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The following rebuttal from the National Association of Railroad Passengers is in response to a CNN report by Anderson Cooper critical of Amtrak and high speed rail funding:

“So is Anderson Cooper still a real journalist? He headlines a daily talk show, and was swimming with crocodiles on last Sunday’s 60 Minutes. Perhaps Cooper has completely transitioned into the role of “television personality.”

“Honestly, that’s the most generous conclusion we can come up with. Because after the fact-light, context-free piece showcased on Anderson Cooper 360 last week, we have to say: if Cooper still considers himself a reporter, he is doing a very bad job of it.

“On Cooper’s show, reporter Drew Griffin attacked the High Speed & Intercity Passenger Rail (HSIPR) Program as a boondoggle, contrasting the expectation of 220 mph trains that run in Europe and Asia with the projects funded in the U.S. by HSIPR.

“Griffin points to the federally funded improvements to the Pacific Northwest’s Cascades service (Portland, Oregon – Seattle, Washington – Vancouver, British Columbia) as an example of everything that’s wrong with the HSIPR program. In his “analysis,” Griffin states that $800 million was spent to bring about a ten-minute reduction in trip time.

“But that’s not true.

“Yes, there was a ten-minute reduction in trip time. However, the $800 million also paid for infrastructure upgrades that push on time performance above 88 percent and added two additional daily round trips between Portland and Seattle. While Paula Hammond, former head of the Washington State Department of Transportation, briefly mentions more roundtrips on camera, it’s never even acknowledged by Griffin. That’s right: the money will go to purchasing a new train set and new locomotives, increasing daily roundtrips from four to six, and Anderson Cooper didn’t even mention it! (Not incidentally, these train sets are being built in the U.S. by American workers. This investment is leading to a revival in U.S. manufacturing of rail equipment.)

“Griffin also repeatedly states that there’s nothing to show for the $12 billion spent on high speed rail. In addition to being disrespectful to communities that have directly benefited from the many improvements to conventional speed train service (such as: Illinois, Vermont, Michigan, the entire Northeast Corridor, and so on), it’s also flat out wrong, because only 15 percent of the $12 billion has been spent so far.

“There are many reasons for this. As a result of the U.S. investing so little in passenger rail over the past 50 years, a lot of the HSIPR program had to be built from the ground up, a process that has taken time. The projects have also been the victim of political squabbling, with Republican governors killing rail expansion projects – conventional and high speed – in Wisconsin, Ohio, and Florida. (In a twist of fate, Wisconsin Gov. Scott Walker reversed course and applied for a HSIPR rail grant in the next round of applications, and Florida Gov. Rick Scott is supporting All Aboard Florida’s Miami-Orlando train, a service which would have benefited immensely from the Orlando-Tampa rail corridor Scott killed).

“California’s San Francisco-Los Angeles high speed train – which will travel at speeds of more than 200 mph – is facing many of these political hurdles. But it is moving forward in spite of the political opposition, with construction scheduled to start this very summer. Construction will also ramp up on HSIPR projects in the Midwest and Northeast, creating good jobs for the U.S. construction workers, an industry which is still lagging behind in the recovery. New orders for train equipment will continue to benefit the U.S. manufacturing sector.

“Griffin and Cooper’s main objection seems to be the gulf between what they imagined when President Obama talked about high speed trains, and the reality of what $12 billion can buy. Their main failing, then, is understanding that infrastructure – whether it be rails or roads, bridges or sewers – is expensive. Unfortunately, with an estimated $3.6 trillion in investment needed in the U.S. between now and 2020, there are no $12 billion silver bullets.

“This country is still pursuing the 200 mph train service President Obama spoke of – in the Northeast Corridor and in California. But unless we start investing on levels commensurate with what the Chinese have spent on their high speed rail network – $451 billion to $602 billion between 2011 and 2015 alone – the rest of the country will progress in increments of 10 minute reductions here, and an additional frequency there.

“But if you ask a potential Cascades passenger, someone who drives on Interstate 5, where bumper-to-bumper traffic can often stretch 60 miles south of Seattle, past Tacoma to the state capital of Olympia, 10 minutes and another frequency would be enough.”

Amtrak, the U.S. intercity passenger railroad supported by taxpayers, asked Congress to more than double its capital budget so it can buy more trains and improve infrastructure.

Amtrak, in a letter today to Vice President Joe Biden and House Speaker John Boehner, asked for $2.1 billion in U.S. funds for its capital budget and $212 million for debt service for the 2014 fiscal year. In the 2013 fiscal year, Amtrak is receiving $905 million for those expenses.

Read the complete story at Bloomberg News. 

The National Association of Railroad Passengers, the U.S. High Speed Rail Association, Californians for High Speed Rail, and the Midwest High Speed Rail Association are urging Secretary of Transportation Ray LaHood to support XpressWest’s creation of a Los Angeles to Las Vegas high-speed rail line.

XpressWest currently has loan application pending with the Federal Railroad Administration through the Railroad Rehabilitation & Improvement Financing program.

Congress established the RRIF loan program in 1998 to help support development of the U.S. rail system. Under the RRIF program, the Administrator of the Federal Railroad Administration (FRA) of the U.S. Department of Transportation (DOT) is authorized to provide direct loans and loan guarantees out of a $35 billion pool of revolving credit to help rail projects.

In a letter to LaHood, the four organizations cited the following factors in seeking his support:

•Los Angeles to Las Vegas is the second busiest end-point pair in the United States, trailing only Los Angeles to San Diego. The completion of XpressWest will be a critical step toward meeting the president’s goal of connecting 80 percent of the American public to modern intercity passenger trains within 25 years.

•XpressWest will provide a convenient, energy-efficient alternative to the heavily traveled Interstate-15, a congested and dangerous highway. Mid-desert traffic back-ups are fairly common. The initial 185-mile segment would have the capacity to divert more than 2 million annual automobile trips, saving an estimated 440,000 barrels of oil each year. The train would also provide a safer travel alternative: the Las Vegas to Los Angeles segment of Interstate 15 has been found to be one of the most dangerous highways in America, and a 2010 study found that 1,069 people died in 834 automobile accidents on the road over a 15 year period.

•It will help speed up and enhance the California high speed rail project with extensions to Palmdale (70 miles from Los Angeles; currently served by Metrolink commuter trains) where the two systems will seamlessly integrate, significantly increasing ridership on both systems, and increasing private sector interest in the California system to help fund further extensions.

•It will expand the market for American high-speed rail manufacturing.

•It is consistent with the desire of Americans for good train travel. This is reflected in the fact that Amtrak has set ridership records in nine of the last 10 years. Moreover, as a recent Brookings Institution report noted, Amtrak ridership from 1997 to 2012 at 55 percent grew faster than domestic aviation ridership (20 percent), highway vehicle-miles traveled (16.5 percent), U.S. population (17 percent) and real gross domestic product (37 percent).

“XpressWest is well suited for this program. This project is ready to go today, having already gained environmental clearance and secured the needed rights-of-way. Private investors have already assembled $1.5 billion in funds to support the project.

“With leadership from the private sector, we can be confident the project will be delivered quickly and efficiently, and managed with strong business practices. Because the nation’s high-speed rail network will be created through public-private partnership, this project offers the ideal model starter project to help move the nation’s new rail program forward,” the organizations’ leadership said.

After more than two years of negotiations, three UTU-SMART general committees representing some 2,300 Amtrak members have reached a deal with the passenger carrier on a new contract.

Amtrak LogoGeneral Chairpersons Bill Beebe, Robert Keeley and Dirk Sampson represent Amtrak conductors, assistant conductors, yardmasters and dining car stewards.

The parties first began negotiations in 2010 and were initially unable to resolve their differences on the terms and conditions of a new contract. After a number of sessions, the services of the National Mediation Board were requested and a Federal mediator was assigned.

UTU-SMART Assistant President John Previsich, who assisted in the negotiations, said that, although the progress remained slow and difficult, the mediator was ultimately successful in moving the parties forward to a satisfactory conclusion.

The tentative agreements must now be ratified by affected members under provisions of the UTU (SMART Transportation Division) Constitution. Ballots are going out by mail and the tentative deadline for the return of ballots is April 10.

The proposed agreements follow the pattern of pay increases and health & welfare modifications reached by other organizations in earlier settlements. The increases are effective beginning back to 2010 and, as a result, employees covered by the new agreements will receive a significant amount of back pay once the contract is ratified, Previsich said.

“In addition, the parties were successful in resolving the difficult issue of financial recognition for the increased obligations and rule modifications that are required by Federal certification of conductors,” Previsich said.

General Chairpersons Beebe, Keeley and Sampson thanked Previsich for his assistance during the negotiations and also pointed to the valuable contributions and perseverance of Vice General Chairpersons Gary Hopson, Charlie Yura and Charles Fowler.

“I commend Chairpersons Keeley, Sampson and Beebe for the professionalism and dedication to the membership exhibited during this very difficult round of negotiations,” Previsich said. “Their commitment, along with the knowledge and contributions of the vice general chairpersons, resulted in tentative agreements that stand as testimony to the value of working together for the benefit of the men and women who we represent.”

WASHINGTON – The Amtrak Board of Directors has elected Anthony R. Coscia to be its next chairman to help guide the future of the railroad and carry out initiatives to increase ridership and improve operational and financial performance. In addition, the Amtrak board elected Jeffrey R. Moreland as vice-chairman.

An Amtrak board member since June 2010, and current chairman of its Audit and Finance committee, Coscia succeeds departing board chairman Thomas C. Carper whose term on the board expires this month.

“During my five years on the board of directors, Amtrak has made undeniable progress and all board members have worked together successfully, and in bipartisan fashion, to improve our nation’s intercity passenger rail service,” said Carper.

“I am confident Tony and Jeff will provide effective leadership, continue what is working while promoting new initiatives and work closely with President and CEO Joe Boardman to further transform Amtrak so it better delivers on its national mission to provide connectivity and mobility across the country,” Carper added.

“It is an honor to serve as Amtrak’s next chairman and I thank the Obama administration and many members from both houses of Congress whose support for Amtrak has been invaluable,” Coscia said. “On behalf of the Board and Amtrak’s employees I also want to thank Tom Carper and Nancy Naples for their exemplary service as their terms as board members come to an end.”

“As chairman, I am committed to increasing ridership, strengthening Amtrak’s operational performance and improving its financial position,” he explained. “Over the many years that I have been involved in infrastructure, and especially over my last three years on Amtrak’s board, I have come to recognize that passenger rail is vital to America’s economic growth and to addressing our nation’s growing need for mobility and connectivity.”

Since joining Amtrak’s board, Coscia has strongly supported investments in America’s national rail network. In particular, he is a strong advocate for making improvements to rail corridors that link the nation’s urban centers, such as the Northeast Corridor, and that connect parts of the country underserved by other modes of transit. He also supports investments in rail infrastructure so it can handle more trains and carry more passengers at higher speeds.

Coscia brings to the position an extensive background, including previously serving as chairman of the Board of Commissioners of the Port Authority of New York and New Jersey, and experience in redevelopment finance and corporate governance. Currently, he is a partner at the law firm of Windels Marx Lane & Mittendorf, LLP.

Jeffrey Moreland also has been an Amtrak board member since June 2010 and is the chairman of its Government Affairs and Legal & Corporate Affairs committee. He succeeds Nancy Naples as vice-chairman. He enjoyed a long career at BNSF Railway including several senior management positions in law and government affairs, and most recently as executive vice president for public affairs.

“I look forward to continuing to work with Tony, the other board members and Joe Boardman and his management team. I believe all of us working together will allow Amtrak to continue to make progress in achieving our goals,” said Moreland.

“The success of Amtrak is, in part, a result of the strong and collaborative relationship between management and the board of directors,” said President and CEO Joe Boardman. “Tony and Jeff have always brought both passion and solutions to the discussion and their leadership will help carry Amtrak into the future and to continued improvements.”

Amtrak Logo
ORLANDO, Fla. – As lawmakers prepare to debate passenger rail reauthorization, leaders of AFL-CIO transportation unions are calling on Congress to set a long-term future for Amtrak that meets the demands of a growing ridership, invests in the railroad’s decaying equipment and network, protects the rights and jobs of workers and rejects “risky” privatization of key routes and services.



“While Americans are clamoring for more transportation options, Congress must ensure that Amtrak and its employees have the resources necessary to meet the nation’s growing rail transportation needs,” said Edward Wytkind, president of the Transportation Trades Department, AFL-CIO (TTD). “Inaction and neglect in Washington have left Amtrak with an enormous backlog of critical upgrades to its infrastructure and rail cars.”



In 2013 both the House and Senate will draft legislation to provide funding and structure to our nation’s passenger rail network. A policy statement adopted by TTD’s Executive Committee urges Congress to replace the current policy of “underinvestment and disrepair” with a long-term plan that modernizes our passenger and freight rail infrastructure and discards proposals to “sell-off the carrier’s most prized routes and assets, and hollow out the remainder of the network.”



Transportation unions emphasized Amtrak’s readiness to lead the nation’s expansion into both higher speed and conventional passenger rail services.



Amtrak has “an extensive reservation system, mature relationships with the freight railroads, the physical infrastructure needed to support high-speed rail initiatives and decades of demonstrated compliance with all federal rail laws,” the Executive Committee declared, adding that as billions in new public investments are rolled out in the rewrite of federal rail policy, “the reauthorization must safeguard the rights, jobs and wages of front-line workers.”



Wytkind added: “We will mobilize behind this sensible plan to rewrite our passenger rail laws and give our government the tools it needs to execute a national rail policy.”

The following message was sent to the UTU National Legislative Office from Federal Railroad Administrator Joe Szabo:

In his State of the Union Address last week, President Obama spoke about the importance of investing in our infrastructure as a path to create new jobs and lay a foundation for America’s economic success.

Joe Szabo

In the last three years, American businesses have added 6 million new jobs, including a half-million in manufacturing. But there’s more to be done. And while construction jobs are often the most visible, our investments can continue remaking America as a magnet for manufacturing.

In a new report, the Environmental Law and Policy Center highlights the scope of the railway supply industry in the Midwest.

The report found 122 suppliers in Ohio, 99 in Indiana, 49 in Michigan, 84 in Illinois, 73 in Wisconsin, 26 in Minnesota and seven in Iowa. The Midwest is not alone. Railway suppliers are located in 49 out of 50 states and employ 94,000 people.

Manufacturers like Cleveland Track Material in Ohio are benefiting from the $12 billion the U.S. DOT has invested in passenger rail over the last four years. Started by Vietnam Veteran Bill Willoughby in 1984 in an impoverished section of Cleveland, the company was one of 53 across 20 states that received an order from Maine’s Downeaster service expansion project. Last year, Cleveland Track invested over $5 million in new production equipment at their plant. The company employs 300 people in Ohio, Tennessee and Pennsylvania. 

Manufacturers are opening new plants in the United States. Recently, the state of California awarded the newly-opened Nippon Sharyo plant in Illinois with a contract to build 130 rail cars that will run on the state’s existing corridors.

Amtrak and California High Speed Rail Authority have answered our call to work together to explore a bundled procurement for the next generation of high-speed rail equipment – equipment designed to reach up to 220 mph. Combining orders will provide incentives to high-speed rail manufacturers to build factories domestically, creating new high-quality jobs and tremendous opportunities for suppliers.

Investments in freight rail will also mean new jobs at suppliers. Last week, the Association of American Railroads announced the industry would invest more than $24 billion this year in its network.

President Obama also recently signed into law the Shortline and Regional Railroad 45G Tax Credit. The Railway Tie Association estimates that when the 45G credit is in effect, between 500,000 and 1,500,000 additional railroad ties will be installed each year.

For the first time in more than a decade, America is adding new manufacturing jobs. Continued investment in our rail network will put Americans to work in factories today, and lead to economic expansion over the next generation.

Amtrak LogoContract talks on Amtrak are continuing, General Chairperson Dirk Sampson reports. 

“As these negotiations are ongoing and sensitive, I am not a liberty to release the details,” he said. 

“My main priority with Amtrak is getting this contract settled,” Sampson said. “Mediation talks are ongoing. Currently, mediation sessions are scheduled for Feb. 13 and 14 and March 20 and 21. We are still trying to resolve a few difficult issues. The negotiation team will continue to press its demands with the assistance and guidance of Assistant President John Previsich.”

 

 

Amtrak LogoThe U.S. Senate has confirmed Christopher R. Beall and Yvonne Brathwaite Burke as new members of the Amtrak Board of Directors for five-year terms.

Beall, of Oklahoma, is a partner at Highstar Capital, an infrastructure investment firm specializing in the transportation, environmental services and energy sectors. Previously, Beall was chief financial officer for Aslan Group, and an associate with a natural resources division of Lehman Brothers. He earned an undergraduate  degree in mechanical engineering from Oklahoma State University and a master’s in business administration from Harvard.

Burke, of California, a former member of the U.S. House of Representatives and the California Assembly, currently is a member of the California Transportation Commission. She previously served on the Los Angeles County Board of Supervisors while a partner at the law firm of Jones Day. Burke earned an undergraduate degree from the University of California, Los Angeles, and a law degree from the University of Southern California School of Law.

Other members of the Amtrak board include Chairman Thomas C. Carper, Vice Chairperson Nancy A. Naples, Transportation Secretary Ray LaHood, Amtrak CEO Joseph Boardman, Anthony R. Coscia, Bert Di Clemente, and former BNSF Vice President Jeffrey Moreland.

For Amtrak, Santa has been nice all year – if you forget the numerous and vicious attacks on Amtrak by outgoing House Transportation & Infrastructure Committee Chairman John Mica.

As we look back on 2012, Mica’s attacks were primarily theater, for the benefit of his conservative base, with about as much chance of Amtrak funding being cancelled, its Northeast Corridor being privatized or its higher-speed plans curtailed as there is of Santa landing on a snowy rooftop above Mica’s Florida home.

The realty of 2012 is that it was a banner year for Amtrak, as chronicled by the National Association of Rail Passengers. Here are some highlights:

* Passenger ridership is setting a record – not only for Amtrak, but for mass transit nationwide.

* In New England, Amtrak service was expanded to Freeport and Brunswick, Maine, while Northeast Regional train service has returned to Norfolk, Va.

* Faster and more frequent Amtrak service is on tap for Illinois, Michigan and North Carolina, with improvements allowing 110-mph service between Chicago and St. Louis and Chicago and Detroit advancing, plus California’s high-speed rail initiative is progressing toward initial construction linking Sacramento and Los Angeles.

* On the Northeast Corridor, Acela speeds will soon top out at 165-mph on portions of the route, with plans for post-Acela equipment acquisition and significant corridor infrastructure improvements becoming reality.

Meanwhile, Mica’s successor as chairman of the House Transportation & Infrastructure Committee is Bill Shuster (R-Pa.), who actually rides Amtrak. In the Senate, Amtrak support remains strong among the Democratic majority and many Republicans.

Finally, we can expect continued support for expanded high-speed rail initiatives from President Obama, whose support for high- and higher-speed rail is stronger than any administration since Amtrak was created.