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February 2004 Hotlines |
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February 2004 Hotlines |
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President Bush released his fiscal 2005 budget proposals yesterday. For Amtrak, he repeated the same proposal he made a year ago -- $900 million -- which, fortunately, is not what Congress adopted for 2004. Bush's request for 2005 is 26% below the final 2004 level ($1.218 billion). It is 50% below Amtrak's request for 2004 ($1.812 billion), which Amtrak had characterized as what was needed to get to a state of good repair and pay down debt. Amtrak's request for 2005 is expected February 15.
At a DOT briefing yesterday, NARP Executive Director Ross Capon asked Transportation Secretary Norman Mineta about Amtrak President David Gunn's statements last year that $900 million allows "no money for heavy maintenance -- it doesn't work." Mineta replied that "Gunn is right on the numbers," but the administration is trying to prod Congress to act on the Administration's "reform" proposal.
That proposal would end long-distance service--creating a balkanized system serving at most 21 states -- and push more costs to states. The administration's "principles" were unveiled in June 2002, and introduced as a courtesy in the Senate as S.1501 in July 2003 (which has no co-sponsors).
The budget indicates Administration support in fiscal 2006-2009 of $1.4 billion a year -- only if its proposals are adopted. However, it is unlikely that Congress will enact those proposals. Also, $1.4 billion in those years will not bring the existing system to a state of good repair, let alone expand it. Thus, the burden remains on Congress to provide funding levels that will signal development of the passenger rail network America needs, or at least let Amtrak continue to make progress on "good repair" efforts, rather than resume the backsliding seen in much of the 1990's.
[Continues with text from #332 of January 30.]
The Senate began its discussion of S.1072, the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003, on February 2. This bill would renew highway and transit programs last authorized by TEA-21.
A new Hollings-Carper amendment would provide $10 billion in capital grants to states for passenger and freight rail projects (including passenger rolling stock) over six years. None of the money would come from the Highway Trust Fund. Half the money would be for passenger projects, and half for freight. A passenger project must be developed by a state or group of states. All grants would require a 20% non-federal match. Another $1 billion in tax credits would be available to short line and regional railroads for certain maintenance expenses. The amendment does not have Amtrak reauthorization language.
Tell your Senators right away to support the Hollings-Carper amendment, which may come up for consideration in the coming week (perhaps February 9). Also urge them to oppose any anti-Amtrak or anti-rail amendments that may surface at the same time. While the ricin scare this week has caused an interruption in communications to Senate offices, faxes are probably still best for offices that have reopened. Click here for ways to make contact.
This amendment was developed after Hollings and Carper could not reach agreement with Hutchison (R.-Tex.) on merger of their two larger bills. The new amendment does not do as much for passenger rail as earlier measures did -- but it is important not to let the concerns about the "imperfect" get in the way of moving forward with the "good." That is, while it's too bad that three Senators could not agree on something bigger, the new amendment as part of the final version of S.1072 still would represent substantial progress over the status quo.
The Senate Banking Committee on February 4 approved a transit title (or section) to be added to the pending $318-billion S.1072. It would provide $56.5 billion over six years. That's an average of $9.4 billion a year (where transit got $7.3 billion for 2004). The Committee proposal includes rail modernization funds (which were in jeopardy a week ago) and keeps an 80% federal match for new transit projects (rather than the 50% being promoted by the Bush Administration), which is the same as for highways. The House Transportation and Infrastructure Committee's pending bill totals $375 billion over six years, with $69 billion for transit.
The Senate Finance Committee on February 2 approved several measures to add $35 billion to the Highway Trust Fund without raising the federal gas tax.
President Bush released his fiscal 2005 budget proposals on February 2. For Amtrak, he repeated the same proposal he made a year ago -- $900 million -- which, fortunately, is not what Congress adopted for 2004. Bush's request for 2005 is 26% below the final 2004 level ($1.218 billion). It is 50% below Amtrak's request for 2004 ($1.812 billion), which Amtrak had characterized as what was needed to get to a state of good repair and pay down debt. Amtrak's request for 2005 is expected February 10.
At a DOT briefing, NARP Executive Director Ross Capon asked Transportation Secretary Norman Mineta about Amtrak President David Gunn's statements last year that $900 million allows "no money for heavy maintenance -- it doesn't work." Mineta replied that "Gunn is right on the numbers," but the administration is trying to prod Congress to act on the Administration's "reform" proposal.
That proposal would end long-distance service -- creating a balkanized system serving at most 21 states -- and push more costs to states. The administration's "principles" were unveiled in June 2002, and introduced as a courtesy in the Senate as S.1501 in July 2003 (which has no co-sponsors).
The budget indicates Administration support in fiscal 2006-2009 of $1.4 billion a year -- only if its proposals are adopted. However, it is unlikely that Congress will enact those proposals. Also, $1.4 billion in those years will not bring the existing system to a state of good repair, let alone expand it. Thus, the burden remains on Congress to provide funding levels that will signal development of the passenger rail network America needs, or at least let Amtrak continue to make progress on "good repair" efforts, rather than resume the backsliding seen in much of the 1990's.
Amtrak has made certain reductions in Viewliner sleeping-car service for the rest of this month. These include no sleeper on the Cardinal, no sleeper on the Boston Lake Shore, and only one sleeper on the Crescent. As of January 30, 18 of the 48 Viewliners were out of service; nearly all of them are needed to cover assignments and scheduled maintenance. A combination of cold weather and maintenance issues are the main causes. Several Northeast Corridor trains, similarly, were annulled this week.
An official of the Missouri Department of Transportation said February 4 that state's Amtrak service is in jeopardy without additional funding from the legislature, according to Associated Press. As was the case a year ago, the legislature has provided Amtrak with less than the funding it says it needs to run Kansas City-St. Louis service. Amtrak says it needs $6.2 million, but the state provided $5.0 million. The DOT official said Amtrak would have to cancel one of the trains at the end of this month if $885,000 is not provided in a mid-year appropriations bill (HB1014) now pending.
Availability of "Wi-Fi" (wireless internet) service will be expanded to more Amtrak stations in the Northeast -- Route 128, Providence, New York (Penn), Philadelphia (30th Street), Wilmington, and Baltimore (Penn). Amtrak signed an agreement on this with AT&T Wireless yesterday, with service to begin in the summer. There is no cost to Amtrak under this agreement. AT&T Wireless customers will not be charged to use the service, but others will be charged $9.99 (for 24 hours' access). The Club Acela lounge at Washington Union Station has had such service for about a year.
Travelocity Business, an on-line travel service for businesses, now allows Amtrak trips to be booked as part of its mix that includes air travel, car rentals, and hotels. This will give passenger trains new visibility for businesses that use Travelocity Business.
The 11 Baltimore light-rail stations south of Camden Yards (including terminals at Cromwell Station and BWI Airport) will be closed February 2 for double-tracking of single-track segments. The line is scheduled to reopen in three segments, "approximately" July 1, September 1 and October 1. Alternate bus transportation will be set up. Complete closure lets the project get built five months faster. The Maryland Mass Transit Administration expects the new trackage to allow more service frequency and improve ridership. Another single-track segment north of downtown is planned for double-tracking later.
The River Line, New Jersey Transit's diesel light-rail line from Trenton to Camden, will not open as scheduled on February 15, due to continuing crossing-gate malfunctions. The new opening date is March 14.
A CSX freight derailment early on February 2 blocked the main line north of Emporia, Va. Amtrak bussed some passengers between Richmond and Rocky Mount.
Maricopa County voters will consider a 20-year extension of a half-cent transportation tax in November, after the Arizona Legislature approved such a ballot question on February 3. If approved, the tax extension would provide $2.3 billion for light rail, $9 billion for freeways, $1.5 billion for other street improvements, and $2.3 billion for bus service.
The Senate yesterday passed S.1072, the Safe, Accountable, Flexible, and Efficient Transportation Equity Act of 2003, a bill to renew highway and transit programs last authorized by TEA-21. The final vote was 76-21. The "guaranteed" funding includes $255 billion for highways and $56.5 billion for transit over six years.
It is too early to understand the full significance of yesterday's actions, and it remains possible that the entire bill will collapse in a dispute with the White House over funding. However, it appears that one bad effort was successfully neutralized -- the attempt to rule out the use of Congestion Mitigation and Air Quality Improvement (CMAQ) and Enhancements funds for rail projects.
The bill, as amended and passed, creates a "Build America Corporation" to issue transportation infrastructure bonds, including rail (Section 4603). It authorizes $350 million in capital grants for short lines and regional freight railroads and $350 million for rail line relocations. Unfortunately, S.1961 (ARRIVE-21) and the trimmed-down, $11-billion version of it mentioned here last week were not included, but the rail passenger and freight community became more united than ever before. The heads of four of the nation's six major railroads -- BNSF, CSX, NS, CP -- endorsed that $11 billion provision in a February 9 letter.
The bill includes a narrowed version of a Snowe amendment that extends the eligibility of Downeaster operations for CMAQ funding, through 2006.
The bill still includes language approved by the Commerce Committee last June authorizing Amtrak (with no structural changes) at $2 billion a year (that has to be appropriated) and creating a Rail Infrastructure Finance Corporation that can issue rail capital infrastructure bonds (but with no money behind it).
President Bush's veto message of February 11 cited two items -- the bill's total cost ($318 billion, compared to his $256 billion request) and its inclusion of Amtrak language.
The House of Representatives passed a bill on February 11, 421-0, extending the existing TEA-21 law for four more months (through June 20), which presumably means that Congress will be working on a long-term highway/transit bill at least until then.
Amtrak released its fiscal 2005 budget request on February 10. Amtrak will seek $1.798 billion in 2005, compared to a revised total budget of $1.375 billion in 2004. Amtrak's 2004 grant was $1.218 billion; and President Bush has requested $900 million for 2005.
Of the $1.798 billion request for 2005, $570 million is for operations (compared to a revised budget of $581 million for 2004), $791 million for capital (of which $352 million is for infrastructure work and $349 million for equipment), $262 million for debt service (same as 2004), $75 million for working capital (to have a cushion of cash reserves to carry into fiscal 2006), and $100 million to repay the DOT loan from 2002.
Amtrak President David Gunn said in a release, "[The 2004 grant] will be adequate for this year, but we will need a full appropriation in FY '05 if we are to continue stabilizing the railroad according to our strategic plan and eventually return our [physical] plant and equipment to a state-of-good-repair."
President Bush has made another nomination for the Amtrak Board of Directors. On February 6, Enrique J. Sosa was nominated for a five-year term. The other three pending nominations are Louis S. Thompson (returned by the Senate last year, then renominated January 26), Robert Crandall and Floyd Hall. Sosa, who is from Florida, has a non-transportation background. Much of his career has been in the petrochemical industry, with experience in the upper management of BP Amoco and Dow Chemical. There is no indication that the Senate will act soon on any of these.
The eastbound Southwest Chief derailed at Kansas City, Kans. (four miles west of Kansas City Union Station), early on February 9. The Amtrak train was crossing from one track to another at about 25 mph. All derailed cars remained in line and upright. No cause was made public. There were several minor injuries reported, but no one was hospitalized. Amtrak put the passengers on the equipment of the Ann Rutledge (train 304) and sent a replacement Chief to Chicago about five hours late. The Ann Rutledge was replaced by a bus to St. Louis, and a replacement train to Chicago.
Amtrak has made further changes to its Viewliner sleeping-car temporary service reductions, discussed here last week. We had said that through the rest of this month, the Cardinal and Boston Lake Shore would have no sleeping car, and that the Crescent would run with only one sleeping car (of two).
Since then, Amtrak has eliminated the Crescent's second sleeper until nearly the end of April. Smoking is banned on the Crescent for that period. All through-cars on the Boston Lake Shore will be eliminated from February 17/18 at least through early May and possibly much longer; a separate Boston-Albany coach train (with baggage car) connecting with the Lake Shore Limited will run instead. The Lake Shore will share equipment with the Silver Star, so it will run with two New York-Chicago sleeping cars (and a smoker lounge) through early May.
The Cardinal's sleeping car is eliminated through April 27 (spring timetable change). The Cardinal's baggage car is eliminated through October. The Federal's sleeping car is eliminated through October. By then, it will have been missing for a year.
Additionally, Amtrak has "temporarily suspended" Clockers 627 and 628.
At a budget briefing on February 10, Amtrak President David Gunn said maintenance on the Viewliners had been neglected for quite some time. Failsafe features on the cars were disabled, leading to more serious problems. This includes water overflow valves designed to drain the car in case of freezing. The cars' suspension system also has been an issue. All that was exacerbated with the prolonged cold in the Northeast this winter. Amtrak has stepped up its overhaul and preventative maintenance programs for these cars (and other equipment), which should improve the situation in the long-term. But it is also true that there never really have been enough of the single-level sleepers to go around.
Amtrak will remove staffing from the Sunset Limited stations at Tallahassee, Fla. (after April 22), and Mobile, Ala. (after April 23). Mobile will lose checked baggage service (which Tallahassee does not have now). Tallahassee's fiscal 2003 ridership was 3,778 (total of people on and off there); Mobile's was 2,117.
Blizzard conditions in North Dakota disrupted Amtrak service. The eastbound Empire Builder was annulled at Minot early February 11, nine hours late.
The Missouri House Budget Committee on February 10 voted not to provide $885,000 in additional funding that would allow Amtrak to run both Kansas City-St. Louis daily round trips for the rest of the fiscal year, which ends June 30. The vote can be reversed in later phases of work on the supplemental appropriations bill in question, in the full House or in the Senate. Amtrak has not said when it would end one of the round trips if the funding is not forthcoming. It asked for $6.2 million for the current fiscal year, but got $5.0 million. Missouri residents are urged to contact their state legislators (House and Senate) in support of the additional funding and the efforts of State Senators Senators Gibbons and Greisheimer.
Union Pacific announced it will close the Moffat Tunnel in Colorado for approximately a month at some point during this summer. That will force a temporary rerouting of the California Zephyr between Denver and Salt Lake City, via Wyoming. It will also force a suspension of the Denver-Winter Park Ski Train, which runs a Saturday schedule during the summer. The tunnel needs major repairs. The Denver Post (yesterday) quoted officials in Glenwood Springs and Winter Park who are concerned about the closure's impact on local tourism.
The Surface Transportation Policy Project released a policy paper, "The State of the Nation's Intercity Rail: Federal Investment Could Relieve Congestion and Improve Travel Choice," on February 11. It argues for inclusion of rail in TEA-21 renewal, with other forms of surface transportation, saying "dedicated federal investment in the nation's rail infrastructure is critical to America's mobility and economic growth." It also draws on last year's report by the American Association of State Highway and Transportation Officials in support of federal investment in rail. The report and accompanying press release are currently on STPP's home page.
Congress Daily today reports on a threatening letter Rep. Ernest Istook (R.-Okla.), who chairs the Transportation-Treasury Subcommittee of the House Appropriations Committee, has sent to signatories of a pro-Amtrak letter from last year. Last year's letter had urged full funding of Amtrak's request of $1.812 billion for 2004.
Amtrak's request for 2005 is $1.798 billion, but Istook said he would not support anything above President Bush's request for $900 million. Istook wrote, "Last year Amtrak claimed it would shut down if it didn't get $1.8 billion. They didn't get it, and they didn't shut down either. This year they are repeating the same claim, and it has the same level of credibility." What Amtrak, in fact, said last year was that it would shut down if it got the $900 million that was in the House's 2004 bill and that it could not accomplish its full capital program if it did not get its $1.812-billion request. Amtrak actually got $1.218 billion in 2004, which Amtrak has said will allow it to continue running and to work on much of its capital program.
Istook's letter to the Members of Congress continues, "Before you consider endorsing Amtrak's latest request, please consider the impact on other transportation needs, both nationally and in your own state and district … Any request for Amtrak funding, even if submitted in a separate document, must and will be weighed against your other requests, and I will consider it as a project request for your district."
The Senate next week is expected to pass a bill to extend the highway/transit authorization (TEA-21) one month beyond its current February 29 expiration. The goal would be to press for final enactment of a new, long-term "SAFETEA" bill quicker than the House anticipated when the House passed a four-month extension (as we reported here last week). Some observers think a four-month extension (putting the deadline at June 30) would kill the possibility of getting a long-term bill done this year. Disagreement with the White House over the right spending total may prevent enactment anyway.
Meanwhile, House consideration of TEA-21 renewal, initially expected to be next week, is likely to begin March 3 at the earliest. Hope for the House producing a decent rail title is faint, so your efforts are better devoted to supporting Amtrak's $1.8 billion funding request (reported here last week), and expressing your concern about Chairman Istook's anti-Amtrak letter to his colleagues (see above).
Amtrak is increasing the number of non-smoking trains, effective April 26. There will be no smoking on any Superliner (bi-level) train, except Auto Train. Smoking on Auto Train is in a room on the lower level of the lounge cars; the room's ventilation is effectively isolated from the rest of the car. On other Superliner trains, smoking lounges are downstairs from coach seats, and some passengers complain when the smoke migrates upstairs. Also, because the Auto Train makes no intermediate passenger stops, smoking stops are not practical. In the East, smoking will continue to be allowed on Silver Star and Silver Meteor but this could change at any time. Current plans, again subject to change, are in late April to end the temporary smoking lounges on Lake Shore Limited and return them to Crescent (which now is temporarily non-smoking).
A Union Pacific coal train derailment just east of Glenwood Springs, Colo., on February 15 forced Amtrak's California Zephyr to detour through Wyoming through February 18.
Union Pacific will activate the second track between Davis and Sacramento, Cal., across the Yolo Causeway, next weekend (February 28 and 29). On both days, a ten-hour window with no train traffic is required to tie the new track into the existing system. Certain Capitol Corridor trains will be replaced by buses between the two stations; certain Capitols and all long-distance trains (California Zephyr and Coast Starlight) will run through.
A track project will force a temporary schedule change for the northbound Heartland Flyer. From March 1 through April 9, it will run one hour later than normal.
Amtrak launched a new ad campaign last week that includes a two-for-one offer for Acela Express and Metroliners. Amtrak Guest Rewards members who sign up for the promotion and take two round trips between certain points through April 15 get a future round trip on Acela Express during the summer. See Amtrak's news release for details.
Amtrak will raise its baggage and express storage fees from $1.50 to $2.00 per item per day. These fees apply to unclaimed checked baggage and unclaimed Amtrak express items (with the first two full days after arrival still free) and parcel (or "day-check") storage. Parcel storage at New York Penn Station remains $4.50.
The Metropolitan Council of the Twin Cities announced on February 17 that the April 3 opening of the first segment of the Hiawatha light-rail line has been postponed. Work on the line will be done, but the local transit union this week turned down a second contract offer from Metro Transit and a strike is possible. The Council did not want to risk a successful light-rail opening if a strike were to occur. If the situation is resolved, the Council said the line could open soon thereafter. The second phase is still set to open in December.
The Canadian Auto Workers, which represents 5,000 Canadian National workers, began a strike at 12:01 am today. One union official said they would "try not to target" passenger operators, and VIA Rail said it has gotten assurances from CN that its trains would not be disrupted. CN said it would press management into service to keep essential services going.
A light-rail demonstration project in Washington, D.C., took a step forward yesterday as the board of Washington Metro approved a $16.1-million proposal using city funds. The funds will go toward site preparation, right-of-way acquisition, and vehicles. The route is on the south bank of the Anacostia River on a semi-abandoned ex-B&O spur, connecting with Metro's Green Line at Anacostia. Separately, the Metro board advanced a proposal to increase fares and advertising as a way to close a budget gap; public hearings will follow.
The National League of Cities has announced an agenda for its annual Congressional City Conference in Washington, March 7-9. Among other things, it will call on Congress and the Administration to "strengthen local economies and reduce congestion by increasing investment in and local control of regional highway and transit and by providing continued and adequate funding for Amtrak."
The Belgian government will give 210,000 government workers free rail tickets for their commutes, starting March 1. The goal is to give the workers an incentive to avoid driving on congested highways. The program is to be extended to private-sector workers in 2005, though current plans are for participating employers to pick up 80% of the cost.
NARP Region 11 meets February 22 in Glendale, Ariz. On March 6, Region 2 meets in Schenectady, N.Y., and Region 3 meets in Camden, N.J.
An unusually lengthy two weeks has passed between the Senate's final action on S.1072, the massive surface transportation reauthorization bill, and the availability of a single document on the Thomas legislative web site that incorporates all the amendments made before Senate passage of the bill.
We are finding some change compared to what we reported here on February 13. For now, as regards rail, it is our understanding that S.1072:
Amtrak stations at Flint and East Lansing, Mich., will regain ticket agents effective March 1.
Investigators are looking into an incident near Minoa, N.Y., on February 20, in which a westbound Amtrak train (281) and an eastbound CSX freight train were headed toward each other on the same section of track. The crews were able to bring the trains to a stop 400 feet from each other. Minoa is east of Syracuse.
The incident led the Syracuse Post Standard on February 25 to editorialize in favor of positive train control systems, which are also supported by the National Transportation Safety Board. Wider application of such systems would indeed be ideal, but there is no obvious funding source for them.
Amtrak has advanced the return of the Cardinal's sleeping car, originally planned for late April. Sleeper service will resume with the westbound train of March 14 and eastbound train of March 16. Amtrak also is working to resume full meal service as soon as possible for all passengers. This would involve serving Acela Express First Class meals in the lounge, as already happens on Three Rivers. At this point, the return of Cardinal checked baggage service is still planned for late October.
Also, Chicago-Boston through-coach and sleeping car service is set to return May 7 from Boston, and May 8 from Chicago.
A Union Pacific track work project will interrupt one of the two daily Amtrak round trips between Kansas City and Jefferson City through May 8. The morning eastbound Ann Rutledge and morning westbound Mule will be replaced by buses west of Jefferson City; passengers east of Jefferson City could also be delayed if the train is not turned quickly enough at Jefferson City. The interruptions will occur about two weeks a month during the overall work period.
Amtrak has begun making track announcements at Fredericksburg, Va., using loudspeakers owned by Virginia Railway Express (which uses the same platforms). Amtrak has not had a station agent at Fredericksburg since at least 1977. The elevated platforms pose difficulties for departing passengers who incorrectly guess which platform to wait on and see their train arrive on the other side. They then have to grab their luggage, scramble down one set of stairs, under the tracks, and back up the other side before the train departs.
The local paper, the Free Lance-Star, has written about this frequently recently, and several parties, including NARP, have urged Amtrak to fix the problem somehow. For now, Amtrak agents in Alexandria will use the VRE system to announce Fredericksburg track numbers as soon as they learn from CSX which track will be used by a particular train. Because of crossovers north and south of the station (but out of sight of the platforms), that information sometimes is not known until just a few minutes before a train's arrival.
Commuter-rail service between Houston and Rosenberg, Tex., would be feasible, according to a preliminary study released February 18, which was funded by the Texas Department of Transportation, Houston Metro, and the Houston-Galveston Area Council. A committee that wrote the study recommended seeking funding for a more thorough feasibility study, according to the Rosenberg Herald-Coaster (February 23).
Another report, released on February 23, says that rebuilding the Dumbarton trestle over lower San Francisco Bay for commuter rail service is also feasible. Area voters will be asked on March 2 to approve a highway-toll increase, part of which would go to the rail proposal.
The Colorado House Transportation Committee yesterday approved a resolution asking the state DOT to study the feasibility of north-south passenger-rail service from Pueblo to Denver and Fort Collins. A similar effort last year did not get past the appropriations process, but backers this year crafted a resolution that calls for using existing resources for the study.
Region 2 meets in Schenectady, N.Y., on March 6, and Region 3 meets in Camden, N.J. On March 13, Region 5 meets in Deerfield Beach, Fla., and Region 10 meets in Osceola, Ia.