Version XXIII – This Was The Week That Was – An Amtrak Saga

October 12, 2001

What can you say about a week where Amtrak was constantly talked about in the press and in the halls of Congress? Well, you could say that it was the climatic week that had no climax. But, lots of things are still roiling around about Amtrak. Here’s the latest:

1. Rarely has Amtrak received the attention of Congress, the administration, the press and public so much as it has in the past two weeks. Amtrak is the topic of many conversations, mostly talking about money (to no one’s surprise).

   There are three simultaneous bills before Congress concerning Amtrak and passenger and commuter rail. They are:

   1. A new bill introduced this week by Senate Commerce Committee Chairman Fritz Hollings of South Carolina. The bill is designed to give Amtrak all sorts of big bucks, along with an extension of its life by doing away with the Congressonally-mandated self-reliance requirement that looms just a short year away. Senator Hollings, through his bill, wants to deal with what appears to be most of Amtrak’s problems in one package and at the same time get the upcoming reauthorization out of the way.

      Many thoughtful people are reading news reports about this bill and making decisions whether or not it solves more problems than it creates.

   2. RIDE-21, the Young bill, introduced by House Transportation and Infrastructure Committee Chairman Don Young of Alaska offers $71 billion in a package designed to address many of the needs of freight railroads, high speed passenger rail, commuter railroads, and long distance passenger rail, but specifically bars Amtrak from participation in the loot from the bill except as a train operator.

      This expertly crafted bill covers a variety of sins, but, most importantly, allows Amtrak to be debated on its own merits instead of as part of another bill or related matter.

   3. The third bill, and the oldest, is the Biden/Oberstar HSRIA, which was introduced a number of months ago by the usual suspects in Congress who always are willing to find ways to pump more money into the NEC via Amtrak. This bill has been acknowledged by Amtrak management as a financial bailout for the company, and is only supported by Amtrak and its attendant organizations who only ask “How high?” when Amtrak asks them to jump. Very few thoughtful people are continuing to support this bill, which grossly understates the financial needs of high speed rail. The bill does have a gaggle of Congressional support, almost all of which was signed on as cosponsors prior to the introduction of the RIDE-21 or Hollings bills.

      Congressional insiders say this bill is dead, and will be replaced by either RIDE-21 or a combination of RIDE-21 and the Hollings bill.

   Also introduced in the past two weeks was the Biden amendment to the airline security bill, which was finally passed this week without the Biden grab for free money for Amtrak. The amendment would have provided Amtrak with $3.2 billion in money, most of which was earmarked for NEC improvements under the guise of a national emergency. These are the same critical improvements which have desperately needed to be made for a number of years. The only difference is that Amtrak had the chutzpah to ask for the money in a “Me, too!” mode as others also sought to feed at the federal public trough.

   In all fairness, one reader of this space, who, because of his broad industry knowledge and experience can be forgiven for his lapses into blatant liberal stances, noted in protest to last week’s missive that 16 members of the House and Senate actually ASKED Amtrak to come up with a comprehensive plan for security measures.

   Let’s stop and examine the coincidence of 16 members of Congress suddenly having the same idea and demanding, in unison, that Amtrak identify its funding needs and send them up to the Hill. And, since Amtrak was just replying to this earnest request, that it came up with $3.2 billion in needs, the majority of which would be spent in the NEC (where many of these 16 concerned public servants are from). After the conclusion of this extraordinary coincidence, we will move on to a relevant discussion of the Easter Bunny.

   Some reports are beginning to come out of the administration and Congress that serious behind the scenes talks and a planning process are taking place to consider what to do “about the Amtrak problem.” This is yet another indication that Amtrak has moved from a back-burner issue to one that is being dealt with along with a host of other post-September 11th needs.

   This is a good thing. It’s good that serious minds within both branches of government are taking a strategic look at Amtrak and what will happen next. The Hollings bill and the RIDE-21 bill have come from opposing parties in Congress. That means both sides of the aisle are ready to discuss passenger rail issues.

   The bottom line is that Amtrak and its problems are being taken seriously by important people. It now appears just a matter of time before many of these issues are going to be resolved versus a feeling just several weeks ago whether or not the issues would be addressed at all.

2. “Your papers, please.”

   “Your papers are in order. You may proceed and board the train.”

   “But, be ready to re-identify yourself at any time.”

   No, that’s not from a bad 1943 movie. That’s from today.

   At the age of 46, Your Humble Correspondent never, in his wildest dreams, ever thought that something – and previously anonymous – as riding a train would require government identity papers.

   The cherished thought that our land was an undocumented society has apparently disappeared.

   As one confidant of Your Humble Correspondent noted when asked for ID when never asked previously, “it’s a little insulting.”

   How true, and how sad.

   Hopefully, as we work through the crisis that began on September 11th, we will, as a society, find ways to keep as much of our freedoms as possible without putting ourselves and others at risk.

   In the meantime, we will all do what is required for public safety. It’s the right thing to do.

3. The saga of Phoenix and Amtrak seems to be going through a setting stage instead of a rising stage.

   Phoenix hasn’t been on a railroad passenger mainline for decades, a subdivision was maintained up until about five years ago for the Sunset Limited to serve Phoenix three times a week in each direction.

   Then, one fateful day, the Southern Pacific Railroad told Amtrak that if the railroad wanted to continue to serve Phoenix, it would have to come up with tens of millions of dollars a year to maintain the right of way. SP wanted to abandon the West end of its subdivision that served Phoenix, Tempe, and Coolidge on the way to Tucson.

   Amtrak had no money to spend, so it made the decision to leave Phoenix, and run the Sunset Limited on the SP mainline and serve Phoenix through a far suburban stop of Maricopa. Actually, “far suburban” is a bit of a stretch. Make that more like serving Phoenix through a rural stop in the middle of the desert in the next county.

   Various friends of Amtrak and train riders in Phoenix took exception to this plan, but to no avail.

   Until Maricopa could be built, Phoenix would be served by a connecting Ambus from Tucson; just a short 119 mile hop. But, at least the Phoenix train station would remain a working facility, even occasionally hosting the American Orient Express.

   Various discussions took place through the ensuing years as all eyes were riveted on Maricopa. Maricopa may go down in Arizona history as one of the longest projects ever to take place to spot one used passenger rail car on a panel of track and build an adjoining parking lot and platform along the main line of what is now the Union Pacific Railroad, after it gobbled up the Southern Pacific.

   The used rail car has been converted into a station facility instead of building a traditional station building.

   Problems abounded, from county and state regulatory processes, to moving the rail car (unexpected flat wheels) to just about any other problem that could be encountered.

   In the middle of all of this, the Sunset Limited changed business group ownership, going from the Gulf Coast Business Group in New Orleans to the Southwest Business Group in Fort Worth. Additionally, it also changed assistant general managers (the people who actually run the train each day). So, when the AGM changed, all of the personal working relationships and project knowledge disappeared. More setbacks ensued.

   Many suggestions were made as part of this process, including opening a new city ticket office in Phoenix to replace the old Amtrak station, and, serious discussion was even given to opening an Amtrak ticket counter in the Phoenix Sky Harbor airport for passenger check-in and as a convenience to be close to rental car and other travel facilities.

   Original plans also called for running busses from various points in Phoenix out to Maricopa, providing an even higher level of personalized service to the various retirement communities in the Phoenix metropolitan area.

   None of this happened. Instead, the ticket agents will now move out to Maricopa (the station, by the way, is situated scenically next to a commercial dump). Last reports from those on the scene indicate that no rental cars will be available, little or no taxi service, and no connecting bus services. Plus, the Ambus running from Phoenix to Tucson will go away.

   So, Amtrak will now be without its historic station in Phoenix, have no local visibility at all, and be dependent on a refurbished, retired rail car in the middle of the desert next to a commercial dump as it’s representation in the Phoenix metropolitan area.

   And, this is progress?

   Keep in mind, this is the same business group management team in Forth Worth that wanted to truncate the Sunset at San Antonio the week of the 4th of July due to track work in Florida. They were willing to give up 717 route miles of passenger business, including stops in Houston, New Orleans, the Mississippi Gulf Coast, and Mobile for the convenience of their own operating crews in the height of the summer travel season.

4. Let’s talk about something positive. One of the least recognized, but best trains in the Amtrak system is the City of New Orleans.

   This superb train, which has in the last few years been the subject of numerous print and broadcast media stories, as well as gourmet restaurant reviews, continues to shine despite how often Amtrak ignores this “can-do” train.

   Many feel that Amtrak’s two best long distance trains are the Coast Starlight on the West Coast, and the Auto Train on the East Coast, both running North and South. Those in the know automatically add the City of New Orleans on its North and South route between New Orleans and Chicago.

   The City quietly rolls through Mid-America carrying one of Amtrak’s best dining cars and greatest collection of onboard crew members.

   The current AGM for this train, and his immediate predecessor, share the credit for this shining example of how rail travel is supposed to be.

   A little history: The City of New Orleans, the same train made famous by Arlo Guthrie’s song, was Amtrak’s ragamuffin train as late as 1993. While carrying one of Amtrak’s last dome cars, it also had a haphazard collection of old Heritage equipment and no dining car.

   That began to change. New management and new Superliner cars arrived. A diner was restored. A Sightseer lounge provides panoramic views. The equipment is well maintained in New Orleans by the Gulf Coast Business Group mechanical department.

   Now, for the past few years, the train has consistently rated high in passenger satisfaction scores and service levels. The Illinois Central Railroad generally delivers the train on time or early, but hasn’t recently due to necessary track work.

   The dining car on this train is a dream. The menu is general; most items are daily specials created by the notable chefs that populate this train. Each has his or her own favorites that have quickly become favorites of the many riders. Included in this is a favorite dessert, bread pudding. But, each chef makes their own recipe. Depending on the chef you’re riding with, the range is from glorious to fabulous for bread pudding.

   Oh, everything else tastes good, too, but the bread pudding is the signature item.

   Notable about this train is the relatively small management structure. The train operates with very few, but very hardworking and dedicated mangers, compared to other routes. And, the OBS crews know their jobs, too. The City boasts some of the most mentioned attendants in the Amtrak system.

   If ever you had to choose a train to impress a first time rider, the choice would have to be the City of New Orleans. It’s always dependable, and always delivers the goods. It’s another brief example of Amtrak at its finest.

That’s it for another week in the ongoing saga of Amtrak. Based on what is happening in Washington, big things are in store for Amtrak. And, that’s a good thing.