Today With JB

This Week at Amtrak

2010-04-27T09:43:00.000-07:00

This Week at Amtrak; April 27, 2010

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 7, Number 13

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) Thank you, Bill Lindley for allowing me to “borrow” This Week at Amtrak for this special edition. This is Bruce Richardson, and I have a special announcement to make.

2) I’ve been waiting for over a year to write this column, and I’m immensely excited about what I have to tell you. Today, April 27, 2010, a new, privately funded and privately operated intercity passenger train is being announced, slated to begin operations during the Christmas season of 2011.

The name of the train is “Z-Train,” and it will operate six days a week on a regular schedule between Los Angeles Union Station and Las Vegas, Nevada, with an intermediate stop in Ontario, California.

Initially, the train will be 14 cars long, made up of a combination of bi-levels and dome cars.

3) Some of you reading this may think this is old news; that you heard about the Las Vegas train 10 days ago.

That was the X Train of Las Vegas Railway Express; this is the Z-Train.

It’s a bit of a sordid story about how two trains came about.

Z-Train has been in continuous, active development since 2007. When I was first contacted about Z-Train in March 2009, before I could have more than a cursory telephone conversation with Romm Doulton, the Las Vegas entrepreneur of D2 Holdings who created Z-Train, I had to sign a lengthy and complicated non-compete, non-disclosure legal document. Everyone even marginally involved with the project has signed the identical document for the protection of the project.

Earlier, in 2008, before I became involved with the project, a local gentleman in Las Vegas was briefly part of the development team. He invited a second gentleman to learn about the development group; both of these people signed the same non-compete, non-disclosure document. Neither gentleman was related to the project very long; in fact, the second gentleman only had a cursory involvement as part of Z-Train’s development team.

So, they went away.

But, it appears they took with them all of the team’s proprietary plans and documents which had been created up to that point in 2008.

Since then, plans for Z-Train have matured and changed dramatically, as is often in the case of projects like this, as new people with new or better ideas join development teams.

In July 2009, in my United Rail Passenger Alliance e-mail box, I received an invitation from the X Train people to review their project and give them any advice I may want to offer.

I immediately contacted Z-Train, since by then I had developed a full relationship with them, and alerted the development team about a rival project.

Instantly, the Z-Train team knew what was going on; it seemed their own, privately held materials were being used by someone else and represented as their own property, instead of the sole property of the Z-Train developers.

A cease and desist demand was made by Z-Train to X Train.

Nothing happened, and in the past 30 days various press releases have been popping up about X Train, all amazingly similar to Z-Train ideas, plans, and materials from 2008. Well, with two big exceptions. The Z-Train developers know it is impossible to have onboard, legal gambling, yet X Train says it will have gaming onboard. And, X Train says it will offer a $99 roundtrip fare, which is pretty close to impossible to do if you’re going to be financially viable.

4) There had been no plans to fully announce Z-Train until every detail was fully developed and every business relationship established.

But, then came X Train; a decision had to be made to protect the interests of Z-Train, so a public announcement – even though a bit early probably by about a month – would be made.

That’s what we’re doing today; Z-Train is seeing the first light of day in TWA.

All that out of the way; you would probably like some details about Z-Train. Here is some information for you from the Z-Train fact sheet which is part of the detail being sent to the news media today.

Train Operations

• Z-Train is expected to begin operations for the Christmas season in 2011.

• Plans are for the train to be pulled by Amtrak locomotives, and Amtrak will also provide train and engine crews, as well as all equipment maintenance at its Los Angeles maintenance base.

• Onboard services crews will be direct Z-Train employees.

• The route encompasses trackage rights to be provided by Metrolink in Southern California, Burlington Northern Santa Fe Railway, and primarily Union Pacific Railroad.

• Los Angeles Union Station, owned by Catellus Development Corporation will be the Southern California terminal, and a new Z-Train station will be built in Las Vegas adjacent to the famous Las Vegas Strip, the heart of the hotels, resorts, and casinos in Las Vegas.

• Trip time is planned for five hours in each direction, with a single intermediate station stop in Ontario, California. The train will be turned and cleaned in Las Vegas for a same-day return to Los Angeles, where maintenance will be performed overnight.

• Z-Train will be America’s only regularly scheduled, non-government subsidized intercity passenger service between two major metropolitan areas, where anyone can purchase a ticket for transportation; operating full roundtrips six days a week.

• The train will operate Wednesdays through Mondays, with Tuesdays planned as a full maintenance day.

• Z-Train has been developed to meet the rigid requirements of host railroads and federal transportation statutes, including any necessary construction of additional railroad passing sidings or other necessary upgrades to host passenger trains. Every facet of Z-Train has been created to work in harmony with pending agreements with host railroads and operating crew and motive power providers.

Equipment and Onboard Experience

• Z-Train is beyond just traveling from one city to another; it’s a transportation, dining, pampering and entertainment experience designed to rekindle the great American slogan, “getting there is half the fun!”.

• Z-Train is the only passenger rail project which will run directly from downtown Los Angeles/Los Angeles Union Station to the heart of the Las Vegas Strip and Z-Train’s proposed, newly-built passenger train station, and is the only passenger rail project which will directly connect to all other passenger rail routes in Southern California.

• All Z-Train passenger railcars will be rebuilt and redesigned equipment from America’s most prominent passenger railcar builders, designed originally for some of America’s most luxurious passenger trains. The upgrades and modifications made by Z-Train will meet every need and desire of modern travelers from new technologies to comfortable, plush seating.

• Z-Train offers four levels of accommodations and services, all aimed at up-market travelers, especially international travelers from the lucrative Asian market.

• Food and beverage and onboard pampering and entertainment will be areas of major emphasis, with dining and lounge cars to meet every expectation and requirement for all age groups.

• Almost half of the passenger space is devoted to coach passengers, although coach passengers will have amenities and services available to them not normally found elsewhere.

• Additional classes of service are club, business, and first class premium cars, all of which have their own discrete, expanded levels of service.

• The most distinctive level of service will occur in private dome cars, each not holding more than 25 passengers per car. This unparalleled level of luxury will rival any private jet experience, appealing to the most discriminating passengers.

• Four separate dining cars run the choices from high end gourmet to an all-organic, healthy living dining car choice to a dedicated sports car, complete with micro brewery and comfort food buffet.

• Onboard services are unique, with a company of repertory players providing live entertainment, a murder on a train mystery, fortune tellers, fashions shows provided by one of the most distinctive fashion retailers, art gallery offerings, spa services, and book signings by best selling authors.

Development Team

• Created by professional railroaders in the best traditions of the passenger railroad industry, combining successful historical values with today’s passenger and operating environment.

• Z-Train has been developed by a professional team working since 2007 to provide an exciting passenger rail experience between Los Angeles/Southern California and Las Vegas. Weeks, months, and years have been spent in deep research of every aspect of the market, jobs growth, and economic development for Z-Train to be an economic engine for tourism and in support of Las Vegas. Government officials on every level have been consulted, in addition to professional railroaders, hospitality and gaming industry luminaries, and marketing experts. Every facet of Z-Train has been developed with one overall goal in mind: to provide America’s unrivaled premier intercity passenger train experience.

Z-Train Limited, LLC and D2 Holdings

• D2 Holdings is headquartered in Henderson, Nevada and controlled by Romm and Elaine Doulton and James K. Clark. D2 is a well-established company with a wide variety of interests. For further information, consult www.d2holdings.net. D2 provided the company umbrella for the Z-Train development team to come together and create the project before it was formally incorporated.

• Z-Train Limited, LLC is a Nevada corporation, headquartered in Henderson, Nevada (A Las Vegas suburb).

• Romm Doulton, creator of Z-Train, currently serves as the company’s Chairman, President, and CEO while a search process is being completed to find other individuals to hold those offices. Mr. Doulton will continue to serve as a Chief Executive Officer of the company, but the other positions will be filled by individuals with a strong financial and railroad industry background.

• Z-Train has been developed using sound, conservative financial principles.

• Over $500,000 worth of time, materials, and funds spent have been put into the creation and development of Z-Train.

• Everyone associated with the development of Z-Train has been a senior executive in their respective fields.

• Z-Train as a company has been designed as an organization which will have a number of strategic alliances with corporate partners for cross marketing and branding purposes.

Marketing and Development

• Z-Train will be marketed on three levels: regional, national, and international.

• Regional marketing will reach Southern California, providing a travel choice beyond private automobiles, busses, and air travel to bring new visitors to Las Vegas.

• National marketing will promote both Z-Train and partner casinos and resorts and the city of Las Vegas.

• International marketing, aimed heavily at the lucrative Asian market, will provide a familiar travel choice to the 4.4 million Asian visitors who arrive in Los Angeles, of which 32% currently travel onward to Las Vegas via bus and airplane. Asians are currently the single most profitable demographic for visitors to Las Vegas, followed by Southern Californians.

5) That’s pretty much everything in a summary; if you want more information, you can visit Z-Train’s web site as it is being developed at www.z-trainltd.com or to find out more about the creators of Z-Train, visit www.d2holdings.net for a fascinating background on Romm and Elaine Doulton, Z-Train’s parents.

6) And, yes, this native of the Commonwealth of Virginia, and 42 year resident of Florida, who has never lived more than 100 miles (and, currently less than 20 miles) from the Atlantic Ocean is about to relocate to Las Vegas and Southern California to be a part of Z-Train as the Chief Special Projects Officer, where dreaming of the future is encouraged, and all sorts of interesting projects about present and future passenger trains await. A permanent move west will not be happening for a while, but there will be lots of airplane time between Jacksonville, Florida and Las Vegas and Los Angeles.

There will be some wonderful people from Amtrak and elsewhere working and helping create Z-Train, and it’s exciting to be a part of the re-invention of the modern intercity passenger train.

7) Make you plans now to ride Z-Train in 2012; you will be glad you did.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

You MUST include your name, preferred e-mail address, and city and state where you live. If you have filters or firewalls placed on your Internet connection, set your e-mail to receive incoming mail from twa@unitedrail.org; we are unable to go through any approvals processes for individuals. This mailing list is kept strictly confidential and is not shared or used for any purposes other than distribution of This Week at Amtrak or related URPA materials.

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

Will There By Another Broadway Limited?

2010-02-26T13:35:00.000-08:00

By J. Bruce Richardson

There is a 1966 photo of the Pennsylvania Railroad’s crack passenger train, the Broadway Limited, standing in Chicago Union Station awaiting passengers.

The train, decked out in its Tuscan Red with gold stripes paint scheme, is gleaming, without a speck of dirt, but the Tuscan Red paint is beginning to fade a bit. The drumhead on the back of the rear end observation car proudly announces the Broadway Limited name. On an adjacent track, another Pennsylvania Railroad train sits, its Pullman cars also spotless, and adorned in Tuscan Red.

Chicago Union Station has a look of well worn service, having seen thousands of previously steam – and now diesel powered – trains come and go, hosting millions of passengers from all corners of the country, and, indeed, the world.

This evocative photo is perhaps atypical of the Pennsylvania Railroad in the 1960s. The company has shed its “Standard Railroad of the World” slogan for a somewhat slightly less grandiose watchword of “Serving The Nation.” In just a matter of two short years in 1968, the once-mighty Pennsylvania Railroad would be merged under duress with the New York Central System into the untamable Penn Central Transportation Company, which would then slink into bankruptcy less than a decade later in 1976. Eventually, Penn Central would be nationalized and renamed Conrail, later privatized, and then carved up by two lesser railroads, one of which in an earlier, pre-merger form as the Norfolk & Western Railway, used to be a wholly owned subsidiary of the Pennsylvania Railroad.

In 1966, the gleaming Pennsylvania Railroad equipment doesn’t particularly shout out “discernment” or “verve,” but certainly proclaims “sturdy, predictable, and sedate.”

While the original heavyweight passenger car Broadway Limited of 1912 was considered to be the height of luxury in its all-Pullman sleeping car consist, the 1938 upgrading of the Broadway to lightweight streamlined equipment designed by the famous Raymond Loewy set a standard for chic passenger rail travel.

The post-war 1948 (and last) upgrading of the Broadway Limited is what would survive until Amtrak in 1971, and the 1966 photo features Pullman-Standard built equipment, all adorned in the familiar Tuscan Red paint favored by the Pennsylvania management.

By 1966, passenger trains were on a steep downhill slide thanks to the Boeing 707 jet, the Eisenhower Interstate Highway system, and the proliferation of Holiday Inns and Howard Johnson roadside motels. The former all-Pullman sleeping car Broadway had become a combined coach and sleeping car train, promoting financial practicality over presumed prestige of exclusive trains.

Boarding a Pennsylvania Railroad train in the 1960s, or, indeed, any Pennsylvania Railroad equipment operating on another railroad rarely evoked a heightened sense of adventure, but, rather, more a sense of purpose for many of us. The map of the Pennsylvania Railroad covered no untamed areas, or areas of great escapades. Instead, the Pennsylvania served much of the heartland of the East and Midwest, a sturdy railroad for a sturdy customer base. Coal and heavy industry were the main sources for the Pennsylvania’s money-making freight business, and the passenger side of the Pennsylvania reflected those values of strength and depth versus glitz and glitter.

Anyone who was a regular rider of passenger trains in the days when all of the heating and air systems on the trains were powered by steam coming from the boilers in diesel locomotives knew there was a distinct fragrance of passenger trains. Walking down any station platform – be it in 30th Street Station in Philadelphia or trainside in Lund, Utah, the aroma of the steam heat system was unforgettable – it wasn’t necessarily good or bad, just unforgettable. Onboard the train in Pullman cars, which were essentially sealed metal containers, was always the inimitable odor generated by an air handling system which constantly recycled air mixed with cigarette, pipe, and cigar smoke. It was not the most pleasing odor, but it was distinctive, and anyone who rode trains regularly could have been blindfolded, and placed in the middle of the Pullman car, and by the smell alone identified where they were without any other hint.

Dining cars, from a combination of steam tables and stoves fueled by burning coke logs had their own specials aromas, too, which readily mixed with whatever fresh food was being baked, fried, boiled, or steamed for that day’s intercity repast.

Distinct passenger train sounds of the pre-Amtrak era are gone, too. Most mainline tracks are now made of long, continuously welded rail, instead of the old, short, jointed rail, and the accustomed “clickety clack” of train wheels going over the joints in the rail is mostly gone. The constant wailing of a diesel locomotive horn is often missing, too, as more and more cities and towns have imposed “quiet zones” on railroads, not wishing to disturb the slumber of denizens who have purchased homes next to railroad tracks which have been in place for over a century, but still demand railroads conform to their personal serenity at a late date.

In a time approaching the second decade of the 21st Century, the sights, sounds, and aromas of passenger railroading in the middle of the 20th Century will never be replicated. Diesel locomotives with steam boilers are as ancient as their predecessor steam locomotives, replaced by all-electric systems. Passenger cars filled with recreational smokers are thankfully gone. Even the once de rigueur dress codes of gracious travel have been replaced by new codes demanding too casual alleged comfort. Neckties and cocktail dresses in the dining car for dinner have been replaced by shorts, tee shirts, and sandals.

But, what of the future? The sturdy Pennsylvania Railroad trains may one day be reincarnated by a new generation of travelers unfazed by the glamour of jet airplane travel, and have no idea what the Broadway Limited was – it’s all just history. The next electronics-toting generation may well discover for themselves the efficiencies, appeal, and satisfaction of passenger train travel.

– end –

Jacksonville, Florida

February 2010

brucerichardson@juno.com

904-636-7739

This Week at Amtrak; February 10, 2010

2010-02-09T18:28:00.000-08:00

This Week at Amtrak; February 10, 2010

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 7, Number 5

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

1) This is my final issue of This Week at Amtrak as principal writer, editor, and publisher. Starting with the next issue, William Lindley of Scottsdale, Arizona will take over those chores. I will be contributing occasional articles on various subjects. Mr. Lindley is a longtime United Rail Passenger Alliance professional member, and a former President of the Arizona Rail Passenger Association. He is a man with a high sense of ethics and purpose.

It has been a true delight to produce over one million words about Amtrak and passenger rail in North America writing TWA the past seven years. Throughout these years, many of you have been kind enough to send messages and replies about the various columns, many complimentary, many in angst. Each and every message, no matter the content, meant someone was reading TWA, and was passionate enough about what they read to produce a response. Thank you to everyone who took time to read TWA, and especially to those who took time to reply.

Most of you are familiar with Mr. Lindley’s writings in this space; he will be a clear, and much more concise voice on the issues of passenger rail – including and beyond Amtrak – as our country moves back into an era when passenger rail is not only fashionable, but realistic.

Mr. Lindley’s views of written communiques differ from mine; he believes in shorter messages with a lot of punch. No one has ever accused me of having an economy with words; “verbose” is a term often coming to mind regarding my writings.

I have assumed some new responsibilities with exciting projects which will bring me in conflict with continuing TWA from my keyboard. You will be hearing more about those projects at a later date.

Amtrak last week delivered a 99 page report on the present and future status of its fleet. This space has long agitated for a plan, and one has been put on the table. The hope is this plan is just a faint beginning, and a recognition of passenger rail’s place in the future of surface transportation in this country.

For much of the past decade for various reasons, the Amtrak Board of Directors has not been fully populated. As of today, there is only one vacant board seat, and hopefully that will soon be filled. The Amtrak board has seen many stars in the past such as David Laney, the late Paul Weyrich, and current Governor of Mississippi Haley Barbour. Here’s hoping the new board will be as serious about a vital Amtrak as those board members were, and the new board will attempt to accomplish what was accomplished by those stars.

My e-mail and mailing addresses will all remain the same. All subscription matters will be moved over to Mr. Lindley soon. Please, don’t stop those cards and letters coming just because I will no longer be writing on a regular basis. Each new one with your thoughts will be welcome.

Thanks for reading This Week at Amtrak, and thanks for caring about the future of passenger trains in North America.

Mr. Lindley, it’s your turn, now.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; January 28, 2010

2010-01-28T12:42:00.001-08:00

This Week at Amtrak; January 28, 2010

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 7, Number 4

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

1) To the surprise of no one, when political decisions are made, those decisions are not always based in reality. Today’s announcement from the White House on how the $8 billion pie for high speed rail is being carved up can be viewed as nothing more than a string of political decisions, but, with some good results.

Every region of the country gets a piece of the pie, but, surprisingly and, with a certain note of disappointment, the Chicago area received a rather small portion. Billions are needed to untangle the web of rail lines in and out of Chicago to make both passenger and freight trains move smoother and quicker. Illinois received only $1,102,000,000 for upgrading a line between Chicago and St. Louis. Minneapolis-Milwaukee-Chicago got another chunk of money – $823,000,000 – but not much of the money actually goes into Chicago-based infrastructure. On the east side of Chicago, the Chicago-Detroit line got $244,000,000 for stations and some signaling and infrastructure improvements.

Never really addressed were the core problems directly in and around Chicago, the nation’s largest rail hub.

Here in Florida, we received $1,250,000,000 which proves the point you shouldn’t look a gift high speed rail system in the mouth, but you really have to figure out how to feed it. Florida’s share of the spoils will pay for a hair less than half of the cost of building the redundant Orlando-Tampa high speed rail system, which the voters of Florida rejected in 2004 as too expensive.

So, now, the feds have given us half of the cost of the system, and we have to come up with a matching amount. The problem is, the State of Florida is pretty well broke, and we are a state with exceptionally high unemployment, an exceptionally high amount of home foreclosures, and a nearly stagnant tourism economy. We may have billions in federal monies coming, but it’s anybody’s guess if the Florida legislature and Governor Charlie Crist can find the matching funds. If it would have been a typical federal/state partnership of 80/20, most likely $500,000,000 could have been found by scrounging through various state capital budgets for a number of programs. But, with a 50/50 match, it’s not a lock Florida can find the money.

Some money was awarded to the Commonwealth of Virginia and the State of North Carolina for track and infrastructure upgrades, as well as rolling stock purchases, totaling $620,000,000. Political language can be found in the award, such as “doubling the number of frequencies between Charlotte, North Carolina and Raleigh, North Carolina.” Well, gee, yes, that’s a true statement, but we’re only talking about from two frequencies to four frequencies, hardly an Interstate highway-clearing endeavor.

A fascinatingly small amount of money went to the Northeast; only a total of $485,000,000, which includes some work on the Northeast Corridor.

California received the largest prize, totaling $2,344,000,000, which not only goes to the proposed new California high speed route, but also includes monies for the Pacific Surfliners, the Capitol corridor trains, and others areas, specifically for pollution mitigation. Considering the cost of California’s new high speed system is going to be north of $40,000,000,000, California isn’t going to be getting much federal help from this go-round.

2) What will the $8 billion do specifically for Amtrak? Actually, Amtrak will benefit nicely from a number of these projects, mostly in the form of enhanced track and infrastructure, which will improve running times, eliminate a lot of railroad congestion, add some new station buildings (something Amtrak pretty desperately needs in a lot of cities), and boost rolling stock.

3) A lot of fuss was made during the announcement about how all of this is a “down payment” for the beginning of high speed rail, and we should be happy for all of the jobs these few dollars (in Washington terms, not in real world terms) will create. Comparisons were made to the early days of the Eisenhower Interstate Highway system, and we can look to a future of high speed rail rivaling today’s Interstate highways.

Some very reasonable arguments were made (which were not political arguments, so therefore ignored) that perhaps one high speed system – as a demonstration project – should have been selected and completely built to prove the wonderfulness of high speed rail. Not a bad idea; however, political realities said as much money as possible should be spread around to political swing states which will benefit incumbents at the expense of reality.

4) Of interest to many of us are the dozens and billions of dollars worth of projects which didn’t receive funding. Will those projects remain viable for future funding? Will some other source of funding be found for the best of those projects?

We know the White House has proposed a funding level freeze for three years for all non-defense and non-entitlement programs in Washington. This freeze includes the Department of Transportation. Since Amtrak received a high amount of funding in the current fiscal year budget, life will be good for Amtrak if current levels are maintained.

But, what about these new projects? Will an annual infusion of $1 billion be enough to keep these programs going, especially in California?

Take a look at one specific, unfunded project here in Florida; a favorite of many.

Amtrak and the Florida Department of Transportation proposed a request for $268 million – using the old, true metaphor of about the same or lower cost than an urban Interstate interchange – for restoring service on Florida’s original tourist passenger line and first real economic engine, the Florida East Coast Railway.

We lost primary passenger service on the FEC when the unions ferociously struck the railroad in 1963. All of the “name” Florida passenger trains from the Midwest and originating on the Atlantic Coast Line Railroad were moved off the FEC at Jacksonville and picked up the old Seaboard Air Line Railroad route at Auburndale, Florida into West Palm Beach, Fort Lauderdale, and Miami.

For $268 million, service would be restored on the FEC between Jacksonville and West Palm Beach, returning passenger trains to major tourist destinations such as St. Augustine, Daytona Beach, the Cape Canaveral area, and the coast just above Palm Beach. Included in the cost of restoration were eight stations, upgrading the FEC for 90 M.P.H. running, a track connection between the FEC and the Tri-Rail line at West Palm Beach which Amtrak uses, upgrades to the proposed Miami Intermodal Center, and additional rolling stock for regional frequencies in addition to splitting the Silver Meteor and Silver Star in Jacksonville and sending half of the train to Miami via the FEC and the other half via Orlando.

The proposal was a great, inexpensive deal for Florida, and, beyond Amtrak, would have benefitted the future of Tri-Rail by building the connecting track between the FEC and Tri-Rail’s track for future Tri-Rail expansion up and down the FEC to both the north and south of West Palm Beach.

What will happen now to this project? If Florida has to pony up $1.25 billion to build the high speed rail between Orlando and Tampa (which will provide redundant service to existing Amtrak service), will there be any money for new service on the FEC? It’s doubtful the proposed Orlando-Tampa high speed line will bring any additional visitors to Florida, but the FEC line has the potential of adding eight new highly desirable tourist destinations to the Amtrak system, as well as dramatically cutting the travel time between Jacksonville and Miami.

Most likely, it’s the same story all over the country. Political decisions were made to carve up the $8 billion, but what are the immediate results and consequences? Perhaps it would have been better to designate $1 billion to the Orlando-Tampa line, and almost fully fund the FEC project? Inquiring minds want to know.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; January 21, 2010

2010-01-21T15:55:00.001-08:00

This Week at Amtrak; January 21, 2010

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 7, Number 3

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

1) After his death, famed and talented architect Daniel Hudson Burnham, the designer of Amtrak’s headquarters building, Washington Union Station, was quoted as having said, “Make no little plans. They have no magic to stir men’s blood and probably will not themselves be realized.”

Amtrak, not taking the sage advice of the late Mr. Burnham, released its plan for 2010 last week. We will return to that topic in a moment. First, though, Amtrak has come up with something so incredibly naive, and tin-eared towards its own employees, it’s impossible for rational people to fathom.

2) One of the good points of Amtrak through the years has been its nationwide network of local personnel offices, or, in the modern vernacular, offices housing human resources (or, even human capital) workers.

Whatever term you choose to use, the people working in these offices are the front-line interface for Amtrak employees on all levels, from new hires to veteran employees looking for information about retirement plans. These offices are staffed with managers and clerks, and very much put a necessary human face on a crucial part of the corporation.

Some genius in Washington has decided they can “improve” this by closing all of the local HR offices, and consolidating all HR operations in a call center located (where else, but?) Wilmington, Delaware. The current employees, few if any who elected to move to Wilmington (Why would anyone living in a large city want to move to an Eastern second-tier city like Wilmington?), will either leave the company (taking with them their collective experience, knowledge, and wisdom), or transfer into any other available jobs on their current level or lower level.

Amtrak employees, instead of dealing face to face with a knowledgeable person, will now deal with a new hire over the telephone, most of which will only know about Amtrak HR rules and regulations based on what they read in a manual.

Amtrak will tell you this is being done in the name of efficiency and consistency. The real reason is this is just another example of an Amtrak senior manager with a wild idea who is out of control and refusing the deal with reality. Anybody taking bets on how long this latest scheme will last before sanity returns and all of those closed offices will suddenly be reopened and restaffed at great expense, without the benefit of the many employees there today who have found other jobs?

3) Here’s Amtrak’s press release about its plans for 2010. We’ve been moaning for months asking Amtrak to come up with some sort of plan – ANY sort of plan – for the future. Well, they did. It’s a good start, but here’s hoping this is only the barest of beginnings.

[Begin quote]

Press Release

January 11, 2010

AMTRAK READY WITH BIG PLANS FOR 2010

New Year brings major projects and new initiatives

WASHINGTON— Amtrak is ready for an exciting 2010 with major projects and new initiatives that will benefit passengers, increase service, rebuild infrastructure, and put America’s railroad at the center of intercity and high-speed passenger rail development and expansion.

“Amtrak enters 2010 with a strong sense of optimism, enthusiasm and purpose,” said President and CEO Joseph Boardman. “We have an aggressive game plan to modernize, renew, and grow America’s passenger railroad,” he said, noting increasing ridership from 21.6 million in FY 2002 to 27.2 million in FY 2009, with an all-time record of 28.7 million in FY 2008.

He explained that numerous projects and initiatives being undertaken in 2010 support goals established in Amtrak’s new Strategic Guidance including becoming safer, greener and healthier and improving financial performance, customer service, and meeting national needs.

In particular, Amtrak is playing a major role in the development and expansion of intercity and high-speed passenger rail. As America’s provider of intercity passenger rail service and its only high-speed rail operator—operating trains at speeds up to 150 mph every day— Amtrak has unmatched knowledge, experience and expertise in the U.S. rail environment.

Boardman added that Amtrak is partnering with 25 states in support of more than 100 projects submitted for funding from the $8 billion made available by the American Recovery and Reinvestment Act (ARRA) for intercity and high-speed rail capital improvement grants. An announcement from the U.S. Department of Transportation on which projects have been selected is expected this winter.

During 2010, Amtrak also will undertake track and bridge construction projects, safety and security enhancements, and will release a plan to replace and expand its locomotive and passenger railcar fleet, among many other projects and initiatives.

Following are highlights of major activities Amtrak will begin, continue or complete during the coming year.

High-Speed Rail

In 2010, Amtrak will celebrate the 10th anniversary of America’s fastest train, the Acela Express, which began operating along the Northeast Corridor in 2000 and reaches speeds up to 150 mph. In addition, Amtrak will increase train speeds to 105 mph over a section of track it owns between Porter, Ind., and Kalamazoo, Mich., which will benefit Blue Water and Wolverines service. Amtrak currently operates nearly half of its more than 300 daily trains at speeds of 100 mph or higher on their routes.

Deploy WiFi and Upgrade Interiors on Acela Express

In March, Amtrak will deploy WiFi technology on Acela Express and make it available to every passenger initially free of charge. In late 2010, Amtrak will complete a program to upgrade the interior of all Acela Express trainsets to increase passenger comfort and amenities, including leather seating, improved tray tables, and better outlets to power laptop computers, DVD players and other electronic devices.

Major Infrastructure Improvement Projects Funded by ARRA

Many major Amtrak infrastructure improvement projects funded in full, or in part, by $1.3 billion in ARRA funds will be under construction in 2010. Some of these projects include: replacement of the 102-year old movable bridge over the Niantic River in Connecticut; modernization of transformers and other electrical equipment used to power trains between Washington, D.C. and New York; improvements to tracks and switches at Chicago Union Station; and construction of new maintenance buildings for passenger railcar equipment in Los Angeles, Calif., and Hialeah, Fla.

In addition, ARRA funding is supporting: renovation of the station in Wilmington, Del.; expansion of the Auto Train station in Sanford, Fla.; restoration of locomotives and passenger railcars in Beech Grove, Ind., and Bear, Del.; improved emergency exits and fire detection and suppression systems in New York tunnels; and enhanced accessibility at more than 200 rail stations across the country.

Major Infrastructure Improvement Projects Funded by Annual Engineering Program

Beyond the ARRA funded projects, Amtrak will spend $442 million as part of its annual FY 2010 engineering program. Among these projects include: installation of more than 112,000 concrete crossties and more than 49,000 wood crossties on the Northeast Corridor; construction of a new air ventilation shaft for the New York tunnels; and repair to several bridges in Michigan, Maryland, New York and New Jersey.

In addition, Amtrak will: complete the multi-year modernization of the catenary wires on the Hell Gate Line in N.Y.; begin construction of upgrades to the Seattle maintenance facility; and improve accessibility at stations in Philadelphia, Pa., Baltimore, Md., Providence, R.I. and elsewhere.

New Plan to Replace and Expand Fleet of Locomotives and Passenger Railcars

Amtrak will announce a comprehensive and detailed plan to replace and expand its fleet of locomotives and passenger railcars to enhance current service and accommodate expected future growth. It will include the purchase of several hundred single-level and bi-level long distance passenger railcars and more than a hundred locomotives. This major equipment purchase will support American rail manufacturing industries and create jobs in the U.S.

Long-Distance Routes, Corridor Services and Commuter Contract

Amtrak will undertake an in-depth evaluation of the poorest performing long-distance routes to identify and implement changes where possible to improve key measures such as customer service, ridership, and financial performance. The five routes being analyzed are the Sunset Limited, Cardinal, Texas Eagle, Capitol Limited, and California Zephyr.

Also, Amtrak will expand corridor services in collaboration with state partners. In Virginia, a fifth Northeast Regional train will operate between Richmond and Washington, D.C. In North Carolina, a second Piedmont roundtrip between Raleigh and Charlotte will be added. In Washington, a second Amtrak Cascades train is now operating from Seattle to Vancouver, British Columbia through the duration of the 2010 Winter Olympics and Paralympics Games. In addition, Amtrak is finalizing a new operating contract with the Los Angeles-based Metrolink commuter rail service to provide train and engine crews for all seven of its lines.

Installing Positive Train Control and Enhancing Safety

Amtrak is committed to an aggressive, self-imposed schedule to install Positive Train Control (PTC) by the end of 2012—three years ahead of a Congressional deadline for the rail industry— on sections of Amtrak-owned tracks not already equipped with the sophisticated technology capable of controlling train movements to prevent collisions. A significant amount of design, engineering, and some installation work will occur this year to advance the project. Amtrak is also implementing two industry-leading risk-reduction safety initiatives to complement traditional rules-based compliance programs. The Safe-2-Safer program strengthens the emphasis on safety within the corporate culture by promoting a more collaborative working environment and ensures a higher reliability of safe behaviors at all levels of the railroad.

In addition, Amtrak intends to participate in a Federal Railroad Administration sponsored Close Call Reporting project under which incidents that did not result in an accident or injury, but could have, can be anonymously reported by employees so that safety improvements can be made as appropriate.

Strengthening Security

Amtrak passengers will see a more interactive police and security presence in 2010 with greater emphasis on random and unpredictable patrols, baggage screenings and other activities In stations and on trains. Amtrak will continue to expand its K-9 explosive detection teams, harden stations and strengthen cooperative inter-agency operations with local, state, and federal law enforcement and counterterrorism partners.

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

[End quote]

Let’s take it from the top. Amtrak has a new promo line which it has worked into the first four paragraphs and into the end corporate identification piece: “Amtrak operates more than 300 trains each day – at speeds up to 150 mph – to more than 500 destinations.” It also added in the fourth paragraph, “Amtrak has unmatched knowledge, experience and expertise in the U.S. rail environment.”

Sure, Amtrak does operate more than 300 trains a day, and sure, some at speeds up to 150 M.P.H., but, let’s be completely honest here. Amtrak’s few Acelas on the Northeast Corridor operate at speeds up to 150 M.P.H. on considerably less than 100 miles of specific track, not the hundreds of miles other high speed trains operate daily in the rest of the world.

And, the second statement about Amtrak having unmatched knowledge, experience and expertise in the U.S. rail environment, well, compared to what, or who? More than the operators of the various regional/commuter systems around the country? More than the freight railroads have, all of which manage to operate in all weather conditions when Amtrak can’t quite find its way through winter weather in January?

All of this obviously is designed to move Amtrak psychologically into a superior position with decision makers who will be determining which company – Amtrak, the French, the Japanese, the British, the Germans, and whoever else is qualified and interested – will be the operator of the coming high speed rail lines.

Any decision maker worth their salt are going to be looking at a number of factors, including how good of a steward Amtrak has been through the years of the tens of billions of dollars it has received from various government treasuries, and how well it has performed on maintaining its motive power and rolling stock fleets, as well as managing infrastructure and real estate assets. Good decision makers are not only going to be looking at what Amtrak is doing right this minute, but also what it has done in the past and what type of corporate culture it harbors. And, these guys think they’re the best choice? Ask the folks who are still peering down the track, waiting for a Sunset Limited east of New Orleans to arrive, and you may get an earful about how good Amtrak is working on behalf of passengers and taxpayers.

Now, specific sub-headlines in the press release above, after high-speed rail:

Deploy WiFi and Upgrade Interiors on Acela Express

The WiFi deal has gotten a lot of press, and it’s a good thing. Upgrading the interiors on Acela trainsets is due; it’s been 10 years now, and the folks (all who have mercifully left Amtrak) who made the choices for Acela interiors and paint scheme colors pretty well flunked “Introduction to Design 101.” If the rocking the train doesn’t make you queasy, the interior decorations will.

Major Infrastructure Improvement Projects Funded by ARRA

This is all old news; lots of things which need to be done and will help the aesthetics of the company, but won’t do much to increase revenues, with the exception of the out of service locomotives and cars which will be rehabbed. One has to seriously wonder, with all of the goodies handed out in the stimulus plan, why Amtrak chose to only upgrade part of its out of service fleet; why didn’t it go for the whole group while it had the chance?

Major Infrastructure Improvement Projects Funded by Annual Engineering Program

See above; same song, different verse.

New Plan to Replace and Expand Fleet of Locomotives and Passenger Railcars

This is the part that has sent the hearts of many a rail fan aflutter. We’re told no details until February, but lots and lots has been read into this statement. This could be a very good thing, but, at the moment, there are no known plans for expansion, other than the route studies completed last year which will require billions of dollars to make happen.

And, the big concern is Amtrak is going to follow its path from the past, and retire aging equipment rather than keep it in service for expansion. If we have another fiasco like the replacement of the Heritage sleeping cars with the Viewliner fleet (where something like two or more Heritage cars were taken out of service for every one Viewliner car put into service), then Amtrak’s long distance system is likely to shrink to even more depressing levels than it is today.

Again – and, again, and again – VIA Rail Canada is happily restoring equipment which is more than 50 years old and was originally built like battleships. VIA is using this equipment on its premier trains, and charging even bigger bucks than Amtrak charges for the privilege of riding a train. If Amtrak makes the huge mistake of shrinking its fleet with the acquisition of new equipment instead of expanding its fleet and keeping existing equipment, then we may as well all go home, for Amtrak will have nothing as a future.

Long-distance Routes, Corridor Services and Commuter Contract

Hopefully, Brian Rosenwald is going to be the man in charge of the next round of upgrades (actually, in some cases, more like restoring what was there 10 years ago and was lost) to long distance trains. We’ve already seen results like the restored full dining car service on the Lake Shore Limited and the plan to take the western end of the Sunset Limited daily (still not the best plan, but a step in the right direction).

The next group of trains is going to be the Sunset Limited (continuing from the last group), Cardinal, Texas Eagle, Capitol Limited, and California Zephyr.

The Sunset and Eagle parts are already in the works; we’re still hoping for a new name, such as the historic and charming “Golden State” from the Southern Pacific/Rock Island days. The pedestrian Texas Eagle name needs to be retired.

For the Cardinal, this much abused but highly scenic route must be taken from its abysmal tri-weekly schedule to a healthy daily schedule. Time is not a crucial factor on this route; scenery is. Better scheduling on the eastern end, perhaps a companion daytime service between Cincinnati and Washington or New York along with making the Hoosier state a daily train on its own, and a full dining car and more sleeping car space will make this train a winner. In Fiscal Year 2009, the Cardinal had a 56% load factor; pretty amazing considering it’s so ignored by Amtrak.

The Capitol Limited and California Zephyr are already good trains; give them the Empire Builder and Coast Starlight amenities and onboard services treatment and it will be impossible to find space on these trains because they will become more popular than ever. In Fiscal Year 2009, the Capitol had a 68.9% load factor (technically, sold out), and the Zephyr had a 52.4% load factor; plenty of room for improvement.

Amtrak talks about expanding state corridor service, at the expense of states, naturally. Both Virginia and North Carolina will see more service, and Washington State already has more service in time for the Olympics in Vancouver, British Columbia. The North Carolina companion frequency to the Piedmont round trip between Charlotte and Raleigh will be the train to watch; the Piedmont has a load factor of 40.3%, hauling 68,400 passengers last fiscal year. The train was created to provide relief to the popular and well-performing Carolinian, which has a 74.5% load factor and carried 277,700 passenger last fiscal year. Adding a third frequency between the Charlotte-Raleigh city pairs should prove to be worthwhile; part of that route is also served during nighttime hours by the Silver Star.

Amtrak also noted it is finalizing details for taking over the Metrolink commuter service in and out of Los Angeles; it’s getting back a contract it lost several years ago.

Installing Positive Train Control and Enhancing Safety

Every railroad is talking about this unfunded federal mandate to have PTC in place by 2015; Amtrak is planning to have its system in place by 2012. Most likely, the rest of the railroads in the country would like to have the help from the federal treasury Amtrak is receiving to install PTC.

Strengthening Security

Amtrak talks a bit about increased security measures and baggage screening; all good things.

4) Amtrak did come out with a plan, and it’s a good start, albeit a too small start. We need to see more route expansion plans, and we need to see the same emphasis from Amtrak on its core business of conventional rail as we see on the dream of high-speed rail.

The only way Amtrak is going to survive is to grow, and the best growth potential is in the national system, not short, expensive state corridors. Amtrak has the opportunity; it needs to make the best of what it has been handed.

Still unanswered are the big questions: What new routes? What about revenue expansion? What about filling up the existing trains? (Amtrak’s system wide load factor for FY 2009 was only 49.3%; abysmal by any measure.) What is Amtrak doing to contain costs? What about the existing equipment sitting in the weeds on the wreck line; when will it be fixed and put back out on the road to earn revenue? When is Amtrak going to stop being America’s greatest kept secret?

5) This week’s special election in Massachusetts for the replacement of the late Senator Edward Kennedy morphed into a stunning finale. Republican Senator-Elect Scott Brown ended the Democrat’s lock on passing any legislation party leaders want in Washington.

Why is this important? Because Amtrak cannot expect an unfettered flow of funds with a more level playing field in Washington. Amtrak is going to have to go back to being able to prove its need, and prove its worth to convince not only all of the Democrats, but some of the Republicans, too, that federal monies spent on Amtrak are monies well spent.

6) The first This Week at Amtrak of the year earlier this month zeroed in on Amtrak’s failure to keep the Empire Builder running across the western northern tier of the country just south of the Canadian border through difficult weather conditions in January.

The response from TWA readers was overwhelming, and the interesting part was all of the excuses made on behalf of Amtrak from those in Amtrak’s Amen Corner.

One writer noted that VIA Rail Canada kept its trains moving because it had a different brand name of locomotive (never mind, that in most cases, Amtrak and VIA locomotives are nearly identical), perhaps inferring some locomotives are not supposed to operate in cold weather?

Another writer, noting he was writing as a political scientist, opined that perhaps Amtrak was misbehaving badly and not making plans for the future and itself because the poor dears were so beaten down by the Washington bureaucracy they just couldn’t summon up the courage for a good fight and ask for what they really needed. Maybe the reader wants to leave the light on at night, too, for Amtrak when its dark outside.

But, most writers seemed incredulous that over 125 years after passenger trains began operating in that part of the country in frigid weather conditions, and nearly 40 years after Amtrak began operations, it can’t figure out how to deal with cold weather.

Again, these are the same people who dream they will be entrusted with the new high-speed rail systems?

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; January 11, 2010

2010-01-10T17:18:00.001-08:00

This Week at Amtrak; January 11, 2010

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 7, Number 2

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

1) VIA Rail Canada is superb at doing it. The freight railroads do it like it’s an everyday occurrence. Amtrak, on the other hand, can never seem to get it right.

We’re referring, of course at this time of year, to operating trains in severe winter weather. While things have mostly been humming on the Northeast Corridor, it’s been a far different story out in flyover country where the Empire Builder operates between Chicago and Seattle, Washington/Portland, Oregon.

It’s been a while since Amtrak consistently got a train over the road anywhere near to keeping a schedule, and even running two trains in a row.

The problem has mostly been blamed on malfunctioning air systems from the locomotives. Without a working air system, there are no brakes on a train. (The air system we’re referring to has nothing to do with the hotel power from the locomotives to the rest of the train which provides heat for the train.)

Some Empire Builders have arrived nearly a day late, some not at all, some have only traveled a part of the route before being annulled. Word is, even Amtrak’s host railroad for the Empire Builder, the Burlington Northern Santa Fe Railroad, has banned the Builder from its infrastructure until Amtrak can prove it can get a train from Point A to Point B without having a locomotive failure and fouling the main line which has heavy freight traffic.

All of this begs the question, “why?” since Amtrak has had nearly 40 winters to figure things like this out.

Some folks have speculated it’s because Amtrak tries to have an all-weather locomotive fleet, which operates in desert heat in the Southwest as well as it does in blizzard conditions in North Dakota. As with anything else which tries to be all things to all people, the inevitable failure occurs.

Some folks have speculated Amtrak’s mechanical department just isn’t up to the job, and does what it can with the budget it has to work with each year.

Some folks have speculated Amtrak just doesn’t care; if it doesn’t have anything directly to do with the NEC, then it’s not important.

But, looking at VIA Rail Canada, which generally operates under some of the most severe winter weather conditions in the world, VIA rarely has Amtrak’s winter weather problems. And, VIA is a smaller company, has fewer resources, and often makes do with older equipment.

The freight railroads in the same severe winter weather always manager to get trains with dozens and dozens of heavily loaded freight cars down the track, also using air brake systems, and they don’t have these problems. BNSF, like Amtrak, operates from the extreme northern tier of the country to the extreme southern tier, and needs locomotives, too, which can work in extremes of heat and cold.

If VIA can do it, and BNSF can do it, and Union Pacific can do it, and CSX and Norfolk Southern and Kansas City Southern can all do it, along with Canadian National and Canadian Pacific, why can’t Amtrak?

As said in this space before, we know there are some dedicated transportation people at Amtrak who want the railroad to run right, no matter what the weather forecast. Why aren’t these people given the budget and resources they need to get the job done? Amtrak begs for money every year from Congress and the federal treasury, laying out priorities. Why isn’t locomotive reliability outside of the Northeast Corridor in the winter a priority?

These are the times which try mens’ souls, when the harsh realities of Mother Nature go up against the needs of mortal man. These are the times when the professional railroaders, who go to sleep thinking about railroading and then wake up the next morning thinking about the same thing, need the resources to do their jobs. If Amtrak wants to continue to promote itself as the custodian of the next generation of passenger trains and thinks it’s going to be the first choice as the operator of the new high speed rail systems, rational people making those decisions are going to wonder why Amtrak, which is operating conventional rail on a system which has been in place for over 150 years, can’t figure out how to make that system work. If Amtrak can’t get conventional rail right, how will it ever get high speed rail right?

2) Where are you on the Amtrak spectrum? Are you a True Believer, willing to accept anything Amtrak and the National Association of Railroad Passengers says, at face value? Are you always willing to give Amtrak more and more money, without accountability, just because it’s Amtrak?

Are you more of a pragmatist, and believe in the business of passenger rail, knowing at one time it was a sane, profitable business, and there is no reason why in the future it can’t return to that status?

Are you convinced the days of passenger rail are gone, and everyone should enjoy driving their private vehicle down crowded highways or the only other option for public transportation is airplanes?

Which one are you? Do you fit into any of those categories, or, perhaps are you something of a blend of two or more of those categories?

How do you see the future of passenger rail? Are we on the cusp of renaissance, or near the end of the line? Is that light at the end of the tunnel an oncoming passenger train you welcome, or the halogen headlights of an overpriced SUV getting five gallons of gas to the mile of transportation?

It’s time to start choosing sides. More and more passenger rail publications are openly questioning the actions/lack of actions of Amtrak. Columnists who were once reliable Amtrak Apologists are now apologizing to their readers for taking so long to see the truth about Amtrak, and its lack of motivation.

So, are you going to sit on the sidelines and kibbitz about what the final colors of pre-merger Seaboard Air Line Railroad passenger locomotives were, or are you going to figure out how to take some action and demand better passenger rail transportation in this country, whether or not it’s from Amtrak?

Politics in Washington are in a turmoil, and there is likely to be a huge sea change in Congress at the end of this year. No matter who is charge in Washington, it’s time to express your displeasure with how things are with passenger rail, and demand better oversight, and, most importantly, demand someone, somewhere, develop a coherent national surface transportation plan.

As long as everyone just sits around and waits for something to happen, nothing is likely to happen. Amtrak seems content to consume its annual free federal and state monies without any demonstration of progress to create more or better passenger trains. Amtrak needs some major prodding, and it needs prodding from someone who can force change and inspire vision at Amtrak.

What are you going to do about it?

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This week at Amtrak; January 5, 2010

2010-01-05T16:26:00.000-08:00

This Week at Amtrak; January 5, 2010

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 7, Number 1

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

1) Welcome to the seventh year of This Week at Amtrak, where there is always the hope, dream, and desire Amtrak will become a responsible part of our nation’s domestic transportation network.

Hope always springs eternal. Reality always disappoints.

Where are we this January that we weren’t last January?

We still do not have a permanent president of Amtrak (see the next item below).

We still do not have an expected passenger equipment order which will expand the fleet.

We still do not have a funded marketing plan which will increase ridership nationwide.

We still do not have every train in the system operating on a daily schedule.

We still do not have anything but a bare, inadequate, skeletal national system.

We still do not have anyone publicly leading the company with a future vision or growth plan.

We do have a plan to take the Sunset Limited west of New Orleans to a daily operation, but we don’t have a plan to restore the illegally stopped service east of New Orleans.

We do have some executives at Amtrak who are anxious to make the company perform better and provide better service, but they are hamstrung by the cadre of executives who seem to be there mostly for the retirement package.

We do have a desire on the part of many Americans of all ages to ride trains, but there are not many trains to ride.

We do have other competent passenger train operators in this country waiting for the opportunity to move beyond providing commuter services to real intercity services.

We do now exist in the era of anticipating coming high speed rail, but it’s going to be a long, long process getting there.

We do have visionaries like former Federal Railroad Administration Administrator Gil Carmichael who have developed realistic plans for the future, but often these learned and inspiring voices seem to be talking in the wilderness more than to receptive audiences in Washington, no matter how long and hard they talk and make a great deal of sense.

We do have people like Andrew Selden of Minneapolis, Minnesota who not only understand the business of passenger railroading, but are willing to create a vision and plan for the future.

Where are we in January 2010 versus January 2009? Another year has gone by without much major happening in the world of Amtrak.

Keep in mind, that has occurred intentionally on the part of Amtrak; it has had a plethora of opportunities, and it has chosen to focus on planning for the expected panacea of high speed rail and ignore its core business of 79 M.P.H. conventional trains. Maybe that’s why so many foreign passenger rail operators, from across both the Atlantic and Pacific Oceans have expressed an interest in developing high speed rail in the United States. These astute businessmen have looked at Amtrak and found it wanting in so many ways; they must figure competing for Amtrak for a chunk of business is like shooting fish in a barrel.

2) There is always someone in a company who has the zest and drive to make things happen. Eh, not so much at Amtrak.

The Amtrak Board of Directors, which will never be mistaken for a body which takes bold action, has extended indefinitely the tenure of interim President and Chief Executive Officer Joseph Boardman.

The Amtrak board currently consists of five voting members, one being Mr. Boardman. There are four vacant seats on the board, two of which have nominees awaiting Senate confirmation. Two seats have no announced appointees; apparently the White House and various and sundry Members of Congress haven’t agreed upon who gets those seats (If anybody asks, we can recommend a cadre of highly competent potential board members, none of which have the type of conflicts the two current nominees have, and each would be a stellar addition to the board.).

So, in a fit of bold caution, the Amtrak board extended Mr. Boardman’s contract and made a statement saying a permanent president of Amtrak would not be announced until the board is more fully populated.

Hmmmm, let’s see. When was the last time the Amtrak Board of Directors was fully populated?

Seriously, anybody know?

You have to go all the way back to the end of the Clinton Administration to find a legal quorum of board members.

In the interim during the Bush years, stars like former board chairman David Laney and some others held things together and worked through a number of problems while the White House dithered and the Senate obfuscated about appointing qualified board members.

So, Mr. Boardman gets to keep his job a while longer.

Okay, let’s get to the bottom line. There is certainly a rational argument to be made about a board of directors hiring a chief executive, and then new members of the board arrive and find the chief executive not to their liking. We’ve already seen that scenario play out with the unlamented departure of former Amtrak President and CEO Alex Kummant. Even though Mr. Kummant departed over disagreements about a number of issues, it was never an ideal situation to have a CEO hired by a departed board expected to meet the needs of a new board.

The big complaint really centers around the White House. Guys, it’s been a full year, now. That is more than enough time to find and screen political appointees to the Amtrak board. There are a number of qualified people just waiting in the wings, hoping for a chance to lead Amtrak into a better era and a more prosperous time. But, the Amtrak board, always a bottom of the barrel issue for any White House administration, remains a sideshow, and – highly regrettably – business as usual reigns.

In the interim, how about some leadership from the United States Department of Transportation and/or the Federal Railroad Administration? How about setting some goals for Amtrak and creating a true surface transportation policy?

How about SOMEONE doing SOMETHING? Doing ANYTHING? Dan Pardue of Raleigh, North Carolina, when trying to do problem solving with non-cooperative equipment or non-cooperative clients, always says “Do something, even if it’s wrong. At least some action is being taken, and perhaps the right answer will come along by starting some sort of process.”

Amtrak, here at This Week at Amtrak we will gladly provide you with Mr. Pardue’s telephone number so you can call him for some tutoring. Please, start some sort of process to start doing something – anything, please.

In 2009, a year which will go down in the annuals of history as a truly misbegotten year, Amtrak received record amounts of free federal monies. Stimulus money flowed, and regular budget money flowed.

While Amtrak did start whittling away at a backlog of projects which are nice to have completed, most of those projects (with the stark exception of rolling stock rehabs) will not generate any additional revenues for Amtrak. Most of the projects are just things which needed to be done, and had been neglected; some for decades.

Again, Amtrak has an unprecedented opportunity for change and upgrading itself as a company and our nation’s domestic passenger railroad.

But, Amtrak seems to be doing a bang up job of wasting that opportunity, instead of taking advantage of so much manna from the federal treasury.

We give Mr. Boardman credit for stabilizing some things, and he gets a huge “attaboy” for leading the company to accepting Brian Rosenwald’s excellent work of starting the process of converting the Sunset Limited west of New Orleans into a daily – yet, still a bit flawed – operation. We’re waiting for some leadership on what will happen east of New Orleans, and we keep hearing whispers the Cardinal, perhaps one of Amtrak’s most scenic routes, will be lifted from the doldrums and waste of a tri-weekly operation.

But, Mr. Boardman, in his interim post, is still head of the company, and he still sets the daily tone and pace of the company. We do expect some sort of future vision, even if it’s just a building block to be used by a permanent CEO. We do expect some sort of growth plan, and we do expect an equipment order beyond the rather paltry announcements which have been made for replacement equipment, only.

In short, even if it’s interim leadership, we do expect leadership.

Amtrak is an ongoing enterprise, with a long-forgotten mandate and mission to provide the United States of America with a national passenger train service. Keeping Amtrak in a state of suspense because the White House and Members of Congress can’t decide on political appointees for the board of directors is not only wasteful, it’s sinister and displays an outright prejudice against all of us who understand and cherish passenger rail travel.

Mr. Boardman, please start the process. The Obama White House, please do your duty and populate the Amtrak Board of Directors. United States Senate, please fulfill your advise and consent duties as outlined in the constitution so the Amtrak board seats can be filled in an expeditious manner.

Somebody, somewhere, please, don’t leave us all hanging.

3) Amtrak ended 2009 battling the late fall/early winter Blizzard of 2009, with a pretty good record. Chicago got penalized by one of its host railroads dumping a freight train off the tracks, causing a huge traffic jam, and it took a while to get things back to normal. No penalty to Amtrak. On the Northeast Corridor, while the airlines just threw up their collective hands and said they weren’t flying in the bad weather (it’s kind of tough to blame them when the weather is that nasty), Amtrak did mostly fulfill its duty as the all-weather common carrier and kept a lot of trains running, as did its host railroads south of Washington, even though trains were woefully late. Too many trains were cancelled during the busy holiday period (it’s especially vexing Amtrak chose to cancel the Palmetto, even though the majority of its run was south of the destruction of the storm), but transportation still was available.

There were too many mechanical malfunction reports of Amfleet cars on the NEC with doors which were frozen open. Gosh, those cars have only been around for a bit more than three decades now, in the heat of summer and the cold of winter, one has to believe someone in that vast period of time could figure out how to overcome Budd’s design flaws of the vestibule doors freezing in the open position when the car is full of passengers traveling at 100 M.P.H. and the icy wind is tearing through the interior of the car and passengers.

Going further into winter, Amtrak has been battling more weather-related problems and the country has been battling record cold temperatures and storms. (It MUST be all of that global warming; what other explanation could there be for such a cold and cruel start of what most likely is going to be a long, cold, bitter winter?) Some trains are running more than a dozen hours late, other trains just seem to be disappearing off of the schedule, and are never being launched out of their terminals.

This is when Amtrak’s too thin fleet reserves come back to bite it. Inbound equipment that normally turns for the next day’s outbound train suddenly is stranded on a siding somewhere on the far side of nowhere, and there’s no spare equipment to put on the road. Passengers and crews are stranded; things spin more and more out of control, and eventually system gridlock occurs. Remember all of that old equipment that used to sit around, but is gone, now? Wouldn’t it be nice to have that for occasions just such as this winter?

Before the Age of Amtrak, the private passenger railroads always kept a slice of their old equipment fleets around for use in emergencies. It wasn’t pretty, and it wasn’t the most efficient stuff in the world, but it got passengers to a destination when nothing else could. Amtrak has scrapped or sold all of its old equipment; after all, since it gets lots of free federal monies from the government treasury it doesn’t have to worry about keeping passengers happy by providing them the transportation they paid for in advance. Amtrak can just annul as many trains as it wants, and say “so sorry, so sad” to its stranded passengers, and keep totaling up the tab to be paid for by Congress next budget year.

What a way to run a railroad.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; December 17, 2009

2009-12-17T17:54:00.001-08:00

This Week at Amtrak; December 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 52

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

1) Sometimes, the information sneaks in through the backdoor, which is fine, as long as it comes in.

Courtesy of the United States House of Representatives, Committee on Transportation and Infrastructure, we have learned of Amtrak’s plans for new equipment.

The United States House of Representatives, in a rush to spend more public money, has presented H.R. 2847, THE “JOBS FOR MAIN STREET ACT, 2010” which it considers to be a jobs creation bill. There is all types of transportation monies in the bill, including scads of money for Amtrak.

Before you jump to any conclusions, this is a bill which is in progress, not a completed bill approved by both the House and Senate and sent to the president for signing. This is only a bill in progress, working its way through the legislative system.

But, what this bill does is give us a good glimpse into Amtrak’s wish list for new equipment.

Here’s what the bill has to say, pertaining only to Amtrak.

[Begin quote]

AMTRAK: $800 MILLION

H.R. 2847, the Jobs for Main Street Act, 2010: Title I, Chapter 6 of H.R. 2847 provides $800 million to Amtrak for fleet modernization, including rehabilitation of existing equipment and acquisition of new equipment such as fuel-efficient locomotives. It also strengthens Amtrak’s Buy America requirement to encourage domestic manufacturing and rehabilitation of the equipment.

Amtrak’s equipment is aging; it is a major factor in delays. Some of Amtrak’s vehicles are more than 50 years old. The average life of a passenger rail car, depending on its usage, is 25 to 30 years. The lifespan of a locomotive is 20 to 25 years. Currently, Amtrak has 92 Heritage cars in service (which are 53 to 61 years old), 17 Metroliners (which are 42 years old), 412 Amfleet I cars (which are 32 to 35 years old), 122 Amfleet II cars (which are 28 to 29 years old), 249 Superliner I cars (which are 28 to 30 years old); 184 Superliner II cars (which are 13 to 15 years old), 97 Horizon cars (which are 19 to 20 years old), 50 Viewliners (which are 13 to 14 years old), 29 Talgo cars (which are 10 years old), 120 Acela cars (which are nine to 10 years old), and 41 Surfliners (which are seven to nine years old).

With respect to locomotives, Amtrak has 49 AEM-7 locomotives (which are 21 to 29 years old), 18 P32’s (which are 18 years old), 18 P32DM’s (which are 11 to 14 years old), 21 F59PHI’s (which are 11 years old), 15 HHP-8’s (which are eight to 10 years old), and 207 P42’s (which are eight to 13 years old).

Over the next five years and given adequate resources, Amtrak plans to purchase 396 new single-level vehicles for corridor service, which will replace about 95 percent of the Amfleet I vehicles; purchase 275 new single-level vehicles for long-haul service in an effort to remove all of the Heritage single-level cars and about 95 percent of the Amfleet II vehicles from service; purchase 160 new bi-level vehicles to replace 65 percent of the Superliner I cars; and purchase 100 new electric locomotives to replace the entire electric locomotive fleet. Amtrak also plans to acquire 54 new diesel locomotives, replacing 20 percent of its diesel fleet; and purchase five additional Acela trainsets and 41 new switch engines to replace the entire switcher fleet. Amtrak estimates that the effort requires capital funding of approximately $4.57 billion.

Recovery Act Implementation: The Recovery Act provided Amtrak with $1.3 billion for capital improvements. Of the $1.3 billion, Amtrak has awarded $623 million in contracts for 350 projects. This amount represents 48 percent of the total apportionment. Other major initiatives are planned, including infrastructure improvements (such as major bridges); and improvements to rights-of-way, facilities and other structures, information management systems, and communications and signal systems. Amtrak is also making capital improvements to stations and other facilities to meet requirements under the Americans with Disabilities Act; various safety and security improvements, including purchasing police equipment; and replacing concrete ties.

[End quote]

Okay, while your True Believer buddy to the left of you is jumping up and down for joy at the information above, you, being a regular reader of This Week at Amtrak, and, therefore, exercise more bold caution when it comes to announcements from Amtrak or about Amtrak, take a more critical view of what you have just read.

You realize everything above only talks about REPLACING aging equipment; none of the hyperbole above actually talks about fleet EXPANSION.

In other words, Amtrak, if it gets the big bucks, only plans to replace its fleet, not expand its fleet. Using Amtrak’s usual bureaucratic thinking nonsense about always wanting perfect government-think scenarios because they are neat and tidy and don’t require any real thought, probably considers all of that older-hopefully-replaced equipment as upcoming surplus, to be sent to the scrap yard.

Amtrak still hasn’t learned its lesson from its chilly cousin to the north, VIA Rail Canada, which has the majority of its fleet’s equipment older than what Amtrak is using, and they cheerfully slap a new coat of paint on it, take out some of the dents, upgrade the electronics, and keep it going down the road with great dispatch, mostly because when Budd built the stuff in the 1950s, they built is the same way other companies built Sherman tanks: virtually indestructible.

But, no, that won’t do for Amtrak. Amtrak wants all-new, instead of new augmenting older for a blended fleet with different purposes. Heaven forbid Amtrak maintenance would have to be as clever as VIA Rail Canada maintenance.

So, yes, it’s nice to know Amtrak does have some plan tucked away somewhere for the future. Unfortunately, that plan doesn’t call for any expansion, or any improvements. It only calls for replacements.

Amtrak hasn’t figured out that wars are not won by just replacing dead soldiers; wars are won by determined surges making use of a combination of existing and new soldiers.

2) Did you notice the ad in the November 2009 issue of Railway Age Magazine?

It has the unglamorous title of “Request For Proposals: 10-PCJPB-T-025 For a Rail System Operator.” Did that make you start tingling all over? No? Well, here’s why it should.

The ad was placed by Caltrain, which operates the former Southern Pacific Railroad commuter service in and out of San Francisco and down the San Francisco Peninsula. Caltrain operates 98 trains per day, San Francisco-San Jose-Gilroy, with a total of 33 stations (including endpoint terminals). Included in the system is the famed Silicon Valley. The system has 77 miles of track with a top speed of 79 M.P.H. Caltrain carries on average, 39,000 passengers a day on weekdays.

This is not an inconsequential system; there are 29 locomotives and 110 passenger cars.

Let’s look at Amtrak in California; Amtrak’s biggest state cash cow. Amtrak takes in State of California (Caltrans) revenues for operating costs for the Capitols, San Joaquins, Pacific Surfliners, and, now Southern California’s Metrolink, in addition to its current operations deal for Caltrain.

Amtrak has been operating Caltrain on behalf of the Peninsula Corridor Joint Powers Board (a longish and legally proper way of saying the old Southern Pacific San Francisco Peninsula commuter service) since 1992. Now, the contract is up, and Caltrain has advertised for a request for proposals.

Amtrak just lost the Virginia Railway Express on the Right Coast; what would happen if it lost Caltrain on the Left Coast?

With the addition of Southern California’s Metrolink, probably not much on the surface; the Amtrak bureaucracy in the West would just keep on marching.

Those with a sharp eye may notice Gilroy, California is on the Union Pacific main line which is traversed by Amtrak’s Coast Starlight. Gilroy slips right in the middle of the San Jose and Salinas station stops.

So, let’s speculate, just a bit, as an intellectual exercise.

Suppose Amtrak doesn’t keep the Caltrains contract; suppose some other service provider, such as Veolia Transportation, Herzog, or even the French company which is taking over VRE on the far side of the country successfully bid for and win the Caltrain contract.

And, then, suppose the Caltrain operator performs successfully, and pleases not only the folks at Caltrain, but also – more importantly – the folks at Caltrans, who are monthly writing big, big checks to Amtrak for operating the Pacific Surfliners, Capitols, and San Joaquins (Metrolink writes its own checks).

What if some renegade bureaucrat in Caltrans says, “well, Caltrain is doing so well, how can we expand that service?

“What would happen if, say, we took one or two of those Caltrain consists, and pushed them further south than Gilroy, perhaps all the way to Los Angeles?

“What would happen if Union Pacific Railroad liked the Caltrain operator better than Amtrak?

“What would happen, if say, well, gee, we just start turning over all of the Caltrans contracts to the Caltrain operator, instead of retaining Amtrak contract after contract?”

The answer is, Amtrak would suffer a horrible blow, and be crippled tremendously in the west. Amtrak would actually have real world competition. Amtrak would have to sing for its supper every night. Amtrak would really have to perform.

All of this, of course, comes under the heading “what if?”. But, it’s an intriguing “what if?”.

Amtrak for too long has taken most of its world for granted. It has even had the hubris of presuming it will be the preferred operator of the coming various high speed rail systems, even though it has not done well operating what it has today.

An article in today’s Daily Finance (www.dailyfinance.com) says Japan Central Railway has started putting together a proposal to be the sole builder and operator of America’s high speed rail system; everything from building track and infrastructure to building and operating trainsets. These are the same folks who operate the profitable bullet train franchise in Japan today.

The French and Germans want in on the USA action, too.

Amtrak may think it has the home field advantage, but it’s tough to see how, when there are much more successful worldwide competitors out there knocking on America’s door.

Veolia Transportation, which operates some sort of commuter rail or transit system in over 500 cities around the world (equivalent to Amtrak’s number of station stops in the national system) wants in on US high speed rail, too. They have the talent, and they have the financial clout to make it happen.

Will Amtrak understand in time what is swirling around it and potentially causing a lot of mayhem? Will Amtrak understand it has a long, long way to go to get its corporate house in order so it can fend off these much more successful international competitors? It’s going to take a lot more clout than Amtrak has today on Capitol Hill to keep things together. Amtrak needs to understand the world is not an exclusive Amworld.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; December 15, 2009

2009-12-15T15:41:00.000-08:00

This Week at Amtrak; December 15, 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 51

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

1) It’s that time, again. Amtrak has put out the Fall 2009/Winter 2010 national timetable, and these things just keep getting better with every edition. Amtrak’s timetables are one of the few bright spots in the company; each one becomes more user friendly than the previous edition, and the design – which was stagnant for years – shows some zip and imagination.

Notable are the number of paid advertisements by outside agencies and vendors. These people are obviously interested in the business which can be created by Amtrak’s passengers, and they are reaching them in the most expeditious manner, plus helping reduce the cost of producing the timetables.

Whoever is creating the timetables needs to keep doing whatever they are doing. It’s working, and working nicely.

2) It’s begun. Yesterday’s San Francisco Business Times reports the California High-Speed Rail Authority is submitting a business plan to state lawmakers increasing the price tag of the California bullet train between Los Angeles and San Francisco by $9 billion, from $33.6 billion last year to $42.6 billion now.

Ridership estimates have also fallen, from 51 million riders a year down to 41 million; the Authority says the lower ridership estimate is based on projected higher fares, from $68 to $104, now almost $105 instead.

The cost increases for construction are due to inflation, more right-of-way purchases, and additional track work required.

The Authority expects the intrastate project will be funded by $9 billion for 2008's Proposition 1A approved by California voters, local funding of $4 to $5 billion, private funding of $10 to $12 billion, and you and me as federal taxpayers will kick in $17 to $19 billion over the life of the construction project, which isn’t planned to be completed until 2020, 11 years from now.

3) This will give you an end-of-the year giggle. There is a mini-crisis brewing in Tallahassee, Florida’s capital. Senator Paula Dockery, who lost the battle to defeat SunRail this go round earlier this month is never saying “die.” Her new approach: Ask for all of the e-mails swapped between various government officials, departments heads, etc., relating to SunRail. Senator Dockery has particularly been gunning for the Secretary of the Department of Transportation.

Here’s the fun part: Florida has very strong sunshine laws governing all public communications, including intra-governmental e-mails. It seems while the legislation was being formed, Florida’s Department of Transportation was in constant contact with CSX, the main beneficiary of the law; CSX is selling its right-of-way and infrastructure to the State of Florida to make SunRail in Central Florida possible.

Horrors! says Senator Dockery. Florida DOT, as it was crafting legislation, was in contact with CSX, the beneficiary of the legislation. Something crooked must be going on!

Most likely, it never occurred to Senator Dockery, in all of her vitriol and seeking revenge against CSX and Florida DOT, perhaps, since both parties are going to have to agree to this deal, if the parties communicate while the deal is going on, there will not be a prolonged period at the end for negotiations? Perhaps, if agreements are made incrementally, then upon final drafting of the deal, only signatures will be required instead of more and more negotiations?

That’s what a reasonable person would think.

The folks at Florida DOT didn’t help themselves, though, by creating what is now known as “Wafflegate.” It seems the DOT people MAY have wanted to avoid public records disclosure searches by labeling all of their e-mail pertaining to SunRail with the names of breakfast foods.

Yes, you read that correctly. E-mails traded between DOT officials had subject headers of “pancakes,” and “French toast.” When the initial public records search was made using key words such as “SunRail,” “CSX,” and “commuter rail” the search engines somehow completely ignored “pancakes” and “French toast.”

So, a tempest in a teapot has come to be. Somebody, drinking the breakfast tea, should have used better judgement in labeling e-mails. A very good commuter rail project is now mired in election year political backbiting and witch hunts because somebody was just being foolish.

3) Does everyone understand the concept of an unfunded mandate? This is what Congress and the federal government frequently do; laws are created everyone must follow, but no money is provided often for the billions of dollars it will cost for private industry or individuals to follow the new law’s mandate.

Positive Train Control, as mandated for 30 of our nation’s railroads in the Amtrak reauthorization signed last year by President George W. Bush is an unfunded mandate, which the railroad industry estimates will cost $10 billion to comply, says ProgressiveRailraoding.com. The railroads (including Amtrak) will be required to install the monitor-and-control system. Industry benefits on the $10 billion investment are expected to be about $600 million, far, far short of the cost of installation.

As a result of this, some railroads are looking at their track networks and trying to figure out how much of the networks have to have PTC by the mandated start date. Some railroads, such as CSX, are looking at lightly used main lines, like the Sunset route east of New Orleans into Florida, and making decisions not to upgrade that track, electing instead to move freight trains over a nearly parallel route further to the north, and dropping back into Florida for the gateway at Jacksonville to all of Florida’s peninsula.

Other Class I railroads are correctly doing the same. With a mandated investment in the billions, and return on investment in the low millions, railroads have to take a rational approach to PTC. No track is being torn up, but routes are being downgraded until the long term business climate looks more favorable.

This puts Amtrak in a bit of a difficult position. Any route expansions or restorations have to take into account for the first time whether or not PTC infrastructure is in place. If not, the cost of the expansion includes the addition of Positive Train Control on the new track.

Some TWA readers have wondered what all of this is going to do to Amtrak as it shakily stands today.

Most likely, the host freight railroads are going to look to Amtrak as much as possible to bear the cost of PTC on their lines, especially on routes which are lightly used for freight movements, but constantly used by Amtrak. Parts of the Southwest Chief route on the Burlington Northern Santa Fe Railway qualify under this condition.

The freight railroads will look at Amtrak like one of their investment bankers; Amtrak has less controversial access to cash from the federal and state governments than the private railroads. Don’t be surprised sometime in 2010 or soon after for Amtrak to make a large grant request to Congress, perhaps in the hundreds of millions of dollars, solely for the purpose of PTC upgrades along established routes.

This only makes sense; it was Congress, in its rush to prove its chops after the many fatalities of the Metrolink crash in Southern California earlier in 2008, which said any line carrying passenger trains and certain hazardous freight loads must be PTC equipped if used in regular, scheduled service.

If Congress believes its own publicity and believes it acted correctly with the Amtrak reauthorization in 2008 which included PTC mandates, then it should have little, if any, problems coming up with the big bucks it’s going to take to fund Positive Train Control.

Since Congress mandates host railroads MUST handle Amtrak trains, and Congress mandates host railroads MUST offer the safety of PTC, the Congress MUST pay for all of this. It’s one thing to make railroads host passenger trains, it’s entirely another to penalize them with additional expense to create a multi-billion dollar mandate nearly 40 years after Amtrak was created.

4) Here is the latest from Ken Orski at Innovation NewsBriefs. This is Volume 20, Number 24; for further information, consult www.innobriefs.com.

[Begin quote]

December 12, 2009

Using the Jobs Stimulus to Reform the Transportation Program

Writing recently in the National Journal's Transportation blog, we observed the new Obama-proposed job stimulus might dim the prospects for an early enactment of a long-term surface transportation authorization. "The jobs stimulus," we wrote, "or rather its infrastructure component, could be the death warrant for any foreseeable reform of the federal surface transportation program." ("What Have We Learned from the Recovery Act", December 9, 2009, http://transportation.nationaljournal.com)

The crowded senate calendar, we reasoned, means congressional action on the second stimulus proposal — or at least its $50-70 billion component dealing with new infrastructure spending — must wait until next year and may not reach the President’s desk until late Spring 2010. With the newly authorized infrastructure funds added to the still unspent $16 billion left over from the Recovery Act (ARRA), federal stimulus spending for transportation projects could stretch well beyond 2010.

Assuming the job stimulus becomes law, we asked, does any one think Congress would still have any appetite to enact a $500 billion multi-year authorization in 2010, on the eve of a congressional midterm election? Most likely, we concluded, a multi-year authorization would be delayed until 2011and some pessimists think that with a new Congress and an increased emphasis on deficit reduction, an even further slippage could occur. "Is the tradeoff worth it? You decide" we wrote.

Well, the response is in and it largely supports our point of view. It came in the form of responses from fellow bloggers and in a December 9 Newsweek column by David A. Graham, entitled "Putting the Cart Before the Horse: Could a transportation-based jobs stimulus stymie infrastructure reform?" Wrote Graham: "The stimulus bill would spend tens of billions of dollars in infrastructure but do little to remake a flawed financing and planning system. That’s a missed opportunity, according to some observers, who are concerned a stimulus, while better than nothing, would fall short of its potential by ignoring the issues the surface transport bill aims to address." The column goes on in a later paragraph to say: "The worry is that by pumping large sums into infrastructure this spring, Congress might kill any appetite for a meaningful overhaul of surface transportation funding any time soon." It quotes my fellow National Journal Transportation blogger James Corless, director of the liberal Transportation for America coalition as "very concerned." "We worry greatly," the column quotes Corless, "that putting tens of billions of dollars into these existing stovepipes is not going to have the intended outcome," i.e. a true reform of the surface transportation program.

Meanwhile, the objectives of the proposed second stimulus are becoming more elastic as we speak. At a December 10 Brookings Institution forum on Infrastructure, U.S. DOT Secretary Ray LaHood said he sees no reason why some of the infrastructure funds in the stimulus program should not be allowed to be diverted to fund the operating expenses of transit systems which have been hard hit by the economic recession. It's difficult to see how such a move would help to promote job growth, but then the entire rationale and objectives of the second infrastructure stimulus have been poorly articulated and, not surprisingly, are coming under increased scrutiny.

Hopefully, by the time Congress is ready to act — most likely, only after the President’s State of the Union address in January — the hemorrhaging of jobs will stop and Congress will be able to shift its focus, as several of my fellow bloggers suggested, from "ready-to-go" maintenance projects (which seem more effective at preserving existing jobs than at creating new jobs) to a longer lasting goal of investing in infrastructure projects that improve national connectivity, increase metropolitan accessibility and enhance economic growth. Such action would make it less urgent to enact a multi-year transportation bill, whose prospects of passage in 2010, we still believe, are anything but certain.

[End quote]

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; December 10, 2009

2009-12-10T18:15:00.001-08:00

This Week at Amtrak; December 10, 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 50

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

1) Just when we thought things were slowing down for the Christmas season ... word has come the Amtrak Board of Directors has authorized taking the current tri-weekly Sunset Limited and turning it into a daily operation.

The new version of the Sunset Limited – and, most likely, the Sunset Limited name will regrettably be retired, in a death before its time – will make the daily Texas Eagle a daily train all the way from its present daily endpoint in San Antonio, Texas to Los Angeles. For the first time in decades, the fabled Sunset Route of the former Southern Pacific Railroad and now Union Pacific Railroad will have daily service. The Texas Eagle will now be a Chicago-Los Angeles daily train. There is hopeful speculation the less than spectacular Texas Eagle name will be retired, too, and perhaps replaced with something more appropriate such as restoring the former Southern Pacific/Rock Island famed name, the Golden State. Other names, such as the lackluster California Eagle, have also been suggested.

Cities and towns with current tri-weekly service now having daily service from a full service train include

Del Rio, Texas

Sanderson, Texas

Alpine, Texas

El Paso, Texas

Deming, New Mexico

Lordsburg, New Mexico

Benson, Arizona

Tucson, Arizona

Maricopa, Arizona (Phoenix)

Yuma, Arizona

Palm Springs, California

Ontario, California

Pomona, California

and, into Los Angeles Union Station.

For the segment of the current Sunset Limited route between San Antonio and New Orleans, a new daily stub train will be established, with coach and a first class coach service, along with a food service car. The schedules of this yet-to-be-named train will coordinate with the new version of the Sunset at San Antonio.

When this plan first surfaced earlier this year at the Railroad Passenger Association of California meeting in Los Angeles, many had hoped through car service from Los Angeles to at least New Orleans would remain. Alas, in this version, that is not to be; passengers traveling from points west of San Antonio will have to change trains for cities, towns, and hamlets east of San Antonio.

Many are hoping that will change; there are other points in the Amtrak system where that type of operation takes place, notably on the Lake Shore Limited and Empire Builder.

As an interesting note, Alpine, Texas, most known for its wide open spaces and almost total lack of denizens, will now have daily train service with sleeping cars, and a full service diner, but Houston, Texas, one of the largest cities in America, will have daily service with only coaches, a first class coach service, and some sort of diner/lounge food service. Somewhere, somebody at Amtrak thinks that’s a peachy idea.

Stations east of San Antonio which will now have daily coach service on the new stub train include

Houston, Texas

Beaumont, Texas

Lake Charles, Louisiana

Lafayette, Louisiana

New Iberia, Louisiana

Schriever, Louisiana

and, New Orleans Union Passenger Terminal.

There is no information as to when this service will commence, and on what schedules the two trains will operate.

2) What of service on the Sunset Limited route east of New Orleans?

Don’t hold your breath. Amtrak’s Gulf Coast report which it published late this summer made pretty plain hash of what the company wants before it will consider restoring this much-missed and much-needed service.

We will give the Amtrak Board of Directors some credit for embracing Brian Rosenwald’s plans for the Sunset Limited west of New Orleans, but the board will receive a collective lump of coal in its Christmas stocking for doing nothing to restore the immorally-stopped service east of New Orleans.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; December 8, 2009

2009-12-08T16:44:00.001-08:00

This Week at Amtrak; December 8, 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 49

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

1) Finally, at last, after waiting oh, so very long (Too long, in fact.), SunRail, the 61 mile long commuter rail system in Central Florida serving the Metropolitan Orlando area is about to be a reality.

Just hours ago, the Florida Senate, meeting in a special session, passed HR 1, a bill to create SunRail and to also permanently fund South Florida’s Tri-Rail system.

Life is good.

SunRail had failed twice before in the Florida Senate, two years in a row in the legislature’s regular annual sessions. The Florida House each time overwhelmingly passed the proposal, but a spiteful state Senator from the small city of Lakeland, Senator Paula Dockery, did her best to kill SunRail because she was mad her husband’s original, too-expensive, ill-advised bullet train scheme was made to go away by former Governor Jeb Bush almost a decade ago.

In a rare change of places in politics, the Republicans were pushing for SunRail, and the Democrats were mostly against it. Senator Dockery, who is now running for governor in next year’s state elections, is also a Republican.

Overall, SunRail had bipartisan support on many fronts, but the trial lawyers were originally against it because the original bill protected CSX, which is selling the track and infrastructure to the State of Florida for hundreds of millions of dollars wanted reasonable risk protection for any freight trains it would continue to run in off-hours when SunRail wasn’t running between Deland, a far northern suburb of Orlando in Volusia County (near Daytona Beach), through the heart of downtown Orlando via Sanford (home of Auto Train’s southern terminus), Casselberry, Longwood, and Winter Park all the way down to Poinciana, to the southwest of Orlando, near the theme park area of Orlando (Walt Disney World, SeaWorld, Universal Studios).

There was a fuss by the unions, who claimed the Republican-ruled State of Florida government was union-busting. At the last moment, they came to an agreement through some sort of backroom deal, and the unions relented and allowed the Democrats to vote for SunRail.

But, mostly, for the first two years, SunRail failed because of one Senator, Paula Dockery. She used every piece of disinformation and distortion she could find to kill SunRail out of spite, and she cut deals with as many other senators as she could on unrelated topics to buy their votes in her favor. It took the untimely death of a longtime Senator from here in Jacksonville, who supported the concept of SunRail, but voted against it due to a deal cut with Senator Dockery, for the bill to finally pass. The dearly departed Senator’s elected replacement was one of the chief paid lobbyists for SunRail the previous year, so his vote was an automatic “yes.”

In the end, it all came down to politics and perception. SunRail was touted as a job creator (no doubt about that), and it was touted as a budget buster, taking money out of the mouths of babes and education opportunities away from school children, not to mention all of the alleged hospitals and clinics which wouldn’t be built because of the cost of SunRail.

It was only when the Republican majority in the Florida Senate realized it wouldn’t be prudent to go against the Republican President of the Senate and the Republican Governor that some sense came into focus.

In the mean time, United States Department of Transportation Secretary Ray LaHood came to Florida earlier this year and made it very, very clear if SunRail was not approved, and a funding source found for Tri-Rail, then Florida would be completely out of the running for any federal stimulus funds to build the proposed high speed rail routes in Florida. Added to Secretary LaHood’s admonishment were similar dire warnings from Republican Senator George LeMieux and Democratic Senator Bill Nelson (of NASA and space travel fame), as well as a varied assortment of Members of Congress.

So, no matter how good the plan, how good the plan is for the citizens of Florida and Central Florida’s tens of millions of annual visitors from around the world, it all came down to a few votes and a lot of political pressure.

Is that any way to run a railroad?

2) Here is who will benefit from the SunRail/Tri-Rail bill:

– The majority of SunRail will run fairly parallel to Interstate 4, the main highway through the very middle of downtown Orlando. Interstate 4 is best described as a slow moving parking lot any time between 7:00 A.M. and about 8:00 P.M., and if there is a wreck, well, don’t plan on being home for dinner on time.

As with all commuter rail systems, the sudden appearance of commuter trains will do nothing to alleviate traffic congestion; you couldn’t run enough trains with a two minute headway on a triple track mainline to take care of Central Florida’s driving problems. The benefit of SunRail is it will provide a reasonably priced, reasonable time alternative to driving on Interstate and surface roads, so almost every commuter in and out of downtown Orlando or commuters traveling from one side of Metropolitan Orlando to another will have the opportunity to take the train and possibly benefit.

– The Orange Blossom Expressway, a second proposed commuter rail system in Central Florida will also benefit. This much smaller system will connect in downtown Orlando with SunRail, coming from far suburban counties to the north of Orlando. This system will travel over rails currently owned by a short line railroad. The start of SunRail could prompt this feeder system to get off the ground faster.

– Everyone in the engineering and related fields, plus many in the construction industry will benefit, almost immediately.

SunRail is probably one of the projects which is actually “shovel ready” and will have a relatively short construction window before beginning service. The current CSX infrastructure is excellent, and it won’t take much to upgrade what is already there to make it commuter-system ready. There will be some double tracking required, and the construction of local stations will take place, but none of those are years-long projects, especially with the year-round, construction friendly warm climate of Central Florida.

– CSX will hugely benefit; it’s selling 61 miles worth of infrastructure it currently pays taxes on to the State of Florida for over $400 million, and it still gets to run as many freight trains as it wants over the tracks in off hours for – are you ready for this? – $1.00 a year (Yes, one dollar.).

Additionally, CSX gets more tens of millions of dollars to upgrade the former Seaboard Air Line Railroad main line through Ocala to divert trains from the former Atlantic Coast Line Railroad main line through Orlando it is selling to the State of Florida for SunRail. The money for diverting the traffic will go to more infrastructure improvements on the old SAL line such as grade crossings, more sidings, better signaling, and the construction of several highway and road overpasses in congested areas.

CSX will also build a brand new Intermodal facility southwest of Orlando in Polk County, abandoning its older, smaller, more expensive to operate facility in Orlando that is currently on the SunRail route. The upgraded CSX/SAL line via Ocala will handle the diverted traffic from Orlando and the old Intermodal facility and take it all to the new facility.

– Palm Beach, Broward, and Miami-Dade Counties, the host counties of Tri-Rail, will all benefit from this legislation. In lieu of the desired $2.00 per day surcharge (A nice synonym for “tax.”) on rental cars in each of the three counties, excess state transportation funds will be used for Tri-Rail. Each of the three counties will still contribute to Tri-Rail finances on an annual basis, but the three counties will not be solely responsible for funding the commuter rail system.

This will also most likely clear the way for a huge expansion of Tri-Rail into a “Y” shaped system. The former inland SAL main line Tri-Rail now calls home parallels – in some cases just by a matter of city blocks – the current main line of the Florida East Coast Railroad, a private subsidiary of RailAmerica, based here in Jacksovnille. The FEC for years has been hoping for a similar deal CSX received over two decades ago to sell its track and infrastructure to an expanded Tri-Rail system, while retaining similar rights as CSX has to run over Tri-Rail in off hours.

As with CSX, the FEC would be relieved of the tax burden of ownership and the costs of maintenance and insurance on about 75 or so miles of very expensive, urban track and infrastructure if Tri-Rail buys its line from the north of West Palm Beach (Around Jupiter, Florida.), south all the way into downtown Miami.

Since Henry Flagler and the FEC in the late 19^th and early 20^th Centuries were the original builders of all of the East Coast of Florida south of St. Augustine for all practical purposes, the FEC line has a superior route through the middle of downtowns and urban areas than the old SAL line which was not completed into South Florida until the Florida Land Boom in the 1920s. The FEC had all of the downtowns and track which hugged the South Florida beaches, and the Seaboard was forced to build further to the west in the suburbs and swamplands on the edge of the Florida Everglades south of West Palm Beach where the line swung east from its route through Winter Haven, Sebring, and skirting Lake Okeechobee.

Tri-Rail plans to keep its current system, and add trackage to the north and south of West Palm Beach on the FEC (The same trackage which is part of Amtrak’s high speed rail proposal for Florida vying for part of the $8 billion in stimulus money to be awarded later this Winter.).

– Every other proposed commuter rail system in the country will benefit from the passage of the SunRail bill because from the beginning, the bill has been a model of rational, reasonable planning, with no pie-in-the-sky ridership figures, too conservative costs, or too extravagant revenue figures. SunRail was conceived and planned using real world numbers and real world expectations. Like the Northstar system in Minneapolis, and the Trinity system in the Dallas/Fort Worth area, SunRail most likely will exceed expectations on opening day.

The deal struck with CSX, similar to the deal the Commonwealth of Massachusetts struck with CSX to expand its state commuter system outside of Boston, most likely will become a model for all future deals with CSX, which is good. CSX will receive huge benefits from the deal, which is to be expected as CSX acts on behalf of its shareholders. While CSX will benefit, the public will also benefit in any number of ways, not the least of which is access to private railroad infrastructure CSX has no duty to share with anyone else it doesn’t choose to do business with on any particular day. But, both the SunRail and Massachusetts projects demonstrate how everyone can win, and life goes on with everyone benefitting.

– Amtrak will greatly benefit from SunRail; it will have the benefit of the upgraded infrastructure necessary for SunRail, plus the upgraded shared station facilities, and more friendly dispatching since there will be very little freight train activity south of Jacksonville (Where ALL freight trains came into Florida to be funneled south into Florida’s peninsula) on the former ACL line/now SunRail line for 61 miles in Central Florida. For about 210 miles from Jacksonville to the Auburndale cutoff where Amtrak trains turn from the former ACL line onto the former SAL line for the run into Miami, Amtrak trains should have a mostly clear shot of clean dispatching with very little freight train interference. This could lead to a shortening of Florida schedules since the northbound Silver Meteor and Silver usually arrive into Jacksonville ahead of schedule.

Another benefit to Amtrak will be a heightened awareness of passenger rail travel by the commuters on SunRail; passenger-train-aware people are more likely to be receptive to long distance train travel. Hopefully, Amtrak will make the most of this by heavily promoting Amtrak trains at commuter stations.

– U.S. Railcar, which is now the proud owner of the former Colorado Railcar designs for both single and bi-level commuter trains should benefit greatly from today’s vote. The original plan, when Colorado Railcar was still a viable company, called for that company’s DMUs to provide all of the motive power and consists for SunRail, and it’s highly likely any expansion of Tri-Rail in South Florida will also use these same DMUs which have undergone field tests on Tri-Rail in the past few years. Perhaps this will help U.S. Railcar with its request for a federal grant to construct a factory in Ohio to build these self-propelled railcars.

– Transportation planners in Jacksonville to the northeast of Central Florida, and in the Tampa Bay area to the southwest of Central Florida have won a major victory. In addition to the creation of SunRail and the funding of Tri-Rail, the enabling legislation also creates two new state programs to deal with all present and future commuter rail systems in Florida. As far as state government is concerned, commuter rail in Florida “has arrived.”

– Real estate developers and entrepreneurs will benefit greatly. Even though Central Florida is very densely built-out and populated, look to new mixed use housing and retail and office developments to spring up within walking distance (Even in the Florida heat and rain in the Summer.) of the new SunRail stations.

3) Here is who will not benefit from the SunRail/Tri-Rail bill:

– Anyone who intentionally buys or builds a home near an existing railroad track which has been in place since the late 19^th Century. The NIMBYs lost; the train tracks which were built to handle traffic will continue to do so, and those opposed to trains will have to find a life elsewhere.

– The anti-rail talking heads who make careers out of making arguments which are usually a couple of French fries short of a Happy Meal against commuter rail and any other type of rail. Often, what’s old is new, and commuter rail is making a comeback in this country and will have a happy life alongside the automobile and sport utility vehicles of the world. While the return on investment in SunRail and Tri-Rail may not happen in exactly the same way or following the same formula which works for building more and more roads and highways, the ROI on commuter rail has a proven record of success beyond the tired “green” and “sustainability” arguments which are – by themselves – no complete arguments at all for huge projects such as commuter rail.

– Asphalt and concrete manufacturers. Instead of laying literally miles and miles of asphalt and concrete on new roads, these folks will have to settle for acres of new asphalt and concrete on new commuter rail station parking lots and access roads.

4) As a final note, we should examine Amtrak’s role in all of this. Some had suggested in order to go around various liability questions with CSX and other issues before this bill was passed Amtrak should simply be the operator or SunRail, and many of those issues would go away.

Amtrak is consistently the most expensive commuter system operator in the country, with a less than stellar record (See the immediate previous issue of TWA to this issue and the discussion of Amtrak’s failures in California operating the Pacific Surfliner service on behalf of California.).

Here is something to think about: If Amtrak were no longer America’s best kept secret, and the company promoted itself like any other American company, more Americans would know of and understand passenger rail.

Reading the online news articles about SunRail and the accompanying idiotic, knee-jerk reactions to SunRail by uninformed readers was a tragic exercise. It appears a certain element of our society absolutely hates anything to do with passenger rail, and think it should be consigned to museums and Third World countries. These people have no idea, nor rational concept of the many economic and social benefits of passenger rail. Many of these people would rather give up their firstborn child than their automobiles.

There is nothing wrong with choice, just as there is nothing wrong with someone choosing to only travel in their personal vehicle. That’s the kind of choice we take for granted in this country, and we cherish to right to make that choice.

But, while keeping that same right to choose, we should not be taking away the rights of others who choose to travel by a means other than a personal vehicle.

Amtrak carries two tenths of one percent of America’s travelers, which is hardly a blip on anyone’s screen. Amtrak is – and remains – statistically irrelevant to American transportation.

If Amtrak chose to be a healthy, relevant passenger carrier, then many of the arguments made against SunRail out of ignorance simply would not have added anything beyond puffs of hot air to the discussion. That was not the case, however; SunRail failed twice because no one knew how to make a rational argument for passenger rail against a determined foe, because no one knows about passenger rail.

That is something Amtrak can do something about; it can stop being statistically irrelevant, and create a vision for the future which includes conventional passenger rail as part of our domestic transportation network. Until that happens, more prospective commuter rail systems are going to be delayed or shot down in flames because no one can talk intelligently about the sins and virtues of passenger rail in America.

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; December 7, 2009

2009-12-06T17:21:00.001-08:00

This Week at Amtrak; December 7, 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 48

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

1) Paul Dyson, the Never Say Die President of the Rail Passenger Association of California and Nevada sent yet another love letter to Amtrak Interim President and CEO Joseph Boardman.

[Begin quote]

5^th December, 2009

Mr. Joseph H. Boardman

President and Chief Executive Officer

NATIONAL RAILROAD PASSENGER CORPORATION

60 Massachusetts Avenue NE

Washington DC 20002

Via Fax to 202 XXX-XXXX (1 pages total)

MORE UNACCEPTABLE SERVICE FAILURES ON PACIFIC SURFLINER

Dear Mr. Boardman:

Once again I must write to you about the catastrophic service failures on the Pacific Surfliner service. As I write hundreds of passengers are stranded by the locomotive failure of train 769 at San Diego. As a result I have been told that 796 from Goleta will be covered by buses this evening even though it would be possible to deadhead a crew to cover the service.

This is a repeat of the disaster of the day before Thanksgiving when you should have had every available manager and every piece of rolling stock in service. Instead passengers waited for hours for trains that were as much as 6 hours late. There is no excuse for the lack of action by Amtrak. We demand that you:

– Make arrangements with the commuter operators Metrolink and Coaster to make standby trains available to you, with extra crews available to operate them.

– Hire in some of the hundreds of idle freight locomotives and put a freight and a passenger locomotive on every train until you have put your own equipment in a state of good repair.

– Negotiate a power pooling arrangement with the commuter operators. Many of their locomotives operate only about 30 hours per week.

We are tired of excuses and inaction. We will be asking for a congressional hearing and state hearings to find out why California is paying so much to Amtrak for corridor service and getting so little in return.

We look forward to your early response.

Yours faithfully,

ORIGINAL SIGNED

Paul J. Dyson

President

pdyson@railpac.org

818 XXX-XXXX

cc RailPAC Board , LOSSAN Board, Bill Bronte, Division of Rail

[End quote]

2) Mr. Dyson has perhaps directly targeted finding a solution to Amtrak’s ongoing misadventures. Even though Amtrak top executives directly appear before Congressional committees, they often leave with only a slap on the wrist and business as usual recommences.

Those with a good understanding of history recall this same type of mischief took place with VIA Rail Canada in the late 1980s. In a parliamentary form of government such as in Canada, it doesn’t take an “act of Congress” to get things done; it only takes a vote in the Prime Minister’s cabinet to institute often drastic actions. That happened with VIA when it was unresponsive to its owner’s (the federal government of Canada) wishes, and ended up with its budget slashed so mercilessly, over half of VIA’s long distance system simply disappeared.

No one wants to see Amtrak any smaller than it is today, but, at some point, Amtrak’s management must be made to understand they are not operating in a vacuum and they cannot operate on hubris alone in perpetuity.

3) Here is a letter which ended up in This Week at Amtrak’s mailbox this past week; it’s being circulated among over 30 state passenger rail associations. The natives are definitely restless, and the Army seems to be close to being in a state of agitated rebellion. Somebody better make sure the stockade doors at Amtrak are sturdy and can withstand assault.

[Begin quote]

A CALL FOR CHANGE AND NATIONAL VISION

An open letter to Amtrak

We in the rail-passenger advocacy community, along with friends and well-wishers outside the movement, are longtime supporters of expanded and improved rail passenger service in the U.S. As part of our support for passenger trains, we have supported Amtrak, standing by it and defending its funding in good times and bad.

Now the times have changed, and the temper of our advocacy must change with it. The Obama administration’s embrace of passenger rail, including its unprecedented commitment $8 billion in American Recovery and Reinvestment Act funds, has lifted the nearly four-decade threat against American passenger trains. The breathing space afforded by this sea-change in public policy allows advocates to switch from a posture of defense to a more sober and measured examination of the American passenger train.

We are deeply concerned by Amtrak's apparent unwillingness to embrace change, its reluctance to express a national vision and, most of all, its failure to develop a National Growth Plan with annual ridership targets, programmed frequency expansions, openings of new routes, and a major equipment-acquisition program designed both to support and stimulate ridership growth and route expansion.

Amtrak seems unaware that a transportation revolution is under way in America. The Obama Administration and progressive leaders are now offering Amtrak an opportunity for expansion and growth. Unfortunately, Amtrak continues to be plagued by the same drift, inertia and self-doubt of the past. Indeed, Amtrak president Joseph Boardman himself noted that “there are a whole host of people here who don't know whether to believe,” implying that people who cannot make the transition will have to leave the company.

President Boardman must now follow through on his observation.

Amtrak must realize that if it is to prosper, it must make itself relevant to America's transportation needs to the point of being indispensable. It must take a proactive role in the design of our national rail passenger system rather than merely executing plans developed and funded by others.

For the last 30 years Amtrak’s “business plan” has been: “If anybody wants us to run trains we’ll run them—just bring a check.” Outside of the Northeast Corridor, this message has been directed solely to state governments and has resulted in the addition of primarily intra-state trains. There has been no acknowledgment of any interstate route obligations beyond what Amtrak inherited from the private railroads. The company does not acknowledge any obligation to grow the interstate or overnight part of its business and has never designed a blueprint or sought funding for doing so.

For example, in years past Amtrak could have offered to share the costs of developing a showcase corridor, such as Chicago-St. Louis, to demonstrate to Congress and to other regions of the nation how a properly designed, funded and operated passenger-rail service could stimulate economic growth in the communities it served. It could have advocated the development of such a service between Chicago and Florida, or between booming city pairs in the underserved Sun Belt, such as Phoenix and Los Angeles, or Dallas and Houston. Such a success would have led to calls for more service elsewhere, ensuring a better future for Amtrak, while blunting calls for its demise.

But Amtrak never displayed the necessary initiative, and its absence did not go unnoticed by Amtrak’s adversaries as they subjected the company to one shutdown scenario after another.

It is time for Amtrak to be its own best advocate, as well as the advocate for the traveling public and for passenger trains themselves. It can only strike the public as odd that while the president, the congressional leadership, the advocacy community and dozens of state departments of transportation call for a passenger-rail buildup, Amtrak itself is silent.

A good first step for Amtrak to begin embracing the future would be through the placement of an equipment order large enough to allow system and frequency expansion. The company's current request for a 130-car order of new Viewliner II single-level cars and an option for 70 more cars, while praiseworthy, shows no vision for the future and ignores present and future capacity needs. This order will do little more than replace old, worn-out equipment. It will not allow for any meaningful expansion. To its credit, Amtrak recently proposed an additional 500- car order for new, standardized coaches, but these cars will only replace worn out Amfleet cars running primarily on the Northeast Corridor. It ignores the needs of the Superliner fleet and does nothing to address the need for new routes and additional frequencies on existing routes.

When the ARRA funds suddenly became available in 2009, Amtrak didn’t even have a wish list ready and is only now belatedly beginning to talk about a large-scale acquisition program. Amtrak needs to get started on that list now. But, it must do more than propose an order for cars or locomotives. Priority should also be given to route planning and expansion. It should develop a real vision for expansion of the current Amtrak system, laying the foundation for a truly national network. The “Grid and Gateway” proposal by the National Association of Railroad Passengers represents an excellent start.

Amtrak needs to evangelize governors, mayors, chambers of commerce, major colleges and universities and regional economic-development authorities about the good news robust train service can bring. It must champion trains nationally and regionally and lobby Congress for a national budget sufficient to support multi-state route expansions. It must court Congress, the Obama Administration, states, local leaders and others to promote its own survival and prosperity by developing plans for expansion that do not depend solely on the largesse of state legislatures. If Amtrak fails to do this, its relevance will continue to be a question in the minds of many.

Apologists may plead that Amtrak has had to fight just to stay alive and has no “juice” to support a culture of growth. But even in a hostile environment – which all private businesses and public-sector agencies encounter at one time or another – real leaders continue to prepare plans and wish lists, float trial balloons and put together pilot projects to demonstrate a concept and build public support for more ambitious programs.

We in the advocacy community have supported and defended Amtrak over the decades, but that support is conditional. If Amtrak wants our continued support, it will have to change, and soon. Amtrak must embrace the future, and if that means separating itself from those who feel comfortable only with the past, so be it. Nothing less will be acceptable. We are committed to the creation of a truly national rail passenger system by all possible means, whether it’s through Amtrak or some other approach.

The time to build a national passenger-rail system is now and Amtrak must become proactive and forward-thinking or risk its own demise.

[End quote]

Here is the only proper response to this letter: Amen.

At last word, less than a half dozen state passenger rail associations have summoned the collective intestinal fortitude to endorse this letter. Many seem content to continue to do nothing and metaphorically play the fiddle while Amtrak burns around them.

Now is not the time for cowardice; now is the time for action. If you are an active member of a state passenger rail association, demand your association not only endorse this letter, but begin to take action to force Amtrak to live up to its obligations to every American.

As long as Amtrak management thinks it can continue to feed at the public trough and not have to worry about support, then it will continue to operate as it does today with managers more worried about hanging on long enough to collect their pensions rather than creating and growing a national passenger rail system which is robust and viable.

Make it your personal New Year’s resolution to make Amtrak accountable to you and every other taxpayer in America. If we’re going to spend public money to keep Amtrak going, then we should be realizing a public benefit.

4) More from Ken Orski at Innovation NewsBriefs. This is Volume 20, Number 23; further information is available at www.innobriefs.com.

[Begin quote]

December 5, 2009

The Selling of Transportation Reform

A small but influential group of individuals gathered recently at the downtown Washington office of University of Virginia's Miller Center of Public Affairs at the invitation of its Director, former Virginia Gov. Gerald Baliles. The bipartisan group included two former U.S. Transportation Secretaries and some 30 key players and opinion leaders who constitute what could be loosely described as Washington's permanent transportation policy establishment.

The purpose of the meeting was to solicit advice on a set of recommendations stemming from the Miller Center's transportation conference (see, "Reconsidering the Current Paradigm: Notes from the Miller Center Transportation Conference," NewsBrief, September 17, 2009). While the discussion dealt with a number of discrete issues to be addressed in the report, the central challenge was posed succinctly by Gov. Baliles at the outset of the meeting. The transportation sector, he suggested, is being neglected despite the evidence of a mounting crisis – aging infrastructure, growing traffic congestion, strained freight and logistical facilities. Both the Congress and the Administration are extemporizing rather than taking bold steps to avert the looming crisis. Where is the outrage? Baliles asked. Why is there no popular outcry? And what can we do to overcome this inertia? How can we create a sense of urgency and develop a narrative that will reverberate with the public, capture the media's attention and goad Congress and the Administration into action? The Governor's conclusion: we must involve "the three Ps": the Public, the Press and the Politicians.

What follows is some reflections stimulated by the Miller Center discussion. Specifically, can we sell the notion that continued inaction on the transportation front is placing the nation at risk? Can we elevate the need for greater transportation investment and program reform to a higher priority on the nation's policy and legislative agenda? And how can we rally the public, the press and the politicians to support these goals?

The Public

Does the public perceive a genuine "transportation crisis?" Opinions differ. While catastrophic failures such as the bridge collapse in the Twin Cities are a powerful reminder of the need for constant vigilance, such dramatic failures are happily few and far between. The public does not necessarily share the transportation officials' sense of urgency or alarm about "crumbling infrastructure." The Minneapolis bridge collapse is a fading memory. And while the severity of metropolitan traffic congestion and its adverse impact on the economy and people's lives are readily acknowledged, the driving public has grown skeptical that more money or program reform will bring effective congestion relief. Perhaps they have come to accept the truth of the oft-repeated skeptical refrain that "you cannot build your way out of traffic congestion." What is more, traffic congestion leaves vast stretches of rural and small-town America unaffected and unconcerned. As one participant pointed out, the average nationwide commute time of 25.5 minutes has not increased for the past eight years according to Bureau of the Census data. Traffic congestion may be of great concern to many individual communities, but it is not necessarily perceived as a "crisis" deserving national attention.

Contrast this with the strong public support for climate change action. Until recently, at least, the need to curb greenhouse gas emissions received substantial public support. (This support has reportedly declined precipitously in the wake of "Climategate" – the recent disclosure of climate data manipulation at the U.K.'s Climate Research Unit.) The issue resonated strongly with the public because global warming was perceived as a potentially catastrophic threat to mankind ("planet in peril"). Traffic congestion and an occasional bridge collapse have not reached – and we doubt they will ever reach – the same level of concern and apprehension (or mass hysteria, depending on your point of view.)

We offer the above arguments not to refute the need for action, but to suggest that they provide a plausible explanation why there has been no public outcry about the stalled transportation authorization and no groundswell of public demand for a reform of the transportation program.

Supporting a Transportation Vision

If evoking an impending transportation crisis is not a convincing way to gain public support, could an appeal to the people's sense of vision be more effective? After all, America's transportation history has been marked by a series of ambitious transportation initiatives – Erie Canal and the transcontinental railroad in the 19th century, the Interstate Highway System, the urban rail transit networks and the air navigation system in the 20th century. Can't public support be rallied around a bold new transportation infrastructure agenda suitable for the 21st century? The positive reception given to President Obama's high speed rail initiative would suggest that a new transportation vision can still capture the public imagination. And if a giant new infrastructure program on the scale of the Interstate Highway Program no longer is financially feasible, could one not enlist public support for a more modest capital program that could still enhance the nation's infrastructure and contribute to economic growth? The answer, we believe, is a tentative "yes" – provided, as one participant noted, that the infrastructure plan is presented as a collection of tangible projects that could capture the public's imagination, rather than vague and poorly understood promises "to improve transportation performance."

The Press

The popular press and mass media can be captivated by and serve as an effective communicator of bold new transportation visions – especially ones with a high technological content. The daily press and television also can effectively dramatize and draw public attention to spectacular transportation failures such as a bridge collapse or traffic gridlock. But the media's attention span is short and its ability to stay on subject is limited by a constantly shifting news focus. Moreover, many of the issues central to transportation reform are considered as too arcane by newspaper editors and editorial writers to be of interest to the general public. Trade and "niche" publications do provide more depth but their outreach and influence are limited to the client groups they serve. In principle, the blogosphere could serve as a useful educational tool. However, constituency-driven blogs are often tendentious and advocacy-driven. To properly inform and educate public opinion requires a flow of accurate information, diverse views and impartial analysis. Most blogs do not meet this test. We are left with a conclusion that getting one's message across will require a sophisticated outreach strategy that includes ability to connect with opinion makers outside the traditional communication channels.

The Politicians

There are several explanations for the delayed plans to enact a transportation bill and more generally for transportation's relatively low standing on the list of Congressional and Administration priorities. The most obvious reason is the already crowded Obama policy agenda and the importance of the competing priorities of health care overhaul, the challenge of job creation, financial regulatory reform, and climate change.

Deficit Financing and Higher Taxes Are Off the Table

Contributing to the legislative inertia on the transportation front is the Administration's reluctance to use deficit financing or raising taxes to support expensive new government initiatives. Administration officials have signaled that the President's focus next year will bear heavily on bringing the deficit down. This mindset is matched on Capitol Hill. Lawmakers are conscious of the political and economic danger of increasing the national debt and reluctant in an election year to consider measures that would add to the soaring deficit. As one participant remarked, the political community refuses to buy into the crisis scenario or admit there is an infrastructure problem. Or else the problem is not viewed as serious enough to warrant additional deficit spending.

There is an equal reluctance to consider tax increases. Proposals to enhance the Highway Trust fund revenue by raising the gas tax – to the extent such proposals are still heard these days – are coming from interested stakeholder groups and lobbyists rather than from the grassroots. And those meet with a skeptical reception on Capitol Hill, a bare 12 months before mid-term congressional elections. One telling indication has been the unwillingness of the House Ways and Means Committee to consider a tax hike to fund Rep. Oberstar's proposed $500 billion surface transportation bill.

Suggestions as to other sources of funding – such as a National Infrastructure Bank or a federal capital budget, mileage (VMT) fees and financial transaction fees – have likewise met with deep congressional and White House skepticism.

Short-term vs. Long-term funding

To be sure, there exists a possibility of a short-term infusion of funds in the context of a new job creation initiative. Highway and transit interests have seized on the White House "jobs summit" on December 3 to push for an $84 billion package of "ready-to-go" projects, and the House is readying a jobs bill that would provide up to $70 billion for "shovel-ready" infrastructure projects and aid to small business. However, this places transportation advocates in a quandary. They need to be part of the current job creation dialogue in order to stake out a claim to any stimulus funds that might be forthcoming. However, any short-term infusion of funds will remove – or at least seriously reduce – congressional urgency to act upon the larger need for strategic investment in transportation infrastructure aiming to promote long-term economic growth. This dilemma was evident in President Obama's remarks at the jobs summit. What's good in the long term, Obama is reported to have said, may not necessarily work as an immediate short term jobs stimulus, currently the Administration's paramount objective. There are tensions in the process of allocating infrastructure spending, he said, between immediate "shovel-ready" projects as opposed to long-term visionary projects. He intimated that the short-term goal to spur job growth would take priority in choosing projects over the long term need for strategic infrastructure investment. But some observers have raised questions whether even immediate "ready-to-go" transportation projects, such as pavement re-surfacing and highway beautification, create new jobs or merely keep existing DOT and contractor road crews fully occupied.

The Clouded Future

Thus, the prospect for an early enactment of a reform-oriented multi-year surface transportation authorization remains murky. Rep. James Oberstar (D-MN), chairman of the House Transportation and Infrastructure Committee, has abandoned his quest to enact a six-year $500 billion bill by the end of the year in the face of continued Senate and House leadership opposition. Instead, he announced during a press conference on December 2, that he would agree to a six-month extension of the existing program, provided that there is an agreed upon time line for enacting a longer-term authorization. One possibility could be a staged process consisting of a two-year "front-loaded" transportation bill focused on job creation, followed by a longer-term bill containing broad policy reforms. However, at this point, the constantly shifting dynamics concerning the need for and type of a jobs stimulus makes any predictions about congressional action at the expiration of the current short-term extension on December 18 a mere speculation. Only one thing is certain: getting the lawmakers to enact an ambitious long-term surface transportation program in the tax- and deficit-averse political climate of an election year would be an uphill struggle.

[End quote]

5) And, on this final note, this missive arrived at This Week at Amtrak. Good thoughts for all to consider from Evan Stair of Passenger Rail Oklahoma.

[Begin quote]

I thought you might like to take a look at the new Amtrak 2009 national route map. Isn't it pretty? I especially like the photograph of the train crossing at the top. Look at the inclusion of all those magnificent buses that flesh out the system... making it look twice as large as it really is.

Oops... I guess someone forgot to tell the cartographer to remove the New Orleans to Florida segment of the Sunset Limited... Oh... excuse me? I guess Amtrak considers this just a "service disruption" so it has a rightful place on the map?

Seriously, several questions come to mind:

1) If this IS just a service disruption, then why did they have to study its restoration? Why not just start operating it again?

2) Since this is just a "service restoration" why did Amtrak see a need to study alternatives to its pre-Katrina operation?

3) Since this is a federally funded route disruption, shouldn't the financing of the restoration match that of its pre-Katrina operation? It seems that Katrina erased everything but the red ink on the National map.

Needless to say, the four-year-and-counting "service disruption" and inclusion of an operational line on the Amtrak system map that has not operated for four years should be a source of embarrassment to Amtrak. In fact, it is false advertising. This map is displayed in Amtrak depots across the nation; possibly even travel agencies. It is included within travel planners and timetables. Fortunately, travel planners and timetables explain the situation. However, where is the disclaimer on the system map?

[End quote]

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; November 24, 2009

2009-11-24T11:05:00.001-08:00

This Week at Amtrak; November 24, 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 47

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

1) Today is the Tuesday before the Wednesday before Thanksgiving, and Wednesday is considered by everyone to be just about the busiest travel day of the year, even in times of recession.

Once again, Amtrak is making its usual Herculean effort on the Northeast Corridor to shuttle holiday travelers between Washington, New York City, and Boston.

This year, there are also some additional services on the West Coast in California, and some extra goodies elsewhere.

However, once again, there is a notable lack of beefing up of long distance trains throughout the nation; Amtrak apparently feels only people on the Left Coast and Right Coast, north of Virginia, celebrate Thanksgiving, and the rest of the country – as usual – are left to fend for themselves for holiday travel.

Part of the problem is Amtrak’s lack of equipment, due to its deliberate plan to keep as much long distance equipment as possible out of service to save on maintenance costs. Never mind the revenue lost or new passengers to be served; Amtrak managers only receive recognition and bonuses on money saved, not money spent to improve the company’s core financial position.

2) All of that aside, it is important to pay respect to all of the Amtrak employees who will be working long and hard on Wednesday and Thursday, and throughout the holiday weekend taking care of their passengers. Amtrak is still a 365 day a year operation, and no matter that it’s Thanksgiving, Christmas Day, or any other holiday, dedicated Amtrak employees are out on the road, manning ticket windows in stations, cleaning cars in coach yards, and refueling locomotives all over the country, and we thank them for taking care of our needs while they are away from home and their families.

3) You may want to glance again at the date of this missive; one month from today is Christmas Eve. Finished your shopping, yet?

4) Thanksgiving also marks another milestone: Amtrak Interim President and CEO Joseph Boardman marks the completion of his single year contract this week as Amtrak’s chief steward. Since no announcements have been made to the contrary, everyone can only assume his one year contract has been extended ...

William Lindley of Scottsdale, Arizona has some thoughts on the subject.

[Begin quote]

By William Lindley

Those of you who held General Motors shares and now hold the converted "Motors Liquidation Company" will be pleased (sarcasm alert) to know that according to their website (https://www.motorsliquidation.com/?evar10=InvestorInfo_MotorsLiquidation), at the end of the bankruptcy proceedings, it is the Company's expectation your remaining interest in "common stock will have no value."

We could argue who was to blame for GM's failure – the unions? the management? the corporate culture? too much government regulation? not enough government assistance? – but the crux of the matter is, the board of directors – and particularly the president – are ultimately responsible for a corporation's performance. It was the board's, and the president's, responsibility to either guide the company to stability, or advise the stockholders far in advance of an impending failure. The board, and particularly the president, failed to do so.

No-one should be much interested in placing blame now, though; words have little value, results have much.

By the same token, we expect interim Amtrak president Joseph Boardman to be clear about his company's future. Many of us have heard him speak, with positive impressions. Yet the results that matter – reports stuffed with lackluster, unimaginative excuses instead of positive plans for restoring furloughed routes or opening new ones – ultimately rest under his watch. The failure to order equipment sufficient even to maintain current routes, ultimately rests under his watch.

Look out your window. Do you see a tree or a shrub? It is doing one of two things – growing or dying. There is no middle ground, there is never stagnation. A business is the same way. Grow, or die.

Is it Amtrak's intention simply to go gentle into the good night? If not, where is the bold plan, where is the vision for growth? Eagerly, we await.

[End quote]

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; November 17, 2009

2009-11-17T08:11:00.001-08:00

This Week at Amtrak; November 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 46

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

1) Here is the text of a speech delivered to the Florida Coalition of Rail Passengers here in Jacksonville, Florida on Saturday, November 7, 2009 by this writer.

[Begin quote]

It’s been an interesting week for the railroad business; changes we couldn’t imagine a decade ago have suddenly become true. America again has a “railroad robber baron” – but, this time, it’s a benevolent man who may be the smartest businessman in the world.

Warren Buffett said he would cheerfully pay $34 billion for the Burlington Northern Santa Fe Railroad, and BNSF said they would cheerfully accept his offer.

While many people agree this is not going to launch a series of mergers – there isn’t much left to merge other than creating a transcontinental railroad – this is a game changer. BNSF under private ownership no longer has to act by the dictates of Wall Street.

Think of the BNSF deal as a giant-sized version of what happened to our own Florida East Coast Railroad: going private allowed it to think radically outside of the box.

The FEC – after over a decade of waiting – has partnered with the Florida Department of Transportation and Amtrak to restore passenger service on its coast route between Jacksonville and Miami. Now, start thinking about BNSF and passenger service – they have already publicly indicated if the right business opportunity comes along, they will talk about it.

Reading the FEC/FDOT proposal – which is part of the national grab for high speed rail stimulus money – gives any reader respect for the Florida DOT.

Amtrak has its usual equipment demands, because both the Silver Meteor and Silver Star will again be split here in Jacksonville, and half of the consists will go to Miami via Orlando, and half go on the FEC.

The best part is the request for additional local regional trains running between Jacksonville and Miami to provide a higher level of frequencies. The most obvious part left out is extending the Palmetto south of Savannah and running it down the FEC or perhaps over to Tampa.

The only part of Florida’s rail plan found wanting is mention of doing something to bolster Tampa’s conventional train service. In the Tampa Bay area we have Florida’s second largest metropolitan area, and it’s level of train service is less than that of Sebring and Palatka.

If you really want to look at the unfairness of it all, take a look at Florida’s panhandle. The people living there pay all of the same taxes we pay, but their train – the Sunset Limited – went away because Amtrak doesn’t want to bother restoring the train after a hurricane that happened over four years ago temporarily tore up some track.

As I join you today on behalf of United Rail Passenger Alliance, my late friend and predecessor, Austin Coates, was no stranger to this group or many of you personally. We’ve never forgotten Austin’s most famous line regarding Amtrak – “it’s just business as usual.”

More than half a decade after Austin’s passing, we need to help Amtrak stop its continuing “business as usual.”

Let’s look at how Amtrak has treated us here in Florida over the past 25 years or so.

Going back to the pre-Amtrak days, Florida had so many passenger trains you couldn’t walk very far without tripping over one. Florida was a state built by the passenger train.

We had the Seaboard’s Silver Meteor, Silver Star, Palmland, Sunland, and Gulf Wind. Not only did we have service to Miami, but we also had service down the middle of the state and from Tampa down the west coast to Venice.

The Atlantic Coast Line provided us with service on the East Coast Champion, West Coast Champion, Gulf Coast Special, seasonal Florida Special, and the Everglades. The ACL on the west coast would take you to Fort Myers.

From Chicago and the Midwest, you could catch the City of Miami, South Wind, Seminole, or Dixie Flyer.

Until just a couple of years prior to Amtrak, the Florida East Coast even operated its daily two car train between Miami and Jacksonville.

Then came Amtrak Day in 1971.

Amtrak Day wasn’t as bad for Florida as elsewhere, for we still had the Silver Meteor, Silver Star, Champion, and South Wind. We lost the Gulf Wind, and that huge – and currently unfilled gap – between Jacksonville and New Orleans opened up. We lost service south of Tampa on the west coast. But you could still get to Florida from Chicago with single train service, and you had three choices from New York to Florida, and both coasts and the middle of Florida through Ocala were still served.

We all know what has happened since then.

The once busy crew and maintenance base in Tampa is gone, with just a single daily train remaining. Naturally, this occurred only after the City of Tampa decided to spend a king’s ransom on the breathtaking restoration of Tampa Union Station.

Miami, once the golden goose of passenger railroading, now has two trains a day.

The South Wind, then the Floridian, with direct Chicago service, is gone.

The Cross Florida service between Tampa and Miami came and went.

The extended Palmetto from Savannah to Jacksonville, and eventually to Tampa, and then turned into the Silver Palm to Miami – is gone.

We now have Auto Train, but unless you’re taking along your car and only have a destination of Northern Virginia or beyond, it’s not the most useful service in Amtrak’s stable.

Then, there is the sad saga of the Sunset Limited. We all worked hard in Florida to bring the Sunset to us in 1993. The State of Florida ponied up over $7 million to help upgrade the CSX line in the panhandle.

We knew prior to the Sunset’s extension, there was an average of 75,000 calls per year into the Amtrak res centers seeking a train between New Orleans and Florida.

Now, the Sunset is almost history. I say “almost” because it never officially went away, just in reality went away. As [FCRP member] George Bollinger often asks, “what if it had been the Seaboard and L&N that had suddenly decided to stop running the Gulf Wind, just because it was inconvenient?”

For a while, unknowing people tried to blame our friends – yes, make no mistake about it, at CSX they are our friends – for not allowing Amtrak to resume service on the Sunset. But, we know CSX gave Amtrak written notice the line was available for the Sunset on April 1, 2006.

By law, when Amtrak cancels an entire train route, it is supposed to post a 180 day notice of cancellation. This minor technicality to Amtrak has never been honored, with the ongoing excuse of not only did the dog eat Amtrak’s homework, but Amtrak merely “suspended” the service due to conditions wrought by the hurricane.

A number of union jobs on all levels were lost by the suspension of the Sunset. Yet, Amtrak’s unions have chosen to do nothing about this. No union filed a lawsuit, no union screamed at the top of its organized lungs about this flagrant abuse of the law.

Congresswoman Corrine Brown put $1 million into last year’s Amtrak reauthorization to study the restoration of the Amtrak route. We know the result of that; a lot of paper with a lot of excuses and reasons why Amtrak doesn’t want to restart the service.

The quickest, cheapest, cleanest way to restore service is to extend the City of New Orleans from New Orleans to Orlando.

Because of bad equipment scheduling, the City trainsets sit for a full day in New Orleans before they return to Chicago. On any given day there are two trainsets in Louisiana, the one just departing New Orleans Union Passenger Terminal and the one about to arrive at NOUPT. By extending the route to Orlando, only one extra trainset would be required to bring the train to Florida.

Amtrak will instantly whine about stations; the only real station problem is at Mobile, where the Eisenhower-era relic of the L&N Railroad’s poor choice of architect station building was mercifully torn down after Katrina. The only problem for Mobile is finding a new spot for a platform and placement of a temporary Amshack.

Remember, the only manned stations between New Orleans and Jacksonville were Mobile, Pensacola, and Tallahassee. Everything else was just a platform and city-run shelter.

Many of my readers of This Week at Amtrak know I talk about the Sunset and the City of New Orleans a lot, and there’s a reason for that. From 1996 to 2000, I was a paid consultant to the Gulf Coast Business Group, working with both of those trains, plus the Crescent. My late business partner and I specialized in marketing for these trains, creating onboard services programs, the highly successful 24 hour dining car test runs on the Sunset, and handled special events, such as station openings and helped with the inaugural of the Gulf Coast Limited. Even today, those are still my trains.

From 1999 to 2000, we ran the Sunset Limited and City of New Orleans Promotional Office for Amtrak from our offices here in Jacksonville. We worked a number of projects that brought new riders to the Sunset and City through radio and television station promotions, worked with local media, and even hosted a dining car gathering in Memphis for local and regional media food critics.

Like any large company, we found white hats and black hats inside of Amtrak. Some very good people left because of the constant problems caused by the black hats, and others left merely because Amtrak was not the most pleasant place to work if you weren’t part of the good old boy network.

But, there is a shrinking core group of dedicated people who are there because they like running passenger trains.

What can we do to help those at Amtrak who want the company to succeed?

First, everyone must realize there is more than one answer to Amtrak’s problems. Those who constantly plead “we all have to work together” generally mean we all have to agree with them, and forget about any other solutions.

Second, we have to realize the reality of passenger rail around the world. Amtrak constantly wants us to believe no passenger rail system in the world makes money. This is only an excuse to enable Amtrak’s dysfunctional behavior.

I invite you to do your own research; scan credible publications like the International Railway Journal and read the stories about passenger rail systems in The Netherlands, Germany, and Japan which make money.

Doubters say this isn’t true, these companies are still propped up by their governments. Wrong. Some of these systems may operate over government owned right of way – just as trains do on the Northeast Corridor – but they still pay a train mile fee. Some of the systems share the rails with freight trains – just like Amtrak – and they receive a benefit – just like Amtrak – from the shared cost of infrastructure.

For years, URPA has been crunching numbers and seeing almost every long distance train in the Amtrak system makes money “above the rail.” This is the same system used by other countries – based on operating costs, not full infrastructure maintenance costs – and revenue passenger miles.

One thing URPA has talked about for decades is Amtrak’s erroneous use of warm body counts in the form of ridership instead of the real world metrics of load factor and revenue passenger miles. Amtrak wants us to be wowed by warm body counts, which are meaningless. What matters is how far you carry a passenger, and what revenue you derive from a passenger, not how many passengers.

Which passenger would you rather have: one passenger traveling the 608 mile average length of trip on the Silver Meteor at 15.7 cents a revenue passenger mile ... or four passengers on Oklahoma’s Heartland Flyer, traveling an average length of trip of 175 miles at 12 cents a revenue passenger mile? That one passenger on the Meteor not only makes Amtrak more money than the four passengers on the Heartland Flyer, but that one passenger will also spend more money onboard in the diner and lounge, had less cost to the national reservations system, less to reach through marketing, and tracks all the way through Amtrak’s accounting system with less costs because Amtrak is handling one passenger instead of four.

When the late Graham Claytor – without a doubt Amtrak’s best president – retired from Amtrak in 1993, the company was generating internally enough money to cover 72% of its 1989 $1.7 billion operating budget, up from 48% in 1981. Today, that number has slipped dramatically, down to about 60%.

Since Mr. Claytor retired, we have seen a virtual parade of permanent and semi-permanent interim chief executive for Amtrak, from Tom Downs to George Warrington to David Gunn to David Hughes to Alex Kummant to today’s Joe Boardman.

Every new Amtrak president seems to have made the company worse in so many ways. We’ve seen the Heritage fleet – which is highly valued and treasured by VIA Rail Canada today – sold off. The original Pennsylvania Railroad Metroliners were scrapped. The Turboliners were rehabbed with someone else’s money, and then suddenly hidden and stored, and are now for sale.

We have seen the delivery – and subsequent running off the wheels – of the too small order of Viewliners, with a promise, but no firm order for any more. We’ve seen a more than decade old order of Superliners, but those numbers are thinning due to neglected maintenance. We’ve seen the much heralded arrival of the Acela trainsets, but their mechanical troubles, too, have become legendary.

In short, Amtrak has no reserve equipment pool it can activate quickly to expand or create new services. Even though there are still nearly 200 cars sitting in the wreck line, most of that is needed just to restore existing consists to previous levels of productivity, or put a service back east of New Orleans.

During all of this while we have seen meaningless ridership numbers rise, we’ve also seen abysmal systemwide load factors; during some years more than half of Amtrak’s highly perishable inventory goes unsold.

We have seen train consists shrink and shrink.

So, Amtrak is running fewer seats miles for occupancy, creating less of a chance for success. Its equipment is old and getting more worn out by the hour. We know some equipment is being rehabbed by this year’s stimulus money, but it’s only token amounts for the national system.

Which brings us back to, what can you do to help change Amtrak?

I urge everyone in this room to start a new campaign.

The Cardinal is the only train in Amtrak’s entire system which is run by federal mandate. Senator Robert Byrd slipped into federal law that his train – the Cardinal running through his home state of West Virginia – has to be operated. Amtrak uses and abuses this train, but it’s helpless to cancel it the way it did the east end of the Sunset Limited.

My conservative soul is tortured by this next suggestion, but it may be necessary until Amtrak can be made to run like a real business. FCRP needs to convince the Florida Congressional Delegation the Silver Meteor, Silver Star, and an extended Palmetto south from Savannah to Jacksonville and beyond, and some sort of restored service east of New Orleans, must be mandated to be operated by federal statute.

Your sister organizations in other states need to do the same with their trains. Remember – if it happened to the Sunset Limited east of New Orleans – it can happen to any train. Most of you know the very most basic rule of railroad safety: when on railroad property, be prepared for a train to be coming towards you at any time, from any direction. You know the second most basic safety rule – the one which separates real railroaders from rail fans – never, never, never, step on top of the rail; always step over the rail.

Florida – and every other state – is currently standing on top of the rail, unaware a train is bearing down from an unknown direction. Amtrak’s management is much more interested in seeking free federal monies than in operating trains.

We’ve seen no new equipment orders to date – just promises of a single-level order for Viewliner cars – and the just released update of Amtrak’s ongoing five year plan calls for no new cars.

If Amtrak is serious about keeping its system intact, it would be at least talking about a new car order, especially for Superliners. But, the silence is all we need to know.

Paul Dyson, President of the Railroad Passenger Association of California and Nevada, has openly raised the question of whether or not Amtrak is actually planning to exit the long distance route business because of a lack of equipment order.

A few weeks back, one of our URPA associates was attending a rail fair in the Northeast. He ran across an Amtrak Engineering Department intern who wanted the world to know how important he was – after all, he was an intern at Amtrak.

The question of equipment orders came up, and this young man offered a glimpse into Amtrak’s corporate thinking. He said, “Amtrak isn’t interested in slow trains, it’s only interested in fast trains.”

Just shortly after that, Tom Carper, Amtrak’s Chairman of the Board, gave a presentation to the Midwest High Speed Rail folks touting Amtrak as the logical and national operator of all of the nation’s high speed systems. When you read Mr. Carper’s presentation, you realize the young intern wasn’t just whistling “Dixie.”

So, if you’re [FCRP member] Jerry Sullivan and you want to travel west to visit your grandchildren in Texas, it’s not likely to happen any time soon on a restored Sunset Limited. If you’re George Bollinger and you just want to ride trains, you better plan your trip early, because too often you can’t get there from here.

Until Congress mandates Amtrak must operate its long distance trains, every one of those trains is in danger. The train may not go away today, but it’s consist will be constantly shrinking, the level of service will deteriorate worse and Amtrak will remain – as Union Pacific’s official spokesman labeled it – “novelty transportation.”

Amtrak today accounts for only two tenths of one percent of America’s transportation output, hardly enough for anyone to take seriously. Even worse, Amtrak isn’t doing much to change that.

The only people Amtrak listens to is Congress, when it mandates Amtrak do something. It’s time for Congress to mandate – without exception – Amtrak must run all of its long distance trains, and throw in some restorations like the Sunset back to Florida, the Pioneer, with a full second frequency operating all the way between Chicago and Denver, the North Coast Hiawatha, and take the Sunset and the Cardinal daily.

Amtrak will kick and scream and whine everyone is being mean to it by making it run trains it doesn’t want to run. But, if someone doesn’t do something this drastic soon, long distance passenger rail in America will be only a memory like steam locomotives, dome cars, and Pullman berths.

Thank you so much for allowing me to be with you today; it’s a pleasure to be here.

[End quote]

2) Warren Buffett’s privatization of the venerable Burlington Northern Santa Fe rocked the railroad world. Here is what William Lindley of Scottsdale, Arizona had to say.

[Begin quote]

Warren Buffett's offer for BNSF the first week in November might prove to be a pivotal event for intercity passenger rail, having come at a time when, as Don Phillips in his recent Trains magazine column recently highlighted, dissatisfaction over Amtrak's seeming refusal to participate in a renaissance of train travel is at a peak.

Undoubtedly, Buffett has a record of making sound business decisions; and BNSF, being among the best managed and progressive of large railroads, does fit a motif of acquiring something good and making it better.

Over the next weeks we will look at some of the synergies (much as that word is overused, it does apply here) and economies of scale that could apply to an enlarged role for BNSF in the passenger train business. But right now a single move would signal a positive direction. Words and attitude cost little but mean much; as you may know, trademarks, unlike copyrights and patents, are most defensible when they are in continuous business use. BNSF could gain much publicity, and build on its widespread and long standing – even if subconscious – recognition, by reviving its classic red, yellow, and silver "Warbonnet" scheme.

A new interpretation of their classic corporate symbol would show a revived interest in being a participating citizen in every railroad town and city. Not to mention the free advertising garnered from rolling under practically every child's Christmas tree. Renewing interest in today's youth will perpetuate the recent industry rediscovery that trains are good for more than just hauling coal – they are the future of transportation, as well as the history.

Yes, we undoubtedly will consider details in our upcoming columns here, but for now, Mr. Buffett, we simply convey – Welcome to the world of railroading.

[End quote]

3) Professor James McCommons of Northern Michigan University has a new book out this month, and it’s required reading for anyone interested in the business of passenger railroading.

For full disclosure, this writer was interviewed for the book here in Jacksonville by Mr. McCommons. The interview was full of serious, well thought out questions and observations; it’s very clear the product of all of his interviews and research has led Mr. McCommons to creating a book far any beyond anything else on the market today regarding passenger rail as it stands in America.

“Waiting on the Train: The Embattled Future of Passenger Rail Service – A Year Spent Riding Across America” is much more succinct than its title, and presents a wide variety of honest opinions and thoughts about passenger rail. More than just the usual viewpoints are presented with conclusions both obvious and left for the reader to determine.

The book is actually too short; Mr. McCommons reports his publisher, Chelsea Green (www.chelseagreen.com) had him remove about 40,000 words of his original text to fit into a predetermined format. What a shame; when you read the book, you are wanting more, and another brief 40,000 words would be welcomed by any reader.

There is a lengthy review of the book in the current issue of Passenger Train Journal magazine by Karl Zimmermann for those wishing more detail, but, please, if your buy just one railroad book this year, buy “Waiting on the Train;” it’s time and money well spent. We can only hope Mr. McCommons will one day do a follow-up book.

4) Speaking of the latest issue of Passenger Train Journal (2009:4, Issue 241) which just hit the newsstands in the past week or so, there is an ever-so-timely article on Amtrak’s Pioneer, the subject of much discussion for an expensive route restoration, as well as the usual mix of good articles and photos. Editor Mike Schafer’s On The Point column – as always – not only hits the mark about the Pioneer, but covers some other good points, too. Other rail magazines may publish more frequently, but Passenger Train Journal remains the magazine of record for the business of passenger trains.

5) And, this e-mail to TWA arrived shortly after the last issue was published regarding VIA Rail Canada.

[Begin quote]

I am a big fan of VIA and have been doing a yearly trip from Toronto to Vancouver on that lovely train, the Canadian for quite a few years. About a year ago, I wrote a comment to Crain's Chicago Business online about Amtrak and their lack of interest in taking care of their equipment. When we board the Canadian in Toronto, she is shining, the windows are spotless, (glass, not micro scratched plastic), flowers are fresh and the crew seems happy to see us!

A couple of weeks ago, we went from Portland, Maine to New York City, and while waiting in Boston to transfer trains, several Acela's came and went: they were already grimy and neglected looking. One of my stories about VIA involved what I consider to be a remarkable piece of quality railroading when the Canadian from the west was delayed by a blizzard and a freight accident making it too late east to turn. VIA put together a very spiffy "shuttle" consist which left on schedule from Toronto with a complementary lunch, complementary wine too!, and in several hours we rendezvoused with the now turned train and proceeded west, right on schedule. I asked a supervisor how this feat was accomplished, to which he replied, "it is all a matter of attitude." Says it all about the difference between VIA and Amtrak.

[End quote]

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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

This Week at Amtrak; October 30, 2009

2009-10-30T18:23:00.000-07:00

This Week at Amtrak; October 30, 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 45

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

1) Here is the latest press release from Crown corporation VIA Rail Canada, Amtrak’s cold weather cousin in the Great Northland. Read, absorb, and learn.

[Begin quote]

VIA Rail Canada to boost famed transcontinental train's accessibility and appeal

MONTREAL, Oct. 30 /PRNewswire/ - VIA Rail Canada today announced a $19.5 million program for the reconfiguration of 12 of the stylish stainless steel passenger cars used on its western transcontinental train, the Canadian, to increase its accessibility and market appeal. The work is being funded from the $407 million allocated for passenger rail improvements under the Government of Canada's Economic Action Plan.

"It gives me great pleasure to announce the complete redesign and rebuilding of these cars," said VIA President and Chief Executive Officer, Paul Cote. The contract for the rebuilding of VIA's eight Chateau sleeping cars and four Park sleeper-dome-lounge cars has been awarded to Avalon Rail, Inc., of Milwaukee, Wisconsin. Avalon Rail specializes in remanufacturing passenger rolling stock of all types. The company will use various Canadian engineering, design and supply firms for a portion of the project. The cars will be delivered in 2011.

Mr. Cote added, "Avalon Rail was selected for this demanding work through a competitive bidding process based on numerous factors. These included price, craftsmanship, a detailed knowledge of the equipment to be rebuilt and on-time completion of previous projects."

"We are honoured to undertake this work for VIA," said June Garland, president of Avalon Rail. "The Canadian is a living legend, offering thousands of travellers from around the world the ultimate in safe, stylish and sustainable rail travel every year for more than a half-century. I can think of no better showcase for the skills of Avalon's dedicated craftspeople."

The work involved in the modernization and major upgrading of this classic rolling stock is extensive. The eight Chateau sleeping cars will be reconfigured with an all-new arrangement of six upscale cabins designed to accommodate up to three passengers each.

Each sleeping cabin will be completely self-contained and will include an en-suite washroom plus a separate shower. The new cabins will also feature wood paneling, sofa seating, a widescreen television and controls to enable passengers to raise or lower the beds whenever they desire. This elegant new design has been selected to enable VIA's Canadian to attract the growing clientele for more upscale travel experiences.

This program will also substantially increase the train's accessibility for travellers with special needs. The four existing Park car bedrooms will be replaced by two large upscale cabins. One will be identical to those in the rebuilt Chateau sleeping cars. The other will be an extra-large, fully-accessible cabin. It will provide separate, fully-accessible washroom and shower facilities. Each Park car will also feature an onboard wheelchair lift.

About Avalon Rail, Inc.

Based in Milwaukee, Wisconsin, Avalon Rail is renowned for the excellence of its highly-specialized remanufacturing of vintage and contemporary passenger rail rolling stock. The firm's skilled craftspeople have extensive experience in renewing the sturdy and durable equipment produced from the 1930s to the 1980s by the Budd Company, the originator of stainless steel passenger rail cars.

About VIA Rail Canada

As Canada's national rail passenger service, VIA Rail Canada's mandate is to provide efficient, environmentally sustainable and cost-effective passenger transportation, both in Canada's business corridor and in remote and rural regions of the country. Every week, VIA operates 503 intercity, transcontinental and regional trains linking 450 communities across its 12,500-kilometre route network. The demand for VIA services is growing as travellers increasingly turn to train travel as a safe, hassle-free and environmentally responsible alternative to congested roads and airports.

VIA's Stainless Steel Fleet Backgrounder

The 174 cars in VIA's stainless steel fleet were primarily built for Canadian Pacific (CP) in 1954-1955 by the Budd Company of Philadelphia, the world's leading manufacturer of stainless steel rolling stock. These elegant and robust cars were used to create CP's Canadian, the last all-new train of the Art Moderne-influenced Streamlined Era. VIA bought this distinctive and durable rolling stock when it took over the operation of the former CP services in 1978.

Between 1990 and 1993, VIA completely rebuilt the CP cars, as well as some additional Budd equipment acquired from the U.S. [Editor’s note: This equipment came from Amtrak equipment which was deemed surplus.] The cars were stripped to their shells and fully remanufactured for greater efficiency and passenger comfort at a fraction of the cost of new and unproven equipment. New interiors and a head end power (HEP) system were installed to eliminate the obsolete steam and battery-generator systems that previously provided lighting, heating and air conditioning.

This $200 million project not only renewed the cars for another 15-20 years of productive service on the Canadian and other long-haul and remote trains, but reduced operating costs by more than $20 million annually. A subsequent HEP 2 program applied the same modernization techniques and systems to 33 Budd stainless steel cars for use in the Quebec-Windsor Corridor.

As far back as the 1950s, Budd proudly proclaimed that not one piece of its rolling stock had ever been retired because it had worn out. More than half-a-century later, VIA's HEP 1 and 2 fleets reinforce that accurate. SOURCE VIA RAIL CANADA INC.

[End quote]

2) Sadly, VIA Rail Canada has time and again in these modern times been labeled “Canada’s worst run company.” Even sadder, this smaller and feistier company than Amtrak, which operates far fewer trains, with a much smaller equipment pool, and hundreds of millions of dollars less of free Canadian federal monies, constantly out bests Amtrak when it comes to the professionalism of onboard personnel, clever and widespread marketing, the overall maintenance of equipment, and the desire to succeed.

3) VIA is taking Chateau sleeping cars and brilliantly refurbishing them to provide drawing rooms for three passengers. This delightful throwback to the 1960s and before provides two lower berths in one room, without having to purchase two separate bedrooms and opening them en suite. A third bed, as an upper bunk, is provided, as well. One private toilet and one sink (along with a new shower) fill out the room’s amenities. Note the wood paneling being added, too. It’s notable Amtrak has no drawing rooms in its inventory, even though full bedrooms in all trains always sell out before roomettes.

The remake of the rear end observation dome Park cars to accommodate passengers in wheelchairs and with other challenges speaks volumes for VIA; they understand the upscale and senior citizen market, and are strategically placing themselves to take full advantage of the piles of cash accumulated for long trains such as The Canadian heavily laden with sleeping cars and appropriate accompanying amenities, with less emphasis placed on lower revenue producing coaches.

Amtrak needs to pay attention to this move by VIA Rail Canada, as it will once again be trailblazing a new standard in sleeping car travel.

4) While we’re in the neighborhood, let’s take a look at some of the many opportunities the bureaucrats who populate Amtrak’s executive cadre through the years have flushed down the drain.

These same Budd Company cars VIA is bragging have never gone out of style were once a part of Amtrak’s Heritage fleet, too. When the late Henry Christie made the famous “A” and “B” cars lists of which equipment Amtrak would keep and upgrade from the myriad of fleets it inherited from the private railroads, almost 100% of the equipment retained was Budd-built. The excellent equipment built in the same generations by Pullman Standard was – alas – built using carbon steel instead of the longer-lasting aluminum and stainless steel used by Budd, and, as a result, many of those excellent and exciting cars merely rusted away internally, becoming non-roadworthy and non-useful to Amtrak.

The Budd fleet, which numbered in the hundreds of cars, included crew dorms, sleeping cars of various configurations (including all-bedroom cars on the Auto Train which had drawing rooms), diners, lounges, and coaches.

Through the years, Amtrak’s disdain for this equipment – as opposed to the correct attitude of VIA Rail Canada – grew, and the equipment was sidelined as quickly as possible, with excuses such as no new replacement parts were available and had to be individually machined, and the cars were “too worn out” to have a useful future. (Tell that to the Canadians, and they will look at you like you’re too much in love with winter weather.)

So, even though the Heritage Budd fleet had millions of reliable miles on each car, and all of the fleet had been expensively upgraded to head end power systems for hotel power and air conditioning and heat, the cars were stripped away from Amtrak’s fleet roster, unloved and unwanted.

Many of those cars today and in the hands of railroad equipment brokers, waiting to be loved and used, again.

In addition to the hundreds of single level Heritage Budd fleet cars, also cast away by Amtrak were over 60 of the original Santa Fe Hi-Level cars, which were the basis for the successful development of today’s Superliner fleet. Less than 10 of these cars remain in Amtrak’s fleet, most notably as the Pacific Parlour cars on the Coast Starlight, and some coaches used on the Heartland Flyer stub end train.

The original Pennsylvania Railroad Metroliner cars from the 1960s, numbering in the dozens, sat for years in yards, and, while a few were placed in service for other purposes, almost all of the equipment was scrapped where it sat, gorily cut up and sent to scrap metal dealers.

The Rohr Turboliner sets of equipment (entire trainsets, such as today’s Acela and Talgo trainsets) are another example of equipment summarily discarded by Amtrak, even after the State of New York paid to have three trainsets rehabilitated for use between Albany and New York City, and a then-chief executive officer of the New York DOT by the name of Joseph Boardman (Today’s Amtrak Interim President and Chief Executive Officer) raised cane because Amtrak appeared to be hiding the unused trainsets outside of New York State and refusing to use them for the purpose New York State paid huge money for rehabilitation of the equipment.

5) The question must be asked: Why is Amtrak so quick to discard solid, reliable equipment which other railroads cherish and brag about, resulting in shorter consists, less revenue passenger miles, and overall less income? Why is VIA happy to brag this equipment constitutes a vital core of its company, and cheerfully says rehabilitating this equipment is saving the company tens of millions of dollars, while Amtrak only sees inconvenience and headaches?

Perhaps the answer is VIA has truly been on the brink before, and has a much more precarious political situation under a parliamentary system of government than our system here in the Unites States. It only takes five members of Parliament (The Prime Minister’s version of our presidential cabinet.) to make a decision to do anything to VIA Rail Canada it pleases, including putting it up for sale, as is currently being discussed in Canada.

Amtrak has much more political protection in Congress than VIA has in Parliament, and, perhaps, Amtrak feels since it always has a steady stream of free federal monies coming its way each year, it doesn’t have to be as clever as VIA Rail Canada and constantly prove its chops.

What a pity. The folks running VIA Rail Canada can certainly teach the folks running Amtrak a few things about the best use of resources and making a silk purse out of what Amtrak considers a sow’s ear. Necessity is the mother of invention. Amtrak needs more necessity, not more coddling.

6) As always, the This Week at Amtrak electronic mailbox has something interesting lurking about. Here is a missive about the last issue of TWA featuring the untangling of Amtrak math by Andrew Selden.

[Begin quote]

Another excellent issue. It goes into great detail pointing out exactly what is wrong with the numbers that Amtrak distributes to support its internal policies. In a sane environment, the data would determine policy, rather than the opposite. Unfortunately Amtrak is not really accountable to any agency that can force it to meet the goal of an effective national passenger rail system (and probably there is little consensus of rail advocates on what such a goal really means, much less public agreement on that even being a legitimate goal).

Looking back over the history of passenger rail service in the U.S., it is very unfortunate that the kinds of analyses you present were not available when many railroads filed data with state and federal regulatory agencies to justify their “train off” petitions. I see a great deal of similarity between Amtrak’s actions today and many railroad’s activities 50 years ago. Just as Amtrak selects and creates data to justify its desires, those railroads that wanted all their passenger trains to be eliminated did the same, no matter whether they were profitable, made a positive addition to their cash flow, or not. Some didn’t find out until it was too late that they were better off when they still operated passenger trains. The “fact” that passenger service was an anathema to the operation of a profitable corporation became the accepted paradigm of the day to many railroad executives, who in turn were very headstrong and surrounded themselves only with “yes men.” Too few opponents of that policy, both in regulatory agencies or as members of the general public, had the time and resources to interpret the data presented by the railroads or to question its accuracy in order to counter the misleading conclusions that the railroads created. There were some exceptions, but the individuals who fought for retention of profitable or break-even rail service in the public interest were eventually worn down, driven from their jobs, or left them for better opportunity.

If only URPA were around then.

[End quote]

If you are reading someone else’s copy of This Week at Amtrak, you can receive your own free copy each edition by sending your e-mail address to

freetwa@unitedrail.org

All other correspondence, including requests to unsubscribe should be addressed to

brucerichardson@unitedrail.org

Copies of This Week at Amtrak are archived on URPA’s web site, www.unitedrail.org and also on www.todaywithjb.blogspot.com where other rail-related writings of Bruce Richardson may also be found.

URPA leadership members are available for speaking engagements.

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