Hotline #222 - December 20, 2001

House and Senate negotiators reached agreement on the 2002 defense appropriations bill, H.R.3338, on December 18. The conference report was written yesterday. The House passed it today 409-6. Senate approval also is expected this week. The bill includes a large package for additional post-September 11 expenses, of which $100 million is for Amtrak for life/safety work in the New York tunnels.

The bill also prohibits Amtrak from spending any of its funds on creating a liquidation plan, at least until Congress passes a reauthorization bill sometime in the future. Under the 1997 Amtrak reauthorization law, the Amtrak Reform Council action last month triggered a requirement that Amtrak draft a liquidation plan within 90 days (by February 7), which caused problems with Amtrak's creditors and other business partners.

House and Senate negotiators on a stimulus package seem further apart than ever, making such a bill unlikely this year. Senate Majority Leader Daschle said as much on December 20. A form of the High Speed Rail Investment Act (HSRIA) has been part of the bill passed by the Senate Finance Committee (H.R.3090). Early in the week, NARP joined the American Passenger Rail Coalition, High Speed Ground Transportation Association, and Railway Progress Institute in writing to key senators urging inclusion of HSRIA provisions in any economic stimulus package. The Republican stimulus bill that the House passed 224-193 early this morning (with votes from most Republicans but just eight Democrats) has nothing for high-speed rail.

Unlike a year ago, bills unpassed at the end of December do not die, but rather are carried over into the next session in January. That means bills we support, like HSRIA (S.250 and H.R.2329) may still be acted upon. Still, we have lost another year when improvements arising from that bill might have begun. On December 15, 2000, then-Senate Majority Leader Lott and Minority Leader Daschle both promised that HSRIA would be acted upon early in 2001. How long will states like New York, North Carolina, Wisconsin, and others have to wait for a meaningful federal partnership, and how long will passengers have to wait for improved train services?

The coming year, 2002, will be an interesting one with proposals from the Amtrak Reform Council and the Bush Administration on restructuring Amtrak, and probably a proposal from Amtrak about its own future. The fundamental problem, of course, is funding, not structure. Added to that are signs from the Bush Administration that their developing "vision" for passenger rail includes few (if any) long-distance trains.

The 2002 transportation appropriations bill, H.R.2299, was signed by President Bush on December 18.

Amtrak operated a test train between Louisville and Nashville on December 20, using equipment laying over at Louisville from the Kentucky Cardinal. The trip was meant to evaluate the route for extension of Kentucky Cardinal service to Nashville, along CSX tracks. Rep. Bob Clement (D.-Tenn.), a great supporter of the service restoration, was expected to be one of the passengers.

MARC began commuter-rail service to Frederick, Md., on December 17. The service operates as a branch of the Brunswick Line, with three morning, weekday trains into Washington, and three evening, weekday trains back out. MARC operates no weekend service on any of its three lines.

Shore Line East (SLE) began a temporary, two-year expansion of service on December 17, with its first service west of New Haven, Conn., into territory also served by Metro North (and Amtrak). All SLE trains run weekdays only. A westbound morning train runs from Old Saybrook to New Haven, then to Bridgeport and Stamford. An eastbound morning train runs from Stamford to Bridgeport, Stratford, Milford, and New Haven, and then to Old Saybrook. An eastbound late afternoon train leaves Stamford for Bridgeport and New Haven, then to Old Saybrook and New London. This is designed to allow many commuters the option of not changing at New Haven.

At a ceremony marking the SLE expansion, Gov. John G. Rowland (R.-Conn.) announced plans for over $185 million in statewide rail improvements. That includes $150 million for Metro North car overhauls and $35 million for new equipment. Jim Cameron of the Connecticut Rail Commuter Council said those "are all programs that should have been started years ago." But it is still a reversal for Governor Rowland, who as advocated reductions in commuter-rail service in the past.

Utah Transit Authority opened its 2.3-mile, east-west TRAX light-rail line from downtown Salt Lake City east to the University of Utah on December 15.

Following the Downeaster inaugural on December 14, Maine's governor and four U.S. legislators all spoke positively about passenger rail at a reception in Portland. Sen. Olympia Snowe (R.) specifically endorsed a national passenger rail network. Sen. Susan Collins (R.) bubbled with enthusiasm over the train ride from Boston. "It was just delightful. It wasn't cramped like an airplane." All speakers praised NARP Vice President (and TrainRiders/Northeast President) Wayne Davis. Collins called him "the most tireless advocate for any cause I have ever seen anywhere. I don't think I had even been sworn in before Wayne came to see me." Snowe said, "He did everything to make this happen." NARP Executive Director Ross Capon made a brief presentation to Gov. Angus King (I.).

Revenue service began the next day (December 15). Just before announcing the boarding of the second revenue train (8:45 am) to Boston, the Concord Trailways/Amtrak station public address system reported that the 8:30 bus to Boston would be delayed 10 minutes by snow up north. On December 17 and 18, Portland got 6-8 inches and radio stations announced that airlines passengers should phone ahead, due to problems at both Portland and Boston airports, "but the trains are on time."