March 1997
Also included in the print version were:
At a Phoenix Chamber of Commerce Transportation Task Force meeting on Tuesday, February 4, Larry Smith, Union Pacific's Director of Passenger Services, spoke to representatives of the metropolitan Phoenix business concerning the railroad's enthusiasm for operating commuter rail service in the Phoenix area.
Noting that twenty percent of Union Pacific's daily departures are passenger trains, including those on Metrolink's Los Angeles-Riverside line and the former Chicago and North Western Metra lines in Chicago, Smith said his company is ready, willing and able to serve commuters in Phoenix.
Interestingly enough, Airtrain, a proposed UP operation between downtown Denver and their new airport, is also expected to serve a new baseball park-Coors Stadium, the new home of the Colorado Rockies. "However, their stadium is closer to our tracks than [the new Bank One Ball Park] would be-by about fifty feet," Smith said.
Smith acknowledged that Southern Pacific had discouraged passenger service and had, prior to the merger, discussed abandoning the "West Line" between Arlington and Roll, severing Phoenix's direct link with Los Angeles. "Let me assure you," Smith stated, "we are not going to get rid of this track."
Smith's remarks followed his presentation of a video which, in both context and character, was not unlike ARPA's. The cover of the handout UP created to accompany the folder reads: "They pollute our air. The waste billions of gallons of fuel. And they cost $100 million per mile to build. So why are they called freeways?" Folks, this ain't the old Espee!
The meeting also featured remarks by Edward Z. Fox, the Environmental Vice President for Arizona Public Service which, together with the Diamondbacks and several other central Phoenix businesses and organizations, has been spearheading discussion of a demonstration commuter train run for two weeks during 1997.
The meeting was chaired by Lyle Knight, a Vice President with Bank of America, and included representatives from Arizona Public Service, Arizona & California Railroad, Sky Harbor Airport, Union Pacific, and others. Rob Bohannan and Earl Eisenhower attended on behalf of ARPA.
[Union Pacific's 1996 Annual Report includes this System Map which clearly shows the West Line.]
According to the Arizona Republic, Rep. Matt Salmon, R-Ariz., and Rep. Ed Pastor, D-Ariz. are seeking ISTEA (Intermodal Surface Transportation Efficiency Act) funds to build a rail system in metro Phoenix. The Republic quotes RPTA executive director Ken Driggs: "We got this set up on a high-speed track," and notes that the proposal has support from "Gov. Fife Symington, five city mayors, the Maricopa Association of Governments and the Arizona Chamber of Commerce" as well as the public. Construction is envisioned to begin in the year 2000.
Although the Republic spoke of this proposal of being for light rail, cities such as Dallas have implemented their light rail and their commuter rail as part of a single package. Dallas' Union Station platforms were rebuilt to serve both the DART light rail trains and the Trinity Express commuter trains. Similarly, San Diego's Santa Fe station serves the San Diego Trolley, the Coaster regional rail service, and Amtrak trains. Such an arrangement - an integrated local and regional system - would be well suited for Phoenix as well. Light rail on a corridor such as Metro Center - Downtown - Sky Harbor - Tempe would be a great benefit to the region; but a Regional Rail system could serve areas such as the Sun Cities, Goodyear, Chandler, Gilbert, and Mesa. Both systems together could make a major impact.
It is also ARPA's policy (from our August 1996 Planning Meeting) that any light rail construction should not preclude or diminish the capacity for a regional rail system, intercity passenger trains, or existing freight traffic. Look for further information in the next ARPA UPDATE.
The "Phoenix 600" (so called for the six hundred respondents who wanted to give additional input after the recent City of Phoenix transportation forums) will present their findings to the Mayor's Ad Hoc Steering Committee in a special combined meeting, 9 to 11 AM, March 22, 1997 at the Phoenix City Council Chambers.
Of the six hundred, over 200 participated in follow-up meetings, where the top three concerns were · local bus service · light rail · commuter rail. 75% were in favor of a ½¢ sales tax to support transit. The Steering Committee will then present its final plan for Phoenix transportation to the Mayor in April.
SB1188 "Public Transit Annual Appropriation" Introduced by Sen. Cirillo to the Transportation Cmte. This would redirect $9M FY 97, $18 FY 98 from Powerball to Statewide transit, matching grant with share based on population. As of 3/8 this bill is tabled but may be attached to another.
SB1101 "Study Cmte: Mass Transit; Alternatives" Sponsored by Senators Kennedy, Bee, Cirrilo, Kummiskui and Freestone. Purpose: Establish JLSC on mass transit and mass transit alternatives. House transportation chairman and Senate transportation chairman as co-chairs of LSC. Bill is still under consideration.
HB2309 "Appropriation and Air Quality" Introduced by Represenatives Allen, Gardner, Sen. Grace, Rep. Daniels, Groscoft, Leff, Sen. Bowers, Conner. Dept's of Commerce and Transp for air quality programs. [As of 3/8/97, outlook is favorable]
HB 2309 has three parts:
Finance. Fund Raising activities have started. ARPA's effectiveness has improved over the past year, but with the office our expenses have increased as well.
Our first event for 1997 is planned for Wednesday evening, May 14th - you will be receiving complete information as it becomes available.
Governmental Affairs. The Committee has been especially busy the past few months, following the House and Senate bills, tracking the proposal for ISTEA funds, and keeping track of the growing number of passenger rail-related activities in Arizona. Sam Morse, chairman, has been active as a member of the "Phoenix 600" (see article in this issue) and is now a member of the Surface Transportation Committee for the City of Phoenix.
Public Relations. With the first of our quarterly ARPA Open Houses having been so well received, we are looking forward to the next one, April 19th at the Valley Ho Conference Center.
We are working with Governmental Affairs to bring you an updated Executive Summary of the 1992 White Paper.
As of this writing I am still in Dallas, Texas, where there has been a great deal of rail passenger related activity. The DART light rail system, with its newly opened North extension, is carrying upwards of 30,000 passengers a day - above planners' expectations. The Dallas Morning News recently reported that 500,000 cars clog Dallas' highways during rush hour. These 30,000 rail riders, many of whom did not formerly use transit, thus have removed 7% of trips from the road network.
The success of the light rail line has gotten much attention, with a large development to be built on the next planned extension. According to the Dallas Morning News, the development will combine "commercial and civic development… [along] a DART transit plaza, with rail stations, a hotel and performing arts and conference center." An official from the landowner in January said, "We recognize that DART is coming up there… projects like that are probably going to have public-private partnerships."
Also running in the Dallas area is the Trinity Rail Express, which provides commuter service from South Irving to Dallas Union Station. Ridership got off to a slow start (perhaps because of the initial slow-running and borrowed Connecticut equipment) but has been building steadily. With the ordered Rail Diesel Cars now entering operation, ridership is expected to increase much faster.
The Arkansas Rail Passenger Association, along with rail advocates through Arkansas, Texas, and in other states, has been working to reverse Amtrak's decision to eliminate rail passenger service to Arkansas and north Texas. One of their recent press releases notes, "The Texas Eagle achieved the highest percentage ridership gains of any long-haul route for the first quarter of FY1997, a fact that was totally ignored by Amtrak in their February 3, 1997 press release." (See http://www.ipt.com/htmlpub/aboard/ar.htm)
The Eagle, which is combined with the Sunset Limited from Los Angeles through San Antonio, ties southern Arizona to Midwest. Amtrak reportedly is working on mail and express initiatives to preserve both the Texas Eagle and Pioneer, but such efforts are not likely to bear fruit by the May 10th "train-off" date. Several Texas mayors (see below) are asking their state legislators to approve a two-year $5.6 million loan to Amtrak aimed at keeping the Eagle in service after May 10th and the time when significant mail and express business is developed.
Eagle supporters include Senator Kay Bailey Hutchison (R-Texas) who, in an October 13, 1996, piece for the Dallas Morning News, said, "Passenger rail service is an essential part of our state's transportation network. My vision for a modern transportation network in Texas includes (1) smooth highways for car and bus passengers, (2) rail stations served by both passenger and freight lines and (3) feeder highways and commuter trains that serve major airport hubs.
"Such is the case in Dallas and Fort Worth, where Amtrak and municipal transit services are accessible at one terminal… We can't preside over a slow dismantling of our national rail system… Instead, we should be looking for ways to improve and maintain a national rail system to ensure a strong transportation network." The ARPA UPDATE staff commends Ms. Hutchison for her foresight on the future of our nation's transportation.
The following letter from the Arkansas Amtrak Coalition was recently circulated among members of the Arkansas congressional delegation, DOT Secretary Rodney Slater, and various Amtrak officials, to bolster support for the Texas Eagle.
January 15, 1997
As 1997 begins to unfold, many issues will come before you, including the future of rail passenger transportation. At the heart of the matter is a contradiction in terms of what public transportation should represent and what is offered currently.
Amtrak announced in August, 1996 that the Texas Eagle route would be eliminated. Texas Eagle supporters, including leaders among the affected cities and individuals who support passenger rail service, worked diligently to salvage the route that is so important to their individual communities. Texas Senator Kay Bailey Hutchison, Chairman of the Senate Subcommittee on Surface Transportation, addressed those efforts by holding hearings on the proposed Amtrak closures in September, 1996. Elected officials recognized the need for dialogue to continue on this matter and dedicated federal funds as a reprieve through May 10, 1997. We are asking you to re-engage your commitment to Amtrak's Texas Eagle.
Cities along the Texas Eagle route are launching a comprehensive marketing plan, working jointly to increase ridership. Amtrak pathfinder signs will be installed to increase public awareness of an additional mode of transportation as well as facility location. The new Arkansas state maps are including Amtrak in its legend and the Arkansas Department of Parks and Tourism is willing to promote Amtrak in its brochures. More equitable distribution of cars, and expanding the Texas Eagle to daily service, would give Amtrak significantly increased ridership.
Individual states should not have to compete against each other to be served. Passenger rail service is needed nation-wide and should not be eliminated incrementally. If any tax dollars are dedicated to Amtrak for passenger rail service, then a mandate should accompany that funding requiring that service continue where it presently exists. Passenger rail service to Texas and Arkansas is critical at a time when tourism is increasing. Texas has replaced Florida as the number two state in the union for tourism and Arkansas, home state of President Clinton, has an increasing number of visitors as well. Arkansas, the Natural State, has some of the most beautiful scenery in the nation that Texas Eagle passengers can enjoy. Communities in Arkansas have spent several thousands of dollars to beautifully restore depots, and Amtrak needs to capitalize on this community-based investment.
Although poor planning, marketing, and promotional efforts have created financial problems for Amtrak, we stand ready to assist on the local level, in both Arkansas and Texas. Congress should require Amtrak to be more accountable for its performance and the breadth of its service. We join our friends in the Texas Eagle Coalition in saying, "It must be done. It can be done. And now is the time."
Thank you for your careful consideration. We need you to help us "save the Eagle."
- ARKANSAS AMTRAK COALITION:
Jim Dailey, Mayor of Little Rock; Bill Scrimshire, Mayor of Malvern; Mike Kolb, Mayor of Arkadelphia; J.R. Rogers, Mayor of Walnut Ridge; Barrett Jones, City Manager of Texarkana,AR; Don Melton, Office of Governor Mike Huckabee; Bill Pollard, Arkansas Association of Railroad Passengers.
Prepared for Arkansas Rail by Dr. Bill Pollard (501) 329-9060 - Email: arkrail@aol.com
See also http://www.ipt.com/htmlpub/aboard/ar.htm
Updating the story in the print version of the ARPA Update:
"The President's budget proposal for 1998, released on February 6, has bad news for rail passengers." "The most important thing you can to right now to save trains."
NARP asks you to WRITE CONGRESS and if you are in Arizona, you can send e-mail through the links on the Arizona Congressional Delegation page.
It appears that the Clinton Administration has abandoned plans to include an Amtrak reauthorization as part of the ISTEA reauthorization bill the Administration will send to Capitol Hill.
That is a problem because the Clinton 1998 budget proposal assumes all Amtrak funding -- operating and capital -- will come from the Highway Trust Fund. But using the Highway Trust Fund for Amtrak requires changes in the law (ISTEA) governing the Highway Trust Fund. Administration failure to include such changes in the ISTEA bill means Clinton has no intention of making such changes.
In other words, the Administration is proposing zero funding for Amtrak but is not willing to say so directly.
And, as the Clinton 1998 budget proposal already has implied, there would be no Amtrak gas-tax half-cent in the Clinton ISTEA bill.