Awesome, I wish I had the ability to take the train back home. Not that that would be an option for me because I am pretty sure the Ohio Hub Plan leaves out Mansfield and Kent (and Akron?).

 

The 3C, yes. But the full Ohio Hub plan considered many other routes:

 

http://www.dot.state.oh.us/Divisions/Rail/Programs/passenger/Documents/OHIO_HUB_Alternative_Routes_Station_Locations2.pdf

 

And, remember, that once momentum has begun, just like with the Interstate, we are likely to see many more routes put in place.

 

 

Awesome, I wish I had the ability to take the train back home. Not that that would be an option for me because I am pretty sure the Ohio Hub Plan leaves out Mansfield and Kent (and Akron?).

 

The 3C, yes. But the full Ohio Hub plan considered many other routes:

 

http://www.dot.state.oh.us/Divisions/Rail/Programs/passenger/Documents/OHIO_HUB_Alternative_Routes_Station_Locations2.pdf

 

And, remember, that once momentum has begun, just like with the Interstate, we are likely to see many more routes put in place.

 

 

 

This is why I think RTA should build regional rail.  Let the 3C be run by the state [with a system like NJ Transit] and RTA do regional rail that radiates from a downtown Cleveland hub, with one East-West line that connect to hopkins.

FOR IMMEDIATE RELEASE

April 28, 2010

ATK-10-062

Contact: Media Relations

202 906.3860

 

AMTRAK IS WORKING ON THE RAILROAD IN 2010

$1 billion construction program funds projects

to improve reliability, safety and security

 

WASHINGTON – As the 2010 construction season gets underway, Amtrak is embarking on $1 billion construction program to fund capital projects designed to rebuild, upgrade and modernize its tracks, bridges, stations and other critical infrastructure along the busy Northeast Corridor and across the country, including Chicago, Los Angeles, Seattle and the Miami area.

 

“We are investing in our infrastructure to improve the reliability, safety and security of our operations and support the growing demand to travel by Amtrak,” said President and CEO Joseph Boardman, noting America’s passenger railroad posted record ridership numbers for the first six-months of this fiscal year.

 

Boardman explained Amtrak intends to spend $420 million from its FY 2010 annual capital program and $590 million from the American Recovery and Reinvestment Act to fund the infrastructure projects that will be underway this construction season. 

 

Along the Northeast Corridor (Washington – New York – Boston), Amtrak is performing extensive work on a number of railroad bridges, including the start of a major, multiyear project to replace the movable Niantic River Bridge in East Lyme, Conn., which has been in operation since 1907.  In addition, a multiyear project in New York along the Hell Gate Line (New York Penn Station - New Rochelle) to replace and modernize the overhead catenary wires and other electrical equipment – some of which date from 1914 – is scheduled to be completed. 

 

Also in the Northeast, a major renovation of the historic Wilmington, Del., station is continuing, approximately 198,000 cross ties are being replaced, and the northbound platform at the Baltimore-Washington International Airport station is being extended to accommodate more than double the current number of passenger rail cars to improve boarding and alighting from the train, among many other projects.

 

Elsewhere across the country, Amtrak is making major upgrades to its train equipment inspection and maintenance facilities in Los Angeles, Seattle and Hialeah, Fla., near Miami.

 

At the Chicago and New Orleans terminals, the tracks will be returned to a state of good repair. Also in Chicago, electric heaters will be installed at track switches to ensure the reliability of winter operations.  In Sanford, Fla., near Orlando, work is continuing on a multiyear project to significantly expand the southern terminus of Amtrak’s popular Auto Train service on which passengers can bring their personal vehicles along for the ride.

 

Currently, 94 percent of Amtrak passengers board at ADA-accessible stations and this year the railroad plans to make additional accessibility improvements at numerous locations across its 529-station network, including the installation of wheelchair lifts and upgrades to platforms and parking lots.  In addition, Amtrak is moving forward aggressively to upgrade and expand the use of its Positive Train Control collision prevention safety technology on tracks it owns along the Northeast Corridor and in Michigan and is enhancing security by implementing measures to harden stations, bridges and tunnels, among many other projects.

           

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

On-time for Amtrak mean more money for freights

Tuesday, April 27, 2010 

 

Amtrak, the U.S. long-distance passenger railroad, paid freight railways 16 percent more last fiscal year to use their tracks, reports Bloomberg news.

 

Amtrak paid carriers $115.4 million, or $4.44 per train mile, in the year ended in September, according to a report posted on the U.S.DOT's inspector general's Website.

 

The payments, which give Amtrak rights-of-way privileges, increased because more trains arrived on-time.

 

READ MORE AT:

http://www.rtands.com/newsflash/on-time-for-amtrak-mean-more-money-for-freights.html

Can passenger trains run on bio-fuels?  A possible answer...

 

Sliver Steak: Amtrak's Beef-Powered Passenger Train Debuts

 

Taking Amtrak's Heartland Flyer train between Fort Worth and Oklahoma City sometime in the next year? You will be hitching a ride on the first beef byproducts-powered biodiesel train. The train, which runs on 80% regular diesel and 20% beef-based biofuel from a Texas vendor, is running for the next 12 months courtesy of a $274,000 grant from the Federal Railroad Administration. But is it morally suspect?

 

Amtrak says that the cow tallow (read: rendered fat from cattle) fuel reduces hydrocarbon and carbon monoxide emissions by 10%, cuts down on particulates by 15%, and reduces sulfates by 20% compared to standard diesel. All good things, to be sure. And as long the cows for the Heartland Flyer's fuel would have been killed anyway, it's hard to argue with Amtrak.

 

Full story at: http://www.fastcompany.com/1627919/amtraks-beef-powered-passenger-train-debuts

FOR IMMEDIATE RELEASE

April 29, 2010

Contact: Media Relations

202 906.3860

 

AMTRAK PRESIDENT AND CEO TESTIFIES BEFORE

SENATE COMMITTEE ON FY 2011 BUDGET REQUEST

 

WASHINGTON -- Joseph Boardman, Amtrak President and CEO, testified today before the Senate Appropriations Subcommittee on Transportation, Housing and Urban Development regarding the railroad’s FY 2011 $2.5 billion budget request that includes federal investments for operations, capital, debt service, fleet acquisition, and ADA station improvements. Attached is a copy of his testimony.

 

###

STATEMENT

OF

JOSEPH H. BOARDMAN

PRESIDENT AND CEO

NATIONAL RAILROAD PASSENGER CORPORATION

60 MASSACHUSETTS AVENUE, NE

WASHINGTON, DC 20002

(202) 906-3960

BEFORE THE

SENATE APPROPRIATIONS SUBCOMMITTEE ON TRANSPORTATION, HOUSING AND URBAN DEVELOPMENT, AND RELATED AGENCIES

APRIL 29, 2010

9:30 AM

138 DIRKSEN SENATE OFFICE BUILDING

 

Good morning, Madam Chair, Ranking Member Bond, and members of the Subcommittee. Today is my first time appearing before this Subcommittee as President of Amtrak, and I thank you for the opportunity to testify on Amtrak’s FY 2011 operating and capital needs. I took this position in November, 2008; prior to that I was the Federal Railroad Administrator.

 

Before I begin the discussion about Amtrak’s FY 2011 funding needs, I would like to share with the Committee some very good news that was announced April 8. Amtrak has posted the best first half in its history, carrying 13.6 million passengers during the first six months of fiscal year 2010. Comparing March 2010 to March 2009, ridership increased by 13.5 percent to a record 2.47 million passengers for the month. In addition, every single Amtrak route carried more passengers, with several experiencing double-digit growth.

 

Ridership on long-distance trains increased by 16 percent in March and is up 5.2 percent for the first two quarters of FY 2010. In the Chicago hub, ridership on the Lincoln Service (Chicago to St. Louis) showed significant growth with an 18 percent jump in March and 11.6 percent for the six month period. The Hiawatha Service (Chicago – Milwaukee) continues to grow with a 14.3 percent increase in March over the previous year and a 4.8 percent increase for the fiscal year to date. Elsewhere in the Midwest, the Missouri River Runner (Kansas City - St. Louis) is up 24.2 percent for March and 15.8 percent for the first half of the Amtrak fiscal year, while the Blue Water (Chicago - Port Huron) increased by 21.7 percent in March and 5.2 percent for fiscal year to date. In the West, Amtrak Cascades (Eugene, Oregon - Vancouver, B.C.) increased by 11.4 percent in March and saw a 16.7 percent increase for the first six months of the fiscal year.

 

These numbers reinforce what so many of us know about passenger rail. If you provide a safe, reliable, and user-friendly system, the traveling public will use it. I want to personally thank Chairwoman Murray and this Subcommittee for the funding that has helped make this growth possible and helped prove our belief in this system and mode to be well founded. Between the funding provided by this Subcommittee to Amtrak and the Federal Railroad Administration’s (FRA) High Speed and Intercity Passenger Rail Grant Program through the FY 10 Appropriations bill and the Recovery Act, you have truly ushered in a new era of intercity passenger rail development in the United States.

 

With the funding you have provided Amtrak, we have rededicated ourselves to our mission of developing the nation’s intercity passenger and high speed passenger rail system, aiming to grow the quality, utility, and breadth of our network. We are also working intensely on this year’s capital investment program, split-funded with $420 million in General Capital Funds and $590 million in Recovery Act funds.

 

Equally important, we are also working with our state partners and the FRA to implement the first round of grants awarded under the High Speed and Intercity Passenger Rail grant program and are in the midst of collaborating with state for second-round applications due this spring and summer. Together with the Northeast Corridor States, we have also just completed the first phase of our 3 year Northeast Corridor Master Planning Process, and will be transmitting the final version of the Master Plan document to Congress and the Administration in mid-May.

 

Supplementing this effort, we have also just begun an initial phase of our Northeast Corridor Next Generation High Speed Rail Study, led by our new High Speed Rail department, to look at the feasibility of a new dedicated high speed system in the NEC to serve as successor to the Acela service, with greatly reduced trip times, increased frequencies, and top speeds of 200 mph or more for our high speed express trains.

 

Central to all of these endeavors to strengthen or grow the Amtrak system is our need to replace our aging and hard-run fleet with modern equipment. Per Congress’s instructions, we completed our first comprehensive fleet strategy for the entire system and provided it to the Committee on February 1. I testified before the House Appropriations Committee last month to explain the urgency of our financial needs, particularly our need to replace aging rolling stock, and I want to repeat and, if possible, amplify this appeal. New equipment is an urgent need. We must begin replacement of our aging cars and locomotives next year, and the arrangement of financing for these acquisitions is a priority. If we continue to delay, we risk a significant worsening of the mechanical problems and failures that degrade our service quality and increase the already considerable maintenance expenses associated with the maintenance and repair of a fleet far past its prime.

 

FY 2011 Request

 

For FY 2011, Amtrak initially requested a total of $2.1 billion, consistent with the Passenger Rail Investment and Improvement Act of 2008 (PRIIA) authorizations. About $592 million of that total is requested for operating support, and $1.025 billion will cover capital needs, while a total of $305 million would go for debt and debt retirement opportunities. $231 million will be needed for ADA compliance requirements. On March 22, Amtrak submitted a supplemental request to Congress for an additional $446 million to address our most urgent unfunded need, replacement of our aging fleet. This will raise our total FY 2011 request to about $2.5 billion.

 

Fleet Plan

 

The $446 million requested for new equipment represents the first and most urgent investments we need to make in replacing our aging rolling stock. It will include the cost of purchasing 130 single level long distance cars to replace our 1950s-era “Heritage Fleet” of dining and baggage cars – the last rolling stock we inherited from the freight railroads that’s still in daily revenue service. The average annual mileage of these cars is enormous, as you will see on this first slide (see attachment). The typical Heritage car averages 451 miles per day – that’s like running it from Washington to Boston every single day of the year. And we’re putting these miles on cars whose automotive equivalent would be a Studebaker or Packard.

 

This is the fleet we are going to replace. If you go to the next slide, you can see the situation we face with our locomotive fleet. Our diesel electric engines are comparatively new, but the electric fleet that powers our Northeast Regional and Keystone trains is aging and requires replacement.

 

The plan we have put together is shown on this third slide. Many stakeholders have been anxious for the release of this plan, which was required by Congress in the FY 2010 THUD appropriations bill. Amtrak has spent a year developing a comprehensive fleet plan that’s designed to replace all of our existing rolling stock as it reaches the end of its useful life. It calls for the replacement of equipment in manageable annual increments, which will allow us to identify and fix issues with new designs before they become problems.

 

This is not only a procurement plan but a strategy designed to develop and support a domestic rail manufacturing industry. It supports an Administration goal and an Amtrak goal, as a stable domestic manufacturing and supply base should help spur innovation and reduce costs for us. Our fleet strategy affords states an opportunity to join their orders to ours, with unit cost savings for everyone – a goal set by Congress with passage of PRIIA. To further this, we are working with the FRA and the states through the PRIIA Section 305 Next Generation Corridor Train Equipment Pool Committee to ensure that our new fleet shares common designs and specifications with the equipment needed by the states so that this equipment is interoperable and easily maintained.

 

All of these are excellent goals, and Amtrak supports them wholeheartedly – but we need to take the first step, which is funding the initial procurement of a new single-level long distance fleet. We must give potential suppliers reason to believe there is a long-term commitment to retain Amtrak and to fund additional state procurements of intercity passenger rail equipment in the United States. Otherwise, they will not make the type of investments in facilities and workers necessary to bring the U.S. back to the position it once occupied, in the forefront of railcar manufacturing, and the sixty-year old cars you see in this fourth slide, which date from that era, will remain in service as long as our maintenance and operating crews can keep them rolling.

 

Amazingly, Amtrak managed to increase its ridership by 32 percent between 2002 and 2008 without buying new equipment and our ridership continues to grow today. We are using ARRA funding to return stored and wreck-damaged equipment to service, and I’m very pleased with the job that our Beech Grove and Bear shop staffs have done. This extra equipment now back in service is a contributing factor to our increased ridership. But there are limits to what we can accomplish, and we can’t put cars that don’t exist back into service. Right now the margins for our equipment, particularly our single-level sleeper and diner fleets, are razor-thin. A single major accident could potentially require us to terminate or reduce certain services, particularly on the long-distance trains.

 

Accessible Stations Development Plan

 

This July 26 will mark the 20th anniversary of the enactment of the Americans with Disabilities Act (ADA), and Amtrak is proud of its role as an important mode of travel for people with disabilities and of our special services to the disabled community. We look forward to celebrating this ADA milestone, but there remains much work to be done. Last year, 288,000 riders took advantage of the discounted pricing Amtrak offers to passengers with disabilities, and that number is on pace to increase by six percent this year. All of our front-line employees are trained to provide special service to passengers with disabilities, and we have resources and policies in place to accommodate those with unique service requests, such as at-seat meals. All of Amtrak's trains meet or exceed the requirements of the ADA, while each and every one of our new rail cars is designed to be accessible. Amtrak offers reserved spaces to park wheelchairs, accessible seating into which passengers can transfer from a wheelchair, accessible bedrooms on all long-distance trains, accessible restrooms, and other accessibility features and services. We’re also in the process of modifying our train cars to allow for on-board storage of Segway devices for those passengers who use them for mobility assistance.

 

Currently, 94 percent of Amtrak passengers board at accessible stations. While our stations must be fully compliant with the terms of the Act by July 26, 2010, unfortunately, as the Subcommittee knows, we will miss this deadline. But we are focused on making each of the 529 stations we serve fully accessible, a challenge that requires significant funding. We are conducting a capital improvement program to bring all covered stations we serve up to the necessary standards at a cost of nearly $1.6 billion based on the comprehensive study we completed in February 2009. In this fiscal year alone, Congress allocated $144 million for station accessibility improvements.

 

Adding to this complication is the annual funding challenge. On February 1, 2009, Amtrak advised in our report under section 219 of the PRIIA that nearly $1.6 billion was needed to bring the entire system into compliance with ADA, assuming that current ADA regulations on platform boarding remain unchanged. (As the Congress may well be aware, a proposed federal Department of Transportation rulemaking is pending that would call for level boarding at all stations covered by the ADA. If that rule were to be promulgated and become law, the basic assumptions and parameters of Amtrak’s current stations compliance program would be nullified and both the time and cost to achieve compliance would be increased exponentially.) This investment amount represents a year-old estimate for both Amtrak’s responsibility and third-party responsibilities.

 

In our FY 2011 request, we asked for $281 million for our FY 2011 Accessible Stations Development Plan, to continue the work to bring the stations we serve into compliance with the ADA. However, today I am here to report to you that we are revising that number downward to $231 million. Due to the challenges of reaching agreements with all parties with ownership interests at the stations, we have to take into consideration the three months of experience since our FY 2011 request was submitted, and we do not think it will be feasible for us to spend $281 million in FY 2011. If you or your staff would like more details on this issue, we can certainly follow up with you on that.

 

In closing, I am optimistic about our future and the future of intercity and high-speed passenger rail. Our intercity passenger rail system is one of the few readily available solutions to the transportation challenges facing our country – and we are ready to turn investments in rail into benefits for the environment, the economy, and our mobility. What it needs is continued investment and leadership. We look forward to working together in the coming months to ensure that Amtrak obtains the public funding it needs to sustain its system and fleet for generations to come and to realize the goals of a stronger Amtrak and a stronger intercity passenger rail network.

Amtrak equipment plan and needs

 

Joseph Boardman

April 29, 2010

 

Can passenger trains run on bio-fuels?  A possible answer...

 

Sliver Steak: Amtrak's Beef-Powered Passenger Train Debuts

 

 

Yikes! Can you imagine the impact on vegetarian passengers. Biofuels, yes, but I think that you risk alienating a growing group of supporters by using animal fat for fuel.

 

 

 

Yikes! Can you imagine the impact on vegetarian passengers. Biofuels, yes, but I think that you risk alienating a growing group of supporters by using animal fat for fuel.

 

 

In Oklahoma and Texas?

 

Yikes! Can you imagine the impact on vegetarian passengers. Biofuels, yes, but I think that you risk alienating a growing group of supporters by using animal fat for fuel.

 

 

In Oklahoma and Texas?

 

I say upholster the seating with leather, and tell 'em to sit on it! :-D

 

I say upholster the seating with leather, and tell 'em to sit on it! :-D

 

Screw that, I say tell 'em to lick it.

 

OMG, I'm going to straight to veggie hell!  :-o

^ You mean Argentina? I hear they eat beef in their corn flakes.

 

Yikes! Can you imagine the impact on vegetarian passengers. Biofuels, yes, but I think that you risk alienating a growing group of supporters by using animal fat for fuel.

 

 

In Oklahoma and Texas?

 

I was in London when the beef tallow scandal hit the McDonald's (which was advertising vegetarian entries for the Indian customers but using beef tallow to flavor the French Fries).

 

And I was at least half serious. I can see groups of people (vegetarians, PETA, etc.), boycotting ALL Amtrak trains (not just Texas and Oklahoma), because they use animal products for fuel.  There is not much sense in alienating a subset of the population when the experiment is really about biofuels and just about any fat will do.

 

Sell it to the truckers, instead!

 

Who says Ohioans aren't interested in passenger trains as an option?  Check out the line to view Amtrak equipment at yesterday's National Train Day event at Toledo Union Station: between 4,000 and 5,000 people visited from all over Ohio and the line just to tour the cab of an Amtrak locomotive had a waiting time of 1 hour & 25 minutes at one point.

 

 

I could've put this in the "What other states are doing..." thread, but since this is an Amtrak-led project, I am putting it here.

 

Amtrak to run train on FEC to inspect tracks for future service

Friday, April 30, 2010 

 

Your eyes weren't deceiving you. Yes, that was a passenger train rolling down the Florida East Coast Railway toward Miami, the South Florida Sun Sentinel reports. On May 1, the same train will return north to Jacksonville, this time filled with state and local officials who are pushing to return passenger service to the coastal tracks. Amtrak board chairman Tom Carper also is expected to be on board.

 

Officials say the "test" runs will help them evaluate the feasibility of reintroducing Amtrak service along the FEC corridor between West Palm Beach and Jacksonville. Regular passenger service on Henry Flagler's railroad was discontinued in 1968.

 

"We kind of have everything in reverse," said Robert Friedman, a Jupiter councilor and chairman of the Palm Beach County Metropolitan Planning Organization. "Tri-Rail goes through the lesser populated areas and the FEC runs through the heart of South Florida."

 

READ MORE AT:

http://www.rtands.com/newsflash/amtrak-to-run-train-on-fec-to-inspect-tracks-for-future-service.html

If this happens...Columbus will become the largest U.S. city without regularly-scheduled passenger rail service. Oh boy... we're #1...rah.

 

Plans envision better Amtrak service, trains in Phoenix

 

by Sean Holstege - May. 17, 2010 12:00 AM

The Arizona Republic

 

Efforts are under way to introduce daily

long-distance Amtrak service to southern

Arizona and ultimately bring passenger

trains back into downtown Phoenix.

 

Both prospects face daunting challenges,

however. They involve tough track-access

negotiations with the nation's largest

railroad freight hauler and a commitment of

precious state or local funds.

 

If negotiations with Union Pacific Railroad

pan out, Amtrak could extend its existing

service to southern Arizona by offering trips

each day by the end of the year. Buses would

carry Phoenix-area passengers to the

nearest station, in Maricopa.

 

Full story at: http://www.azcentral.com/arizonarepublic/news/articles/2010/05/17/20100517amtrak-phoenix-arizona-downtown.html

Just saw this from a release last Thursday....

 

http://www.fema.gov/txt/government/grant/2010/fy_10_grants_overview.txt

 

May 13, 2010

Grant Programs Directorate

 

 

Funding Distribution – FY 2009 and FY 2010

 

Program

Transit Security Grant Program

FY 2009

$348,600,000

ARRA

$150,000,000

FY 2010

$253,437,597*

Freight Rail Security Grant Program $ 15,000,000 -$ 14,562,403

Intercity Passenger Rail - Amtrak $ 25,000,000 -$ 20,000,000

________

 

Intercity Passenger Rail – Amtrak (IPR)

Total Funding Allocated in FY 2010: $20,000,000

 

Purpose: The FY 2010 IPR Program provides funding to the National Passenger Rail

Corporation (Amtrak) create a sustainable, risk-based effort to protect critical surface

transportation infrastructure and the traveling public from acts of terrorism within the

Amtrak rail system.

 

Eligible Applicants: Amtrak was the only entity eligible to apply for funding under FY

2010 IPR.

 

 

I've never seen this report before. I think it's fascinating...

 

http://www.amtrakoig.gov/(S(iv1ihg55esskr145ao5mwh21))/Reports%5CE-08-02-042208.PDF

 

EVALUATION REPORT E-08-02

Public Funding Levels of

European Passenger Railroads

April 22, 2008

 

EXECUTIVE SUMMARY

 

There have been numerous claims made about the relative financial performance of European Passenger Train Operations and the amount of Public Funding they require to remain operationally viable. This review examines the Public Subsidies that have been provided for European Passenger Train Operations and then compares these funding levels to that of Amtrak.

 

Overall Conclusions

 

After examining a representative sample of European Passenger Train Operations over a multi-year period, we found that:

 

a) When all revenues and expenses for the entire passenger train system are taken into consideration, European Passenger Train Operations operate at a financial loss and consequently require significant Public Subsidies, and

b) The average annual subsidies for European Passenger Train Operations are much higher than those for comparable Amtrak services.

 

Individual Findings

 

The review of Public Funding for European Passenger Train Operations provided the following findings.

 

1. European Passenger Train Operations are typically organized into two separate business entities (operating companies and infrastructure managers) whose financial performance and public funding are closely intertwined with each other.

2. In addition to direct funding, some of the Passenger Train Operations receive public funding that did not show up on the company’s balance sheet and therefore does not show up in the company’s financial statements.

3. Although some Train Operating Companies may report a “profit”, this profit is generated through a large amount of public funding provide by the European countries.

 

The comparison of the level of Public Funding for European Passenger Railroads to that of Amtrak provided the following findings.

 

4. For the time period studied (1995 to 2003), most European countries spent significantly higher levels of public funding on Passenger Train Operations than the U.S.

5. The average subsidy provided to maintain and operate the infrastructure for European Passenger Train Operations is well above the subsidy level provided to Amtrak.

6. Compared to the average subsidy for European Train Operating Companies, Amtrak’s State Corridor Services received higher subsidy levels while its NEC produced a positive cash flow.

7. When the relative network sizes are taken into consideration, the annual subsidies for the European Passenger Train Operations are much higher than those for comparable Amtrak services.

Amtrak Media Relations

202 906.3860

 

NEW LYNCHBURG TRAIN EXCEEDS PERFORMANCE GOALS

Dedicated source of operating funds remains a key challenge 

 

RICHMOND & WASHINGTON, D.C. – The new Amtrak Virginia train on the Lynchburg route has exceeded its annual performance targets in the first six months of operation. The route provides a daily one-seat ride as far north as Boston from Lynchburg in the I-81/Route 29 corridor.

 

The latest ridership data for March 2010 indicates that the Lynchburg train now exceeds the annual ridership goal of 51,000 with 55,025 passengers during the first six months of operation. The service also exceeded the annual revenue goal of $2,580,000 by generating $2,839,448 in revenue.

 

The service’s monthly ridership began at 8,585 in October 2009 and ended the first six months of operation at 11,365 in March 2010, the highest monthly ridership to-date. The average monthly ridership has been 9,171 over the six month period. While these results are promising, there are many factors that can influence ridership, such as additions/changes in service, seasonal changes, service interruptions, on-time performance, fuel prices and unemployment levels.

 

“Today’s surplus in operating funds for the Lynchburg train will help fund operating shortfalls over the next three years of demonstration service,” said Virginia Department of Rail and Public Transportation (DRPT) Director Thelma Drake. “It’s important to remember that passenger rail ridership fluctuates, and we still have a long way to go before the end of the three-

year period.”

 

The Lynchburg train has consistently exceeded its monthly performance targets since service began in October 2009. The top two stations in boardings and alightings on this route as of March 2010 are Charlottesville and Lynchburg.

 

Every station along the route has seen significant increases in passenger traffic compared to the previous year, with highest growth at the Lynchburg station at 68 percent, followed by the Culpeper station at 40 percent year-to-date growth.

 

“The Lynchburg service is a great example of how Amtrak can work successfully with a state partner to meet a need for intrastate rail service,” said Jay McArthur, principal officer in Amtrak’s Policy & Development Department.  “Our goal is to provide central Virginia with a transportation alternative, and we’re encouraged by the enthusiasm Virginians have shown during the first six months of operation.”

 

More passenger traffic means more visitors and economic benefits for the Commonwealth, and Amtrak Virginia is partnering with The Virginia Tourism Corporation to promote tourism and train travel in Virginia. New travel packages are available with significant discounts on lodging and local attractions in the Charlottesville and Lynchburg regions when you travel with Amtrak. See our Hot Deals page for details: http://www.amtrakvirginia.com/HotDeals.aspx.

 

“The success of the new Amtrak route to Lynchburg proves that good things happen when you connect people to great destinations via rail,” said Alisa Bailey, president and CEO of the Virginia Tourism Corporation. “You step off the train right into the heart of central Virginia with a wealth of experiences that you and your family can discover and enjoy together.”

 

            The Virginia Department of Rail and Public Transportation (DRPT) has contracted with Amtrak to bring additional passenger rail service to Virginia in the I-95 and I-81 corridors over a three-year demonstration period. The agreement includes the new Lynchburg train and a new train between Richmond and the Northeast Corridor to be launched this summer.

 

If the service is successful, and if additional funding becomes available, the Lynchburg train could be extended to Roanoke and the Richmond train could be extended to Norfolk to provide one-seat travel from Southwest Virginia and Hampton Roads as far north as Boston.

 

Demonstration projects help Virginia determine the viability of new transportation choices. After the demonstration period, sufficient performance data will be available to determine whether the service should continue on a more permanent basis.

 

A key challenge facing the new service is the availability of operating funds. Virginia has no dedicated source of state rail operating funds today. Governor McDonnell and the General Assembly authorized up to $6 million in Rail Enhancement funds to support operating costs in FY 2011, but there is no funding identified beyond FY 2011.

 

Virginia Senator Yvonne Miller sponsored SJ63, which directs DRPT to evaluate potential state operating fund sources and report back to the General Assembly before the beginning of the 2011 session. The report will provide benchmarking information about passenger rail funding in other states and other data that the General Assembly will need to make important decisions about the future of passenger rail service in Virginia.

 

About Amtrak Virginia

            Amtrak Virginia is a partnership between the Virginia Department of Rail and Public Transportation (DRPT) and Amtrak to provide more rail travel choices in Virginia. The Lynchburg train was initiated in October 2009, and serves the following Virginia stations: Lynchburg, Charlottesville, Culpeper, Manassas, Burke Centre and Alexandria. A second Amtrak Virginia train will be introduced in summer 2010 from Richmond to the Northeast Corridor. Amtrak Virginia service promotes economic, tourism and environmental benefits. See www.amtrakvirginia.com for more information.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

           

# # #

So a 10-year planning process is about to begin so that 2010 problems can start to be addressed in 2020. I love the federal planning process <<end sarcasm>>...

 

Northeast states, Amtrak seek improved rail service

Friday, May 21, 2010 

 

Eleven Northeast states from Maine to Maryland, with close support from Amtrak and the Coalition of Northeastern Governors (CONEG), said they submitted a multi-state proposal requesting that the Federal Railroad Administration lead a planning effort to further define the role that intercity and high-speed passenger rail can play in helping improve the region's transportation network, expand capacity, relieve highway and aviation congestion, and stimulate sustainable economic growth along the Northeast Corridor.

 

The joint proposal is being submitted to the FRA with support from the following states: Maine, New Hampshire, Vermont, Massachusetts, Rhode Island, Connecticut, New York, New Jersey, Pennsylvania, Delaware, and Maryland.

 

The proposed study will build off the successful three-year collaboration among 12 states - including the Northeast states mentioned above and Virginia - Amtrak and commuter and freight railroads to produce the Northeast Corridor Infrastructure Master Plan, which also is being released May 21 as the foundational document for the proposed multi-state planning effort.

 

READ MORE AT:

http://www.rtands.com/newsflash/northeast-states-amtrak-seek-improved-rail-service.html

We checked availability CLE-WAS on the Capitol Limited for June 8, 9, and 10 (That's Tues, Wed, Thurs next week).  They are sold out.  So I suppose no one really does want to ride trains with such low average speed (44.5 mph) and take longer than driving...  :wink:

FOR IMMEDIATE RELEASE

June 2, 2010 ATK-10-077

Contact:  Media Relations

202 906.3860

 

 

 

FREE Wi-Fi ® NOW STANDARD ON ACELA EXPRESS

Amtrak plans to improve existing service, expand to additional routes

 

WASHINGTON – Based on a successful three-month trial run, strong customer satisfaction and solid system performance, Amtrak is making free Wi-Fi ® a standard service offering for every passenger traveling on its high-speed Acela Express trains operating between Washington, D.C. and Boston and is moving forward with plans to expand it to other routes.

            Known as AmtrakConnectSM, the Wi-Fi service has been delivering fast, reliable and consistent connectivity to Amtrak customers since March 1 when the trial program began.  Recent on-board surveys reveal that about 115,000 Acela Express passengers per month have logged-on, or about 39 percent of ridership.  In addition, 76 percent of those polled had a favorable or strongly favorable opinion of the service and with overall system performance.

            “We’ve had tremendous positive passenger response to having Wi-Fi available onboard and keeping it free of charge will support increased ridership growth,” said Matt Hardison, Amtrak Chief, Sales Distribution and Customer Service, noting planned upgrades to the existing service include increased bandwidth to allow for greater access to video files.

            Amtrak also is announcing plans to expand Wi-Fi service to other routes and has just issued a Request for Proposals (RFP)  for vendors to identify, procure, install and maintain Wi-Fi on its fleet nation-wide, including for its remaining passenger equipment in the northeast, such as Northeast Regional, for long-distance, overnight trains and for passenger equipment used in corridor services across the U.S., contingent on available funding.  This work is expected to begin by late fall 2010 and will start with Amtrak California services routes, followed by the Northeast Regional services.

            With the exception of Acela Express, Amtrak trains do not operate with a fixed set of passenger cars.  As such, the Wi-Fi solution selected by the RFP process must be able to function in different train configurations including when cars of different types (i.e., coach, diner, and sleeper) are mixed together, when individual cars are switched between different trains, and when groups of cars from one train are split from, or connected to, en route with another train.

            In addition, AmtrakConnect is available for all Amtrak passengers within the gate areas of Washington Union Station, Baltimore Penn Station, Wilmington Station, Philadelphia 30th

Street Station, New York Penn Station, Providence Station and Route 128 Station in Boston.  Wi-Fi service continues to be available in all ClubAcela lounges in Washington, DC, Philadelphia, New York, and Boston.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways.  Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history.  With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations.  Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

FOR IMMEDIATE RELEASE

June 7, 2010

ATK-10-080

Contact: Media Relations

202 906.3860

 

 

 

NATIONAL RAIL PLAN NEEDS TO RECOGNIZE THE VALUE OF AMTRAK’S INTERCITY PASSENGER RAIL NETWORK

 

Serves as foundation to expand high-speed and conventional rail services

 

            WASHINGTON–Amtrak is urging the Federal Railroad Administration (FRA) to be bold and unambiguous in its vision for the future of the national rail system, including the Amtrak network, as it develops a long-range National Rail Plan (NRP). 

            “Amtrak’s existing national intercity passenger rail system should be recognized in the NRP as the foundation for the development of an expanded network of high-speed and conventional rail services spanning key corridors across the United States,” said Amtrak Vice President, Policy and Development Stephen Gardner. 

            Gardner explained that Amtrak is America’s intercity passenger railroad and the only high-speed rail service provider in North America.  In addition, Amtrak’s current network of high-speed services in the Northeast Corridor, short-distance corridor services run in partnership with the states, and overnight long-distance services spanning the nation, is a solid base on which to build a truly 21st Century national intercity passenger rail system. 

            “The NRP should lay out a clear national vision for this network and contain strategies for improving and expanding intercity passenger rail services where such service can advance key national priorities like congestion relief, transportation safety, energy-efficiency, environmental protection, and sustainable development,” he stated.

            In written comments submitted to the FRA, Amtrak said that as a company chartered by the federal government, and overseen by the U.S. Department of Transportation, the final NRP should address the Department’s views on Amtrak, its future and its role in delivering the type of modern and efficient intercity passenger rail service envisioned in the preliminary NRP.

            Amtrak also believes that the NRP should establish clear federal performance goals for

each segment of the passenger and freight rail system, and should link those goals to strategic national outcomes.  Furthermore, the NRP needs to develop specific targets and milestones for system development and performance that can be used to measure national progress. 

            When addressing the goal of developing high-speed passenger rail, for instance, Amtrak is recommending a specific target be set to connect all pairs of metropolitan areas with populations of one million or more, and separated by less than 600 miles, with frequent, reliable, high-speed intercity passenger rail service. 

            In addition, Amtrak said that matching intercity rail development plans to appropriate markets must be a key aspect of the NRP, noting that in a nation as big as the United States, not all travel markets will require the same levels of service. In some cases, high-speed, very-frequent rail service may be necessary to create a viable alternative to existing travel options, while conventional intercity service may be more appropriate for other corridors where the market may be smaller. 

            Amtrak also stressed that in order for intercity passenger rail to become a viable travel alternative to the nation’s highway and aviation systems, the NRP must recognize that intercity passenger rail service needs to be both accessible and well-connected to final destinations through local transit options and that developed corridors will need to be connected into a coherent national network.

            Finally, Amtrak noted that federal intercity passenger rail development funding is essential to sustaining and improving the current network and that the best strategy to fund high-speed and intercity passenger rail investment is one that establishes a dedicated source of reliable, predictable, and multi-year funds to support capital grants to both Amtrak and states.

            Amtrak recently participated in a series of public meetings hosted by FRA on the NRP.  A copy of Amtrak’s written comments submitted to FRA is attached.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

Quote from Norfolk Southern Chairman Wick Moorman on passenger rail in America:

 

“real Americans ride passenger trains for valid reasons.” He acknowledged the growing drumbeat for more and faster passenger trains, but cautioned that European-style high-speed trains will only be seen in the US “in very isolated circumstances.[...] But I do think we’ll see more of the conventional, 79, maybe 90-mph passenger trains, and that, for a lot of the service we need, will be a good thing and be adequate and sufficient.”

--4/28/10, Address to the National Association of Railroad Passengers Council of Representatives

 

At least Mooman walks the walk. Each year the N&S Office Car Special passes my house on the way to the Kentucky Derby and I'm pretty sure that the OCS is a regular at the Masters as well.

 

NS is far more passenger rail-friendly than it was a decade ago: a change that started under one of their former CEO's.  Most of the Class-1's are now recognizing that investments in the rail corridors that enable passenger rail to start and flourish also benefit them by improving the capacity for moving freight.

FOR IMMEDIATE RELEASE

June 16, 2010 ATK-10-081

Contact: Marc Magliari

312 880.5390

 

 

 

AMTRAK IS WORKING ON THE RAILROAD IN CHICAGO

 

$115 million in projects underway in the nation’s rail hub

to improve reliability and safety

 

CHICAGO – Amtrak is using $115 million in funds from the American Recovery and Reinvestment Act to improve tracks, buildings and control systems in Chicago this construction season, as part of a $1 billion construction program to fund capital projects designed to rebuild the critical infrastructure of America’s Railroad.

 

        “We are investing in our infrastructure in Chicago to improve our operations and support the growing demand to travel by Amtrak,” said President and CEO Joseph Boardman.

 

        He noted America’s intercity passenger railroad posted a ridership increase of more than seven percent nationally in the last nine months, including double-digit increases on the Chicago corridor to and from St. Louis, with strong results also on the Hiawatha Service corridor to and from Milwaukee and the Wolverine Service corridor to and from Detroit/Pontiac.

 

        “These Chicago projects will create jobs and make a significant investment in the future of Amtrak and the Midwest rail system,” said U.S. Senator Dick Durbin, D-Ill.  “These improvements are in tandem with the $1.2 billion in Recovery Act funding for work in downstate Illinois that will help bring high speed rail to the Chicago to St. Louis line.”

 

        More than three million Amtrak passengers used Chicago Union Station last year, with more than 50 daily trains, making it the fourth-busiest in the national network.  In addition, the nearly 130,000 commuters who pass through the station on an average weekday, with 248 weekday commuter train arrivals or departures, will also benefit from the infrastructure improvements.

 

These projects in Chicago are underway and expected to be finished by February 2011.

 

Chicago Terminal & Facilities

        Amtrak has awarded a $106.2 million contract to replace or renew approximately five miles of track and to renovate or repair buildings used to inspect and maintain Amtrak trains at Chicago Union Station.  Water, air, lighting, natural gas and heated track switching systems will be replaced or upgraded to improve service reliability in Chicago’s harsh winters and to meet the demands of growing ridership.  Jacobs Inc. and subcontractors Kiewit Western Co. and Swanson Contracting are performing the work.

 

Chicago Control Center

        A new $9 million control center in Chicago is being built to manage and dispatch Amtrak and other rail traffic in four geographically separate areas, including Chicago Union Station North, Chicago Union Station South, New Orleans Terminal, and the Amtrak Michigan District. Operations at the center involve interconnections with territories owned by Metra (Northeast Illinois Commuter Rail Corp.), Norfolk Southern Railroad and the Burlington Northern Santa Fe and Canadian National railways.

 

When finished, the Chicago Control Center will improve the ability of Amtrak to manage daily train operations and extraordinary circumstances, with back-up capabilities elsewhere in the Chicago Terminal and at the Central National Operations Center in Delaware.

 

Pepper Construction Co. and vendors including Lucien Lagrange Architects, Environmental Systems Design Inc., ARINC Inc. and Jones Lang LaSalle are involved in the project.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

The usual ignorant comments follow it...

 

JetBlue COO: Flying From Boston to NYC is a Bad Idea

TriplePundit ^ | June 18th, 2010 | Leon Kaye

 

Posted on Friday, June 18, 2010 12:21:28 PM by Willie Green

 

Publicly stating that some of your company’s goods and services should be discontinued even if they are profitable probably would get most company executives in trouble. Rob Maruster, JetBlue’s Chief Operating Officer, startled an aviation conference when he thought out loud that there were better options for traveling between Boston and New York than the five flights his airline offers daily.

 

....But Maruster also pointed out that rail would be a better option than air for those New York-Boston travelers. Airports are becoming more crowded, and on the Eastern Seaboard, there is no more room for additional air terminals. But just like idling your car or driving several short trips daily emits more carbon in the atmosphere, short flights are also more polluting: Maruster explained that a 150-mile Boston-New York flight requires the flying of 300 air miles. Perhaps that carbon would be better off spewed out for a New York-Los Angeles flight.

 

READ MORE AT:

http://www.freerepublic.com/focus/f-news/2537372/posts

FOR IMMEDIATE RELEASE

June 28, 2010

ATK-10-087

Contact: Media Relations

202 906.3860

 

NEW AMTRAK BOARD MEMBERS RECOGNIZE

AMERICA’S RAILROAD IS KEY TO FUTURE OF PASSENGER RAIL

 

            WASHINGTON – The three newest members of the Amtrak board of directors recognize that Amtrak, and its national network of high-speed and intercity passenger trains, are key to the future of passenger rail transportation in America.

            Anthony R. Coscia, Bert DiClemente and Jeff Moreland were nominated by President Obama and recently confirmed by the United States Senate.  They are expected to soon assume their new responsibilities guiding and overseeing America’s railroad.

            “We welcome our newest board members with confidence they will contribute their considerable knowledge and experience to advance Amtrak’s growth strategy and efforts to make the nation’s railroad safer, greener, and healthier,” said Amtrak Chairman Thomas Carper.

            “I am excited about serving as an Amtrak director because I strongly believe that a vibrant, competitive, and comprehensive passenger rail system is a critical component of a 21st Century multimodal transportation system,” stated Mr. Coscia.

            “I am a believer in the critical role that Amtrak plays in the national transportation fabric of our country.  I believe to the core of my being that Amtrak’s best days lie ahead of us,” said Mr. DiClemente.

            “Amtrak has made progress in recent years and I believe these positive trends will continue.  I also believe it is important to the U.S. transportation system that Amtrak maintain a nationwide rail system and develop high-speed rail corridors in many areas of the country,” said Mr. Moreland.

            Chairman Carper noted that with the arrival of these new members, eight of nine director positions will be filled.  They will join himself, Donna Mclean, Nancy Naples, U.S. Secretary of Transportation Ray La Hood, and Amtrak President and CEO Joseph Boardman on the Amtrak board of directors.

 

Anthony R. Coscia

Mr. Coscia was appointed Chairman of the Board of Commissioners of the Port Authority of New York and New Jersey in April 2003.  As Chairman, Mr. Coscia has broad oversight responsibility in connection with the agency's varied transportation businesses and $6.7 billion annual budget.  From February 1992 to March 2003, Mr. Coscia served as Chairman of the New Jersey Economic Development Authority ("NJEDA").  Mr. Coscia is also a Partner at Windels Marx Lane & Mittendorf, LLP.  He has specific experience in the area of redevelopment finance and has worked extensively on corporate governance issues.  He is a Phi Beta Kappa graduate of the Georgetown University School of Foreign Service (B.S.F.S., 1981) and he received his law degree from Rutgers University School of Law (J.D., 1984).

 

Bert DiClemente

Mr. DiClemente recently retired as the Vice President of CB Richard Ellis, Inc., which is the largest commercial real estate company in the world. He has been serving in this capacity since 2003. Prior to this position, he worked for Insignia/ESG and Jackson Cross & Associates as Director and Associate Director.  He was responsible for the leasing and selling of commercial real estate and represented a number of Fortune 500 Companies.  He is a graduate of the University of Delaware with a B.A. in political science.

 

Jeffrey R. Moreland

Mr. Moreland was most recently executive vice president for Public Affairs at BNSF Railway Company. He had previously served as executive vice president, Law & Government Affairs and Secretary; executive vice president law and chief of staff; senior vice president law and chief of staff; and senior vice president law and general counsel.  From 1970 to June 1978, Moreland was employed at the Securities and Exchange Commission (SEC) in positions of increasing responsibility. His last position at the SEC was branch chief in the division of corporation finance. Mr. Moreland received his B.S. from Georgetown University, a J.D. from Catholic University School of Law, and an MBA from the University of Chicago.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

I'm posting this here even though it was a MARC train, but MARC's Penn Line trains are managed by Amtrak and broke down on Amtrak's Northeast Corridor (MARC's Penn Line)....

 

Our Say: Rail service needs competence more than bullet trains

Published 06/27/10

 

A train with more than 900 riders breaks down a few minutes from a station. It's a hot evening, there's no air conditioning or water, the windows can't be opened, and the conductors - who don't tell the passengers what's going on - insist on closing the doors that provide the only ventilation.

 

...This sounds like a news story from the Third World. But if you've been paying attention to local events, you know this happened to MARC Train 538 near New Carrollton on Monday evening - right outside the capital of a nation planning to spend $8 billion on high-speed rail.

 

READ MORE AT:

http://www.hometownannapolis.com/news/opn/2010/06/27-17/form_weddings.html

New board members recognize Amtrak is key to future of passenger rail

Tuesday, June 29, 2010 

 

The three newest members of the Amtrak board of directors recognize that Amtrak and its national network of high-speed and intercity passenger trains are key to the future of passenger rail transportation in America.

 

Anthony R. Coscia, Bert DiClemente and Jeff Moreland were nominated by President Obama and recently confirmed by the United States Senate. They are expected to soon assume their new responsibilities guiding and overseeing America's railroad.

 

"We welcome our newest board members with confidence they will contribute their considerable knowledge and experience to advance Amtrak's growth strategy and efforts to make the nation's railroad safer, greener and healthier," said Amtrak Chairman Thomas Carper.

 

READ MORE AT:

http://www.rtands.com/newsflash/new-board-members-recognize-amtrak-is-key-to-future-of-passenger-rail.html

AMTRAK VIRGINIA INTRODUCES ADDITIONAL SERVICE

BETWEEN RICHMOND, VA AND WASHINGTON, DC

Tickets now available for new roundtrip with

additional one-seat trip for travel as far north as Boston

 

            RICHMOND - Beginning July 20, Amtrak Virginia expands daily round-trip service between Richmond, Washington D.C. and points north along the Northeast Corridor with tickets now available for purchase online at Amtrak.com or by calling 1-800-USA-RAIL. 

            With this new train, hourly morning departures are available from Richmond’s Staples Mill Station to the Northeast Corridor and more convenient afternoon return trips are available from Washington, DC. The total number of morning departures from Richmond to Washington is now five, with six return departures available in the afternoon and evening.  The new frequency between Richmond and Washington is the second state-supported train in Virginia which became Amtrak’s 15th state partner with the launch of service between Lynchburg and the Northeast Corridor last October.  The new train has Virginia stops at the Staples Mill, Ashland, Fredericksburg, Quantico, Woodbridge and Alexandria stations. Passengers may travel directly to destinations along Amtrak’s Northeast Corridor as far north as Boston and never have to change trains. 

            “Now it’s more convenient than ever to take the train in the I-95 corridor,” said Thelma Drake, director of the Virginia Department of Rail and Public Transportation. “With hourly trains in the morning and several afternoon trains to choose from, you can easily plan your business trip and get to work on the train instead of sitting in traffic.”

            “We welcome the opportunity to add a new roundtrip on the busy corridor between Richmond and Washington and to further expand our partnership with the Commonwealth of Virginia,” said Jay McArthur, principal officer in Amtrak’s Policy & Development Department.  “This additional roundtrip makes travel by train from Richmond to Washington and points north even more convenient.”     

            Passengers may book travel today on the new roundtrip which begins service on July 20, and can save with discounts available on fares for kids, seniors, AAA members and members of the military.  Visit www.amtrak.com/deals for more information.  Sample one-way fares include $23 between Richmond’s Staples Mill Station and Washington, DC and $57 between Staples Mill and Philadelphia.

 

The complete train schedule is available at www.amtrakvirginia.com.   

           

            Be sure to book travel on the new train to support Amtrak Virginia service. All Amtrak Virginia service must meet annual ridership and revenue goals to continue through the pilot program and become permanent. If these goals are met and if additional revenue becomes available, the new Richmond train could be extended to Hampton Roads within three years.

            The new service is sponsored by the Commonwealth of Virginia as part of a three-year pilot program designed to provide more transportation options for Virginians. The pilot program also includes new service between Lynchburg and the Northeast corridor that began in October 2009.

 

About Amtrak Virginia

Amtrak Virginia is a program developed by the Virginia Department of Rail and Public Transportation (DRPT) and Amtrak to provide more rail travel choices in Virginia. With the addition of this new service, passengers from Richmond will have hourly morning departures from the state capital to the Northeast Corridor. A second Amtrak Virginia train is available between Lynchburg and the Northeast Corridor. The new service promotes economic, tourism and environmental benefits. For more information, visit www.amtrakvirginia.com. 

 

 

About Amtrak

Amtrak has posted six consecutive years of growth in ridership and revenue, carrying more than 28.7 million passengers in the last fiscal year.  Amtrak provides intercity passenger rail service to more than 500 destinations in 46 states on a 21,000-mile route system. In Virginia, Amtrak operates more than 20 trains daily from 21 train stations across the state. Over one-million train trips were made from Virginia locations in FY 2009. For schedules, fares and information, passengers may call 800-USA-RAIL or visit Amtrak.com.

 

For More Information on Amtrak Service, Schedules, Reservations and Routes

Go to Amtrak.com. or call 800-USA-RAIL.

I'm posting this here even though it was a MARC train, but MARC's Penn Line trains are managed by Amtrak and broke down on Amtrak's Northeast Corridor (MARC's Penn Line)....

 

Our Say: Rail service needs competence more than bullet trains

Published 06/27/10

 

A train with more than 900 riders breaks down a few minutes from a station. It's a hot evening, there's no air conditioning or water, the windows can't be opened, and the conductors - who don't tell the passengers what's going on - insist on closing the doors that provide the only ventilation.

 

...This sounds like a news story from the Third World. But if you've been paying attention to local events, you know this happened to MARC Train 538 near New Carrollton on Monday evening - right outside the capital of a nation planning to spend $8 billion on high-speed rail.

 

READ MORE AT:

http://www.hometownannapolis.com/news/opn/2010/06/27-17/form_weddings.html

 

The situation was indeed an outrage, and investigation into the policies and conduct that caused it is warranted. The article has a tone of knee-jerk Amtrak bashing, though. "Notoriously ineffecient" doesn't describe the entire Amtrak system; I think it's remarkable that Amtrak does as well as it does, considering the poor funding and lack of respect it has received from past adminstrations and legislatures. On several occasions I've seen Amtrak crew members go to extraordinary lengths to make the best of bad situations that were not of their making and beyond their control, and twice when weather delays caused me to miss a connection in Chicago, Amtrak paid for my hotel room, meals, and taxi fare.

 

And yes, I've seen times when rigid adherence to policy and rules went to ridiculous lengths. Years ago I was on a detoured westbound Broadway Limited that sat for nearly two hours in Alliance, Ohio. We were waiting for clearance or crew change or some such thing; I don't remember the details. My seatmate, a nineteen-year-old who was returning from DC to his home in Alliance and whose ticketed destination was Canton, could see his house from where he sat. Citing operating rules and liability constraints, the conductor refused to let him off the train. He was ticketed to Canton, and to Canton, By God, he would go.

 

I'd think that even if they had to call a supervisor or dispatcher for permission, they could have put down a step box and had a crew member escort him beyond railroad property so he could get home, saving him inconvenience and discomfort and saving his parents a drive to Canton. Most rules on the railroad exist for good reasons, but sometimes in extraordinary circumstances the "Rules is Rules" mindset contributes to unnecessarily bad outcomes.

I agree that the "rules is rules" mindset sometimes (indeed, often) contributes to bureaucratic stupidity, and I'd be fuming at Amtrak in either of those situations you described.  That said, I'd have to see some pretty extreme examples of that from Amtrak to put them up there with the airline industry in that regard.  They heap their own asinine rules on top of those forced upon them by the TSA and FAA.

 

ETA: Just to be clear, I am in *no way* suggesting that "well, they're doing it too" is a valid excuse for bureaucratic mindlessness.

More bikes on Amtrak trains !!!....

 

Amtrak has announced it will begin to allow passengers to bring unboxed bicycles aboard the Capitol Limited between Washington, D.C., and Chicago by as early as July 2011.

 

At a meeting between Amtrak officials and local Maryland stakeholders held on July 9, Amtrak announced their plan to add space to transport passengers’ bicycles to trains 29 and 30 within a year.  While bicycles have been enjoying a waxing profile in the national conscious for the last decade, the move makes particular sense for the Capitol Limited, which runs through towns along the Great Allegheny Passage bicycle trails in Maryland and Pennsylvania.

 

“This is fabulous news for the trail users and good news for Somerset County,” said Allegheny Trail Alliance President Linda McKenna Boxx to the Daily American.

 

Full story at: http://www.narprail.org/cms/index.php/hotline/more/hotline_663/

 

And more news...

 

FOR IMMEDIATE RELEASE

July 19, 2010 ATK-10-096

Contact:  Marc Magliari

312 880.5390

 

 

 

COMMUNITIES REVVING UP FOR NEW PASSENGER RAIL SERVICE

RECEIVE GUIDANCE FROM AMTRAK ON STATION DEVELOPMENT

 

Illinois, Iowa and Wisconsin leaders meet with Amtrak experts

 

CHICAGO – Amtrak is offering its expert guidance on station development to communities in Illinois, Iowa and Wisconsin where new state-supported Amtrak service is planned to begin in the next three years.  As a part of its Great American Stations Project, Amtrak is hosting local and state leaders in a Civic Conversation with a special focus on the development of stations on planned Chicago routes to Dubuque, Iowa, via Rockford, Ill.; to Iowa City, via the Illinois-Iowa Quad Cities; and to Madison, Wisc., via Milwaukee.

Some of these communities have not had passenger rail service since early and mid 1970’s, while others were last served in 1981.  Some of their former passenger rail stations still stand, but many other stations were converted to other uses or have been demolished.

During the meeting this Thursday, July 22, Amtrak will discuss real estate and railroad relationship issues, station design and staffing matters and provide other technical expertise, including understanding how to comply with the requirements of the Americans with Disabilities Act.  In addition, representatives from both large and small communities will explain how they successfully shepherded their station projects through the design, funding and construction phases.

Helping communities understand station development issues is essential, as Amtrak does not own the majority of stations it serves.  Of the 529 stops on Amtrak’s current schedule, nearly 33 percent of stations are owned by cities, 27 percent by the freight or host railroads over whose tracks Amtrak trains travel, and 27 percent by Amtrak (primarily on the largely Amtrak-owned Northeast Corridor).  Private parties own another 8 percent, and the remaining 5 percent are owned by other entities, such as port authorities, commuter railroads, or transit agencies.

        The GreatAmericanStations.com website also enables an exchange of information and provides a point of initial contact to develop partnerships in an initiative to renovate and revitalize stations.  The website spotlights the success of station projects and includes descriptions of stations along the routes in the 46-state Amtrak network.

Illinois, Iowa and Wisconsin have plans to use state and/or federal funds to begin new service to be operated by Amtrak.  Illinois and Wisconsin have been Amtrak partners since 1971 and 1989, respectively, and Iowa could become the 16th state to have Amtrak state-supported intercity passenger rail service.

        Attendees at the Civic Conversation in Chicago will be welcomed by Thomas Carper, Amtrak board chairman, and Joseph McHugh, Amtrak Vice President, Government Affairs and Corporate Communications.  Amtrak has hosted similar meetings in the past three years in Denver, Pittsburgh, Albuquerque, Savannah and San Antonio.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways.  Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history.  With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations.  Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

 

# # # 

Cross-posted in the aviation section. 3C Corridor is mentioned in this piece in USA Today. See the full article, photos and more links at:

 

http://www.usatoday.com/travel/flights/2010-07-20-airporthubs20_CV_N.htm

 

Airports pitch sites as all-purpose transport hubs

By Roger Yu, USA TODAY

 

Some U.S. airports are waking up to the potential of some of their key assets: buses, cars and trains headed their way and acres of unused land.

 

They're starting to see themselves as all-purpose transportation centers so-called intermodal hubs where national, regional or metro rail, local buses, rental cars, taxis and shuttle operations are consolidated.

 

Some, such as those in Miami and Providence, are building them. Others are seriously considering it. The goal is to not only give travelers greater access to and from airport terminals, but to make the airport a central station where people go for a variety of choices in ground transportation.

 

READ MORE AT the above link

Many airports have been intermodal for a long time.  That said, it's good to see more getting into the act and others that are already intermodal adding yet more modes.

Looks like Amtrak is starting to recognize that business travelers exist beyond the Northeast Corridor....

 

AMTRAK AND CONCUR PROVIDE BUSINESS TRAVELERS

WITH ACCESS TO NATIONWIDE RAIL TRAVEL OPTIONS

Integrated display makes comparison of rail and air options easy

 

WASHINGTON, D.C., REDMOND, WASH.- Amtrak, America’s railroad, and Concur (Nasdaq: CNQR), the world's leading provider of on-demand Employee Spend Management services, today announced that Concur® Travel & Expense and Concur® Cliqbook Travel clients now have direct access to book travel on any Amtrak route nationwide. Concur clients may now view, hold, reserve and purchase Amtrak rail travel – and compare rail and air travel options – all on one screen.

 

With this new direct connection to Amtrak’s reservations system, Concur clients will easily be able to add rail to their travel plans in the same way they already book air, car, or hotel reservations, and enjoy all of these additional benefits:

 

·        Expanded route map to include all key Amtrak business travel corridors

·        Mixed rail and air display to allow for comparison of travel options

·        Direct passage of Amtrak Guest Rewards number into the Concur system

·        Full support for Amtrak special rates

·        Ability to book multi-segment trips

·        Ability to cancel or put rail trips on hold

·        Payment and ticketing with no agency intervention

·        Support of all passenger type codes

 

“The direct connection between Amtrak’s reservations system and the Concur Connect program will not only provide easier access for Amtrak passengers booking rail travel, it will also provide a side-by-side comparison of a client’s rail and air travel options,” said Craig White senior director of travel industry sales.  “This comparison will show Concur clients that rail travel is a very attractive and viable option, particularly along Amtrak’s busy Northeast Corridor between Washington, DC, New York and Boston.”

 

“The Concur Connect program continues to provide our clients with direct access to an ever-increasing inventory from key travel providers,” said Rajeev Singh, president and COO of Concur. ”Our latest agreement provides Concur clients with direct access to Amtrak rail inventory, while enabling their travelers to compare air and rail options during the booking process – all on the same screen. We’re committed to continuing to deliver the innovations that help our clients support their travelers needs while also enabling them to better manage their corporate travel spend and drive down costs.”

 

            Through Concur® Connect – the global program that connects suppliers from around the world and provides clients exclusive access to services otherwise unavailable though traditional travel programs – Amtrak joins a growing list of travel suppliers that feed complete electronic folio data in the form of e-receipts directly into Concur Travel & Expense.

 

About Concur

Concur is the world’s leading provider of on-demand services that help small, mid-size and large organizations increase efficiency, manage employee spend and control operational costs. Learn more at www.concur.com.

FOR IMMEDIATE RELEASE

July 23, 2010

ATK-10-101

Contact: Media Relations

202 906.3860

 

AMTRAK BUYING 130 NEW PASSENGER RAIL CARS

To support long-distance train service

$298.1 million contract creates 575 jobs in Elmira, N.Y.

 

            WASHINGTON –   Amtrak is implementing the first step in a long-term, comprehensive fleet renewal plan with the purchase of 130 new single-level rail cars to support its long-distance train services.  The five-year, $298.1 million contract is being awarded to CAF USA which is creating 575 jobs to perform manufacturing and final assembly work at its plant in Elmira, N.Y.  The first car is scheduled to roll off the assembly line in October 2012.

 

            “This major equipment purchase demonstrates our strong belief in the future of intercity passenger rail in America and Amtrak’s leading role in meeting this critical national transportation need,” said President and CEO Joseph Boardman.

 

            Thomas Carper, chairman of the Amtrak board of directors, added:  “We are replacing and renewing our fleet to improve reliability of our operations, to meet passenger expectations for quality service and to be in a better position to handle the growing demand for more passenger rail service.  Addressing Amtrak’s equipment need is long overdue.”

 

            Boardman explained that the 130 single-level passenger rail cars are similar to the popular Viewliner model and includes 25 sleeping cars, 25 diners, 55 baggage cars and 25 baggage / dormitory cars for use primarily on long-distance trains.  They will replace and supplement the existing fleet, improve financial and on-time performance, and foster a more modern, positive image of Amtrak.  In addition, Amtrak can begin to retire some of its oldest cars still in service that date back to the 1940s and 1950s.

 

            Passengers will experience many improvements with the new equipment including:  modern interiors with better layouts; better lighting and more efficient air conditioning and heating systems; additional outlets to power personal electronic devices; bicycle racks in the baggage cars; as well as improved accessibility for passengers with disabilities.

 

            CAF USA along with its parent company, Construcciones y Auxiliar de Ferrocarriles of Beasain, Spain, is an experienced rail car manufacturer to the U.S. and world markets.  CAF USA will manufacture the stainless steel car shells and perform final assembly of the cars at its Elmira, N.Y., facility where it currently produces transit rail equipment for several U.S. transit systems.

 

“This is a very exciting and pivotal moment in the history of CAF USA.  As we move to consolidate our presence in the US, we view this contract as merely the first in what we hope will be many opportunities we will have to partner with Amtrak.  We look forward to combining our maximum effort and expertise with the leadership and vision that the current administration has shown where passenger rail is concerned in the U.S.,” said Virginia Verdeja, CAF USA vice president.

 

The first year of the five-year contract will be paid for with $29.8 million from Amtrak’s current revenues which are running above budget estimates due, in part, to ridership that is on a record-breaking pace.  Amtrak will seek to fund subsequent years of the contract with other sources such as loans or direct Congressional appropriations.

 

Furthermore, this equipment purchase is just the first step in Amtrak’s multiyear Fleet Strategy Plan to replace its entire fleet of passenger rail cars and locomotives over the next 30 years and help support the growth of a domestic rail manufacturing industry.  Amtrak is currently reviewing bids to replace many of the electric locomotives used along the Northeast Corridor and may make a contract award yet this summer.

 

About Amtrak

As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph (241 kph)—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.

 

About CFA USA

 

CAF USA, Inc. is a fully owned subsidiary of CAF S.A., a Spanish railway equipment manufacturer with over 100 years experience in designing and manufacturing all types of vehicles, from High-Speed to Light Rail, as well as overhauling, maintaining and financing projects, in summary providing solutions to all types of transportation challenges.  CAF and its 12 subsidiaries constitute the CAF Group.  CAF has maintained consistent growth for the last 15 years and is a financially sound company gradually establishing its position as one of the major players in the world’s railway industry.  CAF USA has a 12 year history and has secured four major contracts in the United States.  CAF purchased a state of the art facility in Elmira Heights, New York in the year 2000 and has continuously invested to upgrade it during the last ten years.

HUGE!!!

 

These rail cars will be used on the nightly trains across Ohio and will likely impact numerous Ohio rail industry suppliers considering that Ohio is the nation's fifth-largest number of rail industry suppliers jobs in the nation (more than 26,000 Ohio employees at 225 companies)....

Do you think any of these new cars will pass through Cleveland on the routs we have?

Please see my previous message.

See KJP's post above.

 

 

KJP.... it would be interesting to inquire with CFA and see what suppliers they use that are based in Ohio.

 

 

Sorry, I read the article so fast and overlooked KJP's post.

Note:  both bidders pledged to use 100% U.S. supply chain manufacturers.  Railway Age Magazine's take on the deal:

 

CAF kicks off Amtrak fleet renewal program   

Saturday, July 24, 2010 

 

 

Amtrak’s long-awaited fleet renewal program finally got under way late Friday, July 24, when the railroad awarded a  five-year, $298.1 million contract to CAF USA for 130 new single-level “Viewliner 2” passenger railcars to support long-distance train services. The order, the first for passenger cars since the Acela Express program of the mid-1990s, includes 25 sleeping cars, 25 diners, 55 baggage cars, and 25 baggage/crew dormitory cars. The first car is scheduled to roll out of CAF USA’s Elmira Heights, N.Y., assembly plant in October 2012.

 

The Viewliner 2s will be similar to Amtrak’s existing, aging Viewliner 1 sleeper fleet, which will be supplemented with the 25 new sleepers. The diner, baggage, and baggage/dorms will replace all of Amtrak’s ancient Heritage Fleet diners, baggage, and baggage/dorms, which date back to the 1940s and 1950s. All Heritage baggage/dorm cars were retired in 1996, and replaced with Heritage sleepers displaced from revenue service by the 50 production Viewliner 1 sleepers. These Heritage sleeper/dorms, some 25 cars, were in turn retired several years ago, with the dining and lounge car staff and other crew members then occupying space in the revenue sleepers on Silver Star, Silver Meteor, Crescent, Lake Shore Limited and Cardinal trains, reducing revenue capacity. The Viewliner 2 baggage/dorms will free up revenue space on these trains. They will also be capable of 125 mph, 15 mph faster than their predecessors, and thus fit into Amtrak’s high speed rail plans.

 

Full story at: http://www.railwayage.com/breaking-news/caf-kicks-off-amtrak-fleet-renewal-program.html

Just saw a congressman pitching his bill on CNBC to stop Amtrak from subsidizing sleeper car tickets claiming it will save $1B over 10 years.  It was pretty obvious from his language and the CNBC commentator that they think it would be more logical to just scrap all of Amtrak.  However, the congressman feels he can actually get the votes on the sleeper cars.

People like Roger Ailes (sp?)/Rupert Murdoch  must have some connections to so called news like this.... that would hope to kill/thwart alternative transportation movements....

 

"Fair and balanced" is nice....but not always factual and accurate...big difference between the two. Ha! 

Yeah, except that CNBC has absolutely nothing to do w/ the FOX world at all. It was owned by GE, who made trains among other things, and is now/will be soon owned by Comcast, which is mostly a cable company.

I know that.. I was referring to the logic of the types who would stifle such moving forward on rail efforts. Now such may have assumed control of CNBC.

 

"Freedom of the press is limited to those who own one" --- A.J. Leibbling

Downeaster sets ridership, revenue record

The Associated Press

 

PORTLAND — Amtrak's Downeaster that runs between Portland and Boston bounced back from a dip last summer and fall to finish the fiscal year with its best performance yet.

 

The Northern New England Passenger Rail Authority says 474,058 passengers rode the train during the fiscal year that ended last month. Ridership rebounded after losing ground in the first five months of the fiscal year to finish 1 percent ahead of the previous year.

 

Full story at: http://www.pressherald.com/news/Downeaster-Maine-train-ridership-revenue-record.html

Amtrak is going to add "roll on, roll off" bicycle service to the Capitol Limited between Pittsburgh and Washington.  That will enable cyclists to easily shuttle for the 380 mile Youghiogheny Trail-Allegheny Highlands Trail-C&O Towpath bicycle tour. 

 

At this time, one has to use a bus or taxi to get from downtown Pittsburgh to the trailhead in McKeesport.  Two bridges have been laid and, thanks to a donation of right of way by USX/US Steel and cooperation from Sandcastle Waterpark, trail users will soon be able to ride from downtown Pittsburgh to McKeesport. 

 

I read this on a trail message board.