As details about the $978 billion compromise infrastructure plan that President Joseph Biden and a bi-partisan group of senators announced last week, the future for Amtrak service is looking less rosy than it was last March when the passenger carrier released its Amtrak Connect US plan.
Nonetheless, it’s still a promising future albeit one that is less grand in scope.
Back in the spring, the Biden administration was talking about Amtrak getting $80 billion, much of which would be used to expand its network and increase service.
But the plan announced last week contains $66 billion for passenger and freight rail to share, which means that although Amtrak will be getting a funding boost, it won’t be nearly as much as some had hoped for.
The bi-partisan plan calls for allocating over the next five years $579 billion in new spending of which $312 billion will go toward transportation.
Of the new transportation spending, public transit would receive $49 billion; ports and waterways, $16 billion; roads, bridges and major projects, $109 billion; and airports, $25 billion.
Other spending includes $266 billion for infrastructure spending on water, broadband and power.
Although the plan has bi-partisan support in the Senate, it will not necessarily have smooth sailing through Congress.
Some Republican opposition is inevitable and it remains to be seen if the bi-partisan coalition will hold and if senators in both parties in the coalition can get their colleagues to go along with it.
Already there has been one dust up in which Republicans were reported to have been angered by
Biden’s remarks that the infrastructure deal was tied to Congressional approval of a separate Democrats-only $4 trillion plan to spend trillions more on health care, child care, higher education access and climate change programs.
That plan is contingent on changing the U.S. tax code, something Republicans have strongly opposed.
During his remarks last week, Biden said he would not sign the bi-partisan infrastructure plan without also signing legislation for his American Jobs Plan and American Families Plan.
After GOP discontent about that spilled into the news media, the White House backpedaled, insisting that Biden had misspoken.
“I gave my word to support the infrastructure plan, and that’s what I intend to do,” Biden said. “I intend to pursue the passage of that plan, which Democrats and Republicans agreed to on Thursday, with vigor. It would be good for the economy, good for our country, good for our people. I fully stand behind it without reservation or hesitation.”
To win the support of some moderate Republicans and Democrats, Biden had to give up some of the funding for transportation that he initially had sought in his infrastructure plan.
Nonetheless, a White House fact sheet about the revised infrastructure plan contends the infrastructure plan contains funding that would modernize and expand transit and rail networks across the country.
“The Plan is the largest federal investment in public transit in history and is the largest federal investment in passenger rail since the creation of Amtrak,” the White House said.
All of that may be accurate, yet it is becoming clear that the ambitious route expansions envisioned in Amtrak Connect US will be scaled back.
Even when the plan was announced earlier Amtrak had indicated it was a goal of what its network would look like by 2035.
Some commentators suggested the plan was more something to aspire to than a set of realistic objectives.
For its part, Amtrak was supportive of the bi-partisan infrastructure plan. “Amtrak is ready to support this vision for greater public transit,” an Amtrak spokesperson said.
Amtrak spokesperson Marc Magliari said the passenger carrier is excited to be on the offensive instead of having to constantly defend itself and its spending.
Amtrak’s chief marketing and revenue officer, Roger Harris, had told Business Insider in mid June that the $80 billion plan was “extremely ambitious.”
However, even getting a portion of that would be “revolutionary,” he said.
That sounds like what you say when your pie in the sky dream collides with reality.
If things work out with the bi-partisan infrastructure plan then Amtrak will have additional money to expand some of its network.
It may be that the expansions that actually come about will occur in those states that have expressed a willingness to put up money to pay for new service.
Expansion is less likely to occur in states where state officials and legislators are apathetic, indifferent or even hostile toward spending money on supporting new Amtrak service.
Aside from money, what Amtrak also wants out of Congress is better leverage against its host railroads.
That would play out in two ways. First, it would give Amtrak more power to go after host railroads that consistently delay its trains or fail to give them preference over freight traffic.
Second, Amtrak wants more legal tools to force host railroads into hosting new service.
Rep. Peter DeFazio, chairman of the House Transportation Committee, is leading the effort to give Amtrak a right to have federal courts settle disputes with host railroads.
“Right now they’ve got it the way they want it,” DeFazio said of Amtrak’s host railroads.
“So we’re going to change the law and give Amtrak better access.”
It remains to be seen how successful DeFarzio will be in doing this and whether those changes will withstand a court challenge that would likely be brought by the Association of American Railroads.
DeFazio is correct in saying host railroads like the balance of power they have with Amtrak and are not going to give that up willingly.
The legislative fight will play out this summer and fall, but the larger battles will take years to resolve if they ever are.
The service suspensions will occur between Northampton and Greenfield, Massachusetts with alternate transportation being provided.
Train 562 will depart Los Angeles at 6:05 a.m. and arrive in San Diego at 8:58 a.m.
Being reinstated are Trains 714 and 717 operating between Oakland Jack London Square and Bakersfield, California.
In Eugene, Oregon, the Amtrak Thruway stop for the University of Oregon has temporarily moved due to events taking place in the current location.
The daily bus service will add a new stop at Cameron Park/Cambridge Road. It will continue to serve Placerville, the South Lake Tahoe Y and the Stateline Transit Centers. The Stateline Kingsbury stop is being discontinued.
Nos. 50 and 51 currently operate tri-weekly, departing Chicago on Tuesday, Thursday and Saturday; and New York on Sunday, Wednesday and Friday.
Amtrak in the Heartland 
Infrastructure Agreement Cuts Money for Amtrak Expansion
June 29, 2021As details about the $978 billion compromise infrastructure plan that President Joseph Biden and a bi-partisan group of senators announced last week, the future for Amtrak service is looking less rosy than it was last March when the passenger carrier released its Amtrak Connect US plan.
Back in the spring, the Biden administration was talking about Amtrak getting $80 billion, much of which would be used to expand its network and increase service.
But the plan announced last week contains $66 billion for passenger and freight rail to share, which means that although Amtrak will be getting a funding boost, it won’t be nearly as much as some had hoped for.
The bi-partisan plan calls for allocating over the next five years $579 billion in new spending of which $312 billion will go toward transportation.
Of the new transportation spending, public transit would receive $49 billion; ports and waterways, $16 billion; roads, bridges and major projects, $109 billion; and airports, $25 billion.
Other spending includes $266 billion for infrastructure spending on water, broadband and power.
Although the plan has bi-partisan support in the Senate, it will not necessarily have smooth sailing through Congress.
Some Republican opposition is inevitable and it remains to be seen if the bi-partisan coalition will hold and if senators in both parties in the coalition can get their colleagues to go along with it.
Already there has been one dust up in which Republicans were reported to have been angered by
Biden’s remarks that the infrastructure deal was tied to Congressional approval of a separate Democrats-only $4 trillion plan to spend trillions more on health care, child care, higher education access and climate change programs.
That plan is contingent on changing the U.S. tax code, something Republicans have strongly opposed.
During his remarks last week, Biden said he would not sign the bi-partisan infrastructure plan without also signing legislation for his American Jobs Plan and American Families Plan.
After GOP discontent about that spilled into the news media, the White House backpedaled, insisting that Biden had misspoken.
“I gave my word to support the infrastructure plan, and that’s what I intend to do,” Biden said. “I intend to pursue the passage of that plan, which Democrats and Republicans agreed to on Thursday, with vigor. It would be good for the economy, good for our country, good for our people. I fully stand behind it without reservation or hesitation.”
To win the support of some moderate Republicans and Democrats, Biden had to give up some of the funding for transportation that he initially had sought in his infrastructure plan.
Nonetheless, a White House fact sheet about the revised infrastructure plan contends the infrastructure plan contains funding that would modernize and expand transit and rail networks across the country.
“The Plan is the largest federal investment in public transit in history and is the largest federal investment in passenger rail since the creation of Amtrak,” the White House said.
All of that may be accurate, yet it is becoming clear that the ambitious route expansions envisioned in Amtrak Connect US will be scaled back.
Even when the plan was announced earlier Amtrak had indicated it was a goal of what its network would look like by 2035.
Some commentators suggested the plan was more something to aspire to than a set of realistic objectives.
For its part, Amtrak was supportive of the bi-partisan infrastructure plan. “Amtrak is ready to support this vision for greater public transit,” an Amtrak spokesperson said.
Amtrak spokesperson Marc Magliari said the passenger carrier is excited to be on the offensive instead of having to constantly defend itself and its spending.
Amtrak’s chief marketing and revenue officer, Roger Harris, had told Business Insider in mid June that the $80 billion plan was “extremely ambitious.”
However, even getting a portion of that would be “revolutionary,” he said.
That sounds like what you say when your pie in the sky dream collides with reality.
If things work out with the bi-partisan infrastructure plan then Amtrak will have additional money to expand some of its network.
It may be that the expansions that actually come about will occur in those states that have expressed a willingness to put up money to pay for new service.
Expansion is less likely to occur in states where state officials and legislators are apathetic, indifferent or even hostile toward spending money on supporting new Amtrak service.
Aside from money, what Amtrak also wants out of Congress is better leverage against its host railroads.
That would play out in two ways. First, it would give Amtrak more power to go after host railroads that consistently delay its trains or fail to give them preference over freight traffic.
Second, Amtrak wants more legal tools to force host railroads into hosting new service.
Rep. Peter DeFazio, chairman of the House Transportation Committee, is leading the effort to give Amtrak a right to have federal courts settle disputes with host railroads.
“Right now they’ve got it the way they want it,” DeFazio said of Amtrak’s host railroads.
“So we’re going to change the law and give Amtrak better access.”
It remains to be seen how successful DeFarzio will be in doing this and whether those changes will withstand a court challenge that would likely be brought by the Association of American Railroads.
DeFazio is correct in saying host railroads like the balance of power they have with Amtrak and are not going to give that up willingly.
The legislative fight will play out this summer and fall, but the larger battles will take years to resolve if they ever are.
Tags:commenaries on transportation, Congress, infrastructure plan, Joseph Biden, on transportation
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