NARP September 2001 Hotlines

#207 - September 7, 2001
#207-A - September 12, 2001
#208 - September 14, 2001
#209 - September 21, 2001
#210 - September 28, 2001

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House Transportation and Infrastructure Chairman Don Young (R.-Alaska) plans next week to introduce a big, new, rail-funding bill, according to today's Washington Post.

This would be a ten-year bill with $36 billion in bonds for high-speed rail "with a sustained cruising speed of at least 125 mph," and $35 billion in direct loans or loan guarantees for both freight and high-speed passenger projects. This is far more rail money than has been made available before, and, if it's all allocated, would provide more in a year than transit gets now (much less than aviation and highways, but still progress).

Where the $12-billion High Speed Rail Investment Act (HSRIA) features non-interest-bearing bonds with federal tax credits for buyers and a 20% state match that goes into an escrow account to pay off the bonds later, the new bill would feature bonds issued by states that are exempt from federal tax, with the interest paid by the state. The U.S. Department of Transportation would approve projects before states issue bonds.

Where under HSRIA Amtrak issues the bonds (and the DOT selects routes under the House version), the new bill cuts Amtrak out of the process. This likely is an attempt to satisfy Amtrak critics who believe its problems are due to mismanagement, rather than chronic, deep, long-term lack of funding.

The 125-mph limit would disqualify some projects that are farthest along in the planning process, such as the in the Midwest and Southeast. Bill supporters believe that only 125-mph running, with the expense of eliminating all grade crossings, is the only way that a new rail service can meaningfully compete with highways and airports (certainly, 125-mph running doesn't hurt). Yet in places that have made more modest infrastructure improvements, such as California's Capitol Corridor and Pacific Northwest, ridership has roughly tripled since the early 1990's. The top speed there is still only 79 mph, with more improvements planned.

The political impact of having a second, very different version of a rail bond bill in the few remaining weeks of this Congressional session is not clear. Support in the House for the HSRIA is growing -- eight more sponsors were added this week, for a total of 178 -- and it would be a shame if the potential distraction of having two different bills led to no bill passing at all. The best outcome would be for leaders to find a way to make the best features of both bills law, and soon.

South Carolina took a step forward this week with the announcement that the state Department of Transportation is participating in a feasibility study of Charlotte-Atlanta high-speed rail service. That corridor segment is part of the federally designated Southeast Corridor and would be eligible for federal matching funds through the High Speed Rail Investment Act (HSRIA) -- should it become law. U.S. Rep. Jim DeMint (R.), who is not yet a sponsor of HSRIA, said that Upstate South Carolina needs alternatives to highway and air travel, and worked to secure $200,000 in federal funds for the study.

North Carolina is contributing $25,000, South Carolina $75,000, and Georgia $100,000. The study will begin in October and may finish in April 2002. The announcement was made at the offices of the Greater Greenville (S.C.) Chamber of Commerce. The chamber is a member of the Southeastern Economic Alliance, a group of 13 chambers of commerce that has supported HSRIA.

The Washington-Richmond-Raleigh-Charlotte segment has already been the focus of study and hearings (see last week's message). That segment, along with Charlotte-Atlanta, is part of a rapidly growing chain of cities and developed areas that is ripe for enhanced passenger rail service. Such a service that also tied into main airports in the corridor would be a winner.

Big service changes may be coming to Amtrak trains running between Chicago and the East Coast, but no announcement has been made to clarify what they may be. The Three Rivers will lose its Heritage sleeper (last trip westbound October 1, eastbound October 2), to be replaced by a Viewliner sleeper. However, Viewliners are in short supply, and Amtrak has not yet said what train, if any, will lose a sleeper in favor of the Three Rivers. Amtrak is eager to keep some sleeper service on the Three Rivers because it is the last train of the day eastbound out of Chicago, making it an attractive connection for trains from the West Coast that are often late, and that have had their schedules lengthened in recent years.

Amtrak is offering Guest Rewards members an Acela Express discount through November 9. Any member booking two round-trips (or four one-way tickets) can get a third for free. Meanwhile, the last day for the weekend-only, two-for-one Acela Express offer is September 23, open to Guest Rewards members and non-members alike.

Some train service in Oregon will be impacted by a track work program that Union Pacific is conducting this month. On weekdays for the rest of September, buses will replace northbound train 552 and southbound train 755 between Eugene and Portland only. No other trains (and no trains on weekends) will be affected.

The northbound Texas Eagle has been subject to rerouting north of Springfield, Ill., on weekdays all this summer due to track work, and this will continue the rest of this month. Additionally, train 304, the northbound Ann Rutledge, on weekdays this month will leave St. Louis a half-hour later than normal, at 2:35 pm, in order to provide a bigger work window for track crews. If the train can make up time, its departure from stations north of St. Louis could be less than 30 minutes late.

Portland, Ore., joins the list of cities with rail transit connections to the airport on September 10, with the opening of a new, 5.5-mile MAX light-rail branch from Gateway Transit Center to the airport. The line will be operated through from downtown, designated as the Red Line. It was built without federal funding by a partnership of the Port of Portland, the Tri-Met transit agency, the City of Portland, the Portland Development Commission, and Bechtel. The various agencies are also coordinating development projects around intermediate light-rail stations.

The September 11 terrorist attacks on New York and Washington are having far reaching implications for travelers. The aviation system, which the terrorists used as their tool -- with tragic results -- was shut down across the U.S. and Canada by mid-morning, September 11. It is expected to begin operations again around noon, September 12, though no doubt with limited capacity and with delays.

Amtrak operations were greatly impacted. The Northeast Corridor was shut down much of September 11, with the result that Amtrak's busiest operation could not provide a travel alternative to stranded passengers, until later. VIA Rail Canada, however was able to add capacity to its busiest line, Quebec-Windsor.

Other Amtrak trains were delayed at various times as security was checked. Most Amtrak service, including the Northeast Corridor, resumed by 6:00 pm, September 11, according to Transportation Secretary Norman Y. Mineta. In a statement, Mineta added, "Travelers will see increased security measures at our airports, train stations and other key sites. There will be higher levels of surveillance, more stringent searches."

Northeastern commuter rail and local rail services also were impacted, though most are operating September 12. In Washington, the Pentagon Metro station reopened mid-morning September 12; Virginia Railway Express ran a limited schedule September 11; while MARC had bus substitution September 11.

In New York, Penn Station and Grand Central reopened to outbound commuters in the afternoon on September 11, on irregular schedules. Subways are running non-stop through Lower Manhattan, except for a handful of lines running below the World Trade Center site. The site is also above one of the Manhattan terminals for PATH train service to New Jersey. PATH was to resume service on its Sixth Avenue line on September 12.

The NARP office in Washington remained open, but with reduced staffing, September 11; in plain view of the smoke from the Pentagon and below the sound of F-16 fighter planes. We share in the nation's horror and dismay at the September 11 events. Union Station and the Amtrak offices in it were evacuated, along with all federal offices in the city.

Amtrak's Texas Eagle collided with a Union Pacific freight train September 11, injuring five passengers and one crew member. Though the accident awaits investigation, Union Pacific said the Amtrak train was at fault -- apparently, the Eagle had entered a siding to yield to the oncoming freight train, and then did not stop at the end of the siding and wait. The collision derailed 12 of the freight train's cars, and the Eagle's two locomotives, baggage car, dorm car, sleeper, and diner (the last three remaining upright). The injuries were described as "non-life-threatening."

[Continues with text from #207 of September 7.]

The September 11 terrorist attacks on New York and Washington are having far-reaching implications for travelers. The aviation system, which the terrorists used as their tool -- with tragic results -- was shut down across the U.S. and Canada by mid-morning, September 11, and it is not known when it will be back to normal. As of today, Washington Reagan National Airport is still completely shut down. The three New York-area airports, where officials temporarily detained two groups of people yesterday, were closed after briefly reopening. They're open now, but Boston Logan remains closed.

Amtrak is reporting a swelling of ridership nationwide, with twice the normal amount of Washington-New York traffic at mid-day, September 12. Extra Northeast Corridor trains have run. Amtrak honored airline tickets to points on its system. The Amtrak web site -- like many others -- was running very slowly due to high visitor volume. Greyhound was also extremely busy, but the busy Port Authority Bus Terminal in Midtown Manhattan only reopened this morning.

Amtrak's capacity to absorb the overflow is limited, however. Amtrak has struggled to pay for repairing wreck-damaged equipment from earlier accidents, cars that could be carrying people and earning revenue now -- the two derailments this week (see below) can only exacerbate an already tight situation.

As a result of this week's events, there are great changes in the social and political landscape of this country. Great changes also lie ahead for travelers. In a statement earlier this week, Transportation Secretary Norman Y. Mineta said, "Travelers will see increased security measures at our airports, train stations and other key sites. There will be higher levels of surveillance, more stringent searches." Indeed, today's Washington Post advised domestic air travelers to arrive at airports two hours before scheduled times for domestic flights, and two-and-one-half hours before international flights.

How this will impact passenger rail remains to be seen, both in terms of public policy and in terms of train-travel demand. While we can imagine that airline services will return to some level that is more like normal than it was this week, a return to the pre-September 11 status quo seems unlikely. We can also imagine that demand for all passenger rail services will remain higher than normal -- even for the long-distance and corridor services of less than 125 mph that rail critics profess to find no use for.

To truly meet the nation's travel needs, now more than ever, the government must abandon policies that have weakened the financial health of passenger rail and that have prevented its expansion into new markets. Specifically, these include the Congressional mandate of operational self-sufficiency for Amtrak by fiscal 2003; and features of the TEA-21 and AIR-21 laws that deny that passenger rail is a form of surface transportation worthy of investment, that shut highway and aviation funding into tight, budgetary lockboxes, and that deny rail the resources it needs to play a meaningful alternative to congested (and now partially crippled) highway and aviation modes.

Because of flawed transportation policy in the past, we could only imagine -- not witness -- a far-reaching passenger-rail network that could act as a more effective travel alternative this week -- and, no doubt, for the foreseeable future. Congress and the Administration will be right if they act to make the aviation system safer, but they must also look at the benefits of a better passenger-rail system, and begin to make serious, public investments in that system.

Amtrak, as usual, honors airline tickets for travel between metropolitan areas with rail service, subject to availability of space. Amtrak is not honoring tickets from Southwest (which does not belong to the agency that coordinates inter-company reimbursements) or Midway (which has ceased operations due to bankruptcy).

Amtrak ran a "Clara Barton Express" yesterday, and will do so daily as long as necessary. It runs from Washington to New York. It consists of mail cars carrying medical and other supplies and a few passenger cars. Yesterday's train also carried the President of the American Red Cross, Dr. Bernadine Healy. Northeast Corridor trains will also carry medical and emergency personnel to New York without tickets.

The Federal Aviation Administration has temporarily banned mail and cargo shipments on passenger planes, according to the Los Angeles Times. The U.S. Postal Service has redirected this mail -- about a quarter of its business -- to trucks, anticipating delays of 24-48 hours. Some of that business is also going to Amtrak.

Most Northeastern commuter and local rail agencies were back in service by September 12. In New York, Penn Station and Grand Central reopened the day of the tragedy to outbound commuters, but have been closed a few times since then due to bomb threats. New York subways are running non-stop through Lower Manhattan, except for the handful of lines running below the World Trade Center site. This site is also above one of the Manhattan terminals for PATH train service to New Jersey. PATH resumed limited service on its other Manhattan line (Sixth Avenue) on September 12. However, one New York television station reported today that PATH was missing one of its trains and feared it might still be under the World Trade Center.

A few Amtrak passengers have been detained and/or questioned this week by law enforcement officials in an atmosphere of heightened alert. Southbound train 173 was stopped at Providence September 12, where one detainee was later released after it was learned he carried a knife as a symbol of his Sikh religion. Federal agents also detained two men at Fort Worth on September 13, who were traveling from St. Louis to San Antonio.

In Canada, Transport 2000 President Harry Gow told the Montreal Gazette that it would be appropriate for North Americans to reflect on their over-reliance on the air and road modes. He said Basque terrorists twice tried to destroy French TGV trains with explosives and then gave up, given the limited damage they were able to inflict. Gow praised the U.S. for its Northeast Corridor high-speed service, and suggested that it will play an ever more important role for various reasons, including the public's need for an alternative, and for national security.

Here is one moving vignette about rail travel this week from the September 13 Atlanta Journal-Constitution:

"Angela Cocke, a 26-year-old Atlanta advertising executive, got on the [Crescent] in Newark, N.J. On Tuesday morning, she had been meeting with a client in Weehawken, N.J., across the Hudson River from the towers in lower Manhattan. She learned about the attack from TV reports. She and a crowd of people went down to the waterfront and watched as the second tower collapsed. 'There seemed to be a lot of fighter planes, a lot of air traffic around the building,' she said.

"It was a different scene Wednesday morning on the train. 'The thing that struck me was this morning at sunrise riding through rural America, and seeing all the flags flying at half-mast and school buses,' she said. 'They can't take that away from us.'"

Amtrak's westbound Texas Eagle collided with a Union Pacific freight train September 11, just west of Marshall, Tex. Five passengers and one crew member were injured. Though the investigation continues, it seems that the Eagle had entered a siding to yield to the oncoming freight train, and then failed to wait at the end of the siding. The collision derailed 12 of the freight train's cars, and the Eagle's two locomotives, baggage car, dorm car, sleeper, and diner (the last three remaining upright). The injuries were described as "non-life-threatening."

Then early on September 13, Amtrak's westbound California Zephyr collided with another Union Pacific train, this time in Utah just east of Wendover (near the Nevada state line). The train had 14 crew and about 263 passengers (many seeking an alternative to closed airports). However, most injuries were minor. Apparently, a coal train was entering a siding to wait for the oncoming Amtrak train. The Amtrak train then struck the coal train, which had not completely cleared the main line. The Amtrak train derailed, and two locomotives, a baggage car, and a dorm car sustained fire damage (the dorm car and others behind remained upright).

Last week, we reported on a proposed rail bond bill to be introduced by House Transportation and Infrastructure Chairman Don Young (R.-Alaska). Due to the national emergency, introduction of the bill has been postponed, probably to the coming week. While a "$71 billion bill" certainly is interesting, concern remains that it may require a much higher state share than either the federal government now requires for air and road projects, or than required by the pending High Speed Rail Investment Act. There also are concerns that the requirement of running speeds of at least 125 mph and elimination of all grade crossings may raise the bar so high that no state would participate.

The Washington Fruit Express service began when two cars were added in Wenatchee, Wash., to the September 12 eastbound Empire Builder. The service involves switching refrigerated ExpressTrak cars onto Amtrak's Empire Builder in Wenatchee, and running them to East Coast markets. The cars carry fruit grown in the region. The state has supported the service in hopes of opening new markets for growers, providing an alternative to trucking (which has capacity problems of its own), and improving the Empire Builder's bottom line. A planned inaugural ceremony has been postponed.

The Connecticut Department of Transportation is looking at a plan to accelerate catenary replacement on the 45-mile segment of the Northeast Corridor it owns west of New Haven. The current project is scheduled to end in 2006, with construction currently underway on the far western six miles (west of Stamford). The aging and outmoded power-delivery system is increasingly unreliable, causing delays to 134 Metro North commuter trains this year (up from 29 in 1999), as well as delays to Amtrak trains. Modern catenary that will allow trains to travel over the segment's current limit of 70-75 mph will also help cut New York-Boston travel times for Acela Express.

Amtrak's Quiet Car program -- in which most Northeast Corridor weekday trains have one car set aside where cell phone use is not permitted -- has been very popular and now has inspired a bill in the New York State Assembly. The bill, filed by Steve Levy (Long Island) would require commuter trains that have start- and end-points in the state to have two cars per train that are designated as cell-phone-free. This would apply to all Long Island Rail Road trains and Metro North trains on the Hudson and Harlem lines, but not to the New Haven or to lines west of the Hudson. The bill may be considered next year.

The central part of the Baltimore light rail system reopened September 8. The portion along Howard Street had been closed since mid-July due to a derailment and fire on a CSX freight train in a rail tunnel below that street.

In the days since the September 11 attacks, there have been frequent mentions in print and web media (but not so much in broadcast media) of a big jump in public interest in passenger trains. In the September 12-17 period, many trains sold out nationwide. Preliminary Amtrak ridership figures show a 17% increase (from 60,000 to 70,000 a day), but that doesn't include the many airline tickets Amtrak honored. Ridership on long-distance trains grew 35% and on the Northeast Corridor grew 9% (despite the near-shutdown of businesses and schools throughout the Northeast). The number of tickets issued for the following several days was also much higher than normal.

Amtrak added hundreds of seats a day to its trains -- 1600 on long-distance trains, 300 in Amtrak West, and 2000 on the Northeast Corridor. Through September 18, it handled 237 carloads of mail above normal levels. It provided transportation into New York for medical and other rescue workers, and thousands of emergency relief kits for the Red Cross. About 40 Senators rode a special train to New York yesterday to inspect the World Trade Center site.

Amtrak and other railroads report that they have increased police presence and other inspections around stations and rights-of-way. Amtrak has been considering a new policy to require passengers to carry photo identification, but has made no announcement about implementation.

On Capitol Hill, a $40-billion package relating to general security, military, and relief issues was quickly made law. Beyond that, in recognition of the great harm caused to airlines by last week's shutdown, and the big role aviation plays in the national economy, Congress and the Bush Administration have begun considering a substantial aid package. A House proposal a week ago for $15 billion in aid to the airline industry has become a $17 billion proposal supported by House, Senate, and Administration leadership, and is moving rapidly. It would provide $5 billion in direct grants to airlines that can show losses relating to last week's attacks, and the rest in credits or loan guarantees.

But Congress must not forget about passenger rail. Amtrak played an important role last week, even with its assets stretched very thinly by decades of underfunding and a misguided mandate for operational self-sufficiency. That enhanced role will continue as many people who are reluctant to fly look to rail as an alternative, and as longer waits in air terminals will make many rail trips more time-competitive. Amtrak's security costs are also increased (as implied above).

On September 19, 16 Senators wrote to Transportation Secretary Norman Y. Mineta, saying they had asked Amtrak for a proposed aid package resulting from last week's attacks, and that Congress and the Administration ought to provide the funding for that package. The Senators were Hutchison (R.-Tex.), Hollings (D.-S.C.), Specter (R.-Pa.), Biden (D.-Del.), Schumer (D.-N.Y.), Kerry (D.-Mass.), Jeffords (I.-Vt.), Corzine (D.-N.J.), Carper (D.-Del.), Torricelli (D.-N.J.), Kennedy (D.-Mass.), Clinton (D.-N.Y.), Sarbanes (D.-Md.), Mikulski (D.-Md.), Reid (D.-Nev.), Chafee (R.-R.I.), and they deserve your thanks and encouragement.

Media reports of the 18-month, $3.2-billion package that Amtrak developed in response to the Senators' request began appearing yesterday and today. About $1.5 billion would go toward improving passenger safety and security nationwide, including more Amtrak police and security officers and accelerating safety work on the Amtrak tunnels in New York. Another $1.6 billion would go toward expanding capacity, including repairing wreck-damaged and stored cars and locomotives; overhauling more equipment; improving selected track segments, catenary segements, and bridges in the Northeast Corridor; and perhaps an order of ten train sets (of unspecified type).

Amtrak will need this funding -- in whatever upcoming legislation is appropriate -- if it is to play a more meaningful and reliable role in the new transportation environment in the U.S. Another priority is the High Speed Rail Investment Act (HSRIA), which is up to 182 sponsors in the House, and which would provide resources to expand rail's role as an air alternative nationwide. Please tell your legislators, the President, and newspaper editors that Amtrak must have this supplemental funding and that the HSRIA must be enacted this year -- before the expected adjournment of Congress a month from now.

The status of the annual appropriations bill is unclear. Fiscal 2001 ends September 30, but Congress has not yet passed any of the 13 appropriations bills for 2002, including transportation. Any bill not enacted by then will have to be covered under a "continuing resolution," which carries funding for programs in pending bills forward into the new fiscal year at current levels.

Last week we reported that PATH believed one of its trains might be under the World Trade Center site, based on press reports current at the time. Later reports indicated there was an empty train left in the PATH station there, but that the station had been evacuated in time. Workers have entered the station and found it mostly intact, but with no one in it. During the height of the crisis, PATH employees helped evacuate about 3000 people from trains in the station and from the station itself onto the street, and diverted trains headed for the World Trade Center. Some PATH employees then were evacuated to Jersey City by train. Some interruptions to New York City subway service continue, most acutely on the 1-9 IRT line, which experienced some tunnel collapses.

A carload of donated fruit left Wenatchee, Wash., September 17, bound for East Coast relief efforts. The 200,000 apples were donated by the Washington Apple Commission, and Amtrak and ExpressTrak donated the transportation. The car also carried messages and posters from schoolchildren in Central Washington. Upon arrival, it will be distributed by the New Jersey Food Bank to help feed rescue workers and others impacted by the terrorist attacks.

The new Amtrak station in Martinez, Cal., will have its grand opening September 22 (10:00 am). It is located at 601 Marina Vista, near the former station. The intermodal facility will serve two Amtrak corridors (San Joaquin and Capitol), two Amtrak long-distance routes (California Zephyr and Coast Starlight), Amtrak Thruway buses, and local buses (including connecting to the North Concord/Martinez BART station), making it a true crossroads in its region. Amtrak ridership at Martinez was 280,000 in fiscal 2000, 23% over 1999.

Effective October 1, Amtrak will convert Metropolitan Lounges in Boston, New York, Philadelphia, and Washington into "ClubAcela." The space will be open to any Amtrak passenger with a same-day first-class ticket (including sleeper). A plan to charge a membership fee for access to the lounges -- published in Amtrak's recent on-board magazine -- is on hold.

Tomorrow is the last day of operation for Amtrak's Chicago-Janesville Lake Country Limited. It was reduced to once-weekly status six months ago, as Amtrak realized that the plans it announced in February 2000 for express traffic for the Janesville train (and other, similar ones proposed) were not materializing. Also, Amtrak began to emphasize long-haul (transcontinental) express over shorter runs, and connecting express trains that were planned did not get freight approval.

Amtrak train 305 (southbound State House) was stranded for about four hours after about 10:00 pm September 16, due to a disabled locomotive, according to a St. Louis Post-Dispatch report. The train, with about 80 people aboard, was in a remote area about three miles from the nearest crossing, and was without power. An Amtrak spokesman said that made it impractical to have people walk to board a bus, rather than wait for a relief locomotive.

Amtrak will discontinue the Cardinal stop at Alderson, W.Va., with last day of service September 28 (eastbound) and September 30 (westbound).

California Gov. Gray Davis (D.) has before him a bill, AB1419, to transfer the Transbay Terminal in San Francisco to local authorities. They plan to convert the terminal to an intermodal facility, with provision for extending Caltrain commuter service from a more peripheral location.

A light rail extension in Dallas begins revenue service September 24. DART's Blue Line will use a new branch from Mockingbird Station to Northwest Highway/White Rock Lake. Events to welcome the new line will take place over the weekend.

Amtrak ridership remains above pre-September 11 levels, despite the fact that we are now in an autumn period when travel demand normally goes down, and despite the fact that travel demand seems to be reduced overall as a result of the crisis. Currently, based on bookings and ticket issuances, Amtrak reports a 15% increase nationwide over pre-September 11 levels, with a 40% increase on Acela Express on the Northeast Corridor. This may continue, as many people who now are reluctant to fly will look to rail as an alternative for flights of any distance, and as longer waits in air terminals make many short-distance rail trips more time-competitive than they were.

Obviously, Amtrak ridership is down somewhat from when all commercial airline flights were annulled, and thousands of stranded air passengers were desperate for a way to get home. During that period, Amtrak reported a nationwide increase in ridership of 17%, with an increase of 35% on long-distance trains.

Amtrak announced that as part of its larger efforts to increase passenger safety, individual passengers who are 18 or older may be asked to show valid photo identification when purchasing tickets or checking baggage. A notice about this appeared on the Amtrak web site late on September 21. "Valid" identification includes state-issued driver's license with photo; other state-issued photo identification; state-issued identification that provides physical characteristics (if it includes no photo); passport; photo identification for federal, state, county employees; photo identification for university, college, or high school students. More policy changes affecting passengers are possible.

Amtrak also has asked mayors across the country to increase local police presence at train stations; this is already happening at many airports.

Fiscal 2001 ends this weekend, but appropriations bills for 2002 have not been passed yet. Federal transportation programs (like others) will be funded under a Congressional continuing resolution that expires October 16 (or when an appropriations bill is enacted, whichever comes first).

The $15-billion airline bailout bill we mentioned here last week quickly became law (P.L.107-42, September 22), after passage by both Houses September 21. The law includes $5 billion in direct grants to airlines that can show losses directly arising from the September 11 crisis, and the rest in loan guarantees, along with liability limits. Also included was $120 million to subsidize "essential air services" to smaller communities.

Meanwhile, the Senate Commerce Committee has scheduled an October 2 hearing on surface transportation security at which Amtrak President George Warrington is to testify. Amtrak has requested $3.15 billion for security and capacity enhancements to help passenger rail better cope with increased ridership. At one point this week, Sen. Harry Reid (D.-Nev.) argued for inclusion of $37 billion in a potential economic stimulus package -- $20 billion for high-speed rail, and $17 billion for maglev.

H.R.2329, the House version of the High Speed Rail Investment Act, now has 184 sponsors, with the most recent addition of Conyers (D.-Mich.) and Lowey (D.-N.Y.). S.250 remains at 57.

As we reported here three weeks ago, House Transportation and Infrastructure Chairman Don Young (R.-Alaska) has been planning to introduce his own high-speed rail bill. That happened September 25, and the resulting bill is H.R.2950. A hearing on the bill will take place October 2. There is no Senate counterpart as yet.

The sheer total of possible funding in H.R.2950 -- $71 billion -- should seem attractive. That amount, even spread over ten years, is a far larger rail program than we've seen before. However, there are several important differences with previous bills:

--Of the $71 billion, $35 billion comes in the form of loans and loan guarantees. It's not clear how much of the loan money actually would go toward building high-speed rail, given the implicit expectation that loan principal (capital) would be repaid over time from revenues -- a very tall order for such proposals. Loan money can also go toward fright and commuter projects. The loan program is an extension of an existing, $3-billion loan program from TEA-21 (1998), under which no loan has yet been made. (This is the loan program that has been contemplated for improving Kansas City Southern tracks in connection with Amtrak's Crescent Star proposal.)

--The remaining $36 billion is for high-speed rail bonds, to be issued by states, with interest that is exempt from federal taxes. States would have responsibility of paying all interest and principal costs. Sponsors of H.R.2950 say that the entire program would cost the federal treasury $6 billion (because of the tax exemption), where the smaller HSRIA would cost $7.4 billion (because of the tax credits). The question is whether states are ready to assume this burden.

--H.R.2950 requires that bonds be used only for projects designed for "sustaining cruising speeds of 125 mph or more" and that eliminate all grade crossings. However, Alaska is exempt from these requirements.

The Federal Railroad Administration, in its 1997 work, "High-Speed Ground Transportation for America," found that the increment from 110-moh running to 125-mph running yielded relatively little in terms of added ridership (and diversion from aviation), but often greatly increased costs. Also, some corridors have made great strides at lower speeds (and costs), and this trend is likely to intensify under the new competitive situation since September 11 (which was after H.R.2950 was conceived). State planning generally has focused on projects with speeds under 125 mph and that do not contemplate elimination of all crossings.

Finally, H.R.2950 reauthorizes the Swift Act (high-speed rail) at $35 million a year through 2009, with $25 million for corridor planning and the rest for technology development.

A new Northeast Corridor timetable takes effect September 30. Amtrak will add more Acela Express service, and all remaining trains designated "NortheastDirect" will become Acela Regional. The new station at Newark Airport was to open at the same time, but the Washington Post indicated that would be delayed by about two weeks as construction workers who were finishing up the project were diverted to emergency work in Manhattan.

The Sunset Limited will begin serving Maricopa, Ariz., with the eastbound train passing there October 28. There will be a grand opening October 20. Bus connections to Phoenix will be shifted to Maricopa from Tucson.

The board of Sound Transit in Seattle yesterday, in a controversial vote, approved a 14-mile light-rail starter line for $2.1 billion, to be complete in 2009. The line would run from downtown Seattle south to Tukwila. Where some praised the decision as a way forward in introducing light-rail to Seattle, others were concerned that areas north of downtown Seattle were being left out -- though these areas were to be served by a series of tunnels that would have been controversial in their own right. Also, the southern terminus in Tukwila stops the line a mile short of the major Sea-Tac airport (an airport shuttle service is planned).