Hotline #139 - May 19, 2000

H.R.4475, the fiscal 2001 transportation funding bill, was approved May 18 by the House Appropriations Committee (after subcommittee approval May 8). The bill was approved today by the full House. The general-fund level for Amtrak was unchanged from the level approved last week, $521.5 million. An Andrews-Ney amendment cutting funding for the Amtrak Reform Council by $530,000 (to $450,000) was approved on a voice vote. The Senate is expected to start work on a bill of its own the week of June 5.

In its original form, H.R.4475 had language that would have made up for not including the $468-million Passenger Rail fund proposed by the Clinton Administration (which would have brought passenger rail funding up to the full $989 million authorized for Amtrak in 2001). H.R.4475 would have allowed states to use up to $468 million in excess gas tax revenues ("RABA") through certain TEA-21 programs, much along the lines of the Senate flexibility bill, S.1144. However, that language was struck today on a "point of order" by Transportation and Infrastructure Chairman Bud Shuster (R.-Pa.), as is his privilege when an appropriations bill seems to be altering an authorization act (in this case, TEA-21).

S.1900, the Senate high-speed rail bond bill has one more sponsor (Rockefeller, D.-W.Va.), not totaling 42. See our web site for a full list.

May 21 is a general timetable change for Amtrak Intercity and Amtrak West. The Northeast Corridor timetable that took effect January 31 will remain in effect into July (i.e., there will be no new Northeast timetable dated "May 21"). Among the changes is a daily Texas Eagle (with a new route in one direction in northeastern Texas, as discussed here last week), with more tenuous connections with the Empire Builder. Amtrak will still provide a northbound Springfield-Columbus van (still not shown in the timetable) and a southbound connection in Chicago.

In Michigan, a Chicago-Detroit-Pontiac round trip (trains 350-355) is shown with a future diversion from Dearborn to Toledo, to connect to the future daytime train there (see below). However -- not shown -- is the fact that the pair will continue running to Detroit and Pontiac until the Toledo diversion actually occurs. Another round trip (trains 353-353) runs Chicago-Detroit only -- this is to accommodate RoadRailer traffic at Detroit and in anticipation of running the train through to Buffalo and New York later in the year. Therefore, after trains 350-355 are diverted to Toledo, the only Pontiac service remaining will be one round trip (trains 351-354).

Other changes shown in the new timetable will not take effect right away. The Skyline Connection (previously known as the Manhattan Limited) may start in July on a different schedule than that shown, as a New York-Chicago train. The extension of a Hiawatha to Fond du Lac also may happen later in the summer.

May 26 is the deadline for submitting comments to the Federal Railroad Administration on its proposed "whistle-ban" rule. A common theme of comments received so far is distaste for horns and an unwillingness to pay for the safety improvements FRA proposed as a condition for whistle bans. There is an interesting contrast between pleas of poverty from wealthy Chicago suburbs with existing whistle bans, and the eagerness of Fargo, N.Dak., and some Ohio and Wisconsin communities for the new rule to be put in place so they can make the safety investments with assurance that new whistle bans can take effect. To learn how to submit comments and view comments, go to the FRA web site.

Press reports say start-up of the Boston-Portland service now is postponed to April 2001. Big Dig construction in the North Station area is requiring a temporary reduction in North Station track capacity. The Northern New England Passenger Rail Authority apparently accepted the Massachusetts Turnpike Authority's request for delay. However, TrainRiders/Northeast questions the need for the delay, and MBTA has agreed to do a track capacity study to see if Maine's trains could be accommodated before next April.

New Hampshire transportation policy should become more multimodal, with the creation of a Transportation Rail and Advisory Council. Gov. Jeanne Shaheen (D.) made the announcement May 17 at the future (and onetime) train station in Durham. The council is to "integrate passenger railroad service with current highway and air transportation statewide" (according to one news account). Besides the upcoming Boston-Portland Amtrak service, the State is proposing a commuter service from Massachusetts to Salem and Manchester as part of an expansion of parallel I-93.

The Boston-Scituate "Greenbush" commuter rail line should move forward -- after years of legal wrangling -- after an agreement reached May 15 between the Town of Hingham and the Massachusetts Bay Transportation Authority. Included is a plan to build a $40-million tunnel under Hingham Square. The other two "Old Colony" branches -- Middleboro and Plymouth -- opened in 1997.

The Ohio Rail Development Commission (ORDC) on May 12 recommended not to proceed with the proposed two-year Cleveland-Columbus passenger rail demonstration project. ODOT and ORDC staff, including its new executive director, Jim Seney, met in Chicago on May 17, first just with Amtrak officials, and then as part of the Midwest Regional Rail Initiative. Seney wants to develop a passenger rail policy for Ohio that includes Cleveland-Columbus-Cincinnati service. At the May 17 meeting, ORDC raised the issue of including the 3-C corridor in the Midwest Regional Rail Initiative.