NARP September 2000 Hotlines

#154 - September 1, 2000
#155 - September 8, 2000
#156 - September 15, 2000
#157 - September 22, 2000
#158 - September 29, 2000

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With deep sorrow, we announce the death this morning of John R. Martin, President of the National Association of Railroad Passengers.

Jack devoted an enormous number of hours to the passenger-rail cause, especially after his retirement a few years ago from the Coca-Cola Company, where he served as Senior Counsel. He had been a NARP member since 1968 (the year after NARP was founded), and a NARP board member since the first elected board was created in 1975. He was also a member of the Georgia Association of Railroad Passengers, and of the Georgia Rail Passenger Authority, a state agency created for the purpose of construction, financing, operation, and development of passenger rail service in that state. Jack's train efforts included both NARP-specific work and work as an informal, volunteer consultant to Amtrak. His level of knowledge about trains was matched by the dignity and poise with which he chaired board meetings.

Jack had traveled to San Jose, Cal., to pursue one of his other passions -- buying and selling timetables at shows -- when he was admitted to San Jose Medical Center on August 4. He had quadruple-bypass heart surgery on August 8, which apparently was successful. He was released August 26 and returned home to Atlanta, Ga., August 29.

The NARP Executive Committee will meet shortly to discuss the vacancy. Even so, we realize that Jack cannot be replaced. Still, we must work ever harder to build upon Jack's considerable efforts and achievements.

"Where is Acela Express?" is a question NARP gets frequently, lately. An article in the August 31 Boston Globe reported that a spokesman for the Bombardier-Alstom consortium building the trains said that the first fully tested train set would be turned over late this month. Amtrak officials could not comment on that, "noting they were awaiting official confirmation." The article continued, "But a high-ranking source at Amtrak said passengers in the Washington-New York-Boston corridor can expect to see service begin sometime in October, assuming [emphasis added] the 'late September' delivery comes through.

The Federal Railroad Administration has postponed a deadline for deciding Amtrak's petition for "grandfathering approval" for the five existing Talgo train sets until October 31. Four of these sets are in revenue service on the Pacific Northwest Corridor, and the fifth is planned for the Las Vegas service. The petition is necessary because the trains predate the FRA's new passenger-car safety standards. NARP testified in favor of the petition at a hearing on July 21. Talgo and Amtrak have said that the existing sets should be grandfathered because of additional safety features that are on the train, and because further Talgo sets that may be built in the future will meet the new standards. A sudden ban on these trains would be devastating to the Pacific Northwest corridor, where ridership has grown tremendously because of the Talgo trains, and where an additional Portland-Eugene trip is possible this fall.

A hearing in the Senate on Amtrak oversight that was scheduled for the coming week -- September 7 -- has been postponed. Commerce Committee Chairman John McCain (R.-Ariz.) had called the hearing, the first on the topic by the full committee since the last Amtrak reauthorization act (in 1997). No replacement date had been announced.

The Amtrak Reform Council also scheduled a meeting in Washington to coincide with the Senate hearing, where Chairman Gil Carmichael was scheduled to testify. This meeting will go forward anyway, at 1:00 pm at the Channel Inn, 650 Water St., S.W. There will be presentations by H. Brent Coles, the mayor of Boise and president of the U.S. Conference of Mayors; and by the Florida Department of Transportation. The latter will be about proposals for incremental improvements to passenger train service in Florida, a topic to be covered in the September NARP newsletter.

Amtrak long-distance on-time performance improved gradually as August passed. In an earlier hotline (#151 of August 11) we reported that 67% of long-distance trains the week of August 4 were over 30 minutes late at their final destination, and that the average delay (again, at final destination) was two hours, 15 minutes. For the week since August 25, for 186 trains examined, 60% of long-distance trains failed to make their destination within 30 minutes of schedule, with an average delay of one hour, 41 minutes. The worst performers in the last week were both directions of the Sunset Limited, averaging over five hours late. Three trains have done generally well throughout August -- Crescent, City of New Orleans, Empire Builder.

The Amtrak Customer Advisory Committee will host a public forum in Atlanta, Ga., on Sunday, September 17, to receive suggestions and comments on passenger rail service in the U.S. The forum will be held at the Sheraton Atlanta Hosel, 165 Courtland St., 2:00 pm - 5:00 pm. The forum is scheduled as part of the Committee's quarterly meeting and includes an appearance by Gov. Roy E. Barnes, Elsie Hand of Senator Cleland's office, and Al Edelston of Amtrak. Additional information can be obtained from Kate Warr, ACAC Administrator.

Visitors to Merced, Cal., now have a new Amtrak station to use. A new, Spanish-style colonial-revival station was dedicated August 26. It is on the same site (24th & J) as the old 1917 Santa Fe station, razed in 1999, and includes a terminal for buses to Yosemite National Park. Funding came from Proposition 116 rail bonds approved by state voters in 1990.

The NARP Executive Committee elected a new President for the organization September 7, in a telephone conference call. They chose Alan Yorker, of Decatur, Ga., who has been one of the four Vice Presidents since this past April. He is also president of both the Georgia Association of Railroad Passengers and Georgians for Transportation Alternatives. He will serve the remainder of the term of his predecessor, John R. ("Jack") Martin, who passed away September 1. That term expires in April, 2002.

Alan Yorker is a retired family therapist, who recently resigned after serving 16 years as legislative affairs chairman of his professional association, and who served 1991-98 as chairman of the state licensing board that oversaw counselors, social workers, and family therapists. He was appointed to that position by former Gov. Zell Miller, who is now a U.S. Senator.

Jack Martin's funeral was September 3 in Atlanta. NARP Executive Director Ross Capon attended, as did several NARP directors and Amtrak staff members. As a tribute to Jack, Amtrak President George Warrington ordered that all Amtrak locomotives sound their horns that day at 5:00 pm (Eastern), which is the time that the funeral began. Jack's family has requested that contributions in his memory be made to NARP and/or the Atlanta Chapter of the National Railway Historical Society (P.O. Box 1267, Duluth, GA 30096-0023).

The Federal Railroad Administration today released a partial decision on Amtrak's petition for "grandfathering approval" for the five existing Talgo train sets. The petition, which NARP supported, was necessary because the trains predate the FRA's new passenger-car safety standards. The new standards allow for such grandfathering petitions to be considered. At issue was the Talgo's lower "compressive" or "buff" strength, which "Amtrak has sought to address through use of unoccupied cars and conventional locomotives" (FRA release).

The FRA has authorized continued operation of the trains on the Pacific Northwest Corridor, "subject to certain conditions." These conditions include certain modifications to be made to the equipment within nine months, under the review of the FRA.

The FRA wrote that additional information will be needed to decide whether to run the Talgos faster than 79 mph (which the Pacific Northwest states would like to do someday), and noted that the Amtrak petition did not directly address this issue. The FRA also wrote that additional information will be needed to decide whether to allow the trains to run on two other corridors named in the Amtrak petition -- the Pacific Surfliner route in Southern California and Los Angeles-Las Vegas.

Now that Congress has returned to Washington, there are several new co-sponsors to the High Speed Rail Investment Act. The Senate bill (S.1900) gained one, for a total of 51, with the addition of Senator Collins (R.-Me.). The House bill (H.R.3700) gained seven, and is up to 154 sponsors. See our web site for the complete list.

This month -- September -- will be the key month when the fate of this important initiative is decided. Members of Congress are eager to "hit the campaign trail" and so will want to leave Washington again (and end this session of Congress) as soon as they can. That works against passage of any bills except the "must-pass" appropriations bills for 2001. That said, there are still opportunities to get this bill passed, but much depends on increasing the number of sponsors even more. If a Senator or Representative has responded to your requests for bill co-sponsorship with some statement like, "I'll keep your views in mind should the bill ever come to a vote," write him or her back again and explain that their co-sponsorship is vital to getting the bill to a vote in the first place.

Due to extreme heat, Union Pacific on September 4 imposed a mandatory 40-mph limit on all trains on their lines south and west of St. Louis, down into Texas. The heat has caused numerous "sun kinks" in rail, causing at least two freight derailments before the order was issued. That caused tremendous delays to the Texas Eagle and Sunset Limited, which experienced annulments over some segments, with bus substitutions. Temperatures moderated somewhat later in the week.

Two new pass programs in California began this week. The first, called the Statewide Rail pass, is good on any Amtrak California train (Capitol Corridor, San Joaquin, Pacific Surfliner) and connecting Thruway buses; good for travel a total of seven days in a 21-day period; $159 for adults and $80 for children. The second pass, "5 days in 7 pass," is good either in the northern or southern part of the state; $99 for adults and $50 for children.

Four cars of a CSX freight train carrying auto parts derailed early September 6 (about 2:00 am) near Elizabeth, N.J., on Amtrak's Northeast Corridor. Amtrak and New Jersey Transit passengers faced delays of up to 20 minutes up to about 8:00 am that day.

The time for action on the High Speed Rail Investment Act (S.1900/H.R.3700) is nearing, with Congress eager to leave Washington again by the end of the month. In fact, the crucial period could be in the coming week. It appears that Senate Finance Committee Chairman Bill Roth (R.-Del.) is willing to add S.1900 to H.R.4923, the Senate version of the Community Renewal Act -- if the Senate takes up that bill.

Roth and Senate Majority Leader Trent Lott (R.-Miss.) will play key roles in determining whether that happens. Consequently, the key message now is to ask other members of the Senate Finance Committee to urge Roth and Lott to take up H.R.4923 and attach S.1900 to it. Time is now short, so if you have a Senator on the Finance Committee, please renew your previous requests that he or she act on this legislation (see the Senate web site for a list of committee members). Ask Republican members to urge Roth and Lott to make passage of S.1900 a priority this month, possibly as part of H.R.4923, the Community Renewal Act. Democratic members should be asked to make the same request of President Clinton and Senate Minority Leader Tom Daschle (S.Dak.). You can find information on contacting Senators at the Senate web site.

Also, your House Members should be asked to tell Speaker Hastert and Minority Leader Gephardt to support any House bill returned from the Senate that includes the pro-rail language of S.1900/H.R.3700.

Sponsorship of this bill -- so important to the future of passenger rail -- increased this week to 53 in the Senate and 155 in the House.

Formal activity by the conference committee on H.R.4475, the fiscal 2001 transportation appropriations bill, still has not begun, but the pace could quicken in the coming week. It looks more like the bill will move forward separately, rather than as part of a larger omnibus measure, as we thought last month. It could reach the President for signature by the end of the week.

Amtrak ridership and revenue grew again in August, with Amtrak calling this summer the "best in the company's 29-year history." Amtrak earned its highest-ever amount of ticket revenues (not adjusted for inflation), $108.4 million; and had the best ridership for one month in 21 years, nearly 2.1 million. With only one month remaining in fiscal 2000 (fiscal 2001 begins October 1), Amtrak said it was on course to set a record for annual ticket revenue and to exceed its previous highest ridership level for one year, which was 22.2 million in 1990. The gains could be due to a variety of factors this year, such as the new Satisfaction Guarantee program, aviation problems, and higher gas prices.

A shortage of federal accident investigators is holding up reports on several rail accidents in the Midwest, according to the Milwaukee Journal Sentinel. A report on the March 1999 accident at Bourbonnais, Ill. (in which a steel truck drove in front of the City of New Orleans and killed 11 passengers) is still pending, even though in the past, such reports typically were released by the National Transportation Safety Board (NTSB) about a year after an accident. The newspaper noted that just this past August 28, the same Amtrak train had to apply its emergency brakes at the same crossing when three steel trucks tried to cross in front of it -- fortunately, the train didn't hit them (this time). Contributing to the delay in releasing the report was the death this spring of the lead investigator on the Bourbonnais case, but there are also several vacancies for the demanding job of rail accident investigator at the NTSB.

The newest commuter rail service in the U.S. begins September 18, when Sounder begins running between Tacoma and Seattle. Initially, there will be two weekday round trips, mornings northbound and evenings southbound.

In Texas, September 16 is the grand opening of expanded Trinity Railway Express commuter rail service (regular service begins September 18). The current Dallas-South Irving line will add four stops to the west, terminating at Richland Hills. A further extension to Fort Worth will be next year. One new stop, CentrePort, will feature shuttle buses to terminals at Dallas-Fort Worth International Airport. To promote the new service, all TRE trips will be free through September 20.

The Vermont Rail Council was told this week by Amtrak that rerouting the Ethan Allen from its current Schenectady-Rutland route (via Saratoga) to a new route in southwest Vermont (via North Bennington and Manchester) would cost $70 million. This includes extending the train north from Rutland to Middlebury and Burlington, and bringing track up to a 60-mph standard. The state owns most of the route, but it has not had regular passenger service in over 50 years and now has only freight service provided by a shortline operator.

Protests in Europe and Britain over gasoline taxes have filled the news this week. In Britain, blockades of fuel distribution centers meant no gas for motorists, and transit systems and passenger trains were quickly filled to capacity. While the protests have ended for now, it's unclear whether the British government will give in to blockaders' demands for reduced taxes in the next annual budget, to be released in November. If it comes to that, it would be a terrible case of giving in to the demands of a short-sighted segment of the population who cares more about their short-term motoring "needs" than long-term effects on the environment.

Chairman Bill Roth (R.-Del.) of the Senate Finance Committee on September 18 released his "chariman's mark" version of H.R.4923, the Senate version of the Community Renewal Act, that includes the text of S.1900, the Senate version of the High Speed Rail Investment Act. [Sponsorship of the rail bill -- so important to the future of passenger rail -- increased this week to 55 in the Senate and 159 in the House. See our web site for the full list.]

Committee discussion and approval vote (a "mark-up" session) was set for September 20, then postponed twice, and now may happen Wednesday, September 27. The reason for the postponement is the emergence of anti-Amtrak amendment(s) by member(s) of the Finance Committee. One would come from Gramm (R.-Tex.), stripping out all S.1900 language from the larger bill. Gramm and Commerce Chairman McCain (R.-Ariz.) wrote to Roth on September 18 in opposition to the S.1900 language -- through one Texas newspaper noted that Gramm's opposition could ultimately kill his own state's attempts to get a high-speed rail corridor designation for the Texarkana-San Antonio portion of the Texas Eagle route.

Ignoring strong demand by states for meaningful federal partnerships in funding passenger rail, the Gramm-McCain letter calls the bill "yet another bailout for Amtrak" and laments that the Commerce and Banking committees have not yet held hearings. (However, Commerce has scheduled an Amtrak hearing for September 26, the day before the Finance mark-up). Also -- no matter who operates passenger trains in the future -- capital funding will be needed. Pressure for this is growing, due in part to record problems in highway and aviation travel.

Another amendment that may be offered is from Baucus (D.-Mont.), who wants S.1900 to ensure that states will not gain flexibility to use TEA-21 federal surface transportation funds on intercity passenger rail. Congressional protests about such flexibility are usually put in terms of protecting the "sanctity" of the Highway Trust Fund, even though TEA-21 allows federal gasoline tax dollars to flow to virtually every other form of surface transportation. At any rate, as it has always been written, S.1900 uses no funds from the Highway Trust Fund.

At this time, we expect the Gramm amendment will be offered in the committee mark-up -- if your Senator is a Finance Committee member, please urge him right away to defeat any Gramm anti-rail amendment that may come up. See the Senate web site for a list of committee members; and see our web site for ways to contact them.

The status of a Baucus amendment is unclear at this moment, though we note that even as harmful as such an amendment would be, it may be essential to allowing S.1900 itself to advance. We will keep NARP members updated by e-mail as events unfold.

The Department of Transportation Office of Inspector General (OIG) on September 19 released its "2000 Assessment of Amtrak's Financial Performance and Requirements" (CR-2000-121). The report found that Amtrak would not meet its mandate to achieve operational self-sufficiency by 2003 without "major corrective action." It said that progress in revenues was not an issue so much as problems relating to growing expenses, and looked to Amtrak management to address this in greater detail in future business plans. Also, the report calls Amtrak's capital outlook "grave."

OIG calls on Amtrak to concentrate its limited resources on mandatory capital costs and operational reliability, rather than other projects such as those related to growth. However, Amtrak believes that growth projects are needed to increase revenues. The OIG in effect advocates that Amtrak increase spending in the Northeast Corridor and reduce spending elsewhere -- an approach that works against passage of the High Speed Rail Investment Act, making passenger rail's future capital outlook even worse.

The Associated Press has a question for the presidential candidates on Amtrak on September 18, as part of a regular series of issues questions. The question asked, "Should the federal government be spending more to help Amtrak expand intercity rail travel and develop high-speed corridors?" Here are the major candidates' full responses, in their own words:

Republican George W. Bush: "Our national railroad network, which helped build our country and is an important economic lifeline, is a crucial component of our public transportation system. I support a healthy intercity passenger rail system. I support current efforts to make Amtrak more efficient and competitive. I believe these efforts will result in better, more extensive and more reliant rail service for the millions of Americans who travel by train. As governor of Texas, I recognized the important service Amtrak provides and supported the continuation of the Texas Eagle."

Democrat Al Gore: "With growing congestion on our highways and airports, it's time to give the American people a fast and efficient alternative for traveling between our communities. High-speed rail reduces highway and airport congestion, improves air quality, stimulates the economy, and broadens the scope of personal choice for traveling between our communities. That is why, as part of my Energy Security and Environment Trust Fund, I am proposing a major commitment to build high-speed rail systems in major transportation corridors across the nation. As president, I will fight for new grants to Amtrak and the states for improving and expanding passenger rail routes and corridors. And I will work to secure funding to help communities improve rail stations -- to help rebuild these vital economic centers in cities and small towns across America."

The Amtrak Board of Directors, meeting in Washington on September 21, approved a resolution honoring the contribution to the passenger-rail cause of John R. Martin, the late President of NARP.

Amtrak's Coast Starlight and Pacific Surfliner, and Metrolink commuter trains, will have some disruption while Union Pacific does a tunnel repair job between Chatsworth and Simi Valley, Cal. The last Coast Starlights to run on their entire route will be those departing Seattle September 27 and Los Angeles September 29 -- then passengers will be bussed between Santa Barbara and Los Angeles through October 15. Pacific Surfliners that now run beyond Goleta will have a train set running between San Luis Obispo and Moorpark, then a bus from there to Chatsworth. Other Pacific Surfliners will be replaced with buses west of Chatsworth starting September 29.

Bill Strong, of Memphis, Tenn., has been appointed by the NARP Executive Committee to the vacant Region 5 (most of the southeast U.S.) position on the NARP board. Strong will fill out the remainder of the term of the late John R. Martin, who, in addition to being NARP President, was also a regional director.

The transit strike in Los Angeles ground on into its sixth day today. One Washington Post source persists in calling Los Angeles' heavy- and light-rail services "lightly used," even though mile-for-mile, Red Line ridership is as much as on the Washington Metro (and was even before the recent extension to North Hollywood). Metrolink commuter trains continue to run.

The High Speed Rail Investment Act (S.1900) -- now part of the Community Renewal and New Markets Act (H.R.4923, Senate version) -- was discharged from the Senate Finance Committee on September 28. No vote was required. Mark-up dates had come and gone, but progress on bill passage was held back by an outpouring of proposed spending amendments. One amendment (from Gramm, R.-Tex.) would have stripped the S.1900 rail bond language from the larger bill. For an article on H.R.4923 and the many amendments, see the Washington Post. The discharged bill contains the "chairman's mark" language that includes S.1900, as well as new language sought by committee member Baucus (D.-Mont.) barring other intercity passenger rail funding from the Highway Trust Fund while this legislation is in effect. The bill will receive a Senate bill number soon and then be placed on the Senate calendar.

It's very encouraging that the rail bond language is still in play. This is due in great part to the grass-roots support S.1900/H.R.3700 have enjoyed, and the high number of sponsors the bills have (officially, as of today, 56 in the Senate -- Baucus being the most recent -- and 162 in the House). Please continue recruiting Senate and House sponsors, because this show of support will continue to be important to this legislation's progress toward enactment. For a complete list of current sponsors, see our web site.

Also, it is important that President Bill Clinton, House Speaker Dennis Hastert (R.-Ill.), and Senate Majority Leader Trent Lott (R.-Miss.) hear of your support for the rail bond provisions in the Community Renewal and New Markets Act. For the President, use his e-mail address or a web-based form. For the Speaker, use his e-mail address. Always include your name and mailing address.

H.R.4475, the fiscal 2001 transportation appropriations bill, still has not emerged from conference committee. Only two of the 13 appropriations bills have been enacted so far, so Congress has approved a continuing resolution that funds affected programs (including transportation) beyond the start of the fiscal year on October 1, through October 6.

The Senate Commerce Committee on September 27 had an Amtrak oversight hearing. Chairman John McCain (R.-Ariz.) complained about past investment in Amtrak and opposed S.1900, questioning "pumping billions into a mode that the majority of the traveling public aren't interested in." Later, McCain took a more positive tone, saying there might be a case for passenger rail, but he needed more specific information on how much investment was needed. He said he would hold another hearing in January after the Amtrak Reform Council issues its next report. Wisconsin Governor Tommy Thompson, who is Amtrak board chairman, said the Amtrak board last week adopted a new business plan. He said this plan addressed many of the unspecified cost-reduction measures that were highlighted in the Office of Inspector General report (also last week) that questioned Amtrak's ability to reach its operational self-sufficiency mandate.

The future of the Chicago-Toronto International remains in doubt, as a six-month notice for the train's discontinuance posted last spring expires October 2. Amtrak does not yet have a new contract with the State of Michigan, which helps pay for the train. The state is expected to notify Amtrak of its plans by October 10, but -- if they call for taking the train off -- Amtrak likely would give the public some advance notice.

Jim Churchill, a NARP Region 4 director from Alexandria, Va., was named a NARP vice president by the NARP Executive Committee. Since April, NARP has had four vice presidents. Churchill replaces Alan Yorker, who was named President on September 8.

The Oklahoma DOT has set aside almost $5 million in federal funds for a project to re-time grade crossing circuits on the Heartland Flyer route (Oklahoma City-Fort Worth). There is no announced completion date, but when complete, the project would allow top speeds on parts of the route to rise from 60 to 79 mph, cutting 30-60 minutes from today's one-way running time of 4:35 hours. In other words, overall average speed would increase from 45.6 mph to between 51.2 and 58.3 mph.

The Portland-Eugene, Ore., line will get its third daily Amtrak train round-trip on October 6. This is in addition to the current Seattle-Los Angeles Coast Starlight and Seattle-Eugene trains 750/754. Like the current trains 750/754, new trains 552 and 753 will use Talgo equipment. Train 753 will be an extension of an existing Seattle-Portland train and will arrive at Eugene at 8:05 pm. Train 552 will leave Eugene at 9:30 am and run only as far as Portland, but will connect to train 752 for Seattle. The current Thruway buses in those time slots will be discontinued.

Four daily round-trips of the Hiawathas (Chicago-Milwaukee) got trial cart snack and beverage service on September 18. The trial will run at least 30 days and then be reviewed for continuation. Less regular experimental runs with the cart were made earlier this summer.

Caltrain commuter rail service expanded September 25, with ten more weekday trains between San Francisco and San Jose (four more on Saturdays). Weekend service will be added November 18 between San Jose and Gilroy on a trial basis. Studies continue on extending service even further south, to Hollister, Salinas, or Seaside (near Monterey).

Birmingham, Ala., got a $9.8-million Federal Transit Administration grant this week toward the second phase of an intermodal terminal project. Currently, "Central Station," adjacent to the Amtrak station, serves local buses only. The next phase will allow that to be linked to Amtrak, Greyhound, rental cars, and taxis.

Robert Blanchette, former Federal Railroad Administrator, died in Washington on September 25, aged 68. After spending the 1970's as a trustee and executive of the Penn Central (during its post-bankruptcy reorganization), he was President Reagan's first FRA chief. Blanchette went on to represent the TGV manufacturers, then he was a legal officer for the Association of American Railroads from 1990 to 1997.