NARP December 2001 Hotlines

#220 - December 7, 2001
#221 - December 14, 2001
#222 - December 20, 2001
#223 - December 28, 2001

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The Senate plans a late session tonight, and may continue its consideration of H.R.3338, fiscal 2002 defense appropriations (or, if not, maybe early next week). An amendment is expected from Biden (D.-Del.), Carper (D.-Del.), Durbin (D.-Ill.), Hollings (D.-S.C.), and Hutchison (R.-Tex.), in effect eliminating the requirement that Amtrak submit a liquidation plan (90 days after November 9). The goal is to help let Congress and the Administration have the rest of the fiscal year (until September 30, 2002) to consider the future of rail passenger service. Please phone or fax your senators' offices in support of this amendment -- and in continuing support of the high-speed rail tax credit provisions approved by the Senate Finance Committee. Click here for ways to contact them -- the Capitol switchboard is 202-224-3121.

The business community (including Amtrak's foreign lenders) understands 'liquidation' clearly, but does not understand why anyone would write a liquidation plan with no intent of using it. The requirement has increased Amtrak's cost of doing business and -- if Congress does not act -- could jeopardize Amtrak's ability to get through the fiscal year.

Meanwhile, the same bill's Amtrak "safety/security" package keeps dwindling -- from  $1.77 billion in S.1550 (Hollings-McCain) to $1.2 billion in Chairman Byrd's original homeland security package to $100 million in what the Senate Appropriations Committee released December 4. Overall, Chairman Byrd's (D.-W.Va.) "homeland security" funding package has dropped from $20 billion to $15 billion.

Even that lowest Amtrak amount is in jeopardy, as a motion to waive a section of the Budget Act and give emergency status to the package failed on a 50-48 vote on December 6. Three-fifths (60 votes) was required for passage, and two-thirds (67 votes) would be needed to sustain a threatened Bush veto any bill containing the $15-billion package. Still, increased security costs are eating into Amtrak's delicate finances.

The Senate approved the final version of H.R.2299, fiscal 2002 transportation appropriations, on December 4. It awaits presidential signature. It includes $521 million scored at 100% for Amtrak, $32.3 million for high-speed rail programs, $2.5 million for an Amtrak station at Milwaukee airport, $1 million for New York-Scranton service. The Amtrak Reform Council got $225,000, about half the levels proposed by the House and Senate. This may reflect a perceived lack of duties for the ARC after it releases its Amtrak restructuring plan in early February. There were record levels of funding, protected by budgetary firewalls, for highways -- $32.9 billion, aviation -- $13.0 billion, and transit -- $6.7 billion. The aviation figure does not include the airlines' emergency bailout enacted in September ($5 billion in grants, $10 billion in loan guarantees).

Trinity Railway Express again offers free rides December 8, the first Saturday since the new Richland Hills-Fort Worth segment opened.

Amtrak's Oklahoma City-Fort Worth Heartland Flyer has slower schedules in December to accommodate track-connection work around the new Fort Worth intermodal terminal and a tie replacement project on the BNSF. Trains arrive at their terminals 25 minutes later than what the timetable shows.

December 4 was the big day in Louisville, Ky., as the Kentucky Cardinal officially reached its namesake state, with extension of service from Jeffersonville, Ind. Amtrak started the train two years ago as a low-amenity, express-traffic feeder train. The train's overnight schedule means its slowness is not a big problem.

Louisville interests, including the Kentucky-Indiana Rail Advocates, began working on a four-mile extension almost immediately, two years ago, and worked to restore a passenger track beside historic Union Station, last served by an Amtrak train in 1976. Jeffersonville has been retained as a stop (and is where express cars are switched). The Kentucky Cardinal train set lays over in Louisville with enough time to spare to run down and back to Nashville, Tenn., one of the largest cities in the U.S. without passenger-rail service, and Amtrak has said it would consider such an extension.

Another triumph for local advocates is the start of Boston-Portland Downeaster service December 15.  An inaugural train, to be met with hour-long celebrations at the route's stops, runs December 14. See our events page for times and locations.

Amtrak adds a new, ninth, weekday Acela Express to Boston on December 10, giving the Shore Line 16 frequencies (counting Acela Regional). The new run leaves Boston at 1:15 pm (for Washington, replacing the 5:00 pm New York-Washington Metroliner); departs New York at 3:03 pm (replacing the noon Metroliner from Washington).

Washington State's former transportation secretary, Sid Morrison, was recognized for his efforts to improve passenger rail service by the American Association of State and Highway Transportation Officials (AASHTO), at their annual meeting in Fort Worth, December 4. He was given AASHTO's 2001 President's Transportation Award, in the Rail Division. Morrison was deeply involved in launching Amtrak's Cascades, which had record ridership in 2001. Indeed, the Cascades service is the latest "poster child" for what beautiful new trains can do, along with modest speed and frequency increases.  Ridership is up 195% since the Amtrak/state partnership began in 1993.

Former Representative Lawrence Coughlin (R.-Pa.) died November 30. He served in the House from 1969 to 1993, ending as ranking Republican on the Transportation Appropriations Subcommittee.  He consistently supported intercity passenger rail funding, and NARP honored him with the George Falcon Golden Spike Award in 1989.

Today's Richmond Times-Dispatch has a front-page story about NARP and passenger rail. Yesterday, Marketplace (the public radio business program) ran an Amtrak segment, including a pro-long-distance clip from NARP's Ross Capon.

Bells rang, horns blew, and large crowds gathered today as passenger rail service was reintroduced between Boston and Portland, after a 37-year absence. A 12-car inaugural train filled with invited guests -- including NARP President Alan Yorker, NARP Vice President (and TrainRiders/Northeast President) Wayne Davis, and NARP Executive Director Ross Capon. Revenue service begins tomorrow.

TrainRiders/Northeast has waged a long, 12-year, often disheartening campaign to start the service.  They were backed by the voters and government of Maine, but often stymied by opponents -- including host railroad Guilford and the government and leading newspapers of New Hampshire -- but now are already looking to future growth. Though the road was long, today represents a triumph of successful grassroots efforts.

After two trips to the Surface Transportation Board, the top speed is still just 60 mph. Guilford has said that on the basis of preliminary test results, the track is not good for 79 mph -- despite the millions in public money already spent on upgrades. After more detailed test results are available, Amtrak and the Northern New England Passenger Rail Authority will consider whether to make yet a third trip to the regulators and seek authority to run at 79 mph.

Emergency funding for Amtrak took a step forward December 7 as the Senate passed its version of fiscal 2002 defense appropriations, H.R.3338. Appropriations Chairman Byrd (D.-W.Va.) won approval of an amendment to the defense bill that allocated the remaining $20 billion of the total $40-billion emergency package passed by Congress in September. This amendment includes $100 million for Amtrak, drawing from Amtrak's total authorized funding level for fiscal 2002 ($955 million, of which $521 million was appropriated in the transportation appropriations bill, H.R.2299).

The $100 million is for capital expenses relating to "emergency expenses to respond to the September 11 terrorist attacks." As capital funding, this $100 million likely would go towards tunnel safety improvements. The money is sorely needed by Amtrak, though the amount is much smaller than larger amounts once sought for Amtrak safety/security needs (about $1.77 billion). Byrd was forced to abandon those higher levels, as he met resistance to expanding his larger "homeland security" package beyond the $20 million that the Senate approved December 7. Aviation benefited as well, getting $1.06 billion (in addition to the airlines' emergency bailout enacted in September -- $5 billion in grants, $10 billion in loan guarantees).

Another amendment, from Biden (D.-Del.) and Hollings (D.-S.C.), that was approved as part of the defense bill would prohibit Amtrak from using appropriated funds or other revenues to prepare a liquidation plan, until such time that Congress enacts a new, passenger-rail reauthorization act. A 90-day clock to produce such a plan has been running since the Amtrak Reform Council found on November 9 that Amtrak would not meet its operational self-sufficiency mandate. Nullification of the liquidation-plan requirement would go a long way to reassure Amtrak's creditors and reduce the risk of a serious cash-flow problem in the coming year that could threaten Amtrak's ability to run its services (while Congress decides what to do about Amtrak).

Both the emergency funding and liquidation-plan postponement need to survive a House-Senate conference on the defense bill.

The future of any form of passenger-rail improvement bonds (such as the High Speed Rail Investment Act) is hung up in the Senate with the stalemate over the economic stimulus package. A letter signed by 26 Senators, led by Biden (D.-Del.) and Torricelli (D.-N.J.), went to Majority Leader Daschle (D.-S.Dak.) on December 12, urging him to retain the passenger-rail bond language in any agreement to end the stalemate.

Time is running out for the Senate to act during 2001. Fortunately, unenacted bills carry over into 2002.But in the meantime, states hoping to advance their passenger-rail plans sit and wait.

The Amtrak Reform Council met today to discuss various options for their Amtrak restructuring plan, due February 7. Nine options had been put together by staff since November 9, all containing elements of private-sector operation and/or regional-authority operation. Five options called for private-sector operation of long-distance routes under contract, but without specifying how that would be funded. Such unfunded scenarios increase the threat to a passenger-rail network that has national reach and includes long-distance trains that have a transportation (vs. a cruise) function. In any event, Congress would have to approve any plan formulated by the ARC for it to become reality. The ARC directed its staff to reduce the nine options to three by their next meeting, next month.

The Surface Transportation Policy Project -- an umbrella group of organizations (including NARP) with an interest in the impact of transportation policy on the environment -- marked the 10th anniversary of the landmark ISTEA legislation December 12 with the release of a report entitled, "Ten Years of Progress: Building Better Communities Through Transportation." The report, which provides a summary of national statistics documenting how transportation has changed since ISTEA was passed, is available on STPP's web site. The report is being released as part of the launch of a new national Alliance for a New Transportation Charter, which calls for changes in transportation decision-making to better meet community needs.

A temporary, replacement station in Lower Manhattan for PATH trains could be finished in two years, with the authorization by the Port Authority of New York and New Jersey of $544 million for such work. PATH's World Trade Center station was largely destroyed in the September 11 attacks, forcing thousands of daily commuters to use ferry connections or already crowded services on PATH's Midtown route and on the NJT/Amtrak route into Penn Station. Another $10 million was approved to plan a permanent station that would better tie into other subway lines.

Michigan trains (Chicago to Detroit/Pontiac and Port Huron) have a schedule change effective December 17, so check with Amtrak before you travel. Some Detroit/Pontiac trains operate at later times. The westbound International runs 10 minutes later from Port Huron to Chicago -- in effect, increasing the Customs dwell at Port Huron, where there have been anecdotal reports of delays and even cross-border busing since the September 11 terrorist attacks.

Amtrak Northeast Corridor had planned a general timetable change for this month, when the last timetable (September 30) was printed. The change has been put off until January, meaning that minor changes confined to specific holiday dates (like December 24/25/31 and January 1) are not reflected in print. If you are traveling on one of those dates, confirm that your train will run by calling Amtrak or using their web site.

The Capitol Corridor in California marked has passed the ten-year mark. The first three daily San Jose-Oakland-Sacramento round-trips (one to Roseville) began December 12, 1991, and have been very successful. Earlier, we reported that there would be a 10% discount on all corridor tickets this month. Additionally, the Kids Ride Free Promotion is extended to March 25 -- kids age 2-15 ride free on weekends with one full-fare paying adult.

A three-state consortium on December 7 announced it would conduct a study of potential Boston-Montreal high-speed rail service. The route to be studied would run via Nashua, Manchester, Concord, White River Junction, and St. Albans. The $400,000 study will be paid half by the Federal Railroad Administration, and the rest by Vermont, New Hampshire, and Massachusetts.

A freight-train collision has tied up Union Pacific's St. Louis-Kansas City line. Amtrak service might not resume until sometime December 15.

The National Transportation Safety Board on December 11 released its determination of probable causes for two light-rail accidents in 2000 at Baltimore-Washington International Airport. Both accidents were caused by the operator failing to apply brakes before hitting a bumping post at the end of the line. NTSB recommends that all transit systems require employees in safety-sensitive positions to inform managers of use of prescription and other medications, increase awareness of fatigue disorders, and install better event recorders on light-rail cars.

House and Senate negotiators reached agreement on the 2002 defense appropriations bill, H.R.3338, on December 18. The conference report was written yesterday. The House passed it today 409-6. Senate approval also is expected this week. The bill includes a large package for additional post-September 11 expenses, of which $100 million is for Amtrak for life/safety work in the New York tunnels.

The bill also prohibits Amtrak from spending any of its funds on creating a liquidation plan, at least until Congress passes a reauthorization bill sometime in the future. Under the 1997 Amtrak reauthorization law, the Amtrak Reform Council action last month triggered a requirement that Amtrak draft a liquidation plan within 90 days (by February 7), which caused problems with Amtrak's creditors and other business partners.

House and Senate negotiators on a stimulus package seem further apart than ever, making such a bill unlikely this year. Senate Majority Leader Daschle said as much on December 20. A form of the High Speed Rail Investment Act (HSRIA) has been part of the bill passed by the Senate Finance Committee (H.R.3090). Early in the week, NARP joined the American Passenger Rail Coalition, High Speed Ground Transportation Association, and Railway Progress Institute in writing to key senators urging inclusion of HSRIA provisions in any economic stimulus package. The Republican stimulus bill that the House passed 224-193 early this morning (with votes from most Republicans but just eight Democrats) has nothing for high-speed rail.

Unlike a year ago, bills unpassed at the end of December do not die, but rather are carried over into the next session in January. That means bills we support, like HSRIA (S.250 and H.R.2329) may still be acted upon. Still, we have lost another year when improvements arising from that bill might have begun. On December 15, 2000, then-Senate Majority Leader Lott and Minority Leader Daschle both promised that HSRIA would be acted upon early in 2001. How long will states like New York, North Carolina, Wisconsin, and others have to wait for a meaningful federal partnership, and how long will passengers have to wait for improved train services?

The coming year, 2002, will be an interesting one with proposals from the Amtrak Reform Council and the Bush Administration on restructuring Amtrak, and probably a proposal from Amtrak about its own future. The fundamental problem, of course, is funding, not structure. Added to that are signs from the Bush Administration that their developing "vision" for passenger rail includes few (if any) long-distance trains.

The 2002 transportation appropriations bill, H.R.2299, was signed by President Bush on December 18.

Amtrak operated a test train between Louisville and Nashville on December 20, using equipment laying over at Louisville from the Kentucky Cardinal. The trip was meant to evaluate the route for extension of Kentucky Cardinal service to Nashville, along CSX tracks. Rep. Bob Clement (D.-Tenn.), a great supporter of the service restoration, was expected to be one of the passengers.

MARC began commuter-rail service to Frederick, Md., on December 17. The service operates as a branch of the Brunswick Line, with three morning, weekday trains into Washington, and three evening, weekday trains back out. MARC operates no weekend service on any of its three lines.

Shore Line East (SLE) began a temporary, two-year expansion of service on December 17, with its first service west of New Haven, Conn., into territory also served by Metro North (and Amtrak). All SLE trains run weekdays only. A westbound morning train runs from Old Saybrook to New Haven, then to Bridgeport and Stamford. An eastbound morning train runs from Stamford to Bridgeport, Stratford, Milford, and New Haven, and then to Old Saybrook. An eastbound late afternoon train leaves Stamford for Bridgeport and New Haven, then to Old Saybrook and New London. This is designed to allow many commuters the option of not changing at New Haven.

At a ceremony marking the SLE expansion, Gov. John G. Rowland (R.-Conn.) announced plans for over $185 million in statewide rail improvements. That includes $150 million for Metro North car overhauls and $35 million for new equipment. Jim Cameron of the Connecticut Rail Commuter Council said those "are all programs that should have been started years ago." But it is still a reversal for Governor Rowland, who as advocated reductions in commuter-rail service in the past.

Utah Transit Authority opened its 2.3-mile, east-west TRAX light-rail line from downtown Salt Lake City east to the University of Utah on December 15.

Following the Downeaster inaugural on December 14, Maine's governor and four U.S. legislators all spoke positively about passenger rail at a reception in Portland. Sen. Olympia Snowe (R.) specifically endorsed a national passenger rail network. Sen. Susan Collins (R.) bubbled with enthusiasm over the train ride from Boston. "It was just delightful. It wasn't cramped like an airplane." All speakers praised NARP Vice President (and TrainRiders/Northeast President) Wayne Davis. Collins called him "the most tireless advocate for any cause I have ever seen anywhere. I don't think I had even been sworn in before Wayne came to see me." Snowe said, "He did everything to make this happen." NARP Executive Director Ross Capon made a brief presentation to Gov. Angus King (I.).

Revenue service began the next day (December 15). Just before announcing the boarding of the second revenue train (8:45 am) to Boston, the Concord Trailways/Amtrak station public address system reported that the 8:30 bus to Boston would be delayed 10 minutes by snow up north. On December 17 and 18, Portland got 6-8 inches and radio stations announced that airlines passengers should phone ahead, due to problems at both Portland and Boston airports, "but the trains are on time."

November maintained the pattern of increased market share for Amtrak. The Air Transport Association reported that domestic "emplanements" (ridership) dropped 19.5% and passenger-miles fell 17.7%. Average domestic airfares declined 16.3% to $123.68 (this figure excludes Southwest, and is normalized for a 1,000-mile trip). Systemwide, Amtrak ridership dropped 0.5%, while ticket revenues increased 14%. Total Northeast Corridor ridership was "essentially flat," but the higher fare Acela Express and Metroliner products had ridership increases of 40% and 66%, respectively. Nationwide, sleeping-car ridership and revenues increased 1% and 11%, respectively, with about 60% of all departures sold out in either or both of the standard or deluxe rooms.

Standing-room-only crowds on two new services made the news this week. Today's Fort Worth Star-Telegram reported, "At least 100 people were left behind by a jam-packed Trinity Railway Express train on its [December 27] midday run out of Fort Worth, victims of a commuter car shortage and unanticipated crowds." Trinity Railway Express is learning that certain off-peak trains, especially during holidays, can be extraordinarily popular. Most of those left behind had purchased tickets labeled "nonrefundable ... But rides were offered as an alternative, officials with the Fort Worth Transportation Authority said. Some riders said they were unaware of the offer. Also, the T will use the 'honor system' to refund tickets. 'If they take the trouble to mail it in, we do make refunds,' said John Bartosiewicz, the T general manager."

Today's Portland Press Herald reports that Maine officials already have asked Amtrak to add another car to its Downeaster service. "Michael Murray, the executive director of the Northern New England Passenger Rail Authority ... said the 8:45 a.m. train to Boston is proving surprisingly popular, and usually rolls into North Station with people standing ... [On the route overall] more than 4,300 people took the train during the first five days of operations, which began Dec. 15. That works out to an average of 860 passengers a day. Amtrak estimates that 320,000 people will ride the Downeaster each year, or an average of 877 a day, but ridership is expected to be higher in the summer than the winter. Amtrak should have an extra car available, Murray said, because [there are] three complete trains for use on the Downeaster, although it usually only needs two.

A clarification of the shrinking Amtrak security funding that would up as $100 million for New York tunnels in the defense appropriations bill -- Senate Appropriations Chairman Byrd had envisioned $1.2 billion for Amtrak as part of his $20 billion homeland security package. That package was completely jettisoned when the Bush Administration prevailed on "no new security spending this year" (and Byrd found not one Republican senator willing to support his package). In September, Congress authorized $40 billion in emergency, "post-9/11" spending. The Administration decided how to spend the first $20 billion and -- in the defense appropriations bill that passed both the House and Senate on December 19 -- Congress in effect decided how to spend the second $20 billion, which is where the Amtrak $100 million and other remnants of Byrd's package were squeezed in.

The Atlanta Journal-Constitution ran an anti-Amtrak editorial December 23. Responses to the editorial can be sent by clicking on "send a letter" above the editorial. The editorial seems to attack many existing routes by suggesting Amtrak be replaced with "a "U.S. High-Speed Passenger Rail Authority, run by a new board of experienced executives from the transportation and business world -- not from the political world, as Amtrak has been run. Detached from political considerations, the new authority would no doubt decide to get rid of some of the money-losing routes that serve less-traveled corridors." At the same time, the editorial supports "safe, fast and convenient passenger rail service between major cities to supplement air travel" and suggests "a railroad trust could be funded by a one-percent excise tax on gasoline at the federal and state level, which would generate $3.2 billion a year."

The editorial slams the Boston-Portland service for its low fare, $21, and suggests Amtrak started the service to curry favor with Maine legislators and to "please Amtrak Board Member Michael Dukakis." It was in 1992, six years before Dukakis' appointment to the board, that Congress earmarked over $38 million for capital work on the route. The route is an initiative of the Maine voters. As reported December 9 in Foster's Daily Democrat (Dover, N.H.), "TrainRiders/Northeast and [Maine's] Railvision Committee obtained over 9,000 signatures to initiate a legislative bill to re-establish passenger rail service. Six months later, it became the first citizen-initiated bill to be adopted by the Legislature in Maine history. Instead of bringing it before voters as a referendum ballot question, the governor signed it into law on July 14, 1991."

The Democrat said Amtrak provided $20 million in equipment; Maine provided $3 million; and -- while New Hampshire provided no funds -- "Exeter appropriated $135,000 to build their own station, platform and parking area. In Durham, the University of New Hampshire donated 20 percent in matching funds for the $200,000 needed to restore the Durham railroad station. Dover city officials contributed 20% in matching funds for the $475,000 needed to build a new state of the art station and parking area to accommodate its residents. The federal government provided the other 80 percent for both projects."

The Atlanta editorial attacks the Janesville, Wis., train, claiming it was dropped after Tommy Thompson left the Amtrak board. In fact, Amtrak announced its decision in March -- when Thompson still hoped to remain Amtrak chairman. The train ran Saturday-only through September 22 (the cheapest way to comply with the law requiring Amtrak to provide six months' notice). Thompson resigned in May.

The Atlanta editorial also targets the still-planned "Dallas-Meridian" train, suggesting it is to please Senate Majority Leader Trent Lott (R.-Miss.) or Amtrak Board Member and Meridian Mayor John Robert Smith (R.). There was no mention that the result would be a New York-Atlanta-Dallas train with a real market -- one of the few major new long-distance markets that Amtrak could accomplish with its existing rolling stock.