Hotline #162 - October 27, 2000

The big tax bill that includes the High Speed Rail Investment Act (HSRIA) was approved in the House on October 26 on a vote of 237-174. A conference report to the tax bill, H.R.2614 (a.k.a. the Certified Development Company Program Improvements Act), was reported to the House earlier the same day. A Senate vote on the same bill is likely Monday, October 30. President Clinton has threatened to veto the bill, for reasons unrelated to HSRIA, but it is possible that weekend negotiations will eliminate the veto threat.

Nonetheless, we need a back-up strategy in case there is a veto. There is broad agreement that a number of items in the tax bill are "must-pass" items. We need legislators -- and the White House -- to work to include HSRIA as one of the tax-bill items that would survive a veto and become part of the final package that Congress passes. (This package likely would be the Labor/Health and Human Services, or "Labor/HHS," appropriations bill, H.R.4577. There is information on contacting Congress and the White House at our web site.

Meanwhile, we understand that Rep. Frank R. Wolf (R.-Va.) has withdrawn a "poison pill" amendment to the Labor/HHS appropriations bill, which would have made it virtually impossible for Amtrak to issue any bonds next year.

President Clinton signed the fiscal 2001 transportation appropriations bill, H.R.4475, on October 23. This provides Amtrak with $521 million in capital funding in fiscal 2001 (which began this past October 1) -- about half the amount authorized in 1997 in the last Amtrak reauthorization act.

Amtrak's Intercity and Northeast Corridor timetables change effective Sunday, October 29. By far, the most sweeping changes are in the Northeast timetable, which are the most sweeping "since the introduction of Metroliner service" (according to an Amtrak bulletin). It is in effect only through December 10, the day before the first Acela Express revenue service is to begin. Other Acela Express trips will be added throughout the winter, resulting in further schedule changes.

For the first time in a Northeast timetable, the main corridor schedule is divided into separate weekday and weekend pages (similar to the Pacific Surfliner grids in the National timetable). Future timetables may use paper of different colors to highlight the different sections, but this is not done in the October 27 edition (so be careful!).

One more Boston-Washington Acela Regional train will be added per day, with another to follow in early November (but nothing northbound until an early-morning New York-Boston Acela Regional is added in early November). NortheastDirect schedules between Washington and New York are faster (especially on trains that continue on to Boston). Springfield line service is more frequent, though more trips require transfers at New Haven. The northbound Twilight Shorliner runs later, which is an improvement for the long-distance market. Also, its 9:00 pm Washington departure, combined with restoration of the northbound 8:00 pm Metroliner, means there will be memory-pattern, weekday, hourly, Washington-to-New York departures with premium accommodations from 6:00 am to 9:00 pm.

The president of VIA Rail Canada, Rod Morrison, will resign that post effective November 3. VIA's chairman, Marc LeFrancois, will act as president for the time being. Transport Minister David Collenette said that Morrison had "dedicated a great deal of time into mapping out a new direction for Canada's passenger rail network. Under his leadership, VIA has begun to identify the new equipment, facility upgrades and expanded schedules needed to revitalize this national transportation resource." Morrison addressed the NARP Board of Directors when it met in Toronto a year ago.

The day that Morrison's resignation was announced, October 20, Collenette released details of a first phase of projects to "revitalize passenger rail service in Canada." This first phase is part of the $C400 million (over five years) commitment the government made in April. VIA Rail will acquire seven new locomotives from General Motors; make $C7 million in safety upgrades on the Montreal-Ottawa route; make $C8 million in station improvements at London, Kingston, Oakville, and Oshawa; and devote $C5 million toward development of a (toilet) waste-retention system on the Quebec-Windsor corridor.

A monorail study for downtown Boston has been ordered by Massachusetts Transportation Secretary Kevin J. Sullivan, according to the October 25 Boston Globe. The study, to be done by the Massachusetts Bay Transportation Authority, calls for looking at monorail connections between North and South Station, as well as to the water shuttles. Sullivan said the monorail would not replace the long-term need for a rail link between the two stations and would be easier to build than the rail link. However, a monorail between the stations would provide a limited transit benefit, given that the Orange Line subway already provides a connection between North and Back Bay stations (the latter served by all Amtrak and most commuter trains). There is also concern that residents will not support an elevated monorail after billions are being spent to tear down an elevated highway in the same corridor.