This Week at Amtrak; August 17, 2009

This Week at Amtrak; August 17, 2009

A weekly digest of events, opinions, and forecasts from

United Rail Passenger Alliance, Inc.
America’s foremost passenger rail policy institute

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 6, Number 30

Founded over three decades ago in 1976, URPA is a nationally known policy institute which 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, New York, and other cities. 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) At the end of July, This Week at Amtrak asked readers for a list of Amtrak stations paid for by local or state funds which no longer exist or have had service dramatically reduced (Including downgrading stations where trains previously served to current Amtrak Thruway Bus Service instead of train service). We had a great response. Here’s a partial national list of stations no longer served by Amtrak; some were paid for by local or state government, some were paid for by Amtrak.

Tom Pulsifer of Xenia, Ohio wins the prize (A free subscription to TWA!) for having the largest list of former Amtrak stations and the (former) trains served by them.

[Begin quote]

Lima, Ohio – Broadway Limited, Capitol Limited
Crestline, Ohio – Broadway Limited, Capitol Limited
Canton, Ohio – Broadway Limited, Capitol Limited
Akron, Ohio – Three Rivers
Fostoria, Ohio – Three Rivers
Columbus, Ohio – National Limited
Loveland, Ohio – Shenandoah

[End quote]

From another TWA reader:

[Begin quote]

Youngstown, Ohio – Background: At considerable expense, the city council there restored the ex-B&O station in 1990 for the rerouted Broadway Limited, and then Three Rivers.

Chronology: Service started: November11, 1990, service ended: September 10, 1995; service restored: November 10, 1996, service ended: March 7, 2005

[End quote]

And, another reader contribution:

[Begin quote]

Wichita, Kansas – Station renovated with city and federal urban renewal money in 1978, restoring waiting room and exterior. Amtrak abandoned service in 1979 when the Lone Star was discontinued.

[End quote]

And, then, there was this missive from respected rail historian Daniel Carleton:

[Begin quote]

This is by no means a contest entry but something which crossed my wandering mind. What of the “intermodal hubs” built new by localities to serve local transit and Amtrak, where all that’s missing is Amtrak? Before today two came to mind: Lynx Central Station in Orlando, Florida and Transpo's South Street Station in South Bend, Indiana. Two years ago the rather congenial Amtrak agent at the South Bend station, and I use the term “station” loosely, told me the reason for not moving to the more centrally located and modern building is the lack of a separate waiting area for Amtrak passengers.

Well, today I add a third: Grand Rapids' [Michigan] Central Station. Built in 2004, it’s a mere third-of-a-mile closer to town than the current Amtrak station which, I swear, looks like a former Long John Silvers franchise building. But, what a difference that third-of-a-mile makes. Walking from downtown to the station I passed a rather loud domestic disturbance and an “Adult Superstore.” For want of a rail turnout and less than 500 feet of track, the Pere Marquette service could terminate within walking distance of the local arena and at the hub of all the local bus service. There has always been the public perception of “the wrong side of the tracks,” but is it Amtrak's duty to uphold that perception?

[End quote]

Here’s more of the list, station abandonments and station downgrades from the loss of the Broadway Limited, Pioneer, Desert Wind, Sunset Limited, Kentucky Cardinal, Lake Country Limited, Shenandoah, Gulf Breeze, Gulf Coast Limited, National Limited, Lone Star, Houston section of the Texas Eagle, Silver Palm, International, Three Rivers, Montrealer, reroute of the City of New Orleans south of Memphis to Jackson, loss of the Tampa section of the Silver Meteor and Silver Star, and more. The list is not a distinguished list, but an anguished list; major cities and towns throughout America, thinking they had as much of a right to passenger rail service as other locations, but, alas, due to government rationing of passenger rail, inevitable cuts were made. Some of these stations were not cheap; Louisville, Kentucky cost local taxpayers $600,000 for a junior train such as the Kentucky Cardinal, which lasted only a very short time.

The list is in alphabetical order, and contains stations listed above for clarity.

1. Atmore, Alabama
2. Evergreen, Alabama
3. Greenville, Alabama
4. Mobile, Alabama
5. Montgomery, Alabama
6. Coolidge, Arizona
7. Phoenix, Arizona
8. Tempe, Arizona
9. Newport, Arkansas
10. Berkeley, California
11. Indio, California
12. Marysville, California
13. Riverbank, California
14. Greeley, Colorado
15. Chipley, Florida
16. Clearwater, Florida
17. Crestview, Florida
18. Dade City, Florida
19. Lake City, Florida
20. Lakeland, Florida
21. Madison, Florida
22. Ocala, Florida
23. Pensacola, Florida
24. St. Petersburg, Florida
25. Tallahassee, Florida
26. Tampa, Florida
27. Waldo, Florida
28. Wildwood, Florida
29. Boise, Idaho
30. Nampa, Idaho
31. Pocatello, Idaho
32. Shoshone, Idaho
33. Fort Wayne, Indiana
34. Hobart, Indiana
35. Jeffersonville, Indiana
36. Valparaiso, Indiana
37. Warsaw, Indiana
38. Wheeler, Indiana
39. Belleville, Illinois
40. Emporia, Kansas
41. Wichita, Kansas
42. Louisville, Kentucky
43. Batesville, Mississippi
44. Bay St. Louis, Mississippi
45. Biloxi, Mississippi
46. Canton, Mississippi
47. Durant, Mississippi
48. Grenada, Mississippi
49. Gulfport, Mississippi
50. Winona, Mississippi
51. Caliente, Nevada
52. Las Vegas, Nevada
53. Lovelock, Nevada
54. Sparks, Nevada
55. Atlantic City, New Jersey
56. Lindenwold, New Jersey
57. Lima, Ohio
58. Akron, Ohio
59. Canton, Ohio
60. Columbus, Ohio
61. Crestline, Ohio
62. Fostoria, Ohio
63. Loveland, Ohio
64. Youngstown, Ohio
65. Baker City, Oregon
66. Hinkle-Hermiston, Oregon
67. Hood River, Oregon
68. La Grande, Oregon
69. Ontario, Oregon
70. Pendleton, Oregon
71. The Dalles, Oregon
72. Corsicana, Texas
73. College Station/Bryan, Texas
74. Houston, Texas
75. Milford, Utah
76. Ogden, Utah
77. Thompson, Utah
78. Lee Hall, Virginia
79. Janesville/Lake Geneva, Wisconsin
80. Evanston, Wyoming
81. Green River, Wyoming
82. Laramie, Wyoming
83. Rawlins, Wyoming
84. Rock Springs, Wyoming
85. West Cheyenne-Borie, Wyoming

86. Brampton, Ontario – Canada
87. Gerogetown, Ontario – Canada
88. Guelph, Ontario – Canada
89. Kitchener, Ontario – Canada
90. Sarnia, Ontario – Canada
91. St. Marys, Ontario – Canada
92. Stratford, Ontario – Canada
93. Strathroy, Ontario – Canada

If you like to keep score, the list above represents the equivalent to 18% of today’s Amtrak system. So, the company has divorced/abandoned/left to wither on the vine the equivalent of about a fifth of its system in less than 40 years of operation. Gee, imagine what it will be at the 50 year, golden anniversary mark?

2) While it’s important for the free market to work, and, inevitably some stations at some point should be critically assessed for proper return on investment, that usually occurs in a mature system, not a embarrassingly skeletal national system such as Amtrak. Yes, some of these stations were abandoned because Amtrak was told by the Carter and Clinton administrations to abandon routes, but, so many stations, such as Indio, California were on routes where trains still exist.

What is the answer? Obviously, an Amtrak with a better business plan, a true visionary at the helm of the company instead of the parade of caretakers we’ve seen in the past, and an internal desire to grow and prosper instead of exist on crumbs from the federal treasury.

We’re all waiting, Amtrak, for any of that to happen.

3) More mail came to TWA this week. Here’s a sampling.

[Begin quote]

I have a story, one that is longer than I would like to have to sit and compose, so I hope you will entertain me and read it in its entirely. While doing so, understand that I am a rail fan and have been involved with the railroad industry since birth as I am the first in four generations from both sides of my family not continuing that linage, after suffering a seizure at the age of 17.

On August 7th, my family and I left from our home in rural Eastern Kentucky. Our destination, the unmanned Amtrak platform in Ashland, Kentucky; a moderate one and an hour drive from home, with the departure scheduled to be 6:29 A.M. that morning.

We left our home in Allen, Kentucky anxious and early enough to allow us to stop for a bite of breakfast before getting on the train. We arrived at the platform early, and thus began our wait, one that would continue for the rest of this experience. As we waited, we noticed everyone who was initially arriving with us, had left the platform area and parking lot.

We called Julie, an electronic voice that prompts responses for research into train status, among other things. We then learned our train had a two hour delay and was given the approximate ETA of the eastbound Cardinal. Our wait passed, and eventually, the train arrived. In a fashion that can only be compared to herding cattle into a train, we were onboard and headed toward our destination of Washington D.C.

Now that we were seated and making ourselves comfortable, we found ourselves listening to the passengers who were already seated in our coach. They were explaining our delay was because the “president” of Amtrak's train had mechanical issues in Indianapolis, Indiana, and chose to add his private car to our consist.

In doing so, he delayed our revenue train over two hours in its departure from Indianapolis, Indiana, but, the engineer was making up some time at the station stops and wherever he found the opportunity.

A bit confused as a rail fan, and understanding the importance of revenue trains, I asked the conductor if this was actually fact, as the coach attendant chose not to answer and seemed to deliberately leave the car during this discussion. The conductor did confirm the event, but felt confident we would be making up some time as we went. He had not accounted for the issue or fact we were traveling on trackage that was not owned by Amtrak, but by CSX Transportation, and eventually Norfolk Southern and the Buckingham Branch, too. Not to mention we had a scheduled meet with our sister train, the westbound Cardinal, bound for Chicago.

Now starts reality, Murphy’s Law, or just poor railroad luck. We operated smoothly across the shared trackage, making our way around every train that we came to. That meant there were times we had to stop and allow the oncoming train to get onto a passing track, allowing us to continue. Add too, we were picking up passengers at every station, with the exception of the two stations listed as stops with prior notice.

The proverbial clock still ticking and our day seeming to pass in to evening and into night. The train crew pretty well knew the task that was before them, then factor in we were having crew changes, and you could see on their faces and in passing conversation, just how late we were going to be getting into D.C. [Scheduled for 5:55 P.M.] Though they were never specific on our arrival, but more generalized to an approximate time, never letting us know how late the train actually was. As we progressed on our journey, we came to a stop and told, approximately 15 minutes from Charlottesville, Virginia, a train in front of us had a grade crossing accident, and we were forced to wait for a replacement crew and to get the scene cleared; this added another hour to our delay.

Getting to get off the train in Charlottesville was a welcome break of the monotony that we had just been through, not to mention, it gave us our first opportunity to see the Beech Grove, a private Amtrak car with an open rear platform in the tradition of old railroad official business cars, and the original cause for our delay. Of course we were not allowed to approach, as it was my intention to voice my disdain for such selfish, capitalistic behavior which had been reported to us.

Instead, we were herded back onto the train, only to find that a passenger who had boarded in Charlottesville had taken my seat. The only one thing I found any peace or harmony in – window watching – was now taken from me. I asked the gentlemen to replace my personal items in my seat and he refused, listing a “first come, first serve” basis Amtrak subscribes to.

I called the car attendant and in not as many words, was told the same thing. Fortunately, my wife had witnessed the event, and chose for me to sit in the row behind with our daughter, to prevent me from making a scene, or to try to keep some harmony in our coach. As we sat in our new configuration, I watched the male drift off to sleep and not even take advantage of the magnificent views he had forced his access to enjoy.

In sitting there, I did realize I was getting upset, but had no means of distraction. My laptop had died, my phone I used as an mp3 player was dead, and I was stuck with no means to recharge any of my devices. We asked the passing conductor about power outlets, and he confirmed the other cars had outlets and thought our car did, too.

When confirmed we did not have any outlets, he directed us to the lounge car, as it was lined with power outlets. My wife and I went to the car, talked, and charged our devices as others followed and discussion did break out. Everyone in the coach was of the same opinion and questioned the train crew seated in the lounge why the entire consist would have a luxury that would not be offered to every paying customer? Why were people who were just boarding the train, being directed to those cars, when we had been on the train for hours without that luxury, and our only access was to separate ourselves from our family to go into another car? Despite the fact those passengers had paid the exact same amount of money, with the exact same expectation? Only they were satisfied in their expectation, while the passengers who were boarding from Kentucky and West Virginia, were seemingly being passed off as mere “Hillbillies” who wouldn’t need any electrical features. I was surprised to find an operational toilet, with this type of mentality present, but I wasn’t to be disappointed. One of two of our toilets malfunctioned!

I have composed this letter with no desire of monetary compensation or reimbursement. I have written this complaint, pointing out several key issues that must be addressed. This main issue, how can any executive be allowed to delay a revenue train, when every other private railroad understood the need to keep their revenue trains moving? But, Amtrak executives have chosen to show their importance and disregard for the customer, or its partners in which it shares trackage rights with. One single person can make an entire train over two hours late, merely to satisfy and ego of: “because I can.” This attitude has our nation in one of its worst recessions ever, and Amtrak has shown its blessing to continue this behavior.

To my politician addressees, I know I am but one voice, but I am the voice of the people. I deserve to be heard. You vote to give Amtrak funding, you support bills to give Amtrak rights to trackage, and you are starting one of the largest spending plans ever conceived in our history to develop a high speed rail network. Who will run it, Amtrak? I have reviewed Amtrak’s ethics policy and found some interesting facts. (Note: all are excerpts directly from the policy currently in place):

[Begin quote from Amtrak policies]

Amtrak Values

At Amtrak, we believe that living by a set of fundamental core values based on sound Ethical principles help define the true measure of a company – they guide the way we treat each other and how we make business decisions.

(This single complaint dispels this entire entry.)

Management Responsibility

At Amtrak, leaders must show a commitment to Amtrak’s values through their actions. They must also promote an environment where compliance is expected and ethical Behavior is the norm. All Amtrak directors, officers and employees must comply with the Company’s values and principles.

(The company and its directors are solely responsible for such actions, and we keep giving them tax dollars with no representation.)

Conduct Involving Our Business Resources

Amtrak is committed to protecting its business resources. We expect every director, officer, and employee to follow the standards set forth in the following Conduct Involving our Business Resources.

(Standards are set, though in writing, the directors will do as they choose, acting exempt from such policies.)

Environmental Policy

Encourage open and candid communication with employees, customers, and the public regarding the Company’s environmental program and any hazard that may arise from its operations ...

(Shows that Amtrak has a means for customers to communicate with them, but look over the internet at the countless blogs and entries that restate most of my previous issues. There has been no change made. Amtrak continues as a runaway train, spending tax dollars as it goes.)

I know I am a sole voice trying to reach at least one set of ears that may at least ask why such actions are allowed to exist. I am including in this email, my local representative and congressmen. I also want the gentlemen who have recently presented, supported, and even opposed greater spending for expansion and development for Amtrak to be aware of the behavior that is going on within this corporation, hopefully to allow for someone to ask the question, “Why?” Why aren’t taxpayer’s rights being observed? Why aren’t paying customers being given every possible respect and option available, versus segregated transportation. Why will anyone travel with Amtrak more than once?

Even though great spending is underway to increase ridership, Amtrak should also focus on retention of those passengers. I know I will not consider rail travel with Amtrak anymore. I am sure there is a great consensus of the same population. Why should we pay taxes for a
service that is abusive, wasteful, and is capitalistic, with no regard for anyone other than its Directors? As no thought went toward that train crew who was in direct line to answer so many upset passengers. I could continue, but I feel my point is well made. I will send this on to several agencies and boards, again in an attempt to find someone who may be able to process my formal complaint. I am providing this document as a formal complaint against Amtrak and its Directors for their behavior to its employees and its customers.

[End quote]

Well, the writer certainly feels he has a major complaint against Amtrak, and, apparently, capitalism in general.

It’s important to note there is absolutely no ongoing history of Amtrak purposely delaying trains in order for its senior executives riding in Amtrak’s sole private business car to be added to a particular train.

Obviously, this was a one time, isolated incident. We don’t know why Beech Grove was in Indianapolis, perhaps it was undergoing some work at Amtrak’s mechanical shops (Beech Grove, the business car, is named after Beech Grove, the mechanical shops just outside of Indianapolis), or perhaps one of the senior officers or group of officers was visiting the shops on an inspection tour or other official business.

For whatever reason, no great harm was done by adding Beech Grove to the rear of the Cardinal. Yes, it delayed the train, and other factors at or near Charlottesville delayed the train further. But, these were not world-shaking events; they were burps in the world of railroading which occasionally occur.

As far as not every car having electrical outlets, well, that was the luck of the draw. Cars are being upgraded on a schedule, and, eventually all cars will have a copious amount of electrical outlets. When most of Amtrak’s equipment was originally designed, there were no such electrical devices as the writer possesses, and it’s unrealistic to believe Amtrak can refurbish every piece of equipment simultaneously for the convenience of those with low batteries for their various pleasures. It will be very nice when all cars have more electrical device outlets, but, in the mean time, it is not a major crisis.

Everybody views Amtrak differently. Some of us view it as a tremendous opportunity gone awry, with a painful need for reform. Others view it was a government program which should be designed for their benefit. Even others think of Amtrak as a colossal waste of money and energy.

No matter what your opinion of Amtrak, it is a fact it should be better managed and have better passenger service. Good passenger service goes a long way when any type of problems occur.

It is inconceivable a passenger detraining for some exercise at a station stop would lose his window seat. Were there no seat checks? Why didn’t the car attendant know a passenger who had been riding all day at this point was sitting in a particular seat, and then allowed a new passenger to usurp that space?

This letter gives you a glimpse what it is like in Amtrak’s customer service department. This type of complaint is handled all day, every day. Make no mistake, Amtrak has a great capacity to sin. But, also understand it is impossible to mollify everyone, especially when there are so very many viewpoints coming from every direction.



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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