This Week at Amtrak 2006-11-17
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Volume 3 Number 46
SPECIAL NOTE: Unless breaking news events warrant coverage, there will be no TWA next week during Thanksgiving Week. TWA will return the week of November 27th. Happy Thanksgiving to all, and a warm “thank you” to all Amtrak employees who will be working during the Thanksgiving holiday so many passengers will be able to be with their family and friends during this important holiday.
- The word on the grapevine is Amtrak is tinkering with the onboard service levels on long distance trains, including trains based on the Left Coast. The highlights (lowlights, in some instances) allegedly include:
- On the Coast Starlight, which runs between Los Angeles, California and Seattle, Washington, the much used Parlour Cars for sleeping car passengers will remain, but unstaffed. Morning pastries and wine will remain, provided by the dining car crew.The Starlight will also be returned to its former premier service status. Two of the newly refurbished diner/lounges may be in the consist, one offering traditional dining car service as is now available on the Empire Builder and Auto Train, and the second diner/lounge could be an upgraded lounge and food service which would offer a broader choice of meals than now available in lounge cars.Amtrak is currently assigning new service managers to the Starlight on a daily basis to improve existing service and monitor the Parlour cars.
- There will be a lower level of service called red, white, and blue service. This is still in the developmental stage, but it will be very basic. For those familiar with the old slumber coach service, which offered a private room for sleeping, but no amenities or food service in the price of the accommodation, this should be comparable. One of the things being considered is selling some roomettes in the crew dormitory cars at a discount with no service, just a sleeping room. Food service will be take out or cart going through the train.
- “Rightsizing” is the term being used to describe what the consist of the trains will become soon. There will only be two sleeping cars on all (perhaps most) trains. No more third sleeper on the Coast Starlight, or the Florida trains, even during the holidays. The third sleeper currently running on the Coast Starlight will come off soon and will not come back.This shortsighted development, if it holds to be true, is another glaring example of no institutional memory at Amtrak, and disastrous history repeating itself. Sleeping cars create and provide lots of cash flow for long distance trains, particularly for dining cars. Without adequate sleepers on trains, dining car revenues will decline, and therefore another “crisis” will come about, because diners will be losing revenue while not shedding costs.Superliner and Viewliner sleeping cars have adequate capacity (even the old Heritage 10 roomette, six bedroom sleepers had adequate capacity) to generate more revenue than costs to operate the cars. Despite Amtrak’s best transit-oriented managers and planners (who hopefully will be out of favor as soon as possible), sleeping cars are solid hits amongpassengers, who have often been willing to pay over-the-top fares for mediocre service levels in cars that desperately need to be shopped for heavy maintenance.One of the unique benefits of long distance train travel is the availability of sleeping car accommodations and dining car service. It continues to be incomprehensible why Amtrak’s management bureaucracy cannot grasp this simple, revenue generating concept.
- All of the Horizon coaches are supposed to be retired. It’s doubtful anyone will shed a tear over the loss of these basic cars, which, while doing yeoman service, have never offered more than a warm seat on a cold day.
- A letter to the editor from Gilbert Carmichael, FRA Administrator during the first Bush presidency, and Chairman of the Amtrak Reform Council.
November 13, 2006
Dear Editor,
I wanted to take the opportunity to respond to Senator Trent Lott’s column published on October 9, Lanes, Trains, Planes and Ports. His legislation supporting the 25% tax credit for the rail industry to upgrade the national rail system is right on the money. The nation’s railroad right-of-ways have a huge untapped capacity because back in the 70’s and 80’s the railroads downsized and single tracked their main lines. They didn’t have the foresight then to see the intermodal container business coming or $60 a barrel oil coming. They also didn’t realize the truck lines would become one of their biggest customers for hauling trailers and containers long distances.
Senate Bill 3742, the Freight Rail Infrastructure Capacity and Expansion Act, will stimulate the rapid reconstruction of the double and triple tracking across this country. This could very easily solve a lot of the congestion the highways have now. The key to all of this is the fact the railroad train can move a ton of freight nine times further on a gallon of fuel than a truck can. The higher fuel efficiency alone makes rail look to be a more cost effective shipping method doesn’t it?
Sincerely,
Gil Carmichael Senior Chairman Intermodal Transportation Institute
See item five, below, by noted author Al Runte, for some real-life examples of why Mr. Carmichael’s message is so important.
- While past and potential riders of the Sunset Limited east of New Orleans look in vain down an empty track waiting, and hoping, that one day, the Sunset will return (still no word from anyone what’s keeping Amtrak from running this important part of its national system), one icon which has returned to the passenger rail universe is Passenger Train Journal magazine. The inaugural issue of the reborn magazine hit the news stands the past few days, and it’s a winner.Magnificently editor by Mike Schafer, who was also editor of the original PTJ, this magazine is mandatory reading for anyone who wishes to have a full understanding of passenger trains, both past and present. The original PTJ was a beacon of information about passenger rail in the pre-Internet days before instant communications. The reincarnation of Passenger Train Journal promises to pick up where it left off a decade ago when it was discontinued. Too many pieces of the passenger train puzzle are brought to light through this publication for it not to be read and absorbed.The magazine is available in many book and hobby stores, plus you may call 660-695-4433 for subscription information.
- Our Canadian cousins at VIA Rail Canada are taking advantage of their terrain and weather. Here is VIA’s latest press release.
The best way to enjoy the magic of winter
EDMONTON – VIA Rail Canada in partnership with Marmot Basin and Jasper, Alberta is proud to announce a new seasonal departure from Edmonton to Jasper featuring VIA’s Panorama (fully-domed) observation cars. For 15 weeks, from January 12th, 2007 to April 22nd, 2007, skiers, snowboarders and outdoor enthusiasts can ignore the weatherman’s stormy predictions; leave the winter driving up to VIA and travel care-free from Jasper to Edmonton in comfort and safety.
Travellers can make the best of both worlds combining a trip on VIA’s Snow Train Express with the award-winning Snow Train, (The Canadian) National Champion 2000 Best Winter Product (Win with Winter in Canada) as voted by the Canadian Tourism Commission. The schedule is designed for a weekend getaway to unwind after the bustling tempo of the holiday season.
“VIA is pleased to partner with Marmot Basin and Jasper to bring our customers, skiers and snow lovers a travelling experience they’ll never forget,” said Joe Volk, VIA’s Senior Director, International Sales. “This new service is the perfect travel companion for enjoying the best of winter without the stress or worry about driving conditions or fatigue following a full day of activities in the great outdoors. And travelling in VIA’s Panorama dome cars on the Snow Train Express you’re free to participate in aprPs-ski socializing with family and friends, while enjoying a winter wonderland outside your window.”
One-way, meal-inclusive fares for VIA’s Snow Train Express ( http://www.viarail.ca/snowtrain/ ) is $123.00 (CDN) for adults, with discounts for seniors (60+), students (12-17 or 18+ with ISIC) and children (2-11), excluding taxes.
“Jasper has so much to offer as a winter destination and now with our partnership with VIA, it’s easier than ever to get here. All indications are for an excellent ski season, and the staff at Marmot Basin is eager to share our mountain with its 84 runs and 3,000 vertical feet,” said Dave Gibson, President Marmot Basin.
Don’t ski – no worry – the magical winter town of Jasper offers visitors a multitude of activities to choose from. Stroll down Jasper’s quaint downtown area, sip hot chocolate as you sit nestled in the carriage of a horse-drawn sleigh, take a winter ice-walk in the Maligne Canyon, enjoy the view of Mount Edith Cavell as you skate on Lac Beauvert nestled in the heart of Jasper Park Lodge, or just enjoy the heart of Canada’s Rockies in picturesque Jasper. VIA’s Snow Train Express and Snow Train makes all this and more possible.
Trains from Edmonton to Jasper No 7 : 16:00 – 22:00 (Friday) No 1 : 08:55 – 11:48 (Thurs/Sat/Mon)
Trains from Jasper to Edmonton No 8 : 17:30 – 23:30 (Sunday) No 2 : 12:20 – 17:30 (Wed/Sat/Mon)
VIA developed this new service in partnership with Marmot Basin and Jasper to help them build on important winter tourism products in key markets.
Now there are two ways to get to snowy Jasper!
Customers can visit VIA’s secure Web site at http://www.viarail.ca to book a trip anywhere in the VIA system. Train tickets are also available at VIA stations across Canada, including self-service ticketing kiosks located at major stations in central Canada. Passengers can also book their tickets by calling 1-888-VIA-RAIL (1-888-842-7245) or through their travel agent.
About VIA Rail Canada
As Canada’s national passenger rail service, VIA Rail connects the entire world to the West’s vibrant tourism industry. With more than 700 employees in Western Canada, VIA is dedicated to improving the quality of passenger service. From Northern Manitoba, across the prairies, to British Columbia’s Pacific Rim, VIA serves more than 100 stations. VIA continues to develop, market and deliver services to meet the needs of Western Canadians, in partnership with the people, communities and businesses served by passenger rail.
- Author Al Runte provides his usual interesting commentary from Seattle, originally published in The Seattle Times last week.
In Washington state, what is it about transportation policy that always seems to bring out our worst? Name your poison — the Alaskan Way Viaduct versus the waterfront tunnel, the failed Seattle monorail or the crumbling Highway 520 bridge. And now, the so-called deal of the century: Boeing Field to the Port of Seattle in exchange for replacing the Eastside rail line with a trail.
When will we get serious and face the facts? Puget Sound is urban, not rural Vermont. We have fallen terribly behind in public transportation, always hoping to appease every interest.
For once, the public interest needs to be served. Called the railroad equivalent of Interstate 405, the Eastside rail line fortuitously complements our area of fastest growth. Along those 47 miles of track between Renton and Snohomish, population will double over the next 10 years.
How will all those people get to work? And ship their products back and forth? Hardly by using a trail. Recreation is not the crying need here; transportation is.
Pure expedience explains losing this railroad. Led by the Washington State Department of Transportation, the region has bet everything on widening I-405.
In Bellevue, the I-405 tunnel under the railroad would need to be modified to save the tracks. Conveniently, WSDOT plans to save $30 million — and sever the “competing” railroad — by not undertaking the retrofit.
Its owner, Burlington Northern Santa Fe, also considers the line redundant. More expedience. North to Canada and east over Stevens Pass, Puget Sound has just one other track.
Normally, when bureaucracies are behaving selfishly, public opinion reins them in. Why does that rarely happen here?
Because we, just like our leaders, substitute process for acting decisively. Among all American cities, we are the least committed to urban rail. We need a czar of transportation; instead, we elect bickering Cossacks who make deals.
Above all, a czar would remind us we live in earthquake country. Depending anywhere on a single railroad, we risk losing service for weeks or months. Even now, the Seattle-to-Everett main line suffers from winter mudslides that shut down all freight, commuter and passenger trains.
There is also the aging Seattle tunnel between King Street Station and the waterfront. Should that tunnel collapse in an earthquake, the line might be down for years.
Such is the Brave New World of railroads — monopolies that cannot think past 90 days. Fine, but our public officials are serving us. BNSF’s decision to abandon the Eastside rail line should indeed be challenged here.
As for WSDOT severing the tracks to save its budget $30 million, no savings is more illusory. Widening I-405 will cost a fortune; currently $1.6 billion has been authorized. Light rail between downtown Seattle and Sea-Tac airport is costing as much as $450 million per mile. Imagine bringing the Eastside rail line back into service.
In 1983, BNSF closed its line over Stampede Pass and, more, wanted to abandon that line entirely. Fortunately, led by Sen. Irv Newhouse from Yakima County, rail defenders threw a fit. They were right. With container trains clogging the line over Stevens Pass, BNSF has spent hundreds of millions to bring Stampede back.
The point is not to count on monopolies to see the future, including highway lobbyists in Olympia. Rather, if we lose the Eastside rail line, we can be sure its equivalent will cost us billions.
As for the future of I-405, the research is definitive: As soon as a highway is widened, it quickly refills to capacity.
Even Los Angeles, the capital of the automobile, holds its public officials accountable to these facts. Consequently, L.A.’s railroads are being rehabilitated — not abandoned. In a burgeoning urban environment, every mode of transportation is needed to share the load.
It is no wonder that cities known to copy Europe threaten to leave Puget Sound in their economic dust. Indeed, why come all the way from Bellevue into King Street Station? In Europe, the Eastside rail corridor would already be a main line, too, allowing people there to board a train with equal ease.
Here, we protest loudly the need for choices while remaining road warriors to a fault. Likewise, rather than improving the rails we have, we opt for “new” ones that drive us broke.
Regardless, more road warriors are constantly joining us, making the problem even worse. If Los Angeles can see the solution — balance — it is time we saw it, too. For once, let us dare hold our elected leaders accountable. Save the Eastside rail line, and we don’t mean please.
Alfred Runte of Seattle is director of special affairs for All Aboard Washington, a rail-advocacy organization, and the author of “Allies of the Earth: Railroads and the Soul of Preservation” (Truman State University Press).
Copyright © 2006 The Seattle Times Company
- This Week at Amtrak (not to be confused with the Johnny-Come-Lately Amtrak This Week published by Amtrak) has subscribers all over the world. Plus, many subscribers living here in the United States roam all over the world, too, and send along their comments to TWA.
I’ve been reading the comments on long distance train operations with interest. Last September I spent several weeks in Norway and Sweden. While exact comparisons with the U.S. would be difficult, for example the gasoline prices are much, much higher, there are some resemblances. Population density in most of Sweden is much less than “down on the Continent.” North Sweden and Norway are lightly populated, much like a lot of the Empire Builder’s route. In the North much of it is actually a lot like interior Alaska in appearance.
I traveled on a train running from Stockholm to Gällivare, an overnight run of about 800 miles. GDllivare is a relatively small town of 20,000 north of the Arctic Circle. It is a center of the mining industry, and also attracts many tourists, especially in winter for skiing. My train left Stockholm at exactly 5 P.M., as scheduled, and arrived the next day at precisely 9:29. I don’t know the speeds at which it ran, but for much of the evening the countryside was passing by at a noticeably faster pace than 79 mph.
This train was electric powered as are nearly all the main lines in Sweden. Most of the cars were sleeping cars of various types including couchettes, single, double and triple bunk compartment cars of the European type, a few second class coaches, and a food service car. The sleeping cars were heavily occupied, only a few people on the coaches. I’d estimate a total of 10 cars from my glance down the platform while boarding. A large group of people were awaiting the train in Stockholm, again I can only estimate, but probably well over a hundred people. Part of the train went all the way to Narvik, Norway, and another part separated at Boden station to go to LuleD, a port city on the Gulf of Bothnia. The parting of the cars was managed quickly and with little fuss, unlike similar events in the U.S.
Reading the onboard magazine, (in Swedish, so I may have missed some of the meaning), it seems that these trains are operated by a private railoperator, Connex under a state subsidy. The tracks are maintained by a separate company known as Baneverken. Other freight and passenger operators also use the tracks including SJ, the Swedish State Railways. Connex has a good web site at http://www.connex.se .There you can read more about their trains, and in English, as they let you pick the language you want to read.
While I can’t provide a lot of details on these Nordic train operations, it does seem evident that there are other ways other than those of Amtrak to organize a successful passenger train service.
Regards and c., R. van Wormer
- A lot of the year may be cold in the state of Maine, but Governor John Ellias Baldacci is hot for more passenger trains.Here is an Executive Order, issued by Governor Baldacci.
OFFICE OF THE GOVERNOR
September 1, 2006
AN ORDER TO STRENGTHEN THE COMMUNITY AND ECONOMIC IMPACT OF AMTRAK’S DOWNEASTER SERVICE, AND TO ADVANCE PLANS FOR PASSENGER RAIL SERVICE NORTH OF PORTLAND
WHEREAS, the 115th Maine State Legislature enacted the Passenger Rail Service Act directing the Maine Department of Transportation to establish regularly scheduled rail service within and beyond the State of Maine; and,
WHEREAS, the 122nd Maine State Legislature established the policy that passenger rail service must be supported by the State, and directed the Commissioner of Transportation to present implementing legislation to the 123rd Legislature by and through Public Laws of 2005, Chapter 519, Part YY, consistent with Executive Order 11, FY06/07; and, WHEREAS, the Northern New England Passenger Rail Authority was formed in 1995 to assist the implementation of the Passenger Rail Service Act; and,
WHEREAS, the Sensible Transportation Policy Act of 1991 requires the State of Maine to incorporate transportation alternatives to highway construction and meet the diverse transportation needs of rural and urban populations, the elderly and the disabled; and,
WHEREAS, the Federal Clean Air Act Amendments require state action to mitigate any increased air emissions from highway projects; and,
WHEREAS, by 2013, it is anticipated that congestion on 1-95 between Exit 44 and Exit 48 and 1-295 between South Portland and Falmouth will reach unacceptable levels; and,
WHEREAS, rail lines exist in the State of Maine that may be used for purposes of passenger rail transportation that could connect the municipalities of Lewiston, Auburn, Brunswick, Portland and other municipalities to each other and points south; and,
WHEREAS, the passenger rail system benefits freight services, supports economic development in service center communities and improves access to Boston and other major markets; and,
WHEREAS, passenger rail services address Maine’s changing demographics, shifting population and coastal development patterns; and,
WHEREAS, the cost of gasoline is currently at unprecedented high prices; and,
WHEREAS, since 2001 the Downeaster has transported more than 1.2 million passengers, and has the highest customer satisfaction, on-time performance and ridership growth in the Amtrak system:
NOW THEREFORE, I, John E. Baldacci, Governor of the State of Maine, in consideration of all of the above, do hereby order:
- Economic development. The State Planning Office shall form a working group to facilitate community and economic development near existing and planned train stations. Participation in the working group shall include representatives from the Maine State Housing Authority, the Department of Economic and Community Development, the Maine Department of Transportation, the Northern New England Passenger Rail Authority, real estate development organizations, regional planning organizations, and host municipalities. The State Planning Office shall facilitate at least two forums for dialog on best practices, and shall submit to the Governor a status report on activities, progress, and further recommendations, by March 1, 2007.
- Economic Impact. The State Planning Office shall coordinate with the Maine Department of Transportation, the Northern New England Passenger Rail Authority, and the Department of Economic and Community Development to assess the economic significance of existing and planned passenger rail service to local, state, and regional economies, and assess the role that passenger rail service plays in supporting economic growth.
- Planning new corridors and service. The Northern New England Passenger Rail Authority, in coordination with the Maine Department of Transportation, shall review matters relating to the development of passenger rail service north of Portland to Brunswick and Auburn, and shall report findings to the Governor by December 1, 2006. The review shall include outreach to interested parties including but not limited to freight rail advocates, passenger rail advocates, operators of existing and planned passenger feeder services, and involved municipalities. The report shall include, but not be limited to, review of:
- Rail alignment options for use in the short term and the long term to extend passenger rail service north of Portland;
- Types of services – intercity, excursion, commuter, or other – for the short term and the long term north of Portland;
- Types of equipment – Conventional equipment, Rail Diesel Cars (RDC), Light Rail or other.
- Reasonably foreseeable capital funding options;
- Compatibility of rail alignment options with existing and planned alignments for local transit or local light rail services, including expansions of the Maine Narrow Gauge Railroad service in Portland;
Effective Date
The effective date of this Executive Order is September 1, 2006.
- Hyatt Hotels & Resorts has added Amtrak to its list of travel partners. Members of Amtrak Guest Rewards, the rail company’s frequent traveler program, can now earn up to 500 points for eligible Hyatt stays around the world.In a press release from Hyatt, Amy Weyman, vice president of marketing for Hyatt Corporation said, “We’re thrilled to partner with Amtrak, the nation’s hospitality leader in rail travel.” Hmm … perhaps it can be said that Amtrak is the nation’s ONLY hospitality leader in rail travel, unless you want to ride a transit system. Oh, well, public relations hyperbole lives on unabated.This is an excellent partnership for Amtrak, which will help the railroad to stop being America’s best kept secret. The type of hospitality clientele that is likely to use Hyatt hotel products, which include Hyatt, Hyatt Regency, Grand Hyatt, Park Hyatt, Hyatt Vacation Club, AmeriSuites hotels, Hyatt Place and Summerfield Suites hotels brands are good candidates for long distance trains featuring high revenue sleeping cars.