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Passenger Rail Advocate and Former KZIA President Dies

Eliot Keller of rural Iowa City, a longtime leader in the Eastern Iowa radio industry and passenger rail advocate, died Monday of complications from Lou Gehrig’s disease.

Keller, 62, was the former president, treasurer and general manager of KZIA Inc., which operates KZIA-Z102.9, 102.9 HD-2, KGYM 1600 ESPN and 102.9 HD-3 in Cedar Rapids.

Keller’s 42-year radio career included co-founding KRNA in Iowa City, and work in news departments at WOC AM-TV (now KWQC-TV) in Davenport, and at WHBF AM-FM-TV (now WKBF-TV) in Rock Island. He worked at WSUI in Iowa City and at the Daily Iowan while at the University of Iowa.

In 2009, Keller was named to the Iowa Broadcasters Hall of Fame by the Iowa Broadcasters Association. The Iowa City Area Chamber of Commerce awarded Keller the Russell Slade Award for a lifetime of service the same year.

A longtime proponent of rail passenger service, Keller was excursion chair of the Iowa Association of Railroad Passengers for more than two decades. He also chaired the Iowa City Area Chamber of Commerce’s Legislative Council, and earlier the council’s transportation subcommittee.

For nearly three decades, Keller served on the board of the Mid-Continent Railway Historical Society in North Freedom, Wis. He also served on the board of the Muscular Dystrophy Association’s Iowa state chapter.

Keller is survived by his wife, Sandra, of 39 years,; his daughter, Nicole M. Keller of Indianapolis, and his grandson, Cole M. Bush. Other survivors include his sisters-in-law Sharon Caruso of Phoenix and Sue Murphy of Ely.

No funeral service or memorial celebration are planned in accordance with Keller’s wishes. Memorial contributions may be made to the Iowa Impact Endowment Fund of the University of Iowa Foundation in Iowa City; the endowment fund of the Community Foundation of Johnson County in Iowa City or the Midwest High Speed Rail Association, Chicago.

Passenger Rail Has A New Life in the U.S.

Passenger rail supporters have been waiting a long time for an environment like this: A president not only endorses passenger rail, but backs up his rhetoric with real dollars. The proposed budget for high speed rail is $5 billion over the next five years. On top of that there was $8 billion appropriated in the Stimulus bill for high speed rail development. Obama reiterated his strong support for passenger rail at an event last week where the administration unveiled their strategic plan for expending the stimulus funding.

Now that President Obama has provided the framework for developing high-speed rail, passenger rail advocates should turn their attention to working on getting Congress to provide a stable funding source for rail in the upcoming surface transportation authorization bill. This is a bill that used to be called “The Highway Bill” but over the years was expanded to include transit and now some think intercity passenger rail is in a very good position to claim part of the national transportation policy funding.

The Chairman of the House Transportation and Infrastructure Committee, James L. Oberstar, has been a long time supporter of passenger rail but said he hadn’t considered including rail in the highway and transit measure when it comes up for reauthorization. He indicated that if the administration really wants to pursue intercity passenger rail it will have to bring concrete proposals to the table for a dedicated revenue source, which won’t be easy.

“It hadn’t been on our agenda, and we could do it as part of this package, but we need to see what their proposal is,” said Oberstar, D-Minn. “It’s been difficult to figure out a dedicated revenue stream the way we did for the Highway Trust Fund.”

Federal passenger rail programs are authorized in a separate bill, but unlike highways, the rail funding is discretionary and subject to the annual appropriations process. The problem with that is that after all the “guaranteed spending programs” are funded there is usually not much left in the appropriations process for intercity rail.

Last year, Congress reauthorized the passenger rail programs for the first time in more than a decade. But transportation groups say it’s time to include rail in the overall surface transportation debate. Some believe that this country really has no national transportation policy. We throw money at infrastructure without thinking through what the implications might be.  Former airline executives, Gordon Bethune of Continental Airlines and Robert Crandall of American Airlines, have publicly stated that the U.S. should do what governments in Europe and Asia have long done—build high speed rail lines for short distance travelers and free up runway and air space for long distance flights. But in a stovepipe transportation policy decisions are made in a vacuum.

If one of the objectives of the next transportation bill is to encourage the development of more fuel/carbon efficient modes of transportation, there are a number of measures that Congress could pursue, but the one that will have the most immediate impact is the one that will demand more from those modes of transportation that are currently the most fuel and carbon efficient—that means more rail. Today, our transportation policy makers place entirely too much emphasis on those modes of transportation that significantly contribute to our dependence on foreign oil. While we need all of the various modes of transportation, we desperately need more balance in our nation’s transportation policy—one that makes us less dependent on foreign oil as well as one that reduces greenhouse gas emissions.

Obama announced April 16 his plans to begin using the $8 billion high-speed rail seed money that he insisted upon including in the economic recovery package for ready-to-go projects such as grade improvements on existing lines. Reaching his goal of European-style high-speed rail will take a much larger spending commitment.

In a statement from the Transportation Department, the administration lays that task on Congress.

“Additional funding for long-term planning and development is expected from legislation authorizing federal surface transportation programs,” the release says.

But there will be push back.  The current trust fund that provides funding for both highway and mass transit accounts is not sustaining its current programs. John Horsley, president of the American Association of State Highway and Transportation Officials, said lumping rail into that mix is not the answer. Instead, the organization is urging Congress to create a separate passenger rail account. However, that is easier said than done.

When there are limited amounts of funding for transportation spending (as there certainly is today), policy makers need to make sure they have the metrics to measure what all of the costs are before they invest in a particular mode.  For example, if it costs $1 billion to build a highway we need to understand that that is not the only cost.  We also need to measure the cost of what that highway will mean in terms of carbon emissions clean up, urban congestion costs, noise abatement, accidents and most of all the costs of having a transportation system that is  the largest in the world and is almost entirely responsible for our nation’s dependence on oil as the major source of energy.

Some believe that a rail title in the surface transportation bill would build upon existing grant programs approved in last year’s Amtrak bill. It is likely the surface transportation bill would be the vehicle to enhance programs and increase funding for passenger rail.

That rail law also includes a provision that directs the Transportation Department to solicit proposals from private entities interested in building high-speed rail. Congressman John Mica of Florida, ranking Republican on the House Transportation and Infrastructure Committee, was the leading advocate for that provision.

It is likely that Mica would support a high-speed rail component in the surface transportation bill but would be looking to do so in a way that included an emphasis on private sector partnerships. Some think that either a cap and trade system or a carbon tax may be the basis for the way the government funds more efficient transportation infrastructure.  But, that policy is still very controversial and unsettled. 

No matter where the funding comes from, rail advocates are emboldened by support from the White House that reverses previous administration’s opposition to funding Amtrak and passenger rail.

House Holds High Speed Rail Hearing.

The House Transportation Appropriations subcommittee held a hearing on April 1, 2009 (I wonder why they did this on April Fools’ Day) to discuss the future of high speed rail in the U.S.

Witnesses included the General Accountability Office (GAO), BNSF Chairman and CEO Matt Rose, Director of Ohio DOT (Jolene Molitoris) and Amtrak President and CEO Joe Boardman.  Copies of the complete statements of each witness can be found at: http://appropriations.house.gov/Subcommittees/sub_tranurb.shtml

Most witnesses appeared concerned that the government is about to spend $8 billion for high speed rail without the benefit of a strategic plan in place.  Many of the members of the subcommittee concurred. Although it was mentioned that DOT is required under the law to provide Congress with a plan on how they intend to utilize these resources by April 17^th and then detailed guidelines on how the funding should be spent by mid June.

Virtually every member of this subcommittee appeared to be supportive of high speed rail but they all seemed to have a slightly different concept of what high speed rail meant to them.  Some thought we could do no better than what we have in the Northeast Corridor, some envisioned something less than that and others saw a need for 150 mph trains on a dedicated high speed rail track.

Chairman Olver said he was surprised by the sudden “out of the blue” windfall of $8 billion in the stimulus bill. Nevertheless, Olver was clearly supportive of the need for high speed rail but he was not very clear about where this committee (which is responsible for all federal transportation spending) will go with this issue. 

Congwoman Kaptur (OH) was the biggest proponent of very high speed and mentioned the European model as the one we should pursue. Cong. Roybal-Allard (CA) was very negative about any new infrastructure or even expanding existing infrastructure because she said it divide poor communities and they never have any say over what gets built. I suspect we will hear a lot more “not in my back yard” comments if the California project takes off.  This is often one of the biggest problems with building new infrastructure because of the displacement of people in communities. Other members expressed doing as much as we can on an incremental basis. There was no consensus here and a huge leadership vacuum.

GAO suggested that we do not have the tools to adequately measure the costs and benefits of high speed rail. They said it is not a quick answer to relieving congestion because it is costly, risky and takes years to develop and requires a lot of up-front cash. But they added that HSR could have substantial benefits if done right. Suggesting we need much more planning.

Matt Rose was a pretty strong proponent for high speed rail for someone who is a freight railroad CEO.  Although he did say that while his railroad welcomes passenger trains, his first principle is “Do no harm to the freight side” and said that we must make sure that we have the capacity to meet everyone’s needs if we intend to use the freight railroad infrastructure in any way. Rose extolled the virtues of a dedicated high speed rail system but recognizes the high cost of achieving that objective.  Mr. Rose did point out that in a carbon/energy constrained environment anything can happen and that we will need to do things differently if we ever expect to reduce our dependence on foreign oil and lower carbon emissions. The BNSF CEO appears to recognize that expanded capacity for passenger rail on freight railroads could also mean expanded capacity for freight as well if the parties were able to deal with the big liability issues that result when passenger and freight are mixed.

The Ohio DOT witness had the longest statement and the least substance—they were pushing for the 3-C Corridor.

Mr. Boardman was subtly making the case for incremental high speed rail i.e. like the kind Amtrak could provide and seemed negative about any policy that would pursue the idea of a dedicated right of way like the European type high speed rail systems. His pitch was that we could do a lot more if we used the limited resources on more traditional corridor operations.  He suggested to the committee that Amtrak should do much more in the way of electric traction operations like the Northeast corridor and once again pushed for replacing the catenary on the southend of the NEC and extending it to Richmond.

Congressman La Tourette (R-OH) raised some very good questions about high speed rail and came across as one of the potential leaders of this subcommittee. He, of course, once chaired the Railroad Subcommittee of the Transportation and Infrastructure Committee and appears to know his stuff.  For example, he told Matt Rose that railroads have a common carrier obligation to carry hazardous materials regardless of the liability concern and should have a similar obligation to accommodate passenger service, suggesting that railroads should not try to stick the passenger carriers with all the costs of liability.  He also told the panel of witnesses that if we are really serious about high speed rail we will need to change the regulations that basically turned the Acela into a moderate speed tank that resulted in braking defects and other problems. He suggested that the Acela could be capable of much higher speeds but because of government regulation Amtrak’s Acela service will never achieve those speeds.

One bright spot was that the ranking minority member on the subcommittee, Tom Lantham (IA) said at one point that the U.S. would be much better off if we spent more money on high speed rail (he said $1 trillion) and less bailing out the banks. This was particularly refreshing because we have had  many years of minority members on this subcommittee fighting funding for intercity passenger rail. 

Amtrak Project Goals Under The Stimulus Bill

The following are some of the projects Amtrak says it will undertake with funding they will receive from the Economic Stimulus package.

Wilmington Station Restoration

The Wilmington Train Station is one of the few passenger stations with the railroad operating

directly over it. The station’s current track bed and platform waterproofing has failed and is

need of extensive repair. Both exterior and interior areas of the station are in a state of disrepair due to years of deferred maintenance. Phase I will address the waterproofing and track replacement, installation of new curbing, stairwell enclosures and canopies, exterior building restoration, brick repair on sidewalks, repair and replacement of exterior façade, and repairs to platform support structures. Phase II will address interior reconstruction.

Returning Rolling Stock to Service

This program speaks directly to ARRA’s priority of expanding passenger rail capacity through

the rehabilitation of rolling stock. ARRA funding provides Amtrak the opportunity to bring

wrecked and old equipment, including 21 long distance cars, 60 Amfleet cars and 15 P-40

locomotives, back into service. The hiring of new employees will provide an opportunity to

have trained mechanical personnel actively employed who will be able to smoothly transition

into positions made available through attrition in Amtrak’s Beach Grove and Delaware shops at

the end of this 2-year program. This will minimize the downtime that occurs during recruiting,

training periods and learning curves. The work will bring the rehabilitated long-distance and

Amfleet equipment into compliance with the Americans with Disability Act (ADA).

Replacement of Niantic Bridge

Amtrak has identified several major bridges that can no longer be economically repaired to

provide reliable operations and therefore require replacement. The capital investment required

for each bridge replacement is substantial, depending on the bridge, and often has been deferred

due to constraints on Amtrak’s annual capital authorizations. Most recently, Amtrak completed

the replacement of the Thames River Bridge in Connecticut and has substantially completed

design on the replacement of Niantic River Bridge, also in Connecticut. Funding from ARRA

will enable Amtrak to replace the Niantic River Bridge.

Passenger Information Display System (PIDS)

The purpose of this project is to develop a PIDS solution that is scalable to any size Amtrak

station and satisfies ADA requirements for disseminating train status information to passengers

with hearing or vision impairments. ARRA funding will enable Amtrak to pilot a test design in

FY2009 with full deployment to begin in FY2010. The pilot will include the integration of the

hardware, software, electronic signs, and infrastructure necessary to support a fully functional

PIDS in three pilot stations. This project will address not only ADA requirements but general

customer service requirements as well by delivering consistent displays and information across

stations and, ultimately, across Amtrak’s sales distribution channels. It also provides process

efficiencies by automating cumbersome, manual processes and bringing all PIDS infrastructure

(with new fiber and copper cabling enhancements) up to a state of good repair.

Sanford Station Restoration

The Auto Train station at Sanford, Florida has reached the point of full capacity. The original

waiting room can only hold between 15 and 25 percent of the total passengers waiting to board

the train. Following a hurricane, the station was damaged and a temporary tent was constructed

on site to provide additional waiting facilities yet there still is not enough space for all the

passengers. The project includes exterior and interior renovation of the existing Sanford

passenger station building, a new building addition, demolition of existing ancillary buildings,

new paving and parking, new sidewalks and platforms, and above- and below-ground utility

upgrades. These improvements will provide long-term economic benefits to Amtrak’s vital Auto

Train service and enhance the customer’s travel experience.

Fixed Bridges

A number of Amtrak’s fixed bridges are included in its state of good repair infrastructure

backlog. ARRA funding will enable Amtrak to renew 10 of these bridges, located along the

NEC in Delaware, Pennsylvania, Connecticut, and New York. Over 450 full-time equivalent

positions are expected to be created to complete this work.

Concrete Ties

The installation of approximately 80,000 concrete ties per year, including curve patch rail in

certain areas, will require the deployment of Amtrak work crews up and down the New England

division. Estimates are that over 400 jobs will be created for this work over the course of the

project. The work includes the purchase, transportation and distribution of ties, rail and ballast;

removal and crushing of old concrete ties, and the operation of track laying machines and tie

cars.

Amtrak.com Re-launch

The replacement of the Amtrak.com website with a new and improved version will provide

Amtrak customers with more user-friendly ticketing and travel planning services. In addition,

the ARRA funding will allow Amtrak to preserve the jobs of those contractors who have been

working with Amtrak personnel on the detailed technical requirements as well as to create

additional job opportunities. Project development will continue throughout FY2009 with a

scheduled re-launch of Amtrak.com planned for early FY2010.

Customer Relationship Management (CRM)

The development of a fully integrated customer information system will leverage the work that

already has been done by Amtrak contractors and create additional job opportunities as we

further advance the effort. The CRM Data Mart currently houses customer information and will

be enhanced for multi-channel messaging (e.g., email, cell phone) aimed at improving the

customer experience by providing timely information directly to the customer.

Human Capital Management

ARRA funding will enable Amtrak to complete the third phase of its overall Employee

Information Management (EIM) Program. This phase includes the automation of Human

Resource activities pertaining to training, recruiting, competency management and qualifications,

employee access to personnel information, and personnel actions (hiring, separations, transfer,

etc.). This will provide business process efficiencies and significantly enhance Amtrak’s overall

talent management efforts. In addition, acceleration of this project will save 31 existing jobs and

create additional opportunities to expand and complete improvements.

General Facility Maintenance and Repairs

Deferred maintenance and under-funding over the years have left many Amtrak maintenance

facilities and employee commissaries in a state of disrepair. Amtrak plans to use approximately

$100 million of ARRA funding on facility improvements throughout the country. The work will

include repairs and upgrades to roofs, heating systems, lighting systems, access roads, inspection

pit drainage, wayside power systems, emergency power systems, inspection pit platforms, water

and compressed air systems, sewer lines, building construction, and façade rehab. In many cases,

these projects can put people to work immediately and estimates are that an additional 840 jobs

will be created.

Transmission Renewal at Safe Harbor

ARRA funding will enable Amtrak to design and construct a replacement for most of the

transmission line system from Safe Harbor to Atglen, Pennsylvania. The Safe Harbor

Generating Station, the second largest station on the Amtrak system, has outlived its useful life.

Amtrak engineers have identified the need to replace this station to avoid increasing maintenance

costs, more frequent power outages, as well the costs for local environmental remediation as a

result of structure decay along the route. Amtrak intends to retire the original transmission line

system, including catenary and transmission structures, insulators, conductors, and foundations,

in the same 24 miles of right of way. This project will improve train service, while creating

roughly 250 full-time equivalent positions to complete this work.

Acceleration of Train Communications Project

Amtrak has been working to equip each diesel locomotive with a Locomotive Video

Recorder/Train Communication Data (LDVR/TCD) system. This will enable each locomotive to

transmit and receive real-time data to help Amtrak employees make better-informed operational

decisions and optimize train operations, thereby enhancing customer service. The system has

capabilities to communicate information about train tracking and movement, fuel monitoring and

measurement, locomotive health, locomotive video, and provide on-board communications.

Funding from ARRA will enable the project team to accelerate system-wide installation, which

is currently underway. The team can install 196 complete LDVR/TCD systems with the extra

funding.

Mobility First

The Mobility First Program is an immediate-action program to eliminate or reduce the physical

barriers that prevent access to intercity trains for passengers in wheelchairs. The goal of Mobility

First is to provide as much improved accessibility for as many mobility-impaired travelers at the

stations that are part of the program within the time period of the Recovery Act. The program

includes the elimination of vertical barriers through the use of wheelchair lifts or min-high

platforms with bridge plates and other improvements to train access pathways. Funding from

ARRA will expand the program to include more stations throughout the Amtrak network. The

acceleration of Mobility First station improvements is expected to provide jobs across the

country, improving local employment levels while increasing the level of accessibility for

passengers in wheelchairs.

Security and Life Safety

Amtrak prepared a rail security list based upon the Department of Homeland Security (DHS)

approach that is balanced between the following concepts:

 Deterrence, Detection and Prevention – monitoring information flow and threat to

become aware of an incident and identifying opportunities for mitigation; and,

 Response and Recovery – preparing and strengthening response capability as well as

maintaining or returning operations soon after an incident

Addressing these aspects of a security posture allows Amtrak to invest in key aspects to both

mitigate terrorism risks and maintain the operability of the railroad during or following an

incident. Therefore, Amtrak is moving toward the management of risks identified in a

comprehensive and systematic infrastructure protection and operational criticality review.

Amtrak will also simultaneously work to improve the equipment of our first responder agencies

and enhance the redundancy of key operating infrastructure systems, and the resilience of the

railroad as a whole.

Deterrence, Detection and Prevention

Motivated in large part by the March 2004 attack on the Madrid, Spain commuter rail system,

DHS contracted Science Application International Corporation (SAIC) to perform a full

spectrum risk assessment on Amtrak facilities and critical assets throughout the continental

United States.

Performed in three phases from 2005 through 2008, the resultant analysis identified, through

normative scoring, and ranking those assets that would represent the greatest challenge to

Amtrak and to the nation if successfully interdicted, damaged, or destroyed. The methodology

employed by SAIC involved detailed objective calculation of major factors including

consequence of loss, criticality, vulnerability, and likely threat.

SAIC’s analysis provided recommended remediation in addition to the ranking of risk, as well as

a cost-benefit analysis of the value that potential remediation would represent if implemented.

Security Project Selection Methodology

Thus informed, Amtrak leadership engaged other agencies, such as the Lawrence Livermore

National Laboratory and the National Guard, to derive detailed remediation solutions for high

risk score assets and locations. Amtrak followed the prioritization scheme developed from the

initial assessments and the secondary more in depth studies to produce a “roadmap” of its

deterrence, detection and prevention priorities. These priorities were then translated into a set of

initiatives, an illustrative list of which is presented below:

 A Secure Network – which provides an integrated assessment and risk management

environment embedded within a robust network that integrates voice, video and data on a

wired topology. This provides a common backbone for secure access control, CCTV and

interoperable communications;

 Intrusion detection and deterrence investments designed to enhance surveillance

capabilities for the protection of critical nodes throughout the intercity passenger rail

network;

 Hardening of the most critical stations, rail yards, associated facilities, trackage and

interlockings by creating setbacks consistent with federal standards for protection against

Vehicle-borne and singular improvised explosive device (VBIED and IED) threats; and,

installation of protective bollards, high security fencing, CCTV systems, blast

curtains/Mylar film protection, and airborne particulate detection systems;

 Hardening of Bridges and Tunnels – including installation of fencing, CCTV and access

control systems;

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High-Security Fencing and Gate Checkpoints – installation of high security fencing at

critical areas along the rail system in targeted areas to secure the infrastructure and

managed facility access at priority locations.

Building America’s Future Coalition Push Transportation Infrastructure/High Speed Rail

The governors of California and Pennsylvania and the mayor of New York City Gov. Arnold Schwarzenegger, R-Calif., Gov. Edward G. Rendell, D-Pa., and Mayor Michael Bloomberg, I-N.Y., are leaders of the “Building America’s Future” coalition, met Friday with President Obama to push for proposals to invest in high-speed rail and create a National Infrastructure Bank.

With Congress scheduled to begin marking up a budget resolution next week, the event aimed at building support for spending on transportation needs. Obama has been getting a lot of push back from Congress on the cost of his budget.

“We let the president know, we are 100 percent behind him on this, to go out and sell this to the American people,” Schwarzenegger said.

Rendell said Obama’s proposal for an infrastructure bank is a key to repairing the nation’s aging transportation infrastructure. Obama has proposed investing $5 billion in fiscal 2010 to start the bank. The bank would fund projects of national or regional significance and would not replace existing transportation funding.

The officials also endorsed the president’s proposal to spend an additional $5 billion for high-speed rail grants beyond the $8 billion already appropriated in the economic stimulus package. The $5 billion is part of the Obama budget request sent to Congress recently.  Congress is not expected to give the Obama budget an easy time and everyone that supports more investment in rail will have to let Congressional leaders know they support the high speed rail funds and the infrastructure bank.

Transportation Secretary Ray LaHood, who joined the officials at their White House meeting, said this week that a list of two or three possible corridors to receive that money has already been sent to the White House for review.

Rendell said they told Obama they want the White House to take the lead in proposing transportation initiatives to Congress. He commended the president for supporting infrastructure spending in the stimulus law, but told Obama that was only a start and that “every funding component out there” needs to be considered.

Rendell said they did not discuss the possibility of raising the gasoline tax, which currently pays for the nation’s highways and bridges. But he said it has to be considered.

LaHood has repeatedly said that the administration will not support an increase on motor fuels taxes during a recession. Most transportation experts, however, say a gas tax increase in the short term will be necessary to keep the federal Highway Trust Fund from going broke.

Rendell said that at the end of the meeting, Obama turned to his staff and said, “Let’s get to work.”

White House Nominates Joseph C. Szabo, for Administrator, Federal Railroad Administration, Department of Transportation

Joe Szabo is currently the Illinois State Legislative Director for the United Transportation Union.  As State Director Joe has provided vision and direction to rail safety and regulatory issues and worked with business and civic leaders in the advancement of freight and passenger rail service.  Joe also serves on the Federal Railroad Administration's Rail Safety Advisory Committee participating in the development of federal regulations on rail safety.   Prior to this Joe served as the Mayor of the Village of Riverdale where he managed over 100 employees and budget of $9 Million serving 15,000 residents.  Joe was elected Mayor after serving ten years as a Village Trustee. Szabo hired out with the Illinois Central in 1976, where he worked as a yard switchman, road trainman and commuter passenger conductor. He became an employee of Metra when IC sold its Commuter Division in 1987.

Szabo assisted his father, a 40-year IC switchman and 14-year union officer, with his bookkeeping work as secretary/treasurer of UTU Local 1299.

The Federal Railroad Administration (FRA) was created by the Department of Transportation Act of 1966.  The FRA Administrator plays a big role in Amtrak issues and often represents the Secretary of Transportation on the Amtrak Board.

The purpose of FRA is to: promulgate and enforce rail safety regulations; administer railroad assistance programs (Amtrak is the biggest); conduct research and development in support of improved railroad safety and national rail transportation policy; provide for the rehabilitation of Northeast Corridor rail passenger service; and consolidate government support of rail transportation activities.  Today, the FRA is one of ten agencies within the U.S. Department of Transportation concerned with intermodal transportation.  It operates through seven divisions under the offices of the Administrator and Deputy Administrator.

Mr. Szabo arrives at FRA when it will face one of the biggest challenges it has ever had—implementing a high speed rail policy that now has $8 billion to spend. This will be very difficult for an agency that has never had this level of funding. 

VP Biden Announces Amtrak Funding

FOR IMMEDIATE RELEASE                                  March 13, 2009

Vice President Biden, Railroad Administrator, Members of Congress
Announce Funding for Amtrak in Recovery Act

Washington, DC – Standing at Washington, DC’s Union Station, one of the most traveled railway stations in the nation, Vice President Joe Biden announced that Amtrak will receive $1.3 billion in grant funding from the recently enacted American Recovery and Reinvestment Act (ARRA) to expand passenger rail capacity. He was joined by Jo Strang, Acting Federal Railroad Administrator, along with several members of Congress, including: Senator Arlen Specter (R-PA); Senator John Kerry (D-MA); Senator John D. Rockefeller, IV (D-W.Va); Senator Bill Nelson (D-FL); Senator Frank Lautenberg (D-NJ); Senator Ted Kaufman (D-DE); Congressman Nick Rahall (D-W.Va.); Congresswoman Corrine Brown (D-FL); Congressman Elijah Cummings (D-MD); Congressman Rick Larsen (D-WA); Congressman Christopher Carney (D-PA); and Congressman Andre Carson (D-IN).

"Over 28 million passengers ride Amtrak each year. That’s about 500,000 passengers a week – or 80,000 a day," said Vice President Biden. "For too long, we haven’t made the investments we needed to make Amtrak as safe, as reliable, as secure as it can be. That ends now. The funds in the Recovery Act for Amtrak will help create jobs and at the same time, repair and update critical needs of our nation’s infrastructure."

"This is the Obama Administration keeping its promise to America," said Secretary LaHood. "We are investing in jobs that will allow Amtrak to add and modernize cars and engines and upgrade its tracks. We are getting transportation money to Americans quickly in order to get the American economy going again."

ARRA funding will roughly double the size of Amtrak’s capital investment program over a two-year period. It will be used to upgrade railroad assets and infrastructure and for capital projects that expand passenger rail capacity.

Among the improvement projects that will be undertaken are replacement of a major drawbridge on the Northeast Corridor (NEC), repairs to Amtrak facilities nationwide, the repair and return to service of nearly 70 stored and damaged passenger cars, and the rehabilitation of major elements of the NEC electrification system.

Repairs to passenger cars will be performed at Amtrak’s facilities in Beech Grove, Indiana, and Bear, Delaware, where Amtrak plans to hire skilled workers laid off from jobs at recently shuttered manufacturing facilities located nearby.

In addition to helping Amtrak achieve a state of good repair for its critical infrastructure and assets, the projects to be funded through the ARRA will result in tangible benefits to Amtrak’s passengers, including increased capacity (with fewer sold-out trains), improved operational reliability, and increased passenger comfort and accessibility at stations. Refurbished rolling stock that is returned to service may also be available for use on new State-supported routes.

The Vice President also noted that Amtrak’s hiring for ARRA projects represents a major investment not just in infrastructure, but also in the railroad’s employees. As a large portion of Amtrak’s skilled workforce nears retirement age, workers hired for ARRA projects will be trained and ready to step in to a long-term role on the railroad.

The economic recovery funds will be managed through a formal grant agreement between the Federal Railroad Administration (FRA) and Amtrak, consistent with ARRA transparency and accountability requirements, including those related to job creation, assisting those areas most impacted by the recession, making investments that increase economic efficiency and provide long-term economic benefits. The grant agreement will also ensure timely expenditure of the funding within two years and ensure that Amtrak complies with newly established financial, operational, and customer service standards.

for more information on the impact the American Recovery and Reinvestment Act of 2009 will have on passenger railroads.

Examples of Amtrak Projects to be Funded through the American Recovery and Reinvestment Act (ARRA)

Replacement of the movable bridge over the Niantic River on the Northeast Corridor in Connecticut - $105 million. In the largest single Amtrak project to be funded through the Recovery Act, Amtrak will replace the 102-year-old drawbridge which carries the Northeast Corridor over the Niantic River near East Lyme, Connecticut. The replacement of this aging bridge has been planned for over 20 years, but has been repeatedly deferred due to a lack of capital funding for Amtrak. Any further delay in replacing the bridge would result in the imposition of significant speed restrictions over the bridge (with resulting increases to passenger’s travel times), and potentially a major disruption to passenger rail service between New York and Boston were the bridge’s moving machinery to fail in the open position. Amtrak estimates that the bridge replacement will result in 860 person-years of work for those directly employed in the bridge construction.

Rehabilitating and returning to service 68 stored or damaged passenger cars - $82 million. With $82 million in Recovery Act funding, Amtrak with rehabilitate and return to service 68 passenger cars that are have long been in storage due to damage and lack of funding for necessary repairs. Once returned to service, many of the cars (which include among them both corridor and long-distance equipment types) will be used to alleviate capacity constraints on heavily-traveled trains, while others may be made available for new State-supported Amtrak services. The cars will be repaired at Amtrak’s maintenance of equipment facilities in Beech Grove, Indiana and Bear, Delaware, both located near recently closed manufacturing facilities in areas that have been hard hit by the economic downturn. Amtrak anticipates hiring 125 workers to work on this project.

Rehabilitation of the Lamokin frequency converters in Chester, Pennsylvania - $63 million. Using $63 million in Recovery Act funding, Amtrak will entirely rebuild three rotary frequency converters, which form a key element of the power supply system for the Northeast Corridor, located in Chester, Pennsylvania. Known as the "Lamokin Converters," they were placed in service in the 1920's as part of the Pennsylvania Railroad's electrification of its mainline between Philadelphia and Wilmington, Delaware (on what has since become Amtrak's Northeast Corridor (NEC)). Since that time, the three 16 megawatt motor-generator sets located at the site have been in continuous use to convert commercial electric power, which operates at 60 Hertz alternating current, to the 25 Hertz alternating current that powers Amtrak and commuter trains along the NEC south of New York City.

After over 80 years of continuous use, the Lamokin frequency converters are in dire need of major rehabilitation to ensure their future reliability. As demonstrated by the power outages that crippled Amtrak and commuter rail service in the Northeast on several occasions in 2006 (the causes of which were traced to frequency converting equipment), the reliable supply of electric power is essential to the NEC remaining one of the county's most energy-efficient examples of transportation infrastructure. Through this project, the three rotary converters will be entirely rebuilt with rewound motor coils, new stator coils, and new collector rings, allowing them to continue to serve passengers on the NEC for generations to come. Amtrak estimates that the project will result in 504 person-years of work for those directly employed in the rehabilitation of the frequency converters.

Repairs to Amtrak facilities nationwide - $105 million. In the most wide-reaching of Amtrak’s Recovery Act-funded projects, dozens of aging Amtrak facilities throughout the country will be the target of significant repairs, such as roof replacements, plumbing repairs, heating and air conditioning improvements. Throughout the recent history of inadequate capital funding for Amtrak, these projects, which include work on stations, maintenance facilities, crew facilities, and warehouses, have been repeatedly deferred due to more pressing investment requirements. The additional capital funding provided through the Recovery Act will allow these projects (plans for many of which have been sitting on the shelf for years) to move forward quickly. Amtrak anticipates using local contractors throughout the country to perform this work, resulting in an estimated 860 person-years of work.

Restoration of the Wilmington, Delaware station - $21 million. With $21 million in Recovery Act funding, plus additional funding from the State of Delaware and other sources, Amtrak will make restorations to Wilmington, Delaware’s historic century-old Victorian train station. The project will incorporate the rebuilding and restoration of the interior of the station buildings, improvements to make the buildings entirely accessible for those with disabilities, restoration of the building's terracotta façade, and the replacement of the track and supporting infrastructure which runs through the station. In addition to increasing comfort and convenience for passengers using Amtrak’s eleventh busiest station, the project includes the construction of a third high-level platform, which will significantly increase the capacity of the station. Amtrak estimates that the project will result in 168 person-years of work for those directly employed in the restoration of the station.

Construction of a new station for the Auto Train in Sanford, Florida - $10.5 million.

With $10.5 million in Recovery Act funding, Amtrak will construct a new station at the Auto-Train’s southern terminus in Sanford, Florida. The Auto Train, one of Amtrak’s best performing long-distance services, and one of the nation’s most innovative forms of intermodal passenger transportation, transports passenger together with their private automobiles non-stop from Lorton, Virginia (15 miles south of Washington, DC), to Central Florida. The new station will replace temporary facilities that have been in place since the destruction of much of the previous station by the 2005 hurricanes, and will provide Auto Train passengers with a more comfortable waiting area and allow for faster, more efficient boarding operations. Amtrak estimates that the project will result in 84 person-years of work for those directly employed in the construction of the new station.

Installation of Positive Train Control on the Amtrak-owned Michigan Line (Porter, Indiana – Kalamazoo, Michigan) and the south-end of the Northeast Corridor (New York – Washington). Amtrak will invest $60 million in Recovery Act funding in installing Positive Train Control (PTC) on its Porter, Indiana to Kalamazoo, Michigan line (used by Chicago – Detroit trains) and on the south-end of the Northeast Corridor (between New York and Washington). PTC is an advanced signaling technology that can prevent train-to-train collisions, over-speed derailments, train incursions into roadway work zones, and movement over switches improperly lined. The installation of PTC by 2015 on all routes used by intercity passenger trains is mandated by the recently enacted Rail Safety Improvement Act of 2008. The Recovery Act funding will allow for the acceleration of the installation of PTC on lines owned by Amtrak, and will result in an immediate safety benefit, along with potential trip-time reductions where the advanced signaling system will allow for increased speeds.

Transportation Funding

Change does not always come easily.  A bipartisan group of House and Senate members sent a letter to President Obama urging him to reconsider an “ill-advised proposal” to open up highway and aviation spending to the appropriations process which was included in the Obama administration budget outline released last week.

The administration’s budget proposal for fiscal 2010 includes a request to make all transportation spending discretionary, which would tear down a firewall that has protected the federal Highway Trust Fund and the Airport and Airways Trust Fund from being raided to help finance other domestic programs. (See story below)

The administration said the goal was to improve transparency, but the lawmakers said in their letter that it would have the opposite effect.

“If any budget process reforms are to be made, they should serve to increase the separation of Trust-Funded programs from non-Trust-Funded programs.” But there are others who believe that there should be a trust fund for all transportation funding and not just some.  Intercity passenger rail (and freight rail) has been on the short side of funding over the last few decades and some of that is due to the fact that guaranteed spending programs use up most of the resources available for transportation.  If we are going to guarantee spending for transportation, every mode should be covered.

The letter was signed by some 14 Democratic and Republican members of both the House and Senate who hold key positions on authorizing and tax writing committees. Two GOP members of the Senate Appropriations panel — Sen. Kay Bailey Hutchison of Texas and George V. Voinovich of Ohio — also signed on.

Among those expressing their concern were House Transportation and Infrastructure Chairman James L. Oberstar, D-MN and ranking member John L. Mica, R-FL, and Senate Public Works Chairwoman Barbara Boxer, D-CA, and ranking Republican James M. Inhofe, R-OK.

Obama Transportation Budget

President Obama’s fiscal 2010 budget blueprint includes a proposal to tear down the “firewall” around highway and transit funding and make it subject to the annual appropriations process.

Currently, the transportation authorizing committees set the contract authority spending levels to ensure federal Highway Trust Fund revenues cannot be diverted to other domestic purposes.

The protection was put in place in the 1998 highway law to stop the practice of appropriating less for highways than the gasoline tax was generating for the trust fund. The Appropriations committees in Congress have complained in the past that these “guaranteed spending” programs wall off parts of the discretionary budget and cause other key transportation programs to be under more severe budget pressure.  Appropriators never liked guaranteed spending programs because they believe that they skew transportation priorities inappropriately by increasing highway, transit and airport spending while underfunding things like high speed rail and long distance intercity rail passenger service.

The budget included no details about Amtrak but did indicate that the Obama administration want to invest $5 billion over the next 5 years for high speed rail development.  That funding comes on top of the $8 billion made available in the Stimulus legislation that is now law.

Obama Budget Calls for More High Speed Rail $$’s

President Obama's first budget carries a price tag of $3.55 trillion, with about $1.13 trillion for discretionary spending. Even with President Obama's pledge to halve the deficit that number is likely to set off a war of words in Congress.

The Obama budget proposes spending $5 billion over the next five years on a program providing states with grants for the development of a national high-speed rail network. That request comes on top of the $8 billion in grants for high speed rail that was in the stimulus bill.

Here is what the budget summary says:

Initiates a New federal Commitment to high Speed Rail.

 To provide Americans a 21^st Century transportation system, the Administration proposes a five-year $5 billion high-speed rail State grant program. Building on the $8 billion down payment in the American recovery and reinvestment Act of 2009, the President’s proposal marks a new Federal commitment to give the traveling public a practical and environmentally sustainable alternative to flying or driving. Directed by the States, this investment will lead to the creation of several high-speed rail corridors across the country linking regional population centers.