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SUPPORT AMTRAK - INVEST IN AMERICA'S INFRASTRUCTURE
"President Bush is willing to spend billions to send a couple of people to Mars, but not one dime for Amtrak`s 25 million annual travelers who want better rail service to destinations on this planet," said Senator Frank Lautenberg (D-NJ)
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It's a beautiful Wednesday, June 25, 2008, in Central Massachusetts and here's Amtrak #1137 on its way through Westborough in CSX/MBTA territory on its way to New Haven, and New York, one of three trains in each direction to replace shoreline Acela and regional service due to repairs on the Thames River bridge in Connecticut. Originally, Amtrak had the bright idea to not provide any alternative rail service on the Inland route, but after frustrating delays in its repair schedule and a mighty wind of complaints from regional governors and the National Association of Railroad Passengers, it decided to offer service which hopefully cut into the revenues of the air shuttles and Chinese bus companies which ply the route. It's probably too much to ask that Amtrak give our growing and prosperous part of the country a way to get to New York and Washington by train, but at least public pressure got them to step up to this bar with a pretty impressive consist. Olympus E-510 dslr, Olympus 40-150 zoom lens. |
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Friends of Amtrak Features :
NEW: Ron
Goodenow's Attic
- a photo collection
of railroad memorabilia including timetables,
tickets, menus and more.
Generally, children from 2 to 15 are half-fare when traveling with
an adult. There is a 15 percent discount for adults over 62.
PHOTOS
Florida
Support Amtrak Advocacy
Books on Amtrak--an annotated
bibliography.
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July 18, 2008 |
Both houses, defying the anti-Amtrak obstinacy of the Bush administration, have passed five-year appropriations for the passenger railroad ($15 billion in the House, $11.4 billion in the Senate) which represent not only a substantial increase in funding but a long-term commitment that would allow Amtrak to invest in all the heavy, expensive stuff — both fixed and rolling — required to make a railroad run. The bills are being reconciled by House and Senate conferees, but passage seems certain.
However, appropriations are NOT allocations. Future sessions of Congress would have to actually allocate these funds in each of the five fiscal year budgets. In the past Congress has not always followed through on appropriations.
The crises in highway and air transportation have sent Amtrak ridership soaring, and this year — with a projected 28 million riders — promises to be Amtrak's biggest yet, up 2 million from the year before.
Where Amtrak owns its own rails, train schedules are much more reliable. In the Northeast Corridor, for example, trains are on schedule 76 per cent of the time, while the "Texas Eagle," for most of its route at the mercy of the freight-hauling Union Pacific Railroad, has been in the last year on schedule only 17 per cent of the time. The new appropriation bill makes a feint at this crucial barrier to efficient rail travel by putting investment into easing congestion in 18 of the most-crowded rail corridors. On time performance has been a huge problem for Amtrak and generally speaking the ridership public is unaware of the obstacles that both the aging infrastructure and the private freight railroads present to Amtrak trains.
In every other urban, industrial nation, having a well-rounded passenger transportation
system of roads, airways and rails is seen as a no-brainer. The meltdowns at
the gas pump and the airport terminal might have finally pushed the reluctant
U.S. Congress to pick up its long-overdue responsibilities toward efficient
passenger rail.
WASHINGTON – Though he has been rebuffed the last three years by Congress,
President Bush is again seeking major cuts in funding for Amtrak. Bush’s
budget proposal for 2009, which he sent to Congress this week, calls for $800
million for the beleaguered passenger rail service – a 40 percent cut
from last year. The proposal now faces a new round of stiff resistance from
many in Congress and passenger rail supporters. The cuts would cripple Amtrak.
The 2009 proposed funding level is “inadequate to operate national passenger
rail service as it is currently configured,” Amtrak spokesman Cliff Black
said. Amtrak has lost $480 million per year the last several years, Black said.
In 2006, Congress ignored the administration’s request to cut all of Amtrak’s
government funding. And key lawmakers say they plan to again ignore Bush’s
request. In the House, Rep. James Oberstar, D-Minn., the transportation committee
chairman, will introduce a separate bill to boost Amtrak’s funding above
requested levels, committee spokeswoman Mary Kerry said. “The traveling
public has embraced passenger rail service as an alternative to high gas prices
and airline delays, and that has made Amtrak a critical player in the nation’s
multimodal transportation system,” Oberstar said in a statement.
Most of the money in Bush’s proposal would go to maintaining tracks,
trains and signals. The budget also calls for Amtrak to become more efficient,
requiring Amtrak to reduce financial losses by focusing more on services that
make money.
Amtrak spokesman Cliff Black said the company plans to submit its own budget
proposal to Congress later this month.
The U.S. Senate has passed the Passenger Rail Investment and Improvement Act (PRIIA) on a 70-22 vote. The bill authorizes Amtrak and establishes teh first federal matching program for states' intercity passenger rail investments. Work on a companion House bill is now underway.
The U.S. House of Representatives has rejected moves by conservatives to cut
taxpayer subsidies for Amtrak as backers of the unprofitable passenger railroad
cemented their position in the Democratic Congress. The vote Tuesday came as
the House emphatically dismissed a move by Jeff Flake, Republican of Arizona,
to eliminate Amtrak's nearly $500 million operating subsidy. The vote was 328
to 94.
Flake argued that subsidies of more than $400 a passenger on the most inefficient
routes demonstrated that cross-country train travel no longer made economic
sense.
"There is not any passenger rail system anywhere in this world that operates
without some operating subsidy," countered Representative John Olver, Democrat
of Massachusetts, who credited Amtrak with squeezing fat from its operations.
Over all, the bill contains almost $1.5 billion for Amtrak, with $925 million
for capital and debt service.
The Senate Appropriations Subcommittee on Transportation, Housing and Urban
Development, and Related Agencies today approved Fiscal Year 2008 legislation
that allots $1.47 billion for Amtrak. This is $176 million over FY 2007, and
$570 million over the Presidents request. The Senate rejected the President's
budget proposal, which would have guaranteed Amtrak's bankruptcy. In an era
of record gas prices and congested highways, Amtrak plays a vital role in our
national transportation system. Last year, Amtrak posted a record ridership
of 24.3 million passengers. The bill provides Amtrak with the funding necessary
to continue all current services and improve railway infrastructure.
Meanwhile the House Appropriations Committee this afternoon approved its FY 2008 transportation/housing funding bill, making no amendments affecting Amtrak. The bill thus will go to the floor with $1.4 billion for Amtrak and $50 million to match state intercity passenger rail investments.
Yesterday, Congressman John Boozman (R-Arkansas-03) withdrew his controversial amendment that would have stripped Amtrak of its right to first access on freight rail tracks throughout the nation. Facing increasing pressure from the pro-passenger rail lobby, Boozman decided instead said that he would request the Government Accountability Office conduct a study on Amtrak's priority access to freight rail within its corridors. The original Boozman measure, opposed by NARP and Friends of Amtrak, had been proposed as an amendment to a climate change bill in the House Transportation and Infrastructure Committee.
And speaking of climate change and the environment, Mr. Boozman's record on environmental issues stood at a mere 8 percent as scored by The League of Conservation Voters.
Friends of Amtrak would like to thank all of its supporters who placed urgent phone calls to their legislators in the House of Representatives to block this anti-Amtrak measure.
The House Appropriations Subcommittee on Transportation unanimously approved a bill that would provide Amtrak with $1.4 billion for FY 08. President Bush had requested just $800,000 million.
Now here's some refreshing news. Senator Frank Lautenberg (D-NJ) has announced that the Senate's budget for Amtrak will be $1.78 billion for Amtrak, which is nearly twice what the Bush administration is proposing and even exceeds the Amtrak Board's own request. The $1.78 billion includes $100 million in the form of matching grants for states to use to develop rail service on key corridors in their territory and $50 million to pay for upgrades needed to make Amtrak stations compliant with the Americans with Disabilities Act. "We're on our way to building a 21st-century rail system," said Lautenberg.
Amtrak is asking Congress for $1.53 billion in funding for fiscal 2008, a nearly 18 percent increase from the $1.3 billion Amtrak is getting this year and nearly twice the amount proposed by President Bush. Of this $485 million would be for operating costs. That's the same as what the railroad received in both 2006 and 2007. Another $760 million would be for capital investments. That money would go toward an ongoing overhaul of its passenger cars and locomotives and toward improvements to the northeast corridor, which is almost solely owned by Amtrak, and where the high speed Acela trains run between Boston and Washington. The rest of the national system is owned by private freight railroads. The remainder would be for debt service. Amtrak is asking for another $100 million to be set aside as matching grants for states to use for intercity passenger rail projects.
President Bush's $2.9 trillion budget for FY 2008 calls for an increase of nearly $3.3 billion for the Transportation Department while cutting Amtrak funding to just $800 million, down by roughly $500 million from current levels. One wonders if anyone at the White House read the recent scientific reports on global warming or if they care to reduce America's dependency upon oil.
The U.S. House of Representatives picked up where the last session left off by approving $1.294 billion for Amtrak for Fiscal Year (FY) 2007. The budget for FY 07 went into effect last October but the previous session of Congress failed to pass a budget. The Bush Administration's Office of Management and Budget called the funding "excessive" saying that this "undermines any incentive for the railroad to exercise fiscal discipline."
The $1.294 billion figure is less than what the Amtrak board had requested ($1.598 billion) but an improvement over the $1.1 billion that Amtrak had been getting in previous continuing resolutions. A funding bill now goes to the Senate for their action.
Senators Frank Lautenberg (D-NJ) and Trent Lott (R-MS) Senators Frank Lautenberg
(D-NJ), Trent Lott (R-MS), Daniel Inouye (D-HI) and Ted Stevens (R-AK) plan
to re-introduce the Passenger Rail Investment and Improvement Act next Tuesday.
The bill, previously known as S. 1516, reauthorizes Amtrak and creates a new
state/federal partnership for passenger rail
development. This legislation that would authorize full funding -- $19.2 billion
-- for the railroad over the next six years and create a matching-fund program
to encourage states to increase their financial stakes in the system.
Under the $1.4 billion matching program, states could tap federal funds to
finance up to 80 percent of the costs for Amtrak capital improvement projects.
The bill would also establish standards for the agreements under which states
pay operating costs for Amtrak lines. The deals are negotiated on a case-by-case
basis.
A similar bill passed the Senate 93-6 in 2005 only to be blocked in the House.
Backers say it has a better chance of success in the new Democratic-controlled
Congress. "It should have been a piece of cake" in the last Congress,"
Lott said.
Amtrak CEO Alexander Kummant appeared at the Union Station event to pledge his cooperation with Lautenberg and Lott but did not endorse the legislation.
The bill calls for Amtrak to develop a plan to overhaul facilities and upgrade security while cutting operating costs 40 percent.
Lautenberg said he would "leave it up to Amtrak's management to find places" to cut. Lott suggested that some of the reductions might be achieved by eliminating sparsely used long-distance lines.
Kummant said such a reduction was "achievable" but declined to discuss the "details." He later said in an interview that not all long-distance lines were under-used, but added: "Do I think some adjustments need to be made? Yes. Do I think the status quo is acceptable? No."
The bill would also require standards to make trains run on time and improve service. As a part of the initiative, Amtrak would have the power to fine freight railroads that cause delays on Amtrak routes.
As of today, current cosponsors are:
Lott, Lautenberg, Daniel Inouye (D-HI), Ted Stevens (R-AK), Tom Carper (D-DE),
Arlen Specter (R-PA), Barbara Boxer (D-CA), Kay Bailey Hutchison (R-TX), Byron
Dorgan (D-ND), Olympia Snowe (R-ME), Hillary Clinton (D-NY), Richard Burr (R-NC),
Richard Durbin (D-IL), Joseph Biden (D-DE), Robert Menendez (D-NJ), John Kerry
(D-MA), Edward Kennedy (D-MA), Charles Schumer (D-NY), Mark Pryor (D-AR), and
Benjamin Cardin (D-MD).
Senators Frank Lautenberg (D-NJ), Trent Lott (R-MS), Daniel Inouye (D-HI) and
Ted Stevens (R-AK) plan to re-introduce the Passenger Rail Investment and Improvement
Act next Tuesday. As most of you know, the bill reauthorizes Amtrak and creates
a new state/federal partnership for passenger rail development. [These senators
already have signed on...if one of them represents you, please thank him or
her!-Boxer (D-CA), Carper (D-DE), Hutchison (R-TX) and Specter (R-PA).]
This is basically the same as the version of S.1516 that passed the Senate
November 3, 2005, by a vote of 93-6 as an amendment to the Budget Reconciliation
Act, except that the new version updates the authorization years to FY08-12,
makes technical corrections, and adds the Commerce Committee's entire rail security
package (passenger and freight). (The security package has passed the Senate
unanimously three times, most recently as part of the SAFE Port Act. The package
also was recently reintroduced as part of S.184, The STARS Act.)
Please contact your senators and urge them to join as co-sponsor, preferably
before next Tuesday. The Senate website is http://www.senate.gov
for individual Senators' phone numbers, web sites
and other contact information. Alternatively, the Capitol Hill switchboard 202-224-3121
connects to any office. For this effort, telephone is best.
In a related matter, yesterday House Speaker Nancy Pelosi announced three
appointments of freshmen Democrats to the Transportation and Infrastructure
Committee: Reps. Jason Altmire (PA), Steve Cohen (TN) and Tim Walz (MN).
--Ross B. Capon,
NARP Executive Director
The 109th Congress adjourned in early December having failed to pass a working budget for the federal government including nine out of 11 appropriation bills for FY 2007, which began in October 2006. Quite literally, in its final minutes, Congress passed a so-called continuing resolution that keeps 13 of the 15 departments of the federal government and 63 of its independent agencies from shutting down completely. This includes Amtrak. The measure is effective through February 15, 2007.
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WASHINGTON -- Amtrak said Friday (Jan. 11) it planned to resume negotiations
with nine unions this week to avoid a crippling strike, the Associated Press
reported.
The national passenger railroad could face a walkout as early as Jan. 30 unless
it reaches an agreement with the unions or Congress intervenes. There has never
been a strike at Amtrak, and both Amtrak and union officials say they don't
believe it will come to that.
If it did occur, a strike would hamper the operations of many commuter lines that rely on Amtrak infrastructure. Amtrak spokesman Cliff Black said talks would resume next week.
"There is some sense of optimism that we'll come to an agreement and avoid a strike," Black said. "Neither side appears to be interested in a shutdown of any portion of the railroad."
The talks affect about 10,000 Amtrak employees, who have been working under outdated contracts since 2000. Under the Railway Labor Act, the workers could not strike until federal officials determined that mediation had been unsuccessful.An emergency board appointed by President Bush help resolve the dispute sided with the unions on several issues, recommending in a Dec. 30 report that Amtrak provide full back pay to compensate the workers for eight years without a raise and scrap plans for sweeping changes in work rules.
Now the parties are in a 30-day cooling-off period. When it ends Jan. 30, the unions will have the legal right to strike if Congress doesn't step in. In most disputes under the Railway Labor Act that reach this stage, the emergency board report serves as the basis for an agreement.
The unions were pleased with the report, and told Amtrak following its release that they were eager to return to the table.
Amtrak, which depends heavily on federal subsidies, is concerned about how it would afford the back wages, which would average nearly $13,000 per employee. The railroad had offered to give each worker a lump signing bonus of $4,500 instead of back pay.
Black said the back pay would cost Amtrak about $150 million more than what the company had offered.
(The preceding article by Sarah Karush was published January 11, 1008, by the Associated Press.)
Former Macomb, Illinois Mayor Tom Carper has been nominated by President Bush to serve on the Amtrak board of directors. Carper was initially recommended to the president and to Senate Majority Leader Harry Reid earlier this year by U.S. Sen. Dick Durbin, D-Ill.
We consider Tom Carper and excellent choice and definitely a Friend of Amtrak!
The White House on Nov. 15 also announced two other intended nominations by the president to the Amtrak board -- Republican Nancy A. Naples of New York, and Republican Denver Stutler Jr. of Florida. Carper is a Democrat.
Naples, a long-time local politician in Erie County, New York, who lost a 2004 election bid to Congress, most recently served former New York Republican Gov. George Pataki as commissioner of the New York Department of Motor Vehicles.
Stutler, a professional engineer, served former Florida Republican Gov. Jeb Bush as his chief of staff and later secretary of transportation.
If confirmed by the Senate, Carper would succeed Sylvia de Leon, whose term expired; Naples would succeed Enrique Sosa, who resigned; and Stutley would succeed David Laney, whose term expired.
"Tom Carper has years of experience in bringing together business leaders,
community leaders and elected officials," Durbin said Thursday in a statement
announcing the nomination.
"Given Tom's accomplishments as mayor and regional director for West Central
Illinois' economic development plan, I am confident he will able work with local,
state and federal leaders to keep Amtrak on the right track."
Durbin said Carper battled to preserve passenger rail service in the region and in the state while he was mayor from 1991 to 2003. In 1991 he was appointed by the Amtrak Board of Directors to the Amtrak Mayors' Advisory Council, serving as its chairman from 2000 to 2001.
Carper's nomination must now be considered by the Senate Commerce Committee and the full Senate. Amtrak's board of directors sets corporate policy and oversees the company's management. It is made up of seven voting members appointed to five-year terms by the president with the advice and consent of the Senate.
Washington, D.C. and Evergreen, Colo. — Beginning this fall, passengers traveling on select Amtrak routes will have the option of lingering over five-course dinners, sleeping in luxurious suites and enjoying personal butler service. The premium service is being made possible by a new partnership between GrandLuxe Rail Journeys, the country's premier, private rail tour operator, and Amtrak, the national passenger rail service.
This is the first time in history that luxury accommodations have been offered on multiple Amtrak routes throughout the country.
Called GrandLuxe Limited, the new service uses a separate, private, seven-car luxury train attached to several regularly scheduled Amtrak trains. The GrandLuxe train, which features Dining, Lounge and Sleeping cars appointed with elegant vintage furnishings, will be occupied exclusively by GrandLuxe Limited passengers.
With over 90 departures starting in November and continuing through the holiday season into January 2008, GrandLuxe Limited will be available on three major Amtrak routes:
Eight additional two-day, one-night departures will be offered on four special itineraries: Between Washington, D.C. and Chicago on the Amtrak Capitol Limited; Denver to the San Francisco Bay Area on the Amtrak California Zephyr; Denver to Chicago on the Amtrak California Zephyr; and Chicago to Albuquerque on the Amtrak Southwest Chief.
The unprecedented collaboration between Amtrak and GrandLuxe is an effort to increase ridership and introduce a new market to luxury train travel. GrandLuxe Limited offers two- and three-day itineraries at more affordable prices than traditional GrandLuxe tours, which cover broader itineraries of seven to 10 days.
"This partnership allows us to write a little history by bringing luxury train travel back to routes that have not experienced it in decades," said GrandLuxe CEO Tom Rader. "It's a winning situation for everyone. GrandLuxe will be able to introduce its product to a wider market, while Amtrak gains new marketing visibility. Most important, travelers now have many more options for the mode and manner in which they travel."
"This is precisely the kind of joint venture with the private sector that is a good fit for us," said Amtrak President and CEO Alex Kummant. "Amtrak provides facilities and operating expertise while GrandLuxe offers highly specialized train equipment and service, broadening the marketing appeal of both companies."
The partnership between Amtrak and GrandLuxe is in keeping with Amtrak's strategic initiative to explore ways to expand its business reach and find creative ways to increase revenues through innovative partnerships with the private sector. The arrangement provides revenue for both companies in the partnership.
Prices for GrandLuxe Limited range from $789 to $2,499 per person. For information, schedules and reservations aboard the GrandLuxe Limited, visit www.GrandLuxeRail.com or call 1 (800) 320-2406.
About GrandLuxe Rail Journeys
GrandLuxe Rail Journeys (formerly American Orient Express) specializes in long-distance trips in which travelers sleep in private cabins aboard the country's premier, private passenger train. With 13 different two- to 10-day itineraries offered year-round throughout the United States, including national parks and other popular destinations, a journey aboard the GrandLuxe Express is much more than a train trip. Passengers experience the Golden Age of Rail on the elegant 21-car train appointed with vintage furnishings. Guests dine on delicious, upscale cuisine in the Dining Car, relax in the inviting Lounge Car, sleep in comfortable cabins, and enjoy personal service from their porters, butlers, wait staff and tour guides. Passengers also view some of the country's most stunning sights as the train winds through some of the nation's rarely seen countryside.
For more information, full descriptions and costs of itineraries, and brochures, visit www.GrandLuxeRail.com or call 1 (800) 320-4206.
Here is the text of Amtrak's statement to me:
We are pleased to announce that Amtrak Guest Rewards has selected Chase as the new issuing Bank. The new card will be available later this year. As a current card holder, you will receive updates as more information becomes available. We appreciate your patience, and look forward to bringing you the new and improved, Amtrak Guest Rewards credit card from Chase.
Please call us at 800.307.5000 Monday - Friday from 8 am - 8 pm EST if you have further questions or concerns regarding your Amtrak Guest Rewards account.
Regards,
Amtrak Guest Rewards
It seems like the story of late arriving Amtrak trains has taken the news media
by storm. Lately I've seen more and more articles in print on Amtrak trains
arriving later and later. Here's one from WJZ in Baltimore: http://wjz.com/watercooler/local_story_059114641.html
This report notes that Amtrak passengers are being affected by more and more
delays."Amtrak's on-time performance last year was its worst since the
1970s with only 68 percent of Amtrak trains arrived when they were supposed
to. The main problem is that Amtrak must share tracks with freight trains. Freight
volume is up, and so is wear and tear on the tracks, so Amtrak trains are going
slower than they otherwise would," states reporter Peggy Lee.
WJZ reports that the Coast Starlight was on time for only 4 percent of its
trips. The "Chicago Defender" also reports that the California Zephyr
had an on-time performance record of just seven percent. This is inexcusable.
And according to the "Defender," Amtrak's new CEO Alexander Kummant,
a former top exec at Union Pacific RR, doesn't hold the private sector railroads
responsible for most of Amtrak's delays! HELLO?
Let's take a closer look at the record. Last year 85 percent of Amtrak's high
speed Acela trains between Boston and Washington ran ON TIME! Now why is that?
It is a simple fact that Amtrak, and not the private sector railroads, owns
most of those tracks along the northeast corridor where these trains run.
The nation's private freight railroads treat Amtrak passengers as second-class
citizens, keeping us sitting in our passenger cars for hours on end while slower
moving freights are dispatched with priority. The private sector rail industry
has failed to live up to its mandate to give priority on their tracks to trains
run by Amtrak, a deal struck when Amtrak was first created back in 1970. Congress
needs to act on that and hold them responsible for their shameful disdain for
America's rail passengers.
But the shameful behavior of the private sector freight rail industry doesn't
account for the whole picture and to that extent Mr. Kummant might be at least
partially forgiven. The fact is that our national rail system is a disgrace.
We have a crumbling and inferior infrastructure. You name it -- bridges, tunnels,
catenary, rail crossings and single tracked mainlines are all partially responsible
for the increasing Amtrak delays. This nation has allowed the private sector
to literally rip up our infrastructure and sell it off for profit or just let
it crumble out of neglect.
So isn't it time for American to rebuild our own infrastructure?
Friends of Amtrak calls upon private industry, Congress and the White House
to confront these issues squarely. We want straight talk and real solutions.
We're tired of the blame game. If we can spend billions upon billions of our
taxpayers dollars abroad then we can certainly address the needs of our own
people at home.
Let's rebuild America. For passenger rail advocates this means investing in
our nation's rail infrastructure. For those companies truly interested in making
the necessary improvements there should be incentives. Similarly for those private
companies who refuse to honestly address their responsibilities to America then
they should be held accountable.
Through fiscal-year 2007’s first four months, Amtrak carried 8.2 million passengers system-wide, up 4 percent compared with the same period last year. Between October 2006 and January 2007, Acela Express ridership totaled more than 1 million, an increase of nearly 20 percent compared with the same FY2006 period. Ridership in California was also up. On the Capitol Corridor service ridership rose by more than 11 percent.. California's three corridor Amtrak services -- The Pacific Surfliner Service, the Capitol Corridor Service and the San Joaquin Service -- all rank in the top 10 in Amtrak ridership nationwide.
Amtrak Guest Rewards members recently received a notice from Bank of America
stating that their relationship with Amtrak as the holder of the Guest Rewards
credit card will be discontinued in May.
Amtrak has confirmed that it and Bank of America have agreed to discontinue
the existing credit card program.
However, Amtrak states that "the Amtrak Guest Rewards program is not going to be discontinued." Members "will continue to earn points for eligible transactions with your Amtrak Guest Rewards Bank of America credit card through the closing date of their May 2007 statement."
As for the credit card program itself, Amtrak states, "We will be offering a new Amtrak Guest Rewards credit card in April. Please check back after April 1, 2007 for more information. If you have any other questions regarding the use or benefits of your card, please call Bank of America at 1-800-421-2110."
NARP, the National Association of Railroad Passengers, has informed its members
of Amtrak?s latest effort ?to improve the economic performance of overnight
trains? by giving "passengers more choices about when they can enjoy sit-down
meals" on long distance trains. NARP noted that a prototype car, which
combines features of both lounge and dining car in one, will be added to the
Capitol Ltd. for a limited time in December and January for testing.
We at Friends of Amtrak question the wisdom of this approach. The new diner
lounges are intended to replace both the lounge cars and the current diners.
Instead of two cars there will be one. Will the
prototype testing feature just the one car? Further, by converting the diners
and not the sightseer lounges, and then removing the sightseers, riders will
not have a car for panoramic viewing.
This begs the question: Is Amtrak dramatically downsizing most of the transcontinental
and long-distance trains, reducing ultimately the number of sleepers, and probably
coaches, thereby justifying the
smaller food and lounge facilities? (See this related piece from ABC News on
Amtrak's downgrading of the dining car services:)
http://www.abcnews.go.com/WNT/Travel/story?id=2777294&page=1
If Amtrak wanted to improve the overall accessibility of food it could carry
along frozen meals that could be sold from the lounge counter. This is done
commonly in Europe, where really good food is served to first-class passengers
at their seats or in restaurant cars (expensive, but coach passengers can eat
there if they want to pay).
Amtrak's new CEO, Alexander Kummant, has made some very positive statements about wanting to maintain the quality and overall services of the long-distance network. There are some signs that Amtrak is having second thoughts about aspects of the downsizing, particularly on the Coast Starlight. We hope that Amtrak's new management team and Congress rethink the micromanaging that could destroy much of the long-distance experience and creatively think of ways to actually improve and expand it.
Plans are coming together for a National Rail Passenger Summit on Friday, March
23, 2007, in Chicago. This will be the day before the Midwest High Speed Rail
Association Spring Meeting on Saturday, March 24, 2007. Read more at the summit
at the web address: http://www.nationalrailpassengersummit.org
Amtrak's chief executive, Alexander Kummant, replaced six top managers as part
of what he said was a move to increase efficiency at Amtrak. The changes are
the first realignment since Kummant became chief executive on Sept. 12. They
follow an Oct. 25 report by inspectors general at Amtrak and the Transportation
Department saying poor management of legal contracts may have cost the railroad
tens of millions of dollars.
You can view Mr. Kummant?s letter to employees regarding the staff shake up
on the Friends of Amtrak Yahoo Groups website under "FILES"
A New York Times article of December 22, 2006 by Matthew L. Wald and Don Phillips
providing some very interesting reading. Here are some highlights from this
piece:
" Amtrak could see a ridership growth spurt of 50 percent in the next
five to 10 years, but it would require billions of state and federal dollars
invested in the tracks of other railroads, and millions more of private investment
in passenger rail cars, the new president of the railroad said Thursday in an
interview.
" ...Mr. Kummant indicated that Amtrak was backing away from some ideas
that had upset Amtrak supporters, including putting the Washington-to-Boston
corridor under separate ownership. He also said he did not intend to slash the
long-distance network because it was a national asset that, once lost, would
probably never be recovered.
" ...Mr. Kummant, a former freight rail executive, said that the rail
network nationally was overloaded, but that strong growth in freight traffic,
and the interest in rail as a solution to congestion and
energy problems, opened the possibility for government investment in private
freight railroad lines that Amtrak used."
Regarding our own concerns about frequent threats to cutback on our nation's
long distance trains, Kummant said: "We're not going to do anything radical
there."
" ...The cost of cross-country trains comes to about a dollar and a half per American per year, he said, and they are irreplaceable. He compared trains like the Empire Builder and the City of New Orleans to assets like national parks. ?I haven?t had the opportunity to go to Glacier National Park since 1976, but I pay taxes every year in the hope that I have the option to go back," Mr. Kummant said.
AMTRAK SLEEPING CAR PLANS AVAILABLE ON FRIENDS OF AMTRAK WEBSITE, August 24, 2000. Friends of Amtrak now has a page that shows in JPG format the layout of Amtrak's sleeping cars. Amtravelers take note! I don't believe that I've seen such a plan anywhere on the net. http://trainweb.org/crocon/sleeperplans.html
NO TRAIN NO GAIN BUMPER STICKER OFFERED FREE -- December 17, 2000. The Railroad Passenger Association of Alabama is offering a free "No Train No Gain" bumper sticker. For information check out the page link by Friends of Amtrak:
FREE with LSSAE, $1.00 for each additional. Black on white, peel and stick variety, sized to fit inside a legal sized envelope. This is a volunteer effort in support of passenger rail. No profits are made. Quantities of 100 available for $34.00 postage paid to organizations and individuals.
For your bumper sticker send to:
THE SIX MYTHS ABOUT AMTRAK
Myth #1 - Amtrak can be profitable. No national rail passenger system in the world is profitable. Without public subsidy, there will be no passenger rail transportation systems in the United States.
Myth #2 - The private sector is dying to take over our services. Remember why we were formed. We are what is left of a once privately run enterprise.
Myth #3 - Long-distance trains are the problem. This is perhaps one of the biggest myths. If you eliminate every long-distance train, your avoidable costs would decrease about $70 million a year-after about a year and a half of making labor protection costs. On a fully allocated basis, after five years, you might save annually about $300 million. Focusing on this problem is not going to save Amtrak. This approach is a red herring.
Myth #4 - Amtrak is a featherbed for labor. Our wage rates are about 90% of the freight industry and are even lower when compared to transit. Wages are not the problem; generating a higher level of productivity, that is the challenge. It is management's duty to seek such improvement.
Myth #5 - The Northeast Corridor (NEC) is profitable. The NEC may cover most of its above-the-rail costs, but it is an extremely costly piece of railroad to maintain. The NEC is not profitable and never will be. Sure, private groups might be interested in having it, but they would take it only with the promise of massive capital infusions.
Myth #6 - There is a quick fix - reform. The word reform is like catnip to those interested in a quick fix to Amtrak. If the answer were quick and easy, we would have solved the problem long ago. What needs to be done is to tightly manage the company and its finances and begin to make incremental but critical improvements to plant and equipment.
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