NARP December 2000 Hotlines

#167 - December 1, 2000
#168 - December 8, 2000
#169 - December 15, 2000
#169-A - December 16, 2000
#169-B - December 18, 2000
#170 - December 21, 2000
#171 - December 29, 2000

Back to Hotline Archive index page

The High Speed Rail Investment Act (HSRIA) is still pending, as Congress returns December 5. The main message to the White House and Capitol Hill remains -- "Pass HSRIA before the end of the year." Add appropriations leaders to the list that need this message, in case the tax package fails and HSRIA's survival requires attaching it to one of the remaining appropriations bills. Urge your Republican Senators to contact Majority Leader Lott and Appropriations Chairman Stevens about passing HSRIA. Urge your Democratic Senators to contact Minority Leader Daschle and Appropriations Ranking Democrat Byrd. To contact these officials, see our web site.

HSRIA was part of the big, House-passed tax bill, and also could be in a tax bill that may come before the Senate. Senate Majority Leader Trent Lott and President Clinton reportedly are near agreement on a tax package similar to their earlier "almost-agreement," but House Majority Whip Tom DeLay is said to oppose sending the White House a tax bill this year.

A new "Amtrak Guest Rewards" customer loyalty program was announced November 29. It is generally analogous to airline frequent flyer programs. Complete terms and enrollment information are available at the program's web site, or in brochures available in "select" stations, or by calling 1-800-307-5000.

Generally, the program runs on a point system (not miles, like on airlines). You are awarded 400 points for enrolling (but for a limited time, 500 points if you enroll on-line) -- but you have to travel within 90 days of enrollment to get the enrollment points. Then you earn two points per dollar spent on Amtrak travel (but not for travel before November 29) -- or 500 points for Acela Express/Metroliner trips (or 750 points for first-class Acela Express/Metroliner travel between certain stations). People who have enrolled in Guest Rewards can call Amtrak (800-USA-RAIL) to have their program number applied to trips they already reserved, but have not yet taken.

Points can be redeemed for future Amtrak travel or (after January 1) airline miles, hotel stays, car rentals, or retail certificates from participating companies. For future rail travel, the program divides the U.S. into three zones. We don't have all the details yet on zone boundaries or point-values for every possible trip, but examples we have seen include:

--A free trip in a reserved coach seat in one zone is worth 5,000 points.
--A free trip in a reserved coach in two zones is worth 7,500 points.
--A free upgrade to a standard sleeping car room in two zones is worth 20,000 points.

There is more information at the program web site or at Amtrak's news release.  The Guest Rewards program itself was set up and is being run by Carlson Marketing Group of Minneapolis. For many years, NARP has asked Amtrak to institute a customer loyalty program on a nationwide basis, so we find this announcement particularly welcome.

The first Acela Express tickets went on sale November 29. The first daily revenue round-trip begins December 11. NARP's 10% travel discount initially will be good only on weekend Acela Express trips -- but will be extended to other, non-peak, weekday trips when such trips are put into place in 2001.

Ohio moved closer to formally joining the Midwest Interstate Passenger Rail Compact, with the November 20 passage of HR 717 by the Ohio House of Representatives, on a 72-16 vote. Indiana, Minnesota, and Missouri already have passed similar legislation. The Ohio Association of Railroad Passengers called on the Ohio Senate and Governor Taft to move the bill to final enactment.

A meeting of the new Montana/Wyoming Association of Railroad Passengers drew extensive news coverage in Montana. About 20 people gathered in Billings on November 19. The main topic was the group's goal of establishing a Spokane-Billings-Denver passenger rail route. Representatives of the state's two senators who attended the meeting said it would be an uphill battle, with highway money unavailable and with Amtrak under an operational self-sufficiency mandate. Equipment costs alone could reach $100 million. More details will be available when an Amtrak study is released next month. Amtrak last studied the route in 1992. Still, the group is collecting individual petition signatures and local resolutions of support, and reports that a bill (L.C.699) has been introduced in the Montana legislature to help support the proposed service.

Burlington (Vermont)-area "Champlain Flyer" commuter rail service begins December 4, with three weekday round trips from Charlotte to Burlington. Vermont Agency of Transportation plans to add more in April.

Atlanta's MARTA rail system opens a 4.7-mile extension of its North Line December 16, from Dunwoody to Sandy Springs and North Springs.

The Great American Station Foundation on November 27 released its 2000 list of Ten Most Endangered Stations. Of the ten, four are served by Amtrak -- Sacramento, Cal.; Omaha, Neb.; Osceola, Ia.; and Bangor, Mich. One (Skokie, Ill.) is in use as a transit station, and two (Gary, Ind., and Bristol, Va.) may have intercity service in the future. The remaining three are Sunol, Cal.; Sparta, N.J.; and Rural Retreat, Va.

The British passenger rail network is near meltdown due to many slow orders following the fatal accident in October. A majority (56%) of Britons favor returning the railways to the public sector, according to a poll done by Channel 4 television. According to a November 23 Agence France Presse report, with over 20 operating companies and one infrastructure company (Railtrack), "The state of the creaking rail system, a series of fatal accidents and the habitual complaints of overcrowding, cost and delays, have led to charges that the companies are more interested in shareholders than passengers." Only 18% of Conservative supporters surveyed supported the privatization carried out when that party was in control of the British government.

The High Speed Rail Investment Act (HSRIA) is still alive, though time is short. It is widely believed that any final budget deals that are struck between Congressional leaders and the White House will occur this weekend. If any tax provisions are included in such a deal -- and that's not clear at this moment -- the HSRIA may still be included.

The more the White House hears in support of including HSRIA in any final deal, the better the chance for HSRIA. If you can call the White House soon -- preferably right away -- that would be helpful. The number is 202/456-1111 (do not press "1"; wait for a live operator). Then say something like this (feel free to substitute your own words):

"Please tell President Clinton to insist on Congress passing the High Speed Rail Investment Act this month. The separate bills are S.1900 and H.R.3700, but the bill passed the House as part of its tax package. Highways and aviation cannot do the job alone." You will be asked what state you are calling from.

Acela Express revenue service begins December 11, with one, weekday-only Washington-Boston round trip. New train 2150 leaves Washington at 5:00 am (just ahead of NortheastDirect train 170 at 5:05 am), arriving Boston at 11:31 am. Train 2175 leaves Boston at 5:12 pm, arriving Washington at 11:43 pm, replacing Acela Regional train 133. (Weekend Acela Regional 167 remains in its current slot, departing Boston at 4:15 pm). Several other Northeastern schedule changes will occur at the same time.

The next new Acela Express weekday trains (Washington-New York non-stop, morning northbound, afternoon southbound; Boston-New York, morning southbound, evening northbound) are expected February 28; further weekday service (with a New England emphasis) is expected in April; and the first weekend service in June. These target dates assume the availability, respectively, of five, nine, and 14 trains. The NARP 10% travel discount will not apply to Acela Express until more weekday non-peak and some weekend trains are introduced.

The southbound Coast Starlight partly derailed early December 7 at Black Butte, in northern California, after clipping a tank car that had derailed from an adjacent track just minutes earlier. Seven passengers and two Amtrak crew members were admitted to a local hospital for their injuries and released by afternoon. Train traffic through the area (which has multiple tracks) has resumed.

Passenger rail development in Georgia was the topic of a Senate Commerce Committee field hearing on December 6. Sen. Max Cleland (D.-Ga.) presided, and witnesses included Transportation Secretary Rodney Slater, Federal Railroad Administrator Jolene Molitoris, Amtrak President George Warrington, and representatives from freight railroads Norfolk Southern and CSX.

Cleland said he was "a firm believer in the future of passenger rail," and that he intends to keep working on its behalf in the Commerce Committee. Warrington said that Atlanta is the key to the success of the Southeast high-speed rail corridor. In commenting on a contract Amtrak is preparing to sign with Georgia DOT, Warrington said, "Amtrak will help make the available resources work. Government is currently trying to balance transportation policy on the two legs of roads and aviation. The stool is wobbly and bound to collapse. Federal investment in passenger rail is 'the third leg' of the stool. We need that third leg to make the transportation plan stable ... It's all a matter of money."

Rep. Julian Dixon (D.-Cal.) died today. He was a co-sponsor of the High Speed Rail Investment Act and, in a wire story, was described as a "champion" of Los Angeles Metro Rail by an official of the Metropolitan Transportation Authority.

The effort to build an intermodal terminal in St. Louis may move forward soon, according to the December 1 St. Louis Post-Dispatch. The paper said the city and Amtrak are near agreement on a 20-year lease for Amtrak to occupy part of the proposed building, as well as a sale by Amtrak to the city of one-fifth of an acre to accommodate light-rail tracks. The agreement could come in the next month or two. Construction would begin with a new Amtrak maintenance facility west of Union Station, with construction on the passenger terminal itself starting within 12 months. The current "Amshack" of "temporary" trailers, installed in 1978, would be replaced. Amtrak moved into the trailers after Union Station became unusable due to advanced deterioration -- and Amtrak stayed so long because efforts to incorporate a rail station into the restoration effort at Union Station in the 1980's failed. Also, earlier, NARP helped block an Amtrak plan to move to a less desirable industrial area west of the station.

Green Line light rail service can be extended into Los Angeles International Airport, according to airport chief Lydia H. Kennard, but only if an airport expansion plan -- opposed by neighboring communities -- also moves forward. The light-rail airport branch was part of the original plan for the Green Line. Its construction would enhance the public investment made in the Green Line and intermodal travel in Los Angeles -- whether or not the airport itself is expanded. Kennard made her remarks at a meeting of the California Transportation Commission in Riverside on December 5.

The High Speed Rail Investment Act (HSRIA) was the subject of a meeting in the Senate yesterday afternoon that included Majority Leader Trent Lott (202/224-3135) and Minority Leader Tom Daschle (202/224-5556). It appears they did not agree to include HSRIA in the omnibus budget package that Congress will pass before it finally adjourns. Sen. Joseph Biden (D.-Del.) has threatened a filibuster against the omnibus package if the HSRIA is not included.

Please call the leadership offices at the numbers listed above (not their personal offices) and urge passage of the HSRIA before adjournment (not next year). Of course, if you are reading this after you have learned from news reports that Congress has adjourned, then phone calls are no longer necessary.

"Whistle ban" rules proposed by the Federal Railroad Administration would be delayed by last-minute language inserted into the budget package by House Speaker Dennis Hasters (R.-Ill.). The rules were requested by Congress in 1994 and include provisions for exceptions for localities if they made certain grade crossing improvements -- some of them rather "low-tech." But some communities objected, including many in Hastert's district. Now it appears that the rules will be delayed until after the first half of 2001, forcing the FRA to consider a compromise that would allow communities -- many of them wealthy -- ten years (instead of two) to make the safety-enhancing changes. Rep. William O. Lipinski (D.-Ill.) also has been active in trying to postpone implementation of the whistle ban.

Acela Express began revenue service December 11. The second day of service was problematic, as Amtrak took the Acela Express train set out of service before its early morning departure from Washington due to a pantograph problem. Additionally, the second, back-up train set had its own problems (inoperative freezer and no hot water in the cafe car) and it could not run in place of the first set. So Amtrak substituted a standard Amfleet set, but its locomotive failed near Bridgeport, Conn., resulting in a two-hour late arrival into Boston. The first set was repaired quickly and deadheaded to Boston for the afternoon southbound departure; the second set also was repaired. But new problems cropped up the fourth day, when the northbound train had another Amfleet substitution and left Washington an hour late. Today's train reached Boston two minutes early.

A new cocktail has been invented to observe the start of Acela Express service. The Oak Bar at the Fairmont Copley Plaza Hotel (near the Boston Back Bay station) is now serving the "Acela-Tini," featuring Sterling Vodka and Blue Curacao, garnished with a blue olive. The hotel is also offering an Acela weekend getaway package.

Federal Railroad Administrator Jolene Molitoris announced she would resign her post effective December 31. She was named to the post in 1993, and thus has served nearly eight years during the Clinton Administration. Deputy Administrator Jack Wells will serve as acting administrator. Molitoris will become president and chief executive of GeoFocus, Inc., a provider of geographic information system and global positioning satellite wireless technology to the transportation industry. NARP presented her with the Dr. Gary Burch Memorial Safety Award for 1996 (the annual award goes to the individual judged to have done the most to enhance passenger rail safety). Molitoris' enthusiasm and actions in support of passenger rail and rail safety will be felt long after her departure.

Chicago Union Station was the scene of a shoot-out December 12. Apparently, police officers from three forces (U.S. Drug Enforcement Agency, City of Chicago, and Amtrak) tried to stop and interview two men in the station's south concourse. One of the men grabbed the city officer, which resulted in an exchange of fire. One of the men was killed; the other man and the city officer were injured. Passengers and other bystanders scrambled for cover in the confusion. The two men had just come from Syracuse by train, and were suspects in a stolen weapons case several days ago in Maine, where they were from.

The connection between the northbound Texas Eagle and westbound Empire Builder was quietly broken by Amtrak on December 7. Amtrak said it was because the connecting van was having trouble making the tight 15-minute connection at Springfield, Ill., and 5-minute connection at Columbus, Wis. However, the Texas Eagle schedule that forced these tight connections has only been in place since October 30, when the schedule was shifted 30 minutes later. Amtrak has never explained why that shift was necessary, and NARP believes it should not have come at the expense of a connection as important as the one between these two trains.

Severe winter weather in the nation's midsection this week caused several trains to be severely delayed or annulled. December 13 annulments included the Pere Marquette, Lake Country Limited, Kentucky Cardinal, Texas Eagle (between San Antonio and Texarkana) and some Detroit trains. Several trains (mostly headed overnight for the east) left Chicago up to five hours late. The California Zephyr was annulled between Omaha and Ottumwa due to a freight derailment. The Pere Marquette was annulled again December 14.

The Amtrak station in Raleigh, N.C., was the scene December 8 of a ceremony celebrating its recent renovation. Amtrak President George Warrington praised the pro-passenger rail efforts of Gov. Jim Hunt (who is about to leave office). Amtrak spent $584,000 to renovate the station, which now includes a first-class lounge. The station, built in 1950, is the second-busiest in the state (after Charlotte). It has been used by Amtrak since the 1986 rerouting of the Silver Star.

Atlanta's MARTA system expands December 16 with a 4.7-mile extension of its North Line from Dunwoody to Sandy Springs and North Springs.

The 106th Congress adjourned December 15 without including the High Speed Rail Investment Act (HSRIA) in the final omnibus budget package.

NARP and other supporters of HSRIA were cautiously optimistic about getting HSRIA into such legislation. The language of HSRIA was part of a tax package conference report (H.R.2614) that was approved by the House on October 26 -- indeed, some of the items from H.R.2614 did get included in what was approved December 15.

In the and, a major obstacle appears to have been opposition to HSRIA from Senators McCain (R.-Ariz.) and Gramm (R.-Tex.), and the unwillingness of Senate Majority Leader Trent Lott (R.-Miss.) to "stare them down." The result was that the anti-rail views of two Senators were given more weight than the pro-rail views of the 57 HSRIA Senate co-sponsors.

Another major factor was President Clinton's unwillingness to veto the omnibus if it didn't include HSRIA (as he threatened to do over other issues). Although the President talked up high-speed rail in his 1992 campaign, he allowed his Administration to spend most of 2000 debating the HSRIA rather than actively advocating it on the Hill. Only at the 11th hour did the Treasury Department relax its objections, and then only after getting "concessions" that would have reduced the actual rail investment level the bill could produce. This year's experience underlines the probability that passenger rail won't get the investment that it needs until the highway and aviation trust funds are opened to transportation spending -- not just locked into mode-specific accounts.

In all, the record of the 106th Congress is one of disappointment -- record levels of highway and aviation spending, and the lowest level in over a decade on passenger rail. When people are stuck in crowded airports or truck-filled highways and wonder why there aren't other alternatives, and when people are on trains that don't go fast enough or often enough, they should remember the inability of the 106th Congress and the Clinton Administration to do something about it jointly. They should remember that (as in so many things), you get what you pay for -- and so far, the U.S. has paid for a crowded aviation system, a crowded highway system, and an underdeveloped rail system (and gotten it).

But they should also work to see that the 107th Congress and the new Bush Administration don't make the same mistakes. Rational investment in passenger rail is possible. It can be supported by a broad range of legislators (as we saw with HSRIA). It's not too early to educate the new government about the need for a transportation policy that invests in all modes.

[Continues with text from #169 of December 15.]

Senate Majority Leader Trent Lott (R.-Miss.) and Minority Leader Tom Daschle (D.-S.Dak.) have pledged early action next year on the High Speed Rail Investment Act. What follows is from the Congressional Record of December 15, the last day the Senate was in session.

Daschle: "Although there are a lot of good things in the [omnibus appropriations] bill we are about to debate, there is one glaring omission -- legislation to provide Amtrak with the authority to issue tax credit bonds for capital improvements. This bonding authority is critical to Amtrak's future and to the economic health of the northeast and many other areas of the country.

"I have discussed this with members of my caucus. We had a very spirited discussion in our caucus this morning, and I know how strongly they support Amtrak and this legislation. We are very disappointed this provision was not included in this otherwise praiseworthy legislation. Amtrak supporters will not give up on passing [HSRIA]. In order to help them secure enactment of this important measure next year, the majority leader and I have discussed and agreed on how best to proceed. I yield the floor to allow the majority leader to describe what the understanding is ..."

Lott: "Mr. President, I thank the Democratic leader for his fine work on this issue. I know there is a lot of passion, a lot of support for Amtrak. But let me remind my colleagues, I am one of those supporters. I have been an active supporter of the national rail passenger system ... I think we need it ... I want to commit to our colleagues here that I will join with Senator Daschle in cosponsoring this legislation next year. We will work together to get the appropriate hearings in the Finance Committee and hopefully in the Commerce Committee, too ... I am on both committees and Senator Daschle will probably be on the Finance Committee, too. We will work with the ranking member and the chairman to get hearings and move this legislation. I cannot guarantee we will have the votes or that it will not be filibustered or that we can break a filibuster, but I think it is the right thing to do ... I believe we can do it early next year. I am not talking about having it languish; I am trying to get movement on it in the first three months, six months ..."

Sen. Joseph Biden (D.-Del.), who had threatened a pro-HSRIA filibuster that would have disrupted Congress' adjournment plans, called the leadership agreement on the HSRIA "good enough for me."

Obviously, passenger rail supporters will need to make their voices heard again so the new Congress will have the votes needed to get the HSRIA passed, and so the Bush Administration will support it. It's not too early to educate the new government about the need for a transportation policy that invests in all modes.

[Continues with text from #169 of December 15.]

The Amtrak Reform Council yesterday posted on its web site "A Summary of Legislation Pertaining to Amtrak." An ARC release says Amtrak, the Federal Railroad Administration, and ARC agree that December 2, 2002, is the operational self-sufficiency target date, but Amtrak says it will achieve operational self-sufficiency in fiscal 2003, which begins October 1, 2002. Amtrak believes that complies with the law.

Senate Majority Leader Lott and Minority Leader Daschle agreed to co-sponsor and secure early action on the High Speed Rail Investment Act next year. Lott said he is an Amtrak supporter, and that he was "not talking about having [the bill] languish; I am trying to get movement on it in the first three months, six months." Sen. Joseph Biden (D.-Del.), whose filibuster threat helped bring about the leadership commitment, said it was "good enough for me." Because of the importance of what transpired on the Senate floor during the waning hours of the 106th Congress on December 15, here are more excerpts, statements that were made as Senator Lautenberg held the floor to give his farewell speech. (Sen. McCain also recognized the air congestion problem at his September Amtrak hearing).

Sen. John Kerry (D.-Mass.): "I join in thanking the majority leader and the minority leader ... [and] particularly Senator Byrd and Senator Stevens for responding to the request of a number of us from our region ... There was a lot of passion in our caucus earlier this afternoon, and the minority leader listened to all of us very carefully. Our caucus, I must say, was united in its commitment to the notion that those of us who cared about this issue needed to have some kind of response on the floor that indicated where we will go. I am grateful for this response. The commitment on the floor openly, as it has been given, to proceed as we will proceed, particularly from the distinguished ranking member of the Appropriations Committee and the chairman, is as good a commitment as  one can get in the Senate ... With the new Senators coming in, I am absolutely convinced we will have more than 60 sponsors of this legislation."

Sen. Daniel P. Moynihan (D.-N.Y.): "This is a national issue and ought to be addressed by the Congress. We are the only major industrial state in the world that has not sought to recreate and revivify its rail system in the last generation ... We passed the Intermodal Surface Transportation Efficiency Act. We created financial instruments and the possibility of investments to be involved. We can do this. We are on the verge of it. To miss it at this moment would be to miss a moment in history for which I think we will not be happy. But I am so confident, from what I have heard today, that I leave the Senate yet more proud of having been here 24 years, thanking all ... I yield the floor with great satisfaction of what has just transpired. If this is the kind of mode we enter into in January, there is much to expect from the 107th."

Sen. Frank R. Lautenberg (D.-N.J.): "The majority leader made a private statement to me, which I will state publicly. He said, as we ready for my departure, bipartisanship is breaking out all over. And I am not quite sure how that is meant. [He smiles.]"

Sen. Arlen Specter (R.-Pa.): "I compliment [Sen. Lautenberg] for his leadership on Amtrak generally and especially on this current plan for financing. I support Amtrak and believe this proposal to provide this additional funding is very much in the national interest ... I think this is very good for the country that we are going to be moving ahead with this legislation next year, and a very good sign for the 107th Congress that hands are being extended across the aisle to show bipartisanship. If this carries forward in the next year generally, it will be very good for the American people."

Sen. John McCain (R.-Ariz.): "First of all, I thank [Sen. Lautenberg] for his advocacy and his strong and heartfelt support about the need for a viable railway system in the Northeast and around America. There has been no one in this body who has been more committed to that proposition than [he]. I congratulate him ...

"We will go through a regular process next year to bring up an authorization bill for Amtrak which would then be followed by appropriations. I objected to an appropriation this year because it was $10 billion over 10 years stuck into an appropriations bill for which there had never been a hearing. I hope [Sen. Lautenberg] can understand that.

"The second point is, I urge [Sen. Lautenberg] to consider that we have to make a fundamental choice about the national rail system in America -- not just an east coast rail system but a national rail system. There are many countries in the world, including European countries, that regularly subsidize their railway systems. I understand that. I don't dispute it. Perhaps that decision has to be made in the United States of America and in the Congress of the United States with the cooperation of the administration.

"I remind the Senator from New Jersey that a few short years ago the decision was made to make Amtrak completely independent. Maybe that was not a wise decision. Last year, Amtrak lost, I think, 900 million and some dollars, and will lose another $900 million, or so. I think we need to make a fundamental decision: Is it a high enough national priority?

"I am not prepared to make a decision yet that the taxpayers of America should subsidize a rail system for America. I think the Senator from New Jersey would agree with me that the west coast needs one probably almost as much as the east coast does. We need to make a fundamental decision about what the Government's role will be in a national railway system, and then we need to decide to what degree it is subsidized.

"I think a strong argument can be made by anyone who has tried to fly to Newark, or to LaGuardia, or Kennedy lately that they recognize the difficulties in relying simply on air transportation. I think an argument can be made. But I think it deserves full debate and discussion. I thank [Sen. Lautenberg]. I understand his disappointment on this issue. But I would like to make a personal commitment that his spirit will live on, and we will fully examine and fully ventilate this issue and try to come up with a proposal that will satisfy the needs of his constituents and Americans all over this country. Again, I say that with profound admiration and respect for the Senator from New Jersey."

Amtrak Intercity has been in a crisis mode for over two weeks, facing what it calls the coldest Midwest December over [perhaps 3-4 weeks without one day over 30 degrees]. Amtrak says that in Chicago, it used more salt in the first three weeks of this cold spell than it used the last three years. Amtrak's own problems are exacerbated by en-route delays as freight railroads also are having more frozen switches, breakdowns, and delays than usual.

After overworking personnel these weeks, and finding its shops unable to keep ahead of freeze-related damage to equipment, Amtrak has concluded that it must cancel three trains through January 30 -- Lake Country Limited (Chicago-Janesville); and two Detroit trains (only the Wolverine continues). In January, all three Michigan routes are programmed to use Superliners, which are better able to withstand the bitter cold. Amtrak intends to restore full operations January 31 and anticipates making an announcement about this around January 20.

Precisely because the Superliners are holding up well, no cancellations of long-distance trains are planned, although passengers should check on delays and isolated cancellations. Amtrak continues to experience chronic freeze damage to the plumbing systems of Amfleet II cars (generally used on single-level long-distance trains), and has found that a "retrofit" applied to 80% of these cars seems unable to withstand current conditions. Amtrak has assembled an extra Lake Shore Limited train set to help reduce late train originations caused by late arriving inbound equipment.

NARP will continue to investigate this situation. We want a service that is not so vulnerable to bad weather. We welcome insights from Amtrak customers and employees. We do not want anonymous tips but will protect anonymity when requested.

President-elect Bush announced today his nomination of Tommy Thompson as Secretary of Health and Human Services. Thompson will resign as governor of Wisconsin, where he has turned that state from one with no state passenger rail program to the leader of the Midwest Regional Rail Initiative. It is unclear whether he will be able to continue as chairman of the Amtrak board. He earlier had expressed a wish to be Secretary of Transportation, but, apparently, Bush had other plans for him.

President-elect Bush's transition team last week named 22 "team chiefs" to serve as liaisons for the new Administration. The liaison for Transportation is Jack Schenendorf, who is chief of staff to outgoing House Transportation and Infrastructure Committee Chairman Bud Shuster (R.-Pa.). The liaison for the Office of Management and Budget -- which has great power over Administration policy where it concerns funding requests from Congress -- is John Cogan. He is a Stanford University economist and was OMB deputy director under the former President Bush.

In the wake of the sudden breaking of the connection between the northbound Texas Eagle and westbound Empire Builder (December 7), Amtrak has told NARP that the core cause was a condition imposed by Union Pacific in exchange for agreeing to expand the train to daily service in May. That resulted in an October 30 timetable change that shifted the Eagle's schedule 30 minutes later. However, Amtrak says efforts are underway to change the schedule in a way that would restore the connection.

The first volunteer station host program began last week at Emeryville, Cal. NARP board member Doras Briggs was inspired by the North Carolina DOT train host program and saw the need for station hosts during her extensive travels in the U.S. and Europe. So she decided to try it out at her local Amtrak station, and earlier this year got the enthusiastic support of Amtrak West management. "It can be overwhelming, especially for people who are first-time riders," Briggs said in the December 19 West County Times. "But during the busy times when a lot of trains are arriving and departing, Amtrak staff cannot be everywhere at once." Capitol Corridor station service manager Jeff Snowden said, "The station volunteer program is a good benefit for Amtrak and its passengers ... It will allow us to get information out to more people at a time when it's most needed."

Maryland officials approved a two-year contract with CSX on December 20, providing $30 million in new investment to benefit the two MARC commuter rail lines operated by CSX. They are the Camden (Baltimore-Laurel-Washington) and Brunswick (Washington-Brunswick-Martinsburg) lines. In return, CSX has agreed to pay a fine when on-time performance falls below 90%; when CSX performance exceeds expectations, the state will pay a bonus into the investment fund. CSX's MARC on-time performance was down around 80% earlier this year, but was 93% last month. CSC blamed the delays on capacity issues, which the new investment should help address.

Of the $30 million pledged by the state, $6 million is state money and $24 million is federal money. CSX will contribute another $6 million of its own money. The new contract includes additional Brunswick line trains resulting from start-up of the Frederick branch a year from now. Maryland approved another $9 million to improve Amtrak track used by MARC's Washington-Baltimore-Perryville service. Meanwhile, earlier this year, Virginia committed $100 million in state and federal funds toward a $380-million project to build a third track on the CSX line between Washington and Richmond, which is also used by Amtrak and VRE passenger trains.

Longtime NARP board member Kevin Gregoire died unexpectedly at his home in Pittsfield, Mass., on December 18. He had put considerable effort into the fall 2000 NARP board meeting, which was held in Pittsfield. Memorial contributions to St. Teresa's Catholic Church of Pittsfield can be sent to Devanney Funeral Home, 40 Maplewood Ave., Pittsfield, MA 01201.

Another death this week was that of Robert Casey of Pittsburgh, who was on the NARP staff in 1973-75, including one year as executive director. Later, he was an official of the High Speed Rail Association.