United Rail Passenger Alliance

Vol. 2, No. 24 - September 08, 2005

1. This arrived just a couple of days after Hurricane Katrina stormed into the Gulf Coast. It is from a gentleman who owns a travel agency in a New Orleans suburb, near the New Orleans airport. He closely follows Amtrak.

   "So much for #1/2 [Amtrak's Sunset Limited] going thru Southern Mississippi.

   "The rail bridge in Bay St Louis is NO MORE. Completely and utterly GONE.

   "You’ve been asking for prayers for AMTRAK. Now its time to PRAY for the people, too.

   "At this moment, Bruce, I’m in Baton Rouge, safe … no income, no company, the clothes on my back, and no home."

   This was a stark reminder of the humanity involved in the complete loss of New Orleans. Amtrak employs hundreds of people in New Orleans, including a crew base for train and engine crews and onboard services crews, a complete mechanical operation that includes a locomotive shop and a large coach yard. Additionally, there are Southern Division management employees, engineering employees, Amtrak Police, and others. All of us hope and pray by now that each and every employee and their family is accounted for, and working towards the restoration of their life as they knew it before Hurricane Katrina.

2. Here’s more, directly from Amtrak.
   

   "Amtrak Special Employee Advisory dated September 6, 2005:

   "Dear Co-workers,

   "Let me update you on the situation in Louisiana and Mississippi.

   "First, we are very concerned about the safety and welfare of our employees who’ve been affected by the hurricane, and we’re reaching out to them. If you know of any employees who have not yet called the EAP Hotline, please have them do so. The number is (800) 327-6448. It is imperative that we contact all employees. Second, we want to do what we can so that if they are able to return to work, they may. Third, we want to make it possible for Amtrak employees to help other employees in need.

   "Despite great difficulty, we’ve managed to contact about three-quarters of our 370 New Orleans area employees. Many of them are facing very tough times right now. A number of them have lost all they have. We are making plans so that Amtrak employees can donate money and vacation time to these employees. When this is established, we will let you know.

   "As you can imagine, as we had a T&E and OBS crew base there, many employees have already begun to bid on vacancies and apply for transfers elsewhere around the system. To help ease the situation, we are allowing employees doing this to stay at crew hotels free of charge for the next 30 days. Also, affected Mechanical employees are being offered positions in Meridian and Jackson right now. Engineering employees and APD officers based in New Orleans are going to be needed there as we clean up and secure our facilities.

   "Last Tuesday, we faced the following conditions, as all the railroads were hit hard by Katrina: The CSX east of New Orleans was out for months, at least. The CN was closed south of Hammond and wasn’t going to reopen for days. The NS suffered extensive damage over Lake Pontchartrain, and was to be closed for several weeks. The first line to be opened was the BNSF from Avondale at the east end of the Huey Long Bridge in New Orleans to Lafayette. This could happen once the railroad repaired the Bayou Boeuf Bridge, which had been hit by a runaway barge.

   "When we knew that the BNSF would be the first line to open, we got in touch with the federal authorities to let them know that we could move a trainset from McComb on the CN through Hammond, then across to the UP to Baton Rouge and on to Avondale in New Orleans (via freight tracks). Knowing this, the Department of Homeland Security and FEMA asked that we prepare a service shuttling evacuees out of New Orleans.

   "Working quickly with the freights, we made up the train and had it depart Baton Rouge late Friday night for New Orleans. Saturday morning our train evacuated 97 passengers to Lafayette, where they then transferred to buses for Texas.

   "During this time, we worked with Houston Metro Transit to arrange bus transportation to various Texas destinations and prepared to make twice-a-day departures from New Orleans to Lafayette, with each train carrying up to 600 passengers. However, Saturday afternoon we were asked by the federal authorities to suspend the operation because Texas was no longer accepting evacuees. Since then, we have told FEMA and the FRA that we have two trainsets now positioned in Lafayette - one of Horizon equipment (moved east from Los Angeles) and the other Superliner (from McComb). This equipment could be used for evacuees, law enforcement, military, clean-up workers or anyone else as may be needed. We are standing ready to assist as necessary.

   "We are going to make every effort to restore regular passenger service to New Orleans as soon as possible. Right now, the Crescent is turning at Atlanta. That will be extended to Meridian in less than a week. The City of New Orleans is running to Memphis and will be extended to Jackson and Hammond. The Sunset Limited is turning at San Antonio. We’ll make an assessment of how soon it can go to New Orleans, but it will be a very long time before it goes east of there, given the damage to the rail line through Biloxi and Gulfport.

   "At this time, we know that the station and the shops in New Orleans sustained a lot of flooding and hurricane damage. The coach shop lost 75 percent of its roof. Fortunately, all of the equipment that could move (seven locomotives and 20 cars) was dispatched to McComb before the hurricane struck, except for a single locomotive that’s been powering the station. (That locomotive has been refueled and continues to operate.) Today, we had 15 employees from track, B&B and signal making assessments, preparing lists of needed materials and beginning the planning of repairs. As soon as we can, we are going to re-establish service north and west out of New Orleans.

   "Let me add that the station is being temporarily used by the state Department of Corrections to hold prisoners, but we are working closely with the department and their presence won’t impede restoring our operations. They will be there only temporarily.

   "Many employees have asked how they can help. We are encouraging donations to the American Red Cross and other relief organizations. Donations are more effective than actual supplies right now, as moving things to New Orleans and the other communities along the Gulf Coast is very difficult. We are also going to set up some kind of fund for our own employees that will include vacation time. Finally, if you are in need of assistance, do not hesitate to call the Hotline and ask for help - that’s what we are all here for.

   "Many employees have been working around the clock in the aftermath of the hurricane and I want to personally thank them for their efforts. They have again demonstrated this railroad’s competence under some very trying circumstances. There are simply too many people to mention in this space who have put in a 110 percent effort, but they will be recognized at the appropriate time.

   "I am sure I will have more updates soon.

   "Sincerely,

   "David L. Gunn"

   Bravo for Amtrak! Amtrak stepped up to the plate and hit a homerun on behalf of its employees and provided help in the evacuation of New Orleans.

3. This is taken from today’s (September 8, 2005) daily report that Amtrak distributes to its managers.
   

   "Hurricane "Katrina" Aftermath & Service Adjustments Desk

   "Railroad Conditions

   Amtrak

   Amtrak Engineering and Mechanical personnel are on scene, assessing damage. There is currently no estimate for restoration of service.

   CSX

   There is no estimate for restoration of service.

   Norfolk Southern

   The railroad between Atlanta and Meridian, MS is clear. Limited service has been restored Meridian and Hattiesburg. There is no estimate for service restoration Hattiesburg to New Orleans.

   CN

   The railroad between Memphis and Hammond has been restored to limited service. No estimate for restoration of service between Hammond and New Orleans.

   BNSF

   Railroad is open.

   "Train Service Affected:

   City of New Orleans:

   Trains 59 and 58 are suspended south of Jackson, MS.

   Peak Segment Ridership:
   59(6) CHI-MEM: 167, MEM-JAN: 34
   58(6) JAN-MEM: 110, MEM-CHI: 200

   Sunset Limited:

   The Sunset Limited is suspended indefinitely east of San Antonio, TX.

   Peak Segment Ridership:
   2(4) LAX-SAS: 120
   1(4) SAS-LAX: 141
   

   Crescent Service:

   The temporary truncation/origination of Trains 19/20 at Atlanta will be continued through and including Trains 19(11) and 20(13). Beginning with trains 19(12) and 20(14), operation will begin/terminate at Meridian, MS.

   Peak Segment Ridership:
   19(6) NYP-ATL: 216
   20(6) ATL-NYP: 259

   "Equipment in Lafayette, LA for service when required:

   Set 1 (Superliner):

   3 Engines, 1 bag, 6 coaches, 3 lounges, 2 diners.

   Set 2 (Horizon):

   2 Engines, 1 bag, 5 coaches, 1 food service car.

   Employee Support Set:

   1 Engine, 1 Sleeper, 1 Diner.

   Equipment in Hammond, LA to support CN employees:

   1 Engine, 2 Sleepers."

   The equipment that was in McComb is being used to house displaced Amtrak employees who have nowhere else to go. Additionally, CN requested use of two Amtrak sleepers (with a locomotive to provide hotel power) to house its employees working to restore service. What an excellent use of Amtrak equipment that is not needed elsewhere.

4. In addition to the help Amtrak is offering its employees, CSX also immediately put into place an employee assistance program for its workers, BNSF donated $1 million to hurricane relief efforts, and Norfolk Southern is also putting up $1 million for hurricane relief in addition to its own employee relief program providing financial help to its employees.
5. Of all of Amtrak’s host railroads on the Gulf Coast, CSX took the hardest hit. The former Louisville & Nashville tracks from Mobile to New Orleans run parallel to the coast, in some instances just a very few city blocks from the Gulf Coast beaches. The greatest devastation was inflicted on a 100 mile segment between Pascagoula, Mississippi and New Orleans. In most instances, long bridges and track over bayous simply disappeared, while much of the rest of the railroad was under water. In Mobile, where the current CSX brick building which houses the Amtrak station (which was built in the 1950s by the L&N) was mostly under water again (this happens frequently in this near waterfront station whenever a hurricane of any force blows by).

   The stations in Bay St. Louis and Gulfport were beautifully restored by local interests in 1996 for the inauguration of the short-lived Gulf Coast Limited. Both were probably either under water or the victims of wind damage; the Gulfport station is within sight of the beach. Biloxi only has a platform and metal building used for storage; there is no station per se. Pascagoula has a large, historic wooden structure near the water, and not far from where Senator Trent Lott’s 154 year old home was demolished by the storm.

   The most interesting station of all is New Orleans Union Passenger Terminal, built in 1954, the same year this writer was built (who wishes he was as in good of shape and health as that building). Built of steel and concrete, NOUPT was built like a fortress (hence, its temporary use as a city jail for now). NOUPT was the last major terminal station built in the United States, and was simultaneously the first air-conditioned terminal building. All of the railroads at the time that served New Orleans participated in ownership and the building of the station.

   Only two years ago did ownership of NOUPT pass from the jointly owned terminal company to the City of New Orleans. This was accomplished under the far sighted leadership of former Gulf Coast Business Group General Manager Deborah Wetter, who spearheaded the tangle of issues that had to be resolved to make the transfer of the station a reality. The railroads were happy to be rid of responsibility for the terminal, Amtrak was happy to have the city as a landlord, and the city was happy to have new office space in the upper floors of the building for expanded use (Amtrak moved its offices into the commissary building and other coach yard buildings).

   NOUPT sustained only minor damage. The terminal building itself held together nicely, all of the perishable food in the commissary was a total loss, and only one building in the coach yard complex was completely lost. The station platforms, canopies, and tracks all stayed in one piece and relatively dry.

   One very clever thing they do at NOUPT for hurricanes since the advent of locomotive head end power is to position a locomotive on one of the station tracks, and plug in the HEP’s hotel power to the station’s electrical grid, thus producing Amtrak’s own power to run its facility. This is currently being used today.

6. How important is New Orleans to Amtrak’s national operations? It’s very important. New Orleans is both a hub and terminal operation, which hosts the City of New Orleans, the Crescent, and the Sunset Limited. Both the City and the Crescent draw on the New Orleans OBS crew base, and all three trains use the T&E crew base. The coach yard and mechanical departments provide terminal and locomotive maintenance for the City and Crescent, and handle any running maintenance problems for the Sunset, which passes through the station. It is also an important commissary point for all three trains.

   From a hub standpoint, there is considerable cross-business between all three trains.

   New Orleans is a busy station. Passenger counts for each train are always high (sometimes reaching or exceeding 100 entraining and detraining passengers per train each day) as New Orleans is both a major tourism destination as well as the largest city in that part of the South. High revenue sleeping car business is a big seller in and out of New Orleans. The sooner this important terminal is up and running, the better. UP/BNSF tracks from the west are restored into Avondale Yard at the Huey P. Long Bridge over the Mississippi River. It will take some time before tracks into the terminal area are brought back to life. Norfolk Southern has to rebuild about five miles of bridge tracks over Lake Pontchartrain between Slidell and New Orleans. CN/IC has tracks along the western edge of the lake that will have to be refurbished, too. The hardest hit, CSX, has a huge undertaking, getting its infrastructure into Gentilly Yard and New Orleans back into action. However, this is a huge gateway for CSX, and it won’t abandon New Orleans or the Gulf Cost. An average of 45 trains a day run along the Gulf Coast trackage; this type of business can’t be ignored. More importantly, all of the railroads will play an important role as freight carriers bringing virtually everything that is needed to rebuild the entire Gulf Coast and New Orleans into the region. There is money to be made in addition to serving existing freight customers.

7. There are some disappointments through all of this. Amtrak perhaps is using too much bold caution in restoration of service. As an example, for some unknown reason, it has modified food service on both the Sunset and City of New Orleans, offering much less than full dining car service. Why? Even if the trains are running a truncated schedule, there is no reason to offer less service on the parts of the trains still running.

   Also, the Sunset Limited offers no service east of San Antonio, Texas. Of the entire 2,764 mile long route, train service is only being offered on the western-most 1,423 miles of the route. Major cities such as Houston are being ignored, with only Thruway Bus connections to the Texas Eagle at Longview, Texas. Beaumont, Texas and the many small cities in western Louisiana are being completely ignored.

   On the eastern end of the Sunset route, which takes hits the most often by an uncaring Amtrak management, there are 520 miles of clear railroad between Orlando, Florida and Pensacola, Florida. Another 104 miles of railroad between Pensacola and Mobile, Alabama is also being brought back into service. Do the residents of Florida and Alabama not deserve Amtrak service, too? Do the tax dollars paid by these residents that contribute to all of Amtrak’s free federal money each year not count?

   Orlando is the Sunset’s eastern terminal and primary maintenance base. Even though the logistics of running a stub train may be challenging for Amtrak’s operating department, what excuse is there for not running Sunset service?

   The Sunset is often cited in a silly way as Amtrak’s most expensive train in the national system to operate, with the cry of high cost and low revenue. From the beginning, the Sunset has one hand tied behind its back. It is only operated three times a week, the most expensive way to operate a route. It has a high number of unique stations for an Amtrak route, all of which cost the same to operate whether the train is daily or tri-weekly. It takes just as many Amtrak managers to run the Sunset as it does a daily train, adding to the cost.

   When you factor in how often the Sunset is annulled east of New Orleans (or anywhere else along the route, for that matter), revenue plummets, but fixed costs stay the same. The Sunset will never become financially healthy as long as it is treated as Amtrak’s redheaded step child. Amtrak has an obligation to the cities and towns it serves and its passengers to operate as much of the route as possible. Until Amtrak does this, it is failing in its duty.