House Subcommittee Considers Expanding Passenger Train Service at Pittsburgh Hearing

Wednesday, July 08, 2009

NARP Council Member Kenneth Joseph reports on the hearing at which he testified.

The Subcommittee on Railroads, Pipelines and Hazardous Materials of the House Transportation & Infrastructure Committee held a field hearing in Pittsburgh on June 22. I was one of the witnesses, testifying on behalf of NARP. Click here for information about the hearing and copies of all witnesses’ testimony, including mine.

Alongside me at the witness table was Henry Posner III, Chairman, Railroad Development Corporation. RDC owns Iowa Interstate but also runs some passenger trains abroad. This caused Rep. Bill Shuster (R-PA), the subcommittee’s top Republican to remark, “I’m glad to know someone can run passenger trains at a profit,” a subject that seemed important to him. Posner submitted as testimony his recent Pittsburgh Post-Gazette op-ed column arguing for public-private partnership to invest in expanding track capacity on the Norfolk Southern Harrisburg-Pittsburgh mainline to permit introduction of much faster, more frequent passenger train service.

I endorsed this in my statement, while also urging a more immediate action—reinstatement of the Three Rivers to give Pennsylvanians a second schedule choice across their state and direct, daily service between Philadelphia, other Pennsylvania points and Chicago.

Maglev got more attention in this hearing than it deserved. At least three times, Dr. Fred Gurney, PhD, President and CEO of Maglev, Inc. assured the Congressmen that the Maglev line in China is “what President Obama and Vice President Biden mean when they say ‘high speed rail.’ ” Rep. Jason Altmire (D-PA), who chaired the hearing, was sympathetic and expressed hope that Maglev Inc. would soon receive $45,000,000 to prepare construction drawings for its Pittsburgh-Greensburg maglev line.

In response to questions, Lorenzo Simonelli, President and CEO of GE Transportation, suggested that GE’s new generation of clean, diesel-electric locomotives would be a better option than maglev. Simonelli’s excellent presentation elicited support, partly of course because the units would be built near Erie, PA.

The strangest testimony came from Patrick J. McMahon, president of Amalgamated Transportation Union Local 85, the local transit operator’s main labor union, who dismissed the whole idea of high speed rail and stated that we should build light rail instead. He suggested various specific extensions to the Pittsburgh light rail system that I—as a lifetime Pittsburgh resident—did not think were very well thought out. He also criticized the proposal to run commuter rail from New Kensington to Pittsburgh on the Allegheny Valley Railroad. Reasonable people can disagree about the merits of this concept, but it has many supporters, including Rep. Altmire.

Rep. Shuster provided a light moment when he asked Dr. Gurney, “I read somewhere that maglev could go straight up.” The maglev advocate replied, “You probably could, but you wouldn’t want to for passenger comfort reasons.”

Unfortunately, I was the only witness to address what could be done to improve service to Western Pennsylvania in the near future. Rep. Altmire was particularly interested in improving Pittsburgh to Cleveland, although it was not clear if he was looking for near term or long term improvments.

—Kenneth Joseph
Member, NARP Council of Representatives

Posted by NARP

Flag Stops: Limited Resources Edition

Tuesday, July 07, 2009

Good news from Washington and Oregon, not-so-good news from New York and Florida, and more subsidies for automobile use, both explicit and disguised.

—Malcolm Kenton and Ross Capon

Posted by NARP

Ways Without Means

Thursday, July 02, 2009

Food for thought on one of the busiest travel holidays of the year.

Few would defend America’s current transport policy. Each year congestion costs more than $78 billion in wasted hours and petrol. Washington’s main transport strategy has been not to have one. The Department of Transportation (DoT) runs 108 different programmes. But an integrated system for planning—one that includes passenger rail, freight, highways and mass transport—does not exist. Full analyses of projects’ costs or benefits are rare. —The Economist, June 20-26

As we head into one of the busiest travel holidays of the year, when many will face slow going on the roads and crowded flights, it is a good time to remind ourselves just how much work is needed to make our society as mobile as it could be. Despite a small drop in gas prices, USA Today reports in a cover story that the country is in the midst of “the longest and steepest decline in driving since the invention of the automobile.” Since last November, the drop in vehicle miles traveled on American thoroughfares is akin to “taking between 8 million and 10 million drivers off the road.” Much of this may be due to the state of the economy, which is forcing many to forego travel or adjust their plans, but the article also notes the increasing number of Americans opting for less car-dependent lifestyles. It makes one wonder if we would be better able to weather this recession if we had a smart transportation strategy, one that provided real choices and made getting around safer and more affordable, accessible and enjoyable for all. Motor vehicles alone will not be able to provide the mobility people are demanding in a way that enhances our quality of life.

Fortunately, the woeful state of American mobility is receiving long-overdue attention in Washington. But, as The Economist notes (and NARP has been pointing out for some time), the main well of money for transportation improvements is about to run dry, and we don’t have a viable plan for replenishing it. A set of worthy goals has been written, but the Obama Administration wants to borrow from the General Fund to pay for them, a desire confirmed in a document released by DOT this week (see Hotline #611, 3rd story). Tapping into the Treasury for such consistent expenditures is highly unsustainable in the long run as it adds to the defecit and relies on the whims of Congressional appropriators. The Administration says it needs more time to figure out a sustainable long-term funding mechanism that will also repay the loans from the General Fund.

Congress has given us “cash for clunkers,” yet we struggle to find the cash to overhaul our ‘clunker’ of a transportation system. If we don’t get on track (literally and figuratively) to a robust and sustainable system now, all Americans will continue to pay a higher price: as travelers, consumers and taxpayers. It’s up to all of us as citizens and voters to give our leaders the political will to do what needs to be done. We must pay a little more now to build the safe, efficient, multi-modal mobility network we deserve in order to avoid a great deal of pain later.

—Malcolm Kenton

Posted by NARP

David Johnson: MARC’s Gain, NARP’s Loss

Wednesday, July 01, 2009

A final tribute to NARP’s former Vice President.

Prompted by publication of David R. Johnson’s early-May move to MARC in our latest newsletter, I’d like to share what I said to our Council of Representatives in Washington on April 22:

Since we’ve given out a lot of certificates the past few days, pretend that I’m reading from another certificate, although it’s a little verbose because it’s only a virtual certificate.

The Hard Working Passenger Train Advocacy Award is presented to:

David Johnson

To thank him for five and a half years of tireless work for the members of NARP and for rail passengers in general and to tell the world that MARC Train Service’s gain is NARP’s loss.

David is the ultimate self-starter. I’d be a rich man if I had a dollar for every time I asked him to do something and he responded, “I’m three steps ahead of you. It’s already done.”

He is the energizer bunny. He reviews incredible volumes of incoming e-mail and exercises great judgment about which ones need my attention. He taught himself how to do layout for the newsletters, the posters you see displayed at Board and now Council meetings, the use of Constant Contact the handsome messages that now go to our members, and acquired countless other technical skills that you might not associate with a “Vice President,” but in a small organization everyone pitches in.

Thanks to his outgoing personality he knows and is respected by more front-line railroaders than you could imagine, including the conductors who have known him riding the Newport News line since he was a child. So he has an impressive knowledge of what is actually going on out there.

I always try to think of a silver lining. As a Maryland taxpayer, I’m happy that MARC with David is about to get a pretty big bang for the buck. And we all should be proud of the growing number of passenger train professionals—going back to Dr. Anthony Perl and Amtrak’s Jonathan Hutchison (Government Affairs/West)—who have done part of their learning about the industry while working for NARP.

But I really did not look forward to losing David. David, thank you for all you have done, for your work and your friendship.

Given this 21st Day of April, 2009 at the NARP Council of Representatives Meeting, Washington, DC.

—Ross B. Capon

Posted by NARP

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