NARP May 2002 Hotlines

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The Amtrak board has named David L. Gunn the new president and chief executive officer of Amtrak, starting May 15. This happened April 25, with an announcement late on April 26. Gunn replaces George Warrington, who began his new job as New Jersey Transit executive director on April 26. The Amtrak board made Executive Vice President Stan Bagley acting president until Gunn formally takes over his post.

Gunn, 64, worked for the Santa Fe, New York Central, and Illinois Central Gulf railroads (1964-74). He entered the passenger sector at the Massachusetts Bay Transportation Authority (1974-79) as director of commuter rail and later all operations. He was general manager of Southeastern Pennsylvania Transportation Authority (1979-84), president of New York City Transit Authority (1984-90), general manager of Washington Metropolitan Area Transit Authority (1991-94), and chief general manager of Toronto Transit Commission (1995-99).

Gunn told the New York Times (April 27) that while he wants to craft a "shutdown plan" in case Congress does not provide adequate funding for 2003, he also is not in favor of cutting long-distance trains. "Anybody who thinks you can solve the problem by truncating the system doesn't understand the numbers," he said. He added that if long-distance trains were cut, "What is that going to do to provide capital for the Northeast Corridor? It'll make it probably politically impossible to get."

Gunn describes himself as a "turnaround artist," saying, "I never get hired unless there's a problem." Indeed, he is widely credited with turning around New York City's transit system while he was president there.

Some clues to the nature of the still unreleased Bush Administration policy on intercity passenger rail were exposed in recent comments by Transportation Secretary Norman Y. Mineta. At a speech at Northwestern University in Evanston, Ill., on April 24, Mineta said that without "structural reforms" at Amtrak, increasing funding for passenger rail would be "more resources down the tube." The Evanston speech featured a large proportion of audience questions (on written cards) that dealt with Amtrak and passenger rail.

Mineta made similar remarks on April 29 at a public forum following an invitation-only "James Oberstar Forum on Transportation Policy and Technology" at the University of Minnesota. Mineta also called David Gunn "a very, very good operational person" and said that "he really turned [NYCTA] around. I think he'll do no less at Amtrak." NARP Executive Director Ross Capon participated in the entire forum, the topic of which was how transportation should change after September 11. Capon called attention to the sharp contrast between government funding policies and demand for Amtrak's service.

S.1991, the National Defense Rail Act, which is the Amtrak reauthorization proposal that does the most to keep and expand nationwide passenger rail service, got its 34th Senate sponsor this week -- Cochran, R.-Miss. The bill was approved by the Commerce Committee April 18.

President Bush made a nomination on April 30 to fill the vacancy on the Amtrak board of Directors. David Laney is a lawyer from Dallas, Tex., and is former chairman of the Texas Transportation Commission. The nomination requires Senate confirmation.

The Federal Railroad Administration put Amtrak under a safety watch in February, according to the Washington Post, April 29. This was in reaction to Amtrak's "operational and financial challenges." At that time, Amtrak identified to the FRA specific actions to be taken to preserve safety in light of proposed staff reductions, and the FRA began reviewing Amtrak's actions to ensure there would be no safety degradation, either in a specific territory or across the system.

Nevertheless, the article said that Amtrak had at least 20 serious rule violations reported during April, the most in recent years, all in stations and yards. (No reported rule violation related to the fatal Auto Train derailment on April 18.) The violations led Amtrak to impose a series of "safety blitzes." For the next three months, Amtrak plans to go into the field for 48-hour safety sessions aimed at employees most involved, starting with engineers and conductors. Amtrak and freight railroads also are doing spot checks in the field to measure how safety rules are followed in practice.

As part of a continuing process of positioning a tightly stretched fleet after the Auto Train accident, Amtrak announced it would discontinue sleeping car service on the Twilight Shoreliner. The Auto Train accident already has caused changes to other trains, including removal of Superliners from the Cardinal. NARP has asked the Senate Appropriations Chairman, Robert Byrd (D.-W.Va.), for supplemental funding this year to fix cars.

The Newport News-Boston Twilight Shoreliner, with the southbound departure of May 19 (northbound May 20) will run only with coaches, lounge, and Business class. Except for six months in 1971, the Twilight Shoreliner and its predecessors (Night Owl and pre-Amtrak Federal) have carried Washington-Boston sleepers back as far as April 1917.

Amtrak made its sleeping car cancellation policy more restrictive, effective April 29. Rather than being able to cancel space 24 hours before departure in order to receive a refund, a passenger now muse cancel at least seven days in advance. Passengers who cancel within seven days now will get a voucher good for future travel. Sleeping car charges are forfeited by the passenger if the space is cancelled after departure, or not cancelled at all.

As an efficiency measure, Amtrak standardized its dining car menus nationwide, effective May 1. The current "nationwide" dinner entrees are New York Strip Steak, Center-cut Pork Chop, Chicken a l'Orange, Penne Pasta, and a "regional" seafood dish that varies from train to train. Toast is no longer offered at breakfast (biscuit or croissant only), and there is no more fresh fruit.

There is good news from Missouri. A House-Senate appropriations conference committee has approved enough funding to run both cross-state Amtrak trains for another year. The current level of funding is $6.2 million, which the Senate had cut to $5 million, which would have led to a service reduction. But the House raised that to $6 million, and that's what negotiators have now agreed to. The House and Senate must approve the entire, renegotiated budget and the governor must sign it.

Last week, we reported that a dispute between the Northern New England Passenger Rail Authority and Guilford would make it impossible for Amtrak's Downeaster trains to serve Old Orchard Beach, Me., this summer. Since then, an agreement has been reached to allow service to begin late in June, rather than the original June 1 goal. Workers spent this week protecting a buried fiber optic cable so that platform work can proceed. The platform will be adjacent to the chamber of commerce building, about 100 yards from the beach.

There are three transit starts of note this week, all on May 6 -- Metrolink begins a Los Angeles-Fullerton-Riverside commuter rail service called the "91 Line" (after a parallel highway). Most of the route already has some service, but only a few equipment-positioning trips now make this entire run.

In Dallas, DART's Blue light rail line is extended from White Rock northeast to LBJ/Skillman. A Red Line extension from Park Lane north to Galatyn Park (in Richardson) is still projected for July 1, and another Blue Line extension from LBJ/Skillman to Garland is set for November 18. Also in Dallas, the McKinney Avenue Trolley has completed track and wire work northeast to DART's underground Blue/Red Line station at Cityplace, and is expected to begin service May 6.

Passenger rail supporters turned out for the "Rally for Rail," held in the park between the Senate and Union Station, in Washington, D.C., on May 8. The Rally was organized by several groups, including the American Rail Passenger Coalition, the National Association of Railroad Passengers, the Railway Progress Institute, and the Transportation Trades Department of the AFL-CIO. The event was followed by a series of meetings with Members of Congress and their staff throughout the day.

The main purpose of the event was to present Congress with a resolution, adopted by dozens of organizations, in favor of funding Amtrak at $1.2 billion in 2003, and of a Congressional commitment to long-term funding for Amtrak and for corridor development. Click here for the entire resolution, support list, and news release. We continue to add supporting organizations as we hear from them.

The Railroads Subcommittee of the House Transportation and Infrastructure Committee on May 8 marked-up (approved) two passenger-rail bills that had been pulled from full committee consideration on April 24.

H.R.4545, the one-year Amtrak reauthorization, would allow $1.2 billion for Amtrak in 2003 (but which still needs to be appropriated). A controversial provision in the original bill that required Department of Transportation approval of all Amtrak capital spending -- bringing with it the implication that the Office of Management and Budget would have veto power over capital spending and politicize Amtrak's capital budget -- was removed. Instead, Amtrak must submit quarterly and annual business plans to the Department of Transportation Inspector General, House Transportation and Infrastructure Committee, and Senate Commerce Committee. Also, the General Accounting Office must audit Amtrak's accounting practices.

A Senate counterpart bill, S.1991, was approved by the Senate Commerce Committee on April 18. It goes beyond just authorizing Amtrak for another year on a limp-along basis, by promoting expansion of passenger rail services of all types. But, like H.R.4545, it would depend on the appropriations process.

The other bill approved May 8 was a revamped version of H.R.2950, the Rail Infrastructure Development and Expansion Act, albeit with some aspects (mostly labor-related) yet to be worked out. The new version combines elements of both the older H.R.2950, and H.R.2329, the High Speed Rail Investment Act. The bill provides for $12 billion over ten years for federally tax-exempt bonds for high-speed rail (like the original H.R.2950, at a reduced amount) and $12 billion over ten years for high-speed rail bonds with federal tax credits (like H.R.2329). The new version of the bill, like the original, requires removal of all highway grade crossings and services of at least 125 mph.

The American Association of State Highway and Transportation Officials announced yesterday a proposal for a new federal Transportation Finance Corporation. The group's goal is to increase highway spending by 29% by 2009. The new federal agency would raise nearly $60 billion by selling tax-credit bonds, much like the bonds in the High Speed Rail Investment Act (H.R.2329). After some is set aside for paying bonds back later, $34 billion would go to states for highways, $8.5 billion for transit, and $5 billion for a flexible account that includes all modes, including high-speed rail. One means for offsetting the cost to the federal government would be to tax gasohol at the same rate as conventional gasoline.

Pennsylvania DOT and Amtrak, we understand, have signed an agreement covering the $140-million upgrade of the Keystone Corridor (Philadelphia-Harrisburg). Amtrak is providing half the funding, and Pennsylvania is providing the other half (including a sizeable share from federal funds). A celebration and detailed announcement of the line's five-year capital program is planned for June 11, 11:00 am, at the Harrisburg Transportation Center. The announcement is expected to include early restoration of a daily electric service. All schedules now are based on slower, diesel operation, although electric equipment occasionally runs on an individual train. We hear the five-year plan is to restore the line to all-electric service. Also, about seven miles of the line (but only on one of two tracks, between Middletown and Harrisburg) now are good for 110-mph operation. The plan is to increase that substantially, and reduce today's average, two-hour Harrisburg-Philadelphia running time to 90 minutes.

High-speed rail for California took a step forward May 7 as the State Senate Transportation Committee voted, 8-1, to approve SB 1856. That bill is expected to provide about $6 billion in bond funds to pay for about half the cost of building a Los Angeles-Bay Area trunk line. The rest of the money would be raised in other ways. Branches of the system to San Diego and Sacramento would come later (but presumably would have conventional rail connections in the meantime). The bill still needs approval by two-thirds of the legislature, and then the bonds would have to be approved by voters statewide.

The Georgia Department of Transportation will dedicate all its utility permits fees to intermodal projects, the first time "Georgia DOT has had a dedicated funding source for something other than roads or bridges," according to the May 6 Atlanta Journal-Constitution. Currently, in Georgia (and many other states), motor fuel taxes can only go to more roads. Under the new plan, eligible projects include intercity passenger rail, intermodal terminals (such as that proposed for Atlanta), and transit. The fees generate just $4-5 million a year, but Gov. Roy Barnes called it a "first step."

New Orleans Union Passenger Terminal is in line for a facelift, following a lease termination signed by Mayor Marc Morial on May 3. As a result, the city has full control over a 50-acre parcel that includes the terminal and approach tracks. The city has put the area under the control of the New Orleans Business Corporation, an agency that develops or disposes of city-owned property. The terminal, built in 1954, will be developed into a modern intermodal transportation center. Of the $6.5 million cost of the project, Amtrak will contribute $2 million.

Amtrak has a promotion increasing the Guest Rewards bonus points available on Acela Express. Through June 30, travelers can get 10,000 points for three round trips in Business Class, or 15,000 points for three round trips in First Class. The offer is good for travel between the metropolitan areas of Boston, New York, and Washington (not most intermediate stations).

The Senate Environment and Public Works Committee will hold a hearing on Transportation Planning and Smart Growth on May 15 (10:00 am, 406 Dirksen Building). Witnesses are to include rail transit opponent and Amtrak Reform Council member Wendell Cox, Tom Downs of the University of Maryland (and former Amtrak president), and Judith Espinosa, board member of the Surface Transportation Policy Project.

David L. Gunn, as previously announced, became president of Amtrak on May 15. That was one day after a logging truck drove in front of the southbound Silver Meteor, derailing all ten cars and causing minor injuries to 14. The accident occurred at a crossing of a CSX line at Coosawatchie, S.C., just south of Yemassee. Fortunately, the damage to nine of the ten cars (all but the baggage car) is relatively minor. Gunn ordered the cars repaired at Yemassee. Fortunately for car-short Amtrak, all nine cars were expected to be released for service by May 19. Until the site was cleaned up, some passengers were bussed between Charleston and Savannah, some trains detoured to the Silver Star route, and some detoured via Columbia, Hamlet, and Pembroke.

Speaking in Washington on May 13, Amtrak Executive Vice President-Operations Stan Bagley (then also acting president) said, "I'm one derailment away from having to cut service." He said he "pulled every rabbit out of my bag" to keep all routes operating after the April 18 Auto Train derailment. That added to an already sizeable backlog of wreck-damaged equipment that Amtrak lacks the funds to repair.

Bagley this week also wrote to Senate Commerce Chairman Ernest Hollings (D.-S.C.) and Sen. Kay Bailey Hutchison (R.-Tex.) to answer their questions about wreck-damaged equipment. He wrote that, not counting the Silver Meteor cars, there are 98 pieces of repairable wreck-damaged equipment out of service -- 42 Superliners, 33 single-level cars, 16 mail, baggage, and express cars, and seven locomotives. It would cost about $34 million to repair all of them. Of those 98 pieces, 56 could be repaired within 18 months at a cost of $19 million, mostly for the Intercity business unit. Bagley told the Senators that those 56 pieces are the first priority for repairs, should funding materialize.

The revamped H.R.2950, the Young-Quinn high-speed rail bill, as noted last week, has provisions affecting grade crossing removal and train speeds. Full text of the substitute bill is still not available, but a summary suggested that all grade crossings would have to be removed for a project to qualify for funding. Actually, the requirement is for removal of all crossings in zones where the highest speeds would be achieved.

On the issue of speeds, the bill says that running at 125 mph or more is required for any project, over some part of the project's route. That reflects the belief of House Transportation and Infrastructure Chairman Don Young (R.-Alaska) and Ranking Democrat James Oberstar (Minn.) that only those speeds will be adequate to attract travelers from autos and planes. Still it would require states with no plans for 125-mph running -- notably in the Pacific Northwest, Midwest, Southeast, and Northern New England -- to revise their plans and, likely, increase their costs. It would also give an edge to regions where such speeds are being considered, like the Northeast and California -- which already have much more passenger rail service than the other regions named.

Operation Lifesaver, the grade-crossing safety organization, had a reception in Washington on May 15 and honored two members of the House Transportation and Infrastructure Railroads Subcommittee -- Chairman Jack Quinn (R.-N.Y.) and Ranking Democrat Bob Clement (Tenn.) -- for their support for safety programs. Also honored was Amtrak's senior vice president for system security and safety, Chief Ron Frazier, for his partnership with Operation Lifesaver when he was leader of the International Association of Railroad Police.

We reported "good news" from Missouri two weeks ago, but that was reversed at the 11th hour. Legislative negotiators from the House and Senate -- which had earlier agreed to $6 million for Kansas City-St. Louis service (as passed by the House), changed it back to $5 million (as passed by the Senate). Amtrak had said earlier that the lower amount would lead to a reduction in service. Rep. Joan Bray (D.), a great rail supporter and one of the budget negotiators, said she hoped the state and Amtrak would run both daily round trips as long as the funding lasted, keeping in mind that the state could provide a supplemental appropriation later.

A new station in Provo, Utah, was opened May 15 by officials from Amtrak, the city, and Union Pacific. The new facility features an enclosed waiting area and pay phone, both of which were lacking in the previous facility, built in 1986.

May is a good time to enroll in Amtrak's Guest Rewards program, if you haven't already. Amtrak is offering 500 extra points to new program members who enroll in May and book a round-trip ticket on-line in May.

Additionally, Guest Rewards has an offer currently that allows members who book a trip on Amtrak's web site during May (for travel from now through June) to gain additional Guest Rewards points).

Amtrak is offering a discount linked to use of a Master Card. From May 20 through June 30, most rail fares paid for by Master Card can get a 25% discount. You have to ask an Amtrak agent or travel agent for this particular discount -- it's not offered automatically. It's good for travel from May 29 to August 29 (but except July 4). Tickets are non-refundable. Certain services, like Auto Train, Acela Express, Metroliner, are excluded.

Amtrak's reach into New Hampshire expanded greatly with a partnership with Concord Trailways that began April 29 (though not indicated in the new timetable). Several Thruway bus connections a day are now available from Boston South Station to Manchester and Concord. Other service is available on three routes (also serving Manchester and Concord) -- Tilton-Laconia, Tilton-Plymouth-Lincoln-Littleton, and Meredith-Conway-Berlin.

Passenger rail officials from the West Coast -- Amtrak West President Gil Mallery, Amtrak West Vice President-Customer Service Bill Duggan, Capitol Corridor Managing Director Gene Skoropowski, plus officials from Caltrans, Oregon DOT (by phone), and Altamont Commuter Express -- met with Union Pacific officials in Omaha to discuss worsening delays on UP lines in Oregon and California. Metrolink, the Los Angeles-area commuter railroad, also met with UP earlier this spring, and has filed a notice of non-performance due to delays.

Flooding this week in the Midwest caused cancellations for the Southwest Chief between Chicago and Kansas City, and delays to the California Zephyr east of Lincoln.

Amtrak will run a Monster Mile Express special train from New York to Dover, Del., for a NASCAR race on June 2.

Passengers on Amtrak's Downeaster service tomorrow morning should not be surprised to see 185 colorfully dressed women travel from Boston to Portland for the day. They are members of the Red Hat Society, "a national organization whose only requirement for membership is a red hat and a purple outfit" (according to a wire story).

A Navy official supported the idea of high-speed rail service at a meeting of the Virginia High Speed Rail Development Committee on May 15, in Williamsburg. Rear Admiral David Architzel, commander of the Mid-Atlantic Region in Norfolk, said most of the Navy's business travel occurs between the Norfolk area and Washington, 36,000 round trips a year, of which 27,000 are by automobile. Architzel said an improved rail service would save the Navy time and money.

The Department of Transportation this week warned about possible attacks on railroad and transit systems. According to CNN.com, a DOT spokesman said a general threat was made against subway systems (no cities specified), and DOT expanded the advisory to include all railroads. CNN said the FBI did not put out a matching alert to law enforcement officials.

On May 22, Sen. Ernest Hollings (D.-S.C.) got the Senate Appropriations Committee to approve on a voice vote a $55 million Amtrak amendment to the emergency defense bill. The amendment has $12 million for security, $23 million for overhauls, and $20 million for wreck repairs. The full Senate is expected to take up the bill after Congress reconvenes June 3. It is possible that someone will offer a floor amendment to knock out this funding, so it is in order to alert senators to vote and work against any such amendment.

More than a quarter of the House -- 120 U.S. Representatives -- signed a letter urging House appropriations leaders to fund Amtrak at $1.975 billion in fiscal 2003. That's the amount in H.R.4545, the Amtrak authorization bill that the Subcommittee on Railroads (chaired by Jack Quinn, R.-N.Y.) approved May 8.

As clarification on H.R.4545, our May 10 hotline should have said the bill has $1.975 billion. This includes the $1.2 billion Amtrak requested for fiscal 2003, plus $400 million for life-safety work in the New York, Baltimore, and Washington tunnels, and $375 million for systemwide security. Also, language removed by the Railroads Subcommittee on May 8 would have given the Secretary of Transportation (and thus the Office of Management and Budget) a "super-veto" over Amtrak spending plans, and 30 days in which to exercise it. In other words, the Amtrak board could have approved a spending plan (with the DOT Secretary voting "yes"), and then the DOT Secretary -- after delaying action for up to 30 days -- could reject the spending plan in whole or in part. As we reported May 10, the Subcommittee opted in favor of requiring Amtrak to make certain reports to the DOT Inspector General and requiring the GAO to audit Amtrak's accounting practices.

H.R.2950, the RIDE-21 high-speed rail bill, still has aspects still to be worked out, in the wake of the May 8 Railroads Subcommittee mark-up. These aspects are "mostly labor-related," arising from a dispute that erupted between rail labor and the building trades. These two labor blocs finally agreed on language that then was unacceptable to the Association of American Railroads and Republican committee members. The language would require rail work done under the high-speed rail bond bill to be covered by the Railway Labor Act and Railroad Retirement Act. The freight railroads worry that if these laws apply to non-rail contractors that the freight railroads already deal with regularly, the next step would be an increase in costs to the freight railroads.

Nominally, the Committee postponed action at least until around June 12, but it is possible that no acceptable agreement will be reached this year. Chairman Don Young (R.-Alaska) has indicated that he will not move the Amtrak bill unless and until the high-speed rail bill also is ready to move. Amtrak could get appropriated funds without an authorization, but a failure to enact H.R.2950 would leave states and high-speed rail suppliers in the lurch for the third straight year. All members need to hear from home about the importance of getting these bills passed in June.

Amtrak President David Gunn sent a message to Amtrak employees on May 21. It said, in part, "During my first few days on the property I've had the opportunity to meet many employees. I've been on trains, in terminals, crew quarters and of course our headquarters. It's clear to me that most of you know that Amtrak faces enormous challenges. You understand the importance of your role in making this railroad run well and serving our customers. You also know that without the proper tools and support your jobs become very difficult.

"I believe you have the right to expect straight talk from me. We no longer have the time or the luxury to engage in pleasant but non-specific dialogue.

"I am committed to a national railroad passenger system, which includes the corridor, commuter and intercity services. I will not participate in the dismemberment of our company. I will fight to keep us whole. I am committed to restoring the existing system to a state of good repair as a first priority. I am committed to an efficient, high-quality service. I will create a lean, competent management, responsive to our funders, you and our passengers. I will ask that all of us review processes, work methods and procedures to increase efficiency. We will not be self-sufficient, but we must increase our cost recovery.

"Among the many good wishes that I received from you, one stands out in my mind:  a Boston crewman said, 'I will pray for you;' not because my personal success is important -- it is Amtrak's future that is at stake. I ask for your support. I will make mistakes. The problems we face are complex. However, my job is to serve you and our passengers. I am committed to that goal. I believe I know how to manage the railroad. I know you know how to run a railroad and to provide good service. Together, we can succeed."

The New York legislature approved a 2002-03 budget on May 16, but did not include a tax measure proposed by Governor Pataki that would have led to passenger-rail improvements in the state. The proposal would have, over seven years, phased in a 45% property tax reduction for railroads. CSX, which owns much of the track used by Amtrak in New York State, has said that it pays a disproportionate share of its systemwide property taxes in that state -- 7% of CSX's network is in New York, but that state gets 31% of the taxes CSX pays. As a result, CSX is keeping on hold many capital improvements that would benefit passenger trains, but which would -- if implemented -- increase CSX's tax bill. CSX is considering a federal lawsuit against the state.

The Houston Chronicle reported on May 23, "Houston's Amtrak station will be closed during the Memorial Day weekend because its two attendants are taking holiday time off." The report quoted agent Martha Landa saying passengers "will just have to wait outside." Actually, the station will be open Saturday, Sunday, and Monday. It is not clear at this point whether there will be ticket sales on Sunday, but all expected passengers have been ticketed, and train crews make reasonable attempts to accommodate those who show up without tickets.

Amtrak and New Jersey Transit recently agreed to a five-year process under which, when NJT gets new equipment, NJT will take over operation of some of the Amtrak New York-Philadelphia trains (Clockers), as well as a new financial agreement -- already in effect -- which covers these trains and benefits Amtrak.

Amtrak's Chicago-Toronto International has been disrupted since a May 27 freight train derailment at Potter, Mich., 12 miles southwest of Lansing. Canadian National freight traffic has been rerouted, and the town of 2,200 evacuated all week. Some of the derailed cars were tanks filled with liquid propane, one of which was leaking. Amtrak service could resume June 1.

The pro-Amtrak-funding letter referred to in last week's Hotline was held into this week in order to gain more signatures; the current deadline is June 5. The letter, with 130 signatures so far, asks House appropriations leaders to fund Amtrak at $1.975 billion (Amtrak's $1.2 billion request plus safety and security money) in fiscal 2003. That is the amount in H.R.4545, the Amtrak reauthorization bill released by the House Railroads Subcommittee on May 8. Many thanks to those of you who honored our e-mail requests to ask your Representative to sign onto the letter.

A similar letter to Senate appropriations leaders now has 30 signatures; the deadline for collecting more is June 7. This letter refers to $1.2 billion, the amount called for in the Senate budget resolution.

The Association of American Railroads apparently has been trying to delay full-committee passage of the Young-Oberstar high-speed rail bill (H.R.2950) until rail labor agrees to help AAR on its issues, particularly on repealing the 4.3 cent-per-gallon tax that railroads alone (including Amtrak) pay for deficit reduction. H.R.2950, like H.R.4545, was approved by the Railroads Subcommittee on May 8.

Many observers think the tax repeal effort is a losing cause. Many also think that railroads long ago should have started to push the idea of directing the 4.3 cents to a rail trust fund -- an idea that Congress understands very well, when it comes to other modes. Interestingly, Thomas Donlan (the anti-Amtrak, ultra-free-marketeer editorial page editor at Barron's) likes the rail trust fund idea. Speaking in Washington on May 14, he cited this idea as perhaps his only point of agreement with NARP's Ross Capon, who spoke before Donlan.

Bridges over navigable waterways continue to be at risk, as shown dramatically by the May 26 collapse of an interstate highway bridge in Oklahoma, which killed at least 14. A May 30 Associated Press story says that 104 people have died as a result of barges hitting and damaging bridges, including 47 on the Sunset Limited in Alabama in 1993. While newer highway and rail bridges are built to withstand barge strikes, many older bridges are not as well protected. Another factor is the increasing amount of barge traffic, and the increasing size of individual barges.

The National Transportation Safety Board asked federal transportation officials, after the 1993 Amtrak accident, to list rail and highway bridges most vulnerable to collisions with barges. Then the Coast Guard installed markings at bridges considered vulnerable. That's improvement, but not enough to prevent all situations causing bridge damage, as was seen in Oklahoma.

BART officials on May 29 endorsed proposals by local officials to have the planned BART extension serve the Santa Clara Caltrain station, rather than the San Jose airport. The extension would run a total of 22 miles from the existing terminus at Fremont, south through Milpitas, southwest through downtown San Jose (past the Caltrain/Amtrak station), then northwest to Santa Clara, by about 2012. A terminus extending directly into the San Jose airport was rejected for its additional cost and for not attracting enough riders. Instead, a fixed connection from the Santa Clara station to the airport is favored. This fixed connection, possibly a monorail, is expected to carry more passengers than a direct BART connection alone, by virtue of its ability also to bring commuter rail passengers to the airport.

This approach is similar to what is being worked on at the Oakland airport now (where a link from Amtrak and BART should be ready in 2003). It's also similar to a proposal rejected in 1997 for the San Francisco airport. There, Caltrain passengers (and, one day, high-speed rail passengers) will have to connect to BART to reach the airport, when the next BART segment opens this fall, rather than having an airport station serving all modes with a dedicated connection into the airport proper.

A bill promoting issue of $9 billion in bonds for California high-speed rail was approved by that state's Senate on May 29, 21-9. That vote allows the bill to be sent to the Assembly, meeting a deadline for bills introduced this year to be approved by at least one house of the legislature. Ultimately, the bill will need two-thirds support in both houses (and the governor's signature) to pass -- and then the question will have to be approved by California voters.

Also in California, the Planning and Conservation League was successful in getting enough signatures to put its initiative on the November ballot. The measure -- the Transportation Relief and Safe School Bus Act -- would permanently dedicate 30% of the state share of the sales tax on motor vehicles to a variety of transportation purposes. This amounts to $800 million a year. Transit and rail are well represented in the measure along with highways.

CBS-TV's network news this evening will feature Amtrak's financial problems and the Empire Builder as part of the broadcast's "Eye on America" segment.

King County Metro Transit in Seattle will observe the 20th anniversary of the Waterfront Streetcar service on June 1, 11:00 am - 1:00 pm. The service began June 5, 1982. See Metro's web site for more details.

Norfolk Southern and Delaware have agreed to a plan regarding future passenger and freight traffic in that state. The plan allows the state to run passenger trains between Wilmington and Dover, possibly within six years. It also creates a financing plan for repairs to the Shellpot Bridge, which spans the Christina River on the freight bypass around the south side of Wilmington. That bridge, built in 1888 and closed for about 10 years, needs $13.5 million in repairs. Reopening the bridge will allow Norfolk Southern to serve the port and industrial sites without facing the restrictions of moving through downtown Wilmington on Amtrak's Northeast Corridor (and even then, only at night).

The Macon City Council in the next week is expected to vote on a proposal to buy that city's historic Terminal Station from Georgia Power Co., for future use as an intermodal station. A plan to buy the station for $2 million was approved by a council committee on May 28. If the council approves the purchase, the city would own the property after 60 days. It could become a hub for local buses as soon as next winter. The city owned the building once before, from 1977 to 1982.

Meanwhile, the Georgia Department of Transportation on May 16 approved a plan to borrow $151 million to pay for engineering and right-of-way work on the Atlanta-Macon passenger rail line and for a downtown Atlanta intermodal station. This is good news that follows unsuccessful attempts to get $12 million into the state budget for the projects, earlier this spring. The entire project will cost about $236 million -- about half the cost of adding one highway lane the same distance, according to Amtrak Chairman John Robert Smith, who was in Macon this week.

The Georgia Association of Railroad Passengers also reports that the Georgia DOT recently announced it would apply fees it already gets for utility permits to the intermodal projects, including passenger rail. This is less than $5 million a year, but is the first time the DOT has had a dedicated funding source for anything other than roads or bridges.