Hotline #223 - December 28, 2001

November maintained the pattern of increased market share for Amtrak. The Air Transport Association reported that domestic "emplanements" (ridership) dropped 19.5% and passenger-miles fell 17.7%. Average domestic airfares declined 16.3% to $123.68 (this figure excludes Southwest, and is normalized for a 1,000-mile trip). Systemwide, Amtrak ridership dropped 0.5%, while ticket revenues increased 14%. Total Northeast Corridor ridership was "essentially flat," but the higher fare Acela Express and Metroliner products had ridership increases of 40% and 66%, respectively. Nationwide, sleeping-car ridership and revenues increased 1% and 11%, respectively, with about 60% of all departures sold out in either or both of the standard or deluxe rooms.

Standing-room-only crowds on two new services made the news this week. Today's Fort Worth Star-Telegram reported, "At least 100 people were left behind by a jam-packed Trinity Railway Express train on its [December 27] midday run out of Fort Worth, victims of a commuter car shortage and unanticipated crowds." Trinity Railway Express is learning that certain off-peak trains, especially during holidays, can be extraordinarily popular. Most of those left behind had purchased tickets labeled "nonrefundable ... But rides were offered as an alternative, officials with the Fort Worth Transportation Authority said. Some riders said they were unaware of the offer. Also, the T will use the 'honor system' to refund tickets. 'If they take the trouble to mail it in, we do make refunds,' said John Bartosiewicz, the T general manager."

Today's Portland Press Herald reports that Maine officials already have asked Amtrak to add another car to its Downeaster service. "Michael Murray, the executive director of the Northern New England Passenger Rail Authority ... said the 8:45 a.m. train to Boston is proving surprisingly popular, and usually rolls into North Station with people standing ... [On the route overall] more than 4,300 people took the train during the first five days of operations, which began Dec. 15. That works out to an average of 860 passengers a day. Amtrak estimates that 320,000 people will ride the Downeaster each year, or an average of 877 a day, but ridership is expected to be higher in the summer than the winter. Amtrak should have an extra car available, Murray said, because [there are] three complete trains for use on the Downeaster, although it usually only needs two.

A clarification of the shrinking Amtrak security funding that would up as $100 million for New York tunnels in the defense appropriations bill -- Senate Appropriations Chairman Byrd had envisioned $1.2 billion for Amtrak as part of his $20 billion homeland security package. That package was completely jettisoned when the Bush Administration prevailed on "no new security spending this year" (and Byrd found not one Republican senator willing to support his package). In September, Congress authorized $40 billion in emergency, "post-9/11" spending. The Administration decided how to spend the first $20 billion and -- in the defense appropriations bill that passed both the House and Senate on December 19 -- Congress in effect decided how to spend the second $20 billion, which is where the Amtrak $100 million and other remnants of Byrd's package were squeezed in.

The Atlanta Journal-Constitution ran an anti-Amtrak editorial December 23. Responses to the editorial can be sent by clicking on "send a letter" above the editorial. The editorial seems to attack many existing routes by suggesting Amtrak be replaced with "a "U.S. High-Speed Passenger Rail Authority, run by a new board of experienced executives from the transportation and business world -- not from the political world, as Amtrak has been run. Detached from political considerations, the new authority would no doubt decide to get rid of some of the money-losing routes that serve less-traveled corridors." At the same time, the editorial supports "safe, fast and convenient passenger rail service between major cities to supplement air travel" and suggests "a railroad trust could be funded by a one-percent excise tax on gasoline at the federal and state level, which would generate $3.2 billion a year."

The editorial slams the Boston-Portland service for its low fare, $21, and suggests Amtrak started the service to curry favor with Maine legislators and to "please Amtrak Board Member Michael Dukakis." It was in 1992, six years before Dukakis' appointment to the board, that Congress earmarked over $38 million for capital work on the route. The route is an initiative of the Maine voters. As reported December 9 in Foster's Daily Democrat (Dover, N.H.), "TrainRiders/Northeast and [Maine's] Railvision Committee obtained over 9,000 signatures to initiate a legislative bill to re-establish passenger rail service. Six months later, it became the first citizen-initiated bill to be adopted by the Legislature in Maine history. Instead of bringing it before voters as a referendum ballot question, the governor signed it into law on July 14, 1991."

The Democrat said Amtrak provided $20 million in equipment; Maine provided $3 million; and -- while New Hampshire provided no funds -- "Exeter appropriated $135,000 to build their own station, platform and parking area. In Durham, the University of New Hampshire donated 20 percent in matching funds for the $200,000 needed to restore the Durham railroad station. Dover city officials contributed 20% in matching funds for the $475,000 needed to build a new state of the art station and parking area to accommodate its residents. The federal government provided the other 80 percent for both projects."

The Atlanta editorial attacks the Janesville, Wis., train, claiming it was dropped after Tommy Thompson left the Amtrak board. In fact, Amtrak announced its decision in March -- when Thompson still hoped to remain Amtrak chairman. The train ran Saturday-only through September 22 (the cheapest way to comply with the law requiring Amtrak to provide six months' notice). Thompson resigned in May.

The Atlanta editorial also targets the still-planned "Dallas-Meridian" train, suggesting it is to please Senate Majority Leader Trent Lott (R.-Miss.) or Amtrak Board Member and Meridian Mayor John Robert Smith (R.). There was no mention that the result would be a New York-Atlanta-Dallas train with a real market -- one of the few major new long-distance markets that Amtrak could accomplish with its existing rolling stock.