NARP March 1999 Hotlines

#76 - March 5, 1999
#77 - March 12, 1999
#77-A - March 16, 1999
#78 - March 19, 1999
#79 - March 26, 1999

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The annual hearing on Amtrak funding in the House Transportation Appropriations Subcommittee, chaired by Frank Wolf (R.-Va.), was yesterday. The witnesses were Amtrak President George Warrington, Federal Railroad Administrator Jolene Molitoris, and DOT Inspector General Kenneth Mead. The hearing was upbeat, with Wolf saying is was the best presentation he had ever seen from Amtrak. He said, "I'm impressed with what you are doing. It's one thing to fund bad service, it's quite another to have quality service with friendly personnel." Wolf regularly visits his daughter in New York and evidently has noted an improvement in service quality.

Warrington was confident that Amtrak would reach operational self-sufficiency by the end of 2002. He said that Amtrak would need significant capital funding beyond that, like other modes get. Wolf seemed to agree, saying, "Everyone should know there is going to be a subsidy for a long time." He said he would do everything possible to get Amtrak the $571 million and he urged the Administration to work out budget scoring issues.

Amtrak says it has adequate capital for the next few years, but that there will be a $47 million cash shortfall next year if the company can't spend its appropriated funds on maintenance-of-way and of equipment. In 1999, Amtrak plans to spend 79% of such funds on maintenance items, 63% in 2000, and less in following years.

Meanwhile, despite Wolf's good intentions, full funding of Amtrak may be impossible. This is because of the combined impact of TEA-21's highway and transit spending guarantees, and a decision this week by Republican leaders not to seek an increase in budget caps established in 1997 -- even as they increase spending on defense and education, and cut taxes. Many people believe the caps must eventually be lifted for Congress to write a budget that can pass, but this will require the White House to hold firm throughout the process.

Another Amtrak funding hearing will be on March 10, in the Senate Transportation Appropriations Subcommittee, chaired by Richard Shelby (R.-Ala.). Amtrak board chairman and Wisconsin Gov. Tommy Thompson will testify.

The locomotive of an Amtrak Cascade train derailed at Castle Rock, Wash., after hitting a mud slide, on February 28. The train's new Talgo equipment was not damaged, but Amtrak service between Seattle and Portland was annulled for a couple of days. Also, Amtrak service between Seattle and Everett was canceled for one day because of imminent threat of a mud slide.

A May start-up date for Amtrak service between Fort Worth and Oklahoma City could slip, according to the Daily Oklahoman (March 2). We understand, however, that Amtrak is still prepared to start an Oklahoma City-Fort Worth service in mid-May, as initially requested by the state.

Thanks to the efforts of Missouri State Rep. Joan Bray, the Missouri House Budget Committee yesterday restored the governor's full request of $6.2 million for Amtrak. Earlier, the House Appropriations Committee had cut the figure down to $5 million. Next steps are the House floor and then the Senate, where there is a new appropriations chairman, and continued pressure is needed.

Sleeping cars will be added to the Three Rivers on April 1, and the space is already available for sale. There will be one refurbished Heritage sleeping car per train.

Some details of an Empire Corridor schedule change April 11 are now known. There will be a 12th Albany train. The northbound Adirondack will run two hours earlier than it does now, for better Montreal connections -- but worse connections from south of New York. The westbound Lake Shore Limited will leave New York about two hours earlier, providing a better time there, but a worse time at Cleveland. Still, it will provide more reliable connections at Chicago.

Amtrak officials unveiled a new brand name and marketing strategy for its services in the Northeast on March 9 in New York. All current Metroliner, NortheastDirect, Empire, Keystone, and Clocker services are to be combined under a single new brand, called "Acela."

Under the Acela brand, there will be three types of service -- Acela Express, with all-reserved first-class and business-class seats, will use high-speed train sets and replace today's Metroliners. Acela Regional, with reserved business class and unreserved coach seats, will use new high-speed locomotives and refurbished Amfleet cars and replace today's NortheastDirect and other corridor trains. Acela Commuter will use rebuilt AEM-7 locomotives and refurbished Amfleet cars and replace today's Clockers. All of these improvements will be in place by fall 2001.

Amtrak hopes to use its new Acela brand to stress in the minds of potential customers all the equipment overhauls and service-quality improvements Amtrak is planning. Indeed, Amtrak views this program as vital to its survival after 2002, when it legally must be able to survive without a federal operating grant. Amtrak hopes that the Acela brand can be spread to other corridors in other parts of the country.

Exact schedules and fares for the new high-speed service were not announced, and probably will not be until later this year. However, the fares will probably be higher than the Metroliner, but less than the air shuttle.

The name Acela will sound funny to many long-time Amtrak supporters. Indeed, the name "Amtrak" itself probably sounded funny in 1971. Other supporters will question getting rid of many train names in the Northeast. But Amtrak is convinced that it must pursue this branding project in order to get non-train-users to try the train for the first time. Amtrak acknowledges that the service has to be good for these new people to come back a second time.

Contrary to previous reports, there was not an actual high-speed train set that was unveiled at the March 9 event. However, the first train set is supposed to go to Pueblo, Colo., for testing very soon.

The Senate Transportation Appropriations Subcommittee held a hearing March 10 on fiscal 2000 funding for Amtrak. The witnesses were Amtrak board chairman and Wisconsin Governor Tommy Thompson, Amtrak President George Warrington, and DOT Inspector General Kenneth Mead. During discussion, Senators Lautenberg, Campbell, Kohl, and Reid of Nevada were supportive of Amtrak.

However, the chairman, Richard Shelby (R.-Ala.), devoted much of his opening statement to expressing his skepticism of long-distance trains. He was impressed with some of the testimony he heard, such as that covering Amtrak's recent deal to contract out its commissary work. Shelby also spoke ominously about the upcoming problem with federal budget caps and the firewalls for other modes that protect them from federal budget shortfalls -- both of which are legitimate and serious concerns.

The Caltrain Joint Powers Board rejected by one vote a study of electrifying the San Jose-San Francisco commuter rail line, on March 4. Caltrain staff had recommended against the study, citing numerous other capital improvements needed on the railroad. However, the Board will try to have another vote in a month because three board members were absent.

A report released this week by the Surface Transportation Policy Project suggest that incidents of road rage or overly aggressive driving occur in places hit hard by urban sprawl, with few or no transit alternatives or sidewalks. On the other hand, these incidents appear to occur less frequently in places that are pedestrian-friendly and have good transit service.

The southbound City of New Orleans last night struck a truck with steel bars on it that was on a grade crossing three miles north of Kankakee, Ill. Many details are still sketchy, but part of the train derailed and there was a fire in both locomotives and a sleeping car. Twelve bodies [note -- actual final toll 11] have been recovered from the wreckage, all from the sleeping car, with wire stories still saying rescue officials believe there are six more left to be found. These are the first Amtrak passenger fatalities since the Sunset Limited wreck in Alabama in 1993, which was caused by a wayward barge.

While trucks cause on the average about two serious Amtrak derailments a year, this is the first time a truck has cause an Amtrak passenger fatality. Just last June, a truck carrying heavy steel coils caused a grade-crossing accident near Gary, Ind., that killed two passengers and one crew member on a South Shore commuter train.

Last May, NARP wrote in favor of proposed Federal Highway Administration rules that would strengthen penalties for crossing violations committed by commercial drivers. Unfortunately, those regulations are still pending. NARP also believes it would be useful for local law enforcement officials everywhere to enforce existing laws more forcefully, as a deterrent to crossing violations.

[Continues with text from #77 of March 12.]

The southbound City of New Orleans on the evening of March 15 struck a truck loaded with steel bars at a grade crossing three miles north of Kankakee, Ill. Part of the train derailed, with one of the locomotives splitting a Superliner sleeping car in two. The car, where all 11 fatalities were, was ignited by leaking diesel fuel. These are the first Amtrak passenger fatalities since the Sunset Limited wreck in Alabama in 1993, which was caused by a wayward barge. This is also the first time a grade-crossing collision has caused an Amtrak passenger fatality, even though trucks cause on the average about two serious Amtrak derailments a year.

Investigators have been busy all week, including re-enacting the accident the evening of March 17. They found that the crossing gates and lights were in working order, that the truck driver should have had adequate time to clear the crossing, and that it was possible to zig-zag the truck through the closed gates. They are studying tire tracks on the shoulder of the road to see if they match the truck.

A witness has said he saw the truck drive through the crossing after warning lights began flashing. However, because the witness speaks broken English and had to be interviewed through a Spanish translator, it was unclear whether he saw the truck drive through the lowered gates. The engineer said early on he saw the truck zig-zag through the gates, but he was seriously injured and cannot be re-interviewed for now. The witness did indicate there was another car in the area with two women in it, who have not come forward.

The truck driver, John Stokes, was driving on a probationary permit because he had gotten three speeding tickets in Indiana in the last year. He also had five older Illinois citations not on his driving record because he had completed court supervision for them.

Last May, NARP wrote in favor of proposed Federal Highway Administration rules that would strengthen penalties for crossing violations committed by commercial drivers. Unfortunately, enacting the penalties has been delayed by complaints by trucking interests. NARP also believes it would be useful for local law enforcement officials everywhere to enforce existing laws more forcefully, as a deterrent to crossing violations.

Despite the heavy damage and prolonged search for victims, the Illinois Central was able to reopen one track on March 17. That allowed resumption of Amtrak trains through the area -- subject to slow orders -- that had been bussed earlier in the week.

Sen. Kay Bailey Hutchison (R.-Tex.), chairman of the Senate Commerce Transportation Subcommittee, has promised grade crossing hearings next week.

Authorities are investigating a collision between two Coaster commuter trains near Del Mar, Cal., on March 13. One train that was sitting on a siding was sideswiped by another train moving on the mail line, apparently because the first train was sticking out onto the main line a little bit. Three passengers were treated for minor injuries.

Amtrak is moving forward with the Maricopa station project, according to the Arizona Republic. There had been a delay that involved getting state permission to locate the station on a state road, and negotiating a new location with Union Pacific. Amtrak hopes that the Maricopa station will allow it to tap some of the Phoenix market it is now missing for the most part, since the Sunset Limited and Texas Eagle were rerouted away from Phoenix. NARP has been discussing with Amtrak the implications of the Maricopa stop to an eventual return to Phoenix.

The General Accounting Office has accused the chief engineer of the Amtrak Northeast Corridor business unit, Allison Conway-Smith, of improperly giving a contract worth $2 million to her neighbor for consulting work, and of misleading Amtrak management about the contract. The matter has been turned over to the Amtrak inspector general, who will prepare a formal response within 60 days.

The investigation into the March 15 grade-crossing accident that derailed Amtrak's City of New Orleans continues. The coroner in Kankakee County doesn't plan to release the cause of death for the 11 victims until an inquest has been held, which could take up to two months. There is still some question as to what these passengers -- who were all in one heavily damaged sleeping car -- died from. It could have been the heavy impact resulting from the side of the Superliner car hitting the end of a locomotive, or from fire or carbon monoxide resulting from the fire. Knowing the cause of death is very important for planning for future safety improvements.

Sen. Kay Bailey Hutchison (R.-Tex.), who chairs the surface transportation subcommittee of the Senate Commerce Committee, held a hearing yesterday about grade-crossing safety. She asked the chairman of the National Transportation Safety Board, Jim Hall, questions about the Amtrak Genesis locomotive fuel tanks, which leaked fuel that fed the fire that burned the sleeping car, even though they are of a newer, stronger design. Hall said the new design met NTSB recommendations and had performed well in previous accidents, and they will examine what the next step in fuel tank safety should be. He also noted that the collision force in this accident was "very destructive."

Hutchison pressed Federal Highway Administrator Kenneth Wykle on increased penalties for grade-crossing violators, and wanted to know when rules -- that have been pending for almost a year -- would take effect. He said they would be issued soon. NARP formally went on record last year supporting the new rules.

House and Senate leaders have agreed to separate, but similar, budget resolutions. Leaders hope to reconcile them in April after the holiday recess. Both resolutions call for increasing military spending, cutting taxes, and leaving budget caps intact. House Transportation and Infrastructure Chairman Bud Shuster won a commitment from Speaker Hastert to have a vote later on his aviation reauthorization bill, called "AIR 21." Shuster's bill would guarantee a doubling of airport improvement spending over five years by setting up firewalls like TEA-21 did for highways and transit. It would triple air-traffic-control funding, still using general funds for 30% of the cost -- even though government and military planes cause less than 10% of those costs.

The Senate yesterday approved Sen. Richard Shelby's (R.-Ala.) sense-of-the-Senate amendment number 225 opposing new transportation firewalls and noting that AIR-21 would "drastically cut or eliminate" funding for the National Transportation Safety Board, the Coast Guard, Amtrak, and safety programs for rail, pipelines, and hazardous materials. Significantly, Senate Majority Leader Trent Lott (R.-Miss.) joined Senators Ted Stevens (R.-Alaska) and Pete Domenici (R.-N.Mex.) as co-sponsors.

There was a ribbon-cutting ceremony for a new Amtrak station in Burlington, N.C., on March 23, on the Piedmont and Carolinian route. It cost $260,000, all funded by the North Carolina DOT.

The Georgia Legislature approved a bill on March 23 to create a new Georgia Regional Transportation Authority, a 15-member board to oversee the Georgia DOT, the Atlanta Regional Commission, and commissioners of member counties. The new authority will decide what transportation and land-use plans will be implemented in the 15 counties around Atlanta that are in a clean-air non-attainment area. The Georgia Rail Passenger Authority will advise the new Regional Transportation Authority.

The Surface Transportation Board yesterday approved the takeover of the Illinois Central by the Canadian National.

A poll conducted by Ohio State University and published in the Columbus Dispatch on March 22 says that 51% of area voters favor doubling the current quarter-cent sales tax to benefit transit improvements, including commuter rail. In fact, 56% were specifically in favor of commuter rail for the Columbus area.