Amtrak Turboliners for sale July 5, 2009
Posted by patlynch in Amtrak, Passenger Rail Politics, Regional USA Passenger Rail.2 comments
It is hard to believe that this once innovative rail passenger equipment is 30 years old. My how time flies when your basic infrastructure is going to hell in a handcart.
Albany’s Times-Union business writer Cathy Woodruff has a splendid account of the Turboliner history, operational aspects, and prospects. This is a total head shaking disaster.
A decade ago, they were the centerpiece of an ambitious plan to bring high-speed rail service to upstate New York.
Now, in the fading wake of a contentious custody battle between Amtrak and the state Department of Transportation, they are for sale.
Amtrak officials have set no asking price and a spokesman said “any and all options will be considered” for selling the trains individually or in groups.
Note, Woodruff has a detailed and comprehensive time line and professional appraisals of the equipment’s capabilities today.
I am sure the forums will soon be ablaze.
Read the time line carefully. Observe one Joseph Boardman (now Amtrak interim president) complaining that Amtrak is dragging its feet. This kind of thing really makes you wonder.
The comparisons to our present situation are so obvious as beg commentary. It just seems that proponents of good transportation policy are the hostages of bureaucrats and special interest groups. It can be summed up, I think, in three words: no political will. It’s early Sunday morning. Maybe I’m wrong.
JOKE OF THE DAY: Government of Canada Expands AMTRAK Service for 2010 Olympic and Paralympic Winter Games July 4, 2009
Posted by patlynch in Amtrak, Regional USA Passenger Rail.2 comments
Of course, everybody knows Canada has been opposing this expansion for a full year, if not longer. It’s damn nice of you guys to expand Amtrak service and we salute your gentle benevolence.
For out Washington State and northwest readers, this is welcome news, if long overdue. TFA is delighted and only wishes this had come much sooner and was a permanent addition.
Here’s the stinkin’ press release.
Ottawa, Ontario, July 3, 2009 – Today the Honourable Peter Van Loan, Minister of Public Safety, announced that the Government of Canada is extending border clearance service to a second daily AMTRAK train between Seattle and Vancouver, as a pilot project from August until after the 2010 Olympic and Paralympic Winter Games.
“This announcement clearly demonstrates this Government’s commitment to tourism, and the economic prosperity of Canada,” said Minister Van Loan. ”We are showing our commitment to the free flow of legitimate goods and people across the shared border with the United States, by providing the flexibility necessary for the Canada Border Services Agency (CBSA) and AMTRAK to process increased demand for their services.”
The Honourable Stockwell Day, Minister of International Trade and Regional Minister for British Columbia, recognized the importance of this initiative to Canada’s economy. “Cross-border travel and commerce are essential to a healthy economy,” said Minister Day. “Extending service hours for a second daily AMTRAK trip is another demonstration of our government’s commitment to efficient cross-border travel for residents and visitors to British Columbia.”
As part of a review of rail services, the pilot project will be evaluated at its conclusion to determine if the level of traffic on the proposed rail route is high enough to justify ongoing customs services.
For more information, please visit the CBSA’s Web site at www.cbsa.gc.ca.
For media information:
Canada Border Services Agency
Media Relations
613-957-6500
A Think Piece from Orphan Road: The California Prcedent July 3, 2009
Posted by patlynch in Passenger Rail Transportatio Policy, United States High Speed Rail.4 comments
It looks like NYT has a major piece in infrastructure and it has provoked some serious thinking. Some of that can be found on Orphan Road, an excellent Seattle blog. Since California is in a commanding position to get a major slice of the first federal money for HSR, are there risks?
Let’s see.
- California is currently sending out IOUs instead of checks
- everything is ultimately decided by popular initiative (Yes, I know. Just hang on.)
- no tax sentiment is deeply rooted in local culture
- geographic distances
- NIMBY and other wacko environmentalist opposition
OK, you get the picture.
UPDATE: California HSR project may bypass San Francisco. This AP story highlights the latest objections and another possible reason to avoid spending federal dollars in the ever-changing political quicksands of of the Golden State.
There are numerous “up” sides of the discussion as well.
- extreme highway congestion
- wel educated populace
- large population base essential for sufficient passenger volume
- vibrant transit systems at LA and in the Bay area
- vibrant business communities in destination cities
I think Chicago-St. Louis is the best first choice, but that has some risk/reward considerations as well. Anyway, for your holiday weekend, here is the conversation starter. I await your analysis.
UPDATED: Las Vegas maglev subject of deepening conflict July 3, 2009
Posted by patlynch in Passenger Rail Politics, United States High Speed Rail.7 comments
There is $45 million in federal money set aside for the maglev that is proposed to connect Los Angeles with Las Vegas. (Why is it “Los” and “Las?”) Anyway, Nevada Senator Harry Reid is ready to scuttle the federal money and direct it to a European-style corridor that would parallell I-15, This is going to get very messy and it will in no way assist the cause of developing high speed rial in North America.
The Los Angeles Times has a report.
Reid, who no longer supports the maglev project, said during an event to publicize the rail corridor that he would try to scuttle $45 million in federal funds earmarked for the proposal. The maglev project and a conventional rail line proposed by a private venture are trying to develop separate high speed passenger trains that would parallel oft-congested Interstate 15. Secretary of Transportation Ray LaHood announced Thursday that a swath of land along much of I-15 has been declared a federal high-speed rail corridor — one of 11 such zones in the U.S. Projects proposed in those corridors are eligible for federal assistance, grants and loans.
UPDATE: Associated Press gives some clarity and additional details on this story.
U.S. Transportation Secretary Ray LaHood announced Thursday that the route is now considered part of the federally designated California high-speed rail corridor.
US Railcar to Resume Production of Former Colorado Railcar DMU July 2, 2009
Posted by patlynch in Regional USA Passenger Rail, United States High Speed Rail.5 comments
The most noteworthy part of this is the FRA crashworthiness compliance and the commitment to move up to 125 mph. performance. This would be crucial for developing “high performance rail” envisioned by current Obama administration efforts.
COLUMBUS, Ohio, July 1 /PRNewswire/ — Private investors affiliated with Value Recovery Group, Inc. (VRG) of Columbus, OH, have acquired the Colorado Railcar DMU and will resume manufacturing this modern domestically produced passenger train in a new manufacturing facility to be established later this year pending state/local incentives and final round investments. Assets acquired by US Railcar include the former Colorado Railcar DMU proprietary rights and information, manufacturing documentation, inventory, and other equipment necessary for production.
(Photo: http://www.newscom.com/cgi-bin/prnh/20090701/CL40922)
According to VRG Chairman & CEO Barry H. Fromm, “US Railcar intends to reestablish passenger train production in the United States.” Currently, passenger trains purchased in the U.S. today are produced by European and Asian suppliers typically importing 40 of content from overseas. “We want to keep American jobs and U.S. public investment at home,” said Fromm. “There is a major commitment by the Obama Administration and the Congress to make investments in intercity and high-speed rail to promote economic growth and mobility, create jobs, conserve energy and address climate change. This opens a new era for passenger trains and railcar manufacturing in the United States.”
US Railcar, LLC will be led by Michael P. Pracht, its President & CEO, a rail industry veteran with extensive past experience at two of the world’s leading rail transportation companies, Siemens and Ansaldo. US Railcar will manufacture both single- and bi-level Diesel Multiple Units (DMUs) which are self-propelled railcars eliminating the need for more costly locomotive-hauled push/pull trains in lower density corridors. Both platforms are fully compliant with existing Federal Railroad Administration (FRA) safety standards for crashworthiness as established by Department of Transportation and approved for immediate use on the national rail system.
Unlike European & Asian DMUs, the US Railcar DMU can operate in all mixed-mode freight corridors throughout the country without waivers and/or temporal separation agreements currently required for non-compliant foreign platforms. “There are extraordinary growth opportunities for passenger rail development,” said US Railcar CEO Mike Pracht. “The US Railcar DMU will enable new cost-effective passenger rail service across a range of corridors and routes, all with a proven, existing equipment platform already in service.”
The US Railcar DMU was prototyped through a demonstration project in 2002 and is currently the only FRA-compliant DMU operating in revenue service in North America. Available in both regional and intercity configurations, the US Railcar DMU is uniquely suited for incremental corridor development at speeds from 79-to-90 mph. Platform enhancements currently anticipated include a diesel-electric upgrade, increasing speeds to 125 mph, making this American-made DMU the ideal solution for both mature and emerging passenger rail agencies around the country.
VRG is an asset recovery and management firm that specializes in asset management, advisory and asset recovery services for state and local governments, commercial banks, private investors and several federal agencies, including the FDIC. VRG also manages a brownfield remediation and redevelopment partnership and serves as consultant to advanced energy programs for state and federal agencies. More information about Value Recovery Group can be found at www.valuerecovery.com. US Railcar’s website www.usrailcar.com is currently under development.
Beaumont, Texas Amtrak “station” location raises questions for city and rail lines July 2, 2009
Posted by patlynch in Amtrak, Regional USA Passenger Rail.2 comments
The most interesting bit of information in this detail laden report is in the last line. Amtrak total ridership last year in Beaumont: 1,662. Based on 6 arrivals and departures every week, that averages to around 5 passengers every time the Sunset stops.
(The paper ran a poll on the subject and the comments are priceless.)
TFA reported on the stimulus money set aside to fix this appalling situation a few weeks ago and there is indeed $1.25 million in federal money. That is almost unprecedented but the situation is so extreme and the city should be a prime stop.
The Beaumont Enterprise has a fine report and an unbelievable photograph of the “station.” There is no building, no bathrooms, and no sign. It looks like the site of the old SP station and all that remains is a concrete slab. There is no possible way to know where the Sunset stops except sheer luck. (I have requested permission to use the photograph.)
The city is understandably displeased with the present location and wants to move closer to downtown. The Kansas City Southern has taken a negative position on this, but it’s hard to tell from here what would be involved in relocating the stop to KCS trackage. Local leaders seem a bit perplexed by the sudden turn of events, and that is somewhat understandable.
Here it is, Beaumont. Tick, tick, tick.
CNN addresses high speed rail July 2, 2009
Posted by patlynch in Amtrak, Passenger Rail Transportatio Policy, United States High Speed Rail.5 comments
CNN is running a significant and generally even-handed treatment of the Obama administration approach to high speed rail. You will need to sit down and take a deep breath because it does not get started on the best foot. Naturally, our always reliable libertarian friends (scroll down to item below) have grave reservations about whether high speed rail will ever cover its costs.
There is another serious error. According to Amtrak spokesman Clifford Cole, “the Acela unit is profitable. ” Yet a few paragraphs earlier the CNN report flatly states,
The Northeast corridor, linking Washington, D.C. to Boston, is the nation’s most highly developed high-speed rail service, according to the U.S. Department of Transportation. Most of it is controlled by Amtrak, a federally-funded railroad company that relies on government help, receiving more than $5 billion in federal appropriations and stimulus funds over the past three years, according to Amtrak spokesman Clifford Cole.
So, if the northeast corridor gets $5 billion in subsidies in the past three years, in what way is Acela profitable?
A Mr. Sam Staley of something called the Reason Foundation has added his most reasonable opinion, which coincidentally exactly coincides with the special interests which control the transportation debate.
Sam Staley said it’s possible for a well-designed high-speed rail to cover its operating costs, but even the best-run rail system won’t be able to cover the capital costs stemming from its development.
“I would really like to see high-speed rail work because I really like trains,” he said. “I just have trouble getting over the fundamentals. These things shouldn’t even move forward unless they can cover their operating costs.”
Indeed, that is a most “reasonable” concludion. So, let us consider another “reasonable” proposition: should highways cover their operating costs?
What are those operating costs? I suppose we must figure in the 40,000 fatalities each year of the billions in personal injuries and lost wages. Yes, it is an unfair argument but the human price of our transportation policy should not be entirely overlooked.
In Arkansas, a southern state which just appropriated the FIRST funding ever for any sort of rail project and in which the trucking association holds an absolute death grip on the general assembly, yet the state has enormous unmet road deficiencies.
- 25% of Arkansas’ bridges are structurally deficient or functionally obsolete.
- 32% of Arkansas’ major roads are in poor or mediocre condition.
- 39% of Arkansas’ major urban highways are congested.
- Vehicle travel on Arkansas’ highways increased by 58% from 1990 to 2007.
- Arkansas has a $160 million backlog in highway maintenance needs.
Source: American Society of Civil Engineers report Sept. 2008.
There is more, so pay attention.
Last month, during the committee’s first meeting, state Highway Director Dan Flowers said the fuel tax has been a flat source of revenue and that the state is seeing a decline in that stream. Flowers also said Arkansas highways would need $200 million more annually just to maintain current conditions.
Source: Arkansas News Bureau report June 25, 2009.
In a poor southern state which is completely car dependent, gasoline tax receipts are flat and headed south. Automobiles will be more fuel efficient, and some will be electric. This demands a new source of funding and funding from sources other than those that have been labeled as “user fees.”
Truckers are explicit that fuel taxes must go only to highways. It is a self-serving argument and, not wishing to cause offense, Jane Fonda tried a similar line of reasoning about 40 years ago. Transportation is undergoing an fundamental change and it is apparent when we look at the funding sources that have generally been available.
Put another way, why don’t highways cover their costs?
(I am not an accountant, so I cannot say with authority whether maintenance is included in “capital” costs. I doubt it and Amtrak has much the same situation in the northeast corridor. Ridership is high, but it take a lot of dough to keep tracks up to 125 mph. standards.)
This discussion has, so far, completely excluded the needs for additional road capacity, which even in Arkansas is substantial. When Mr. Flowers addresses this topic, it is in the billions.
To borrow a phrase from CNN, it’s the elephant on the highway.
In Arkansas, we hardly know the meaning of traffic congestion, but it is at crisis stages in some areas and the only solution is to expand to 10 lanes or more, or start stacking highways on top of each other. Is this the noxious eyesore we really want for the future?
One of the things discussed at some length at the recent National Intermodal Steering Committee and Texas High Speed Rail Commission meeting in Little Rock is the anticipated population growth. I recommend you all get up to speed on this issue. Many regions which might not support true HSR by population volume today will in 20 years. That is why we must start now and, even to my own surprise, there is some urgency.
It is the Buckeye, Heritage and Reason that are falling on the emotional arguments, and largely based on the irrational and unfounded fear of a loss of personal freedom. That kind of assertion is simply beyond comprehension, but it might be worth saying that giving people choices is a fundamental bedrock of American government and free enterprise.
Better transportation, including HSR and “high performance” trains, enhance the highway and airport systems. “Quality of life,” referenced in the CNN report is hardly a squishy “liberal” attribute for white wine swilling elitists.
Many parts of Arkansas attempt to compete for new industries. Quality of life is important and our non-congested system (a huge generalization, even in rural Arkansas) is a plus. Little Rock’s lack of good airline connections is a negative as is our anemic transit system. Businesses consider quality of life right along with taxation and education.
Libertarians spread questionable information (self-serving opinions) on Amtrak and high speed rail July 2, 2009
Posted by patlynch in Amtrak, Passenger Rail Transportatio Policy, Regional USA Passenger Rail, United States High Speed Rail.1 comment so far
This item appears on the Yahoo discussion group, “All Aboard.” This kind of material is just too good not to spread abound.
The point to be made is that my previous contention that so-called libertarian and conservative “think tanks” are for sale to the highest paying special interest. All of this has a direct bearing on the continuing dominance of all transportation discussions by highway and airport commercial interests.
While not the smoking gun of all times, it raises some questions and should raise some eyebrows.
The Buckeye Policy Institute, a libertarian, Cato-like institute, in Ohio has come out against the Ohio Hub with the usual biased information. However, one of the Institute’s co-founders and former president, Dr. Sam Staley, was involved in the economic impact analysis that was commissioned by the Ohio Rail Development Commission. Staley was involved through the consulting firm Gem Public Sector Services (the study was completed almost two years ago). Gem concluded that the project was economically sound and recommended the state pursue it.
Here is all the pertinent info
(http://www.dot.state.oh.us/Divisions/Rail/Programs/passenger/Ohio%20Hub%20%20Press%20Releases/20051216OhioHubEconomicImpactTeamsMeet.pdf).
“The Ohio Rail Development Commission has engaged two teams of six noted
economists to verify that answer and see exactly how Ohio may benefit from new business and development generated by building the Ohio & Lake Erie Regional Rail/Ohio Hub Plan…The second team is headed up by Douglas Harnish of GEM Public Sector Services, with over 23 years in real estate development and evaluation. Joining him are economist *Dr. Sam Staley of Wright State University and former President of the Buckeye Institute for Public Policy Solutions…”“*Gem concludes that construction of high-speed passenger rail is economically feasible and justifiable assuming an 80% federal construction match. By feasible, we believe the economic benefits justify the investment and the project will not be a burden on the State biennial budget*…”
Here’s Staley’s bio from the BPI site:
UPDATE: WSJ: Congressional investigation of Amtrak IG June 30, 2009
Posted by patlynch in Amtrak, Passenger Rail Transportatio Policy.add a comment
This goes to show the system works and, very honestly, I would prefer this kind of thing happen before Amtrak gets neck deep in its desperately needed equipment repairs and (hopefully) placing orders for desperately needed equipment.
The Wall Street Journal reports.
By CHRISTOPHER CONKEY
WASHINGTON — A House committee is investigating the recent resignation of Amtrak’s inspector general, citing concerns about oversight at the publicly funded corporation at a time when it is set to spend more than $1 billion in federal stimulus funds.
Reps. Edolphus Towns (D., N.Y.) and Darrell Issa (R., Calif.), the chairman and ranking member of the House Oversight and Government Reform Committee, launched an investigation Monday following the resignation this month of Fred Weiderhold, Amtrak’s longtime inspector general.
Further note the sudden and suspicious departure of former president Alex Kummant and the “activist” reputation of the Amtrak board.
No excuses, no whining. I beat the daylights out of my enemies for this kind of thing, I can hardly let it pass when my friends are under the microscope.
It is, however, possible that the typical bunch of neocons might save the chest thumping for a more appropriate occasion. All this proves is that the system can be made to work.
UPDATE: While Michelle Malkin may fall into the general classification of neocon chest beater, her commentary on the Amtrak IG affair bears consideration. Memo to Michelle: Amtrak is hardly “awash” in $1.3 billion dollars in stimulus money. Amtrak is capital starved and management impaired with a meddlesome board and micr0-managing congress. Every sensible person wants the Amtrak money to be used as advertised, station improvements and desperately needed repairs of rolling stock.
Midwest High Speed Rail Association proposes 220 mph. for Chicago-St. Louis June 30, 2009
Posted by patlynch in Passenger Rail Transportatio Policy, Regional USA Passenger Rail, United States High Speed Rail.12 comments
The Chicago Tribune says that a new study on the St. Louis-Chicago corridor will be released today. Currently, Amtrak operates at around 79 mph. on this route and the latest plans would raise speeds to 110 mph. There is good cause to be thinking of something very much faster, according to the Midwest High Speed Rail Association.
By going 220 m.p.h., however, those improved trip times would be cut roughly in half, to 1 hour and 52 minutes, according to the association. The estimate includes making intermediary stops in Champaign and Springfield, while providing customers with downtown-to-downtown service and beating the door-to-door trip times of airline travel.
This is a very old railroad right-of-way, and in this case it is a good thing. Originally the Chicago and Alton, the Lincoln funeral train used this route from Chicago to Springfield. It is the old GM&O, which is my family railroad. The point is that it is straight in many places and people are accustomed to its operation.
This is a situation in which it makes a great deal of sense to relocate freight traffic and completely rebuild the line for the fastest trains possible. The $11 billion price tag tells me that the AHSRA is making a strong bid for a major slice of the federal money.
There are several excellent reasons to favor this route, including the existance of a “mature” base of consummers who already use rail transportation.
France plans new TGV line June 30, 2009
Posted by patlynch in International High Speed Rail, Passenger Rail Transportatio Policy.1 comment so far
The reports from France could not be better. Here is the latest item of interest from The Connexion.
THE ROUTE of a new high-speed rail link across the South-east will pass through Marseilles and Toulon on its way to Nice.
The route will make it possible to reach Paris from Nice in 3hrs 50mins compared to 5hrs 25mins at present.
Those hopeless French morons! Don’t they know that Paris is 387 miles fron Nice and that is far too long a trip by high speed rail? Those buffoons! If only they had some tried and true American know how, they would already know that what they are planning is impossible! French cities are just too far apart. I mean, don’t misunderstand, high speed rail is a sweet childish dream, but you can’t expect to actually construct high speed rial lines because there’s always a reason why not. It just won’t work. End of story.
Transportation reform must wait, Obama administration folds June 26, 2009
Posted by patlynch in Passenger Rail Politics, Passenger Rail Transportatio Policy.13 comments
This actually came up last week during the Texas High Speed Rail Corporation board meeting and the National Intermodal Steering Committees joint meeting in Little Rock. It was the consensus opinion that waiting till after the midterm elections would be a mistake and that the Oberstar process was to be preferred.
The Washington Post has the latest developments.
After rejecting criticism that it is taking on too much, the Obama administration has identified one area where ambitious reforms will have to wait: overhauling the nation’s aging, congested and carbon-emitting transportation system.
You may wish to scroll down to the reports frm last week for for some background.
Just what is the federal plan for high-speed rail?, asks GAO June 25, 2009
Posted by Logan Nash in Passenger Rail Politics, United States High Speed Rail.2 comments
For the first time, a fair amount of federal money has been set aside for high-speed rail — the much sought after $13 billion from the federal stimulus and budget. And we’ve seen all sorts of hands in many different states reaching for this funding for their projects, many of which certainly stretch even the low federal 110mph definition of high-speed rail. Last week’s project evaluation criteria put out by the Department of Transportation for rail stimulus money sets some boundaries, but the Government Accountability Office is asking a fair question: where’s the real “strategic plan” for this high-speed rail “vision”? The Transport Politic, naturally, has some good commentary on this:
[GAO Director of Physical Infrastructure] Ms. Fleming’s statement comes three months after the release of GAO’s major report on high-speed rail, which advocated a major federal investment in the transportation mode. Emphasizing that that report pushed the DOT to pinpoint specific goals for rail improvement, Ms. Fleming argued that the Obama Administration’s actions so far were little more than a “vision,” rather than “a strategic plan.” The U.S. must “define goals for investing in high speed rail,” she said, and describe “how these investments will achieve them, how the federal government will determine which corridors it could invest in, [and] how high speed rail investments could be evaluated against possible alternative modes in those corridors.” Ms. Fleming said that the FRA largely agreed with her opinions. In fact, DOT has been planning to release a draft national rail plan by mid-October; however, that is a month after the FRA will release initial stimulus bill grants to applicant projects for rail investment.
Mr. Szabo, the head of the FRA, said that U.S. plans were similar to those already achieved in Europe. Yet the U.S. government has yet to commit to even one high-speed corridor, nor has it established a reliable and objective framework for national planning.
Mr. Boardman, meanwhile, claimed that “With high-speed rail, speed is not the issue. Convenience and trip times are.” This rhetoric is dangerous on several counts. For one, it will allow the U.S. to distribute funds to projects that are ill-suited to high-speed rail, but which are politically popular. The Senate’s strong rural bent means that unworthy projects may be given the green light ahead of more valuable ones if the DOT’s guidelines for resource distribution aren’t based on projected passenger ridership and cost effectiveness.
Second, the repeated claim that speed “doesn’t matter” may result in less-than-popular completed projected. It is worth again mentioning what I wrote yesterday: if the U.S. doesn’t get high-speed rail right the first time, it may be decades before the mode is politically acceptable enough to promote again.
This is a difficult issue to grapple with. Here at TFA, we’re in favor of passenger rail improvement on all levels… not just the European-style “true high-speed” routes. Incremental improvements to existing routes can make a huge difference in a country that is woefully under-served by convenient rail transportation. On the other hand, Freemark’s comment about the need to “get it right the first time” is certainly valid. Any slight boondoggle with high-speed rail money is sure to be leaped upon by highway interests as a way to put a stop to this new progressive attitude towards intercity transportation. This is why projects such as California’s are so important. It’s the ideal proving ground for an American rail line at world-class speeds. It can be the example rail advocates and politicians can point to in the future as a successful model. On the other hand, any federal rail plan needs to address the more immediate (or, dare I say, “shovel-ready”) problems that are affecting our existing Amtrak network. Passenger rail in America is growing in popularity and visibility, and it needs immediate improvement if this momentum is going to last until the first “true” high-speed line is built.
California high speed rail may have an advantage June 24, 2009
Posted by patlynch in Regional USA Passenger Rail, United States High Speed Rail.add a comment
It is no surprise that California’s bonding authority approved last November, coupled with a developing plan for construction, is a strong contender among states seeking federal high speed rail money. Those ambitions have been edged a bit upward, according to this item in sgvtribune.com
This week Karen Rae, deputy administrator of the Federal Railroad Administration, praised California voters’ approval in November of $9 billion in bonds for a high-speed rail project.
“California, by having the bond, has a step up,” Rae said.
Overall, the state’s high-speed rail authority is flush with billions in bond money and is poised to get billions more from the federal stimulus package. Now experts say California’s $45 billion bullet train project could be changing from a public-works pipe dream into a real possibility.
There is an interview on California HSR consultant Keith Jones recorded last week and posted here.
Grassley brings pressure on Amtrak IG June 23, 2009
Posted by patlynch in Amtrak, Passenger Rail Politics.5 comments
Senator Chuck Grassley is a snake. Grassley is a Clinton-hating, Republican menace to society. The Iowa senator is raising questions about the credibility of the Amtrak office of Inspector General.
While my disdain for Grassley’s reprehensible brand of politics is nearly boundless (have you caught on to that yet?), I fear he may be on to something as regards Amtrak. If federal dollars are being misspent at Amtrak, they are not being used to refurbish urgently needed wrecked rail cars and keep the railroad running.
There is something weird about the sudden and unexplained leaving last November by former CEO Alex Kummant. One must believe the “hands on” style of management practiced by Amtrak board members may hae had some negative fiscal consequences. The finaancial management is Amtrak has caused many observers to wait for the chickens to come home to roost.
Here is the Grassley letter.
E. Bret Coulson
Deputy Inspector General Management & Policy
Office of Inspector General
Amtrak
National Railroad Passenger Corporation
10 G Street, NE
Washington, DC 20525
Dear Mr. Coulson:
As a senior member of the United States Senate and as the Ranking Member of the Senate Committee on Finance (Committee), it is my duty under the Constitution to ensure that Inspectors General, which were created by Congress, are permitted to operate without political pressure or interference from their respective agencies. Inspectors General were designed for the express purpose of combating waste, fraud, and abuse and to be independent watchdogs ensuring that federal agencies were held accountable for their actions. I understand that Inspector General Fred Weiderhold, Jr. has retired today.
Based on contacts that my staff had with Mr. Weiderhold on two recent occasions (April 2, 2009 and June 4, 2009), I understand that the OIG has suffered from repeated and continuous interference from the agency. After the most recent discussion, it was agreed that the OIG would provide, among other things, a White Paper and specific examples of agency interference with OIG audits and/or investigations. To date, the OIG has not yet provided any documents. As you know, any interference such as that was described in these previous discussions is a direct violation of the Inspector General Act of 1978.
In light of Mr. Weiderhold’s unexpected retirement, please provide the previously requested documentation immediately. I am deeply troubled that these aforementioned meetings with my staff and discussions of the OIG’s independence concerns predicated this personnel action with IG Weiderhold. Furthermore, I am even more concerned that there is a lack of accountability, based on the OIG’s reported lack of independence, for the $1.3 billion in stimulus funds that Amtrak has received from American taxpayers.
Due to these recent events, I specifically request all materials at the IG’s office be preserved immediately.
In addition to providing the requested documentation, please provide an immediate briefing to my staff on the level of proper oversight the OIG has over of the $1.3 billion dollars of American taxpayer money, and what role the previously discussed independence issues with the agency played in the elimination of former IG Weiderhold.
Thank you in advance for your assistance and I would appreciate a response to this inquiry by June 19, 2009.
Sincerely,
Charles E. Grassley
Ranking Member of the
Committee on Finance
cc: The Honorable Thomas C. Carper
Chairman
Amtrak
National Railroad Passenger Corporation
Joseph H. Boardman
President and Chief Executive Officer
Amtrak
National Railroad Passenger Corporation
Two final thoughts. It might have helped if the Bush administration had made timely appointments to the Amtrak board. Additionally, the congressionally induced state of constant frantic struggle for survival is a perfect environment in which to grow aorporate cculture of carlessness.
High speed rail fever strikes in Oklahoma June 22, 2009
Posted by patlynch in Passenger Rail Transportatio Policy, Regional USA Passenger Rail, United States High Speed Rail.6 comments
The State Transportation Director, Gary Ridley, says Oklahoma officials are reviewing the latest FRA documents in consideration of making an application for high speed rail funding. The Daily Oklahoman story indicates that the Sooner State may be part of the South Central HSR corridor. TFA thinks they are mistaken, but that should not hold back a qualified application.
“We need to look at the guidance and understand it fully before putting together our response,” Ridley said after the state Transportation Commission met Monday.
The Transportation Department already owns a portion of the railway between Oklahoma City and Tulsa, but updates would be needed to make the track conducive to high-speed travel, Ridley said.
“It’s rough country up there,” he said.
A study conducted nine years ago estimated it would cost at least $950 million to run passenger rail between Oklahoma City and Tulsa. Today, that could be closer to $1.5 billion, Ridley said.
Although unlikely to be selected as a demonstration project, The Oklahoma City-Tulsa corridor is a natural for HSR.
- driving distance is about 100 miles
- state owns much of the existing rail line (which needs lots of work)
- state owns turnpike right-of-way (could this land be used? It’s straight as an arrow.)
- Oklahoma City pop. 1,200,000 plus
- Tulsa pop.685,000
- interfaces with an upgraded Heartland Flyer service to DFW.
The quality of public transportation in both cities would be an important factor and that is a subject on which I am not able to comment. It seems to make sense that Oklahoma should get moving on improving the existing track to “high performance rail” standards and start operating in the 100 mph range.
Oh, look at that! 100 miles at 100 mph gives you a travel time of about one-hour end-to-end. Why haven’t they figuted this out already? And here’s the good part; it would not cost anything approaching the afore mentioned $1.5 billion.
The total construction on this is probably more like $250 million. Trains departing each end on the hour all day and scheduled at a running time of around 75 minutes is a big winner.
Oklahoma should forget European-style HSR and get moving on “high performance rail” tomorrow. It will change that already vibrant region forever.
THIRD UPDATE: Metro D. C. train crash, 4 dead, 70 injured. June 22, 2009
Posted by patlynch in Regional USA Passenger Rail.2 comments
CNN is leading with a breaking story. It appears to be a head-on, which raises issues of which we are all well aware.
The crash occurred just before 5 p.m. on an above-ground track on the Red Line near Takoma Park, Maryland, according to the Washington Metropolitan Area Transit Authority.
Watch “live” coverage here.
UPDATE: death toll at six.
These are Metro trains running on Metro tracks.
SECOND UPDATE: Washington Post reports possible signal failure operator error.
THIRD UPDATE: L. A. Times: 9 dead, emergency brake was applied
Randall O’Toole launches renewed attack on high speed rail (yawn) June 22, 2009
Posted by patlynch in Passenger Rail Politics, Passenger Rail Transportatio Policy.9 comments
There are so many things wrong with yet another O’Toole screed against high speed rail. I am sure you will want to review and comment on his fallacious and false commentary running in the Gwinett Gazette.
It’s not personal, honest. Times are hard and I am personally delighted that Randall has found a secure position as a paid mouthpiece for highway and airline special interests. Here is a sample of his labors.
As of this writing, $99 will get you from Washington to New York in two hours and 50 minutes on Amtrak’s high-speed train, while $49 pays for a moderate-speed train ride that takes three hours and 15 minutes. Meanwhile, relatively unsubsidized and energy-efficient buses cost $20 for a four-hour-and-15-minute trip with leather seats and free Wi-Fi. Airfares start at $119 for a one-hour flight.
Who would pay five times the price to save less than 90 minutes? Those wealthy enough to value their time that highly would pay the extra $20 to take the plane. The train’s only advantage is for people going from downtown to downtown.
Who works downtown? Bankers, lawyers, government officials and other high-income people who hardly need subsidized transportation. Not only will you pay $1,000 for someone else to ride the train, but that someone probably earns more than you.
Trucking interests were represented at last weeks Texas HSR Corp. and the National Multimodal Steering Committee joint meeting in Little Rock. It is a group firmly rooted in the 20th. century and determined to force the defeat and destruction of anything that might interfere in their own perceived best interests.
TIME: U. S. bullet trains June 22, 2009
Posted by patlynch in Passenger Rail Politics, Passenger Rail Transportatio Policy, United States High Speed Rail.4 comments
TIME has an analysis of high speed rail developments that is not too horribly misinformed. It correctly highlights the political minefield that awaits proponents in Florida, but drifts into simplistic buzzwords.
Liberals tend to romanticize trains (because the French use them) and conservatives tend to disparage them (because the French use them). But while the U.S. probably can’t recreate the charming ride from Paris to Lyon, it also can’t keep treating rail like a loathsome relic. Since World War II, the U.S. has poured almost $2 trillion into highway and aviation systems, while passenger rail — like the wheezing federal Amtrak line — has received less than 3% of Washington’s transportation dollars. Obama argues the U.S. needs, economically and environmentally, a rail revival in order to relieve stressed auto and air infrastructure. That means emulating the long-established high-speed (more than 110 mph or 177 kph) passenger rail systems in Europe and Asia.
Ah, the French! (Do people actually pay for this gibberish?)
Moving right along. the story does (amazingly) suggest that a revival of more conventional trains operating in the 110 mph range may be in our future. This has a pleasant tone and is agreeable to the TFA position.
However, having spent three days with the Texas High Speed Rail Corporation board (video interview with Maureen Dickey, David Dean, and Temple Mayor Bill Jones below) I am forced to step back and consider some contradictory viewpoints. Texas folks make a good case for true European style HSR.
There must be great care taken in selecting any project as a demonstration. HSR needs lots and lots of population and feeder lines at both ends to pay for the substantial construction costs. The social ane economic value of true HSR is tremendous. The experiences in Taiwan and Spain are held up as examples.
Two points. The presence of true HSR (200 mph.) shrinks a region and brings cities and businesses closer together. Second, the population growth forecast for some already booming areas is staggering. Building more highways is an economic and environmental catastrophe of Katrina proportions.
The opposition of some “conservatives” to an economic engine of such potent and proven power is totally astounding. Is there something wrong with higher property values and easier commercial relationships?
America needs a high speed rail of international standards somewhere. We also need to grow and mature the market for conventional trains between cities that can sue them and strengthen the network of long distance trains that support all of it. They all work together.
Illinois-Missouri governors plan joint press conference on high speed rail June 22, 2009
Posted by patlynch in Passenger Rail Politics, United States High Speed Rail.add a comment
The federal standards define HSR at 110 mph, which seems to grant an advantage to the Midwest High Speed Rail Association. Although supporters of the Texas-T-bone claim Midwest programs are not in the running for the $8 billion in federal money (scroll down to our coverage of the recent Texas High Speed Rail Corp. board meeting below), the St-Louis-Chicago corridor appears to be a mature concept with strong political support and the proper market conditions regarding population.
Triangle Business Journal reports there will be some developments today.
Missouri Gov. Jay Nixon and Illinois Gov. Pat Quinn plan to hold a joint news conference Monday afternoon at the St. Louis Gateway Amtrak Station regarding efforts to land stimulus money for a high-speed rail line between St. Louis and Chicago.
patlynch
Logan Nash
