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November 2004 Hotlines |
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November 2004 Hotlines |
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With the election behind us, it is even more important to make sure that your elected officials know of your strong support for Amtrak and its request for $1.5 billion. There likely will be an attempt in the lame duck session that convenes November 16 to complete work on appropriations for the balance of the fiscal year, although this is not a done deal. The session could be very short, probably ending no later than November 23 at the latest. Any resistance by Democrats could tip the balance over to another continuing resolution, either for the full fiscal year (a strong possibility) or just a few months.
Looking ahead to the new Congress, make sure your newly elected senators and representatives know of your strong support for Amtrak, and ask state and local business and political leaders to convey the same message to their U.S. legislators.
Sen. Thad Cochran (R-MS) will chair the Senate Appropriations Committee. He has a direct stake in Amtrak’s success, having worked hard for improvements to Amtrak stations in Mississippi. On the Commerce Committee, which is responsible for Amtrak authorizations (when they happen!), Ted Stevens (R-AK) will be chairman; the New York Times reported yesterday that he “has a close working relationship with the new senior Democrat on that committee, Sen. Daniel Inouye of Hawaii.”
Obviously, the Bush Administration is not a big fan of the current system. An AP story this week says “Bush will persist in his push to privatize parts of Amtrak and eliminate the passenger railroad’s unprofitable long-distance lines.” Leaving aside the false implication that other Amtrak lines are “profitable,” it is not clear that ‘doing in’ the national system will be a high priority, given the agenda President Bush has outlined: Social Security, taxes, tort reform and educational standards. Amtrak has faced seemingly hostile election results many times before and survived.
There has been widespread speculation that DOT Secretary Norman Mineta will not stay on. One report speculated that his successor might be Labor Secretary Elaine Chao.
From Phoenix, Friends of Transit reports that “the most transit-transportation project initiatives EVER presented on a single election day, approximately 31 initiatives, were decided nationwide! Over $55 billion was at stake in 17 states. Of the 31 initiatives on the ballot Tuesday, 24 passed in favor of transit.”
FastTracks, the Denver, CO area plan to construct more light rail lines and extend existing ones, expand bus routes, and create a commuter rail network—most to be hubbed at Denver Union Station—passed overwhelmingly with nearly 60% of the vote. The 12-year plan, endorsed by more than 30 mayors in the area, will add 119 miles of rail and new buses and 21,000 parking spaces at new and existing Park-'n-Ride sites. The cost of FasTracks will be paid by increasing the Regional Transportation District (RTD) sales tax from six-tenths of a cent per dollar to one cent per dollar. The win is even more impressive given heavy anti-FastTracks efforts by the Governor and the conservative newspaper in Denver, the Rocky Mountain News.
Not so fortunate was Florida’s high speed rail constitutional amendment. It was defeated rather soundly by nearly 65%. No doubt contributing to the high vote was the misleading language, approved by a judge, on the ballot—a “Yes” vote was a vote to repeal high speed rail. Passenger rail supporters need to keep the pressure on Governor Jeb Bush to make incremental improvements and increase frequencies in existing Amtrak corridors—something he has stated in the past that he is in favor of. Consider writing a letter to the editor of your local paper to this effect.
The Phoenix Metropolitan area passed a half cent transportation sales tax, intended for highway and light rail construction and expansion of the bus network. The initial segment of Phoenix’s 20 mile light rail system, approved by voters in 2000, has just begun construction; monies in this sales tax will ensure its timely completion and adds another 27 miles of light rail plus expanded bus service and more freeways.
Commuter rail and rail transit in Austin got a big boost, thanks to the passage of an enabling referendum. Work will begin immediately on the initial segment of commuter rail, with the first priority being acquisition of rolling stock. The goal is to begin service in 2008.
The New York Times carried an interesting article this week about the demise of “full service” domestic airlines due to cut-throat competition from discount carriers. According to the article, “Big airlines are in a financial free-fall, having lost $30 billion since 2000, with expectations of losing another $5 billion this year and next.” Department of Transportation statistics state that Southwest now carries the most passengers within the United States than any other airline, quite possibly due to the fact that the average cross country air trip in 2000 cost $400 each way; it now costs $200. A tightly run ship allows these low fares: Southwest has 75 employees per plane, versus 100 at big carriers; Jet blue has 70 per plane (but they are non unionized). Perhaps the most telling are the results of a recent Brookings Institute survey. The traveling public overwhelmingly feels that, “getting rid of (the full service airlines) would be good,” because their absence would allow better airlines to take up the slack.
On Monday, Little Rock, AR, opened the first leg of its River Rail Streetcar System. The initial 2.5 miles of track connect Little Rock and North Little Rock (on opposite sides of the Arkansas River), with future expansion eyed to such locations as the Little Rock Airport.
Amtrak adjusted several fares, effective this past Monday. Most notably are decreases in the cost of sleeping cars in the off-peak travel seasons and a special promotional fare during off-peak travel (no code required; available as-offered) on the new Palmetto. A “clean up” of several through routed fares also took place. For example, Richmond-Main Street station had not been set up to accept through fares from long distance trains; this has been corrected.
Amtrak funding: Much of the federal government has been funded under a continuing resolution (CR) since fiscal 2005 began on October 1; for Amtrak this has meant continuation of the $1.2 billion level Amtrak received for fiscal 2004. Congress’s brief “lame duck” session is expected to begin November 16 and end November 23. During this session, there will likely be another CR good either through early in calendar 2005, or the entire fiscal year, that is, to September 30, 2005. The fact that the election kept Republicans in power slightly increases chances for final resolution this month. It is important to ask your Senators and Representative to raise the Amtrak funding level to $1.495 billion (Amtrak's revised budget request). Remember—for this lame duck session, newly elected Legislators are NOT yet seated. Click here for a list of contact methods.
A bi-partisan letter from eight Senators who support Amtrak was sent to Senate appropriations leaders on Wednesday. Signatories are: Burns (R-MT), Snowe (R-ME), Specter (R-PA), Chafee (R-RI), Carper (D-DE), Feinstein (D-CA), Baucus (D-MT), Schumer (D-NY). The letter cited the earlier bi-partisan letter with 51 signatures.
What started as a British diesel High Speed Train striking an automobile at a level crossing turned into tragedy when the train, traveling at approximately 85mph, derailed, killing six and injuring hundreds. The driver of the automobile, who investigators say was suicidal, drove around lowered gates into the path of the First Great Western train. While a collision of this type would ordinarily not result in a derailment, a switch approximately 100 yards down track from the impact point likely directed the partially-derailed train onto an industrial siding, leading to the tragic sequence of events. Several British politicians, long famous for melodrama in the wake of crisis, immediately called for elimination of all “level crossings” (the British term for grade crossing) in the United Kingdom. Railway operating officials point out that this is not practical and would likely lead to the closure of several lighter-density lines. Rather, they argue, the focus should be on eliminating heavily-traveled crossings and protecting the remainder with four quadrant gates or similar technology.
The Surface Transportation Board has approved the lease of nearly 200 miles of CSX Transportation tracks in Virginia to shortline operator Buckingham Branch Railroad. In approving the deal, the STB acknowledged, but did not agree with, arguments presented by labor groups and Amtrak. The Buckingham Branch is promising increased freight service to local customers, however, the line faces several serious challenges, namely deferred infrastructure investment. For example, the Orange-Gordonsville segment, used nearly exclusively by Amtrak’s Cardinal, has been downgraded to 25mph operation. In addition, the STB decision contains a clause that allows Buckingham Branch to disconnect the CTC signaling system over the entire route after two years of operation, a move that would put the continued operation of the Cardinal over that route in jeopardy.
More and more Americans want to live near mass transit, according to an article on the front page of Tuesday’s USA Today. According to the report, “Shifting housing demographics are stoking interest around the USA in development near transit, according to a study for the Federal Transit Administration released last month. City living draws singles, aging baby boomers, minorities and young couples more than suburban families with kids. And those groups are growing faster than suburbanites.” Among the many findings of the study, it predicts that by 2025, there will be demand for nearly 15 million units of housing near transit (buying or renting)—which is roughly double today’s number. While demand will be highest in regions that already have extensive transit systems (e.g. New York, Chicago, Boston, Washington), demand will continue to rise in cities that are building their systems from scratch (e.g. Denver, Dallas, Los Angeles, Portland).
American Trans Air, better known as ATA Airlines, has received a $15.5 million bailout from the State of Indiana to avoid a Chapter 7 (shut down) bankruptcy filing. The company filed Chapter 11 bankruptcy last month and is in the process of reducing its operations at Chicago-Midway Airport. While the states actions are not surprising, since the ATA is headquartered in Indianapolis, we look forward to the day when Indiana and other states would be as active in supporting passenger rail as they are in supporting airlines.
Restoration began this week on Seattle’s King Street Station, long in need of attention. Non-historic features, such as the faux ceiling and 1960’s-era “modern” ticket counters, will be removed and replaced with more historically-accurate fixtures. Completion is targeted for summer 2005.
Boston’s “Big Dig” highway project—long the bane of passenger rail advocates for its blatant omission of a North-South Station rail link—has encountered yet another problem: it leaks. The Associated Press reports that hundreds of small leaks have been discovered and that fixing all of them could take in excess of ten years. MassPort leaders are quick to point out that no taxpayer or toll money will be spent on the repairs.
Ohio will see fast corridor trains criss-crossing the state under the proposed Ohio Hub Plan unveiled November 6 in Toledo, OH. Ohio Rail Development Commission Chairman Jim Seney outlined the proposal for service along three main routes:
Representatives of five state associations of railroad passengers (ARP's) met in Toledo last Friday, prior to the ORDC unveiling. The event, organized by the Ohio Association of Railroad Passengers and attended by NARP Assistant Director David Johnson, was the first step in bringing state associations together, learning “best practices,” and helping the groups grow. A convention of all state association leaders is planned for spring 2005 in Chicago.
Amtrak funding for fiscal 2005 is near completion. Amtrak reportedly will receive $1.2178 billion (same as fiscal 2004 and the continuing resolution) and be required to pay repay the $100 million DOT loan over five years. Final passage of the omnibus funding bill is expected to include an across-the-board cut of between 0.75% and 1%. Final action in both chambers is possible this evening or tomorrow—the goal being for legislators to leave town no later than tomorrow.
The $1.2 billion obviously is less than the $1.49 billion in the Amtrak board’s revised request, and some capital investments will have to be postponed. However, the outcome can be viewed as a victory when one considers that the House committee approved only $900 million (the full House zero for Amtrak, highways, transit, but on a technicality), and that Amtrak was one of the last issues to be resolved.
Re-authorization of TEA-21, the six year highway and transit bill, will have to wait until the new Congress is seated. No progress was made on moving TEA-LU (the new bill) in the lame-duck session. Washington insiders report that while technically, a new bill must be drafted for the new Congress, TEA-LU will incorporate much of the work that had taken place in conference committee. Environmental groups are concerned, however, that this will provide another opportunity to take a swipe at Section 4f (a package of historical sites and building protection items), NEPA, CMAQ, and other clean-air provisions.
The New England Council, the nation’s oldest regional business organization, issued a release on Wednesday calling for full funding of Amtrak in fiscal 2005. The release stated, in part, “Rail service is very important to the New England economy. Any loss of service will have a deleterious impact on the movement of business and leisure passengers along the east coast and the ability of the economy to grow." The release correctly points out that the biggest threat to Amtrak service in New England is the deteriorating condition of three bridges in Connecticut. The Council also participates in the Amtrak Business Coalition (see Hotline #346).
Just prior to the budget passage, the Department of Transportation Inspector General released its annual report on the Department’s “top management challenges.” The report criticizes several transportation programs, including Amtrak, saying “Amtrak's management must find ways to reduce its need for operating subsidies,” and argued that Amtrak should not be spending money rebuilding Superliners and other long-distance equipment but should put the money into Northeast Corridor infrastructure. This message presumably is amplified in a report specifically on Amtrak which the IG has embargoed until Monday but which many reporters already have.
Passengers on Amtrak’s Thruway Motorcoach service between Fort Myers, St. Petersburg, and Tampa Florida had a harrowing ride on Wednesday. The bus driver of Amtrak Thruway Service #6092 (connection to the Silver Star at Tampa) apparently suffered a heart attack while driving across the Sunshine Skyway Bridge, which links St. Petersburg and Tampa. The driver collapsed and the bus slammed into the retaining wall, then caromed over towards the other retaining wall. Alert passengers hurried to the front of the bus—one grabbed the wheel and one applied the brake. While the driver died from the heart attack, no passenger injuries were reported.
Dallas has joined a growing number of cities that offer direct local transit service to sports arenas. DART opened a spur of its light rail line to “Victory Station,” located adjacent to American Airlines Center (home of the NBA’s Dallas Mavericks, the NHL’s Dallas Stars, and the Arena Football League’s Dallas Desperados). The spur is part of the under-construction Northwest Line to Irving, Carrollton and Farmers Branch. The spur will initially only operate when there is an event at American Airlines arena, much like the existing stop for Trinity Railway Express commuter trains.
Tomorrow, Washington D.C.’s Metrorail system opens the New York Avenue/Florida Avenue/Gallaudet University station on the Red Line. This is the first “in-fill” station in the Metrorail system (that is, it is built on an existing line between two existing stations: Union Station and Rhode Island Avenue). The station is meant to spur economic and residential development in the long-neglected neighborhood surrounding the station. Already, a major new office building is under construction, property values of area homes are rising, and retail establishments have expressed interest moving into the area—before the station even opens! Ceremonies begin at 10:00 a.m. tomorrow at the new station; service begins upon the system's opening at 6:00 a.m. (one hour earlier than usual due to a special event).
New Jersey Transit has announced formal plans with the New Jersey Sports and Exposition Authority and the New Jersey Department of Transportation to construct a rail spur to the Meadowlands Sports Complex, site of the proposed “Xanadu” entertainment complex. The spur will branch off the Pascack Valley Line and operate into the complex. The Meadowlands complex has been without direct rail transit access since its construction in the early 1980’s (ironically, New Jersey residents who want to attend the game by mass transit almost exclusively have to go into New York City and take a bus from the Port Authority Terminal). However, it’s future as a sports center is in question, with the NBA’s New Jersey Nets looking to move to Brooklyn, the NHL’s New Jersey Devils pushing for a new arena in downtown Newark, and the NFL’s New York Jets being courted by midtown Manhattan.
The service future for transit in the Philadelphia area remains in doubt. Weekend service is in doubt, and SEPTA officials are considering a 38% fare increase to save it. The Phildelphia Inquirer reported, “Without assurances that the state will mend SEPTA's $62 million budget gap, the transit agency's board plans to meet Dec. 2 to consider previously announced plans to end weekend service, lay off 1,400 employees, and raise fares 25 percent… The General Assembly's two-year session is expected to conclude today or tomorrow.” The Inquirer quoted SEPTA Chairman Pasquale T. “Pat” Deon: “We have until Saturday morning to have the [Pennsylvania] House and Senate do something. This is real. We may get full funding or nothing.” The Inquirer also stated: “A 38% fare increase would bump a $1.30 SEPTA token to $1.80 and the cash fare from $2 to $2.75 and ‘exceed the bounds of what has been done in the industry,’ SEPTA revenue director John McGee told the board.”
The long-stalled project to bring an Amtrak station to Lyons, New York (about half way between Syracuse and Rochester) took a step forward this week when CSX Transportation e-mailed local planners indicating what changes were needed to the station design, including a grade-separated pedestrian crossing of the railroad. The town plans to revise the plans and re-submit them to CSX.
A diverse, bi-partisan coalition of civic and political leaders along the Chicago-St. Louis rail route is calling for increased service sooner rather than later. Over 200 mayors and other local officials banded together and sent a letter to Governor Rod Blagojevich requesting the nearly $10 million needed to increase frequencies along the corridor. The State Budget Office warns that the $10 million, or any additional funding for rail service, will be hard to come by in the economic climate the state is facing.
Amtrak issued an exception to baggage policy for travel on the Ethan Allen, Vermonter, and Adirondack this week, after discussions with the state of New York, and the state of Vermont. Skis, snowboards, and related winter equipment will be permitted as carry-on luggage, provided they can be safely accommodated on the train. In addition, Superliner-equipped trains will also permit the above winter recreational items, provided they can be stored in the outside utility lockers found on sleeping and coach cars. Such items also can be accommodated in the bicycle area on California’s Capitol Corridor trains (which have no checked baggage, unlike the San Joaquins). These items will not count towards against the two carry-on limit rule.
Due to the Thanksgiving holiday, NARP expects to post next week’s hotline on Tuesday, November 23 rather than Friday.
The Department of Transportation office of the Inspector General released its Congressionally-mandated annual report on Amtrak Monday. The report, downloadable from the DOT website, paints a bleak picture of Amtrak’s deferred maintenance and encourages Amtrak to address these major issues. However, although the report cites “increased funding for further development of the existing system” as one option, the report leans heavily towards service reductions as being a required result of available funding. Amtrak is urged to focus on “viable” passenger operations: code language for eliminating most of Amtrak’s National Network trains.
NARP issued a news release on Monday, critiquing the report.
The report focused heavily on Amtrak’s increasing cash loss, although noting that this loss was reduced from $644 million in FY 2003 to $635 million in FY 2004 (the latter figure unauditted).
Another major focal point of the report was Amtrak’s “dismal” on time performance figures, but the report fails to discuss the various reasons for these poor numbers, including (a) infrastructure improvement work on the Northeast Corridor (see next paragraph) and elsewhere, (b) mechanical problems with Acela Express trains—problems that stem from past decisions by Amtrak management and the manufacturers rather than a current funding shortage, and (c) capacity issues on the private freight railroads. The report was silent on the latter and ways that it could be addressed, such as the long-sought after federal funding match for railroad infrastructure investment.
The report praises Amtrak for the capital investments it is has made in the Northeast Corridor, but does not acknowledge that these projects have a short-term adverse impact on reliability. Case in point: the recent, three week trackwork project (completed one week ahead of schedule) between Washington Union Station and New Carrollton. This busy, two-track segment of the Corridor had not seen significant infrastructure work in over ten years. The project to “undercut” the right-of-way caused delays of up to 45 minutes for some trains, but the long term benefits far outweigh the short term inconvenience.
The President is expected to sign the big funding bill that includes Amtrak’s $1.2 billion late next week. Meanwhile, due to an embarrassing mistake that gives appropriations committee members and staff access to individual tax returns, the bill returns to Capitol Hill for repeal of that provision.
The bill continues language directing the DOT secretary, “working with affected States, [to] develop and implement a procedure for fair competitive bidding by Amtrak and non-Amtrak operators for State-supported routes.” The language appears to give the Secretary leverage to force Amtrak to let its facilities be used by non-Amtrak operators, but past efforts in this regard have repeatedly come up against the issue of freight railroad access, and probably would also encounter the difficulty of obtaining cost-effective insurance without the ability to spread costs across a national system.
NARP wishes you and your family a safe and happy Thanksgiving holiday weekend!