NARP agrees with President Bush that it is a “serious problem” that “America is addicted to oil, which is often imported from unstable parts of the world.” However, addressing this problem requires corrective actions on many fronts.
For example, President Bush’s FY 2006 budget--to be released next Monday--should include funding to make intercity passenger rail a more attractive and widely available choice. Such funding would give credibility to such statements by Transportation Secretary Norman Mineta as, “The President and I want to save Amtrak and improve passenger rail service” (St. Louis, March 10, 2005). Amtrak ridership rose in each of the last three years, and in eight of the last nine years. The company is not perfect, but the key problem is inadequate federal funding.
Sen. Trent Lott (R-MS) said at a January 17 news conference announcing his re-election bid, “Part of my goal, hopefully, is to put a little pressure on the administration, because I don’t think their [passenger rail] proposal has any credibility at all, and on the House to go ahead and address this issue. And then let’s get into conference and see if we can get a bill that would be good.”
In a related move, the House Ways and Means Committee at a 1:45 PM session today, in accordance with its chairman’s mark, is expected to strip tax (funding) provisions from a bill (H.R. 1631) intended to help finance high speed rail infrastructure projects. The same thing happened in 2003. The action reflects the reality that passenger rail needs--but does not currently have--a champion on the House Ways and Means Committee.
[NARP’s analysis of intercity passenger rail and energy efficiency can be found here on our website. This was written in 1979, but the arguments have changed little in 27 years.]
--Ross B. Capon, Executive Director
National Association of Railroad Passengers
Washington, D.C.—The Administration’s proposal of $900 million for Amtrak in Fiscal 2007 brings President Bush back to the levels he proposed two years ago and three years ago, except of course that inflation has eroded the value of $900 million. Hopefully, the Administration recognized that Congress soundly rejected last year’s proposed zero, substituting $1.3 billion in its place, and the Administration is now expressing some flexibility to negotiate a more realistic budget.
In any event, Amtrak cannot survive at $900 million. The Administration says it is designating $500 million for “capital needs and maintenance”. The budget request shows zero for operating grants, evidently because the remaining $400 million will instead be called, in the words of DOT Secretary Norman Mineta, “‘Efficiency Incentive Grants’ to encourage reform...”
But to actually support a $500 million federal grant for capital, Amtrak needs $1.3 billion in all. The Administration in effect is saying, “We’re going to cut Amtrak’s total funding by $400 million while cutting zero from capital.” That is unrealistic. Here’s the math:
Fiscal 2006 appropriation :
$ 490.05 million for operations
$ 772.2 million for capital and debt service
$ 31.38 million for efficiency incentive grants
$1293.63 million total
Fiscal 2007 Administration request :
$ 500 million for capital
$400 million for efficiency incentive grants and debt service
$900 million total
NARP Executive Director Ross B. Capon said, “It will also be important to see what the Administration means when it says ‘Amtrak will need to better manage all its resources, including Federal and state contributions, ticket revenue, and other sources. To help ensure this occurs, the Budget proposes allowing DOT to target Federal subsidies based on Amtrak’s progress making reforms.’”
Capon noted, “It is generally recognized that Amtrak has been working to ‘better manage all its resources’ at least since the middle of 2002 when David Gunn arrived. Amtrak is under a mandate to achieve a certification from the DOT Inspector General by July 1, 2006, that Amtrak has achieved ‘operational savings.’
“Amtrak is working on a number of fronts to assure that it will get that certification--most conspicuously, reducing personnel requirements on many dining cars. If the Administration is determined to expand the amount of outside micromanaging Amtrak must contend with, that is more of a Trojan horse than an olive branch.
“Ending the interminable debate over intercity passenger rail, and resolving to develop a stronger system, would be consistent with President Bush’s expressed concern over America’s addiction to oil. A key ingredient in any fight to beat that addiction must be development of a more robust rail passenger system.
“Moreover, the budget does not contain any request to fund a federal/state partnership to develop new routes and services – a program that the Administration, Congress and states all have said they support. It is critical that funding for the partnership be in addition to and not in place of funding needed to carry out Amtrak’s strategic plan.”
Mineta said in a statement today, “In last year’s budget, we demanded reform, and over the past year, both Amtrak and the Congress have responded. In recognition of this progress, and with the expectation that we will see much more by the end of the fiscal year, the President requests funds to help Amtrak make the transition to a new and better model of intercity passenger rail.”
Amtrak Acting President and CEO David Hughes issued a statement which avoided criticizing the Administration request. Hughes said, in part, “This is the first step in a nine-month process. Last year, Congress voted and the President signed an appropriation for Amtrak of $1.3 billion for FY06. This year, we again look forward to working with Congress and the Administration as we make the case for federal support.”
Capon said, “We urge the Administration to begin constructive negotiations with the Congress that will ultimately lead to a FY07 appropriation that will provide Amtrak with the resources it needs to maintain and improve its current services and that also provides new resources to fund the federal state partnership program for intercity rail development.”
A Harris poll released February 8 found that, “as personal travel and freight transportation grows in the future, the American public would like to see an increasing proportion of that traffic going by rail…The modes of transportation which the largest number of adults would like to see ‘have an increasing share of passenger transportation’ are: commuter trains (44%), long-distance trains (35%), local bus service (23%), and airlines (23%).” The comparable percentage for “long-distance travel by car” was just 10%, long-distance bus service 6%.
(Note: An internet search on “Harris poll” right now brings up the organization’s homepage with details on this poll, headlined The Harris Poll® #14, February 8, 2006; Americans Would Like to See a Larger Share of Passengers and Freight Going By Rail in Future; Safety and energy efficiency seen as top priorities for future of passenger transportation.)
Freight rail also received strong support in the survey: “Freight railroads (63%) come far ahead of all other modes that adults would like to see have an increasing share of freight transportation. They are followed by: Air freight (35%), and Trucks (24%).” 47% of respondents were primarily concerted about safety, while 44% were concerned about energy efficiency and 29% by cost. Survey participants also want to see federal government involvement to continue, “When it comes to the transportation system ‘in the nation as a whole,’ two-thirds (68%) of adults believe this should be a responsibility of the federal government.”
Amtrak Chairman David Laney presented Amtrak’s Fiscal 2007 budget request which is $1.598 billion. He appeared this morning before the Senate Appropriations “Subcommittee on Transportation, Treasury, the Judiciary, Housing and Urban Development, and Related Agencies.” The subcommittee first heard testimony on transportation overall from Secretary of Transportation Norman Y. Mineta. This was followed by an Amtrak panel that included Laney, Acting President & CEO David Hughes, Federal Railroad Administrator Joseph Boardman, and Mark Dayton, a senior economist with the DOT Office of Inspector General. [The subcommittee plans a separate hearing on aviation next month.]
In addition, Amtrak’s grant request lists $275 million in “strategic investment options,” bringing the total implied request to $1.873 billion. Laney said, “For the first time since I’ve been on the board, we have the most constructive relationship with DOT and Federal Railroad Administration that we’ve ever had.” He said the board would receive proposals for reform at its April meeting, but that would not include First Class service. An obvious concern is whether “reform” of sleeping car service beyond what Amtrak has already plans to do with dining cars would mean anything other than eliminating the service and ultimately the trains. Secretary Mineta also was critical of sleeping cars.
Subcommittee Chairman Christopher Bond (R-MO) and Ranking Member Patty Murray (D-WA) both highlighted the big budget holes the subcommittee faces in the wide variety of programs it covers as a result of the Bush Administration’s budget. This included $400 million for Amtrak (just to get it back to this year’s $1.3 billion) and $1.557 billion for aviation. Bond referred to a “$2 billion rescission of Section 8 funds that I don’t think are available,” and said the Administration budget assumes many “fees and rescissions that Congress will not approved.” But Murray also acknowledged that DOT, with overall spending up almost 5%, fared better than many other departments.
Bond chastised Mineta on Amtrak, saying he had hoped to see a budget request supported by a realistic implementation plan. “That was an empty hope.” He said the Administration must be “prepared to implement a reform plan that is supported by the budget.” He noted that the current budget proposal is unrealistic, partly because it completely ignores Amtrak’s debt service payments—“The debt is there and must be paid even if we don’t like how it was incurred.”
Murray remarked that, “despite the fact that all members of the Amtrak Board were appointed by President Bush, their request is some $700 million more than the Administration requested. Apparently those Bush appointees know something about the national network and Amtrak’s costs that the ideologues don’t.” She also noted that rebuilding of the Northeast Corridor, while necessary, has consumed ”just about every dollar of increased appropriations we have provided in the last few years” to Amtrak. She further noted that ridership growth has been stronger outside the Northeast Corridor, citing these FY 2005 increases—Chicago-St. Louis 14%, Empire Builder 9%, St. Louis-Kansas City 7% and Cascades 4%.
Sen. Bennett (R-UT) again complained that the California Zephyr did not do enough business in Salt Lake City, and joked to Sen. Richard Durbin (D-IL), “I’ve been trying to give you Utah’s Amtrak subsidy for years.” Bennett said he thought “less than a dozen passengers a day debarked in Salt Lake City, maybe 120 a week.” Amtrak’s on-line state fact sheet suggests the number is 254 a week, but the central point—as we noted a year ago—is that Utah is uniquely served at bad hours of the day (Salt Lake City 3:30 AM eastbound, 11:45 PM westbound); other states along the route do much better.
Durbin said Amtrak was vital to Illinois, both Chicago and downstate. He asked, “Is the administration’s intent before you leave office to let Amtrak wither and die?”
Dayton attacked subsidies that go to Amtrak First Class passengers.
On the positive side, he said Amtrak “has made strides in reforming its food service provision and may have in place a process that will achieve break-even or marginally profitable provision of food service on its trains.”
Referring to all of Amtrak, his written statement said, “For the last four years, annual cash losses have exceeded $600 million, though their persistence at this level primarily is attributable to increased interest expense. Amtrak has made some progress in controlling its cash operating loss, excluding interest.” [As we have previously noted, Amtrak has taken no new debt on since June 2002, and total outstanding debt declined by $300 million from September 2002 to December 2005.]
He said the “Amtrak board and management seems committed to reform, but the heavy lifting has just begun.” He also said Amtrak needs $1.4 billion just to keep the existing system in tact, without any significant improvement in state of good repair, and with little margin for error—insolvency could result from any serious unanticipated problem. He suggested consideration of a separate working capital appropriation of $125 million, which should not be available to Amtrak for ordinary business activities.
But he said first class seeping car service is “still a problem. We find any subsidy for First Class service unacceptable and have yet to see even a pilot program for its elimination.” NARP sees this comment as a stalking horse for outright elimination of the national system, particularly when coupled with the IG’s recommendation that “power to determine [Amtrak] services [devolve] to the states.” States tend to focus on intra-state needs, which is why NARP and Amtrak consistently have said that the national network trains should be a federal responsibility.
The House Transportation & Infrastructure Amtrak Working Group (majority members) just released their report, which is available on their web site. [A Democratic report was released earlier this week.] The majority’s emphasis is unduly negative.
One third of the two-page “executive summary” is devoted to arguing that passenger and freight trains cannot effectively use the same tracks. This is not true. Investments at “choke points” would significantly enhance performance of both freight and passenger trains. See the “Network Reliability” discussion at pages 12-14 of Amtrak’s Grant and Legislative Request, also released this week and available on >Amtrak’s website in which Amtrak recommends $50 million to address such chokepoints.
The executive summary also is incorrect to state that Amtrak “only pays the incremental increase in cost of having passenger rail operating on the freight rail system.” This statement ignores the incentive payments that Amtrak makes where railroads provide reasonable on-time performance.
Finally, consider the statement at page 3 that Amtrak’s funding “is mismanaged to such an extent that public and Congressional confidence is very low.” Amtrak’s federal grant has risen in recent years precisely because Amtrak management restored Hill confidence in the railroad. The $1.3 billion Amtrak got for the current fiscal year is up 24% from the Fiscal 2003 level of $1.04 billion.
Washington, D.C.—The Dr. Gary Burch Memorial Safety Award will be presented tomorrow evening to Lanny F. Wilson, M.D., of Hinsdale, IL for his voluntary service over 12 years as the first chairman of the DuPage Railroad Safety Council. This organization has worked since 1994 to help the State of Illinois achieve lower fatality rates at railroad crossings, passenger stations and along rights-of-way. The presentation will be at a 5:30-7:30 reception of the National Association of Railroad Passengers, in the Foyer of the Rayburn House Office Building (presentation likely around 6:00).
Dr. Wilson became involved after his son and daughter were involved in a 1994 railroad crossing crash in Hinsdale, in which his daughter died.
He was nominated by Metra, the Chicago-area commuter railroad, for providing “continuous leadership to the [DuPage Railroad Safety] Council. With dedicated, confident, and challenging inspiration, he has moved people and resources, and called attention to safety issues in a way that enhances the life-saving impacts of new laws, public awareness campaigns and engineering changes.”
The council has had statewide impact and is in contact with allied groups and individuals in other states.
The nomination notes that Dr. Wilson “actively supports law enforcement efforts to educate the public, and to use enforcement as a prevention method. He has communicated with court officials the Council’s concerns about the lack of attention and follow-through on enforcement efforts. He communicates with railroad officials and federal and state legislators, including support for efforts to strengthen Illinois enforcement laws.”
The Burch Award honors individuals who have significantly enhanced rail passenger safety. It is named after the victim of a 1991 passenger train derailment in South Carolina. The Burch family established the $1,000 award in 1994 and has sponsored it ever since. More information on the award, and past winners, can be found here on our website.
NARP is a non-profit, non-partisan membership organization that works for more and better passenger train service in the U.S.
Washington, D.C.—The National Association of Railroad Passengers this year presented its George Falcon Golden Spike Awards to:
Senator Trent Lott (R-MS),
Senator Robert Byrd (D-WV),
Representative Steve LaTourette (R-OH), and
Representative Corrine Brown (D-FL).
With the Golden Spike Award, the Association honors legislators for their:
understanding of transportation issues,
vision of what a fully developed rail network could do for America, and
leadership in promoting rail development.
The award texts are shown below:
Lott: Senator Lott has been an outspoken defender of our national rail passenger network. His tireless work for practical reforms to improve that network’s viability and to expand service has been invaluable.
Byrd: For more than three decades, Senator Byrd has worked to defend and improve our national rail passenger network. His work has been critical to preserving the system in general, and service to West Virginia, northern Kentucky and southern Ohio in particular. We are grateful to him for remaining a steadfast supporter over these many years.
LaTourette: Chairman LaTourette’s work to defend and improve our national rail passenger network has been invaluable. His leadership in helping Congress respond positively to the public’s desire for a national rail passenger system under difficult circumstances is greatly appreciated.
Corrine Brown:When the opponents of our national rail passenger network put forward their strongest challenge, Rep. Brown’s eloquence in defending our national rail passenger network was invaluable. Her role in helping Congress respond in a positive, fact-based manner to the public’s desire for a national rail passenger system is greatly appreciated.
NARP is a non-profit, non-partisan membership organization that works for more and better passenger train service in the U.S.
[Note: Photographs of each legislator accepting his or her award will be available.]
Washington, D.C.—Amtrak’s 35th birthday is Monday, May 1. In observing this anniversary for a resource whose importance the public increasingly recognizes, reporters are urged to consider the following facts.
Ridership increased in eight of the last nine years. The Fiscal 2005 level of 25.4 million is up 29% from 1996.
Similarly, the yield (average revenue per passenger mile) rose in ten of the last eleven years, with the FY 2005 level up 65% from the 1994 level. Amtrak is not “buying” ridership with cheap fares.
Northeast Corridor “endpoint” on-time performance was 90% in March and a similar level in April. The premium Acela service is largely recovered from last year’s technical problems that sidelined the train-sets from April to September.
Long distance trains are well-used. They accounted for 47% of Amtrak’s passenger-miles last year (a passenger-mile is one passenger carried one mile). The average long distance train carried 356 passengers per trip.
Long distance trains are the only intercity passenger trains in 25 states.
It is misleading to say “buying everyone a plane ticket is cheaper than running an Amtrak train.” Many Amtrak cities have no air service and many more have no discount air service. Also, many Americans cannot or chose not to fly.
Amtrak is controlling food and beverage costs. On most long-distance trains, Amtrak is revising dining car processes and reducing on-board staff; reductions began before Christmas on two routes and are scheduled to be complete before the end of May.
Carriers worldwide consider on-board food and beverage service as necessary to attract business, not as profit centers. They measure food losses as a percentage of ticket revenues. In a November 2005 speech, Jonathan Metcalf, Chief Operating Officer of Britain’s Great Northeastern Railway, said that food service on his trains, “probably loses [$3.5-$5.4 million US] a year. If we didn’t do food, we’d lose passengers...it’s a key reason why they travel with us…we probably would have lost [$35-$54 million US] in ticket revenue [without food service].”
Amtrak is doing more with fewer employees—the headcount was 24,877 at the end of September, 2001, and 18,944 at the end of February, 2006. On an “apples-to-apples” basis (excluding about 1,630 employees transferred to MBTA in 2003 and Metrolink in 2005), the headcount declined about 4,300 or 18.5%.
Amtrak has taken on no new debt since June 2002. From September 2002 to December 2005, Amtrak reduced its outstanding debt by $300 million.
The recent rise in gasoline prices reinforces Harris Poll released February 8 showing strong public support for more intercity and commuter passenger rail. Harris’s release began: “As personal travel and freight transportation grows in the future, the American public would like to see an increasing proportion of that traffic going by rail. Commuter and long-distance trains top the list of nine modes of transportation that adults would like to see ‘have an increasing share of passenger transportation.’” The poll is available online.
NARP is a non-profit, non-partisan membership organization that works for more and better passenger train service in the U.S.
Washington, D.C.—For cleaning, refurbishing, and landscaping at the Crawfordsville Amtrak station, and for promoting rail travel in their community via editorials, letters, and public presentations, Dr. Helen Hudson’s English classes at Crawfordsville High School were honored with the second-ever Youth Rail Passenger Citizenship Award. The Award was presented during the students’ trip to Washington in late April. They made the South Bend-Washington round-trip on Amtrak’s Capitol Ltd.
Their stay in Washington also included a visit to the White House, and several Capitiol Hill meetings where they discussed the importance of passenger trains with members of Congress, the Department of Transportation (including Secretary Mineta’s office), the Federal Railroad Administration and others. They made personal contact with about 40 senators and representatives and their staffs during their four-day visit to the Capitol.
The Association contributed $500 toward the students’ Indiana-Washington, DC trip, and hosted the students at an evening reception on Capitol Hill and at two luncheons.
The project was supported by an Indiana Learn-and-Serve Grant and various other grants and donations. At the invitation of Indiana’s school superintendent, Crawfordsville Superintendent of Schools Kathleen Steele did a presentation on the project in Chicago at a national convention of school superintendents in early April.
The students also benefited from a federal TechKnowBuild grant which provided each student with a laptop computer and also stipulated that students using the laptops be involved in an authentic community problem. Such school-community endeavors are known as problem-based learning, and so “PBL: Amtrak” found its name.
Students Elizabeth Helling and Ellen Miller gave the group’s imaginative PowerPoint presentation on their project to the Association’s board of directors, noting that Amtrak ridership at Crawfordsville doubled in between 2003 and 2006. The two students were joined by their nine colleagues to answer questions from the board. A total of 11 students made the Washington trip along with Dr. Hudson and chaperone Elizabeth Justice.
NARP Board Member John Mills of Topeka, KS, one of the senior members of the Association’s Board, spoke for many when he told the students that their work and presentation were the most inspiring he had seen in almost 30 years of attending NARP board meetings. NARP President George Chilson announced that the students have been made members of the association.
The entire project involved 34 students, both this year’s seniors and juniors. In addition, five freshmen helped with landscaping.
At the April 21 luncheon, Amtrak Acting President and CEO David Hughes—who addressed the NARP board—was on hand and helped the Association honor the students.
More information is here on the NARP website, or contact Dr. Hudson at (765) 362-3603 (home); (765) 362-2340 (school); .
A grand opening for the refurbished station was held Sunday evening, May 7. The mayor was on hand, and the students cut the ribbon on the station to symbolically return the station to the community.
Washington, D.C.—The Board of Directors of the National Association of Railroad Passengers, meeting in Washington, DC, approved a resolution urging Amtrak to restore the New Orleans-Orlando segment of the Sunset Limited now that CSX tracks have been restored to a higher standard than existed before Hurricane Katrina.
The Association sees New Orleans-Florida as a vital link for travelers. It is the only east-west link between Florida and Western points that does not require transferring in Washington or Chicago. Moreover, based on FY 2004 data, 41% of Sunset Ltd. revenue came from passengers using the New Orleans-Orlando segment, that is, people whose trips were confined to that segment plus people traveling between points east and west of New Orleans. In other words, a segment that accounts for only 28% of Sunset train-miles generated 41% of the route’s revenues.
The Association also believes that Amtrak’s failure to restore the train is not lawful. Amtrak never served the legally-mandated six months notice on the affected states.
The full text of the board’s resolution follows.
NATIONAL ASSOCIATION OF RAILROAD PASSENGERS
RESOLUTION
FOR IMMEDIATE RESTORATION OF SUNSET LIMITED BETWEEN NEW ORLEANS AND ORLANDO
WHEREAS, The Sunset Limited is part of Amtrak’s basic national passenger train network, and is the only route connecting California, the Southwest, Texas and New Orleans with Florida,
WHEREAS, the eight states connected by the Sunset corridor contain one third of the nation’s population and account for one half of its population growth since 1970, and
WHEREAS, the area from New Orleans east to Florida suffered severe damage from Hurricane Katrina in August 2005, which caused such extensive track damage that train operation over the route was impossible, and
WHEREAS, CSX fully repaired the damage to its tracks over a month ago, and
WHEREAS, the track is in better condition today than it was prior to the storm, and
WHEREAS, Amtrak has to date elected to not restore the Sunset Limited east of New Orleans, citing that other options and routings are being studied, which may take years, if ever, to implement, and
WHEREAS, NARP has always been willing to work with Amtrak on alternate routings of any service that would improve service to the public and economic performance, and
WHEREAS, in other parts of the country, Amtrak promptly restored passenger train service after weeks of interruption as soon as storm damaged track was repaired, and
WHEREAS, Amtrak has in effect ‘discontinued’ this service without following the rules and regulations governing passenger train discontinuance, and
WHEREAS, this service discontinuance jeopardizes continued operation of the Sunset Limited between New Orleans and Los Angeles and of other routes that depend on connecting revenue from the Sunset in Los Angeles, San Antonio, New Orleans and Jacksonville, and
WHEREAS, the people of the Gulf Coast have already suffered extensive quality of life deprivations including a dramatic reduction in their transportation options, and
WHEREAS, economical rail passenger transportation is especially needed now in view of increased fuel costs, and
WHEREAS, Amtrak’s continued refusal to restore this New Orleans-Florida service that Amtrak is obligated to provide is an affront to the people of this region, adding further insult to catastrophic storm related injuries that the people of this region have already borne,
NOW, THEREFORE BE IT RESOLVED THAT:
THE NATIONAL ASSOCIATION OF RAILROAD PASSENGERS CALLS UPON AMTRAK AND ITS BOARD TO MEET THEIR MORAL AND LEGAL OBLIGATIONS BY IMMEDIATELY RESTORING THE SUNSET LIMITED ON THE ROUTE SEGMENT EAST OF NEW ORLEANS TO ORLANDO, FLORIDA, SO THAT FULL SERVICE BETWEEN LOS ANGELES, NEW ORLEANS AND ORLANDO IS RESTORED TO WHAT IT WAS PRIOR TO HURRICANE KATRINA, and
BE IT FURTHER RESOLVED THAT:
THIS RESTORED SERVICE BE OPERATED CONTINUOUSLY UNTIL SUCH TIME AS AN ALTERNATE ROUTING IS AGREED UPON AMONG THE STAKEHOLDERS AND IMPLEMENTED TO SERVE THESE MAJOR POPULATION CENTERS, and
BE IT FURTHER RESOLVED THAT:
A COPY OF THIS RESOLUTION BE DISTRIBUTED TO MEMBERS OF CONGRESS AND THE MEDIA IN ALL OF THE STATES SERVED BY THE SUNSET CORRIDOR
Washington, D.C.—As a House appropriations subcommittee approved $900 million for Amtrak in Fiscal 2007, the subcommittee’s chairman, Joe Knollenberg (R-MI) said, “Obviously, we’re going to have to find an increase in funding down the way.” Rep. John Olver (D-MA), the subcommittee’s top Democrat, called $900 million “a shutdown number.”
National Association of Railroad Passengers Executive Director Ross B. Capon said, “It is vital that Chairman Knollenberg’s prediction of increased funding be fulfilled. At a time of high gas prices and growing uncertainty about future energy supplies, it makes no sense to cut passenger train service. The longer Congress and the Administration starve intercity passenger rail, the angrier the American people will be when they discover they don’t have choices that help them adapt to higher energy costs while still preserving their freedom to travel and maintaining their quality of life.”
In approving $900 million, the Subcommittee on Transportation, Treasury, and Housing and Urban Development, The Judiciary, District of Columbia, came in $390 million below this year’s $1.298 billion Congress, and $698 million below what the Amtrak Board – all Republicans appointed by President Bush – says it needs to continue operating and improving Amtrak next year.
The subcommittee also ignored the Amtrak board’s well documented request for an additional $275 million, $100 million of which would go to the Transportation Secretary for use in providing federal matching grants to states to improve and expand intercity passenger rail services.
A year ago, the same subcommittee approved a “shut down” figure of $550 million, but even that low level was significantly above the Administration’s zero funding request. This year, the subcommittee merely accepted the Administration figure.
Amtrak says it needs $495 million next year to support operations (Amtrak’s board calls this “a significant stretch goal”) and $295 million for debt service.
A $900 million appropriation would leave only about $100 million for capital projects, most of which would be consumed by “legally mandated” investments--compliance with environmental and other laws. With rolling stock heavy overhauls and work on infrastructure halted, service quality would immediately begin a downward spiral, and chances would grow that the failure of a moveable bridge would end Boston-New York service.
Amtrak has used increased funding in recent years for capital improvements, not operations. Operating grants have remained stable even as ridership has grown.
Americans want passenger rail. A Harris poll released February 8 found that, “as personal travel and freight transportation grows in the future, the American public would like to see an increasing proportion of that traffic going by rail...The modes of transportation which the largest number of adults would like to see ‘have an increasing share of passenger transportation’ are: commuter trains (44%), long-distance trains (35%), local bus service (23%), and airlines (23%).” The comparable percentage for “long-distance travel by car” was just 10%, long-distance bus service 6%.
The legislation next goes to the full House Appropriations Committee, in early June. Passenger rail supporters should raise the Amtrak funding level in full committee, rather than rely on a repeat of last year’s House floor action which “rolled” the leadership and increased funding from the committee-passed $550 million to $1.2 billion.
NARP is a non-profit, non-partisan membership organization that works for more and better passenger train service in the U.S. Our mission is to work towards a modern, customer-focused national passenger train network that provides a travel choice Americans want.
Washington, D.C.—In a statement filed today with the Senate Appropriations subcommittee that controls Amtrak, the National Association of Railroad Passengers strongly endorsed Amtrak’s full funding request. The statement noted, “Viewed in the context of national need and world energy concerns…Amtrak’s request, which totals $1.873 billion, is conservative.”
NARP approvingly quoted a May 28 New York Times editorial: “Amtrak, which at one point was to have received zero federal funds after 2002, has been offered $900 million by the administration for next year. That amount is so low it should be an insult…If President Bush really wants transportation alternatives, it is time for a strategic look at how the railroads can serve as an even more important escape valve for the nation’s overloaded transportation system.”
NARP’s statement, like a similar one filed April 14 with the House appropriations subcommittee, listed some areas where Amtrak initiatives already are improving—or should be undertaken to improve—Amtrak’s financial performance:
· modernizing equipment maintenance practices, which Amtrak’s own inspector general called 20 years out of date compared to practices of the major freight railroads;
· food service; and
· restoring mail carriage “where this would be incrementally profitable,” since “every study of which we are aware indicated mail was profitable for Amtrak”.
NARP noted that Amtrak’s yield (average revenue per passenger-mile) has risen steadily, with
· FY 2005 yield 65% above the FY 1994 level;
· Yield for first seven months of FY 2006 (October-April) 9.8% above the same months in FY 2005.
Capon said, “If anything, Amtrak arguably has been too aggressive in raising fares.” NARP praised California’s policy of underwriting relatively low fares on its three Amtrak corridors, saying, “Lower fares mean higher ridership, and help America and its people deal more effectively with scarce oil.”
NARP urged “Congress to hold Amtrak accountable for the bottom line, but to be as restrained as possible with regard to specific directives as to how to get there. The history of Amtrak is replete with examples of ‘good legislative intentions’ which sometimes have resulted in higher costs rather than reform—including directives in the 1980s regarding food service. The more the law contains specific directives about how to manage the company, the greater the danger that management focus would be distracted from doing what is best for the bottom line, and that responsibility for results would shift from management to the sources of the specific directives.”
The full text of the statement (and our earlier House Appropriations statement) is available here on our website. Our May 26 release, issued after that subcommittee approved just $900 million, is in our News Release section.
Full name of the Senate subcommittee: Subcommittee on Transportation, Treasury, the Judiciary, Housing and Urban Development, and Related Agencies.
Washington, D.C.—This evening the House Appropriations Committee approved its Transportation/Treasury/HUD/Judiciary/District of Columbia appropriations bill, rejecting on voice votes two amendments which would have lifted Amtrak funding above President Bush’s requested $900 million level, widely regarded as a shutdown level.
Rep. John Olver (MA), top Democrat on the relevant subcommittee offered an amendment that would have increased Amtrak funding by $400 million. It was part of a $1.7 billion amendment, the balance of which was for housing programs. As Olver put it, these increases would be paid for by increasing taxes on each millionaire by $4,700.
Later, Rep. John Sweeney (R-NY) offered an Amtrak-specific amendment which would have increased Amtrak by $291 million. Sweeney said Congress asked Amtrak to reform “and they have,” citing improved accounting procedures, restructuring of dining car staffing, and improvement of business practices.
He said, “We need to push forward on this discussion,” noting that Amtrak reduces dependence on foreign oil. He cited Oak Ridge National Laboratory statistics indicating Amtrak is 18% more energy efficient per passenger-mile than airlines, 17% than automobiles. He also cited Amtrak’s importance in the wake of 9/11. He said the Northeast would “suffer incredible economic strife if Amtrak shuts down.”
Rep. Marcy Kaptur (D-OH) also spoke in favor of Amtrak, noting that the bill currently falls $698 million short of what the Amtrak board says it needs. She also rebutted the impression that Amtrak is giving away tickets, saying Amtrak’s yield (revenue per passenger mile) has risen every year save one since 1994, with the 2005 yield 65% higher than that in 1994.
Once again, however, the offsets were unacceptable, both to Olver and Subcommittee Chairman Joe Knollenberg (R-MI). Sweeney said the offsets involved administrative expenses. Olver said he would oppose the amendment, reluctantly. Knollenberg said Sweeney’s offsets “would tear this bill apart,” taking $50 million from the Judiciary, $11 million from Federal Transit Administration and $5 million from the National Transportation Safety Board.
The next step in the funding process will be on the House floor, where at least the bill arrives with more for Amtrak than was the case a year ago—$900 million vs. $550 million.
Washington, D.C.—On a roll call vote of 266-158, with 71 Republicans voting yes, the House just approved the LaTourette-Oberstar Amtrak amendment, which increases Amtrak funding from $900 million to $1.114 billion. More details to follow tomorrow; the Amtrak funding battle now moves on to the Senate.
Also today, NARP sent the following letter to Secretary Mineta, expressing concern about his failure to mention rail in his recent report on congestion. The letter is available here on our website.
Washington, D.C.—Today, the Bush Administration announced Transportation Secretary Mineta’s resignation, effective July 7. Separately, DOT General Counsel Jeffrey Rosen, who has represented Mineta on the Amtrak Board, leaves DOT July 3, to join the Office of Management and Budget.
NARP President George Chilson wrote to U.S. Transportation Sec. Norman Mineta on June 13, asking why the Department’s recently released white paper on reducing transportation congestion did not cite either freight or passenger rail as possible solutions. The letter, which was sent to reporters on the 13th, is here on our website
In the letter, Chilson wrote, “While you are right to target congestion as a serious and growing national problem, we are dumbfounded that you failed even to mention rail in National Strategy to Reduce Congestion on America’s Transportation Network…Neglect of rail—both by federal policy and the state policies that it encourages—is the primary reason that our nation continues to spend enormous amounts on transportation infrastructure without satisfactory results…”
Chilson’s letter opened an issue that has troubled many transportation experts: the continuing reluctance of the federal government to include railroad infrastructure development in its transportation plans or budgets. Although rail is the most economically efficient form of transportation to operate and build, and the nation’s key rail rights-of-way hold much undeveloped capacity, too few of the nation’s travelers and too little of its freight are using rail because, without federal infrastructure assistance, private capital cannot afford the heavy bill for creation of the needed rail capacity.
Highways, airports, the FAA’s Air Traffic Control System, and the Inland Waterway System are publicly owned and funded, but the private railroads have been considered off-limits to federal policy except for safety regulation.
Chilson said NARP believes the time has come for that policy to change. “Private ownership of the nation’s rail infrastructure does not render it less valuable to the American people, place it beyond the purview of federal transportation policy or make in ineligible for public funding,” he wrote to Mineta.
Chilson cited the successful rail program in Mineta’s home state of California, where state investments in track, signals, bridges, stations and passenger rolling stock have led to a popular and fast-growing network of 60 daily passenger trains that carry more than 4 million passengers a year on a three-route, 800-mile network. Besides making passenger trains useful and appealing, state funding for double-tracking, signaling and grade-separation projects also has benefited freight operations.
“California has proven that a dollar spent developing a railroad will buy us four or five times as much freight- and passenger-hauling capacity as a dollar spent on airports or highways,” Chilson said.
“California also has proven that government can use its funds to develop a railroad’s property without interfering with the shareholder’s rights to use their property for profitable freight hauling,” he said. “Government development of railroad infrastructure clearly is a win/win/win situation, and there’s no reason why a federal government that claims to be concerned about air and highway congestion should not adopt it.”
Chilson’s letter to Mineta noted a “growing consensus” for rail development. He cited two reports issued in 2003 by the American Association of State Highway and Transportation Officials (AASHTO). The reports, Intercity Passenger Rail Transportation and Freight-Rail Bottom Line Report, said failure to develop rail capacity would confront even the best-developed highway system with enough excess traffic to throw key segments into permanent gridlock. The freight report cited a $53 billion gap between investment needed to maintain rail’s existing market share and what the railroads are likely to invest without government help.
Chilson also noted that Joseph Boardman, who chaired AASHTO’s Standing Committee on Rail Transportation when the reports were issued, is now Federal Railroad Administrator.
“The availability of so much experience and judgment at USDOT makes it all the more puzzling and disappointing that the Department has failed to acknowledge rail development as a key element in any strategy intended to solve the nation’s congestion problems,” Chilson said. “At NARP, we are looking forward to answers and seeking a fruitful dialogue.”
Washington, D.C.—In a statement submitted today to the Senate Committee on Commerce, Science, and Transportation’s Subcommittee on Surface Transportation and Merchant Marine, the National Association of Railroad Passengers reiterated its provisional support for the 25% investment tax credits sought by the freight railroads.
The June 21 hearing on “Economics, Service, and Capacity in the Freight Railroad Industry” was held by the Subcommittee on Surface Transportation and Merchant Marine of the Senate Committee on Commerce, Science and Transportation, chaired by Trent Lott (R-MS).
The written statement, by NARP Executive Director Ross B. Capon, also recognized the important role that public-private partnerships can play in enhancing capacity and efficiency of the nation’s railroad network.
However, Capon cautioned that the combinations of partnerships and tax credits will fall short of filling the huge gap between the billion dollar investments needed to ensure that freight railroads are able to maintain existing market shares in a growing economy, an investment that the railroads are likely to make or finance on their own.
According to estimates released in a January 2003 report by the American Association of State Highway and Transportation Officials, the predicted investment shortcomings will be between $33-53 billion by the year 2020, a fact cited in the prepared testimony of Association of American Railroads President and CEO Edward R. Hamberger.
Capon cautioned, “Some of the legitimate, capacity-enhancing investments that will depend on public support may be not lend themselves so obviously to specific ‘publics’ for the ‘public-private partnership’ to work. Indeed, there may not be enough ‘CREATEs,’ that is, projects with benefits that draw in public partners, to yield public funding anywhere near $33-53 billion.” [CREATE is a major project to improve railroads and highway/railroad crossings in the Chicago area.]
Developing federal program that identifies and addresses other projects potentially involves objection from freight railroads afraid of both losing competitive edge and re-regulation.
In his statement Capon also said, “The National Association of Railroad Passengers has both a specific and a general interest in a healthy, reliable railroad network where average speeds are increasing, not decreasing...Our specific interest, of course, is to see that railroads do a good job of running Amtrak and commuter trains. Amtrak’s current and recent experience is not good.”
Potential exists for a greatly-expanded role for passenger rail. It is widely recognized as maximizing energy and economic efficiency, minimizing environmental damage, and increasing the safety of our overall transportation system. Capon cited recently issued energy efficiency measures from the Oak Ridge National Laboratory’s annual “Transportation Energy Data Book” that prove rail’s benefits to the environment and energy conservation.
Washington, D.C.—In a letter to Surface Transportation Board Chairman W. Douglas Buttrey, the National Association of Railroad Passengers (NARP) said its members “are increasingly alarmed at the on-time performance of many Amtrak trains operating on tracks of the freight railroads—especially CSX and Union Pacific. We urge you to take every action you can...to bring about improved performance.”
The letter was from NARP Executive Director Ross B. Capon. In June, he wrote, “more than 100,000 passengers rode Amtrak trains that reached their final destinations over four hours late; the overwhelming majority of these passengers were on routes that use CSX or Union Pacific exclusively or primarily.” This year’s performance appears to represent an intensification of several years of negative trends. In April, Amtrak Acting President and CEO David J. Hughes told the Association’s board that the “on-time performance of Amtrak trains on freight railroad tracks dropped 50% from 1999 to 2005.”
Last month, only 15% of runs of the Los Angeles-Seattle Coast Starlight, primarily using UP tracks, reached their final destinations less than four hours late. “By contrast, the Chicago-Los Angeles Southwest Chief (BNSF tracks) and Chicago-Seattle/Portland Empire Builder (BNSF and CP) were on time (no worse than 30 minutes late) 63.3% and 80.0%, respectively.”
Short-distance runs in which states have invested heavily also are infected by bad on-time performance. Last week alone [June 30-July 6], Union Pacific accounted for 1800 minutes of delays to Cascades service in the Pacific Northwest. The 124-mile Eugene-Portland segment uses UP tracks, and has just two daily Cascades round-trips. The 1800 minutes do not include extensive Coast Starlight delays.
Federal law requires that Amtrak trains be given “preference over freight transportation...except in an emergency” or where the Secretary of Transportation, in response to a railroad’s application for relief, has “established the rights of the carrier and Amtrak on reasonable terms.”
Capon noted, “Amtrak mechanical and personnel issues also can delay trains, but the root causes of many such delays are relentless, terrible on-time performance. This unreasonably stretches Amtrak crews and equipment, leaving inadequate time for crew rest and equipment maintenance between trips.
“Any investigation and related public hearings should:
(1) Identify specific, detailed causes of the freight train interference issues;
(2) Determine whether and how much freight train interference results from actions which might reasonably have been avoided; and
(3) Most importantly, identify short and long term remedial issues.”
In many cases, both freight and passenger trains are hurt by substandard dispatching and excessive slow orders, the latter caused by deferred track maintenance. Capon wrote, “We understand that the segment between Sacramento and Eugene has over 100 slow orders, many at 10 mph. One southbound run of the Coast Starlight lost 3 hours 33 minutes due to slow orders between Sacramento and Portland plus 4 hours 52 minutes meeting other trains.”
In closing, Capon suggested, “Where short term solutions exist, the very existence of a high-profile STB investigation—or even the knowledge that you care—may stimulate noticeable improvement in Amtrak on-time performance in surprisingly short order.”
Copies of the letter were sent to Acting Secretary of Transportation Mario Cino, Federal Railroad Administrator Joseph Boardman, and leaders of the House and Senate authorizing committees with jurisdiction over railroads.
Washington, D.C.—The National Association of Railroad Passengers issued the following statement in support of the Warwick (RI) Intermodal Station, for which a ceremonial groundbreaking will be held today at 1:00 p.m. in the long-term parking area at nearby T.F. Green Airport serving Providence. The station will be linked to the airport by moving sidewalks.
NARP Executive Director Ross B. Capon, who will attend the groundbreaking, said, “We salute all those who worked hard to make possible the funding of Warwick Intermodal Station. Special credit goes to former Rhode Island Gov. Lincoln Almond and former U.S. Transportation Secretary Norman Y. Mineta.
“Europe is far ahead of the U.S. in developing convenient connections between air and intercity passenger rail, but the Warwick Intermodal Station represents a big step forward.
“Air-rail facilities are vital not just for people making air-rail connections, but also for Amtrak passengers renting cars. Car rentals are more important to Amtrak than to European railways because local transit connections are not as ubiquitous here as in Europe.
“Amtrak passengers often go to airports to rent cars because it’s the airport rental agencies that are open when we need them--especially evenings and weekends.
“When the Warwick Intermodal Station is completed in a few years, its consolidated car rental facility actually will be slightly more convenient for train passengers than for air travelers!
“Since Providence is a logical ‘railhead’ for many auto trips in New England, including destinations like Cape Cod, we are hopeful that Amtrak--and not just MBTA commuter rail--will stop here, if not when the facility first opens, then soon after.”
Washington, D.C.—Comments of the National Association of Railroad Passengers on the U.S. DOT’s proposed rulemaking regarding station platforms are available here on our website.
Our comments and all comments submitted to the docket can be found on the DOT website, under Docket OST-2006-23985. Comments were due Friday, July 28, the day we submitted ours.
We expressed concern that the proposed rules would result in less rail passenger service for all rail passengers. The following three paragraphs are from our statement:
NARP joins American Public Transportation Association (APTA) and Amtrak in urging the Department to withdraw this proposed rulemaking for the reasons listed below. We think the joint task force suggested by Southern California Regional Rail Authority (Metrolink, page 3 of their comments) is a reasonable next step. We note with approval the similar sentiments expressed by Amtrak: “Should DOT believe that additional steps [need to] be taken to develop practical ways to improve platform boarding access for persons with disabilities, Amtrak would be pleased to work with appropriate federal government officials, interested representatives of the disability community, and other providers of rail service (commuter operators and freight railroads) to study the relevant issues and develop appropriate proposals.”
Note also this statement by APTA (page 8 of their comments): “The proposals for commuter rail platform accessibility would require significant practical, operational issues as well as greatly expanded costs. These issues are currently being reviewed in separate efforts undertaken by FTA and the Transportation Research Board. APTA urges DOT to refrain from integrating the proposals into 49 CFR Part 37 until there has been ample time for both DOT and the regulated community to review the results of these studies and access the impacts of the proposed rules.”
Amtrak and commuter rail have a long record of serving disabled passengers well, and have refined boarding techniques for disabled persons to minimize dwell time as a result of implementing ADA regulations. Passenger rail provides important services vital to those with physical disabilities, including those with wheelchairs, and—especially on Amtrak—those who must travel with bulky medical equipment. NARP is not aware of passengers who have been denied a train ride where a platform was 8” above the rail (ATR) rather than higher.
Washington, D.C.—The National Association of Railroad Passengers applauds the Global Warming Partnership formed today between the United Kingdom and the State of California. We urge that increased passenger rail investment be used to help reduce greenhouse gasses and America’s dependence on foreign oil. In particular, we applaud the report in today’s Financial Times that California and the UK “will collaborate on reducing emissions from road transport.” However, we urge that this include passenger rail, not just “sharing knowledge gained from California’s project to encourage use of hydrogen-fuelled cars.”
California’s passenger rail program is the nation’s biggest, but huge needs remain. James Mills, Former President Pro Tem of the California Senate, told NARP, “The Governor would make his words meaningful by directing more of the state’s transportation funds into intercity rail and transit projects.”
Expanding passenger rail reduces greenhouse gasses. Oak Ridge National Laboratory reports that, in 2003, Amtrak consumed 18% less energy per passenger-mile than airlines, and 17% less than automobiles. In other words, Amtrak was 18% more energy efficient than planes, 17% than autos. A solid rail investment program could give rail an even greater energy efficiency edge.
British Prime Minister Tony Blair said “long term, (global warming is) the single biggest issue we face.”
California Governor Arnold Schwarzenegger today said, “We see that there is not great leadership from the federal government when it comes to protecting the environment. We know there is global warming, so we should stop it.” Schwarzenegger reportedly wants California to cut its emissions to 2000 levels by 2010.
Washington’s hostility towards passenger rail is well known. More recent attempts to strangle Amtrak, however, have shifted from obvious to stealth; that is, from dramatic funding cuts and legislated lists of routes to drop, to onerous and unworkable language and fiscal requirements in yearly appropriations bills.
About NARP
NARP is the only national organization speaking for the users of passenger trains and rail transit. We have worked since 1967 to expand the quality and quantity of passenger rail in the U.S. Our mission is to work towards a modern, customer-focused national passenger train network that provides a travel choice Americans want. Our work is supported by approximately 20,000 individual members.
Washington, D.C.—The National Association of Railroad Passengers issued the following statement today by President George L. Chilson regarding President Bush’s nomination of Mary Peters to be the Secretary of Transportation:
“I commend the Bush Administration for nominating Mary Peters to lead USDOT. Her comprehensive vision of transportation makes her an excellent choice.
“I had the pleasure of working with her when she was director of the Arizona Department of Transportation. I found her to be smart, creative and action oriented as well as open minded and willing to listen. I was most impressed by the fact that she had a strong belief in multi-modal transportation.
“I believe she understands that rail will become an increasingly important component of our transportation system as we confront the dual challenges of intractable congestion and rising oil prices. Rail represents a strategic solution that will help preserve America’s mobility, quality of life and competitive position in a global economy as we adapt to new realities.
“If confirmed as Secretary of Transportation by the Senate, she will have an important opportunity to broaden the scope of federal transportation policy beyond its traditional emphasis on highway & air transportation. Her talent for finding common ground among competing and diverse interests makes such an important change possible.
“There is increasing recognition that public investment in rail infrastructure is essential just for freight railroads to maintain their existing market-share, much less increase it as most Americans including DOT officials would like. Maintenance and growth of rail’s market share is critical for maximizing safety, fluidity and energy efficiency of our national transportation system, and for minimizing that system’s environmental impacts.
“The Alameda Corridor in southern California and the CREATE project in Chicago are happy exceptions to an overall pattern of federal non-involvement in rail infrastructure investment. Railroad trackage in the New Orleans area has needs similar to those in Chicago. One of Peters’ challenges will be to make critical investments in rail the rule rather than the exception. We look forward to working with her on this.
“If Mrs. Peters succeeds in finding ways that incorporate rail within the scope of federal transportation policy and planning—-as I believe she will—-her appointment will prove to be a transforming event that will serve the American people well for generations to come.”
About NARP
NARP is the only national organization speaking for the users of passenger trains and rail transit. We have worked since 1967 to expand the quality and quantity of passenger rail in the U.S. Our mission is to work towards a modern, customer-focused national passenger train network that provides a travel choice Americans want. Our work is supported by approximately 20,000 individual members.
Washington, D.C.—Mary Peters, President Bush’s nominee to be Secretary of Transportation, was warmly received at her confirmation hearing this afternoon. Amtrak also figured prominently and favorably in the hearing before the Senate Committee on Commerce, Science and Transportation, chaired by Ted Stevens (R-AK). Peters seems assured of quick confirmation.
Peters, in her opening statement, said “intercity passenger rail is important.” Sen. Trent Lott (R-MS) agreed. He told Peters to keep Amtrak on her radar screen, and said he would keep pushing the issue.
In answering questions from Sen. Frank R. Lautenberg (D-NJ), Peters said, “I also agree we need a national rail passenger system. To your questions about moving people in time of hurricanes and other disasters, Amtrak is part of our plans that have been developed since Katrina.”
Sen. Conrad Burns (R-MT) urged Peters to put some people at the Department of Transportation who understand that Amtrak must be in the overall transportation mix. “They say no one rides the train. I say, ‘Just try getting a reservation on the Empire Builder.’”
Sen. Byron Dorgan (D-ND) called the Empire Builder “an important, popular service,” and said a majority of committee members do not want to eliminate long-distance trains.
Sen. Olympia Snowe (R-ME) called Amtrak in Maine “very successful...so successful that we’re looking to extend the service further up the state [north of Portland].” She noted that Maine’s right to use Congestion Mitigation Air Quality funds to support the service expires in FY 2009. Snowe wanted Peters’ views on letting Maine continue using those funds for passenger rail. Peters, who once headed Arizona DOT, responded that, “as a former state DOT official I encourage that. Having that kind of flexibility and state involvement will be critical in the future.”
Sen. Gordon Smith (R-OR) noted the importance of investing in rail generally as one answer to congestion. He lamented that much of the value of the tax credits enacted for [short line] railroads a few years ago was nullified by the Alternative Minimum Tax, and said “the IRS is coming out with a ruling that will make tax credits still more onerous” to use, in conflict with Congressional intent.
Sens. Burns, Dorgan and John D. Rockefeller IV (D-WV) all expressed frustration at the problem of freight railroads overcharging captive shippers.
Dorgan was highly critical of the Surface Transportation Board, saying “glaciers move more rapidly than the STB...We’d like an agency to stand up for consumers.” He said a North Dakota state commission estimated that shippers in his state were overcharged $100 million a year. Rockefeller told Peters, “I’ve been at it [the rail freight rate problem] for 22 years and made absolutely no progress...it’s got to be solved and I think your transparency creates an atmosphere where it could be solved.”
Several senators noted the importance of the Essential Air Services program to rural America.
NARP President George Chilson’s statement applauding Peters’ nomination is here on our website.
About NARP
NARP is the only national organization speaking for the users of passenger trains and rail transit. We have worked since 1967 to expand the quality and quantity of passenger rail in the U.S. Our mission is to work towards a modern, customer-focused national passenger train network that provides a travel choice Americans want. Our work is supported by approximately 20,000 individual members.
Washington, D.C.—Alex Kummant, Amtrak’s new President and CEO since September 12, was warmly received this morning by the Subcommittee on Railroads of the House Committee on Transportation and Infrastructure.
He read a brief statement and then answered questions. Here are two key parts of his statement:
“I believe long-distance trains are an important part of the nation’s transportation network, and I believe it is our challenge to run them in the most efficient and effective way. That said, I understand how important these trains are as a form of basic transportation to many small communities across the nation...”
“I also know that the fastest growing service we have is in rail corridors. Those states that have the vision to develop their state rail systems are beginning to see the benefits of that service. In the past few years, the only new services that Amtrak has added are those that are supported by the states. Developing these corridors, and by that I mean providing regular and reliable service between city pairs of 300-500 miles, is going to be a major part and the driving force of our future.”
Chairman Steve LaTourette (R-OH) asked about on-time performance problems, quoting a retired Union Pacific official who had told him “we are sold out” in terms of capacity.
Kummant replied, “In the end, the answer has to be capital...We need to sit down with the freights [railroads] and ask them to come up with a plan. But we do have contracts, and we have to hold them to those contracts.”
Rep. Peter DeFazio (D-OR), in his opening statement, said, “We have an aging society. I’m glad to see you support long-distance travel. I think you’ll see more people that will” want to take long trips by rail.
Rep. Corinne Brown (D-FL), ranking member, asked about Amtrak’s plans to restore Louisiana-Florida service. Kummant simply said Amtrak would meet in the near future with the Southern Rapid Rail Transit Commission.
LaTourette noted that many unions have not had a new contract in seven years, and expressed concern about Amtrak’s ability to retain workers if wages are not competitive. Leonard Boswell (D-IA) asked if Kummant had “a plan to drive this labor standoff to a closure.”
Kummant said, “I can’t specify a timeline, but we have to have agreements, we have to improve morale. There have been several proposals on the table. It has to be a dialogue and a negotiation. We do need more flexibility in return for higher wages.” He noted that, in some work categories, Amtrak pay is above that of other companies, and said “we also offer a terrific benefits package relative to many industrial companies.”
Rep. Earl Blumenauer (D-OR) concluded, “I’m hopeful we’ll be able to work with you and a full board, by the next Congress, to be able to realize the potential you describe. In spite of some in Congress, the public favors it too strongly to let it die.”
Rep. John Mica (R-FL) argued again for separating out the Northeast Corridor and giving the private sector the opportunity to help build and expand service. But Brown took the opposite tack, saying “the Bush Administration tried to destroy [Amtrak] from within, by splitting the Northeast Corridor off...I’m glad the board has backed off on those efforts for now.”
Kummant also seemed closer to Brown when he cautioned that “there are tremendous operational challenges with peeling anything off.”
Mica urged Kummant to become familiar with Virgin Rail (U.K.), which Mica praised for its 34 million passengers, and $9 billion infrastructure investments. But Jim Oberstar (D-MN) responded, “The gentleman is only telling part of the story. In December, 2000, then-Chairman [Bud] Shuster [R-PA] and I were in London when Parliament approved 600 million British pounds to bail out the right-of-way owners.”
Rep. Julia Carson (D-IN) asked about rumors of closing Amtrak’s Beech Grove maintenance facility; Kummant said “I’m not aware of it. I’ve not been involved in any discussions to close Beech Grove.”
Rep. Lynn Westmoreland (R-GA) asked Kummant to address on-time performance problems on Virginia Railway Express, which Amtrak operates mainly on CSX (and Norfolk Southern) tracks. Westmoreland also noted that his wife rides Amtrak Atlanta-Washington, saying that old equipment is understandable but “it should be clean.”
Washington, D.C.—The board of directors of the National Association of Railroad Passengers approved a resolution urging the U.S. Department of Transportation and the U.S. Access Board to “end policies which have blocked new station development where full length level boarding is problematic,” and to “make clear that station development can proceed without fear of retroactive application of onerous, new requirements such as ‘full length level boarding.’”
The resolution, approved at the board’s semi-annual meeting in Austin October 21, cites as examples three cities where questionable interpretations of the Americans with Disabilities Act are holding up progress or helping to hold it up: New Buffalo, Michigan; Normal, Illinois; and Lyons, New York. The resolution also cites one city--Brattleboro, Vermont--where federal officials are requiring the state to build a full-length, high-level platform even though it is not practical.
A number of communities nationwide have expressed interest in rebuilding platforms and stations, but much of the effort is on hold because of uncertainty over the ADA regulatory situation.
The board’s resolution reinforces comments filed by the Association July 28 in which NARP urged DOT to withdraw the rulemaking that threatens to require full length level boarding platforms (Docket OST-2006-23985). NARP said then, “Amtrak and commuter rail have a long record of serving disabled passengers well, and have refined boarding techniques for disabled persons to minimize dwell time as a result of implementing ADA regulations.” NARP also commented favorably on the Southern California Regional Rail Authority (Metrolink) suggestion of a joint task force to study the issues as a reasonable next step.
The full text of the board’s ADA resolution is at bottom.
Also in Austin, the NARP board reiterated its concern about differing provisions approved by the House and by the Senate Appropriations Committee dealing with Amtrak food and beverage and sleeping car services, and about a House provision on Amtrak overhead costs.
In other ADA-related developments,
• DOT on October 30 issued a federal register notice indicating it is amending its ADA regulations to adopt “as its regulatory standards, the new Americans with Disabilities Act Guidelines (ADAAG) recently issued by the [U.S.] Access Board, including technical amendments the Access Board subsequently made to the new ADAAG.” This is not a response to the above-referenced rule-making, and does not necessarily foretell how or when DOT will handle that rule-making.
• DOT in recent months approved an ADA plan for the Minneapolis-St. Cloud “Northstar Commuter Rail” project. The plan includes (a) on each platform, a short, high-level “block” (platform) set back 8-1/2 feet from center of track; and (b) wheelchair lifts on each car. The high-level platform likely will be used most often, but the lifts were important in gaining support of the ADA community because they assure access to every car on the train. This plan will reduce station and rolling stock costs dramatically and avoid a one-year delay.
NARP BOARD RESOLUTION URGING BREAK IN ADA-RELATED STATIONS LOGJAM
Whereas Amtrak and commuter rail long have served disabled passengers well, and have refined boarding techniques for disabled persons to minimize dwell time while complying with ADA regulations;
Whereas federal officials in recent years have fostered controversy over the meaning of 1991 regulations, and threatened (in Docket OST-2006-23985) to require “full length level boarding” even though in many locations this would mean unsafe conditions and other operating problems and practical difficulties, including huge costs,
Whereas much station investment has ground to a halt either at the direction of federal officials or because prospective public and private investors are wary of the uncertain and unreasonable regulatory climate, thereby limiting the quantity and quality of public transportation for the disabled and for the general public,
Whereas the following three examples illustrate the problem:
• New Buffalo, Michigan, where a developer seeks to provide a modern, accessible station on tracks used by eight Amtrak trains a day, replacing the existing “gravel-strewn, below-the-rail platform” on a track used by just two Amtrak trains a day;
• Normal, Illinois, which has completed preliminary design for an intermodal transportation center (that also would serve Bloomington) and believes “the proposed rail [regulatory] modification…would...cause harm to efforts to provide easy intermodal transfers from Amtrak to local buses for our disabled and non-disabled population.”;
• Lyons, New York, which has been trying to build a station for over 15 years. Each time they have gotten funding, the freight railroad has raised the bar. CSX now is requiring an island platform with an overpass. The high-level platform DOT seeks presumably would require two by-pass tracks or gauntlets, pricing the project beyond the community’s reach. Moreover, even if funds were available, the westbound by-pass track would impinge on a freight yard, which CSX says is off limits; and
• In Brattleboro, Vermont, Federal Transit Administration is requiring the state to build a full-length platform even though there is not sufficient property for this and the station is served by just one train a day in each direction..
Therefore, be it resolved, that the Board of Directors of the National Association of Railroad Passengers urges the U.S. Department of Transportation and the U.S. Access Board to:
• end policies which have blocked new station development where full length level boarding is problematic, and
• make clear that station development can proceed without fear of retroactive application of onerous, new requirements such as “full length level boarding.”
--Approved October 21, 2006, by the Board of Directors of the National Association of Railroad Passengers, meeting in Austin, Texas
Washington, D.C.—More trains can help address the global warming problem. ”Energy efficiency is a good proxy for emissions, and emissions per passenger-mile and ton-mile are lower for rail than for aviation, cars and trucks,” said Ross B. Capon, executive director of the National Association of Railroad Passengers.
Amtrak in 2003 consumed 18% less energy per passenger-mile than commercial aviation; 17% less than automobiles,
Commuter rail was 22% more energy efficient than automobiles, and
Freight rail was 18% more fuel efficient per ton-mile than water carriers. And, comparing energy consumption per rail-car-mile and per mile traveled by heavy single-unit and combination trucks, the rail-car consumed 36% fewer British Thermal Units.
Capon noted, “Obviously, rail’s contribution could be even stronger if the U.S. had a serious rail passenger investment program, and stronger policy support for freight rail. Moreover, the passenger figures above understate rail’s existing contribution because they do not reflect rail’s ability to encourage pedestrian-friendly real estate development and intercity rail’s ability to encourage transit-friendly development.”
That modern rail can divert air travel is important. The London-Paris/ Brussels rail service Eurostar advertises that such rail trips produce one-tenth the carbon emissions that a comparable flight produces. Globally, the United Nations says air travel already causes at least 3% of carbon dioxide emissions. Aviation is the fastest growing source of greenhouse gases; growth in Europe averaged 4.5% a year the past decade. The European Union is to limit emissions from airlines, probably starting in 2010. The European Commission is considering bringing aviation within the emissions trading scheme. To encourage more rail travel, former U.K. Transport Minister Steven Norris has suggested an air pollution tax of $38 a ticket on short-haul European flights.
Rail--like all actions relevant to global warming--should get more attention after the October 30 release by the British government of a report by Sir Nicholas Stern, formerly World Bank chief economist. That study finds that action taken now on global warming would cost just one percent of world economic output by 2050. By contrast, failure to act likely would shrink the world economy five to 20% over the next two centuries “because of disruption to people’s way of life caused by global warming” [Financial Times, Oct. 31].
Rail is also germane to the report in today’s issue of the journal Science that the world could run out of seafood by 2048 based on current pollution and over-fishing trends. Run-off from highways and parking lots is a major source of waterway pollution, yet U.S. public policies continue to encourage massive expansion of just such facilities. A strong rail investment program should reduce pressures for highway expansion.
The U.S. alone accounts for 25% of the world’s greenhouse emissions, with transportation contributing one-third of the nation’s emissions (rising to 36% by 2010), and highway vehicles accounting for 72% of total U.S. transportation emissions. Each year, U.S. transportation produces more CO2 than any other nation’s entire economy, except China. [Source:
