This Week at Amtrak; April 18, 2008

This Week at Amtrak; April 18, 2008


A weekly digest of events, opinions, and forecasts from
United Rail Passenger Alliance, Inc.
1526 University Boulevard, West, PMB 203
Jacksonville, Florida 32217-2006 USA
Telephone 904-636-7739, Electronic Mail info@unitedrail.org
http://www.unitedrail.org



Volume 5, Number 13



Founded over three decades ago in 1976, URPA is a nationally known policy institute that focuses on solutions and plans for passenger rail systems in North America. Headquartered in Jacksonville, Florida, URPA has professional associates in Minnesota, California, Arizona, New Mexico, the District of Columbia, Texas, and New York. For more detailed information, along with a variety of position papers and other documents, visit the URPA web site at http://www.unitedrail.org.


URPA is not a membership organization, and does not accept funding from any outside sources.


1) Amtrak has of late been wooing various parts of these united states trying to drum up new business for the corporation. Instead of looking to expand the most profitable parts of Amtrak’s business – the long distance train network – Amtrak is seeking to have more states and commonwealths simply hand it money from the various state treasuries to run local and regional passenger trains.

Florida is one of the states Amtrak seeks to have as a client. URPA has created a draft plan for a beginning discussion on regional passenger rail in Florida. Fortunately, Florida is unique because it is so large, with heavy population centers at almost every beginning and end point in the state, and with major destinations such as Orlando in the middle.

Population figures and statistics for Florida as a vacation destination as included in this document.


2) First Draft ─ Concepts for Discussion: A Rational Approach to Regional Passenger Rail in Florida

March 27, 2008

I. Regional Passenger Rail in Florida Can Be a Reality


Regional, intrastate passenger rail in Florida can be a reality in the 21st Century if proper plans are created and all political and business constituencies are brought together on common ground.

Florida is an ideal candidate for regional rail because:

A) Florida is a large state with a combination of existing and improving rail infrastructure.

B) Due to the size of Florida, an average length of trip will be longer than most regional rail systems, allowing greater revenue passenger miles.

C) Infrastructure is owned and operated by CSX Transportation, Florida East Coast Railway/Fortress Investment Group LLC, the State of Florida, and the Seminole Gulf Railway.

D) Thanks to the State of Florida and a new commuter system in Central Florida, two of Florida’s main trunk lines, both currently operated by CSX Transportation are undergoing major changes. Sixty one miles of the former Atlantic Coast Line main line between Jacksonville and Auburndale is being sold to the State of Florida, primarily for use by Central Florida’s new commuter rail system which will principally operate between DeLand and Poinciana, via Sanford, Winter Park, Orlando, and Kissimmee. While some freight service will remain on this line at off-peak times, this current mail line track will have extra capacity throughout the day.

In this same process, the State of Florida has reached an agreement with CSX Transportation to shift most of the principal freight from the former Atlantic Coast Line route through Orlando to the former Seaboard Air Line Railroad route from Jacksonville to Lakeland via Baldwin, Starke, Waldo, Ocala, Wildwood, Bushnell, and Dade City. The State of Florida is spending hundreds of millions of dollars to upgrade the Ocala line and related infrastructure so it can handle all principal freight in Florida not traveling via the Florida East Coast. As a result, this busy, upgraded-at-public expense line will be fully signaled and have adequate sidings and passing tracks to handle a few regional passenger trains a day.

E) Florida’s third main trunk line, the FEC from Jacksonville to Miami along Florida’s east coast was previously the target of unsuccessful Amtrak expansion plans to run a train from Jacksonville to Miami. The State of Florida had committed $60 million to this effort, and that money is still unspent. There are no existing stations along this route south of Jacksonville and north of West Palm Beach. The FEC has been trying to sell the southern portion of this line, from Jupiter to Miami, to the State of Florida as a companion route and extension to the successful Tri-Rail commuter route that currently runs between West Palm Beach and Miami on the old Seaboard Air Line Railroad main line.

There are active discussions about the State of Florida acquiring this line, and building a link between the FEC and existing Tri-Rail system at West Palm Beach, complete with a new “Grand Central” station in downtown West Palm Beach as it has been dubbed by South Florida news media. The current plan is to have parallel Tri-Rail routes between West Palm Beach and Miami, and a single route north from West Palm Beach north to Stuart.

F) South Florida’s Tri-Rail system has a full infrastructure of double-tracked and well-maintained main line track between West Palm Beach and Miami, with multiple, well-designed and well-constructed stations between the two terminal points. Amtrak currently shares stations with Tri-Rail in West Palm Beach, Delray Beach, Deerfield Beach, Fort Lauderdale, Hollywood, and Miami. In addition to the stations Tri-Rail shares with Amtrak, there are another 12 existing stations which could be used for regional rail.

G) Former Atlantic Coast Line and Seaboard Air Line railroad stations served by the Seminole Gulf Railway freight system and dinner train operation pose the greatest challenge to creating comprehensive regional rail in Southwest Florida. Long ago the former main line tracks were downgraded to slow, short line railroad status, and few, if any of the former passenger depots remain. However, major resort areas, cities, and towns are along the two Seminole Gulf routes, including Palmetto, Bradenton (both still currently under CSX operations), Sarasota, and Nokomis/Venice. Additionally, on the second, more southerly route served first by CSX via Plant City and Arcadia are Punta Gorda, Cape Coral/Fort Myers, Bonita Springs, Vanderbilt Beach, and Naples.

Southwest Florida is a vibrant, growing part of the state, heavy with tourism and retirees. This part of the state is under-served by airports and is only served by Amtrak via a Thruway bus connection between Tampa and Naples.

H) Florida’s panhandle, along the suspended route of the Sunset Limited, has a limited Amtrak station infrastructure, with permanent station buildings in Jacksonville, Tallahassee, and Pensacola, all of which were staffed by Amtrak prior to Hurricane Katrina and the suspension of the Sunset Limited between New Orleans and Orlando.

In 1993, the State of Florida spent $7 million of public money to upgrade the former Seaboard Air Line/Louisville & Nashville railroads main line between Jacksonville and Pensacola with additional signaling and sidings. Today, CSX has meticulously maintained this main artery of its east-west system, and it is available for passenger use. Additional station infrastructure remains in Lake City, Madison, Chipley, and Crestview. These are not enclosed, fully functioning ticket office stations such as Tallahassee and Pensacola, but lighted platforms and parking lots along with some shelters offering protection from rain.

II. Eight Political Constituencies

There are eight separate and distinct political constituencies which must be addressed to make this proposed system a reality.

A) Five of the constituencies consist of the voters of the different part of Florida, and the remaining three are the corporations which own the current infrastructure.

Beyond Florida’s past schemes of stand-alone regional and/or high speed rail proposals, this proposal is an equitable proposal which seeks to serve every part of Florida on an equal basis.

Florida has five political areas with competing interests, but divergent needs: South Florida, Southwest Florida, Central Florida/I-4 Corridor, Northeast Florida, and the Panhandle.

B) The already existing and successful Tri-Rail in South Florida demonstrates how a well-planned system can be of public benefit. The current excitement over the soon-to-be implemented commuter rail system in Central Florida demonstrates how more than one county and diverse political structures can join together to create a unified system under state guidance.

With these two systems, Florida has begun to embrace the business aspects of rail versus the “green” or social arguments for regional passenger rail.

C) FEC has recently been acquired by funds of the Fortress Investment Group, and is embracing commuter rail on the southern end of its route system. The FEC hopes to sell its southern infrastructure to the State of Florida as CSX did for the implementation of Tri-Rail 20 years ago.

The FEC will be interested in regional rail if the right proposal is made to the company for the partial use of its infrastructure, such as the proposal to CSX for the Central Florida commuter system.

D) Two driving factors will control all negotiations with host railroads: An acceptable level of revenue for use of infrastructure, and the ability to add passenger trains without endangering or slowing freight operations, the primary business of the host railroads.

Private railroad infrastructure is not a public highway waiting to be used. Infrastructure is a revenue-producing asset which must generate a return on investment, either through rental (track and dispatching fees), or a combination of rental and upgrades and maintenance programs which will also benefit the primary business of the companies, which is hauling freight.

E) CSX is the beneficiary of a well-crafted deal between itself and the State of Florida to move the bulk of its freight traffic off of the former ACL main line via Orlando to the former SAL main line via Ocala. As a result, the ACL route will be lightly traveled, and the most congested areas, through the metropolitan Orlando area, will be upgraded with higher levels of signaling and passing sidings. Also, the SAL route through Ocala is also substantially being upgraded to handle a higher level of freight trains, which should also have enough growth capacity to add regional passenger trains, too. This deal demonstrates how the current and future needs of all parties can be met.

The CSX main line from Jacksonville to Pensacola most likely has enough existing capacity to add regional passenger rail daily frequencies.

F) The two Seminole Gulf Railway lines connecting to CSX south of Bradenton to Nokomis/Venice and at Arcadia to Fort Myers and Naples will need the most investment for infrastructure improvement. However, since these lines are lightly used by Seminole Gulf, and the addition of regional passenger rail will bring a steady revenue stream into the company as well as help for infrastructure maintenance, there should be little, if any, opposition to the addition of regional passenger rail.

III. Proposed Intrastate Routes

All passenger trains flow in and out of Florida via either Jacksonville or Pensacola. Therefore, the northern terminus/hub of Florida’s intrastate passenger rail system will be Jacksonville.

Route One – FEC Jacksonville to Miami

Jacksonville/Clifford Lane – Jacksonville Terminal – South Jacksonville – St. Augustine – Bunnell – Ormond Beach – Daytona Beach – New Smyrna Beach – Titusville – Cocoa/Rockledge – Bonaventure – Melbourne – Palm Bay – Sebastian – Vero Beach – Stuart – Jupiter – West Palm Beach – Lake Worth – Boynton Beach – Delray Beach – Boca Raton – Deerfield Beach – Pompano Beach – Fort Lauderdale – Hollywood – Miami

Route Two – ACL Jacksonville to St. Petersburg

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Naval Air Station – Orange Park – Green Cove Springs – Palatka – Pierson – DeLand – Sanford – Winter Park – Orlando – Orlando/South – Kissimmee – Poinciana – Haines City – Lake Alfred – Auburndale – Lakeland – Plant City – East Tampa – Tampa Union Station – Tampa/Sulphur Springs – Tampa/Carrollwood – Tampa/Oldsmar – Clearwater – Largo – St. Petersburg

Route Three – ACL Jacksonville to Miami

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Naval Air Station – Orange Park – Green Cove Springs – Palatka – Pierson – DeLand – Sanford – Winter Park – Orlando – Orlando/South – Kissimmee – Poinciana – Haines City – Lake Alfred – Auburndale – Winter Haven – Lake Wales – Avon Park – Sebring – Okeechobee – Indiantown – Riviera Beach - West Palm Beach – Lake Worth – Boynton Beach – Delray Beach – Boca Raton – Deerfield Beach – Pompano Beach – Fort Lauderdale – Hollywood – Miami

Route Four – SAL Jacksonville to St. Petersburg

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Marietta – Baldwin – Starke – Waldo – Hawthorne – Ocala – Belleview – Wildwood – Bushnell – Dade City – Zephyrhills – Plant City – East Tampa – Tampa Union Station – Tampa/Sulphur Springs – Tampa/Carrollwood – Tampa/Oldsmar – Clearwater – Largo – St. Petersburg

Route Five – SAL Jacksonville to Miami

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Marietta – Baldwin – Starke – Waldo – Hawthorne – Ocala – Belleview – Wildwood – Bushnell – Dade City – Lakeland – Auburndale – Winter Haven – Lake Wales – Avon Park – Sebring – Okeechobee – Indiantown – Riviera Beach - West Palm Beach – Lake Worth – Boynton Beach – Delray Beach – Boca Raton – Deerfield Beach – Pompano Beach – Fort Lauderdale – Hollywood – Miami

Route Six – Palmetto Extension

Jacksonville Terminal – Jacksonville/Clifford Lane – Callahan – via CSX to Savannah for route of an extended Palmetto

Route Seven – Jacksonville to Pensacola

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Marietta – Baldwin – Olustee – Lake City – Live Oak – Madison – Tallahassee – Quincy – Chipley – De Funiak Springs – Crestview – Milton – Pace – Pensacola

Route Eight – Cross Florida Service

Tampa Union Station – East Tampa – Plant City – Lakeland – Auburndale – Winter Haven – Lake Wales – Avon Park – Sebring – Okeechobee – Indiantown – Riviera Beach - West Palm Beach – Lake Worth – Boynton Beach – Delray Beach – Boca Raton – Deerfield Beach – Pompano Beach – Fort Lauderdale – Hollywood – Miami

Route Nine – ACL Jacksonville to Nokomis/Venice

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Naval Air Station – Orange Park – Green Cove Springs – Palatka – Pierson – DeLand – Sanford – Winter Park – Orlando – Orlando/South – Kissimmee – Poinciana – Haines City – Lake Alfred – Auburndale – Lakeland – Plant City – East Tampa – Palmetto – Bradenton – Sarasota – Nokomis/Venice


Route Ten – ACL Jacksonville to Naples

Jacksonville/Clifford Lane – Jacksonville Terminal – Jacksonville/Naval Air Station – Orange Park – Green Cove Springs – Palatka – Pierson – DeLand – Sanford – Winter Park – Orlando – Orlando/South – Kissimmee – Poinciana – Haines City – Lake Alfred – Auburndale – Lakeland – Fort Green Springs – Arcadia – Punta Gorda – North Fort Myers – Fort Myers – Bonita Springs - Naples

Route Eleven – Tampa to Naples

Tampa Union Station – East Tampa – Plant City – Fort Green Springs – Arcadia – Punta Gorda – North Fort Myers – Fort Myers – Bonita Springs - Naples
IV. Frequent Scheduled Service, Acceptable Track Speeds, and Convenient Stations are Essential

A) A regional passenger rail system can only be successful with more than one daily frequency per route, as Amtrak provides today.

As an average, on each of the proposed 11 routes in Florida, service should consist of three terminal departures a day, with the first morning departure after 6 A.M., and the final terminal arrival of the day before midnight.

There is a fine balance between convenient and frequent service, and too much service or the desire of some people to provide enough frequencies to have “memory” service as is found on the Northeast Corridor and in some parts of California.

An average of three regional frequencies a day per route in addition to Amtrak long distance service will provide enough travel choices to satisfy most business and leisure passengers.

By providing three frequencies per day for each terminal point, there will be a high amount of regional passenger train traffic traveling on the ACL route between Auburndale and Jacksonville via Orlando, and over the SAL route between Auburndale and Miami.

B) Speed of travel is an issue from a passenger standpoint when comparing modes of travel. Most passengers are willing to spend marginally more time on a train than driving or taking a bus, but are not prepared to spend exceptionally more time on a passenger train. Therefore, track speed is important. Many of Amtrak’s previous regional trains have failed because of slow track speeds and inordinate amounts of travel times. Most track in Florida is authorized for 79 MPH passenger train operations, and it will be important for the regional passenger trains to not only maintain this speed on open track, but also be able to easily navigate through traditional rail congestion areas.

C) A plentiful intermediate station infrastructure is critical to the success of regional passenger rail. Under today’s Amtrak system, passengers in large urban areas such as Jacksonville only have one station location choice, which is inconvenient to most of the metropolitan area’s residents. Passengers will not drive up to an hour to reach a train station, wait up to another hour for a train arrival, and then spend less than three hours on a passenger train.

Convenient station infrastructure includes multiple station stops in major urban areas, and accessible stations in less densely populated areas. The goal of regional rail is to attract passengers from all other modes of transportation, therefore, regional passenger rail must be accessible and convenient to use.

V. Differences Between Amtrak Long Distance Trains and Regional Trains

Amtrak operates its long distance trains very differently from what successful operations for regional passenger trains require for maximum passenger utilization.

A) Amtrak prefers station stops to be an average of 50 miles or more apart, and only allocates one station stop to large cities such as Jacksonville.

Regional rail is successful when it is accessible to as many potential passengers as possible. This requires several stops in large metropolitan areas such as Jacksonville, Orlando, Tampa Bay, and South Florida, as well as frequent small city and town stops along the route. Often, intermediate stations generate passengers traveling longer average lengths of trips than terminal or end-point stations.

Not all stations have to be fully staffed stations, but each should have adequate parking and safety/security measures, and modern platforms with amenities. Automated ticketing machines can often replace human ticket agents for short distance trips.

Most stations should be developed in partnership with local municipalities and county governments, sharing the cost between the state and local governments.

B) Because some trips will be as long as 350 or more miles, and may take up to nine to 10 hours, each train should be equipped with full passenger amenities including standard long distance coaches, short distance coaches, premium service coaches, a grill car with table service, a lounge car, a video games/onboard store/children’s area car, and a baggage car. Amenities such as rental DVD players for at-seat entertainment, electrical outlets for laptop computers, and quiet cars contribute to the allure of regional passenger rail.

C) Cruise lines and airport operators long ago learned how to separate travelers and passengers from the money in their wallets. Amtrak has never accomplished this feat.

There are many ways to sell amenities, accommodations, and food and beverage service to rail passengers.

The best part of a passenger train is that individual cars can be added and subtracted at will, instantly changing a consist to meet the needs of seasonal travel or routes.

Standard coach travel is unappealing to many passengers. These travelers are willing to pay a price for upgraded seating and lighting, quieter atmospheres, and/or privacy and private plumbing facilities. The additional cost offsets the loss of volume in these cars where such services are available, plus contribute to the train’s overall bottom line.

Onboard entertainment, either through DVD players, video games, the sales of books and magazines, or providing a dedicated children’s play area, all contribute to the attraction of a passenger train, as well as income above and beyond ticket revenue. An onboard gift shop, similar to one found in hotel lobbies, can sell convenience, souvenir, and discretionary items at a high markup. These revenues can significantly contribute to the success of a passenger train.

Food and beverage services are an important asset of passenger trains. In a captive atmosphere, passengers are willing to pay higher than normal prices for meals, snacks, and beverages. In return, there is an expectation of higher than normal quality and a uniqueness to the product.

Regional passenger trains need hot food meal service beyond a fast food concept, but below that of a full service restaurant. Food service should be based on “comfort food” levels, where every passenger can be satisfied with a creative, but not extravagant menu. Table and sit-down counter service are important elements which contribute to passenger satisfaction and the ability to charge higher prices.

In a lounge car, the sale of snack items along with hard and soft beverages in a convivial setting can contribute substantial revenues to a train.

D) A successful system regional requires constant marketing. Using California as a model, locally-generated, route/regional specific advertising significantly raises ridership and revenue passenger miles.

Amtrak cannot be depended upon to generate any local advertising for regional rail.

VI. Types of Regional Rail Passenger Equipment

A combination of equipment is appropriate for this proposed regional system. Since most routes are up to 350 miles, traditional single-level equipment works well, initially deriving the first trainsets from Amtrak’s current inventory of unused equipment for ease of start-up.

However, following the California model, long range planning should include bi-level equipment, following California’s well-tested equipment specifications, modified for Florida use. California maintains its own pool of passenger equipment apart from the Amtrak west coast pool of equipment. North Carolina also maintains its own pool of equipment for its Piedmont route between Raleigh and Charlotte.

Additionally, on relatively short runs such as Tampa to Naples, and the Cross Florida Service of Tampa to Miami, it is appropriate to consider Colorado Railcar’s Diesel Multiple Unit equipment (self-propelled passenger cars) which can be configured to provide the same amenities as traditional equipment, but with more efficient operation for shorter routes.

VII. Blending Florida Regional Passenger Rail with Existing Amtrak Service

Existing Amtrak service provides a number of opportunities to launch a regional rail system with reduced infrastructure investment.

Amtrak operates 18 stations and terminals in Florida (not including those along the suspended Sunset Limited route) which can provide a core infrastructure system for regional rail. As stated above, one of the keys to a successful regional passenger rail system is frequent stops, and the operating philosophy of local trains versus express or limited stop trains.

The current number of Amtrak stations in Florida, along with the existing Tri-Rail stations in South Florida, and the proposed Central Florida commuter rail stations will probably have to double to adequately serve all of Florida with a regional passenger rail system.

Amtrak’s internal reservations system is relatively unresponsive to desires to sell accommodations to passengers beyond basic coach seats, and expensive to operate. While it would be desirable for regional passenger rail to use Amtrak’s existing reservations systems for out-of-state calls and pay on a per-reservation basis, it is more desirable to create and operate a free-standing intrastate reservations systems apart – but compatible – with Amtrak’s reservations system.

Amtrak operates equipment maintenance bases in Hialeah/Miami and Sanford. A dormant base is available at Tampa Union Station.

As with Amtrak’s reservations system, Amtrak’s maintenance facilities are often expensive to maintain and operate. Tri-Rail in South Florida does not use Amtrak facilities for its equipment, even though much of the equipment is compatible.

A regional passenger rail system would best be served by either contracting with an equipment provider for a maintenance program, partnering with Tri-Rail for South Florida services, or establishing its own maintenance facilities and only relying on Amtrak for certain requirements.

Dispatching will have to remain the domain of CSX, FEC and Seminole Gulf since their tracks will be the primary hosts of regional passenger trains.

VIII. Is It Necessary for Amtrak to be the Primary Operator of Florida’s Regional Rail System?

No, it is not necessary for Amtrak to be the sole or primary operator of a regional passenger rail system in Florida. Other qualified operators (including CSX and/or FEC if they chose to) can provide train and engine crews, and equipment manufacturers and equipment leasing companies can provide contracted maintenance services, as well.

Onboard services crews, reservations systems, ticket agents, and a host of other necessary services can either be provided through a local Florida operator, or partially provided by Amtrak as desired.

It is desirable to blend with Amtrak operations for stations and reservations, but it is not a requirement to maintain a successful regional passenger rail system.

IX. Facts and Figures

A) Current Amtrak service in Florida consists of the Silver Meteor, which uses the former ACL route from Jacksonville to Auburndale and then the former SAL route to Miami. This train currently provides the most direct route between Jacksonville and Miami.

Other current Florida service is provided by the Silver Star, which uses the former ACL route from Jacksonville to Tampa, then backtracks to Auburndale, and follows the former SAL route to Miami. This indirect route starts on Florida’s east coast, goes all the way to the west coast, and returns to the east coast. As a result of this lengthy trip, intrastate fares are priced lower on the Silver Star than on the Silver Meteor.

Since the Auto Train is a stand-alone service which has no intermediate station stops between its terminals in Lorton, Virginia and Sanford, Florida, that train is not taken into consideration as an intrastate service provider.

Amtrak’s fourth Florida train, the tri-weekly Sunset Limited, has not operated east of New Orleans since Hurricane Katrina struck the Gulf Coast in 2005. Therefore, there are no current statistics to use in comparison charts of Florida service.

B) Florida Amtrak Service revenue per passenger mile:

Silver Meteor – $0.1487 per passenger mile
Silver Star – $0.1356 per passenger mile

Florida Amtrak Service load factor (over entire route between Miami and New York City):

Silver Meteor – 59.8%
Silver Star – 56.3%

Florida Amtrak Service passengers per train mile:

Silver Meteor – 182.2
Silver Star – 170.0

C) Comparable regional rail services in other regions/states (All 2007 Amtrak figures):

Amtrak Cascades Service in Washington State and Oregon

- Four roundtrips per day
- Route length of 310 miles
- Revenue per passenger mile: $0.174
- Load factor: 46.8%
- Passengers per train mile: 114.4
- Average length of trip: 153.6 miles
- Annual number of passengers carried: 674,300
- Revenue passenger miles: 103,548,000
- Total revenue: $18,165,400

Amtrak San Joaquins Service in California

- Six roundtrips per day
- Route length of 315 miles
- Revenue per passenger mile: $0.1430
- Load factor: 35.4%
- Passengers per train mile: 90.2
- Average length of trip: 150.2 miles
- Annual number of passenger carried: 804,800
- Revenue passenger miles: 120,916,000
- Total revenue: $17,295,700

Amtrak Pacific Surfliners Service in California

- Twelve roundtrips per day
- Route length of 350 miles
- Revenue per passenger mile: $0.2028
- Load factor: 35.1%
- Passengers per train mile: 136.6
- Average length of trip: 82.2 miles
- Annual number of passengers carried: 2,707,200
- Revenue passenger miles: 222,447,000
- Total revenue: $45,111,600

D) Projected Florida regional rail system at full operation

- Routes: 11
- Number of roundtrip trains per day: 33
- Average route length: 300 miles
- Revenue per passenger mile: $0.21
- Load factor: n/a
- Passengers per train mile: n/a
- Average length of trip: 150 miles
- Annual number of passengers carried: 3,500,000
- Revenue passenger miles: 525,000,000
- Total passenger fare revenue: $110,250,000

- Passengers per train per day (one way): 145.28
- Average fare per one way trip: $31.50

Florida population and tourism data from the United States Census Bureau and Visit Florida:

Florida population, July 1, 2007 – 18,251,243
Florida population projected, July 1, 2030 – 28,685,769

Current annual number of domestic and international visitors to Florida – 82,000,000

Current number of Amtrak boardings and alightings for all Florida stations in 2007 – 840,095

Based on population only, percent of population using Amtrak in 2007 – 2.3%

Based on tourists only, percent of visitors using Amtrak in 2007 – 0.5%

X. Regional Rail Versus High Speed Rail

Many advocates for high speed rail will seek to turn this proposal into a high speed proposal, saying the traveling public will only embrace rail if it is swift, glitzy, and cheap. This is wrong.

Successful regional passenger rail, using existing train speeds of up to 79 MPH on shared infrastructure with freight trains, already exist in California, Illinois, North Carolina, and New York.

The unrealistic cost of building high speed rail, along with the fact it is often disconnected with other rail systems, airports, and roadways, make it an expensive and risky venture.

Traditional rail, which is able to blend in with existing and expanded Amtrak service, using existing infrastructure and stations as a starting point, offers a much greater opportunity for connectivity and ease of system construction.



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J. Bruce Richardson
President
United Rail Passenger Alliance, Inc.
1526 University Boulevard, West, PMB 203
Jacksonville, Florida 32217-2006 USA
Telephone 904-636-7739
brucerichardson@unitedrail.org
http://www.unitedrail.org