposed
new weekend express train service from New York
to Atlantic City. NJ Transit would operate the
trains, while the casino sponsors would manage
tickets, marketing, and on-board services. A
premium service is envisioned, catering to gaming
hall patrons, unlike the regular commuter rail
service to Atlantic City, which mainly serves
employees in the casino and hospitality industry.
Whether or not the trains serve Philadelphia or
other Pennsylvania points will be up to the
sponsors.
Current Amtrak Promotion Codes
H545 (small group fare, expires March 31):
90% off regular fares for up to four additional
travelers when two pay regular fares (including
NARP discount fares). Valid only on Northeast
Regional trains, Empire Service between New
York and Albany, and Downeaster. Not valid on
Keystone service to New York. Tickets must be
purchased by March 31 for travel through August
31. See V832 and V806 for blackout dates.
V832 (expires March 31): 50% off your companion’s fare when you travel to New York.
Blacked out Feb. 17-20.
V707 (expires March 31): 50% off your companion’s fare for travel in New York state on
Empire Service trains, plus Ethan Allen Express,
Maple Leaf, and Adirondack. Blacked out same
dates as V832.
V806 (expires Sept. 30): 50% off your companion’s fare when you travel to Princeton Junction or Trenton. Blacked out same dates as V832,
plus April 13-17, May 26-29, Sept 1-4.
Unless otherwise specified, Northeast Corridor
promotion codes are not valid for Acela Express or
Metroliner service, and promotion code discounts also
apply to senior citizen and disabled persons’ fares, but
not with the 10% NARP members’ discount. Reservations must be made at least three days in advance.
Other restrictions may apply. Promotion codes were
valid when researched, but may be changed or withdrawn by Amtrak at any time.
January-February 2006
Gloucester Study
continued from page 1
Alternative 1 would run from Millville along
Route 55 to Route 42, and would join the existing
line in downtown Camden, and from then into
Philadelphia. This would be built in two phases—
phase one would operate to Glassboro, and phase
two from Millville to Glassboro. This is the short
lists’ “NJ-2” alternative.
Alternative 1A would be the same as Alt. 1,
except would be operated as diesel light rail, and
would terminate at the Camden waterfront.
Passengers would then have to transfer for Philadelphia.
Alternative 1B would be the same as Alt 1
except it would diverge from Rt. 42 at the NJ
Turnpike, and would then follow the Grenloch
Branch until I-676, until joining PATCO.
Alternative 2 would run along the Vineland
Secondary (from Glassboro to Camden) rail line
until joining PATCO. Phase two of Alt. 2 would be
a connection to Millville from Glassboro. This is
the “NJ-3” alternative which DVARP has
endorsed.
Alternative 3 would begin at Glassboro along
the Conrail right-of-way, then join Route 55 at
approximately exit 53, to Route 42 and 676. Phase
two would connect to Millvlle via the railroad
ROW.
Alternative 4 is the inverse of Alt. 3, which
would operate from near exit 50 near Glassboro
on Route 55, then would join the railroad at exit
53, then would travel via the railroad until
Camden and join PATCO.
Alternative 5 would be an extension of the
current PATCO line to Berlin, then would operate
along Route 536 to Williamstown. A version of
this is the “NJ-1” short list option.
Alternative 6 would start at Grenloch in
Gloucester Township along the Grenloch Branch,
then travel north on 676 until reaching Morgan
Boulevard. It would then join the CR ROW, then
merge with PATCO.
The three routes which were ultimately chosen
were alternative 1 (NJ-2) “for its use of existing
right-of-way and directness from end-to-end”,
alternative 2 (NJ-3) “for its use of existing rightof-way and directness from end-to-end” and
support smart growth development. And alternative 5 (NJ-1) which was modified from the original
to run on route 42 to the Cross Keys Road exit of
the Atlantic City Expressway. It was kept as an
page 13
option because it “would increase the service area
of the existing speedline”, and to “help increase
ridership on an already well-liked system”.
A major criterion in any new start project is
not only ridership estimates, but also a reduction
in vehicle miles traveled (VMT). In other words,
the proposed new transit service must get as many
people out of their cars—the more, the better
rating the project will receive. The highway
alignments (NJ-1, NJ-2) can only work for peakdirection travel, and will have little to no use for
reverse-commute trips. The NJ-3 alignment along
the railroad from Glassboro to Camden can
eliminate many car trips entirely for travel to
Philadelphia. NJ-3 will also allow people to travel
directly to Rowan University, and downtown
Woodbury, from Camden County and Philadelphia.
Another advantage of the NJ-3 option is the
prospect of induced trips—people riding the new
service just for fun, and in so doing, will get off the
train, and walk around towns such as Westville,
Woodbury, and Wenonah. This would be a boon
to local businesses, especially within walking
distance to a station. I have spent several Sunday
afternoons since the River LINE opened, walking
through Burlington, Palmyra, and Riverside.
More people walking also helps make a community more livable. Also, these new visitors will
patronize local businesses, as I have done myself
in my travels along the River LINE.
The next step is for the DRPA to initiate a full
alternatives analysis. This is where all the alternatives’ capital and operating costs, and ridership
estimates are studied in much greater detail.
Federal funding is sought for preliminary engineering as well.
Ultimately, the DRPA will have to choose a
“locally preferred alternative”, or LPA, which will
have to meet a long list of FTA criteria in order to
achieve a good rating. The FTA’s rating will
ultimately determine whether this project will be
built. We hope the DRPA will act on this study,
and not let this be one more study for rail transit
in Gloucester County which will sit on the regions’
bookshelf.
Want to see the full report? You can view it online
at www.drpa.org
page 14
Looking at the Route
When the railroad comes out of Gloucester, the
route could be “at grade” since there are a few
bridges over Little Timber & Big Timber Creek,
leaving two major grade crossings in Westville, at
Crown Point Road, and Olive Street. At Olive,
some work along the adjacent roads could mitigate
any negative effect a passenger line may have,
from altering signaling, providing an alternative
route for large trucks, and other, smaller details
which would make the railroad work in this area.
The proposed station at Route 295 is in a very
good location, though some more engineering
work would have to be done to make sure ramps
would be feasible to a proposed station.
In north Woodbury, some right-of-way would
have to be reclaimed, as there are several parking
lots near the Colonial Diner. The proposed line, I
believe, would have to be put in a cut near Cooper
Street in Woodbury, as this is a major intersection
where a station is proposed. Below Woodbury,
grade crossings are sporadic, and the line is
relatively straight.
There are, however, two clusters of grade
crossings, in Pitman, and Glassboro. These are
two places that a cut, or perhaps an elevated line
would be appropriate.
In conclusion, more engineering and surveying
is definitely required, as much of the line could
remain at-grade, without much additional grade
separation than what already exists.—RDM
Region 3 Meeting April 1
The NARP Region 3 Annual Meeting will take
place on Saturday, April 1 in Bordentown, New
Jersey. The place is the Farnsworth House Restaurant on 135 Farnsworth Avenue, a threeminute walk up the hill from the picturesque RiverLINE Station in Bordentown. George Chilson,
President of NARP, will be the guest speaker.
Registration is $25.00, including lunch. For more
information call DVARP or e-mail Al Papp at
[email protected]
The restaurant overlooks the former Camden
and Amboy Railroad (it’s in a cut) and there is a
plaque inset in a rock across from the restaurant
placed there by the former Pennsylvania Railroad
to honor this first railroad to operate in New
Jersey. The first trial run was made with the
locomotive “John Bull” on November 12, 1831.
Bordentown was also called home for awhile by
Thomas Paine.
The Delaware Valley Rail Passenger
DVARP Details
Help Recruit New DVARP Members
DVARP has a new membership brochure. We
have updated the graphic and the text. The
brochure is a tri-fold brochure printed on a quality
buff paper. We are interested in getting the
brochures into locations where there is a
possibility of reaching individuals who might wish
to join DVARP. If you have a library, community
center, coffee shop or other place that you think
would make a good display location for the
brochures, please let us know. DVARP can send
you some for stocking. Contact Patricia Nigro at
215-724-5929 or by e-mail at [email protected].
Mark Your Calendar
Interested in the great railroad stations of
America? Christopher Brown, author of “Standing
Still: A Century of Urban Train Station Design”
will give a talk and sign copies of his book
Wednesday, February 1, 7:00 pm at Barnes and
Noble, 1805 Walnut St., Philadelphia.
Dates of Interest
Meetings and other events are subject to cancellation or change. Call sponsors to confirm dates.
SEPTA CAC Railroad Subcommittee: Tue., Feb. 7, 5:45 pm at 1234 Market St., Philadelphia.
th
DVRPC Regional Transportation Committee: Tue., Feb. 7, 10:00 am at 190 N. 6 Street, Philadelphia.
DVRPC Regional Citizens Committee: Tues., Feb. 14, 11:00 am at 190 N 6th Street, Philadelphia.
NJ Transit Board Meeting: Wed., Feb. 15, 9:00 am at One Penn Plaza, Newark. Note change in date.
DRPA and PATCO Board meetings: Wed., Feb. 15, 10:00 am at One Port Center, Camden.
SEPTA Board meeting: Thurs., Feb. 16, 3:00 pm at 1234 Market St., Philadelphia.
DVARP general meeting: Sat., Feb. 18, 1:00 pm at 1601 Walnut St., Suite 1129, Philadelphia.
University of Delaware public policy forum on intercity rail corridors: Tues., Feb. 21, in Newark, DE. See
page 9 for information.
SEPTA CAC Transit Subcommittee: Tues., Feb. 21, 5:45 pm at 1234 Market St., Philadelphia.
Delaware Valley Regional Planning Commission: Thurs., Feb. 23, 10:30 am at 190 N 6th Street, Phila.
SEPTA Board meeting: Thurs., Feb. 23, 3:00 pm at 1234 Market St., Philadelphia.
SEPTA Citizen Advisory Committee: Tues., Feb. 28, 5:45 pm at 1234 Market St., Philadelphia.
APTA Legislative Conference : March 5-7 in Washington. Visit www.apta.com for more information
SEPTA CAC Railroad Subcommittee: Tues., March 7, 5:45 pm at 1234 Market St., Philadelphia.
DVRPC Regional Transportation Committee: Tues., March 7, 10:00 am at 190 N 6th Street, Philadelphia.
NJ Transit Board Meeting: Wed., March 8, 9:00 am at One Penn Plaza, Newark.
WILMAPCO Council meeting: Thurs., March 9, 6:30 pm at 850 Library Ave., Newark DE.
DVRPC Regional Citizens Committee: Tues., March 14, 11:00 am at 190 N 6th Street, Philadelphia.
DRPA and PATCO Board meetings: Wed., March 15, 10:00 am at One Port Center, Camden.
SEPTA Board meeting: Thurs., March 16, 3:00 pm at 1234 Market St., Philadelphia.
DVARP general meeting: Sat., March 18, 1:00 pm at 1601 Walnut St., Suite 1129, Philadelphia.
APTA Fare Collection Conference: March 19-22 in Atlanta. Visit www.apta.com for more information
SEPTA CAC Transit Subcommittee: Tues., March 21, 5:45 pm at 1234 Market St., Philadelphia.
Delaware Valley Regional Planning Commission: Thurs., March 23, 10:30 am at 190 N 6th Street, Phila.
SEPTA Board meeting: Thurs., March 23, 3:00 pm at 1234 Market St., Philadelphia.
Pennsylvania Transportation Funding and Reform Commission: Thurs., March 23, at Keystone Office
Building, Harrisburg. See December DVRP for full schedule.
SEPTA Citizen Advisory Committee: Tues., March 28, 5:45 pm at 1234 Market St., Philadelphia.
NARP Region 3 meeting: Sat, April 1, 12:00 in Bordentown Registration and lunch $25.00. See
page 14 for more information.
To add your event to this calendar, phone DVARP at 215-RAILWAY or e-mail [email protected]
January-February 2006
page 15
DVARP Meeting Schedule
•
•
•
•
Saturday, February 18, 2006
at DVARP offices, 1601 Walnut St., Suite 1129 (Medical Arts Building), Philadelphia.
Building entrance on 16th St. If entrance is closed, use annunciator or phone 215-RAILWAY.
Saturday, March 18, 1:00 to 4:00 at 1601 Walnut St.
NARP Region 3 meeting: Saturday, April 1 in Bordentown, NJ
Saturday, April 15, 1:00 to 4:00 at 1601 Walnut St.
SEPTA On-Site
SEPTA On-Site schedule
unavailable at this time
DVARP Directory
Center City Office
Telephone
1601 Walnut St., Suite 1129 Philadelphia, PA 19102
office hours by appointment
Philadelphia office: 215-RAILWAY
Fax: 215-564-9415
Electronic Mail
President
Vice-President
Treasurer
Recording Secretary
Directors
Delaware Coordinator
Lehigh Valley Coordinator
Legislative Affairs Coordinator
Newsletter Editor
Communications Director
page 16
Tony DeSantis
Donald Nigro
Robert Montgomery
Michael Greene
Tony DeSantis
Michael Greene
Bob Machler
Scott Maits
Matthew Mitchell
Robert Montgomery
Donald Nigro
Patricia Nigro
Paul Murray
Brad Pease
vacant
Matthew Mitchell
Patricia Nigro
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
[email protected]
The Delaware Valley Rail Passenger