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With a new administration in D.C., it's time to think outside of the box because passenger rail's survival just may depend on it

Saturday, December 25, 2010

Tackling the Headlines 2

Amtrak-SunRail dispute over
Earlier this month, the national carrier backed down from its demands that could have prevented the commuter project from taking place in central Florida. Amtrak wanted full liability protection in case it were to get into an accident with a SunRail train. The move now allows Florida to purchase part of rail line from CSX.

There are some who said that Amtrak was forced to back down once John Mica was selected as the incoming House Transportation Chairman. I tend to agree with those people because the Winter Park representative has been a fierce critic of Amtrak and has openly stated in the past that he wants to open up the Northeast Corridor and high speed rail up to private competition.

There is another reason why Amtrak's about-face is good news: It means that Amtrak won't use its bully pulpit to goad others into giving it what it wants. The national carrier has used the liability issue to skip out on bidding for the two MARC commuter lines in that CSX is giving up on in Maryland. Last winter, Joseph Boardman sent a letter to four congressional leaders demanding that states and private parties should shoulder the burden or see state-supported services shuttered. The move in Florida is an indication that Amtrak will not back into a position where it has monopoly control of high speed rail or state-sponsored corridors without a fight from its competitors in the HSR field, commuter agencies, or the states themselves.

Lynchburg, say what?
Last month, it was reported that the Lynchburg portion of a Northeast Regional route might not be able to continue after the end of next year due to a funding gap. This is despite the trains exceeding rider expectations and making something called a profit (I know, it's a dirty word among a lot of people in the rail community, but not me). Unlike most Amtrak routes that traverse the state, the Lynchburg route as well as certain Richmond routes is state-supported, so it is up to the leaders in Richmond to keep the money pumping.

I am just baffled that something that makes a lot of sense is in danger of being shut down due to financial reasons, and should be an example for other states that they need to make sure that enough money is allocated to train service if expectations are exceeded and to make sure that they contact other operators to see if they can cover any shortfalls or funding gaps.

1 comment:

  1. The apparent profit on the Lynchburg route is a function of the allocation models being used, so I am very suspicious of it. It does provoke the question though - if the train operates at a profit, how can there be a funding gap?

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