Will There By Another Broadway Limited?

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

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

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) 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

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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

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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

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

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) 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

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

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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

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

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) 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

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J. Bruce Richardson

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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

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

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) 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

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

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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