A comparison of the Empire Builder to the Hiawatha Service trains:
| F.Y. 2007 |
Empire
Builder |
Hiawatha
Service |
| Endpoint departures per day |
1 |
7 |
| Route Length, miles |
2,200 |
86 |
| Total Revenue |
$53,177,800 |
$10,230,000 |
| Revenue Passenger Miles |
390,824,000 |
47,619,000 |
| Passengers |
505,000 |
593,000 |
| Average Trip Length, miles |
773.9 |
80 |
| Load Factor |
60.7% |
37.7% |
| Revenue per Passenger-Mile |
$0.1361 |
$0.2148 |
| Average Passengers per mile |
206.7 |
110.7 |
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January 30th marks the 10th anniversary of the passing of Byron Nordberg. Called the “heart and soul†of RailPAC, his influence on Rail Passenger service is still being felt nation wide. Read more…
Andrew Selden offers three examples of Amtrak problem areas that are not only hurting the company, but hurting America’s domestic transportation network as well. These examples highlight why Amtrak’s national long distance system is the most important part of Amtrak.
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Many distinguished Americans have become part of the debate on the future of Amtrak.
One of the most venerable voices in the debate is that of Gilbert Carmichael of Meridian, Mississippi, former Federal Railroad Administrator, and former Chairman of the Amtrak Reform Council. Mr. Carmichael shares his thoughts below:
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By Andrew Selden,
Vice President, Law and Policy
United Rail Passenger Alliance, Inc.
November 10, 2005
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By Andrew Selden, Vice President, URPA October 14, 2005The Amtrak Board’s initiative to reorganize the internal structure of the National Railroad Passenger Corporation – Amtrak’s real name – by separating the NEC infrastructure into a new, separate, subsidiary of NRPC, is a standard corporate technique to focus management resources – both capital and management attention – on core functions and avoid distraction and dissipation of both time and money.
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by Bruce Richardson, October 2005
The passenger train in the 20th Century was shining symbol of the success of capitalism, a point of pride for private enterprise. How did this American icon go from being a showcase for a huge and successful industry to a welfare stepchild of government?
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by Andrew C. Selden, Minneapolis, MN
Too many rail advocates, private individuals and public sector employees alike, hobble the advancement of rail passenger service in the U.S. by viewing trains from a classic socialist point of view: rail passenger service should be (“must be”) provided in any given market by a single provider, using other peoples’ money, applied through a centralized planning and administrative process. Lip service is paid to consumer preference, but infrequently and grudgingly. The planners “know” that rail is “good” and they know where and how it is best deployed.
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by Dennis McDonald
During the Second World War the British Government took control of the nation’s railways. The first priority was to assist the war effort, and primary function of the railways became to shift men, equipment, or materials to achieve this. Civilian trains did however still run, both passenger and freight, and attempts were made to provide as normal a service as possible to the public.
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