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Feb 06, 2009: Hotline #590February 6, 2009 Economic recovery legislation is on the Senate floor in Washington, DC this week, with talk of a possible, special Sunday session if the Senate does not finish action today. On Wednesday, the Senate defeated two attempts to remove the $850 million in Amtrak funding (and many other items) from the bill, one by Senator David Vitter (R-LA) and one by James Inhofe (R-OK). Also, so far, the $2 billion for high speed rail looks safe; Sen. Christopher Bond (R-MO) did not offer his amendment on this. However, the bill came to the floor with $8.4 billion for transit and that figure could go down (or possibly up) in a bipartisan amendment being offered by Senators Ben Nelson (D-NE) and Susan Collins (R-ME) which aims to finalize the bill’s spending levels. France will boost passenger train spending by 300 million Euros ($386 million US) in its economic stimulus plan. The boost is part of a goal to invest 13 billion Euros ($16.7 billion) in France’s rail network by 2015. Projects targeted include the second stage of TGV Est from Baudrecourt to Strasbourg, TGV Sud-Europe from Tours to Bordeaux, TGV Bretagne-Pays de la Loire from Le Mans to Rennes and Sablé, and the Nîmes-Montpellier bypass. An op ed co-authored by NARP President Ross Capon and University of Pennsylvania Prof. Vukan Vuchic appeared Sunday, Feb. 1, in the Newark Star-Ledger under the headline “Rail tunnel plan to N.Y. is a dead-ender.” This is part of NARP’s continuing effort to get the planned Hudson River railroad tunnels project fixed so that tracks will connect to New York Penn Station and taxpayers can get the benefits they should demand of a $9 billion, 200-year project that is counting on at least $3 billion in federal funds. Vice-President Joe Biden intensified the Obama Administration’s call for action on infrastructure investment in a speech given at the Laurel train station on MARC’s Camden Line. The Vice President—who was joined by Maryland Governor Martin O’Malley, Senator Ben Cardin (D-MD), and Transportation Secretary Ray LaHood—identified rail as a priority for the administration, and spoke out against Senators who are obstructing the bill over concerns about the size. Biden said, “There are some in Washington who still haven’t gotten the message. Maybe they don’t understand that America has lost almost two million jobs in the past four months. Maybe they don’t understand that the American people voted for and want change now, not tomorrow…We cannot wait another two weeks, three weeks, four weeks” to pass the nearly $900 billion stimulus plan that is being debated in the Senate. The Vice-President spoke of thousands of train and commuter stations across the nation which require improvements, and explained that this modernization would create jobs, provide much needed capacity expansion, and be an engine of economic growth for the future. Transportation Secretary Ray LaHood also spoke of the Department of Transportation’s ongoing collaboration with state transportation officials to compile a list of projects and accountability standards to make sure the money is allocated as quickly as possible. Mr. LaHood argued that the plan will “jump-start the economy by getting money out the door for projects that are ready to go, projects that have met the environmental standards, projects that have gone through all the necessary paperwork, so that people can begin working this spring, summer and fall.” As reported by WGIL (Galesburg IL), LaHood also “says passenger rail service throughout the midwest should improve under [the Administration’s] economic stimulus plan. [He] told Midwest reporters during a conference call Thursday that a proposed $2 billion for high speed rail is a good thing, and will help reaffirm his and the President’s commitment to keep Amtrak running. LaHood says unlike in the past where passenger rail in the northeastern U.S. was the biggest beneficiary of rail-related money, things will be different this time.” The Federal Railroad Administration says over 80 companies and state departments of transportation have responded to its request for expressions of interest to develop high speed rail corridors, as required by a provision in last year’s passenger rail investment and reauthorization bill. In a prepared statement, House Transportation and Infrastructure Committee Republican Leader John Mica (R-Fla.)—the lead advocate for the requirement to solicit private interest in developing these corridors—said “this overwhelming response is remarkable given the current state of the economy.” The FRA, which began soliciting proposals in December, has heard from transportation finance companies; transportation consultants; architectural, engineering and construction firms; rail service providers; international conglomerates; train manufacturers; and state departments of transportation. Final proposals must be submitted in September, after which the FRA will establish commissions made up of state and city officials, representatives of rail labor, freight railroad companies, and transit officials to evaluate the proposals. The commissions will then report their findings to Congress. The law gives the Washington-New York corridor first priority. Former Macomb, IL Mayor Thomas Carper gave his first interview this week after becoming Chairman of Amtrak’s Board. Asked his time priority, he said, “I’d have to say on-time performance and continuity of service. Being able to leave when we say we will, and equipment is a huge issue in that.” Carper went on to caution that the sheer size of the capital repairs and equipment maintenance and replacement present serious problems, but that the stimulus bill presents an unprecedented opportunity to address these issues. “I think the stars are lining up and the future for Amtrak is as good as it’s ever looked.” Despite revenue sales which saw an increase of 7%—due in large part to a weakened U.S. dollar—Wabco Vehicle Control Systems announced a fourth quarter revenue drop of 33% in U.S. currency, down to $445 million. Net income fell off at a precipitous rate of 60%, from $54.4 million in FY 2007 to $21.2 million in FY 2008. CEO Jacques Esculier attributed this disparity to global recession, saying “the drop in the global commercial vehicle market in the fourth quarter was unprecedented for its speed and steepness, down 22 percent in Europe, nine percent in North America, and 36 percent in China, based on preliminary market data.” Wabco cut 600 jobs in the fourth quarter of 2008, and has targeting 400 more for elimination in 2009. The Missouri Department of Transportation announced this week that Amtrak trains were on schedule an impressive 96% of the time in January. Performance has been an issue for the state in recent years as a result of heavy freight traffic between Kansas City and St. Louis. As recently as the first quarter of the 2008-2009 fiscal year (which begins in July), Amtrak trains were reporting on-time-performance rates of 62%. However performance has been steadily increasing in recent months, with 70% OTP in November and 84% in December. MoDOT officials attribute the improvement to, among other things, better train dispatching by Union Pacific, track repairs, and a $26 million project which added a second track across the Gasconade River, eliminating a major bottleneck. Amtrak has announced train ridership between Kansas City and St. Louis is up 26% percent from July through December for 2008 over the same period in 2007, a trend which state officials partially attribute to the improved performance. “It proves if you put a good service out there that is reliable, people will respond and use it in growing numbers,” contended Brian Weiler, Missouri’s multi-modal director for the state transportation department. Transport 2000 (our sister organization in Canada) gave its “Lemon Prize” to two Canadian officials they feel are most responsible for the delays in starting the second Seattle-Vancouver, BC Cascades frequency. Stockwell Day, Minister of Public Safety and Suzanne Hurtubise, Deputy Minister responsible for the Canadian Border Services Agency were “honored” for the numerous roadblocks that have been placed in front of this service. The biggest problem has been that the CBSA has demanded a $1,500 per train ($3,000 per day) payment to provide customs and immigration services for the trains. CBSA has said that the second frequency will constitute a “new facility”, thus the payment despite the fact that a customs facility has been present at the Vancouver station for many years. The Piedmont struck and destroyed a tractor trailer Wednesday morning, scattering wreckage and debris and shutting down service on the line. The Cabarrus County Sheriff’s Office said that the tractor-trailer, which is owned by J.B. Hunt Trucking Co. and had been carrying bricks and other construction supplies, was stopped across the tracks at around 10 a.m.. The driver was able to get out of the truck moments before the train hit. There have been no serious injuries reported, though the locomotive was put out of service. Amtrak spokesman Cliff Black said that the train’s crew reported that the truck did not stop before entering the crossing. The direct connection at Portland between the northbound Coast Starlight and eastbound Empire Builder will be restored February 23. Connecting between these trains had required a lengthy bus ride from Klamath Falls to Pasco, but the on-time performance of train 14 has improved to the point that the connection is now reliable. Feb 13, 2009: Hotline #591February 13, 2009 At this writing, only Senate passage—a vote is scheduled for 5:30 PM Eastern—and an eager President Obama’s signature are needed to launch a tremendously important and forward-looking transportation program. The conference agreement that was mostly agreed on Wednesday but not finally released until within the last 24 hours includes:
The transportation portion of the bill also has $1.3 billion for aviation of which $1.1 billion is grants-in-aid for airports and $200 million is “supplemental Funding for Facilities and Equipment.” There are also maritime funds. Overall, the transportation functions represent huge progress in recognizing the benefits of passenger and freight railroading, but the test will be how much money is actually spent on rail, and how effectively. Assuming a favorable Senate vote, there will be heavy lifting for rail interests to make the law work for us in the states, particularly the highway flexible portion which does require state transportation improvement plans (TIP) to recognize the projects. The House passed the conference report this morning on a 246-183 vote with, again, no Republican support. The fact that rail did this well in conference is extraordinary, considering that the bill’s overall price tab was reduced to $787 billion (from the $819 billion House approved version, and the $900 billion Senate approved version). NARP President Ross Capon testified February 11 at the Surface Transportation Board’s hearing on how to administer their new passenger responsibilities re on-time performance. His written testimony and that of all witnesses is on the STB’s web site, mostly on or around January 28, the filing deadline. A video of the hearing is also available. Chairman Charles Nottingham indicated that, although the new law authorizes additional personnel for the STB’s new responsibilities, these have not been appropriated, so a task force of “people with two jobs” has been formed using existing staff. Capon was asked several questions, including two that he promised to answer later: what magnitude of fines should be imposed on railroads found to be at fault regarding their handling of Amtrak trains, and should Amtrak be subjected to fines when it delayed freight trains excessively. Nottingham invited Capon and fellow panelist David Solow (representing American Public Transportation Association) to give them advice on where the chokepoints are. NARP filed a statement for the record in the House Railroads Subcommittee’s January 28 hearing on passenger and freight rail benefits and needs. The statement, on the NARP web site, highlights the significance of continued strong growth in December by the overnight trains and state corridors outside the NEC, suggesting this implied strong and growing demand for much more passenger train service than currently exists. Capon also chalked the NEC declines up to high proportion of business travelers, very high fares even on Regionals, and attractive new bus services that include free Wi-Fi, comparing Washington-New York fares 24 hours in the future of over $103-124 on Regionals vs. less than $25 on BoltBus. He suggested that Amtrak’s current pricing strategy on the NEC is not maximizing the benefits that should be accruing from the billions that taxpayers have invested in the NEC. Written statements of witnesses are on the House T&I web site, including Anne Canby who testified on behalf of the OneRail coalition of which NARP is a part. Joseph Szabo, the former Illinois state director for the United Transportation Union, is said to be President Barack Obama’s lead candidate for the position of the Federal Railroad Administrator, according to Bloomberg News. While administration officials wouldn’t confirm the rumor, it is known that Szabo worked with the President when he was a state legislator in Illinois. According to his biography, Szabo has worked at a number of jobs in both freight and passenger rail operations, in positions ranging from yard switchman to passenger conductor. The Federal Railroad Authority is in charge of overseeing regulates rail safety, operating guidelines, and labor safety restrictions. The previous Administrator, Joseph Boardman left when he was appointed as the President and CEO of Amtrak in November of 2008. New Jersey Transportation Commissioner Stephen Dilts met with White House Chief of Staff Rahm Emmanuel and U.S. Secretary of Transportation Ray LaHood on February 11th, to talk about how the stimulus package could benefit several New Jersey transportation projects. Dilts said that during the meeting—which took place the same day the final version of the stimulus bill to be voted on was agreed to by representatives from both houses of Congress—he talked to the Administration officials about the over 250 transportation projects which he believes are eligible for stimulus funds. Among the projects, he identified the proposed Hudson River rail tunnels as a top priority. As currently configured, the tunnels would dead end in Manhattan, two blocks north of Penn Station. NARP has gone on record to insist that a rail link to Penn Station be included in the planned tunnels, so that intercity passenger rail—and any future high speed rail service—may take advantage of the $9 billion project. Construction on the Warwick Intermodal Facility in Rhode Island is finally well under-way, 17 years after the project was initially proposed. Rhode Island transportation officials have announced the project is on schedule for 2010. However, due to inflation and project expansion, the forecasted cost has gone from $25 million to more than $267 million. When construction is completed, Providence’s T.F. Green Airport will be one of the few air terminals in the nation with direct access to commuter rail, connected by a 1,400 foot skywalk to a station serviced by the Massachusetts Bay Transit Authority. In an interview with reporters, Kevin A. Dillon, president of the Rhode Island Airport Corporation went on record to say “The overall project is a very important component of where we want to take the airport in the future. It is an enhancement, getting people out of cars. This will allow us to market the airport internationally — where people expect interconnectivity of transportation. It will also let us better serve the Boston market.” Full service for the Channel Tunnel between England and France resumed on February 9th, several months after last September’s damaged a section in one of the tunnels. The high-speed London-to-Paris and Brussels Eurostar trains are currently operating at 93% capacity, but are expected to reach 100% by the end of February. The repairs cost more a over 50 million British Pounds. Amtrak, as part of the celebration of Black History Month, held an event on Tuesday the 17th to honor African-American porters and their contribution to the railroads. Black Americans have played an important part in the American railroads since as early as the 1830s, when slaves were made to work on the construction of rail lines in the South. After the Civil War, the westward expansion of trains created demand for the labor of newly freed slaves. By the 1920s, more than 20,000 blacks worked for the railroads, regularly facing discrimination from both management and passengers, according to the A. Phillip Randolph Pullman Porter Museum. It took the nearly all-black Brotherhood of the Sleeping Car Porters, founded in 1925, 12 years of struggle with the Pullman Company to be recognized as a union, making them the first African-American union to sign a collective-bargaining agreement with a major US company. “These gentlemen worked during a time when the service they provided was top-notch under difficult and stressful circumstances, This is an opportunity to celebrate them and what they achieved.” said Amtrak spokeswoman Darlene Abubakar. One of the men Amtrak will be transporting in from across the nation to honor, Seattle’s Thomas Gray, 71 years of age, recalls a working on the railroad with his grandfather. “We knew if our two trains would be passing, so he’d hold his railroad lantern and I’d hold my flashlight. At 70 miles an hour, we couldn’t see one another, but we knew who was holding the light.” The Northbound Silver Star will operate on a modified schedule from March 2 through April 9 due to CSX trackwork. The train will depart Miami two hours earlier, operate at all stops, Miami-Washington two hours earlier, and all stops Baltimore through New York City one hour earlier. In addition, on March 16-19, 23-26, March 30-April 2, and April 6-9, the train will bypass Tampa due to the location of the trackwork. Bus service will be provided to and from Lakeland and Winter Haven. Feb 20, 2009: Hotline #592February 20, 2009 How to spend the $8 billion in high-speed rail funds is the subject of much discussion. Yesterday’s Washington Post reported that Transportation Secretary Ray LaHood on Wednesday told reporters he had sent the White House a “comprehensive memo” with recommendations on how to jump-start high-speed rail service nationally. The Post said that “the memo identified several potential high-speed rail corridors in the country and addressed potential means of paying for a system. LaHood said President Obama wants to make high-speed rail a signature achievement of his presidency.” Today’s New York Times reported that this memo described plans for high-speed rail in “at least six corridors” across the country. The Times also quoted NARP: “Many rail advocates said that it would make sense to move to higher-speed rail before building true high-speed rail, and that getting the nation’s long-neglected rail system into working order could lay the foundation for future high-speed projects. ‘You’ve got to walk before you can run, and we’ve just been crawling up to now,’ said Ross B. Capon, the president of the National Association of Railroad Passengers, an advocacy group for riders.” Joe Vranich, the perennial Amtrak critic, is quoted urging (predictably) officials to “concentrate the funds on the New York-Washington corridor, which is the top corridor in the country.” The Times did report that Amtrak claims it already carries 62% of the combined air and rail market between New York and Washington. The article ended by noting that C. C. Dockery, who had campaigned for high speed rail in Florida, “said in an interview that he and the other members of the Florida High-Speed Rail Authority were planning to meet late this month to discuss how to go about seeking some of the federal money.” On the evening of February 13th, the Senate approved the final version of the American Recovery and Reinvestment Act in a 60 to 38 vote, the last obstacle to its passage into law. President Obama signed the bill into law at a ceremony in Denver’s Museum of Nature & Science this Tuesday. As detailed in last week’s hotline, the new law appropriates $9.3 billion for intercity passenger rail and $8.4 billion for transit. See last week’s hotline. The $8 billion reflected President Obama’s personal interest. An important story in the February 17 Politico quotes Presidential Chief of Staff Rahm Emanuel referring to the high speed rail money this way: “I put it in there for the President. The President wanted to have a signature issue in the bill, his commitment for the future.” Politico also noted that “the same Maine and Pennsylvania Republican moderates who had criticized Obama’s school construction initiative were more accepting of the rail funds, since the Northeast corridor has a major stake in more improvements.” Significantly, the article puts to rest the notion that Sen. Harry Reid (D-NV) got the money for the Las Vegas maglev project, which the new law does not mention. “Conservative Republicans seemed almost blind to Obama’s role. Instead, in their campaign to find pork barrel projects in the stimulus bill, they painted the whole funding as a scheme by Senate Majority Leader Harry Reid on behalf of Las Vegas interests seeking a rail link to Los Angeles…In fact, there’s little evidence that Reid had a decisive role…‘It’s amazing. I’m stunned,’ he said in an interview Friday, hours before the bill passed Congress. ‘I’m glad I get the credit in Nevada, but this is Obama’s No. 1 priority. This is his legacy out of this bill, because we need these high-speed corridors…I’ll take credit but frankly didn’t have much to do with it other than carry forward with what Obama wanted.” Administration officials have already announced that Obama plans on asking for $1 billion in his budget proposals over each of the next five years. Although a blue-ribbon national transportation commission is expected to release a report next week recommending a vehicle-miles traveled (VMT) tax on motorists, Presidential Press Secretary Robert Gibbs today said President Obama will not adopt a tax based on how many miles motorists drive. He was responding to questions generated by Secretary LaHood’s comment yesterday that “we should look at the vehicular miles program where people are actually clocked on the number of miles that they traveled.” An Oregon pilot project has been considered successful. MSNBC reported today that the idea “is gaining ground in several states. Governors in Idaho and Rhode Island are talking about such programs, and a North Carolina panel suggested in December the state start charging motorists a quarter-cent for every mile as a substitute for the gas tax. A tentative plan in Massachusetts to use GPS chips in vehicles to charge motorists by the mile has drawn complaints from drivers who say it’s an Orwellian intrusion by government into the lives of citizens.” Many transportation experts, however, consider a VMT tax as an important way to relate motorists’ behavior to the costs they impose on highway systems. One wonders if those raising the Orwellian specter have the same worries about their cell phones! NARP wrote to DOT Secretary Ray LaHood on Wednesday asking him to do “everything you can to avoid” having the Access to the Regions Core project—New Jersey Transit’s planned new Hudson River tunnels—go forward without a connection to Penn Station is restored. The letter, available on our website, states, in part, “While protracted negotiations produced two additional peak hour slots for Amtrak when the new tunnels are open, these slots will be worthless whenever service is interrupted in the existing, 1910 vintage tunnels…Given the huge funding for transportation (and rail in particular) in the economic recovery law, it is unthinkable that federal funds could not be found to address the cost increases that ‘fixes’ to this problem might impose.” A one-page appendix to the letter cites three ways to create the link:
Unfortunately, the window may already have closed on option #2 as officials yesterday morning watched “a critical component of a 100-ton tunnel-boring machine…lowered into the earth as part of the project to extend the No. 7 subway line” [New York Times, Feb. 19, link to full article}. Amtrak has announced that in an effort to attract riders they will reduce some Acela fares between Boston and Washington by as much as 25%. One-way, business class tickets between Washington and New York will start as low as $99, down from $133 and more; and start as low as $79 between Boston and New York, down from $93 and higher. These prices will be in effect March 3rd through June 26, and tickets must be purchased 14 days in advance. In an interview with Bloomberg News, Amtrak spokesman Cliff Cole said the move was a response to the recession and the resulting drop-off in business travel, noting that ridership has dropped around 10% during the four months ending in January from the same period last year. “The economy being what it is, a good many business people have either cut back their operational budgets or been laid off, and that has traditionally been our clientele for the Acela. This is an initiative to make it more affordable for the leisure traveler.” In an interview with Trains Magazine, Amtrak’s new CEO and President, Joseph Boardman, announced that the company is moving away from the bunker mentality which has dominated throughout much of its history, and refocusing on how the company can grow in today’s transportation environment. Boardman identified specific symptoms of the negative approach in the interview, notably inadequate plans to order new passenger cars in Amtrak’s October five-year plan. Among the top priorities for Boardman will be new electric locomotives, improved electrification in the northeast, and weatherization of the Chicago hub; he has already requested $1 billion in long-term low-interest government loans. The Commonwealth of Virginia’s Transportation Board announced approval of funding for a new train from Lynchburg to Washington, DC. The Lynchburg News and Advance reported that passenger trains were the only part of the state transportation budget that did not get cut. The funding will cover the first three years of operation, during which time the Department of Rail and Public Transportation will evaluate the service’s effectiveness and search for a permanent funding source. The Silver Star was delayed on February 17th by a passenger who claimed he had a bomb. The claim turned out to be false, although more than 200 passengers were forced to wait for over 4 hours while Virginia State Police bomb technicians and bomb-sniffing dogs inspected the train. The unidentified passenger, who was found to be in possession of what is thought to be PCP, attacked an EMS worker while being escorted off the train by local police. Another round of trackwork in North Carolina will disrupt the Carolinian and Piedmont. March 9 – April 9, Monday through Friday, the Carolinian will only operate between Charlotte and Raleigh, with no alternate transportation Raleigh-New York. The Palmetto will operate, but a bus bridge will be in place between Richmond and Rocky Mount (train service New York-Richmond and Rocky Mount-Savannah). Both trains will operate normally Saturday and Sunday. The Silver Star and Silver Meteor are not impacted, however they may experience delay due to speed restrictions. In a separate trackwork project in North Carolina, Norfolk Southern will be putting into service a second track between High Point and Greensboro. On March 2, 9, 16, 29, 30, and April 6 and 20, the Piedmont is canceled with no alternate transportation. The Carolinian is also canceled in its entirety, except for March 29 when the northbound train will originate in Raleigh and the southbound will operate over its entire route, with delay possible Greensboro-Charlotte waiting for the track gang to clear. There is also trackwork between Richmond and Williamsburg. During March 2-5 and 9-12, trains 66 and 67 will not operate between Newport News and Washington. Train 82 and 94 will swap origin points: 82 will begin in Newport News (depart 6:00am, Williamsburg 6:26am, Richmond Main Street 7:17am and Richmond Staples Mill 8:00am), and train 94 will begin in Richmond. Train 95 is unaffected, but may be subject to delay waiting for the track gang to clear. The seasonal stop at Port Kent, NY on the Adirondack will be in service from June 18 to October 12. The station is walking distance from the Port Kent-Burlington, VT ferry. Feb 27, 2009: Hotline #593February 27, 2009 The House passed and the Senate will consider next week the omnibus funding bill that will finally close the fiscal year 2009 appropriations process. As passed by the House, Amtrak would get $1.5 billion ($550 million operations, of which $114 million is reserved for the final amount of back pay to agreement-covered employees, and $940 million for capital funding and debt service payments). The capital assistance grants to states for intercity passenger rail service, which was $30 million in Fiscal 2008, is $90 million in the House-passed 2009 bill. The bill was not subject amendments in the House, but will be subject to amendments in the Senate. Encourage your Senators to maintain Amtrak’s funding; go to our Action Alert Center for contact information. Following through on earlier promises, President Barack Obama’s first annual budget (for fiscal year 2010) contained a five year, $5 billion state grant program to invest in high speed rail. This is in addition to the $8 billion already appropriated in the recently passed recovery bill, which can be spent through Fiscal 2012. While the President promised hard choices ahead in his speech to a joint session of Congress on Tuesday, it appears that high speed rail will be a beneficiary. The budget was silent on Amtrak itself, but is not the detailed budget we usually see in February; that detail apparently will not be available until April. The budget also proposes removing the “firewalls” that have insured that gasoline tax revenues go to transportation. The National Surface Transportation Infrastructure Financing Commission issued its final report February 26. The report recommends the U.S. shift from the gas tax to a mileage-based fee by 2020. The Commission was created under the same law that created the policy study commission which a year ago endorsed a big increase in funding for passenger trains. The financing commission is chaired by Robert Atkinson, president of the Information Technology and Innovation Foundation. The news release, full report and other information can be found on the DOT website After initially suggesting that the federal government should study a mileage-based highway tax to fund the Highway Transportation Fund, Secretary of Transportation Ray LaHood quickly backtracked after being criticized by Administration Press Secretary Robert Gibbs. LaHood, in what sounded like a throwback to previous administrations in denial, said, “we’re going to think creatively without raising taxes.” However, House Transportation & Infrastructure Chairman James Oberstar (D-MN) and Ranking Member John Mica (R-FL) agreed with LaHood’s call for a policy-shift, saying the examination of a mileage-based system of taxation will be a key-priority of their Committee this session. Oberstar said Gibbs doesn’t know anything about transportation and should stay out of the discussion. “I’ve got news for you. Transportation policy isn’t going to be written in the press room of the White House.” In an interview with the Wall Street Journal, Joe Boardman, Amtrak’s CEO & President, said that a passengers can expect an “incremental” improvement in rail-service in the next few years. Boardman may be in the unusual position of heading Amtrak at a time when funding for passenger trains is a question of not how many millions of dollars but how many billions—between the passenger rail reauthorization and the stimulus bill, Amtrak stands to receive more than $3 billion in funding, more than double the funding levels it usually receives. But the need for Amtrak’s chief executive to manage expectations—both public and Congressional—is a familiar one. In the interview Boardman cited years of deferred and back-logged maintenance, previous plans for little-to-no expansion coupled with record ridership, with the result a national system held together “with chewing gum and rubber bands.” While the $8 billion for high speed rail included in the stimulus bill may come with high expectations, Mr. Boardman warned that it would only go so far in addressing the primary obstacle to high speed train travel in America: separating passenger trains from freight-train traffic. Investment for intercity corridors will bring about gradual results, as new sidings and improved signaling are introduced. But they wouldn’t solve the fundamental problem of a passenger train intended to go 200 mph running on the same track as a train that is intended to go a quarter of that speed. Europe may be the gold-standard for what high speed rail can be, but their high speed trains mostly run on separate tracks. In a meeting with Vermont state lawmakers on Wednesday, Amtrak officials promised to carry out whatever decisions were made in regards to the future of the Ethan Allen Express. The Burlington Free Press, however, reports that Amtrak has warned that, given the high demand for a limited amount of train-cars across the rest of the country, any cuts to the line will be difficult to reverse. Governor Douglas’ administration has proposed discontinuing the route, and replacing it with a bus service. Administration officials project this would save around $800,000 (Vermont’s subsidy of the Ethan Allen is expected to be around $1.49 million). Amtrak’s comments about the state of high demand for train-cars is likely a response to some suggestions that this could be a temporary suspension of service, resumed once the budget is less dire. Advocates of passenger trains have rallied to save the service, citing its positive economic effects for the region. These grass-roots supporters have found reinforcements in state lawmakers, who are vocally wondering if now is the time to finally extend service to Burlington, the largest population center in the state. Several Members of Congress are calling for New Jersey Transit to be removed as the agency taking the lead on restoring passenger train service between Scranton, PA and New York City. U.S. Reps. Paul Kanjorski (D) and Chris Carney (D), and Senators Arlen Specter (R) and Bob Casey (D) wrote to Pennsylvania Governor Ed Rendell (D) urging him to facilitate establishment of a tri-state commission to see the project through to completion. The legislators say New Jersey Transit has “failed to report the necessary information about the Pennsylvania portion of the rail line to the Federal Transit Administration as required for the environmental assessment of the project…Unfortunately, New Jersey Transit has been slow to respond over the many years it has been the lead sponsor of this project. While the recovery package is prepared to fund ready-to-go projects, to my disappointment, this project is not at such a stage.” According to the Pocono Record, some advocates in western New Jersey claim that NJ Transit is focusing all of its energy on the Access to the Region’s Core project (Hudson River tunnels) at the expense of all else. Wisconsin Governor Jim Doyle (D) toured Spain this week to get first-hand knowledge of Talgo rail equipment. During his trip, Doyle held a phone press conference with media in Wisconsin and floated the idea of having the nearly idle General Motors plant in Janesville converted to train car construction. “We need to find another big-time, high-quality manufacturer, and it seems to me that rail may be a possible answer,” Doyle said. The factory is located on a rail line and is very large, making it ideal for production. Work continues to restore passenger train service between Cleveland, Columbus, and Cincinnati, despite the efforts of some Republicans in the Ohio legislature. The Ohio Department of Transportation is looking to expedite the project so that it will be eligible for federal stimulus funding. However, a study on the so-called 3-C corridor is not due from Amtrak until later this year. Republicans want ODOT to wait, but supporters are concerned that any delay risks having the project miss out on stimulus money. Rep. Ross McGregor, a Springfield Republican who is the ranking GOP member on transportation issues in the state budget, said “I think it’s a prudent, good business practice to know what that outgoing subsidy is going to be…I don’t see the harm in waiting until that study is done so we can look at our constituents and say we had all the most relevant and up-to-date information when we made our decision.” Rep. Peter Ujvagi, a Toledo Democrat who heads the transportation subcommittee of House Finance, countered, “If we had stopped to do cost-benefit analysis on how soon the highway system would pay for itself back in the 1950s, it still never would have happened.” |
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