Hotline #693 -- February 11, 2011

Two proposals released by the House Appropriations Committee this week would cut Amtrak funding by $224 million and eliminate all new funding for the high-speed rail program for the remainder of the fiscal year—with the potential for even greater reductions—seriously threatening U.S. passenger train service.

Newly appointed House Appropriations Chairman Hal Rogers (R-KY) on February 9 announced spending cuts totaling $74 billion compared to the President’s Fiscal Year 2011 budget request, to be included in a Continuing Resolution bill that would fund the government through September 30.  This means Amtrak would only receive $1,413 million—or $1.2 billion less than Amtrak requested for FY 2011, and $142 million less than the 2010 level at which Amtrak has been spending.  High-speed rail grants to states would get no money at all, compared to $2.5 billion in FY 2010.  Among the other programs zero’ed out: Corporation for Public Broadcasting and Americorps. The release is available on the committee website.

However, Rogers’ cuts were not enough to satisfy newly-elected House members.  After a meeting with them last night, Rogers signaled his intention to release today an even more austere budget.  While Rep. Tom Latham (R-IA), for one, thought Rogers’ initial bill could pass the Senate, all bets are off regarding whatever the Committee produces today.  Moreover, further spending-cut amendments could happen next week when the Continuing Resolution is expected to be on the floor.  Anti-Amtrak amendments are possible.

All this increases the likelihood of yet another short-term continuing resolution and/or a government shutdown. 

The $224 million number already threatens passengers with the prospect of SIGNIFICANT layoffs in Amtrak’s workforce, and the termination of plans to invest in fleet expansion and additional service—crucial in meeting the soaring number of passengers.  Even more cuts would be a catastrophe.  Just as importantly, high-speed funding would create good paying manufacturing jobs that can’t be outsourced.  The U.S. Department of Commerce estimates that every $1 billion invested in rail directly creates 20,000 jobs.

NARP is already offering the opportunity to speak up for high-speed rail, and will be tracking anti-Amtrak amendments as they arise.  If you would like to let NARP keep you up to date on these serious developments, sign-up for our Action Alerts, or become a member.


The Obama Administration presented a bold new proposal to put passenger trains on equal footing with highways and airports, and invest $53 billion over six years to continue the construction of a truly national high-speed and intercity passenger rail network at an event in Philadelphia’s 30th Street Station featuring Vice President Joe Biden.

The bold plan came the same week as a House Republican led effort to kill the high-speed rail program.

“It is extremely heartening that the White House has the clarity of vision to propose this groundbreaking program in the face of recent narrowly-based attacks on high-speed rail in the U.S.,” said NARP President Ross Capon in a prepared statement.  “If we are to develop a modern transportation system that gives Americans the travel choices they need and cut our reliance on foreign oil, we need our leaders to show this steadfast determination to get the job done.”

Vice President Biden outlined three channels of development which will address needs in a wide range of communities, with varying levels of existing train service: 

• “Core Express” will develop electrified trains operating at 125-250 mph, running on tracks dedicated to passenger service. 
• “Regional” will develop 90-125 mph service, to make trains more trip-competitive and lay the groundwork for world-class high-speed rail in the future. 
• “Emerging” will develop reliable train service in regions that are underserved, increasing access to the larger national intercity passenger rail network.

The Administration also proposes streamlining the DOT’s passenger rail program by splitting funding into two pots, with $4 billion going towards “network development” (new equipment, stations and infrastructure) in FY 2012, and $4 billion going towards “system preservation” (maintaining a state of good repair, providing operating support to “crucial state corridors”)—for a total of $8 billion in the first year.

“As President Obama said in his State of the Union, there are key places where we cannot afford to sacrifice as a nation – one of which is infrastructure,” said Vice President Biden at the event, held in Philadelphia’s 30th Street Station.  “As a long time Amtrak rider and advocate, I understand the need to invest in a modern rail system that will help connect communities, reduce congestion and create quality, skilled manufacturing jobs that cannot be outsourced.  This plan will help us to do that, while also increasing access to convenient high speed rail for more Americans.”

The plan faces stiff challenges, both in the FY2011 appropriations battle currently taking place, and in opposition from House Republican leadership.  House Transportation & Infrastructure Committee Chairman John Mica (R-FL) lambasted the proposal, focusing his criticism on the way high-speed rail has been handled up to this point.

“Rather than focusing on the Northeast Corridor, the most congested corridor in the nation and the only corridor owned by the federal government, the Administration continues to squander limited taxpayer dollars on marginal projects” said Mica, who has stated in the past that most of the U.S. (outside of the East Coast) is poorly suited for passenger rail investment.
Speaking February 8 at a high speed rail conference in Washington, DC, Deputy Federal Railroad Administrator Karen Rae responded: “Yes, we gave money to 36 states but most of that was for planning.  In fact, over $8 billion went to just six corridors, the ‘beginning of a down payment’.”  She reminded listeners that all the grants came about due to applications filed by the states.
She could have added that post-Recovery Act funds require a 20% non-federal contribution.  Particularly in the present economy, non-federal money does not come easily.  If a state is willing to put hard cash down for a project, and FRA finds that project meritorious, the chances are that criticism of the project makes sense only to those who believe creating/upgrading conventional train service is wasteful.


Amtrak announced that it carried 2.1 million people in January, marking the 15th straight month of ridership growth and setting yet another monthly ridership record for the railroad.

The 2.1 million passengers in January is a 4.6% increase over the same period last year.  Amtrak officials are attributing the increase to an improved economic outlook that allows for more travel for business and recreation, the sustained high price of gasoline, and investment in passenger amenities (such as Wi-Fi internet access on the Acela Express).

“The steady rise in ridership demonstrates a growing demand and the ongoing need for a national intercity passenger rail system,” said Amtrak President and CEO Joe Boardman. “With oil approaching $100 a barrel, we expect to continue to post strong ridership numbers as more and more people choose Amtrak to meet their transportation needs.”

Ridership highlights existed on both regional and long-distance trains, including:

• Acela Express with an increase of 9.2%
• Piedmont Service (Charlotte – Raleigh) where the addition of an additional round-trip frequency in the summer led ridership to soar by 110.8%
• Virignia’s Washington–Lynchburg service up 26.7%
• Blue Water (Chicago – Port Huron) at 27.7%
• Wolverine Service (Chicago – Pontiac) up 21%
• Capitol Corridor Service (San Jose – Auburn) up 7.3%
• Cardinal (New York – Chicago) with the largest increase for long-distance services with 15.9%
• Sunset Limited (New Orleans – Los Angeles) up 13.8%

Public demand for passenger trains has been steadily rising over the past decade, with Amtrak carrying 28.7 million people in fiscal year 2010 (October 2009 to September 2010), setting a single-year ridership record.


Senators from New Jersey and New York joined with Amtrak executives February 7 to announce plans to build two new $13.5 billion trans-Hudson River rail tunnels to alleviate the growing Northeast Corridor (NEC) capacity crunch which is quickly developing in the New York City Gateway complex, the most heavily used section of passenger rail line in the nation.

The two rail tunnels—dubbed the Gateway Project—would add significant capacity for both intercity trains (an additional 8 slots for Amtrak per hour) and commuter rail (an extra 13 trains per peak hour into New York City).  In addition to the tunnels, Amtrak would replace the 100 year-old Portal Bridge over the Hackensack River, and expand the Newark-New York railroad to an operationally superior four tracks from what is essentially double track.  The end result would facilitate the expansion for both conventional and high-speed trains in the region, offering a much-needed alternative to the existing 100-year old Hudson River rail tunnels which are already operating at capacity, and prone to malfunctions.  Ridership through the area is expected to double in the next two decades.

“NARP has been a long time proponent of including Amtrak intercity trains in any new Hudson River tunnels,” said NARP Vice Chair of Legislative Policy and Strategy, Albert L. Papp, Jr.  “We are extremely gratified by this plan, and Amtrak is to be commended for rapidly seizing the initiative and developing a comprehensive 21st century New York Gateway capacity enhancement rail plan, for both its own services and those of New Jersey Transit.”

The plan is a successor to the Access to the Region’s Core (ARC) rail tunnels that were terminated by New Jersey’s Governor Chris Christie (R).  Christie killed the ARC tunnels after New Jersey had secured $3 billion in Port Authority funds and $3.358 billion in federal funds, citing the potential for cost overruns and a lack of connectivity to the intercity rail network.  So far, Christie’s response to the Gateway project has been positive, commending the improved accessibility of the proposal and saying he would be “happy, at the appropriate time, to sit down with the folks who are in charge of it and see what New Jersey can do to move it along.”

Sen. Frank Lautenberg (D-NJ) said, “New Jersey is facing a transportation crisis. Our commuters are fed up with train delays that make them late to work and endless traffic that traps them on our highways when they want to be home with their families.  When the ARC Tunnel was cancelled, it was clear to me that we couldn’t just throw up our hands and wait years to find another solution… Amtrak answered the call and is spearheading a project that will help New Jersey commuters and also expand intercity and high-speed rail on the Northeast Corridor.”

Amtrak will begin by preparing a request for $50 million in federal funding to prepare engineering feasibility estimates examine and finalize key design aspects for Gateway. 

“Building our mass transit infrastructure is vital to the long-term economic competitiveness and growth of our metropolitan region” said U.S. Senator Charles E. Schumer (D-NY).  “The fact that even Amtrak is working to make this happen shows how important it is to the region’s job growth and economic future. This proposal is a positive step in the effort to cover a gaping hole in our cross Hudson transportation system.”


Travelers’ Advisory:As a reminder, North Carolina’s Department of Transportation will be reducing service on the Piedmont and Carolinian trains between Charlotte and Raleigh for the next 10 weeks, starting February 14. 

The changes will accommodate necessary maintenance work being done by Norfolk Southern crews.  You can find the full details of changes to service here (PDF).