NARP May 2003 Hotlines

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Amtrak released a five-year capital and operating plan on April 25, for fiscal 2004-2008. The plan calls for $1.812 billion in federal capital and operating support in 2004, and declines gradually to $1.4 billion in 2008. Among the features of the plan are efforts to bring current services and infrastructure to a state of good repair (including equipment repair), paying down about 19% of Amtrak's current debt (without taking on any new debt), and adding new services only where states pay for it.

Amtrak President David Gunn told a news conference (according to the April 26 Washington Post) that without such funding levels, Amtrak's deterioration would continue. "If the capital plan is underfunded, then the whole thing falls apart," he said. Gunn said Amtrak spent an average of $1.5 billion a year beyond its revenue intake from 1997 through 2002, which includes funding grants and money that Amtrak borrowed.

The Bush Administration, however, showed no inclination to support Gunn's funding request.  Deputy Transportation Secretary Michael Jackson told the Post that the plan was "more meticulous, thorough and thoughtful than has been presented in the past" but "incomplete." The Administration released its own "framework" for a six-year plan this week. They plan to further refine this into a more formal legislative proposal within the next two months. Essentially, through a process yet to be fleshed-out, the Administration envisions the outcome of the plan to be a system in which the federal government pays for 50% of capital funding (much less than the federal share for highways and aviation), no operating funding, and with states deciding where all services would be. While such an approach might help corridors in many parts of the country (especially with an 80% federal match as with other modes), it would be a death knell for an interconnected, interstate service.

The Administration also would assign operating rights over freight railroads to other parties besides Amtrak (one per route) and give the Northeast Corridor to a federal-state compact. It would encourage states to create regional rail operators.

A Senate Commerce Committee hearing on April 29 featured more criticism of Amtrak's nationwide services, particularly long-distance trains. Chairman John McCain (R.-Ariz.), said it was "disgraceful" that Amtrak President David Gunn had not discontinued the Sunset Limited. McCain also criticized Gunn's view that such a decision was political in nature and not for him to make, since removing just one train like the Sunset would provide very little in savings, and since all long-distance trains would have to be removed to start to realize meaningful savings -- and then, only after some years' of paying labor protection payments. Gunn made it clear that he was not in favor of such an approach.

McCain said, "I am not saying 'eliminate all the long-distance trains.' I'm saying 'eliminate waste and inefficiency wherever it exists.'" By that, clearly, he meant the Sunset. Sen. Kay Bailey Hutchison (R.-Tex.) suggested that the Sunset's economic performance was related to the train's running "six-to-eight hours late." But even she opened the door to moving to McCain's position, noting, "We should do it right or not do it at all."

Deputy Transportation Secretary Jackson joined in the anti-long-distance rail discussion. He said, "Amtrak's structure is rotted" and criticized Amtrak for "[failing] to terminate long-distance rail."  Jackson then followed with a discussion of the Administration's six-year plan.

Another hearing, on April 30, was before the Railroads Subcommittee of the House Transportation and Infrastructure Committee. NARP Executive Director Ross B. Capon testified and referred to Amtrak's five-year plan, saying, "Do not underestimate the significance of getting Amtrak to a 'state of good repair.' Amtrak has never been there before." Capon said the combination of achieving 'good repair' and the capital investments states and Amtrak have made in recent years mean that Amtrak's plan would produce ridership far higher than anything seen since long before Amtrak's creation. [Click here to read the testimony.]

Capon urged passage of "RIDE-21" or some other bill to provide funding outside the regular appropriations process for passenger rail capital improvements, including establishment of a true federal-state partnership. He said eliminating all long-distance trains would leave a three-part, balkanized "system" serving only 21 states. Chairman Jack Quinn (R.-N.Y.) said, "I stand firm in my commitment to a national system. Simply eliminating the unprofitable long-distance trains will not fix all [problems]." Rep. Earl Blumenauer (D.-Ore.) said, "I don't think it solves anything."

However, steep challenges remain. Quinn's subcommittee is the only friendly one that Amtrak faces, and it does not decide the most critical, immediate question -- the level of Amtrak's 2004 appropriation. Tell your legislators that saving nationwide passenger-rail service is important to you and that the best way (for now) to do it is to support Amtrak's funding request of $1.812 billion in 2004. Click here for ways to make contact.

NARP's annual reception was May 1. The Dr. Gary Burch Memorial Safety Award went to Gordon Bowe, a Union Pacific conductor on Chicago's Metra commuter service (Geneva line) and Operation Lifesaver volunteer. The George Falcon Golden Spike Award went to Sen. Patty Murray (D.-Wash.) and Rep. C. W. Bill Young (R.-Fla.) for their work on providing Amtrak funding. Releases about all three can be read on NARP's page for 2003 news releases.

Amtrak is offering a new internet-only, 25% discount, through June 15. The promotion code to use when booking on-line is H315. As with most discounts, it is applicable to the rail portion (not first-class part) of a fare.

Visit Amtrak's web site also to take a virtual tour of Amtrak's on-board accommodations.  You may need to download free Apple QuickTime software (directions at the Amtrak page).

The Georgia Rail Passenger Authority has survived the current round of budget legislation, but just barely. The Senate had zeroed out the $535,000 proposed by the governor, but House friends successfully insisted on $400,000 in reconciliation talks. However, according to the Georgia Association of Railroad Passengers, there is no money -- for yet another year -- for things like constructing an Atlanta intermodal terminal, or buying the ex-Central of Georgia Atlanta-Macon line, which Norfolk Southern has offered to sell to the state.

The annual Summer Beach Train to San Clemente Pier and Oceanside, Cal., will run June 28, July 12-13, 19-20, 26-27, August 2-3, 9-10, 16-17, 23-24, September 20-21, and October 5. The train runs morning south, early evening north, allowing over six hours at Oceanside. Round-trip tickets are available through Amtrak; $20 for adults and $14 for children. The dates allow access to several special events in San Clemente and the Oceanside Harbor Days.

Based on news reports, we reported last week that Amtrak's agreement with the State of Connecticut allowed 34 trains a day -- including both Amtrak and Shore Line East, and that the total reached 37 trains with the January timetable change. Actually, the agreement with Connecticut allows 34 trains plus the Shore Line East trains, which mostly were discontinued April 28.  Connecticut approved a request by Amtrak to allow 38 trains in exchange for carrying Shore Line East monthly riders west of New London. The additional Amtrak trains likely will serve more people than the discontinued commuter trains did.

Transportation Secretary Norman Mineta appeared before the House Transportation/Treasury Appropriations Subcommittee on May 6. He said the Bush Administration wants to expand the surface transportation program, simplify the transit program, and provide a seamless national transportation network.  Mineta said the Administration won't raise or index (for inflation) the gas tax. That displeases most Capitol Hill transportation leaders from both parties. That could increase chances that this Congress will produce only a two-year highway/transit authorization, with legislators hoping that the White House will look more favorably on gas tax increases two years from now, regardless of who wins next year's election.

The hearing also featured strong attacks on Amtrak from both Chairman Ernest Istook (R.-Okla.) and ex-chairman Harold Rogers (R.-Ky.). Their comments underline the need for citizens to contact their Senators and Representative in support of the $1.8 billion Amtrak has requested for 2004. Point out that the current Amtrak system is the bare minimum that can pass for a nationwide network, and pulling out any individual route could set in motion a domino collapse of the rest of the system. Click here for ways to make contact.

Rogers expressed concern that the Administration's passenger rail proposal would require a significant amount of resources to fund Amtrak routes and require cash-strapped states to subsidize a national passenger rail system at the expense of resources currently being allocated to short-line commuter and local rail systems. Rogers was displeased to learn from Mineta that the DOT approved this quarter's request from Amtrak for funding the nationwide system, because it included the 18 long-distance trains.  Rogers asked Mineta if DOT has asked Amtrak to close any lines. Mineta said he had not gotten to that point yet, but that Amtrak has sent them analyses and DOT intends to ask Amtrak to push for more state involvement. [Amtrak already has converted one of the routes to a short-distance route, and is eliminating another.]

Istook criticized Amtrak for "luring" Senators and Congressmen into providing money for unprofitable routes that cut through the districts of key Members, creating what he called a costly and unprofitable network. He cited the Texas Eagle as an example. Mineta said it was Congress that was really the instigator of Amtrak's route design.

Mineta told the subcommittee about his briefing many months ago with President Bush, where Bush asked Mineta if he remembered what Bush's previous job was and asked him what would happen if a state did not participate, to which Mineta replied the train would not stop in that state. (When he was Texas governor, Bush wrote to Amtrak, saying "a national rail service was the responsibility of the federal government.")

A lumber truck drove in front of Amtrak's southbound Silver Star early on May 6, derailing it and injuring 22 passengers and 5 crew. One crew member, the engineer, died of his injuries on May 7.  Larry Edenfield had 30 years' railroad experience (17 at Amtrak). The truck driver was killed instantly.  The accident occurred at a crossing with only crossbuck signs near Hinesville, Ga., about 35 miles southwest of Savannah. The train remained upright, but some of the cars were jack-knifed. That day, Auto Train service was annulled and passengers on other trains were put on buses between Savannah and Jacksonville.

The International will be disrupted by a major, long-lasting Canadian National track project. The train will not run between East Lansing and Port Huron on any weekday from May 12 through August 15. Amtrak will provide a bus bridge between the two points. The westbound train will run 30 minutes later than what is shown in the timetable between East Lansing and Chicago (including the Saturday train, which is not otherwise affected by the track work).

Separately, operation of both the International and Pere Marquette beyond June 30 remains uncertain, as no progress has been made in getting an operating agreement between Amtrak and the state. While the state House Transportation Committee approved HB4343 (the bill to lift the legal funding cap on what Michigan DOT can spend on passenger trains) on March 27, the bill was then referred to the Appropriations Committee on April 2, where it still sits. It is possible that no further action will be taken unless Michigan citizens speak up.

The Capitol Corridor has a couple schedule changes that are not reflected in the new Amtrak timetable that came out April 28. Weekday train 540 runs five minutes earlier than the times shown in the timetable, leaving Oakland at 4:50 pm. Weekday train 542 runs 25 minutes earlier, leaving San Jose at 4:05 pm and Oakland at 5:30 pm.

The NARP board of directors approved a motion to endorse a report issued January 16 by the American Association of State Highway and Transportation Officials (AASHTO). The report, "Intercity Passenger Rail Transportation," expresses support for both corridor and long-distance passenger rail services. It was AASHTO's first report ever on the topic. The NARP vote, which was unanimous, was May 2 as part of the spring board meeting in Washington.

Indiana DOT now must spend at least 10% of Indiana's federal planning and research money on development of high-speed rail, as Gov. Frank O'Bannon signed H.B.1489 into law on May 1.

A new weekend-only Thruway service connects Amtrak's Downeaster trains at Portland with Freeport, Me., an important outlet shopping center. Buses run by VIP Tour & Charter connect from the first two trains from Boston (681 and 683) and return to connect to the last two trains (684 and 688). The service, which will run through December 31, is available through Amtrak's reservations line, and also soon on Amtrak's web site.

Amtrak is conducting an "American Canvas Sweepstakes." Going to Amtrak's web site and signing up through June 15 will make you eligible to win one of several prizes, including rail tickets.

The Bush Administration on May 14 released its proposal for a six-year extension of surface transportation law, for fiscal years 2004-09. This would replace the current TEA-21 law that was enacted in 1997 and that expires this fiscal year. (Click here to see NARP's release on it.)

The Administration proposal would keep much of the basic framework of TEA-21 -- which is good -- but other areas have outraged environmentalists. Metropolitan long-range plans would have to be updated every five years instead of every three, reducing citizen opportunity to influence the plans.

The proposal, which purports to promote "surface transportation," very nearly ignores intercity passenger rail. Like its Senate predecessors did in 1991, 1995, and 1998, this proposal ought to give states the choice to spend some federal transportation money on passenger rail, as states already can do for virtually every other form of surface transportation. The proposal does renew Swift Act high-speed rail planning (but not construction) programs, but at a reduced level.

The proposal limits the federal share for new rail transit projects to 50% -- even though the federal share for new roads remains at 80%. The Administration claims that just codifies current practice, so a better approach would be to change current practice, and not give states more incentive to pick road projects over transit projects. At the same time, the Administration would broaden the rail transit "new starts" category to include busways, something the Bush Administration has been pushing hard for two years.

Guaranteed funding for transit -- trust-fund money not dependent on annual appropriations -- remains essentially flat. Additional money is authorized, but would depend on the volatile appropriations process (unlike any increases in highway spending). The proposal also greatly reduces the portion of "new starts" funding that comes from guaranteed, trust-fund sources from 80% to 18%.

The Bush proposal's prospects are unclear, given comments by Reps. Don Young (R.-Alaska) and Jim Oberstar (D.-Minn.) at a May 15 House Transportation and Infrastructure Committee hearing that it would be better to approve a simple stop-gap bill, and wait a year for congestion to build up to the point where support would be much stronger for the spending levels they regard as adequate. At that hearing, disturbingly, Transportation Secretary Norman Mineta was critical of the San Jose light rail system he helped initiate as mayor, where part of the system may be closed due to budget problems. The Silicon Valley has been devastated economically, but San Jose is the nation's eighth largest city and there is nothing odd about its having a rail transit system.

Based on what some observers fear is an overly optimistic view of locomotive reliability, Amtrak plans to run the Texas Eagle with a single locomotive starting in early or mid-June. NARP is concerned about the service-quality and even passenger-safety aspects of relying on a single unit in Texas in the summer.

Partly due to the single locomotive, and partly due to a car shortage, the Eagle will carry only one sleeper seven days a week. (Currently, on the three days when the Los Angeles through-car runs, there are two sleepers.) Amtrak is considering selling eight standard rooms in the transition sleeper. The transition cars were built at great expense to accommodate revenue passengers as well as staff, but have only carried passengers in emergencies. NARP strongly supports the full utilization of the transition cars.

A summary of the five-year investment plan released April 25 is now on the Amtrak web site.

The summer-long, weekday, bus substitution of the International -- resulting from a Canadian National track project -- will be even more inconvenient for westbound travelers than we reported last week.  It is still true that Amtrak will run a Chicago-East Lansing train. Eastbound travelers will transfer to a bus and connect to another train at Sarnia (not Port Huron). Westbound travelers have to ride a bus from Sarnia to Port Huron, and a second bus to East Lansing. Therefore, what normally is a one-seat ride between Toronto and Chicago now will involve two trains, two buses, and three transfers.

For the first time since serious planning work on the Boston North Station-South Station Rail Link began, Massachusetts has a governor -- Mitt Romney (R.) -- who does not support the project.  Massachusetts Transportation Secretary Dan Grabauskas has said the Rail Link has been mothballed, but project supporters are working hard to save it. Massachusetts residents are urged to ask their state senators to include funding for the Rail Link in the Senate's budget.

Meanwhile, two state representatives from the Fall River/New Bedford area are working to kill the Rail Link because they believe it will somehow make it more likely that commuter rail will be extended to their cities. While those cities should have commuter rail, the representatives' logic is backwards. South Station lacks capacity to support continued service expansion, and a major benefit of the Rail Link would be to provide additional capacity badly needed to permit decent service to places like Fall River and New Bedford. The real threat to rail development would appear to be policies of the Romney Administration, whose officials also have questioned the Fall River/New Bedford project.

The Massachusetts Chapter of the Sierra Club has on its web site a Major Investment Study/Draft Environmental Impact Study for the Rail Link, issued March 31, in pdf-format report.

Though a New York State Supreme Court justice struck down the recent Metropolitan Transportation Authority (MTA) fare hike on May 14 and gave the MTA two weeks to restore earlier transit fares, that order has been frozen by an MTA appeal filed on May 15. The justice had ruled that the MTA "violated state law by misleading the public about its finances," according to the New York Times. Gene Russianoff, of the Straphangers Campaign, which filed the suit against the MTA, said (before the MTA's appeal), "This is really a victory for truth in government. Clearly the court saw that the MTA was misleading the riding public." The suit came after city and state comptrollers criticized the MTA for exaggerating the size of a projected budget deficit.

Amtrak informed the state of Oregon that it would not, after all, run the Portland-Astoria Lewis and Clark Explorer Train this summer, four days a week, starting May 23.  A May 17 inaugural train, for dignitaries, will proceed. According to reports in the Daily Astorian, Amtrak pulled out of the deal by citing the terms of the June 2002 loan from the U.S. Department of Transportation.  One of the conditions was that Amtrak not spend any of its own money planning or operating new services through fiscal 2003. Apparently, and this is not completely spelled out in the press reports, Amtrak belatedly decided that its involvement exceeded what the loan allowed. State and local officials have been trying to convince Amtrak and the DOT to allow the service, which has been in planning for months, to proceed.

This disruption comes at a time when Amtrak and local rail supporters have been trying to convince state legislators to continue funding the two Portland-Eugene Cascades trips through the next two fiscal years.

Gov. Gray Davis (D.) of California, in his new budget proposal, has dropped a proposal from a year ago to merge the California High Speed Rail Authority into the state DOT (Caltrans). Voters will consider whether to issue $9.95 billion in bonds for the project (and other rail projects) in November 2004.

Amtrak has added a feature to its web site that allows you to search for locations and driving instructions to train stations using MapQuest. The new feature is reachable through a separate page on the Amtrak web site, and seems to work well. However, though the Station Finder page seems to suggest that you can find a station without using a starting street address, in practice an address seems necessary. Also, the Station Finder page is not integrated into the reservations area of the Amtrak site. In other words, if you are making a reservation and click onto a station name, you will see hours and location, but not the MapQuest information.

Amtrak is running a contest to find a photo for its 2004 wall calendar. By July 7, send in an 8x10-inch color photo of an Amtrak train that displays the current Amtrak logo (no digital images accepted).  You may be an amateur or professional photographer. The winner will also get a $250 gift certificate from Amtrak's on-line store. See Amtrak's web site for more about the contest, entry rules, and safety issues.

Support for the $1.812 billion that Amtrak has requested for 2004 is the subject of a bipartisan letter circulating in the House. The goal is to get 218 signatures by mid-June. The initial signers are Railroads Subcommittee Chairman Jack Quinn (R.-N.Y.) and Ranking Member Corinne Brown (D.-Fla.); James Oberstar (Minn.), ranking member of the full Committee on Transportation and Infrastructure; and Rep. Michael Castle (R.-Del.). Democrats should be asked to contact Frank Mulvey or Mike Herron (225-3274); Republicans, Steve Stallmer (225-3306). The letter ends by saying, "We believe that David Gunn has demonstrated to this Congress that he has the knowledge, discipline, and integrity to make the reforms required to right the previous wrongs at Amtrak. His track record speaks for itself. As you work to reach agreement on the appropriate funding for our national transportation system, we urge you to approve $1.812 billion for Amtrak." Click here for ways to make contact.

Today, Amtrak President David Gunn addressed the Transportation Table at the National Press Club. He said Amtrak's proposed five-year plan is the lowest cost way out of the current situation, unless the goal is elimination of passenger rail. "The greatest risk is doing nothing." He said he was already ordering materials for the 2004 capital program. He said productivity is up, as reflected in a year-to-year decline in wages and benefits, while more work is getting done. He added that the freight railroads are in real trouble, with infrastructure deteriorating.

A five-cent gas-tax increase was signed into law by Washington Gov. Gary Locke (D.) on May 19.  It's the first time since 1990 that the state gas tax has been increased. Voters rejected a nine-cent increase in November 2002. The new revenue, over ten years, is expected to raise $4.169 billion. Of that, $226 million is for rail projects, including $21 million for capacity increases between Seattle and Bellingham, $21 million for the Port Defiance bypass at Tacoma, $50 million for capacity increases near Kelso, $7.5 million to buy a Talgo set from Oregon, and more. There is $236 million for other public transportation programs. Anti-tax forces in Washington may already be mobilizing to have the new gas tax repealed. The tax takes effect July 1.

Missouri service is headed for another crisis in fiscal 2003/04, as the legislature has approved a budget with only $5.0 million for twice-daily, St. Louis-Kansas City Amtrak service. For the current fiscal year, Amtrak had requested $6.2 million, got $5.0 million, plus another $0.8 million in a supplemental bill, totaling $5.8 million. It took a threat to shut down one train, a ticket surcharge, and the laying off of station agents to survive that figure. For the upcoming year, Governor Holden proposed Amtrak's initial request of $8.9 million, which Amtrak later cut to $6.4 million after implementing a new policy for all states that exempts states from certain overhead and depreciation charges. Governor Holden has vetoed the budget for other reasons, but it's not clear that is an opportunity in the immediate future to increase the passenger rail funding from $5.0 million.

A "Build America Bonds" bill was introduced in the Senate on May 22 by two sponsors (Talent, R.-Mo., and Wyden, D.-Ore.). S.1109 would provide $50 billion in bonds with federal tax credits for various transportation projects, including for "roads, rail, transit, aviation, and water." The bonds would be issued in 2004, but could carry over into 2005 and 2006. A "Build America Corporation" would be formed to consult with Congressional committees on guidelines for use of the bonds -- but only after enactment of the bill. A 20% state match is required.

A commuter train derailed at Canton Jct., Mass., during afternoon rush hour on May 19.  No injuries were reported, but the accident tied up the Northeast Corridor for several hours, with significant delays to both Amtrak and MBTA commuter trains. The accident occurred at the junction between the Attleboro (Northeast Corridor) and Stoughton lines, and involved a southbound MBTA Stoughton train that was moving at a very slow speed through a series of switches.

There were other disruptions on the Northeast Corridor this week. On May 20, Penn Station in New York was partially shut down and evacuated after a report of a party with a suspicious package on an incoming Amtrak train from Washington. The New York Times reported that the package may have contained cooking oil. The party, a Liberian man, is in federal custody and faces deportation on illegal immigration charges. The incident tied up Penn Station for three hours.

Then on May 22, in mid-afternoon, a tank truck carrying a hazardous chemical wedged itself in an underpass at Elizabeth, N.J., causing a two-hour shutdown while officials checked the condition of the bridge and of the truck. That tied up dozens of Amtrak and NJT trains.

Amtrak is restoring checked-baggage service at Little Rock, Ark., effective today.

An Amtrak web site feature we described last week has been upgraded to address one problem it had. The Station Finder feature allows you to search for locations and driving instructions to train stations using MapQuest. Now, you can find a station just by entering the name of the city (even if you don't have an address to enter for that city). The Station Finder still is not linked from the station profiles in the reservations part of the web site.

Balanced transportation in Georgia took a step backwards this week as Gov. Sonny Perdue (R.) killed an $822-million transportation bond program that had been set up by his predecessor, Roy Barnes (D.). The package included $176 million to start work on a regional commuter rail system and on a downtown, intermodal terminal in Atlanta. Perdue said he doesn't think rail will do enough to get drivers out of their cars, and prefers instead to look at an even less-tested mode (but a darling of the Bush Administration), busways.

Miami's Metrorail system begins 24-hour service on June 8. This is one of the results of a sales tax increased approved by county voters in November 2002.

NARP Region 3 is meeting in Harrisburg, Pa., May 31.

NARP has posted a current version of an action leaflet on this web site, in pdf format. This leaflet may be printed out and copied, if you wish to distribute it. A quantity of a slightly modified version of the leaflet is being printed by NARP for those who do not wish to do their own copying. It should be ready in about a week.

The main thrust of the leaflet is that the best way to ensure continuation of a nationwide train service, with improvements aimed at reaching a state of good repair (for the first time), is for Amtrak to get its requested level of $1.812 billion in federal funding in fiscal 2004. The leaflet points out the extent to which funding historically has fallen short of a basic, subsistence level. A rail network can't be run for nothing, or even a fraction of its real cost, and it's time our leaders heard that from the public.

A New York Times editorial from May 29 supports the concept of getting that amount of funding for Amtrak.

Please continue to urge House members to sign the pro-Amtrak letter that Chairman Jack Quinn and others are circulating, as reported in last week's hotline.

Oregon's Lewis and Clark Explorer train made its first revenue run from the Linnton section of Portland to Astoria and back on May 23. The train will run four days a week through the summer. The status of the train was very much in doubt after Amtrak's 11th-hour decision that its participation in the service violated the conditions of the 2002 loan from the U.S. Department of Transportation. One condition was that Amtrak would not use any of its resources to plan or operate new services where Amtrak's full costs were not covered. That meant that Oregon suddenly lost access (through Amtrak) to railroad property (including a BNSF segment and Portland Union Station) and insurance. Amtrak will still allow tickets to be sold through its reservations system.

In the end, the state reached quick agreement with the Portland and Western Railroad to use its tracks west of Linnton, which is reachable by special shuttle bus from Union Station. For more on the service, see the Oregon DOT web site.

The new transportation funding package in Washington State contains more than the five-cent gas-tax increase that we mentioned last week. It also has a variety of other revenue sources, such as higher trucking fees and vehicle sales taxes. By state law, the gas-tax money must go to roads, but the other fees can be "flexed" to the rail and transit programs we mentioned.

Sounder Transit and BNSF signed a preliminary operating agreement for running Seattle-Everett commuter trains. The signing happened at a May 28 ceremony at the Everett station. The agreement allows for one round-trip to be in place by the end of this year, with three more after certain track and signal improvements are made. Sounder Transit also will buy a 21-mile BNSF line from Tacoma southwest to Nisqually.

The California High-Speed Rail Authority voted to eliminate from its planning options the current Pacific Surfliner segments through San Juan Capistrano and San Clemente, and along the Del Mar bluffs. The vote came at a May 27 meeting in Irvine. Local officials, who had complained that the segments were in environmentally sensitive areas and too close to beach homes, favored alignments further inland at the meeting. The Authority will release an environmental impact report on the entire high-speed project in August.

The Santa Clara Valley Transportation Authority will hold a series of public meetings June 3-12 regarding its proposed, budget-driven service cuts. These include shutting down the short Almaden light-rail branch -- the first time a transit agency has proposed abandoning a light-rail line built in the modern (post-1980) history of light rail in the U.S. The Almaden branch opened in 1991. The other two light rail lines would have reductions in frequency and hours of operation. These cuts come on top of significant service cuts made a few months ago. See the VTA web site for more on the cuts and meetings.

Amtrak's California Zephyr was delayed at Dotsero, Colo., for two hours on May 28 as two mail cars on the rear derailed. No one was injured on the westbound train.

The train station at the Anchorage airport was used for the first time the weekend of May 16. The station, built with $28 million in federal funds, will serve only cruise-shop passengers, generally five days a week, May-September, for the foreseeable future. Those passengers ride on Alaska Railroad's Grandview train, which started service in 2000 between Seward and downtown Anchorage, but which now runs from Seward to Anchorage airport (114 miles). A new station at Seward docks also opened this month, and it includes an Alaska Airlines check-in desk for cruise passengers.

A 1.4-mile extension of the Miami Metrorail line opened today from Okeechobee to Palmetto Expressway. Free rides are offered from Palmetto through June 30.

NARP Region 3 is meeting in Harrisburg, Pa., May 31.