Hotline #827 - May 27, 1994

There is trouble in Washington, as for the first time, authorization ceilings could be a real problem. On May 24, the Energy and Commerce Surface Transportation Subcommittee, chaired by Al Swift (D.-Wash.), approved H.R.4111, a two-year Amtrak reauthorization.

H.R.4111 authorizes for fiscal 1995 $373 million for operations plus $17 million for 403(b) and $332 million for Amtrak capital. This reflects shifting of the $90 million President Clinton requested for the Farley Building, with $80 million added to general capital and $10 million to operations.

We hear that on May 25, the House Transportation Appropriations Subcommittee, chaired by Bob Carr (D.-Mich.), approved for fiscal 1995 $376.7 million for operations, $245 million for capital, and $165 million for the Northeast Corridor Improvement Project. Carr's operating number is $40 million below Amtrak's professed barebones need, which are $400 million plus $17 million for state-supported trains.

Carr's Amtrak total is $141 million less than the Clinton request, but more than what this subcommittee approved at this stage last year. Carr spread the pain. He cut the highway obligation ceiling by $740 million (4%), cut airport grants almost $200 million, and increased transit by $113 million (2%). Clinton wanted transit operating subsidies cut $202 million; Carr cut them $102 million.

Perhaps more disappointing is the fact that, even if Carr had fully funded Swift's Amtrak operations request, the result would have been $27 million short of what Amtrak says it needs -- because Swift did not provide the safety margin Amtrak authorization bills usually have.

Also, Swift's fiscal 1996 operating figure is $20 million lower -- $353 million plus, again, $17 million for 403(b). For capital in 1996, Swift has $355 million. Even more mystifying, Swift shows no numbers at all for the Northeast Corridor -- just "such sums as necessary."

Mandatory payments are not a problem. Amtrak requested $150 million and Carr provided this. Swift included the $156 million Clinton requested for 1995. Swift shows $165 million for 1996.

H.R.4111 barely reduces Clinton's proposed, tough one-year 403(b) state shore -- from 65% to 55% of long-term losses. It requires Amtrak to leave room for a third freight track and double-stack clearances in Rhode Island where such clearances do not currently exist. This could set a bad precedent. H.R.4111 requires the DOT Secretary to report on Amtrak on-time performance within a year.

Improvements to H.R.4111 are possible in the full Energy and Commerce Committee, but it is unlikely that Carr's numbers can be raised before the House-Senate conference. Now is the time to contact members of the House and Senate Commerce Committees and Senate Appropriations Committee. Send NARP a self-addressed, stamped envelope if you have misplaced NARP's list of key committee and subcommittee members.

One positive item is that H.R.4111 does create the Capital and Equipment Acquisition Account that Amtrak sought and allows Amtrak to put in the account payments for use of its equipment or facilities and claims that Amtrak recovers. Amtrak's recovery of the federal fuel tax payments would require action by House Ways and Means and Senate Finance, but Swift's action on this is a start.

Washington public TV station WETA will air its transportation series, Coming and Going, June 3, 10, and 17 at 9:00 pm, repeated each following day at 7:00 pm. Amtrak is mentioned, but we don't know the overall tone of the series.