Category Archives: Amtrak

What the new Siemens Chargers mean for riders

From Railway Age:

The first two Siemens SC-44 Charger diesel passenger locomotives have arrived in Colorado for the start of testing at TTCI’s Pueblo, Colo., facility.

Illinois Department of Transportation (IDOT) awarded Siemens a $228 million contract in 2014 to supply 32 of the 125-mph diesel-electric locomotives for use on Amtrak services in the states of Illinois, California, Michigan, Missouri and Washington. The locomotives are being assembled at the Siemens plant in Sacramento, Calif., and the first units are due to be accepted by IDOT in December.

The first options for additional units were exercised in November 2015, when the states of California, Illinois and Maryland ordered a total of 34 locomotives.

In September 2014, Florida East Coast Industries subsidiary All Aboard Florida ordered 10 Charger locomotives to operate its Brightline higher-speed passenger service from Miami to Fort Lauderdale and Orlando, which is due to be launched next year. Assembly of these locomotives is now under way at Sacramento.

The four-axle, AC-traction Charger is the first locomotive to be equipped with the Cummins QSK95 prime-mover. The 95-litre, 16 cylinder engine is rated at 4,400 hp (3.28 MW) and is equipped with Cummins’ Modular Common Rail Fuel System (MCRS) with quad-turbocharging. The QSK95 is also equipped with Selective Catalytic Reduction (SCR) exhaust aftertreatment, enabling it to meet U.S. Environmental Protection Agency (EPA) Tier 4 emissions standards.

For the last few years, Amtrak’s diesel fleet has been pretty static, excluding the rebuilt stimulus P40DC locomotives. However, weather extremes have not been kind to the fleet, and on numerous occasions a host railroad’s locomotive is leading an Amtrak train. I can only imagine the frustration a host railroad has when an Amtrak locomotive has failed on a section of their track, no less the passengers.

The new SC-44’s, as the Chargers are being called, will free up in the Midwest upwards of about 20 locomotives that Amtrak should have overhauled immediately. When Amtrak’s fleet is at peak performance, passenger satisfaction improves. Coming home from the 2014 NARP Spring Council of Representatives meeting, the locomotive I was on (all but certain it was an AEM-7) experienced technical issues a little north of the Metropark station. Eventually the issue was fixed enough so that we could continue on our way, but we were an hour late into New York City.  I have read that the ACS-64 have very good reliability.

Furthermore, as locomotives are being retired, Amtrak should encourage transit agencies across the country to purchase them and even save them in the interim should a state out of the blue decide to start an intercity service or a commuter rail service. Equipment should see as much re-purposing as possible.

Hopefully in the next few years we will see much more reliable and comfortable equipment coming for Amtrak. But that means all of us in the public bring to light that Amtrak and all passenger rail operators in the United States need proper funding and regulation that allows for innovation and growth.

 

May Day, A-Day, Yea Day!

May 1, 1971: Amtrak begins operations. Its creation was an unprecedented taxpayer-funded lifeline to the freight railroads. They were given the authority to get out of the passenger rail business, in return for allowing Amtrak trains priority on their tracks.

Amtrak was not expected to last very long, since most people believed that passenger trains would be completely replaced by the publicly-funded highway and air traffic control systems. But forty-five years later, passenger trains are more popular than ever, despite chronic underfunding.

So let’s celebrate Amtrak’s anniversary by reminding our elected representatives that passenger rail is still an amazingly good value. The “Mayday” from the freight railroads that we answered in 1971 was the right thing to do. Tell elected officials in Congress, state capitols, and city halls to say “Yea!” to rebuilding a robust and reliable national system.

Amtrak is in the train business, part 2

The debacle surrounding this week’s rollout of the new Amtrak Guest Rewards credit cards from Bank of America prove, once again, that Amtrak is in the train business. And it sometimes has significant challenges doing that. So if Amtrak is going to venture outside of its core competencies, it should make sure to do such ventures well, and not in such a way as to have a negative impact on its core mission.

In today’s world, of course, it’s expected that any large travel-related customer-service business will offer the sorts of perks that its competitors do, like “frequent traveler” loyalty programs and co-branded credit cards. These can be significant money-makers, and can reinforce the predilection of a company’s customers to return.

But only if the perks are done well, which arguably, Amtrak’s are not.

The recent announcement of “Amtrak Guest Rewards 2.0” has not made many of its best customers happy, both because the perks have been significantly devalued, and because the new program is much less enticing for the majority of Amtrak passengers who don’t live in the Northeast Corridor.

Then, to top it off, the rollout of the new credit card was botched, due to an error that caused the online application system to reject everyone.

There’s no excuse for such a disaster. While it’s probably true that the application rejections were most likely due to programming errors on the part of Bank of America, Amtrak very obviously didn’t do its due diligence, both during the selection process for its new credit card partner, and the evident lack of any sort of beta testing before the application site went live.

Amtrak, with its chronic underfunding, antiquated equipment and facilities, uncomfortable tenancy with freight railroads, complex employment rules, and opaque accounting, has enough problems as it is. It doesn’t need “loyalty” programs that have the opposite effect of driving away its best customers.

The folks at Amtrak headquarters need to apologize to their customers who have been affected by their recent ventures. Then, they need to think seriously about getting their own house in order before getting into more ill-advised and badly-implemented side ventures. After all, Amtrak is facing significant competition as an operator of passenger rail for the first time in forty-five years. Time to get your act together, Amtrak.

–CH

Update:

I am not suggesting eliminating AGR or the credit cards. I’m saying that they need to be done right in order to meet the needs of both Amtrak and its customers.

I imagine that most of us would have been perfectly happy to participate in focus groups and beta tests before both the new AGR and credit cards were publicly announced. Which would have provided Amtrak with the feedback they needed to work out the bugs, and would have prevented it from getting an unnecessary black eye at a time when it is under scrutiny for other reasons.

Salad dressing and broken-down trains: No way to run a railroad?

I recently saw a letter that was sent to Amtrak President Joe Boardman, with copies to Rep. Mica and the writer’s Congressional representative. The letter focused on two complaints about the writer’s recent trip: how salad dressing was presented in the dining car, and that it was twelve hours late due to locomotive breakdowns.

The writer made the point that these are symptoms of larger issues pervading all of Amtrak, and I agree.

Management of a passenger railroad can’t afford to take their eyes off of any aspect of their operation, no matter how big or small. Amtrak cannot compete on travel time except in certain specific corridors, and they can’t compete on price, so they need to maintain a level of reliability, passenger comfort and amenities that will allow them to find and retain customers among those who aren’t necessarily time-sensitive, but want comfort, and want to get to their destination when they expect to.

In addition, Amtrak is, for better or worse, governed by our elected representatives in Washington, DC, and while most Congresspeople don’t pay much attention to trains, they do hear from constituents about the railroad that you and I pay for.

As the election season heats up, we need to make expanded passenger rail an issue. There are many good reasons that conservatives and liberals alike should support a robust rail network. All of us need to work with our favorite candidates and political parties to make sure that they include pro-rail planks in their platforms. And those platforms should be served by good and frequent trains! 😀

–CH

Amtrak is in the train business

Every time Amtrak transports passengers by bus, or cancels a train, it has failed in its mission. Unfortunately, Amtrak seems to have forgotten this. Indeed, the title of Amtrak.com is “Train & Bus Tickets — National Railroad — USA & Canada.” Every time I see “bus,” I shudder.

I’ll give Amtrak a pass in places where there are no tracks, or for short distances, such as the connections between San Francisco and the East Bay. But it’s time to get serious about plugging the egregious holes in the system map. Amtrak should not be running a fleet of buses between Bakersfield and LA, or between cities where there used to be trains, like New Orleans to Florida, Duluth to the Twin Cities, or Minot to Missoula. Amtrak counts these places as being served by Amtrak, but one or two buses a day is not sufficient.

And when the unexpected happens, Amtrak seems to rush to put people on buses. There seems to be a mindset that it’s more important to get people to their destinations in a hurry than to get them there by train. Granted, for some people, travel time is paramount. But as I talk to passengers, I have become increasingly convinced that most would prefer a delayed arrival by train than a sooner arrival by bus (or air). Such passengers have chosen to take the train for medical, physical, or comfort reasons, and may be incapable or unwilling to travel by other means.

The railroad should remember that it’s a railroad, and make getting people to their destination by train its top priority.

To do that, you and I need to pressure our national, state and local officials to give Amtrak the staff and equipment it needs to meet this simple goal. Today’s passenger rail network is much too fragile and skeletal to do so. That urgently needs to change. And the freight railroads that host Amtrak need to be reminded that we the taxpayers have funded a good chunk of their infrastructure, and they were let off the hook for running passenger trains when Amtrak was created. It’s time to hold them to their end of the bargain.

Politicians, Amtrak, and the private railroads must get together and restore the rail network you and I paid for. That will benefit everyone in a 21st century where fossil fuels are rarer, more dangerous, and much more expensive.

Yes, it will cost money. But infrastructure needs to be a national priority, and trains are the most efficient way to make this country as mobile as it needs to be.

We’re seeing more support for passenger rail today than we have in the past few years. Now, let’s make our dreams a reality. Join NARP and your local rail advocacy organization. Contact your elected officials. The light at the end of the tunnel to a brighter future is a train!

–CH

A lesson for rail advocates

This week’s events can provide a useful lesson for those of us who support passenger rail. Public support for gay marriage turned around quickly in the past few years, because very few people could no longer honestly say, “I don’t know anyone who is gay.”

Now, it’s up to us to make it impossible for people to honestly say, “I don’t know anyone who takes trains.” Spread the word!

–CH

Anti-rail amendments fail in US House

All of the anti-Amtrak amendments sponsored by Rep. Posey of Florida and Rep. Sessions of Texas have failed in this evening’s votes, with both Republicans and Democrats supporting rail. Click the links below for a lists of how your representative voted. If they voted for rail, please thank them!

Rep. Sessions’ H.Amdt.407: An amendment to prohibit the use of funds to support Amtrak’s route with the highest loss, measured by contributions/(loss) per rider. This amendment would target the Sunset Limited (Louisiana – California). https://www.congress.gov/amendment/114th-congress/house-amendment/407

Rep. Sessions’ H.Amdt.409: An amendment to prohibit the use of funds to support any Amtrak route whose costs exceed two times its revenues. https://www.congress.gov/amendment/114th-congress/house-amendment/409

Rep. Posey’s H.Amdt.405: An amendment to prohibit the use of funds by the Department of Transportation to take any actions with respect to the financing of passenger rail projects along Florida’s East Coast.https://www.congress.gov/amendment/114th-congress/house-amendment/405

Rep. Posey’s H.Amdt.411 https://www.congress.gov/amendment/114th-congress/house-amendment/411 : An amendment to prohibit the use of funds by the Department of Transportation to authorize exempt facility bonds to finance passenger rail projects that cannot attain the speed of 150 mph.

Rep. Posey’s H.AMDT.413: An amendment to prohibit the use of funds by the Department of Transportation to make a loan in an amount that exceeds $600 million under the Railroad Revitalization and Regulatory Reform Act.

7:24:20 P.M. H.R. 2577 On agreeing to the Posey amendment; Failed by recorded vote: 163 – 260 (Roll no. 313).
7:27:55 P.M. H.R. 2577 On agreeing to the Sessions amendment; Failed by recorded vote: 205 – 218 (Roll no. 314).
7:31:41 P.M. H.R. 2577 On agreeing to the Sessions amendment; Failed by recorded vote: 186 – 237 (Roll no. 315).
7:40:40 P.M. H.R. 2577 On agreeing to the Posey amendment; Failed by recorded vote: 148 – 275 (Roll no. 317).
7:45:53 P.M. H.R. 2577 On agreeing to the Posey amendment; Failed by recorded vote: 134 – 287 (Roll no. 318).

From tragedy, let’s make a better train system

This has been a very tough week for everyone who cares about trains, we the passengers, and the organizations that keep them running. The amount of verbal garbage that has been spouted by people with no knowledge has been astounding. (Check out what’s being said about the engineer’s personal life if you dare, but I warn you, you’ll need a strong stomach.)

The administrators of public forums like Amtrak Unlimited, and the many folks who manage the train-related Facebook groups, have been glued to our computers almost nonstop since Tuesday night, trying to keep up. The AU moderators, in particular, deserve BIG kudos for what they have been doing, volunteering their time and energy because they care about trains, and the people who ride and run them.

THANK YOU!

Now, let’s make sure that the American passenger rail system becomes the best and safest that it can be. Take time out from writing here, and tell your elected officials that you support trains! NARP has made it easy to contact Congress, but also tell your state and local leaders.

If this tragedy leads to an improved and safer system, then the passengers who died will not have done so in vain.

–CH

Northwest Rail Advocates conference, June 6, East Glacier, MT

The tragedy in Philadelphia has focused national attention on passenger rail. Please join us to help plan how we can advocate to build a better and safer system for everyone.

Registration for our annual Northwest Rail Advocates conference is still open. The conference is on June 6 in East Glacier, MT at the Glacier Park Lodge. Participating organizations are the National Assoc. of Railroad Passengers, All Aboard Washington and the Assoc. of Oregon Rail and Transit Advocates.

Full information is available on the All Aboard Washington website.

We have a great lineup of speakers and guests:

  • Mark Murphy, Amtrak, General Manager Long Distance Business Line
  • Rich Wessler, BNSF, Director of Passenger Operations
  • Jim Mathews, NARP President
  • Chris Dorrington, Montana Dept of Transportation, Bureau Chief, Multimodal Planning Bureau – Rail, Transit and Planning
  • Representatives of Montana’s Governor and Congressional delegation

We want to have a good turnout of passenger rail advocates to show strong support for our intercity passenger trains. If you haven’t registered yet we urge you to consider doing so today. Online registration is available until May 21. Mailed registrations (form available to print on registration page) must be postmarked by May 18.

Trains, Cities, and Equality

For better or worse, trains are inextricably linked to cities, and a healthy passenger rail system depends on vibrant urban areas.

Of course, trains are well-suited to serve locations of all sizes. But they have particular advantages in serving rural areas that have no other service, and in providing direct service to downtowns.

So it’s not surprising that Millennials want trains, and they want to live in cities with good transportation.

Those of us who participated in this year’s NARP Day on the Hill were pleased to discover that we got a much better reception than we did last year. There seems to be a glimmer of hope that we’ll return to seeing support from elected officials representing urban and rural, liberal and conservative districts, as has been the norm in the past.

But modern passenger rail won’t work if it’s surrounded by crumbling, hostile communities and infrastructure. Just like in the 1960s, trains will be left to rot if they are considered to be an urban amenity, and the better-off will retreat behind their gated communities and their locked personal cars.

These scenarios are already happening. Canada’s trains are not doing well because they are perceived as too elitist, despite their serving many places with no other transportation options.

So it’s too soon to expect a wholesale defection from the 20th century’s car- and airplane-centric ways of thinking. We have a lot of work to do.

The first step: Passenger train advocates need to build the largest possible tent. We need to welcome everyone: rich, poor; urban, rural; of all ages, abilities, races, backgrounds and political beliefs. That variety of support is imperative if we are to build a consensus for a modern, reliable, and efficient 21st-century rail system.

Trains need to become the place that people know they can be comfortable, and they need to travel and make connections between vibrant, healthy cities and towns.

–CH