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GOVERNOR JEB BUSH BACKS AMTRAK FLORIDA EAST COAST SERVICE - December 23, 2001.
Florida now has enough money to begin converting Florida East Coast Railway's freight line to also handle Amtrak passenger service. After thwarting high speed rail efforts in the sunshine state, Governor Jeb Bush has done an about face by supporting Amtrak's plans to run coastal service along the Florida East Coast Railroad. Local commerce and municipal leaders have backed the proposal for a couple of years now.
Governor Bush, on Thursday, December 20, arranged an $8 million rescue from the state's transportation department for the FEC/Amtrak plan that had been previously scuttled by state officials.
According to Florida Today, "Bush said he will seek federal help for the rest of the total $82 million needed to finish the project by 2005, allowing the line to eventually accommodate two daily passenger trains in each direction.
The plan includes construction of eight train stations -- at St. Augustine, Daytona Beach, Titusville, Cocoa, Melbourne, Vero Beach, Fort Pierce and Stuart -- and a new rail connection between the Florida East Coast Railway and the existing South Florida Rail Corridor in Palm Beach County, according to the Orlando Sentinel.
Amtrak and the FEC had signed an agreement as far back as last May for Amtrak to lease the rail line for 10 years. Amtrak estimates its own expenses at $16.5 million. When fully implemented, Amtrak will provide six trains a day in each direction from Jacksonville to various cities in the state -- including two per day in each direction on the FEC tracks from Jacksonville to West Palm Beach. The trains will continue to Miami along the South Florida Rail Corridor, which is used by Amtrak passenger trains and Tri-Rail.
"It's a wonderful Christmas present," Daytona Beach Mayor! Bud Asher said.
In asking the state Department of Transportation to fully fund a plan to restore passenger train service between Miami and Jacksonville Bush said, "The September attacks on our country showed us that we must fully develop alternative modes of transportation in and out of Florida."
CONGRESS SAYS NO LIQUIDATION PLAN FOR AMTRAK -- December 20, 2001. Congress has passed a defense appropriations bill for 2002 that explicitly includes a provision saying no federal funds can be spent on a liquidation plan for Amtrak. The liquidation plan was to be drafted by Amtrak itself following a 6-5 vote of the Amtrak Reform Council (ARC) which said that Amtrak would not become self sufficient the 2002. The ARC, a highly politicized body, was created by Congress in 1997 as part of the Amtrak Restructuring act, which gave the railroad five years to become self sufficient. The ARC was invested with the power to issue a report to Congress which obligated the railroad to draw up plans for its own liquidation should the ARC find that it could not reach self sufficiency by the Congressionally mandated deadline. Meanwhile, Amtrak was concerned that the talk of liquidation was harming its financial standing with creditors. "The Congress sent a clear message that Amtrak will not be liquidated,'' Amtrak spokesman Bill Schulz said today.
The bill also contained a provision appropriating $100 million for Amtrak for life-safety work in the New York tunnels.
And finally the House and Senate seem unable to agree on a stimulus package bill. The House version, which received overwhelming support from the GOP, contains no money for Amtrak. The House vote on the measure was 224-193 with all but 8 Democrats voting in the minority.
DOWNEASTER SERVICE AT LONG LAST - December 19, 2001.
The following article on Maine's new "Downeaster" service is copyrighted from the National Corridors Initiative with permission for reprint in part from editor Leo King:
"We've had many highs, twice as many lows, but believe me - this is my high." That's how Maine's rail boss, Michael Murray, summarized twelve-plus years of getting train service restored from Portland to Boston, nearly 40 years after the last scheduled passenger train rolled to a stop in Portland on the Boston & Maine.
Instead of being operated by the B&M, which was the Mellon Bank's first rail acquisition which renamed it Guilford Rail Systems, this train, and the subsequent four-trains daily in each direction, are all operated by Amtrak with financial assistance from the Northern New England Passenger Rail Authority (NNEPRA), an umbrella organization which got its funding from Maine taxpayers. New Hampshire and Massachusetts also contributed to the cooperative effort. The trains operate over Guilford lines between Portland and Plaistow, N.H.
Thirteen years after a retired banker wrote a letter to former Amtrak boss W. Graham Claytor complaining about the lack of service to his part of the planet, the hard work and dedication by Wayne Davis and others led to northern New England finally getting its passenger trains back after nearly 40 years. The Portland station is still under construction, as are the trackside canopies and other amenities, but the communities are light-years ahead of where they were one day earlier. Davis received lavish praise - which he deserved - for his determination and sticking with the idea despite obstacles that would have discouraged many other people. Governor King, Senator Snowe, and several other heaped praise upon him, and National Association of Railroad Passengers executive director Ross Capon, who had also been aboard the inaugural train, presented him with a silver bell.
Meanwhile, U.S. Sen. Susan Collins (R-Maine) told her audience filled with railroaders and political figures at Boston's North Station (in the Fleet Center's Legends room), "It is a great day for all of New England."
At Haverhill, the first of six stops the train would make this day, Amtrak board chairman Michael Dukakis "This is a great day for Amtrak, and a great day for Maine." Dukakis noted at each stop. Dukakis said, during one of his addresses, "We made some dumb mistakes back in the 1950s." He was referring not only to passenger trains nearly disappearing, but even the tracks, in many cases. Now, we find ourselves in a rail renaissance, because the railroad can get to places without restrictions - no airports and their attendant delays, no highways and their attendant and frequent gridlock - as long as the tracks are there. We love our cars, but we're going to have to learn to drive less. The re-awakening is not just for the communities the train passes through, but for adjacent towns, and villages adjacent to those places. The social implications are enormous - as long as the country has the will to make it happen.
ARC REPORT SUGGESTS AMTRAK ALTERNATIVES - December 14, 2001. According to a story by the Associated Press, the Amtrak Reform Council (ARC) is suggesting nine different alternatives for a decentralized Amtrak. The AP story said that they ranged from the most drastic to least drastic. "The most drastic option has the private sector taking over train operations from Amtrak and probably eliminating long-distance routes generally considered unprofitable."
"Under the least drastic options to be considered Friday, Amtrak would continue to operate passenger trains but could face competition from private companies or regional authorities."
Jim RePass, president of the National Corridors Initiative, which supports development of high-speed rail, took issue with the premise behind privatization. "If you cherry-pick only the very, very best routes, you're going to be abandoning areas of the country that are expensive to serve,'' he said. "I have a philosophical problem with that.''
SENATE DEMOCRATS CUT LIQUIDATION LANGUAGE -- December 12, 2001. Democratic senators led by Joseph Biden (DE) and Ernest Hollings (SC) won voice-vote approval of an amendment to the defense appropriations bill that would deny any funds for implementing an Amtrak liquidation plan until a reauthorization law for Amtrak is enacted, which is expected next year. The deal was struck with two of Amtrak's most vocal opponents, Senator John McCain (AZ) and Phil Gramm (TX), both Republicans.
DOWNEASTER SERVICE SET TO BEGIN - December 10, 2001. The new Boston to Portland, Maine train is selling out fast. Service on the line begins on December 15th. In Maine, the train will stop in Portland, Saco, Wells and Old Orchard Beach. The Saco station will not be ready until mid-January so the train will not stop there until then.
Thanks to a series of obstacles presented by the host railroad, this has become the longest-delayed passenger rail project in Amtrak's history.
The 114-mile trip will take 2 1/2 hours and will also include three stops in New Hampshire. The train will make four round trips daily. A one-way ticket from Portland to Boston will cost $21, and same-day round-trip service will be $35.
The website for the Downeaster is: http://www.thedowneaster.com/
ACELA EXPRESS NEARS THE 1 MILLION MARK - December 10, 2001. Amtrak's high speed train, Acela Express, that runs at speeds of up to 150 mph between Boston and Washington, is expected to pass the million-passenger mark sometime this month after a year of operation. As of Nov. 30, Acela Express trains had carried nearly 857,000 passengers. Eight to 10 trains - 35 to 40 percent of those in service - are selling out on an average weekday in both first class and coach. The service is still being phased in.
Ticket revenue from Acela Express was approaching $100 million on Nov. 30. Amtrak projects that, once at full strength, Acela Express will carry nearly 3.9 million riders, generate $300 million in revenue and net $180 million each year.
"The travel industry as a whole has a tremendous challenge ahead of it as people's travel habits continue to change in the wake of Sept. 11," said Michael Dukakis, acting chairman of Amtrak. "Amtrak is meeting that challenge."
Within the $13.5 billion Federal Aviation Administration budget covered under the bill, Congress funded $292 million for other air security priorities, including bomb detection initiatives.
FOUR AMTRAK TRAINS STOPPED FOR BOMB SEARCH -- November 28, 2001. The A.P. reports that four Amtrak passenger trains were stopped and searched in four states after a caller reported there was a bomb aboard one of the trains. Nothing dangerous was found.
The trains, all Southwest Chiefs which run between Chicago and Los Angeles, were stopped about 9:45 p.m. EST Tuesday near La Junta, Colo.; Bosworth, Mo.; Los Angeles, and Gallup, N.M., said Kevin Johnson, head of Amtrak media relations in Chicago.
21 SENATORS VO W TO BLOCK AMTRAK LIQUIDATION -- November 21, 2001. A bipartisan group of 21 U.S. senators pledged Monday to block any attempt to liquidate Amtrak, calling on the White House to assure Amtrak's creditors that dissolution was not an option.
The Senators wrote to President Bush that the railroad's credit has been badly damaged since a congressionally appointed board that oversees its finances recommended earlier this month that Amtrak be restructured or liquidated.
In addition the letter stated, "Members of your Administration have told us that you share the same goal and will be sending to the Congress a passenger rail proposal. We all seem to be heading in the same direction and we look forward to working with you to make a long-ternl commitment to Amtrak and passenger rail service in this country. The Transportation Department has not made it clear whether Amtrak will be a part of that plan."
Senate lawmakers reminded the White House, however, that liquidation would not happen without their support and they were not about to give it.
"Amtrak cannot be liquidated without the Senate's approval, and we will oppose any effort to do so," the lawmakers said in the letter dated Nov. 16 but released Monday. "We hope you will join with us in reassuring Amtrak's creditors that liquidation is not an option."
"The ARC's finding has not changed the public's need for intercity passenger rail transportation...", the Senators continued.
"Amtrak's passenger rail service is an essential link in our transportation system -- and a strategic asset during times of national emergency," the letter to Bush said.
The Senate Commerce Committee has approved legislation that would provide $1.77 billion for Amtrak's security needs, and the Finance Committee has approved a bill that would provide $9 billion in bonding authority for new passenger rail corridors.
Amtrak's near-term future, at least, will be determined when Congress takes up the railroad's reauthorization early next year.
Among those signing the letter were John Breaux (D-LA), Hilary Clinton (D-NY), Arlen Specter (R-PA), Joe Biden (D-DE), Paul Sarbanes (D-MD), Ernest Hollings (D-SC), Charles Schumer (D-NY), Max Cleland (D-GA), Jim Jeffords (I-VT), Patty Murray (D-WA), Susan Collins (R-ME), Barbara Mikulski (D-MD), Barbara Boxer (D-CA), Olympia Snowe (R-ME), Michael DeWine (R-OH), Harry Reid (D-NV), Jay Rockefeller (D-WV) and Tom Carper (D-DE), among others.
AMTRAK REFORM COUNCIL VOTE FORCES AMTRAK TO PREPARE LIQUIDATION REPORT -November 9, 2001. The Amtrak Reform Council (ARC) has voted to issue a formal report to Congress indicating that Amtrak will not meet a 2002 deadline to become financially self sufficient. The outcome of this report is that Amtrak must now draft a plan within 90 days for its own dissolution. The vote of the Council was 6 to 5. However, Congress would be hard pressed to liquidate the only national passenger rail service given the widespread public support that Amtrak enjoys and especially in the wake of the crisis facing America post September 11. Indeed, leading Senators are calling for the elimination of the deadline on Amtrak's self sufficiency. Enactment of the High Speed Rail Investment Act now takes on greater importance in Congress.
Rep. Jack Quinn, R-N.Y., chairman of the House Transportation subcommittee on railroads said that "The Amtrak Reform Council's decision could not have come at a worse time."
Ross Capon of NARP called the self sufficiency requirement a "stupid objective."
Amtrak President George Warrington has repeatedly urged Congress to decide, once and for all, whether Amtrak should run only profitable routes or continue to serve the entire nation.
It is important to note that trains will continue to run despite the ARC report. Congress and the President will make the final decision on the fate of Amtrak.
ECONOMIC STIMULUS BILL WOULD PROVIDE MONEY FOR AMTRAK -- November 8, 2001. The Senate Finance Committee narrowly approved a $66.4 billion economic stimulus package today that would include $7 billion in bonds for Amtrak high-speed rail projects plus an additional $2 billion for a new rail tunnel under New York's Hudson River. The committee voted 11-10 along party lines for a $66.4 billion Democratic bill that is vastly different from a Republican measure which calls for tax relief instead.
BOMBARDIER SUES AMTRAK - November 8, 2001. Bombardier Corporation filed suit against Amtrak today in the United States District Court for the District of Columbia claiming that Amtrak disrupted its ability to produce and deliver the high-speed trainsets and locomotives for the Northeast Corridor (Acela Express) in a timely and efficient manner.
The Corporation seeks to recover at least US$200 million in damages, which include additional and unwarranted costs incurred during the execution of the Acela Express project. These costs have already been accounted for by the Corporation, as part of the total project costs.
Amtrak quickly took issue with the lawsuit calling it a "stunning demonstration of irony." Amtrak cited its right to assert claims against the company on the following grounds:
Bombardier will continue to supply the five remaining Acela Express trainsets in the 20 set order.
INSPECTOR GENERAL'S OFFICE TELLS CONGRESS - ABANDON SELF SUFFICIENCY DEADLINE - November 2, 2001. Congress should abandon next year's deadline for Amtrak to become self-sufficient says the US Transportation Department's deputy assistant inspector general Mark R. Dayton. Eliminating the deadline would allow Amtrak to keep its focus on improvement rather than dissolution," Dayton said. For instance, Amtrak should take the lead on improving the ventilation and evacuation systems in six aging underwater tunnels to New York's Penn Station, Dayton said. Other lines use the tunnels, but developing a cost-sharing plan would result in dangerous delays, he said.
Meanwhile Senate Commerce Committee Chairman Ernest Hollings (D-SC) noted that "There is no truly national passenger train service in the world that makes a profit." And George D. Warrington, Amtrak's president, said it has become even more difficult, in the wake of the Sept. 11 attacks, for the railroad to make money while fulfilling a mandate to provide passenger service throughout the country. "With the economy contracting and public expectations about security and safety rising, the self-sufficiency deadline will force us to choose very soon between two evils," he said. Those are: cutting back on service to save money, or keeping service with better security, only to lose more money and risk liquidation.
DURBIN TELLS SENATE COLLEAGUES TO BACK AMTRAK -- November 2, 2001. As Amtrak came to the rescue of the nation's transportation needs in the wake of Sept. 11, the nation now must not overlook the safety needs of the passenger rail service as all eyes turn again to aviation, Sen. Dick Durbin (D-IL) "We have put a lot of attention, as we should, on aviation safety," Durbin said during a press conference with Amtrak officials at Chicago's Union Station. "But we also want to focus on other areas of vulnerability. We have an obligation as a nation to increase security at Amtrak."
CHILDREN'S VIDEO TO FEATURE ACELA EXPRESS -- November 2, 2001. Amtrak and Trainfans, Inc. have announced an agreement regarding the production of a children's Video/DVD featuring the nation's first high-speed train, Acela Express. The product features a train journey highlighting the experience of a young boy (Alec) and girl (Kayla) traveling from Boston to Washington, D.C. and includes segments on the construction and maintenance of the new Acela Express train. Also featured are segments of the children enjoying various tourist attractions of cities on the trip including Boston, New York, Philadelphia and Washington, D.C. The product is scheduled for release December 1, 2001-- in time for the holiday season-- and will be carried by most major book and video retailers.
AMTRAK RIDERSHIP HOLDS STRONG -- November 2, 2001. Six weeks after terror attacks forced a shutdown of air travel, Amtrak's nationwide ridership remains stronger than usual, although the average number of daily passengers each day has declined from the highs reached soon after the attacks, that according to the Associated Press. October ridership was expected to come in at 1.9 million nationwide, or about 3 percent higher than a year ago, Amtrak said. Ridership has remained strongest in the Northeast Corridor with Amtrak's Acela Express becoming increasingly popular.
$1.77 BILLION AMTRAK PROPOSAL GOES TO SENATE FLOOR - October 18, 2001. The Senate Commerce Committee voted unanimously to send a $1.77 Billion security proposal for Amtrak to the full senate for a vote. The committee agreed to send the proposal forward without amendments, although it can be amended when it reaches the floor for a vote. Nearly $1 billion would address safety concerns in six aging underwater tunnels owned by Amtrak that carry rail passengers to New York's Penn Station. $515 million more would go toward security upgrades throughout the Amtrak system - increasing its 325-person police force, tripling the number of bomb-sniffing dogs, and adding surveillance equipment. $254 million would go to improve emergency exits at Penn Station; replace two aging rail bridges in Connecticut, over the Thames and Niantic Rivers, that are considered susceptible to sabotage; and implement a sophisticated speed-control system in the Northeast Corridor, where Amtrak's high-speed Acela Express operates.
Committee Chairman Ernest Hollings (D-SC) said he intended to hold a hearing as early as next week on more wide-ranging issues facing Amtrak, including his proposal to drop the federal requirement that Amtrak wean itself from government operating subsidies by 2003. And Senator Kay Bailey Hutchison (R- TX) reiterated her determination to distribute funding throughout the national system.
SENATE COMMERCE COMMITTEE APPROVES $1.8 BILLION FOR AMTRAK - October 17, 2001. Today the Senate Commerce Committee approved a compromise measure that appropriates close to $1.8 billion for Amtrak. A key provision of the legislation would provide $515 million for Amtrak to boost security systemwide. Another $998 million would go for tunnel safety projects in New York, Baltimore, and Washington. An additional $254 million would pay for safety and security improvement projects, including accessibility of New York's Penn Station and two bridges in Connecticut. Committee Chairman Senator Ernest Hollings (D-SC) said he intends to hold a hearing as early as next week on more wide-ranging issues facing Amtrak, including his proposal to drop the current federal requirement that Amtrak wean itself from government operating subsidies by 2003. The bill falls far short of the $3.2 billion Amtrak requested and contains no provisions for airport security like measures. Senator John Breaux (D-LA) said that is a problem.
NARP MESSAGE - October 17, 2001. To NARP Members--October 17, 2001: This morning the Senate Commerce Committee approved a bill with $1.8 billion for Amtrak, consistent with the Biden/McCain agreement announced on the senate floor October 11.
Chairman Hollings(D-SC) and ranking member McCain(R-AZ) resisted several amendments, some of which are likely to be offered on the floor. Sen. Hutchison(R-TX) clearly was angry that the package did not do more for points outside the Northeast Corridor. She got into a heated exchange with McCain about this. Below is a suggested message for your senators and representatives(use your own words where possible) See the NARP website <www.narprail.org> for ways to contact your legislators. Telephone, fax, or regular mail is better than e-mail.
--Ross B. Capon, NARP Executive Director
DRAFT LETTER
Dear____________:
Capacity enhancement--including new equipment, not just repairing damaged cars--must be part of any response to September 11 and the continuing increased demand for train service. The $1.8 billion package approved on October 17 by the Senate Commerce Committee mostly does NEC tunnel safety work and nationwide security improvements. This is good but not enough.
We still need the High Speed Rail Investment Act this year, to make the federal government a serious partner with states seeking to improve designated corridors. This should be part of any "stimulus" package. The need for this legislation was obvious to many even before September 11.
Thank you for your continuing efforts for bringing genuine balance to our nations transportation system, which will help strengthen that system and our economy in general.
Sincerely,
BIDEN / McCAIN AGREE ON AMTRAK PROPOSAL -- October 12, 2001.. NARP is reporting tonight that Senators Joe Biden (D-DE) and John McCain (R-AZ) "have agreed on a deal that gives Amtrak $1.8 billion of the $3.2 billion package Amtrak developed in response to the 16 senators' request. See the latest NARP hotline for more details.
SENATE APPROVES AIRLINE SECURITY BILL / NOTHING FOR AMTRAK -- October 12, 2001. The U.S. Senate has passed an airline security bill but would not approve an amendment to include security funding for Amtrak. Meanwhile Amtrak's Acela Express has seen a 35% boost in ridership according to a report out today in the Wall Street Journal. The paper also noted that Amtrak's systemwide passenger levels are up 15 percent to 17 percent from year-earlier levels
HOLLINGS PROPOSES MORE AMTRAK FUNDING! -- October 10, 2001. In a major step forward, U.S. Senator Ernest Hollings (D-SC) said today that he will introduce a bill that would abandon the law that threatens the future of Amtrak and grant its request for $3.2 billion in emergency financing and authorize $35 billion in loans and loan guarantees for freight and passenger rail development. "Since Sept. 11, we have a radically changed environment,'' Andy Davis, a spokesman for Hollings, said Wednesday. "There are new demands placed on Amtrak, both in terms of short-term security and long-term capacity and stability of rail.''
AMTRAK SECURITY FUNDING COMPROMISE POSSIBLE - October 10, 2001. The latest word out of the nation's capital is that a compromise agreement is being worked out that would provide $1 billion for Amtrak security to be used to upgrade the aging tunnels in New York, Washington and Baltimore. Amtrak would be given the funds to address long standing safety hazards that exist in these tunnels. 350,000 people a day pass through the tunnels in Manhattan alone. Senator Ernest Hollings (D-SC), one of the two sponsors of the airport security bill which would include the Amtrak amendment, has reportedly indicated his approval of the compromise agreement. Senator Kay Bailey Hutchison (R-TX), a key GOP supporter said that she would also sign onto the agreement and would be in favor of an additional $500,000 for Amtrak improvements nationwide. However, it is still not clear if the amendment will have the backing of a number of northeastern Senators who want Amtrak to receive the full $3.1 billion it requested to get the job done. And Senate Majority Leader Tom Daschle (D-S.D.), said, "I don't know that there is any assurance at this point" that Amtrak will get money for security."
According to a report by New York Newsday, "If Amtrak receives $1 billion for tunnel repairs, it would take two to four years to alleviate a condition that has been lambasted by the Department of Transportation inspector general and New York City Fire Commissioner Thomas Von Essen. Both said the four railroad tunnels under the East River and two under the Hudson River have inadequate water supplies to douse a fire. Evacuation routes are constricted by narrow, spiral stairways and crumbling walkways that permit passage of one person at a time, investigations found."
NATIONAL GUARD TO PATROL PENN STATION - October 9, 2001. New York Governor George Pataki has called out the National Guard to patrol Amtrak's Pennsylvania Station as well as Grand Central Terminal and a number of bridges and tunnels in New York City.
STILL NO HELP FOR AMTRAK - October 4, 2001. As the Senate attempts to deliver even more money for the struggling airlines in the wake of the September 11 attacks, there is still no help in sight for Amtrak. Senate leaders have been trying to work out a plan to provide for more airline security but attempts to do the same for Amtrak have thus far been frustrated. Said Senator Joe Biden (D-DE), who commutes to work each day aboard Amtrak, "My frustration here is that my colleagues in the United States Congress leap immediately to try to do something for the airlines but every time you mention Amtrak (rail service), it's like a bad word...All I am asking is that we treat the transportation system and those places that are most vulnerable,"Biden said.
Meanwhile, according to a Reuters News Service report, a United Passenger Rail Alliance (UPRA) spokesman said, and this is incredible folks, "There's no more threat to rail tunnels in New York or anywhere else now than on Sept. 10. We have to look at safety issues but it's not a national emergency." Hello!
NARP MESSAGE OF OCTOBER 4, 2001 - To NARP Members--October 4, 2001:
As often happens on Capitol Hill, movement is slower than anticipated. The Senate did not get to the airline security bill yesterday, but expects to do so today. (The Senate Democratic and Republican cloakrooms have taped messages about floor actions, updated during the day.
Democratic: 202/224-8541; Republican: 202/224-8601)
So efforts are still timely to reach senators about the Biden/Durbin etc. $3 billion Amtrak amendment to the airline security bill.
Of special interest to NARP members, the Amtrak package--based on their latest demand projections--now includes acquisition of new sleeping cars (both double-deck Superliners and single-level Viewliners) and some new single-level dining cars. This is Amtrak's first specific pitch for new long-distance equipment in recent years.
Broaden your message to something like the following (and send to your U.S. representative also):
As always, we are interested in feedback you care to pass on from any offices with which you talk. Again, all members can be reached through the Capitol Hill switchboard at 202/224-3121. If you are uncomfortable talking with a staff person, just request the FAX number and send a written message. And, even at this late hour, regular letters are still much better than nothing: The Honorable ______, U.S. Senate, Washginton, DC 20510; The Honorable _______, U.S. House of Representatives, Washington, DC 20515.
AVIATION SECURITY BILL WITH AMTRAK AMENDMENT BLOCKED -- October 3, 2001. Reuters News Service reported today that Senate Minority Leader Trent Lott (R-MS) has blocked unanimous consent to bring the airport security bill to the floor for a quick vote. Reuters hinted at partisan rumblings over amendments to the bill including one that would provide over $3 billion in safety-related repairs and additional train cars for Amtrak. According to Reuters, Senator Joe Biden (D-DE) "rose in the chamber to roar his indignation that the rail money was considered a side issue. Biden said that 350,000 people a day go through rail tunnels in the New York area, tunnels that were built decades ago without proper ventilation, signaling or safety."
"And you're telling me you're not going to give me the equivalent of an air marshal to guard a tunnel that has 350,000 people a day? Where is your shame?" Biden thundered.
According to NARP, "Senators Biden (D-DE), Durbin (D-IL) and others were planning to offer a modified version of Amtrak's $3.15 billion emergency funding request as an amendment to the airline security bill this afternoon.
"Modified version" means a greater proportion of resources will go outside the Northeast Corridor (compared with the package Amtrak initially proposed). This is partly in response to Sen. Kay Bailey Hutchison's (R-TX) statement yesterday in the Senate Commerce Committee that she cannot continue to support Amtrak as a "nearly-all-Northeast-Corridor" operation, and partly in response to recently-announced air service cutbacks.
Please call your senators and urge them to vote for the Biden/Amtrak amendment to the airline security bill. All members can be reached through the Capitol Hill switchboard at 202-224-3121.
MINETA: SECURITY CHECKS UNNECESSARY ON AMTRAK TRAINS - October 1, 2001. U.S. Transportation Secretary Norman Mineta said today that the threat of an attack against Amtrak passenger trains may not be great enough to warrant subjecting rail travelers to airport-style security checks. Mineta questioned part of the Amtrak proposal that would require rail customers to pass through metal detectors before boarding Amtrak trains. "We find that, I think, train stations have much more vulnerability than they do on board the train," Mineta said after arriving in Philadelphia aboard an Amtrak Acela express train for a speech to the American Public Transportation Association (APTA). "We don't think of that as being as great a threat as are tunnels, bridges, central train control systems, the whole information technology. Those are greater problems than whether or not we should put metal detectors at the train stations prior to passengers boarding trains."
NBC'S TODAY SHOW FEATURES AMTRAK'S NEC - September 26, 2001. NBC Today Show featured a segment on Amtrak as the mode of choice in the Northeast Corridor. Ridership is up to more than 47,000 passenger/trips per day. An NBC reporter boarded yesterday's 7:00 a.m. Acela EXPRESS departure out of Washington. The reporter noted that every seat was sold. Several passengers were interviewed resulting in a number of very positive comments regarding train service. Increased security was also discussed. Today Show host, Katey Couric mentioned that she had ridden Amtrak between DC and New York since the terriorist attack and was very pleased with the service and the feeling of safety.
NEW YORK TIMES EDITORIAL BACKS AMTRAK FUNDING - September 25, 2001. The New York Times, in today's editorial, has called upon Congress to provide Amtrak with "an immediate infusion of cash" for security and capital improvements as well as a "more sensible long term strategy" to upgrade the passenger rail system. Noting that Amtrak provided a needed service to stranded travelers when the airlines were shut down, the newspaper invoked Congress "to now focus on investing in economically viable high- speed service in heavily traveled markets, and create a dedicated rail trust fund for Amtrak like the funds that pay for highway and aviation infrastructure projects."
NARP PRESS RELEASE - September 25, 2001. In the wake of the terrible tragedy of September 11, it is important--in the words of Transportation Secretary Norman Y. Mineta--that "we do not allow the enemy to win this war by restricting our freedom of mobility." The U.S. desperately needs a more balanced transportation system in which rail plays a much bigger role.
Amtrak took on unusual importance right after the tragedy. During September 12-18, ridership was up nationwide and the increase on the long-distance trains was 35%. However, we believe that intercity rail must play a bigger role over the long term -- particularly for discretionary trips of any length, and for shorter-length business trips. [The Washington Post September 24 editorial, "Keep the Trains Running," including an endorsement of the long-distance trains, is at
<http://www.washingtonpost.com/wp-dyn/articles/A14202-2001Sep23.html>.
Today's New York Times editorial, "Trains Need Help, Too" is at
<http://www.nytimes.com/2001/09/25/opinion/25TUE2.html>.]
It has become more apparent than ever that our transportation system and economy would be far stronger and more resilient if we had a world class passenger rail system.
As the Milwaukee Journal Sentinel editorialized September 21, "The horrible events of September 11 should make clear to everyone, especially members of Congress, that the solution to national transportation problems isn't simply safer planes, but better trains."
It is critical that the High Speed Rail Investment Act (S.250, H.R.2329) be enacted this year. Enactment would let states begin to invest in corridors DOT already has identified.
Finally, we support Amtrak's $3 billion short-term request to meet safety, security and capacity needs, like repairing out-of-service equipment so nationwide capacity can be enhanced quickly, and speeding up the much-criticized timetable for completing fire and life safety work on the New York tunnels.
NARP Executive Director Ross B. Capon observed, "This important emergency package is no substitute for a long term commitment to a nationwide system. We note that Amtrak has clarified that--just as most of the repaired existing cars will run outside the Northeast--the ten new train sets in this package may also serve markets outside the Northeast."
People want and need meaningful travel choices - including modern train service. On the last day Congress was in session in 2000, Senators Lott and Daschle promised action this year on the High Speed Rail Investment Act. To this end, NARP strongly urges the Congress and President Bush to act now. The issue has become too important to become the subject of another call to "wait until next year."
NARP MESSAGE - September 24, 2001. To NARP Members:
(1) The Washington Post editorially endorsed intercity passenger rail today, and specifically endorsed long-distance trains. Headlined "Keep the Trains Running," the editorial included this: "The lasting consequences of Sept. 11 include a need to maintain train service on longer, typically unprofitable routes. Such service may begin to attract more passengers and revenue...A national rail system should not be limited to profitable routes; public service still must be part of the Amtrak mandate...During the lifetime of Amtrak, the government has put nearly 70 times more money into highways and aviation than into the train system. If Congress is serious about maintaining or increasing railroad travel, lip service about the virtues of riding the rails won't do; more capital must be committed."
Full text is at: <http://www.washingtonpost.com/wp-dyn/articles/A14202-2001Sep23.html>.
(2) The Philadelphia Inquirer also published a pro-Amtrak editorial today, "Back on track--Attacks make it clear Amtrak has a role." The editorial named corridor development possibilities around the nation and ended this way: "As they work with the airline industry to repair the damage from last week's calamity, President Bush and Congress need to find the time, the will and the money to enable Amtrak to play its proper role in the nation's transportation network."
<http://inq.philly.com/content/inquirer/2001/09/24/opinion/TWOMON24.htm>
Yesterday, The Inquirer's travel section carried a story by Tom Belden, "Deadly hijackings may turn more attention to the rails; Amtrak ridership is up out West, following Europe's lead." <http://inq.philly.com/content/inquirer/2001/09/23/travel/BIZ23.htm>
[The Inquirer travel section also carried an Associated Press story on tourist trains, "The routes vary in length; Many trains make stops so that passengers can disembark and explore; Taking to the railroad tracks for a scenic view of W. Va.," by Jennifer Bundy <http://inq.philly.com/content/inquirer/2001/09/23/travel/DOVE23.htm>]
(3) Pro-Amtrak news and editorial coverage has been extensive. Here are a few other examples:
* Today's Denver Post carries an op ed column--"Time to reconsider high-speed rail"--by Joseph Szyliowicz (professor of international studies and founder of the Intermodal Transportation Institute at the University of Denver) and Anthony Perl, "an associate professor of political science at the University of Calgary [who] writes frequently on transportation topics." (Perl is a former NARP board member.)
<http://www.denverpost.com/Stories/0,1002,74%257E154973,00.html>
* Spokane Spokesman-Review, Sept. 21, "Nation needs Amtrak, by Steve Becker - For the editorial board"
* Indianapolis Star, Sept. 22, "Attacks raise interest in high-speed rail; Public's concern about air travel could prompt Congress to pump billions into new train system." by Dan McFeely
(4) Amtrak's web site now carries this "Important Information About Amtrak Guest Security: Effective immediately, Amtrak is implementing several new security measures for the benefit of our guests. Consequently, guests may be required to produce valid photo identification when purchasing tickets or checking baggage. All guests, 18 years or older, should be sure to carry a driver's license, passport or other photo identification when making a purchase. Valid ("in-force" or ""current") photo identification includes the following:
--Ross B. Capon
NARP Executive Director
CONGRESSMAN CALLS FOR REPEAL OF AMTRAK REFORM ACT - September 22, 2001. Congressman Peter DeFazio (D-OR) says that Congress should repeal the law that requires Amtrak to become profitable by 2003 or face dissolution. "I would suggest strongly that investment in Amtrak and high-speed rail makes more sense now than before this horrible tragedy...It was never a good idea, and in a time of crisis like this, it's a stupid idea,'' he said. According to a report by the Associated Press, "Even some critics of Amtrak say the aftermath of the Sept. 11 attacks highlighted the need to develop high-speed train service." Paul Dempsey, director of the National Center for Intermodal Transportation at the University of Denver, noted "The events of September 11 show us that we cannot rely solely upon one mode of transportation." According to the AP report, Dempsey predicted that Amtrak will see "significant, long-term improvement in ridership.'' But Congressman John Mica (R-FL), a member of the Transportation Committee, said he still favors dissolving Amtrak and turning passenger rail over to private companies.
Regarding Amtrak's request for $3 billion for security and improvements, Sen. Richard Durbin (D-IL) said he believes Congress will address the request in the next two weeks. The AP quotes Durbin saying,"`I don't think we can dismiss any threat when it comes to terrorism...We understand the focus on transportation and areas where crowds gather, so it's an important issue we should move on quickly.''
Amtrak proposes to spend half of the $3 billion on track modernization and the other half on security upgrades and safety improvements around the older tunnels in the northeast. Amtrak currently has a 325 person security force which is paid for from it's budget.
NARP MESSAGE - September 20, 2001. To: NARP Members
I. What Amtrak Has Done
The Amtrak ridership figures in my message yesterday -- from published news reports -- were not correct. Amtrak says, during September 12-17:
Amtrak says it added:
Amtrak says that through September 18 it had transported "237 extra carloads of mail" above normal levels. "Amtrak provided transportation to New York City for families and friends of victims, firefighters, police, medical teams, military and other public officials, airline crew members, and even sports teams. In partnership with the American Red Cross, Amtrak transported thousands of emergency relief kits to New York City."
II. What Senators Have Done
Yesterday, 16 senators wrote to Secretary Mineta indicating that they have asked Amtrak "to provide us with a plan to accelerate investments in safety, security, and capacity throughout its passenger rail system. We plan to work with you, and Congressional leaders, to ensure that these emergency funds are approved and provided as expeditiously as possible." The letter praised the Department of Transportation's "swift and confident response" to the tragedy, and noted: "For the past week, Amtrak has proven what we have long believed: that it is an essential component of our national transportation system."
The lead signers were Sens. Hutchison (R-TX) and Commerce Chairman Hollings (D-SC). Both senators from five states signed: Delaware (Biden & Carper), Maryland (Mikulski and Sarbanes), Massachusetts (Kennedy and Kerry), New Jersey (Corzine and Torricelli), New York (Clinton and Schumer). Other signers: Chafee (R-RI), Environment & Public Works Chairman Jeffords (I-VT), Reid (D-NV) and Specter (R-PA). They deserve thanks!
Sen. Kerry was heard on the radio today saying that he would not support any separate bailout for the airlines without including Amtrak. He also talked about need for a balanced transportation system.
If you have not yet contacted your legislators, please emphasize the need for Amtrak action this year, i.e., before Congress adjourns for the holidays -- adjournment could come as early as mid-October. Several bills (read opportunities) are likely, of which the airline bill is just the first. For Congress to tell America two years in a row, "wait until next year," is not acceptable.
III. Possible Message to Legislators (Grab your favorite thoughts or phrases, but use your own words as much as possible)
Dear Senator ____ (or Representative ____):
AMTRAK SEEKS FUNDING FOR SECURITY - September 20, 2001. The Associated Press is reporting tonight that "Amtrak is seeking $3 billion for security and service improvements to make rail travel a stronger alternative to the nation's suddenly troubled aviation system." The wire service noted that "of the $3 billion requested by Amtrak, about half would go toward service improvements and half to safety and security upgrades. Much of the money would be used to address long-standing safety concerns in the Boston-New York-Washington corridor, which is Amtrak's busiest. Improvements to six underwater tunnels leading to New York's Penn Station are projected to cost $1 billion."
SENATORS CALL FOR MORE AMTRAK FUNDING - September 20, 2001. As Transportation Secretary Norman Mineta appeared before Congress today to speak to the issue of airline industry concerns for federal subsidies, Senator John Kerry (D-MA) said that any financial package for the airlines should also include money for railroads, which became a popular alternative for travelers following the terrorist attacks.
Kerry and 15 other senators sent a letter to Mineta this week saying they have asked Amtrak, the nation's passenger railroad, to prepare a funding request that would cover additional security, safety and passenger capacity.
The other 15 senators were: Hutchison (R-TX), Hollings (D-SC), Biden (D-DE), Carper (D-DE), Mikulski (D-MD), Sarbanes (D-MD), Kennedy (D-MA), Clinton (D-NY), Schumer (D-NY), Chafee (R-RI), Jeffords (I-VT), Reid (D-NV), Corzine (D-NJ), Torricelli (D-NJ) and Specter (R-PA).
WASHINGTON POST - TRAVELERS SWITCH TO RAIL - September 19, 2001 According to an article in the Washington Post, many travelers destined for New York and Boston but who normally fly out of Reagan National Airport in Washington, DC are buying rail tickets instead. Meanwhile, according to the Post, "Top Bush administration officials have voiced serious reservations about reopening the airport, which is seconds away by jet from the Pentagon, White House, U.S. Capitol and other possible terrorist targets."
But lawmakers in Congress who regularly use the airport instead of rail to shuttle back and forth to their districts are calling upon the FAA to reopen Reagan National. Those mentioned in the Post article include Sen. Hollings (D-SC), Rep. Don Young (R-Alaska), chairman of the House Transportation and Infrastructure Committee, and Rep. James P. Moran Jr. (D-VA). But, according to the Post, "that view was not unanimous. House Intelligence Committee Chairman Porter J. Goss (R-Fla.) said last week that security concerns could warrant permanent closure. Rep. John Cooksey (R-La.), a pilot and a member of the House's subcommittee on aviation, agreed.
Meanwhile, Amtrak has added 2,000 seats to its route between Washington and Boston, spokeswoman Karen Dunn said.
"A lot of our trains are being sold out, trains on the Northeast Corridor, as well as trains that travel long distance," Dunn said. Nationwide, ridership is up from 60,000 passengers a day to 80,000. "We don't want to be viewed as opportunists, but we do hope that this week will be an example that Amtrak is a viable form of transportation, whether in the Northeast Corridor or across the country," Dunn said.
AIRLINES SEEK FEDERAL SUBSIDIES - September 19, 2001. According to the Associated Press, Delta Airlines Chairman Leo Mullin, representing the industry at a hearing of the House Transportation Committee, today asked Congress for $17.5 billion to help the industry recover from the aftereffects of the Sept. 11 terrorist attacks. Mullin also urged passage of legislation to limit the airlines' liability and proposed that Washington should bear much of the cost of enhanced security measures. Meanwhile Amtrak is scrambling to make up train consists with a meager budget and aging equipment in order to meet the demands for transportation nationwide.
NARP CALLS FOR LEGISLATIVE ACTION - September 18, 2001. NARP is calling upon rail supporters to quickly ask your representative and senators to push for inclusion of new funding for Amtrak as part of the legislative response to last week's tragedy. Letters are best when written in your own words, but see the bullets below for some possible ideas. Senators can be reached at U.S. Senate, Washington, DC 20510. [Zip code for House of Representatives is 20515.]
For other ways to reach Congress (and the White House), see our web site at <http://www.narprail.org> and click on "Links". Use fax or telephone if possible; Hill offices generally are overwhelmed by e-mails, which often don't get read. (Getting the fax number usually requires pursuing the link a step further to the legislator's own site; a few members do not publicize their fax.)
NARP MESSAGE - September 18, 2001. To NARP members, September 18, 2001--
(2) Effective today, Amtrak no longer routinely honors airline tickets [my messages of September 13 and 14], but has reverted to its on-going policy of honoring those tickets in hardship cases. In other words, if air service is interrupted by weather or labor action, air tickets are honored, but if you just decide you'd rather not fly, and the airline is still flying, Amtrak will not honor them. Your recourse in the latter case is to seek a refund from the airlines who issued the tickets. For now, at least, they generally are being lenient.
(3) Please quickly ask your representative and senators to push for inclusion of new funding for Amtrak as part of the legislative response to last week's tragedy. Letters are best when written in your own words, but see the bullets below for some possible ideas. Senators can be reached at U.S. Senate, Washington, DC 20510. [Zip code for House of Representatives is 20515.]
For other ways to reach Congress (and the White House), see our web site at <http://www.narprail.org> and click on "Links". Use fax or telephone if possible; Hill offices generally are overwhelmed by e-mails, which often don't get read. (Getting the fax number usually requires pursuing the link a step further to the legislator's own site; a few members do not publicize their fax.)
* Amtrak yesterday said nationwide ridership is up from 60,000 a day to 80,000.
* Giving Americans more travel choices will reduce both the vulnerability of our transportation system and of our overall economy to serious interruptions in any one mode. Because Europe and Japan have such well developed intercity rail systems, they would be far less vulnerable to an airline shutdown. By the same token, if our passenger rail network got more investment than it has so far, our vulnerability to an airline shutdown would be reduced.
* The large number of Americans who are afraid to fly doubtless got still larger last week, and this may mean a long term increase in demand for long-distance trains as well as corridor services.
* Amtrak's carrying capacity could be increased relatively quickly by repairing existing out-of-service cars.
* The imposition of time-consuming security measures at airports means that, for shorter trips, many people may switch to rail permanently -- not just in the Northeast (where Washington's Reagan National remains closed), but nationally. Congress will be viewed more favorably if it gets ahead of this demand at last by acting on the High Speed Rail Investment Act, S.250 and H.R.2329, or some other meaningful way to provide federal funding in support of state intercity passenger rail investments. This should be part of the stimulus package now being developed.
* The importance of Amtrak's New York City tunnels, and their proximity to part of last week's tragedy, plus DOT Inspector General Kenneth Mead's comments about the need for "life safety investments" there make that another obvious area to address. (More background in today's Washington Post: article, "Travelers Switch to Rail as National Stays Closed", <http://www.washingtonpost.com/wp-dyn/articles/A46874-2001Sep17.html> and editorial, "The Airline Bailout" <http://www.washingtonpost.com/wp-dyn/articles/A47102-2001Sep17.html>.)
(4) We are not alone. The Consumers Union has just written to Capitol Hill cautioning that the airline bailout bill "should not be a blank check" and noting, "as it considers a bail out package, Congress should ... consider allocating funding to assist alternative travel industries, such as rail and bus ... Use of alternative transportation, such as rail and bus for shorter trips, will undoubtedly grow in the near future ..."
--Ross B. Capon,
NARP Executive Director
AMTRAK RIDERSHIP CONTINUES TO SOAR - September 7, 2001. Amtrak ridership continues to soar in the wake of the terrorist attack on our nation's capital and New York's twin towers. The railroad is now averaging 80,000 riders a day which is up from an average of 60,000. "Ridership has skyrocketed. We had standing room only on some of our trains last week," said Karina VanVeen, a spokeswoman for Amtrak. Airport delays caused by increased security, the closing of Reagan National airport in Washington, D.C. and lingering concerns about further attacks may well translate into long-term ridership gains for Amtrak, especially in shorter corridor markets where Amtrak is already somewhat competitive with the airlines. Amtrak is also supplying transportation at no charge to firefighters and certified medical personnel. The railroad has, reportedly, also seen a huge increase in US Mail being shipped. Amtrak even provided an entire Mail Car Train from Washington to New York filled with medical supplies that went to aid the victims.
As an aside this human interest vignette underscores the impact that Amtrak has had over the past week. This one comes from our friends on the Texas Eagle:
"When our assistant conductor started taking tickets some of these people who boarded our train.(The Texas Eagle has Superliner coaches) were asking him if they had accidently gotten into "First Class" seating. His reply was "No you are in coach seating ". These people were utterly amazed at the room they had at there seat. He also told me later that they were planning to write to Amtrak about the positive experience that these people had."
Andy Rooney made a statement last night, the essence of which said that now was the time to acknowledge that air services had been financially supported too much and trucking had also. He said this action had worked to the detriment of the reliable "steel wheel on steel rail" that this country should now turn to supporting the railroads to better serve our country toward more rail freight and passenger service. This is a paraphrase of the commentary.
Meanwhile, US Airways said it planned to cut service by about 23 percent and lay off about 11,000 employees or about 24 percent of its current workforce of 46,500, joining most major U.S. airlines in trying to staunch deepening losses.
STATEMENT FROM FRIENDS OF AMTRAK - September 17, 2001. The events of September 11th are tragic enough. They also suggest rather persuasively that this country must have a more balanced national transportation system both for our national security and for viable alternatives to our increasing dependency upon air travel.
Throughout the past several months I have attempted to make the case for passenger rail in the context of human life (40,000+ Americans are killed on our highways each year), environmental and energy concerns but the events of the past week now demand that we add national security and defense to that list.
To that end our leaders in Washington must understand that Amtrak and passenger rail service is essential to our national well being. They must fund Amtrak fully, at the very minimum at the levels they promised us when they passed the Amtrak Reform Act just a few short years ago.
In addition we must turn back the clock on our neglect of railroads overall. Since the creation of the interstate highway system, ushered in as part of a national defense strategy that would allow for the expeditious evacuation from our major cities, we have allowed our rail infrastructure to crumble. Many mainlines are now only single tracked with freight and passenger traffic in both directions sharing the same one route. We must rebuild our rail infrastructure.
The airlines are now facing mounting deficits and some observers predict the financial collapse of at least some. They will be asking for federal intervention in the form of subsidies. In addition, there are, I suspect, a great many people who will, for one reason or another, view air travel, and certainly short distance air travel, differently from how they did before the tragic attack on September 11. The demand for rail service, as an alternative form of transportation, will rise.
On September 11, and in the days following, Amtrak and commuter railroads such as Metro North, provided a vital means of evacuation. Amtrak provided a critical link to safety, attempting to meet the immediate demands of a public seeking transportation alternatives. But Amtrak is barely able to sustain itself with the meager funding it receives and the state of its existing equipment. As NARP put it in their recent update, "Amtrak's capacity to absorb the overflow is limited."
When you call or write your representatives in Congress about the crisis our nation is facing please remind them of our transportation needs. As one reader of this list wrote, "Demand from your Congressmen and Senators that the railroads become the first line of defense against further catastrophe."
STATEMENT FROM NARP - September 17, 2001. To the NARP community--September 17, 2001:
The tragic events of last Tuesday September 11th, 2001, are a milestone in our nation's history. We share the grief and sorrow of all of the victims of this tragedy and assert our patriotic support for the physical and spiritual rebuilding of our great nation.
NARP is keenly aware that these events have raised much attention about the role of passenger rail in America's future transportation plan. Our steadfast belief in the significant part that the rail mode can and should play in meeting the mobility needs of our society has been given further credibility in light of the recent events. We believe that passenger rail must get a far more in-depth examination as to what it can provide, given adequate funding and governmental support. The education of our nation's leaders about the value of passenger rail now is more important than ever.
As you may know from the media (or from riding the rails in the past week), the traveling public is helping to provide that education by turning in large numbers to Amtrak. This "marketplace effect" should strengthen--but it will by no means replace the need for--our redoubled efforts to make our case to our policy makers.
I have no illusions that our task even now will easy, but I do think the crowds Amtrak is carrying now will help some previously unreachable officials to understand the case for rail.
If we are successful in persuading the federal government to commit meaningful funds to intercity passenger rail, I expect that NARP will share a place at the table for the planning and development of the overall multimodal transportation schema for the U.S.
Thank you for your commitment and support of our cause. We are and have been working to make for an improved and stronger America. The officers and staff of the National Association of Railroad Passengers send sincere and deep-felt prayers for the healing of our nation and of the world.
Blessings to you, one and all.
Alan Yorker, President, NARP
CHICAGO - ST. LOUIS CORRDIOR NEWS - September 17, 2001. I have word from a reliable source that by the end of the September the tie work that is being done on the Union Pacific line as part of the Chicago-St. Louis high speed rail corridor will finish up and the re-routing of The Texas Eagle north bound (train 22) on the CNIC between Springfield and Chicago will end. New ties were installed between Mazonia (MP 62.6) and Ridgley North (MP 180) this past summer. Work still continues on replacing road crossings and turnouts which is less disruptive.
A MESSAGE FROM GEORGE WARRINGTON, AMTRAK PRESIDENT AND CEO - September 15, 2001.
No one has escaped the sorrow and grief of the past week. Like all Americans, the Amtrak family of employees is enormously saddened by the horror of the tragedies in New York City and Washington, DC. But, also like all Americans, we are ready to help.
Every day, Amtrak travels through the heart of our great nation &endash; from our largest cities to our smallest towns. With the continued disruption of the nation's aviation system, we have been a critical link throughout the whole country. In response, we have added cars and trains in the Northeast, on the West Coast and on long distance trains so that people can get to their destinations in the days ahead.
We have reached out to the airlines to assist family and friends, and of course, are accepting all airline tickets. We are proudly assisting the American Red Cross by transporting emergency medical supplies to aid the victims in New York City. In short, all of us at Amtrak are resolved to do whatever we can to help heal the nation.
To the families and friends of those who lost their lives in this horrible tragedy, we send our prayers and deepest sympathies. To the rest of the nation, we send our efforts of assistance as symbols of strength, hope and solidarity.
Sincerely,
George D. Warrington
VICTIM'S FAMILIES, RESCUERS RIDE FREE - September 14, 2001. Firefighters and other emergency workers traveling in the Northeast to help in the recovery effort are being allowed to ride free on Amtrak, without tickets, if they show their badge to train personnel. Amtrak also is providing free transportation for families of victims. Meanwhile, Amtrak trains or sold out or close to that throughout the United States.
FBI QUESTIONING TWO MEN PULLED OFF AMTRAK TRAIN - September 14, 2001. The FBI is still questioning two men who were detained in Texas while traveling on an Amtrak train seeking to find out if they have any connection to this week's East Coast hijack plane attacks.
The two men were traveling without legal identification, $5,000 in cash and box cutters, police said.
The men, aged 47 and 51, were detained late on Wednesday when Amtrak called police and put the men off the train in Fort Worth, Texas, after they got into some kind of fight while traveling from St Louis, Missouri, to San Antonio, Texas.
AMTRAK RIDERSHIP SURGES - September 14, 2001. The latest information suggests that Amtrak ridership has surged 60 percent following the attacks and the shutdown in U.S. aviation. Some think the uptick in intercity train travel could last for years. This ripple effect should suggest to our leaders that a more balanced transportation system is in our national interest. Amtrak reported taking in $1 million in walk-up business on Tuesday alone at New York's Pennsylvania Station, or double its daily walk-up business, a spokesman said.
MESSAGE FROM NARP - September 13, 2001. This message, copied below in part, was received from the National Association of Railroad Passengers (NARP) tonight at 6:32 pm EDT.
USING AIRLINE TICKETS ON AMTRAK
If you need to travel, it may be helpful to learn (or be reminded) that Amtrak has a standard policy of honoring airline tickets between the same or similar city-pairs Amtrak serves. "Similar" generally means a city in the same metro area as the city named on the airline ticket. The honoring of airline tickets is subject to space availability on trains, and limited to the value of the airline ticket (or ticketless travel receipt).
[However, Amtrak does NOT honor Southwest Airlines tickets. Southwest Airlines does not belong to the Airline Reporting Corporation which handles inter-company reimbursements.]
If the Amtrak fare is lower, and you want to recover the difference, it may be simpler to buy the Amtrak ticket outright and have the airline fully refund its own ticket. However, you can exchange the airline ticket (or ticketless travel receipt) for an Amtrak ticket, and then get a partial refund from the airline by showing the airline receipts from both tickets (so the airline sees what you paid to Amtrak).
If the Amtrak fare is higher than the value shown on the airline ticket, the passenger must pay Amtrak the difference.
Be forewarned that Amtrak trains are more full than usual, and both Amtrak's telephone information and website are slower than usual. (See next item.)
LESSONS LEARNED?
The tragedy and its aftermath raise the possibility that more Americans will see the need for more modern passenger trains. We will be pointing this out. One by-product of the tragedy was a call to NARP from the president of US-Citizens Aviation Watch, an organization developing "a plan of action to protect people from aviation industry abuses...The plan is aimed at protecting the public from adverse environmental impacts that aviation and airport activities have on public health, air/water/ground/noise pollution and property issues affecting everyone on our planet." Much detailed information on this is available at their website <www.us-caw.org>. Their members are all organizations, and include several municipalities as well as the Baylor University School of Aviation Sciences and a number of grass-roots civic groups.
Amtrak Expands Service as Air System Disruptions Continue - September 13, 2001. As the disruption to the nation's aviation system enters its third day, Amtrak is continuing to operate its regular weekday schedule throughout the country and is adding capacity to handle the growing volume of passengers.
Amtrak also announced it is partnering with the American Red Cross to deliver emergency relief supplies to New York City. Amtrak is donating the use of a train to be dubbed the "Clara Barton Express," which departed Washington's Union Station at 11:00 a.m. today and was scheduled to arrive at New York's Penn Station at approximately 1:30 p.m. The train is carrying supplies including Red Cross comfort and cleanup kits, dust masks and beverages. American Red Cross President and CEO Dr. Bernadine Healy is among those traveling to New York on this train.
Meanwhile, while the air service disruption continues, Amtrak will add more than 200 seats on virtually every unreserved train operating between Washington, New York and Boston, increasing this capacity by nearly 30 percent. One additional roundtrip was added today between Boston and New York, departing Boston at 11:12 a.m. and arriving New York at 2:40 p.m. This train is scheduled to depart from New York at 4:00 p.m. and arrive back in Boston at 7:37 p.m.
Additional capacity is also being added to Amtrak services on the West Coast and on long distance trains serving other parts of the country. The company has also reached out to the airlines to assist family and friends of victims of the terrorist attacks.
Amtrak trains are seeing significant increases in ridership throughout the national system serving 45 states and over 500 communities. On Wednesday, almost all of Amtrak's long-distance trains were sold out. The railroad will continue to adjust capacity as needed.
CALIFORNIA ZEPHYR ACCIDENT IN UTAH - September 13, 2001. Amtrak's westbound California Zephyr collided with a Union Pacific freight train in a remote part of Utah early this morning. According to the Associated Press, "Officials at the scene said it appeared the collision occurred as the eastbound Union Pacific freight train was pulling onto a siding to let the Amtrak train pass." There were no serious injuries reported among the 263 passengers and 14 crew members.
AMTRAK'S PENN STATION EVACUATED - September 12, 2001. According to CNN, Amtrak's Pennsylvania Station, in the heart of New York City, was evacuated tonight after an apparent bomb threat was received. Also evacuated was the Empire State Building. A clean sweep of both facilities was conducted and the station was reopened.
SUSPECTS TAKEN FROM AMTRAK TRAIN -- September 12, 2001. Amtrak train 173 from Boston to Washington, D.C. was stopped by authorities in Providence, RI today around 2 pm as police went on board and passengers were ordered off and the station evacuated.
WJAR-TV said three people were taken off the train and were being questioned by law enforcement authorities who reportedly have declined comment.
Providence Mayor Vincent Cianci Jr. said police told him they were looking for as many as four suspects who eluded authorities in Boston. Cianci could not confirm whether the search was connected to Tuesday's terrorist attacks. Two of the hijacked planes that crashed Tuesday took off from Boston.
Cecelia Cummings, a spokeswoman for Amtrak's Northeast Corridor, confirmed that Amtrak was told to stop the train in Providence but would not say why.
Sources ultimately said that this incident was not related to the attacks on the World Trade Center and Pentagon.
AMTRAK TRAVEL SWELLS AS AIRPORTS REMAIN CLOSED - September 12, 2001. Amtrak travel between New York and Washington and other regions of the country continues to mount today as disruptions to airports nationwide remain in effect. Responding to the needs of travelers from coast-to-coast, Amtrak is operating regular weekday service to locations throughout the country.
In the wake of yesterday's suspected terrorists attacks and the ongoing disruption of airline service, passengers wishing to travel on Amtrak should call 1-800-USA-RAIL to make a reservation. In addition, reservations may also be made online at amtrak.com. Additionally, guests may also book travel along the Northeast Corridor at many Amtrak stations using Quik Trak machines. Amtrak is honoring airline tickets for travel to the cities it serves during the disruption.
"Amtrak ridership to New York City and Washington D.C. has been building throughout the day," said Stan Bagley, Amtrak's Vice President of Operations. "In addition to Amtrak's regular weekday service, the railroad is prepared to add capacity to trains to meet the needs of guests as may be necessary."
Two additional trains, one northbound and one southbound, will be operating out of New York this afternoon at times to be determined shortly. The number of guests departing Washington D.C. to New York at mid-day today was more than twice that of an average weekday. A train traveling between Richmond, Va., and Boston earlier today ran with 200 more passengers than normal for weekday service. A mid-day Boston to Washington train was sold out, which is unusual for mid-day.
Other trains across the country are experiencing significant increases in ridership as well. The rail service is responding to increased demand by displaced airline passengers for long-distance trains to cities across the nation as some intercity trains are reaching capacity.
Precautions are being taken to maintain the country's rail passenger system as a safe and secure mode of public transportation.
SOURCE Amtrak
TEXAS EAGLE COLLIDES WITH FREIGHT TRAIN -- September 12, 2001. Amtrak's eastbound Texas Eagle, Train 22, collided with a Union Pacific Freight train just outside of Hallsville, TX yesterday around 9:55 a.m. The Eagle had been diverted over to a siding to allow the UP freight to pass but it didn't stop when it came to the end of the siding. The collision derailed 17 cars: two locomotives, a baggage car and four passenger cars from the Amtrak train and 12 empty freight cars from the Union Pacific train, officials said. No one knows why the Amtrak train didn't stop. The accident is under investigation.
SEPTEMBER 11, 2001 - RAIL EVACUATES IN NATIONAL ATTACK -- While commercial airliners became lethal bombs and all air travel in the US was shut down, as bridges into and out of New York City were in a lock down, rail transport became a vital lifeline for the living as survivors of the attack and those trapped in urban centers considered targets, were evacuated from New York City, Washington, D.C. and even Chicago. An official at Amtrak said it was running a full schedule on its Northeast Corridor service tonight between Boston and Washington. Amtrak was shut down on the NEC earlier in the day. New York City's two main rail stations -- Grand Central and Penn Station -- re-opened in the afternoon, and most subway service in New York's five boroughs also resumed. Trains were reported to be in Standing Room Only status. The importance of rail as a vital link in our system of national transportation and national defense should be clear to all by now. Our thoughts and prayers are with the victims and families of those caught in the attack on America today by unknown terrorists.
WASHINGTON, Sept. 11 -- The following statement was issued today by U.S. Department of Transportation:
One of the most cherished of American freedoms is the freedom of movement, the ability to move freely and safely. Today that freedom has been attacked. We will restore that freedom throughout the national transportation system as soon as possible. And we will restore, the highest possible degree of safety.
These terrorist acts are designed to steal the confidence of Americans. We will restore that confidence. We have already taken some first steps. As a precaution, I have ordered the FAA to ground all commercial air traffic until at least tomorrow afternoon.
After the attacks, some of our aircraft were diverted to Canada. We owe our Canadian neighbors a debt of gratitude for helping us redirect over 120 flights and their passengers to airports in Canada.
As of 6:00 p.m., AMTRAK resumed its passenger rail service. Major railroads have taken steps to protect their assets, as well.
The United States Coast Guard is taking all necessary actions to control the movement of any vessel in any navigable water in the United States. Coast Guard helicopters have been assisting with medical and national security tasks.
We are currently looking at a wide variety of additional security measures to increase traveler security.
Travelers will see increased security measures at our airports, train stations and other key sites. There will be higher levels of surveillance, more stringent searches. Airport curbside luggage check-in will no longer be allowed. There will be more security officers, random identification checks. Travelers may experience some inconveniences. We ask for your patience. But we must do whatever it takes, with safety as our highest priority.
The Department of Transportation is working closely with the White House and appropriate federal agencies to mount a coordinated, nationwide recovery effort.
Each American must know that we will restore our national transportation system to a safe and efficient status as quickly as possible. Our system has been severely burdened by the stress of these horrendous attacks, but we will recover.
In a democracy, there is always a balance between freedom and security. Our transportation systems, reflecting the values of our society, have always operated in an open and accessible manner. And, they will again.
Please be assured that we are activating all of our resources on an emergency basis, and services will be restored as soon as possible.
SOURCE U.S. Department of Transportation
AMTRAK EXPANDS ACELA SERVICE - August 10, 2001. Amtrak has expanded its Acela Express service this week to six roundtrips between New York and Boston and eight roundtrips between New York and Washington. Two more weekday Acela Express trains will be added between Boston and New York and two Metroliners will be replaced with new Acela Express trains between New York and Washington starting August 13.
Amtrak is also continuing its summer special on weekend Acela Express trains, with a "buy one get one free" offer. The companion fare has significantly boosted weekend ridership from 275 guests in June to nearly 3,800 guests the first weekend in August. To take advantage of the buy-one-get-one-free special guests should call 1-877-GO-ACELA and refer to fare code H155. This special offer is not available on-line.
The new Acela Express service from Boston will depart at 9:12 a.m. and will replace the current Metroliner (#115) between New York and Washington.
The new service in New York will depart at 9:00 a.m., arriving in Washington at just before Noon, taking the place of another Metroliner (#107).
Washington Union Station has two new Acela Express departures at 4:00 p.m. and 6:00 p.m., replacing the existing Metroliners (#120 and #124).
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TEXAS EAGLE DERAILS - July 29, 2001. The southbound Texas Eagle derailed today just outside of Sabula, MO, an area hit by localized flash flooding and heavy rains. The locomotive and several passenger cars left the tracks as five persons sustained "minor injuries." Amtrak spokeswoman Karina Van Veen in Washington said the accident may have been caused by a washed-out bridge.
AMTRAK ANNOUNCES NEW WEBSITE - July 29, 2001. Dear Craig, Amtrak is proud to announce the launch of an entirely new website! We created it in response to your feedback and to make online trip planning and ticket purchasing faster and more convenient for you.
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Here are some of the new features and exciting changes you will discover:
Don't miss this opportunity to see all the changes our new website offers. Visit <http://lb.amtrak.com/> or <amtrak.com> today. As always, we welcome your feedback. Simply use the Contact Us link located on every page.
Now arriving... amtrak.com. Get online, instead of in line.
HOUSE SUBCOMMITTEE HOLDS AMTRAK HEARINGS - July 26, 2001. The House Transportation Subcommittee on Railroads held hearings on Amtrak yesterday, and, as one might suspect, there was tension in the air. John L. Mica (R-FL) berated Amtrak for "half-baked" efforts, adding that the railroad was "near death" and that "we should begin restructuring and liquidating now." Nonetheless, most Subcommittee members seemed friendly to Amtrak, with Robert A. Borski (D-PA) comparing Amtrak with the French highspeed TGV train. Said Borski, "It goes fast, it is smooth, they put a lot of money into it, and we just don't."
Amtrak CEO George Warrington insisted that Amtrak was making good progress toward becoming financially self-sufficient, but noted that Congress has not provided the capital funding it promised when it passed the reform act in 1997. He testified that the Congressional mandate to make money while running unprofitable trains at the same time was "irrational, frustrating and wacky."
When a GAO representative testified that Amtrak had only closed the gap between revenues and expenses by just $83 million over the last six years and had another $280 million left to go, Warrington pointed out that Amtrak was obliged to pay out over $200 million a year in retirement benefits to employees of predecessor railroads.
His written testimony (available at <http://www.house.gov/transportation/ctisub3.html>) noted substantial ridership growth in California, New York, North Carolina and the Pacific Northwest. He expressed concern about fares that are pricing family and leisure travel off some corridors and strong support for the long-distance train network.
He supported Amtrak President George Warrington's characterization of that network as "skeletal," noting that a number of important routes such as Chicago-Atlanta-Florida do not even exist. Responding to a question, he expressed concern about the impact of the express initiative on schedules and on-time performance and confidence that Lee Sargrad, Amtrak's new President--Mail & Express, will be able to improve the bottom-line for express.
Capon testified on a panel that also included David King of North Carolina DOT, representing States for Passenger Rail. King emphasized the importance of enacting the High Speed Rail Investment Act (HSRIA) soon because "the states are ready to go" in making rail passenger investments when the federal government is ready to partner. Capon urged that the HSRIA not be held hostage to the possibility of major changes in next year's Amtrak reauthorization, noting that if such changes did occur, necessary adjustments in the HSRIA could be made then.
Also on the same panel, Sam A. Williams, president of the Metropolitan Atlanta Chamber of Commerce, testified on behalf of the Southeastern Economic Alliance, which includes 13 cities that support the HSRIA because "business leadership in the Southeast emphatically believes that congestion on our roads and at our airports limits our ability to perform as a cohesive economic region."
Reflecting strong interest in the subject by committee members, the first hour of the hearing was devoted to opening comments by a large number of members. Chairman Quinn and Ranking Member Bob Clement (D-TN) concluded the hearing by noting that it had been one of the most informative they had seen.
JACKSONVILLE TO MIAMI SETBACK - July 19, 2001. "The (Florida) state Department of Transportation has denied a funding request to help launch a coastal Jacksonville-to-Miami Amtrak project, delaying the expected start of the service," according to a story in the South Florida Sun-Sentinel.
"The original target date of fall 2002 is no longer possible after Transportation Secretary Thomas Barry declined earlier this week to fund the request."
Twice-a-day round-trip service is planned between Jacksonville and Miami. Passenger trains haven't run on the state's Atlantic coast since November 1968.
Amtrak spokesman Kevin Johnson noted, "We have to keep making our case and continue to work with the communities to make it happen."
AMTRAK REPORTEDLY ORDERING JOB CUTS/SERVICE REDUCTIONS -- July 17, 2001. According to an article in the Washington Post edition of July 16, Amtrak "has ordered a 15 percent reduction in management ranks and may cut train service and further trim the workforce to meet its congressional deadline for breaking even on operations by December 2002."
The article by Don Phillips suggests that Amtrak may also make 10-15% cuts in union jobs causing a serious restructuring of the system itself. To become operationally self-sufficient Amtrak needs to make up a short fall of $200-350 million. You don't make those kinds of cuts in jobs without a loss in service. The article did not say where those service cutbacks might occur.
Phillips went on to say, "The major reorganization decision, sources said, is to downgrade the operating responsibilities of Amtrak's three strategic business units -- the Northeast Corridor unit in Philadelphia, the Intercity unit in Chicago and the West Coast unit in Oakland, Calif. -- and give operating control to a single chief operating officer in the Washington headquarters. That officer would probably be the current head of the Northeast Corridor unit, Stan Bagley, who has a decades-long career in railroad operations."
AMTRAK'S CEO RESPONDS: Special Employee Advisory &endash; Tuesday, July 17, 2001
A message from George Warrington
"In Friday's Employee Advisory, I wrote a message to employees about the planning going into preparing a budget for the coming fiscal year. I said that our business is based on growth, and I was and continue to be proud of the four straight years of passenger and ticket revenue growth, as well as last year's record of serving 22.5 million guests.
"But I also noted that the slowdown in the service economy is having an adverse impact on all segments of the travel industry &endash; including Amtrak &endash; and despite our successes, we are not meeting the forecasts set before the downturn. That's meant we've had to redouble our efforts to reduce expenses in this fiscal year, and secondly, begin with a lower base when projecting our revenue and expenses for next year's budget.
"I continue to be hopeful about the economy's improvement, but we need to assume that the economy will continue to under-perform. The in-depth review of next year's budget &endash; which actually starts October 1 &endash; is analyzing every part of our business.
"Today, many of you have heard or seen news stories reporting that decisions have been made about management staffing levels for next year, and that other actions are being considered.
"As I said on Friday, many ideas for cost-cutting are being reviewed. Some will be adopted for next year, while others will be held as options or discarded outright. Despite today's news stories, I will tell you that no final decisions have been made at this time about the budget for next year and the actions within that budget. When decisions are made and plans are adopted that affect employees, we will make it known to everyone in this company. I said it on Friday, and will say it again here: I have always put a premium on being candid and straight on these issues.
"As we work through the budget process, your continuing full support and dedication to your work is greatly appreciated by me, and what matters most, to the guests we serve."
NARP RESPONDS TO GAO REPORT - July 18, 2001.
Washington -- The National Association of Railroad Passengers issued the following statement today: The General Accounting Office today released a report on S.250, the Senate version of the High Speed Rail Investment Act. (The House version, H.R. 2329, was introduced June 27.) This bill would provide states with a federal match for their intercity passenger rail investments, and requires a state contribution of at least 20%. The absence of a federal match is a major shortcoming in current transportation policy. The bill would let Amtrak sell $12 billion in bonds over 10 years; bondholders would get federal tax credits.
The GAO report, requested by seven long-time Amtrak critics, notes that direct appropriations would be somewhat cheaper than the approach in S.250. The report, however, fails to explain that the bond bill exists because there is no politically feasible alternative. The highway and aviation trust funds have been "firewalled," that is, made unavailable for passenger rail even in situations where passenger rail would help solve congestion highway and aviation congestion problems. Indeed, one reason those problems are so serious is the federal government's failure to develop passenger rail. The firewalls, combined with caps on total transportation spending, mean that the practical choice today is the bond bill or inaction.
The GAO report also reports an Amtrak "preliminary estimate" which "puts the capital costs for fully developed high-speed rail corridors and its Northeast Corridor at between $50 billion to $70 billion over 20 years."
The GAO fails to note two important points: first, virtually every stage of a rail investment program would have benefits even if no further steps were taken-this is not an "all or nothing" deal; second, $60 billion over 20 years sounds like a lot of money but is less than twice what the federal government alone expects to spend on highways this year ($31.4 billion). The single-year federal pricetag for aviation spending -- $12.0 billion -- is also impressive; fully 20% of the suggested 20-year total for passenger rail.
GAO's use of multi-decade spending estimates to make proposed rail amounts seem outrageously impractical should not blind policymakers to the benefits of meaningfully developing our passenger rail system-benefits with regard to quality-of-life, safety, service reliability, the environment, energy efficiency and-in many markets-speed of travel.
AMTRAK INTRODUCES NEW ONLINE RESERVATION SYSTEM -- July 11, 2001.
* User IDs and passwords are no longer required to make reservations
* Creating a member profile speeds you through the process
* Fewer clicks are required to complete a reservation
* Reservations can be viewed instantly online
* You receive an automatic e-mail confirmation
If you created a reservation using http://reservations.amtrak.com, you won't be able to access it in this new system for security reasons.
MINETA APPOINTED TO AMTRAK BOARD -- July 1, 2001. As expected, President Bush has indicated that he will name his Transportation Secretary, Norman Mineta, to the Amtrak governing board to replace Tommy Thompson who reluctantly resigned in May. As of late Mineta has been critical of Amtrak indicating that the railroad should rid itself of unprofitable routes to become self sufficient.
BOSTON TO PORTLAND, ME. WORK NEARS COMPLETION / STB ORDERS TESTING- July 1, 2001. The Portland Press Herald reports that the work needed to bring the Guilford Transportation Industries trackage up to par is nearly completed. The new rail service, which has presumably passed its last hurdle, is now projected to begin sometime late summer or early fall.
And in a related development, the Surface Transportation Board, an arm of the federal government, has ordered Guilford to allow testing of the rail by Amtrak. The testing will determine a safe speed for passenger rail service.
FRA APPROVES BOSTON TO MAINE AT 79 MPH -- June 22, 2001. The Federal Railroad Administration has once again ruled that the Boston-to-Portland, ME Amtrak service can run safely at speeds of up to 79 mph.
The decision supports the positions of the Maine Transportation Department and the Northern New England Passenger Rail Authority that the 115-pound rails between Plaistow, N.H., and Portland are safe for speeds higher than the 59 mph advocated by the track's owner, Guilford Transportation. Guilford's petition to the FRA set back Amtrak service on the route to the fall. Service had been slated to begin May 1, 2001.
SHORT ON CASH, AMTRAK SEEKS TO MORTGAGE PENN STATION - June 6, 2001. Facing the most serious cash flow in its thirty year history, Amtrak has asked the federal government for permission to mortgage New York City's Pennsylvania Station to raise money to cover immediate operating costs. See the text below...
"I have spoken to Secretary Mineta and he will provide the Department of Transportation's authorization to proceed with Amtrak's proposed transaction regarding Penn Station. Moreover, he has communicated his assurance that the Department will work closely with Amtrak and the Congress on mapping the future for essential rail services."
"As I expressed to the Secretary, I am absolutely confident, and we at Amtrak are fundamentally committed, to reaching operational self-sufficiency by the congressionally mandated deadline in 2003. To that end, Amtrak has dramatically reduced its dependence on federal operating support in each of the last three years - from $318 million in 1998, to $59 million in 2001-and continues on its glidepath to reaching its financial goals. The Secretary and I agree that in order to sustain a financially sound operation over the long-term, we need to resolve the longstanding conflict between Amtrak's mission and its funding."
"The debt that Amtrak has on its balance sheet primarily represents the financing of equipment purchases and is, in large part, defeased debt. For an enterprise of its size, Amtrak's level of debt is modest and, therefore, it is well positioned to absorb additional debt. Our service quality and reliability, particularly in the Northeast, have improved as evidenced by Amtrak's strong ridership and revenue growth."
MINETA ON THE FUTURE OF AMTRAK - June 6, 2001. Commenting on the proposal by Amtrak to raise funds by mortgaging Penn Station, Transportation Secretary Norman Mineta, has made some curious statements. First, he has flatly contradicted Amtrak officials by stating publicly that Amtrak will not meet its goal to become self-sufficient by 2003. "It's obvious that by 2003 they are not going to be self-sufficient," Mineta said. Secondly, Mineta is hinting at the possibility of changing the service that Amtrak provides, saying that Amtrak should "look at selected routes rather than blanket the country with rail service that is not . . . really viable." Nevertheless spokespersons for Amtrak maintain that Amtrak is still on the road to self-sufficiency and that the current cash crisis is a result of the late delivery of the Acela trainsets which was caused by manufacturing problems.
WARRINGTON SPEAKS TO AMTRAK EMPLOYEES/RESPONDS TO MINETA COMMENTS: (June 6, 2001)
--A message from George D. Warrington, President and CEO of Amtrak
Today, as some of you may know, U.S. Transportation Secretary Norm Mineta made a number of critical comments in the media regarding Amtrak's financial condition. I spoke with Secretary Mineta earlier today about his comments, and he has communicated his assurance that the department will work closely with Amtrak and Congress on mapping the future for essential rail services.
Over the past two years, we've all worked very hard to produce record ridership and revenues. We've also done a good job of keeping down the growth in our expenses. Doing this has enabled us to reduce federal operating support from $318 million just two years ago to a projected $59 million this year. Our target is, of course, zero - or full operational self-sufficiency - in 2003.
I told Secretary Mineta that Amtrak is deeply committed to meeting operational self-sufficiency by 2003. My assurances to the Secretary were based not only on our strong accomplishments in recent years, but also on the personal confidence I have in every one of the 25,000 hard-working men and women who are making this progress possible.
Of course, we face a short-term financial challenge resulting from the delay in the manufacturer's delivery of the Acela Express high-speed trainsets, which will cost Amtrak about $300 million over a two-and-a-half year period. To address this problem, Amtrak has proposed borrowing $300 million using a portion of Penn Station as collateral with many safeguards included, effectively spreading the impact of the Acela delay over a longer time period. This loan is comparable to steps taken routinely by private sector companies to secure operating cash and is a better approach than asking Congress for additional operatin
