Commentary

Seventh in a Series: Beyond Daily Operation – Proposals for Reform

Thus far in this series, we have focused on the narrow issue of Amtrak’s service reduction from daily to three-times-a-week on its entire long-distance train network. We discussed costs, ideology, Amtrak’s impossible demands for restoring daily service, and what Congress can do to prevent the harm that Amtrak management is inflicting on the riding public and their communities.

Commentary

Sixth in a Series: What Congress Can Do—If It’s Willing

On May 24, Amtrak President William J. Flynn wrote to Vice President Michael Pence (in his capacity as President of the Senate) and House Speaker Nancy Pelosi, demanding a supplemental appropriation of $1.475 billion, and threatening to cut service on every long-distance (L-D) train (except the Auto Train, which is only available for travelers with a motor vehicle) from daily operation to only three departures per week. Most of the reductions are in place as of this Oct. 5 posting, although Amtrak cut service between New York and Florida in half on July 6.

Commentary

Fifth in a Series: Advocates Speak Out, But It’s Up to Congress

Amtrak is poised to implement the most far-reaching service reductions in its history, Oct. 1. Every long-distance (L-D) train that currently runs every day will be lose more than half of its departures; reduced to running only three times per week. In the past, Amtrak reduced operation of some trains to three or four days a week, the most notable being the infamous Mercer Management cuts of the mid-1990s, which proved that cutting service increased costs by a greater amount than it saved. In other words, restricting the choice of travel days not only inconvenienced customers, but also cost Amtrak more. Despite that experience, Amtrak is about to reduce service on every L-D train, except for the Auto-Train, by 57%.

Commentary

Fourth in a Series: Amtrak’s Impossible Demands

Time is running out for daily operation of Amtrak’s long-distance trains. It could also be running out for the very concept that a train could provide reliable transportation between far-flung communities every day, with same-day connections to other trains, at least in this country. With various exceptions, this has been the basis of Amtrak’s long-distance train network for the first 49 years and five months of its corporate existence, as well as for nearly 140 years before Amtrak began operations in 1971.

Commentary

Private Sector Investment in NEC Operations?

For almost half a century, passenger rail service in the United States has resided in the public sector. Despite its unusual statutory charter, Amtrak’s voting shares belong to the U.S. Department of Transportation. Every transit agency that runs trains in its metropolitan area is owned by some sort of public entity, whether based in state or local government, or a separate public-sector authority. Times are changing, though, and certain private-sector entities have expressed interest in running passenger railroads.

Commentary

Third in a Series: Is It Money, Or Ideology?

Beginning Oct. 1, Amtrak is reducing service on its entire long-distance (L-D) train network from daily to three departures per week, except for the two trains that already run only tri-weekly-only schedules, and the Auto Train.

Brightline, Virgin Rail Parting Company

The honeymoon between Brightline, the private-sector luxury passenger train in Florida, and the Virgin brand is over. It lasted for fewer than two years. When we reported about the change in branding from Brightline to Virgin Trains USA late in 2018, it appeared that the edgy and innovative Brightline brand was headed for oblivion. It now seems that the COVID-19 virus is responsible for the reversal of events that led to a parting of the ways. Whatever the reason, the Brightline brand will now live again.

Commentary

Jazz and Rail: A 100-Year Musical Landmark

Exactly a century ago, on Tuesday, Aug. 10, 1920, diversity in music took a giant leap forward. The occasion was the first recording session that featured a black popular singer, backed up by a jazz band from Harlem, performing the first record widely accepted as an example of the blues. That event changed the music business forever, and reinforced the universal kinship felt by everyone who plays jazz, or has a serious interest in it. It is not unlike the kinship shared among those of us who are serious about our trains, our transit, and the policies and procedures that keep them in service.

Commentary

Rail “Commuting” in the “New Normal”

As the COVID-19 virus began to sweep across the nation in March, everybody seemed to cling to the hope that it would do its damage and move on quickly, so life could return to “normal.” Rail transit in most cities switched to weekend schedules on weekdays. Most of the country’s commuter rail providers did that, too.

Commentary

Second in a Series: Cutting Service Actually Costs More

This year, Americans held what may have been the most subdued observance of the Fourth of July in the nation’s history. There were few parades, town celebrations or fireworks displays in recognition of the nation’s birthday. In short, there were essentially no parties or events, so few people had reason to go anywhere.

LOAD MORE