Amtrak’s CEO says rail system will change slowly

Every time we have a forum on rail passenger service someone brings up the “p” word. Therefore, let’s again look at the folly expressed by some in this forum that passenger trains should be profitable.  As I wrote in the Times Dispatch on April 24th passenger trains have not enjoyed a favorable economic or political climate since the 1930’s.  While that is changing its absurd to expect that Amtrak or any other such agency to stop losing money is like telling an infant to stop wetting its diaper. Highways and civil aviation are not profitable nor are we surprised when they are not so why do we place such a burden on Amtrak?

The former Senator from South Carolina, Fritz Hollings rightly pointed out,” no passenger rail service in the world makes money.”  In fact NO form of intercity transport makes money if you calculate all the costs the same way we calculate the costs of passenger trains.  Warren Buffet remarked to the Chicago Tribune on October 21, 2001 that,” the airline business from the time of the Wright brothers has made zero money.”  That from America’s leading investor.  The failure of airlines to turn a sustained profit in their 80 odd years of existence speaks volumes about passenger rails ability to do so. 

Since 1946 we have paid for airport development that calculated would cost over $1 trillion to replace yet we scream about $1.5 billion in Amtrak subsidy.  Highways too are more than dependent on federal generosity.  The Center for Technology Assessment stated in late 2001 that if we front-loaded the costs for each time we filled up at the pump the price of gas would be between $5 and $15 per gallon. Yet subsidies to oil producers guarantee the falsehood of cheap gasoline.  Last year as prices hit $4 or more per gallon Americans were in a state of panic.  Yet, a sensible passenger rail system would have alleviated some of this frustration and provided much needed relief to travelers.
So I applaud area lawmakers for at least beginning to realize that rail is a viable alternative to the fly/drive mentality.  Expanded rail service would mean not only hassle free alternatives for the traveling public, but safe, high speed interregional connections to many small and medium size communities that now have little in the way of public transportation.  Many Americans traveling in Europe already utilize rail services in reaching urban centers directly from major air terminals.  Once again I plead it’s time for politicians to openly and passionately embrace rail transportation as a serious means to resolve “gridlock” created by our mutually excessive transportation polices, that have favor air and highways, since the end of World War II.

While VRE operating additional local services maybe a good thing one has to remember VRE is a tenant of Amtrak and engine crews are Amtrak employees under contract to the commuter carrier.  Other agencies on the NEC are also tenants of Amtrak or in few cases share a joint operating arrangements as in the case of NJT and Metro North.  In fact, one of the big concerns about the proposed Hudson River tunnels is that it will NOT serve Amtrak trains and almost half of NJT services.  Amtrak has also operated MBTA’s services in the past.

By their nature commuter operations are shorter than interregional or long-distance services.  Even Metro North’s longest runs to Dover Plains and Port Jervis are less
than 100 miles.  It should be noted that on the Port Jervis run Metro North contracts with NJT to operate these “West of the Hudson” services since the bulk of the mileage is in New Jersey.  However, given the structure of VRE with its dependence on county transportation districts this might prove somewhat difficult to pull off.  We’ve already seen Henrico, Richmond and Chesterfield get into a “hissy fit” over forming such a transportation unit.  It is just as easy for cities like Lynchburg and C-ville to work with Amtrak and be part of the national rail system.

Any chance we can do something about nasty restrooms and edgy staff? I put in thousands of rail miles each year and am growing weary of Eva Braun type coach attendants who blow a head gasket when you want to change seats, long winded speeches by conductors on a lousy PA system and the tool behind the food service bar looking at you like you just shot his dog because you want a Pepsi. Speaking of which, can we get coke on board at some point?

I think the Amtrak’s President is right on target with his assessment of high-speed rail.  I can happen, but the interest groups and stake holders have to be on board from the get go. 
Unlike the Japanese or French high-speed systems with their dedicated lines, Amtrak must share right of way with goods traffic on the private freight railroads like CSX.  There are a number of bottlenecks that need to fixed including the limited track capacity between Richmond and Washington.  Already the reconfiguring of tracks in Alexandria and the new bridge at Quantico have helped capacity, but triple tracking the line coupled with the long term goal of electrification are the answer.  And, despite what the highway crowd may say, it would still be cheaper than adding lanes to I-95.

As for 125-135mph speed limits these are quite modest.  The English have been running HST sets for over 30 years at these speeds, first on the East Coast Main Line where electrification in the 80s’ moved them to the West Country routes.  The French also have been operating their Minstrel trains (both electric and diesel) at these speeds since the late 1950’s.  But, again, public commitment and investment in these ongoing rail improvements have made it possible.  Here’s where we seriously lag behind.

Some observations:

CSX owns the tracks between Richmond and Washington. A CSX train will always slow down an Amtrak train before getting to DC or coming into Richmond from DC.

Keeping the restrooms clean would be a huge step in the right direction.

Asking the conductor’s to stay off the P.A. system with long speeches would be a step in the right direction.

Asking the cafe car staff to just act like they’re happy to be employed and on the job rather than treating the customers as an annoyance would be a step in the right direction.