Says as much about President Bush as it does about Kummant.

Found out from a reliable Washington source of mine that new Amtrak CEO Kummant fired Acting CEO David Hughes today.  Hughes was the interim successor to and a close friend of the previously fired (but sorely missed) David Gunn.

I guess I shouldn't be surprised... Heads are going to roll first. Next will be the long-distance trains -- on their last runs.

 

If that happens, and we can't stop it, we should be ready for an Ohio response to make sure that train equipment and federal operating subsidy are used to operate multiple-daily trains within and/or through Ohio. Remember the report I wrote a couple of years ago on using the Lake Shore Limited's subsidy and equipment for offering several daily round trips on the Ohio Hub corridors? If not, I've still got it around here somewhere.

Time to resurrect this:

 

 

or maybe an earlier incarnation that surfaced while I was trying to chase the dust bunnies out of the archives, looking for something else this afternoon. I had completely forgotten about this late-seventies photo from Harrisburg, and hadn't paid any attention to the number at the time. The pair of GG-1 locomotives is heading up the New York section of the westbound Broadway Limited.

 

 

Upon arrival at Harrisburg, the New York and Washington sections of the Broadway were joined and received diesel power for the remainder of the trip westward.

 

Notice to all members, supporters, and affiliates of All Aboard Ohio:

 

URGENT ACTION WILL SOON BE REQUIRED!

 

Two major issues are facing the U.S. Senate at this time regarding passenger

rail in the state of Ohio and the region.  The most effective way to reach

your Senators is to call their offices in Washington D.C.  We will contact

you when the time is right to start calling.  However, feel free to give

your senator a call and let them know how feel about these important issues.

Remember, your Senator and their staff should listen to you and your

concerns.  YOU are their constituent and it is their job to be open to your

suggestions.  Ask, and you shall receive.  You may find your Senatorâs

contact information here:

http://www.senate.gov/general/contact_information/senators_cfm.cfm

If you have any questions, feel free to give me a call at 614-228-6005 or

email [email protected]

 

Information on these two important items is outlined below.

 

Thank you,

Andrew Bremer

Assistant Director

All Aboard Ohio

 

 

The first issue facing our state is funding for the Environmental Impact

Study for the Ohio Hub Plan. 

 

The Environmental Impact Study is the second of two studies that need to be

completed for the Ohio Hub Plan.  The completion of this study will make the

Ohio Hub Plan ready for federal funding.  It is important to secure funding

for this study as soon as possible.  Please urge your Senators, DeWine and

Voinovich (or your own Senators if you live in one of the states affected by

the Ohio Hub Plan) to secure funding for this important study. Many states

are already ahead of Ohio in the line to receive federal funding for

high-speed rail projects and we cannot afford to wait any longer.   

 

The Environmental Impact Study will determine system routes, station

locations, impact on local environments, as well as give better estimates

for costs of implementation.

For more details about the Ohio Hub Plan, visit

http://www.allaboardohio.org/cms/index.php/content/hubplan

 

- The Ohio Hub Plan preserves and upgrades our ageing transportation

infrastructure (this is a concern for Sen. Voinovich, see âExperts warn

U.S. is coming apart at the seamsâ, The Seattle Times, Aug 26, 2006)

- The Ohio Hub is estimated to enhance economic development.  Initially, the

Ohio Hub is expected to generate 13,000 to 14,000 jobs alone.  This does not

take into account increased economic productivity once the Ohio Hub is in

operation.

- The Ohio Hub greatly expands our ability to move freight and people by

rail, thus relieving congestion on our highway system.

 

 

 

The second issues facing the US Senate is Amtrak reauthorization.  Imagine

running an airline or bus company that has to fight for a reliable revenue

source every year in Congress while its infrastructure is failing and in

disrepair.  That is exactly what Amtrak has to do every year.  However, a

bill being considered in the Senate will fix many problems Amtrak has had

for years.  Please note that Ohioâs own Senator Mike DeWine is a

co-sponsor of S.B. 1516.

 

Our national affiliate, the National Association of Rail Passengers, is

leading this effort to get S.B.1516 passed.  For details about NARPâs

actions at this time, please visit www.narprail.org 

Andrew is a good guy.  He's in my planning program at OSU and he's really passionate about rail.

Andrew made a trip to Dayton last month to make a presentation to Grassroots Greater Dayton. The main subject of the meeting was the aviation heritage light rail plan, but it provided a great opportunity to discuss the Ohio hub plan as well.  Many people seemed to be unaware of All Aboard Ohio and the Ohio Hub plan, so his presentation was much appreciated.  His enthusiasm and passion for the project was quite evident.

Andrew here. Thank you both for the kind remarks.  I hope that the issue of efficient trasportation becomes more of a concern to the average citizen now rather than later when the Interstate Highway Trust Fund goes bankrupt in 2009, the State of Ohio seeks more public via the ballot box to pay for sprawling infrastructure, and crude oil hits $100 a barrel.  Steel wheels on steel rail is the most practical and financially feasable option out there.  What will it take to convince everyone about this important fact?

 

I'm currently working on gathering information about Ethanol, bio-fuels, etc. to see if they are the magic bullet to our energy concerns.  If anyone has any suggestions on where to look, I'd greatly appreciate it.

Hi Andrew, it's Ken P here. I have a bunch of stuff on Ethanol posted here at UrbanOhio. Check the Peak Oil thread in this transportation section, or the Ohio ethanol thread in the business section of this forum. Welcome aboard. You'll find a few other All Aboard Ohioans on this forum, including Bill H.

A Message from Amtrak President Alex Kummant

Dear Co-Workers:

 

In starting here this week, I wanted to take a moment and say a word about why I accepted this job. For me, this is more than another company. It’s an opportunity to advance and improve something I feel is very important to our country — Amtrak and passenger rail service.

 

I have a lot to learn, but I’m a quick study. I have ideas, but I’ll need the best thinking from all of you. I have a lot of energy, but our success depends on everyone pulling in the same direction. You’ll see me around the system. I’m not someone who likes sitting behind a desk every day. I will be meeting and visiting with you in stations, in backshops, on trains and elsewhere. I want to see and talk with you. And it won’t be just one trip to check a box that I’ve been there. I’m a big believer in what the great philosopher Yogi Berra once said, “You can observe a lot by just watching.”

 

Together, our job is to provide great customer service and run the best, safest railroad we can. That’s our goal, and in the coming weeks, I’ll have more to say about how we’re going to get it done. I would not have taken on this job if I had any doubts about the future of this railroad. Like you, I’m in it for the long haul.   

 

In closing, I want to acknowledge David Hughes’s role as Amtrak’s interim president for the past year and, prior to that, as chief engineer. During this time, he helped revitalize Amtrak’s infrastructure program, advanced our strategic reforms and improved the safety of our operations. David is leaving Amtrak, and I want to wish him the best in his future endeavors.

 

Sincerely,

 

 

 

Alex Kummant

President and CEO

... I have ideas, but I'll need the best thinking from all of you ...

 

That's almost always a trap. It's the same statement a new Chief Information Officer made when I worked for the insurance company. He even formed an advisory group and asked the various managers to send employees who would speak up and be forthright about the important issues.

 

It was his way of quickly identifying the troublemakers, and I made it onto his shitlist at the very first meeting. He asked me my opinion on changing operating systems (to one he was more comfortable with, it later turned out) and when I pointed out that it would mean scrapping or reengineering an important productivity tool that had cost a lot to implement and that a few hundred users had just learned (I said it respectfully and politely and stuck to facts), his tone let me know that I should have said convincingly, "Yes Sir, Mr. Wright, you're absolutely correct in your assessment of the situation."

 

He said he was a quick study, too. Quick study, my ass! He couldn't have poured pee out of a boot if the instructions had been printed on the heel!

Had the same thing happen to me at the last TV station I worked for.... NBC 4 in Columbus.

 

My expectations of Kummant aren't very high, as one has to figure President Bush isn't going to run the risk of hiring another David Gunn: someone who would tell him what he needs to know instead of what he wants to hear.  Kummant will likely pretty much do the Administration's bidding and Amtrak will have to rely on Congress to stay alive long enough to outlive the Bush agenda.

Or, how about this standard tag line?

 

:shoot:

 

Amtrak has debt of more than $3.5 billion and its operating loss for 2005 topped $550 million. It has never made a profit in its 35 years of operation.

 

The amount of heat generated by poor Amtrak and its pitiful 1% of the federal transportation budget never ceases to amaze.

Yeah, that and the fact it was never set up to make a profit in the first place.

 

Former Federal Railroad Administration Director Jolene Molitoris has a great quote (which she got from Cong. Steve LaTourette (R-OH)).... "Every year, Congress and the Administration give Amtrak just enough money to fail." That sums the situation up so well.

 

 

Yeah, that and the fact it was never set up to make a profit in the first place.

 

Actually it was. But the for-profit language in the National Rail Passenger Service Act of 1970 was later removed by Congress.

Published: October 18, 2006

 

Local News: Rockford

Amtrak leader: Restoring line up to politicians

 

By Aaron Chambers

ROCKFORD REGISTER STAR

 

 

CHAMPAIGN — Amtrak is studying the feasibility of restoring service to Rockford, and perhaps all the way west to Galena.

 

But don't expect to hear whether Amtrak is enthusiastic about such an expansion. The passenger rail giant's new president, Alex Kummant, says political leaders — not Amtrak — must decide whether those trains should run.

 

 

http://www.rrstar.com/apps/pbcs.dll/article?AID=/20061018/NEWS0107/110180030

Note that one of the trains "exceeding" ridership projections is the Lake Shore Limited, which serves Ohio....albeit in the wee hours of the morning.

 

And if the damn thing didn't serve Ohio at crappy times, the ridership would be even higher.  The only way to properly solve this problem, however, isn't to change the schedule but to invest in the infrastructure to increase capacity to raise average speeds and decrease the travel times. 

 

I figured out once that if the average speed of the LSL could be raised from the current 40 mph to just 60-65 mph, something like 4 or 5 hours would get  shaved off the schedule.  Just think of what the ridership would be then. 

 

Take it a step further--think of what TGV-style could do... 

 

Train travel in much of the US is torture.  There are less developed countries with better train service than in what is supposed to be the richest country in the world.  We're so dumb in this country when it comes to transportation it's pathetic. 

 

 

No one rides Amtrak. It takes too long to get to your destination. Its impractical for many cases where you are on business and such and have to meet deadlines. Take a poll and you'd find that most people wouldn't even know where the nearest Amtrak station is.

Not to be contrary, but more people are riding Amtrak and have done so consistently for the past four years in spite of the lousy service you rightly describe.

 

Imagine what that ridership would be like if we had good service?

 

The demand is there for fast, frequent and timely passenger rail service.  We need to be putting pressure on our political leaders to fund and develop it the way they have for highways and aviation.

The demand is there for fast, frequent and timely passenger rail service.  We need to be putting pressure on our political leaders to fund and develop it the way they have for highways and aviation.

 

I think you mean HIGHWAYS.  If they had done anything for aviation, Hopkins would be better shape than it it today.

Amtrak's expansion may be derailed

Track owner said to be backing out

 

BY MIKE RAMSEY

COPLEY NEWS SERVICE

 

Published Wednesday, October 25, 2006

 

CHICAGO - New Amtrak trains were scheduled to begin rolling across central Illinois on Monday, but a freight railroad that owns some of the tracks apparently is having second thoughts.

 

 

http://www.sj-r.com/sections/news/stories/98977.asp

 

... A source requesting anonymity said CN officials contend that a company representative who approved the deal did not have the authority to do so. The Midwest High Speed Rail Association attributed the CN's position to fears that it does not have the capacity to run its freight traffic along with the new Amtrak trains ...

 

Sounds like nonsense to me. I doubt if the agreement would have been approved without going all the way to the top. It sounds like the agreement was signed at least three years ago, and that someone was caught off guard by growth in freight traffic, and/or didn't expect Amtrak to still be around by now.

 

http://www.narprail.org/cms/index.php

 

 

Subcommittee Warmly Receives New Amtrak CEO Kummant

Release #06-16—September 28, 2006

 

Contact NARP

 

Washington, D.C.—Alex Kummant, Amtrak’s new President and CEO since September 12, was warmly received this morning by the Subcommittee on Railroads of the House Committee on Transportation and Infrastructure.

 

He read a brief statement and then answered questions. Here are two key parts of his statement:

 

“I believe long-distance trains are an important part of the nation’s transportation network, and I believe it is our challenge to run them in the most efficient and effective way. That said, I understand how important these trains are as a form of basic transportation to many small communities across the nation..."

 

“I also know that the fastest growing service we have is in rail corridors. Those states that have the vision to develop their state rail systems are beginning to see the benefits of that service. In the past few years, the only new services that Amtrak has added are those that are supported by the states. Developing these corridors, and by that I mean providing regular and reliable service between city pairs of 300-500 miles, is going to be a major part and the driving force of our future."

Chairman Steve LaTourette (R-OH) asked about on-time performance problems, quoting a retired Union Pacific official who had told him “we are sold out” in terms of capacity.

 

Kummant replied, “In the end, the answer has to be capital...We need to sit down with the freights [railroads] and ask them to come up with a plan. But we do have contracts, and we have to hold them to those contracts.”

 

Rep. Peter DeFazio (D-OR), in his opening statement, said, “We have an aging society. I’m glad to see you support long-distance travel. I think you’ll see more people that will” want to take long trips by rail. 

 

Rep. Corinne Brown (D-FL), ranking member, asked about Amtrak’s plans to restore Louisiana-Florida service. Kummant simply said Amtrak would meet in the near future with the Southern Rapid Rail Transit Commission.

 

LaTourette noted that many unions have not had a new contract in seven years, and expressed concern about Amtrak’s ability to retain workers if wages are not competitive. Leonard Boswell (D-IA) asked if Kummant had “a plan to drive this labor standoff to a closure.”

 

Kummant said, “I can’t specify a timeline, but we have to have agreements, we have to improve morale. There have been several proposals on the table. It has to be a dialogue and a negotiation. We do need more flexibility in return for higher wages.” He noted that, in some work categories, Amtrak pay is above that of other companies, and said “we also offer a terrific benefits package relative to many industrial companies.”

 

Rep. Earl Blumenauer (D-OR) concluded, “I’m hopeful we’ll be able to work with you and a full board, by the next Congress, to be able to realize the potential you describe. In spite of some in Congress, the public favors it too strongly to let it die.”

 

Rep. John Mica (R-FL) argued again for separating out the Northeast Corridor and giving the private sector the opportunity to help build and expand service. But Brown took the opposite tack, saying “the Bush Administration tried to destroy [Amtrak] from within, by splitting the Northeast Corridor off...I’m glad the board has backed off on those efforts for now.”

 

Kummant also seemed closer to Brown when he cautioned that “there are tremendous operational challenges with peeling anything off.”

 

Mica urged Kummant to become familiar with Virgin Rail (U.K.), which Mica praised for its 34 million passengers, and $9 billion infrastructure investments. But Jim Oberstar (D-MN) responded, “The gentleman is only telling part of the story. In December, 2000, then-Chairman [bud] Shuster [R-PA] and I were in London when Parliament approved 600 million British pounds to bail out the right-of-way owners.”

 

Rep. Julia Carson (D-IN) asked about rumors of closing Amtrak’s Beech Grove maintenance facility; Kummant said “I’m not aware of it. I’ve not been involved in any discussions to close Beech Grove.”

 

Rep. Lynn Westmoreland (R-GA) asked Kummant to address on-time performance problems on Virginia Railway Express, which Amtrak operates mainly on CSX (and Norfolk Southern) tracks. Westmoreland also noted that his wife rides Amtrak Atlanta-Washington, saying that old equipment is understandable but “it should be clean.”

 

[Kummant’s full statement is available on Amtrak’s website.]

 

 

October 27, 2006

 

Amtrak’s new Illinois trains will run after all.

 

Canadian National Railroad had informed Amtrak that they would not permit one of the two new Chicago-St. Louis trains to begin as scheduled on October 30 and that all the new trains may only be able to operate for a year.  Just one week after inaugural events along the Saluki and Lincoln Service route, CN informed Amtrak and the State of Illinois that the agreement signed last July for the increased frequencies was approved by someone in the company without sufficient authority to make such agreements.  CN backed down in the face of harsh responses from the Illinois Congressional delegation and from Amtrak.  Amtrak called CN’s action a “unilateral move to violate its existing agreement” and vowed to exhaust all legal options to begin the trains on October 30.  Sen. Richard Durbin (D-NY) said in a letter to CN, “CN’s actions are an affront to Amtrak, the State of Illinois, and the millions of rail passengers across Illinois.”

 

http://www.narprail.org/cms/index.php/hotline/more/hotline_473/

NEW AMTRAK FALL TIMETABLE:

Ohio trains highlighted in red

 

Increased Acela Express service between Washington, New York and Boston, faster, more frequent Keystone Service between Harrisburg and Philadelphia, Pa., and more state-supported service to and from Chicago highlight Amtrak’s new fall timetable, effective October 30, 2006. Available in stations and by mail now, the new timetable contains train schedules, sample fares and practical information for making reservations and purchasing tickets.

 

http://railpace.com/hotnews/

AMTRAK TICKET REVENUE TOPS $1.37 BILLION SETTING A NEW RECORD:

 

Amtrak passenger ticket revenue increased in Fiscal Year 2006 to $1.37 billion, the highest annual ticket revenue ever achieved, and, at $132 million over last year, the railroad's largest year-over-year increase. The railroad also served 24.3 million passengers — nearly 300,000 more than for the same trains in the previous fiscal year. Total ticket revenue for the period October 2005 - September 2006 was an 11 percent increase over the $1.23 billion in FY05. Ridership increased from 24 million to 24.3 million — a one percent increase over the previous 12 months.

http://railpace.com/hotnews/

Amtrak Is Switching Tracks

In a High-Speed Bid to Survive,

States Are Asked to Pitch In More

By DANIEL MACHALABA

November 3, 2006; Page B4

 

CHAMPAIGN, Ill. -- Beyond the Northeast, where Amtrak's Acela trains reach speeds of 150 miles per hour, America's passenger trains rarely leave the slow lane. But that is changing as Amtrak encourages states to upgrade railroad tracks for faster trains -- and helps to foot the bill.

 

 

 

http://online.wsj.com/article_email/SB116251876517712146-lMyQjAxMDE2NjAyMzUwMTM4Wj.html

Amtrak's encouragement of high-speed train service -- despite costing roughly $1 million a mile -- offers a glimpse of the railroad's wider survival strategy.

 

Gee, $1 million a mile.  Ever look at the cost of building Interstate highways? 

 

I think the following line is required in any WSJ article on Amtrak:

 

Amtrak, which has never made a profit, depends on federal grants of about $1.3 billion a year to stay in business.

Right on DaninDC.

 

For all the fuss of that $1.3-Billion, it still amounts to less than 2% of the total federal transportation budget.

 

I'm planning on writing a letter to the editor of the WSJ on Monday to make that point.

 

 

Published November 20, 2006

 

High gas prices, airport snags put Amtrak ridership near record

 

But most holiday travelers will drive, AAA says

 

By WILLIAM PETROSKI

REGISTER STAFF WRITER

 

 

Ridership aboard Amtrak trains in Iowa has remained at near-record levels, thanks to travelers seeking alternatives to high gasoline prices and airport waiting lines.

 

 

 

http://desmoinesregister.com/apps/pbcs.dll/article?AID=/20061120/NEWS10/611200328/1011

 

I heard there was some interest in the Quad Cities area for a train to Chicago, now that Illinois has added so much new service. Ditto for Rockford. It's only a short step further to run a Des Moines-Quad cities-Chicago train.

 

Places like Rockford, Dubuque, Madison, Peoria and others that are too close to Chicago or too small to have decent air service are ideal candidates for new DMU style services.

Eh Iowa?  Bah...  I want better Amtrak service in Cincinnati.  I don't want to have to catch a train at 3AM to go to Chicago. 

Amtrak riders to save Mich. nearly $1 million

Blue Water Line, used by students, brings in $3.4 million

http://www.lsj.com/apps/pbcs.dll/article?AID=/20061118/NEWS01/611180331/1001/news

By Derek Wallbank

Lansing State Journal

 

EAST LANSING - Record setting ridership on Michigan's three Amtrak lines will save the state almost $1 million, state officials said.

A record 664,284 riders drove ticket revenue up more than 21 percent from Oct. 1, 2005, to Sept. 30, and the state subsidy down to $6.2 million from $7.1 million.

Contact Derek Wallbank at 267-1301 or [email protected].

Anyone notice the misspelled amtrak sign that was recently posted on I-77/I-90 interchange (heading north), just beyond E14 exit in Cleveland?

 

They replaced all the signage along this stretch, but it now says "Amtrack Station"

Anyone notice the misspelled amtrak sign that was recently posted on I-77/I-90 interchange (heading north), just beyond E14 exit in Cleveland?

 

They replaced all the signage along this stretch, but it now says "Amtrack Station"

 

Camera?  Picture??  UrbanLife,  man you spot good stuff...but never a photo!  8-)  wussup with that?  :wink:  :wink:

Does anyone else remember the original name of the proposal that gave birth to a national railroad passenger service?

 

It was Railpax, and was changed to Amtrak shortly before inauguration of service in 1971.

Railpax is "shorthand".  It was the Rail Passenger Service Act. 

From Cleveland-based union The Brotherhood of Locomotive Engineers and Trainmen

 

http://www.ble.org/pr/news/headline.asp?id=17393

 

Oberstar's priorities: Amtrak funding, Midwest high-speed rail

(The Associated Press circulated the following article by Frederic J. Frommer on November 22.)

 

WASHINGTON -- With Democrats taking control of Congress, Rep. Jim Oberstar is set to become chairman of the House Transportation and Infrastructure Committee. The Minnesota Democrat has served as the panel's ranking minority member for more than a decade.

 

 

This is very encouraging.  A rail-friendly Congress and a rail freindly Ohio Governor. But let's not take this for granted.  They still need to hear from all of us regarding issues like intercity passenger rail, local light-rail transit, streetcars, BRT, etc.

 

From what I understand Oberstar and our new Senator from Ohio, Sherrod Brown, see pretty much eye-to-eye on these issues,and that's also a plus.

I saw a post a while back complaining about middle of the night "Draktrak" service we now "enjoy." This has not escaped the attention of others:

 

All Aboard Ohio Voices Concern Over Current Amtrak Service

 

At its meeting of November 11, 2006, the Board of Directors of All Aboard Ohio passed a resolution calling on Amtrak to find ways to serve Ohio during daylight hours. Current service passes through Ohio during unmarketable hours, making the service largely unuseable for Ohio Residents. The resolution further called on the state’s Congressional delegation, the Governor and state legislature to work to remedy the situation.

 

With the schedule change of Oct. 30, Amtrak has eliminated all daytime service to Ohio, the 7th largest state in the nation, in terms of population. “Amtrak treats Ohio as a flyover state,” Said Bill Hutchison, All Aboard Ohio President. “You’d think we’d have daytime service in a state this size.” This pattern of unusable service has persisted over the years and recently culminated with the worst-ever level of service to Ohio since Amtrak’s inception.

 

All Aboard Ohio supports the development of a balanced transportation system in Ohio and views a marketable base level of rail passenger service as critically important. “The recent new service in Illinois was built on an existing foundation of service,” said Mr. Hutchison. “Here in Ohio we have no base, which makes our task much more difficult.”

 

All Aboard Ohio will aggressively seek ways to solve this problem by calling for extensions of existing trains into Ohio from New York, Pennsylvania and Michigan. “We support Amtrak with our tax dollars and get no useful service in exchange. It’s time for that to change,” Said Mr. Hutchison.

 

This just appeared on their website www.allaboardohio.org

 

Improving Amtrak service in Ohio is certainly a desirable goal, and one I support.  But as long as Ohio sits where it sits, it will continue to be a flyover state where trains pass in the night.  Even extending train routes from neighboring states, while worth doing, isn't going to improve service to any great degree. And you can bet Michigan isn't going to let the Wolverine roll south into Buckeye Land unless the State of Ohio pony's up the $$$$ to support it.  That's an issue for the Ohio General Assembly and they don't seem inclined to spend money on Amtrak.

 

I would also take issue with the editorial writer's contention that "Ohio continues to dither".  The dithering, if you will, is not in Ohio but in Washington, where Congress and the current administration have haggled over Amtrak funding that is wholly inadequate to provide any level of decent, reliable and timely service anywhere beyond the Northeast Corridor.

 

The writer dismisses high speed passenger rail service as a "possibility somewhere down the line".  If we could get a federal rail funding bill passed and enacted within the next year, we could begin building the kind of system outlined in the Ohio Hub Plan and have the first trains .... originating in and serving Ohio and beyond.... possibly within four years. 

 

It is tiresome to hear editorialists and other speak of high speed rail like it's something far off in a distant future.  That's such a load of manure.  We could be running 100-125 mile an hour trains almost anywhere in Ohio and elsewhere in this nation if we only had the political will in Columbus and Washington to do so.

 

European and Asian nations have been running much higher speed passenger trains for decades.  They have continulally upgraded their rail systems and developed newer, better trains: all while we've been willing to settle for Amtrak.

 

 

As you know, I'm no Amtrak fan. But one theme I continually hear from public officials (as well as here at UO) is skepticism as to whether anything with the Ohio Hub will happen. Ironically, they let that skepticism prevent them from helping to make it happen -- a self-fulfilling prophecy if there ever was one.

 

States having decent rail service have it because they had a baseline level of usuable Amtrak service to build on. And I'm not talking the long-distance trains. In Illinois, they had two Amtrak-funded trains between Chicago and St. Louis. Between Chicago and Milwaukee, they had three daily Amtrak-funded trains. Between Harrisburg and Philadelphia, five round trips were Amtrak funded. Between Los Angeles and San Diego, three daily round trips were Amtrak funded. Those were their starting points.

 

What is our starting point? Two daily, middle-of-the-night trains across northern Ohio and one thrice-weekly train along the Ohio River. They all start someplace other than Ohio, so we don't even get the benefit of having the originating train operating on time. The net effect is we have ZERO usuable trains in Ohio.

 

In those other states, there was something for people to use, and for public officials to see and measure. And, in each of those states, public officials were able to build on that by providing state support to offer more train services, and in some cases, substantially more. The laws of physics say that an object in motion tends to stay in motion. Objects that have no momentum, stay standing still. That's not a criticism of the Ohio Hub planning. That has to happen if we are to build toward something truly worthwhile. But so does offering some trains at a very low start-up cost, with low risks, and that people can use to keep the issue in front of them in a tangible way.

 

I can put my disdain for Amtrak aside to put things in perspective. There are a lot of things that need fixing with our nation's rail system, and Amtrak is a symptom of many larger problems. Even the Ohio Hub, as massive as a plan as it is, still depends on many other solutions that are still larger than it. We can't swallow the elephant in one bite. But we can start biting off manageable pieces.

The legislature is not inclined to fund Amtrak services because they don't know the issue. This is where we come in. We have to make the case and go for it. Nothing will happen otherwise. Besides, we now have a new Governor and it remains to be seen what will happen there. I'm hoping for something positive

 

The other issue is that for years, we have gotten the shaft from amtrak. We send about $45 million a year to support it and get nothing in return, in real terms. They might as well run closed-door across Ohio for all the good they do. It's time for that to stop.

 

I'm not saying we should get every dollar back, but we should at least have SOMETHING. Ohio is a big state and we deserve better than what we are getting. That case must be made with our federal legislators.

 

KJP is right to point out that we need a base level of services to build on. Otherwise, we are just pushing an abstract idea and that's a real hard-sell. Extending trains to Ohio (yes, with Ohio anteing up, but with some help from elsewhere) will give us that foundation.

 

KJP is also right to point out that the size of the Ohio Hub plan means it will probably come in bite-sized chunks, rather than a grand slam, such as currently non-existant federal funding. We have to build support for the grand slam thru interim steps which will build support for a the long-range solution. The way to do that is to start to go after the low-hanging fruit in the form of easily added service.

 

BTW, Noozer, Amtrak's Wolverine Service between Chicago and Detroit is not state-supported. The three daily round trips receive no operating subsidy from Michigan. The state did pay for station rehabs, converting Amtrak Metroliners into cab cars, and for helping to pay for the high-speed upgrades between Porter Indiana and Kalamazoo. So Michigan does have some say in what happens with those trains. But, ultimately, it's Amtrak's call in how those trains are scheduled and routed.

The same applies to trains operating in New York and Pennsylvania. These are system trains and should be utilized in a manner that maximizes their effectiveness as it relates to the national system. They should serve as many people as possible. By this definition, the trains should be extended for greater benefit to the traveling and taxpaying public.

 

I am well aware of what Michigan and Pennsylvania are doing, as well as Illinois.  But let's keep in mind that they all have Democratic governors who have been supportive of passenger rail.... and in Illinois and Pennsylvania's case, a legislature that is also supportive.  Ohio has had neither for 16 years.  But we now have a Democratic governor who likes the Ohio Hub Plan, wants to double ORDC's budget and is generally supportive of passenger rail. Governor-elect Strickland will also be a governor with good connections in the Congress he left to run for governor..... and now that Congress is controlled by the "D's".

 

So why not go for an easy win like getting Amtrak to turn the "Cardinal" into a daily train and give Cincinnati an immediate better connection to both Chicago and the East Coast?  Extending trains isn't a bad idea, but if you're going to extend a train and you want to get support of state legislators... why not extend it into Columbus?

Both a daily Cardinal and a train extended to Columbus are in All Aboard Ohio's draft proposal.

I'm willing to support extending existing Amtrak rains to Ohio and using that as a platform on which to build the Ohio Hub, provided the damn things run on time ALL the time-- and from the very first run.  That means coughing up capital for more track capacity and good layover facilities for rolling stock. 

 

I haven't ridden Amtrak for 2 1/2 years now because the last few times I used it, it was always 90 minutes to two hours late.  That makes a middle-of-the-night train experience even worse.  I've had enough.  Then they go and make the schedule in Ohio even worse.  Amtrak can kiss my rear end until they offer something better for the $45 mil we're sending their way. 

 

As for the skeptics, I see far more support for the Ohio Hub at the grassroots level-- from business, government, labor, and more-- than there ever has been for rail service in this state.  When you have the road contractors supporting the plan, you know damn well something really is different this time.  It's that support that's making the difference and will make the Ohio Hub a reality. 

 

I would add there are rumblings that Strickland wants some portion of the Ohio Hub up and running by the end of his first term.  If true, we need to start working with his team immediately. 

I'm just speculating, grasping at straws, and I don't know how the scheduling would work, but ...

 

There's the daily Pennsylvanian between New York and Pittsburgh, and the daily Hoosier State between Chicago and Indianapolis. How about some resurrection of part of the old National Limited routing to bridge the gap between Pittsburgh and Indianapolis via Columbus and Dayton? As a start, running two trains daily in each direction might provide reasonable service times at both end points and the intermediate cities.

The only thing that stands in the way is that the railroad right-of-way between Columbus and Indy no longer exists (much of what is now Hilliard and Plain City has built over or encroached on the r-o-w) and the tracks are gone.  West of Plain City, some of it has already been plowed under by farmers.  That was one of the former routes for the "National Limited".

 

The Dayton to Indy r-o-w (via Richmond, Indiand on the former Pennsylvania RR) is also gone and in some cases bulldozed over.  That's not to say it couldn't be reclaimed, but it would take some major reconstruction.

 

I like the idea.  The Hoosier State might have to take a more southeasterly route through Cincy.

 

To the East, the r-o-w still exists bewteen Pittsburgh and Mingo Junction, Ohio on the former Pennsylvania RR "Pandhandle Line", although the tracks are gone.  That's still going to cost $$$, but it isn't as daunting as what would need to be done to the West of Columbus.