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Old February 5th, 2010, 11:55 PM   #1641
Facial
Seeking truth from facts
 
Join Date: Jun 2004
Location: Los Angeles / San Diego
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FOR IMMEDIATE RELEASE
January 12, 2010
ATK-10-005
Contact: Media Relations
202 906.3860
STATE OF AMERICA’S PASSENGER RAILROAD IS STRONG
Amtrak sets ridership record in first quarter of FY 2010
WASHINGTON— Amtrak President and CEO Joseph Boardman said today that the
state of America’s passenger railroad is strong and announced it had set a first quarter ridership
record carrying nearly 7.2 million passengers during the first three months of fiscal year 2010.
In his State of the Railroad remarks (attached), he also said there is reason to be
optimistic about the future declaring “the days of wondering if Amtrak is going to survive
another year are behind us. This year, and the years ahead are, and will be, focused on growth.”
He said his optimism is driven, in part, by the record-breaking 7.2 million passengers
who rode Amtrak trains in the first quarter of FY 2010 (October / November / December of
2009). Fueled by a record number of Thanksgiving holiday travelers and strong December
ridership, it was 1.4 percent above the previous record of about 7.1 million set in the first quarter
of FY 2008—which turned out to be the best ridership year in Amtrak history.
Boardman also emphasized “Amtrak is changing and rising to meet the challenge” of a
new era of passenger rail and that “the investments we’re making and the steps we’re taking to
improve are designed to secure our leadership position in the industry and to stand out from the
competition.”
He added that Amtrak has “set aggressive goals to maximize our new opportunities” in
which Congress has provided a strong long-term mission for Amtrak, the White House has
presented a vision for intercity passenger rail, and there is tremendous support at the state level.
One of the most significant opportunities is the major role Amtrak is playing in the
development and expansion of intercity and high-speed passenger rail. The national passenger
railroad is partnering with 25 states in support of more than 100 projects submitted for funding
from the $8 billion made available by the American Recovery and Reinvestment Act for capital
improvement grants.
-moreATK-
10-005
Boardman explained “it seems likely that a significant number of the grant awards will
involve improvements to routes over which Amtrak operates. That is obviously good for
Amtrak, but it is also good for America, our passengers, the communities we serve, and our state
partners.” An announcement from the U.S. Department of Transportation on which projects
have been selected to receive grant funding is expected this winter.
He concluded his remarks by saying the years ahead for Amtrak will be “filled with
achievements that will demonstrate a safer, greener, healthier, improved financial and customer
focused railroad that lives up to its role in meeting America’s national passenger rail needs.”
About Amtrak
As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and
healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it
the second-best year in the company’s history. With 21,000 route miles in 46 states, the District
of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at
speeds up to 150 mph—to more than 500 destinations. Amtrak also is the partner of choice for
state-supported corridor services in 15 states and for several commuter rail agencies. Visit
Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.
###
1st Quarter Ridership FY08, FY09, FY10
Ridership Ridership
Northeast Corridor FY10 FY09 FY08
Acela Express 806,490 805,910 888,585
Northeast Regionsl 1,881,325 1,809,032 1,941,885
Special Trains 3,700 1,780 1,946
Subtotal 2,691,515 2,616,722 2,832,416
State Supported and Other Short Distance Corridors
Ethan Allen 12,362 12,369 11,567
Vermonter 21,992 20,489 18,139
Albany-Niagara Falls-Toronto 90,682 89,580 83,270
Downeaster Service 113,652 113,924 105,476
Shuttles (New Haven-Springfield) 95,611 86,294 92,314
Keystone Service 329,402 323,176 287,236
Empire Service (New York-Albany) 253,604 238,775 254,513
Lincoln Service (Chicago-St. Louis) 134,631 124,528 115,934
Hiawatha Service 196,476 192,923 176,302
Wolverine Service 106,501 119,500 117,414
Illini/Saluki (Chicago-Carbondale) 68,398 70,721 66,819
Illinois Zephyr/Carl Sandburg (Chicago-Quncy) 53,479 54,691 49,536
Heartland Flyer 17,617 18,249 18,011
Pacific Surfliner 611,101 635,879 658,571
Amtrak Cascades 200,988 179,477 165,255
Capitol Corridor Service 389,047 427,902 390,931
San Joaquin Service 241,853 241,693 217,249
Adirondack 26,083 23,657 25,114
Blue Water 35,733 35,982 33,916
Washington-Lynchburg 29,700 - -
Washington-Newport News 119,633 111,775 109,409
Hoosier State 8,340 8,423 7,672
Mo. River Runner (Kansas City-St. Louis) 40,490 37,047 33,944
Pennsylvanian 55,514 53,045 50,721
Pere Marquette 24,038 27,593 27,734
Carolinian 77,579 77,849 71,115
Piedmont 18,787 21,225 16,229
Buses - - -
Special Trains 19,534 13,844 21,040
Subtotal 3,392,827 3,360,610 3,225,431
Long Distance
Silver Star 100,976 95,451 87,326
Cardinal 25,194 28,975 27,414
Silver Meteor 90,106 85,524 75,424
Empire Builder 131,545 133,891 133,521
Capitol Limited 54,043 57,215 53,205
California Zephyr 86,040 90,027 84,945
Southwest Chief 80,208 83,961 81,134
City of New Orleans 52,374 48,069 47,031
Texas Eagle 66,786 67,768 57,392
Sunset Limited 20,739 19,560 16,243
Coast Starlight 110,866 106,513 89,279
Lake Shore Limited 84,306 87,687 84,793
Palmetto 44,701 40,501 40,850
Crescent 70,139 72,681 72,476
Auto Train 59,857 54,780 52,956
Subtotal 1,077,880 1,072,603 1,003,989
Amtrak Total 7,162,222 7,049,935 7,061,836
December Ridership FY08, FY09, FY10
Ridership Ridership
Norttheast Corridor FY10 FY09 FY08
Acela Express 251,336 241,146 252,359
Northeast Regional 601,648 583,605 624,476
Special Trains 360 440 1,040
Subtotal 853,344 825,191 877,875
State Supported and Other Short Distance Corridors
Ethan Allen 4,652 4,682 4,646
Vermonter 7,941 7,449 6,651
Albany-Niagara Falls-Toronto 34,145 32,190 31,660
Downeaster Service 35,201 29,677 34,240
Shuttles (New Haven-Springfield) 32,586 29,316 32,071
Keystone Service 111,239 105,485 92,110
Empire Service (New York-Albany) 85,582 74,745 82,585
Lincoln Service (Chicago-St. Louis) 49,143 42,457 39,879
Hiawatha Service 67,989 62,935 59,405
Wolverine Service 37,911 41,935 40,222
Illini/Saluki (Chicago-Carbondale ) 23,652 23,659 23,375
Illinois Zephyr/Carl Sandburg (Chicago-Quinc 18,423 18,111 17,548
Heartland Flyer 6,762 6,151 6,178
Pacific Surfliner Service 188,831 195,887 213,205
Amtrak Cascades 73,436 61,549 61,277
Capitol Corridor Service 122,649 130,261 119,507
San Joaquin Service 82,934 80,920 74,045
Adirondack 9,270 8,804 9,340
Blue Water 13,745 12,754 12,233
Washington-Lynchburg 11,200 -
Washington-Newport News 43,772 40,029 39,332
Hoosier State 2,913 2,874 2,739
Mo. River Runner (Kansas City-St. Louis) 14,027 12,087 11,455
Pennsylvanian 19,698 17,296 16,831
Pere Marquette 9,516 10,327 10,124
Carolinian 28,960 26,800 24,242
Piedmont 6,131 6,435 5,687
Buses - - -
Special Trains 4,200 2,800 5,600
Subtotal 1,146,508 1,087,615 1,076,187
Long Distance
Silver Star 36,740 32,894 31,617
Cardinal 7,601 9,410 9,615
Silver Meteor 33,069 30,554 27,216
Empire Builder 51,082 43,348 49,328
Capitol Limited 19,057 19,232 17,357
California Zephyr 31,660 32,375 30,774
Southwest Chief 27,953 28,699 27,181
City of New Orleans 19,404 16,786 16,592
Texas Eagle 24,737 24,373 22,077
Sunset Limited 7,955 6,818 6,104
Coast Starlight 40,623 38,653 32,220
Lake Shore Limited 30,944 27,429 28,401
Palmetto 17,098 15,546 14,134
Crescent 24,989 25,146 25,553
Auto Train 21,907 20,552 19,384
Subtotal 394,819 371,815 357,553
Amtrak Total 2,394,671 2,284,621 2,311,615
STATE OF AMERICA’S PASSENGER RAILROAD
Amtrak President and CEO Joseph Boardman
Transportation Research Forum
Washington, D.C.
January 12, 2010
Written remarks as prepared.
Thank you for inviting me to be here with you at the Transportation Research Forum.
The day before Thanksgiving in 2008 I became Amtrak’s CEO. In the past 14 months I have
learned that there are so many others out there interested in making news about Amtrak, that
the only news delivered by a CEO seems to be related to his or her resignation.
I say that partly in jest. No, this is not a resignation speech — I plan on being Amtrak’s CEO
for a long time.
But my point is that someone, somewhere already knows — or thinks they know —
everything there is to know about what is happening at Amtrak or should be happening at
Amtrak and they write about it somewhere: a newsletter; a blog; a widely dispersed e-mail;
or even a trade journal.
Why is that?
I would like to offer three reasons:
 The name “Amtrak” is a blend of the words “America” and “Track.” On May 1, 1971
Amtrak became America’s Railroad, and it still is. At Amtrak’s inception, rumors were
already being spread that it was created to fail and to eliminate passenger rail in this
country. Disquieted by the rumors, those who believed in America’s Railroad kept very
close track of the railroad, making sure that any news would be known right away. They
existed then, and they exist today.
 Because of the way Amtrak was created, we must collaborate with lots of people before
we can make important decisions, and in some cases even not-so-important decisions.
About 70 percent of the train-miles traveled by Amtrak trains are on tracks owned by
freight and commuter railroads. Changes require discussion, whether it’s with the host
railroads, communities we serve, elected officials, or rail consumer organizations. In
addition, we have 14 unions and two councils that represent our workforce and naturally
they stay very engaged in changes that might be considered.
1
 As a government-supported business, Amtrak must be transparent in what it does and
what its strategy is. We provide testimony to Senate and House Committees, are
evaluated by an Amtrak IG, USDOT IG, the GAO and a private financial audit every
year.
I raise this because there has been so much uncertainty in Amtrak’s history that the people
who care about passenger rail – and some who don’t — appear to be conditioned to look for
or make news about Amtrak.
So my message is: Stop living in the past 39 years of worry that passenger rail is going away.
The truth is that we’re in the midst of a transformational chapter for Amtrak and passenger
rail in America. We’re taking action this year, and look forward to next year — Amtrak’s
40th — to shed that worry once and for all.
Here’s why:
Congress has given America’s Railroad a strong long-term mission and the White House has
presented a vision for passenger rail in America. That support yields funding to make
enduring capital investments, including substantial funds from the American Recovery and
Reinvestment Act.
There is also tremendous support for new and expanded passenger rail at the state level.
Accordingly, Amtrak is pursuing a growth-oriented mission — we’ve moved beyond mere
survival.
All of us (both inside and outside Amtrak), must reform our thinking and our approach to key
issues. We must renew and rebuild our infrastructure and fleet of equipment, be innovative,
and pursue opportunities and decisions that make good business sense.
I am proud to inform you that over the past year Amtrak is doing all of that — and more.
Amtrak IS changing and rising to meet the challenge.
And I can say without hesitation that THE STATE OF AMERICA’S PASSENGER
RAILROAD IS STRONG AND WE ARE OPTIMISTIC.
Amtrak enters 2010 with enthusiasm and purpose.
RIDERSHIP
We just closed the books on the best first quarter ever for ridership in Amtrak history. We
carried nearly 7.2 million passengers in the first quarter — breaking the previous record set
in FY 08, which was our best year ever.
In fact, Amtrak is experiencing a long-term trend of rising ridership, from 21.6 million in
FY 2002 to 27.2 million in FY 2009, with an all-time record of 28.7 million in FY 2008.
2
Since FY 2004 through the most current numbers available in third quarter of FY 2009,
Amtrak’s share of the rail / air market has been on the rise in many locations.
On the Northeast Corridor, the Amtrak share of the rail / air market between New York and
Washington increased from 50 percent to 61 percent. During the same period, for the New
York-Boston market, the Amtrak share rose from 39 percent to 50 percent.
Similarly, our share of the Chicago-St Louis market was 10 percent and increased to 16
percent. During the same period, for the Los Angeles-San Diego market, Amtrak’s share
went from 73 percent to 97 percent.
AMTRAK GOALS
We are setting aggressive goals to maximize our new opportunities. To make certain Amtrak
has a clear set of goals and priorities — and that they support those of Congress and the
White House — last October we issued new Strategic Guidance and a detailed Five-Year
Financial plan.
Combined, the two documents create a new vision for Amtrak — the first new vision
statement for the railroad since 2005.
That vision is built on six fundamental goals to be safer, greener, healthier and to improve
financial performance and customer service, and to meet national needs.
SAFER
Amtrak has a good safety record and we intend to be the safest railroad in the world for our
passengers, our 19,800 employees and the communities in which we operate.
But we aim to further improve safety and security by making risk-reduction a top priority.
This approach to safety complements, and does not replace, traditional rules-based
compliance programs.
To that end, we are moving forward with two risk-reduction initiatives.
Underway now is Safe-2-Safer, an approach to safety and security that aims to reduce
injuries by promoting a more collaborative environment in which employees at all levels
work together to change at-risk behaviors to safe behaviors.
Working with our labor unions, we are helping supervisors become better leaders, and
establishing teams of managers and front-line employees to identify ways to make our tracks,
shops, stations and trains become even safer and more secure places.
By mid-2010, we intend to begin a Federal Railroad Administration-sponsored program
called Close Call Reporting. It allows close-call events that did not result in an accident or
injury — but could have — to be anonymously reported by employees so that safety
improvements can be made as appropriate.
3
I realize this change in approach to safety will take time to take hold. Successfully changing
habits and mindsets that have been in place for so long will take time, but I am convinced it
will produce positive results.
Remember — the challenge is to reform our thinking and our approach to key issues.
In addition, Amtrak is committed to an aggressive schedule to install Positive Train Control
(PTC) technology. We have PTC on some, but not all, of our tracks now on the Northeast
Corridor and in Michigan.
By our self-imposed deadline of the end of 2012 — three years BEFORE a Congressional
deadline for the rail industry — we will have installed PTC on the remaining 308 route miles
along the Amtrak-owned or maintained Northeast Corridor and on the last 50 route miles of
our line in Michigan where the technology is not currently available.
On the security front, Amtrak has in place a range of robust behind-the-scenes and front-line
security measures to help safeguard our passengers and employees.
We will continue to expand our K-9 explosive detection teams, harden more stations and
continue to extend the reach of our security activities by strengthening cooperative interagency
operations with local, state, federal and international law enforcement and
counterterrorism partners.
Our partnerships include representation on the FBI’s Joint Terrorism Task Forces and
conducting more than 130 joint VIPR security operations at 38 different stations with the
Transportation Security Agency last year.
In addition, we now have 45 qualified K-9 explosive detection teams — nearly triple the
number of just a few years ago. They are among the most sophisticated in the country and
can detect various explosive substances, including the type used in the Christmas Day airline
terrorist plot.
For 2010, passengers will see a more interactive police and security presence with greater
emphasis on random and unpredictable patrol deployment, screenings and other activities in
stations and on trains.
GREENER
In 2009, through our membership with the Climate Registry and Climate Counts, we joined
efforts to voluntarily and publicly report our greenhouse gas emissions and undergo an
independent assessment of our programs to reduce our carbon footprint.
Amtrak is a founding member of the Chicago Climate Exchange, and will meet or exceed our
commitment to reduce greenhouse gas emissions (CO2) from diesel fuel by 6 percent by the
end 2010.
4
In addition, Amtrak is taking action to conserve energy, water and other resources at
buildings and other facilities.
HEALTHIER
The health of a company relates to its vital signs. We are making enduring investments to
better the reliability of our infrastructure and fleet and our ability to grow business with new
and existing partners.
During 2009, Amtrak conducted a comprehensive examination of its locomotive and
passenger railcar needs. Our fleet plan, with an identified funding mechanism, will be
announced in February as part of our annual legislative and grant request to Congress.
It will include the purchase of several hundred single-level and bi-level long-distance
passenger railcars and more than a hundred locomotives. This major equipment purchase
will replace and expand the fleet and support American rail manufacturing industries,
creating jobs in the United States.
Separately, but related, Amtrak expects to make contract awards this spring for 130 singlelevel
long-distance cars and 20 electric locomotives.
How we pay for these plans could involve a range of options.
In fact, Congress is currently considering additional capital funding for Amtrak as part of
Stimulus 2, as they call it. The House bill includes $800 million for rehabilitation and
acquisition of new equipment. We will need to see what the Senate version offers, but we see
the House bill as a positive statement of support.
Amtrak is making good use of the $1.3 billion we received from the Obama administration’s
American Recovery and Reinvestment Act. Of the $1.3 billion, Amtrak has awarded $596.5
million in contracts for 113 projects.
With those funds, we will also be rehabilitating and restoring damaged or stored equipment
including 60 Amfleet, one Viewliner and 20 Superliner cars, and 15 P-40 diesel-electric
locomotives.
For those who question whether the stimulus funds have created jobs, I can tell you that so
far we have created over 600 Amtrak jobs and another 200 in vendor organizations with
which we have contracted as a result of ARRA-funded projects.
Beyond ARRA, we will spend $442 million for our annual capital program for several other
major projects to repair and replace tracks, bridges and other key infrastructure.
Being a healthier Amtrak helps position itself as THE provider and partner of choice for
commuter, intercity passenger rail and high-speed rail service.
5
We currently have partnerships with 15 states accounting for nearly 50 percent of our
average weekday departures and we plan to foster more. Over the next five years, Amtrak is
seeking to establish at least eight service expansions as part of existing state partnerships and
form at least two new state partnerships.
Last year, we added our 15th partnership when we entered into a contract with Virginia to
provide new Northeast Regional service between Lynchburg and Washington, D.C. We
expect to add another frequency between Richmond and Washington, D.C. this summer.
Also starting in 2010, is an additional Piedmont frequency between Raleigh and Charlotte in
partnership with North Carolina.
On the commuter front, Amtrak is currently working out final details to provide Train and
Engine crews to operate all seven lines of the Los Angeles-based Metrolink commuter rail
service starting this summer.
A healthier Amtrak also means we are dedicating significant resources to modernize and
replace outdated IT systems and business processes critical to the delivery of service such as
for internal business processes and for reservation and ticketing.
IMPROVED FINANCIAL PERFORMANCE
It is those kinds of investments that support an efficient business. Amtrak is America’s
passenger railroad. As government-supported business, we are fully aware of the
responsibilities that come with taxpayer support.
For the current budget year, we received federal operating support of $563 million, and it is
our duty to invest and spend that appropriation, along with the federal stimulus funds, in an
efficient and smart manner.
In fact, for FY 2010, we will fund 81 percent of our operating costs from all revenue sources,
excluding federal and state funds. And, in FY 2009, Amtrak had a farebox recovery rate of
71 percent — among the highest among all passenger railroads, including commuters and
transit, in the U.S.
Amtrak completed a year-end financial audit containing no material weaknesses — the first
time that has happened since 2004.
CUSTOMER SERVICE
Amtrak offers riders an experience that is convenient, competitive, and pleasant.
Overall Customer Satisfaction Index scores have been steadily rising from 78 percent in FY
2007 to 82 percent in FY 2009.
6
On-time performance is one of the major drivers of customer satisfaction. In FY 2009
systemwide OTP was 80 percent, a 9 point increase over the prior year and Acela Express
operated on time 87 percent of the time.
In March, we intend to make WiFi available initially free of charge to every passenger on
Acela and by November we will finish upgrading the interiors.
We remain focused on our Route Performance Improvement process to identify ways to
enhance service on specific routes. One of the most recent results of that effort is restoring
sleeper cars and dining cars to the Lake Shore Limited.
In 2010, Amtrak will also undertake an in-depth evaluation of the poorest performing longdistance
routes to identify and implement changes where possible to improve key measures
such as customer service, ridership, and financial performance. The five routes being
analyzed are the Sunset Limited, Cardinal, Texas Eagle, Capitol Limited, and California
Zephyr.
Three months ago, we launched our newest generation of Amtrak.com, which among other
things makes booking tickets easier.
We also partnered with Google Transit to include Amtrak routes as part of its trip-planning
tool that provides travelers with public transportation connections.
MEETING NATIONAL NEEDS
Amtrak was created to provide an essential national service and must support the government
in moments of national need. As Amtrak grows, so does its capacity to meet those needs,
such as contributing to national emergency response, congestion mitigation, emissions
reduction, and reduction in the demand for foreign oil.
We also have a five-year contract with FEMA to use Amtrak trains and crews to help
evacuate New Orleans during Hurricane season and we will continue to review other
potential opportunities to assist when natural disasters occur.
INTERCITY AND HIGH-SPEED RAIL
Finally, as many of you are aware, the big news expected in the coming days or weeks will
be the U.S. DOT and FRA’s announcement about which states and what projects will get a
piece of the $8 billion in grants available for intercity and high-speed rail development and
expansion.
Leveraging our experience as the nation’s intercity passenger rail service provider and its
only operator of high-speed trains, we partnered with 25 states to support more than 100
projects as part of the first round of grants.
7
8
It seems likely that a significant number of the grant awards will involve improvements to
routes over which Amtrak operates. That is obviously good for Amtrak, but it is also good
for America, our passengers, the communities we serve, and our state partners.
CLOSING
Our future together is not without challenges — the state of the national economy and
condition of state budgets are a few factors that could hamper our growth. In addition, the
opportunities that are being made available to us thanks to stimulus funds and unprecedented
support for passenger rail are also opportunities for others, both domestic and foreign-owned
to enter the market.
The investments we’re making and the steps we’re taking to improve are designed to secure
our leadership position in the industry and to stand out from the competition.
As I told you when I began this speech, Amtrak IS changing and rising to meet the challenge,
and I look forward to the next couple very exciting years at Amtrak.
The days of wondering if Amtrak is going to survive another year and uncertainty are behind
us. This year and the years ahead are, and will be, focused on growth.
They will be years of strong and optimistic leadership, filled with achievements that will
demonstrate a safer, greener, healthier, improved financial and customer focused railroad that
lives up to its role in meeting America’s national passenger rail needs.
Thank you.
###
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Old February 5th, 2010, 11:57 PM   #1642
Facial
Seeking truth from facts
 
Join Date: Jun 2004
Location: Los Angeles / San Diego
Posts: 636
Likes (Received): 10

FOR IMMEDIATE RELEASE
January 28, 2010
Revised
ATK-10-012
Contact: Media Relations
202 906.3860
AMTRAK NATIONAL ROUTE NETWORK BENEFITS FROM
NEW FEDERAL INVESTMENT IN PASSENGER RAIL
Over half of $8 billion in grants for state projects
will improve current or future Amtrak routes
WASHINGTON – The Amtrak national route network is a significant beneficiary of
President Obama’s historic federal investment in intercity passenger rail as approximately $4.5
billion of the $8 billion awarded in grants are for state projects that support improvements to
current or future Amtrak routes.
“Amtrak is a major part of the future of intercity passenger rail in America,” said
President and CEO Joseph Boardman. “We are eager to work with our state partners to move
these projects forward as quickly as possible.”
The federal investments in state projects will mean higher speeds, reduced trip times,
additional frequencies, improved facilities, and greater reliability for Amtrak services around the
country, impacting at least 13 current Amtrak routes.
In addition, the Amtrak-owned Northeast Corridor (NEC)—North America’s only current
high speed route with trains that operate at 150 mph every day— and several rail routes that
connect to the NEC, will benefit from nearly $500 million in state-led improvements funded by
these grants. Coupled with the nearly $700 million Amtrak is currently investing in the NEC,
Amtrak and the states are supporting the largest program of upgrades on the NEC in over a
decade.
Further, these grants will help fund new services or service extensions that may be
operated by Amtrak, including: an extension of Amtrak’s Downeaster service to Brunswick,
Maine; the development of the Ohio “3-C” corridor, connecting Cleveland, Columbus and
Cincinnati; and an extension of the Hiawatha service to Madison, Wisconsin.
Amtrak also applauds the Administration’s decision to provide $3.5 billion in grants to
California and Florida for the development of new, dedicated high speed rail systems. These
-moreATK-
10-012
new systems will showcase the tremendous value that intercity passenger rail service can bring to
America’s transportation system. We look forward to opportunities to work with those states on
the development of these systems and the integration of these systems into the national network
of intercity passenger trains.
About Amtrak
As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and
healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it
the second-best year in the company’s history. With 21,000 route miles in 46 states, the District
of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at
speeds up to 150 mph—to more than 500 destinations. Amtrak also is the partner of choice for
state-supported corridor services in 15 states and for several commuter rail agencies. Visit
Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.
# # #
OAKLAND/
EMERYVILLE
.
.
Bellingham
Olympic
National Park
Merced
AMTRAK NETWORK AND
ARRA HSIPR AWARDS
JANUARY 28, 2010
Amtrak routes
Redding
CALIFORNIA
Salinas
BOSTON
Joliet
Madison
CHICAGO
Williams Jct.
Grand Rapids
Duluth
La Crosse
Erie
Connellsville
Savannah
Jesup
Newark
Oregon City
Salem
Vancouver
Kelso-Longview
Olympia-Lacey
Centralia
Tacoma
Everett
PORTLAND
SEATTLE
EUGENE-SEATTLE
Anaheim
LOS ANGELES
Bakersfield
Hanford
Fresno
Modesto
SACRAMENTO
CALIFORNIA
San Marcos
Taylor
Temple
McGregor
Cleburne
Gainesville
Pauls Valley
Norman
AUSTIN
Tulsa
Texarkana
Arkadelphia
Malvern
Mineola
DALLAS Longview
FLORIDA
Beaumont
Lake Charles
Lafayette
New Iberia Schriever
Bay St. Louis
NEW ORLEANS
MOBILE
Biloxi
Gulfport
Pascagoula
Picayune
Slidell
Hattiesburg
Laurel
Meridian
Tuscaloosa
Birmingham
Anniston
Denmark
Columbia
Camden
Hamlet
Durham
Richmond
ATLANTA
White River
Jct.
Portland
Burlington-
Essex Jct.
Niagara Falls Rochester
Schenectady
Toledo
South Bend Alliance
INDIANAPOLIS
Columbus
Dayton
Macon
Winona Wisconsin Dells
Dwight
Pontiac
Bloomington-
Normal
Springfield
Carlinville
Alton
Kirkwood
Lincoln
KANSAS CITY ST. LOUIS
CHICAGO-TWIN CITIES
Southern Pines
Raleigh
Wilson
Current service, no ARRA award
Current service, with ARRA award announced
Dedicated rights-of-way
Victorville
Barstow
San Bernardino
Auburn
Bingen-White Salmon
MILWAUKEE
CHICAGO-ST. LOUISKANSAS
CITY
Cumberland
OHIO 3-C
PONTIAC-CHICAGO
Lakeland
ORLANDO
Okeechobee
Winter HavenSebring
Kissimmee
Cary CHARLOTTEWASHINGTON
Burlington
Petersburg
PITTSBURGH
Altoona
Wilmington
Rutland
Rouses Point
Albany-Rensselaer
St. Albans
Brunswick
Auburn
NORTHEAST
REGION
Creston
Galesburg
Burlington
Ottumwa
Mt. Pleasant
IOWA
FORT WORTH
AREA
Future conventional routes
No current service, with ARRA award announced
No current service, with ARRA award announced
Stockton
Springfield
Trenton
Providence
New London
New Haven
BWI Marshall
BALTIMORE
WASHINGTON, DC
Norfolk
Rocky Mount
Selma
Fayetteville
Dillon
Florence
Kingstree
􀁃􀁡􀁔􀁝􀁣􀁞􀁝
􀀽􀁔􀁦􀁐􀁡􀁚
􀀽􀁔􀁦
􀀻􀁞􀁝􀁓􀁞􀁝
􀀱􀁐􀁒􀁚􀀁􀀱􀁐􀁨
􀁁􀁞􀁤􀁣􀁔􀀁􀀠􀀡􀀧
􀁆􀁘􀁛􀁜􀁘􀁝􀁖􀁣􀁞􀁝
􀀱􀁆􀀸􀀁􀀼􀁐􀁡􀁢􀁗􀁐􀁛􀁛􀀁􀀰􀁘􀁡􀁟􀁞􀁡􀁣
􀁂􀁣􀁐􀁜􀁕􀁞􀁡􀁓
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􀀿􀁡􀁞􀁥􀁘􀁓􀁝􀁒􀁔
􀀱􀀾􀁂􀁃􀀾􀀽
􀀿􀀷􀀸􀀻􀀰􀀳􀀴􀀻􀀿􀀷􀀸􀀰
􀀽􀀴􀁆􀀁􀁈􀀾􀁁􀀺
􀁆􀀰􀁂􀀷􀀸􀀽􀀶􀁃􀀾􀀽􀀛􀀁􀀳􀀲
􀀱􀀰􀀻􀁃􀀸􀀼􀀾􀁁􀀴
􀀽􀀴􀁆􀀁􀀷􀀰􀁅􀀴􀀽
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􀀽􀁐􀁣􀀝􀀁􀀿􀁐􀁡􀁚
􀀼􀀳􀁅􀀎􀁇􀀽􀁀􀀹
􀀻􀀯􀁁􀁁􀀯􀀱􀀶􀁃􀁁􀀳􀁂􀁂􀁁
􀀱􀀽􀀼􀀼􀀳􀀱􀁂􀀷􀀱􀁃􀁂
􀁀􀀶􀀽􀀲􀀳
􀀷􀁁􀀺􀀯􀀼􀀲
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􀀻􀀯􀁀􀁇􀀺􀀯􀀼􀀲
􀁄􀀷􀁀􀀵􀀷􀀼􀀷􀀯
􀁅􀀳􀁁􀁂
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􀀽􀁔􀁦􀁐􀁡􀁚
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􀀲􀁞􀁡􀁝􀁦􀁔􀁛􀁛􀁢􀀁􀀷􀁔􀁘􀁖􀁗􀁣􀁢
􀁆􀁘􀁝􀁓􀁢􀁞􀁡
􀁆􀁘􀁝􀁓􀁢􀁞􀁡􀀁􀀻􀁞􀁒􀁚􀁢
􀀰􀁢􀁗􀁛􀁐􀁝􀁓
􀀵􀁡􀁔􀁓􀁔􀁡􀁘􀁒􀁚􀁢􀁑􀁤􀁡􀁖
􀁀􀁤􀁐􀁝􀁣􀁘􀁒􀁞
􀁆􀁞􀁞􀁓􀁑􀁡􀁘􀁓􀁖􀁔
􀀵􀁡􀁐􀁝􀁒􀁞􀁝􀁘􀁐􀀜􀁂􀁟􀁡􀁘􀁝􀁖􀁕􀁘􀁔􀁛􀁓
􀀱􀁐􀁒􀁚􀀁􀀱􀁐􀁨
􀁁􀁞􀁤􀁣􀁔􀀁􀀠􀀡􀀧
􀀱􀁡􀁘􀁓􀁖􀁔􀁟􀁞􀁡􀁣
􀁆􀁐􀁛􀁛􀁘􀁝􀁖􀁕􀁞􀁡􀁓
􀀼􀁔􀁡􀁘􀁓􀁔􀁝
􀀱􀁔􀁡􀁛􀁘􀁝
􀀾􀁛􀁓􀀁􀁂􀁐􀁨􀁑􀁡􀁞􀁞􀁚
􀀽􀁔􀁦􀀁􀀲􀁐􀁡􀁡􀁞􀁛􀁛􀁣􀁞􀁝 􀀱􀁆􀀸􀀁􀀼􀁐􀁡􀁢􀁗􀁐􀁛􀁛􀀁􀀰􀁘􀁡􀁟􀁞􀁡􀁣
􀀰􀁛􀁔􀁧􀁐􀁝􀁓􀁡􀁘􀁐
􀀰􀁑􀁔􀁡􀁓􀁔􀁔􀁝
􀀽􀁔􀁦􀁐􀁡􀁚
􀀷􀁐􀁡􀁣􀁕􀁞􀁡􀁓
􀁂􀁣􀁐􀁜􀁕􀁞􀁡􀁓
􀀽􀁔􀁦􀀁􀁁􀁞􀁒􀁗􀁔􀁛􀁛􀁔
􀀺􀁘􀁝􀁖􀁢􀁣􀁞􀁝
􀀼􀁨􀁢􀁣􀁘􀁒
􀀽􀁔􀁦􀀁􀀱􀁡􀁤􀁝􀁢􀁦􀁘􀁒􀁚 􀀼􀁔􀁣􀁡􀁞􀁟􀁐􀁡􀁚
􀀿􀁡􀁘􀁝􀁒􀁔􀁣􀁞􀁝􀀁􀀹􀁤􀁝􀁒􀁣􀁘􀁞􀁝
􀁆􀁔􀁢􀁣􀁔􀁡􀁛􀁨
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􀀳􀁞􀁥􀁔􀁡
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􀁃􀁘􀁛􀁣􀁞􀁝
􀀻􀁘􀁣􀁣􀁛􀁔􀁣􀁞􀁝
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􀀹􀀵􀀺􀀁􀀰􀁘􀁡􀁟􀁞􀁡􀁣
􀀿􀁡􀁞􀁥􀁘􀁓􀁔􀁝􀁒􀁔
􀀲􀁗􀁐􀁡􀁛􀁞􀁣􀁣􀁔􀁢􀁥􀁘􀁛􀁛􀁔
􀀻􀁨􀁝􀁒􀁗􀁑􀁤􀁡􀁖
􀀴􀁐􀁢􀁣􀁞􀁝􀀁􀀰􀁘􀁡􀁟􀁞􀁡􀁣
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􀀲􀁐􀁜􀁑􀁡􀁘􀁓􀁖􀁔
􀀾􀁒􀁔􀁐􀁝􀀁􀀲􀁘􀁣􀁨
􀀾􀁒􀁔􀁐􀁝􀀁􀀿􀁘􀁝􀁔􀁢
􀀱􀀾􀁂􀁃􀀾􀀽
􀀿􀀷􀀸􀀻􀀰􀀳􀀴􀀻􀀿􀀷􀀸􀀰
􀀽􀀴􀁆􀀁􀁈􀀾􀁁􀀺
􀁆􀀰􀁂􀀷􀀸􀀽􀀶􀁃􀀾􀀽􀀛􀀁􀀳􀀲
􀀱􀀰􀀻􀁃􀀸􀀼􀀾􀁁􀀴
􀁂􀀿􀁁􀀸􀀽􀀶􀀵􀀸􀀴􀀻􀀳
􀀽􀀴􀁆􀀿􀀾􀁁􀁃􀀁􀀽􀀴􀁆􀁂
􀁁􀀸􀀲􀀷􀀼􀀾􀀽􀀳􀀜
􀀼􀀰􀀸􀀽􀀁􀁂􀁃􀀝
􀁁􀀸􀀲􀀷􀀼􀀾􀀽􀀳􀀜􀁂􀁃􀀰􀀿􀀻􀀴􀁂􀀁􀀼􀀸􀀻􀀻􀀁􀁁􀀳􀀝
􀀽􀀴􀁆􀀁􀀷􀀰􀁅􀀴􀀽
􀁂􀁗􀁔􀁝􀁐􀁝􀁓􀁞􀁐􀁗
􀀽􀁐􀁣􀀝􀀁􀀿􀁐􀁡􀁚
􀀼􀀳􀁅􀀎􀁇􀀽􀁀􀀹
􀀼􀀳􀁅
􀀶􀀯􀀻􀀾􀁁􀀶􀀷􀁀􀀳
􀁄􀀳􀁀􀀻􀀽􀀼􀁂
􀀱􀀽􀀼􀀼􀀜
􀀾􀀳􀀼􀀼􀁁􀁇􀀺􀁄􀀯􀀼􀀷􀀯
􀀻􀀯􀀷􀀼􀀳
􀀼􀀳􀁅􀀎􀀸􀀳􀁀􀁁􀀳􀁇
􀀻􀀯􀁀􀁇􀀺􀀯􀀼􀀲
􀁅􀀳􀁁􀁂
􀁄􀀷􀁀􀀵􀀷􀀼􀀷􀀯
􀁄􀀷􀁀􀀵􀀷􀀼􀀷􀀯
􀀻􀀯􀁁􀁁􀀜
􀁀􀀶􀀽􀀲􀀳
􀀷􀁁􀀺􀀯􀀼􀀲
􀀲􀀳􀀺􀀯􀁅􀀯􀁀􀀳
􀀽􀁞􀁡􀁣􀁗􀁔􀁐􀁢􀁣􀀁􀁁􀁔􀁖􀁘􀁞􀁝􀁐􀁛􀀁
􀀲􀁞􀁝􀁝􀁔􀁒􀁣􀁘􀁝􀁖􀀁􀁃􀁗􀁡􀁤􀁦􀁐􀁨
􀁃􀁡􀁐􀁘􀁝􀀁􀁞􀁡􀀁􀀱􀁤􀁢
Amtrak & the Development of
High-Speed & Intercity Pass enger Ra il
Fas t-tracking
the future
High-Speed Ra il, Toda y and Tomorrow
In 2008, Congress recognized our nation’s need for improved passenger rail service by passing
the Passenger Rail Investment and Improvement Act (PRIIA). This law provides a framework
for the development of high-speed rail, which is defined as intercity rail passenger service
that is reasonably expected to achieve operating speeds of at least 110 miles per hour. PRIIA
authorizes the appropriation of federal funding to support grants to states for capital projects
in designated high-speed rail corridors. Amtrak is uniquely qualified to provide America’s
high-speed rail service, being the only railroad in North America that has built and currently
operates and maintains high-speed rail service.
The necessa ry experience
In 2000, Amtrak introduced Acela Express®, America’s fastest train, providing high-speed service
between Washington, DC and Boston along the Northeast Corridor (NEC). The 457-mile route is
the only one in the Western Hemisphere capable of supporting speeds of 125-150 mph. What’s
more, it’s a uniquely challenging operational environment. While most high-speed services in
the world operate on dedicated rights-of-way reserved exclusively for very fast trains, Amtrak
operates its NEC services on a densely populated route that is shared with more than 2,500
daily trains. Acela Express not only shares tracks with slow moving freight trains, but also with
Amtrak’s Northeast Regional and various local commuter trains. Out of necessity, Amtrak has
developed the unique operational, mechanical and engineering skills required to operate this
system. It’s that kind of experience and ingenuity that make us the best choice for the operation
of new high-speed corridors in America.
Our experience is not something we inherited from our predecessors. Rather, it’s something
Amtrak developed over the last 38 years as we worked to bring high-speed service to America.
Amtrak is unique among American rail providers, with a history of major engineering and
construction projects designed to support the goal of faster rail service between major urban
centers. In the 1980s, Amtrak built the improvements that made the New York to Washington
leg of the Northeast Corridor into a 125 mph railroad; in the 1990s, it undertook a whole range
of improvements that raised speeds on the New York to Boston leg as high as 150 mph, through
the installation of vital innovations such as Positive Train Control and electrification. At the same
time, some train speeds between Washington and New York were raised to 135 mph.
Building state partnerships
In 2006, we undertook the improvement of our Keystone Corridor between Philadelphia
and Harrisburg in partnership with the Commonwealth of Pennsylvania, raising speeds to
110 mph and setting the stage for the next round of incremental improvement, which will
raise them to 125 mph. Amtrak has also partnered with the state of New York to raise speeds
on the Empire Corridor between New York and Albany above 100 mph, and has installed a
positive train control system on its Michigan Line that permits 95 mph service, soon to support
the improvement of train speeds to 105 mph. Amtrak is also working closely with several
Midwestern states to develop the plans for the Midwest Regional Rail Initiative, supporting
their efforts to introduce modern, high-speed trains of up to 110 mph to the region.
While we are confident that the multi-use approach that built the Northeast Corridor will be
successful nationwide, we are also quite ready and willing to partner with states that seek to
explore the possibilities of service at speeds in excess of 150 mph on specially built, dedicated
rights-of-way. In fact, Amtrak has well-established operating partnerships with 15 states, and
is eager to bring its unique experience and specialized engineering and planning capabilities to
the task of developing high-speed rail in America.
Amtrak & the Development of
High-Speed & Intercity Pass enger Ra il
Fas t-tracking
the future
Upgrad ing Existing Corridors
Even before PRIIA became law, the U.S. Department of Transportation had designated 10
corridors for high-speed service development. PRIIA reiterated Congressional intent to pursue
the development of these routes and authorized the funding program that would support
it. The American Recovery and Reinvestment Act provides $8 billion in capital grants for
high-speed rail corridors and intercity passenger rail service, and the FY 2010 Transportation,
Housing and Urban Development appropriations bill contains an additional $2.5 billion.
The Inside Track
Because of our longstanding relationship with the freight railroads (70% of Amtrak’s annual
train miles are run on freight lines), Amtrak is uniquely positioned to bring its expertise to bear
on the problem of accelerating service on mixed-use corridors. We have operating agreements
with the major Class I systems as well as many smaller carriers, and we are the only domestic
carrier with experience in maintaining track to the relevant standards the Federal Railroad
Administration (FRA) requires for high-speed service. In addition, our operations management
organization and our national sales and marketing, and reservation and ticketing networks
were developed to support a national passenger rail system that works to the benefit of the
traveling public by offering a viable alternative to other modes of transportation.
A definite demand
A well-run high-speed operation can offer viable service, and it has driven a modal shift on
the East Coast. Since the introduction of Acela Express in 2000, Amtrak has nearly reversed its
position in the New York-Washington air-rail market. In 2000, we held a 37% market share;
today, we hold a 61% market share, carrying more passengers between the two cities than all
of the airlines put together – by a comfortable margin. We are within a point of being able to
say the same about the Boston-New York air-rail market, which has risen from a 20% share in
2000 to a 49% share by mid-2009. There is a definite demand for intercity passenger service
on routes of fewer than 500 miles, and Amtrak knows more than any other commercial entity
about the needs and challenges of the American marketplace and railroad system.
􀁁􀀽􀁃􀁂􀀶􀀎􀀱􀀳􀀼􀁂􀁀􀀯􀀺
􀀴􀀺􀀽􀁀􀀷􀀲􀀯
􀀼􀀽􀁀􀁂􀀶􀀳􀁀􀀼
􀀼􀀳􀁅􀀎􀀳􀀼􀀵􀀺􀀯􀀼􀀲
􀀹􀀳􀁇􀁁􀁂􀀽􀀼􀀳
􀀳􀀻􀀾􀀷􀁀􀀳
􀀻 􀀳 􀁆 􀀷 􀀱 􀀽
􀀱 􀀯 􀀼 􀀯 􀀲 􀀯
􀀱􀀶􀀷􀀱􀀯􀀵􀀽􀀎􀀶􀁃􀀰􀀎􀀼􀀳􀁂􀁅􀀽􀁀􀀹
􀀾􀀯􀀱􀀷􀀴􀀷􀀱􀀎􀀼􀀽􀁀􀁂􀀶􀁅􀀳􀁁􀁂
􀀱􀀯􀀺􀀷􀀴􀀽􀁀􀀼􀀷􀀯
􀀵􀁃􀀺􀀴􀀎􀀱􀀽􀀯􀁁􀁂
􀁄􀁏􀁜􀁑􀁝􀁣􀁤􀁓􀁠􀀚􀀎􀀰􀀱
􀁁􀁓􀁏􀁢􀁢􀁚􀁓
􀀺􀁝􀁡􀀎􀀯􀁜􀁕􀁓􀁚􀁓􀁡
􀀰􀁏􀁧􀀎􀀯􀁠􀁓􀁏
􀁁􀁏􀁑􀁠􀁏􀁛􀁓􀁜􀁢􀁝
􀁁􀁏􀁜􀀎􀀲􀁗􀁓􀁕􀁝 􀀽􀁙􀁚􀁏􀁖􀁝􀁛􀁏􀀎􀀱􀁗􀁢􀁧
􀁂􀁣􀁚􀁡􀁏
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􀀘􀀹􀁓􀁧􀁡􀁢􀁝􀁜􀁓􀀎􀁢􀁠􀁏􀁗􀁜􀁡􀀎􀁝􀁞􀁓􀁠􀁏􀁢􀁓􀀎􀁏􀁢􀀎􀀟􀀠􀀣􀀎􀁛􀁞􀁖􀀎􀁝􀁜􀀎􀁢􀁖􀁓􀀎􀀾􀁖􀁗􀁚􀁏􀁒􀁓􀁚􀁞􀁖􀁗􀁏􀀛􀀼􀁇􀀱􀀎􀁞􀁝􀁠􀁢􀁗􀁝􀁜􀀎􀁝􀁔􀀎􀁢􀁖􀁓􀀎􀁢􀁠􀁗􀁞􀀎􀀖􀁝􀁤􀁓􀁠􀀎􀁢􀁖􀁓􀀎􀀼􀁝􀁠􀁢􀁖􀁓􀁏􀁡􀁢􀀎􀀱􀁝􀁠􀁠􀁗􀁒􀁝􀁠􀀗􀀜
Amtrak & the Development of
High-Speed & Intercity Pass enger Ra il
Fas t-tracking
the future
High-Speed Ra il — A Vision for the Future
Incremental improvement of existing routes is a vital step toward an improved national system.
But it’s just the first step. PRIIA also lays the groundwork for the development of very highspeed
rail corridors – those that operate at speeds up to 220 miles per hour. Such systems
have been in development abroad (in China, for example) and are the latest in fast ground
transportation.
A regulations regular
In addition to our engineering and mechanical expertise, our web of supporting services
and systems and our longstanding relationships with states and freight railroads, Amtrak has
an unparalleled understanding of the unique regulatory and operational requirements for
passenger service in the U.S. We have an unparalleled understanding of the FRA’s rules and
procedures, and have developed strong specialization in very specific market areas, such as the
marketing of high-speed services to American consumers and the operation of the national
reservation, ticketing, and network management system.
This moment is both exciting and crucial for transportation in America. Let’s keep the
momentum going. Amtrak is ready and eager to partner with states and other entities to
unlock the potential of our nation’s existing railroad network.
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Old February 5th, 2010, 11:58 PM   #1643
Facial
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FOR IMMEDIATE RELEASE
January 29, 2010
ATK-10-013
Contact: Marc Magliari
312 880.5390
AMTRAK TO PERFORM HIGH-SPEED RAIL
IMPROVEMENT STUDY IN MICHIGAN
Focus on infrastructure needs for future 110 mph train service
CHICAGO – Stressing the importance of its intercity passenger rail service in Michigan, Amtrak today announced it will perform a high-speed rail improvement study that will focus on determining what infrastructure upgrades are needed to provide 110 mph train service on the Norfolk Southern-owned rail corridor between Kalamazoo and Detroit.
“Amtrak believes 110 mph train service across Michigan is critical for the future and we’re committed to understanding what it will take to get there,” said President and CEO Joseph Boardman, noting that Amtrak’s Wolverine service provides three daily roundtrips between Chicago and Pontiac via Detroit over the corridor.
Boardman explained that Amtrak trains currently operate at 79 mph over the Norfolk Southern line between Kalamazoo and Dearborn, just west of Detroit. Amtrak will pay for and perform the high-speed improvement study with the assistance of Norfolk Southern and intends to complete its review by the end of May.
The study will examine all infrastructure needs and costs required to allow for 110 mph train service along the corridor including any upgrade of tracks, bridges, signal systems, highway-rail grade crossing warning devices and stations as well as analyze freight and passenger train operations. Importantly, the information gathered can support applications for future rounds of funding from federal intercity and high-speed rail capital improvement grant programs.
In addition, Boardman said Amtrak owns the rail line west of Kalamazoo to Porter, Ind., and recently increased speeds from 79 mph to 95 mph and is on target to further increase speeds to 110 mph by mid-2010. Two of the three Amtrak routes serving Michigan—Wolverine (Chicago-Pontiac) and Blue Water (Chicago-Port Huron),—operate over this section of track and each will soon reach 110 mph.
-more-
ATK-10-013
About Amtrak
As the nation’s intercity passenger rail operator, Amtrak connects America in safer, greener and healthier ways. Last fiscal year (FY 2009), the railroad carried 27.2 million passengers, making it the second-best year in the company’s history. With 21,000 route miles in 46 states, the District of Columbia and three Canadian provinces, Amtrak operates more than 300 trains each day—at speeds up to 150 mph—to more than 500 destinations. Amtrak also is the partner of choice for state-supported corridor services in 15 states and for several commuter rail agencies. Visit Amtrak.com or call 800-USA-RAIL for schedules, fares and more information.
# # #
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Old February 5th, 2010, 11:59 PM   #1644
Facial
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Sorry for the horrible formatting. The pdf files are just too stupid to convert appropriately.

All press releases can be seen from the Amtrak website in their original pdf format.
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Old February 11th, 2010, 11:23 PM   #1645
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MAJOR UPGRADES SET FOR EAST AND WEST COAST
AMTRAK MAINTENANCE FACILITIES

$49.5 million in contracts awarded for Los Angeles and Miami-area projects
WASHINGTON— Amtrak announced today it is awarding two contracts with a combined value of $49.5 million for major upgrades of its maintenance facilities located in Los Angeles, Calif., and in Hialeah, Fla., near Miami. The American Recovery and Reinvestment Act economic stimulus
program is funding both projects.

“Amtrak is committed to making the investments needed to keep our equipment clean and in good working order for our passengers and state partners,” said President and CEO Joe Boardman, noting each upgraded facility will be modern, efficient and capable of handling the
current work levels as well as projected future service expansions.
The contract for the $24.5 million Los Angeles project is awarded to Kemp Bros. Construction Co. of Santa Fe Springs, Calif. The contract for the $25 million Hialeah project is awarded to Dana B. Kenyon Company of Jacksonville, Fla. Both projects will be under construction beginning this spring, will be completed in February 2011 and are expected to generate good paying local and regional jobs. The upgrades to both the east and west coast facilities will dramatically improve the capacity, efficiency and working conditions of the shops that perform inspections and maintenance of passenger rail equipment used in long-distance and state-supported corridor
services. Both projects involve the construction of a new building structure to cover work currently performed completely outdoors and will include administrative offices and employee locker rooms.

Additionally, Amtrak intends to award a contract this spring for major upgrades to its Seattle maintenance facility that supports long-distance and state-supported corridor operations as well as a maintenance agreement for commuter rail equipment in the Pacific Northwest. The Seattle project is funded by Amtrak’s annual capital program.
~~~~~~~~~~~
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Old February 11th, 2010, 11:28 PM   #1646
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AMTRAK’S COAST STARLIGHT RE-INTRODUCES REAL CHINA AND TABLE LINENS

Elegant dinner service aims to improve customer satisfaction

OAKLAND – Beginning today, real china, table linens and glassware are returning to Amtrak’s popular Coast Starlight long-distance train to provide an elegant dining experience for passengers and is the latest service change aimed at further improving customer satisfaction on the west coast route between Los Angeles and Seattle.

The re-introduction of full china service —and the move away from disposable plastic dinnerware— is one result of a comprehensive Route Performance Improvement (RPI) analysis undertaken by Amtrak to enhance Coast Starlight customer service, product quality and market performance.

“Amtrak listened to what passengers were telling us when they said ‘a premium train service deserves a premium place setting for meals—not throwaway plastic’,” said Brian Rosenwald Chief of Product Development. “We are committed to customer satisfaction and in favor of eliminating plastic in favor of ‘green’ alternatives wherever possible.”

Fiscal year 2009 was one of the most successful ridership years for the Coast Starlight, welcoming over 432,000 passengers, a 22.3 percent increase over the previous year. Customer satisfaction scores during the year also showed improvement, with 83 percent of customers ranking Coast Starlight service as excellent, up from 79 percent in fiscal year 2008.

The RPI analysis has resulted in Amtrak making other changes to Coast Starlight service. For example, sleeping car passengers may experience the Pacific Parlour Car, a lounge venue featuring alternative meal service, specialty coffees, a daily wine tasting, and private movie theater. In addition, Amtrak upgraded sleeping cars, enhanced room service, and re-trained employees to focus on high-level customer service delivery.

Other Amtrak trains that feature full china service include the Empire Builder (Chicago – Seattle/Portland), and Auto Train (Lorton, VA. – Sanford, FL).

In addition, this year Amtrak is performing an in-depth evaluation of other long-distance routes to identify and implement changes where possible to improve key measures such as customer service, ridership, and financial performance. The five routes being analyzed are the Sunset Limited (Los Angeles – New Orleans), Cardinal (New York – Cincinnati - Chicago), Texas Eagle (Chicago – San Antonio), Capitol Limited (Chicago – Washington, D.C.), and California Zephyr (Chicago – Emeryville/San Francisco).
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Old February 11th, 2010, 11:40 PM   #1647
Facial
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Quote:
Originally Posted by Facial View Post
...sleeping car passengers may experience the Pacific Parlour Car, a lounge venue featuring alternative meal service, specialty coffees, a daily wine tasting, and private movie theater. In addition, Amtrak upgraded sleeping cars [and] enhanced room service...
This is exactly where I think Amtrak can sneak an extra niche bracket into the transportation market:

Taking advantage of people's circadian rhythms, a.k.a. taking advantage of the fact that people go to sleep.

Trains can be quieter, albeit slower than airplanes. But the main point is, as long as an entire room can be built into a sleeper car, then with increased train speeds, suddenly you can go 12 hours * (average speed). Suppose a good line averages 75 mph. Then you can go 12*75 = 900 miles during the course of nighttime.

Scenario via train: You hop on board at 6 PM for a trip from LA to Denver, in a sleeper car with your own room. Eat dinner at 6:30 PM. Sleep at 10 PM. Wake up at 6 AM, breakfast served, and the train arrives shortly thereafter. Summary: you pay only for your train ticket.

Scenario via airplane: You hop on board at 6 PM for a trip from LA to Denver, in first class. Eat a crappy dinner shortly after takeoff. Arrive at 8:30 PM, check in at hotel, and wake up next morning, breakfast served. Summary: you pay for air travel, AND hotel stay
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Old February 11th, 2010, 11:44 PM   #1648
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Now, I realize that LA to Denver might not be really 900 miles, since the tortuous path through the Rockies may make the actual distance much longer. But it is roughly representative of my point, especially in regards to cities like Seattle - LA, or NYC - Miami.

Suddenly, I think Amtrak has the potential to be competitive on much longer ranges.
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Old February 12th, 2010, 12:53 AM   #1649
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Amtrak should give up those long corridors and focus on the shorter ones , and i think its time we rewrite the FRA rules.
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Old February 12th, 2010, 05:22 AM   #1650
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How close is Amtrak's Empire Builder (their most popular long-distance train) to breaking even?

BTW, I do like the idea of marketing medium-distance trains with that overnight angle.

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Old February 12th, 2010, 09:54 AM   #1651
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..., and i think its time we rewrite the FRA rules.
Especially that.

Just read an article about the success of the "downeaster". My first thought was how much more succesfull this train could have been if they'd used modern DMU's, like the Danish Flexliners. For the same cost they would probably be able to offer twice the amount of trips.
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Old February 14th, 2010, 05:49 AM   #1652
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This is exactly where I think Amtrak can sneak an extra niche bracket into the transportation market:

Taking advantage of people's circadian rhythms, a.k.a. taking advantage of the fact that people go to sleep.

Trains can be quieter, albeit slower than airplanes. But the main point is, as long as an entire room can be built into a sleeper car, then with increased train speeds, suddenly you can go 12 hours * (average speed). Suppose a good line averages 75 mph. Then you can go 12*75 = 900 miles during the course of nighttime.

Scenario via train: You hop on board at 6 PM for a trip from LA to Denver, in a sleeper car with your own room. Eat dinner at 6:30 PM. Sleep at 10 PM. Wake up at 6 AM, breakfast served, and the train arrives shortly thereafter. Summary: you pay only for your train ticket.

Scenario via airplane: You hop on board at 6 PM for a trip from LA to Denver, in first class. Eat a crappy dinner shortly after takeoff. Arrive at 8:30 PM, check in at hotel, and wake up next morning, breakfast served. Summary: you pay for air travel, AND hotel stay

yea but, right now with sleeper cars, you pay for the train ticket, AND sleeper car. I was interested in taking the Amtrak train to Memphis, TN instead of flying, but a one way sleeper car was over $400.
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Old February 14th, 2010, 05:58 AM   #1653
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Train sleeper does have to factor in what might be called "hotel charges" to maintain rooms and bedding.

And with sleeper rooms you have fewer paying passengers for a given unit of train weight/space.
But it still costs just as much for crews, fuel, and cars.
And it costs additional money to provide bed linens, wash them, change them.

If you are the RR providing sleeper services then you are providing a more costly service than a coach car on less revenue than a coach car.

Next question:
Who slept on that mattress and pillows before you did?
Even with linens being changed, what diseases or parasites did that person have?

Remember when figuring average speeds to factor in intermediate stops, waiting to clear opposing traffic, crew changes, fuel and water replenishment, commissary restocking.

Last edited by southwestforests; February 14th, 2010 at 06:19 AM.
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Old February 14th, 2010, 06:58 AM   #1654
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Next question:
Who slept on that mattress and pillows before you did?
Even with linens being changed, what diseases or parasites did that person have?

That's the same question you could ask about hotels...
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Old February 14th, 2010, 10:47 AM   #1655
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yea but, right now with sleeper cars, you pay for the train ticket, AND sleeper car. I was interested in taking the Amtrak train to Memphis, TN instead of flying, but a one way sleeper car was over $400.
I didn't know that.

It's almost as if Amtrak is choosing not to be competitive with the airlines on purpose. If they figure a way around this, then it's certainly much better than flying.
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Old February 14th, 2010, 10:51 AM   #1656
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The other expansion strategy is to introduce Auto Train service (that is, autoracks) on the West Coast. It could work for distances greater than 500 miles, so it should be put on the Coast Starlight.

I've always wanted to visit Seattle on a road trip, but I never made it that far north.
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Old February 14th, 2010, 10:56 AM   #1657
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How close is Amtrak's Empire Builder (their most popular long-distance train) to breaking even?
According to Wikipedia, 65% from fare revenue.
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Old February 18th, 2010, 03:36 AM   #1658
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new: Minneapolis Northstar Commuter rail

This just opened






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Old February 18th, 2010, 05:46 AM   #1659
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Commuter rail travel is making a major comeback in other parts of the US. It's not concentrated in the East Coast anymore.
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Old February 18th, 2010, 08:19 AM   #1660
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Quote:
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Commuter rail travel is making a major comeback in other parts of the US. It's not concentrated in the East Coast anymore.
Chicago has always had a very well-developed suburban commuter rail system, many of the city's suburbs developed along those radial lines as far back as the late 19th century.

Anyways, how's ridership?

Mike
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