Posts Tagged ‘Charles Wick Moorman’

Moorman Set to Leave Amtrak Dec. 31

December 15, 2017

Amtrak co-CEO Charles “Wick” Moorman is about at the end of the line as the head of the rail passenger carrier.

Moorman

Moorman, who came on board as CEO in September 2016 after a long career at Norfolk Southern that included serving as the company’s CEO, will leave Amtrak on Dec. 31. He plans to continue to serve the carrier as a senior adviser.

When he agreed to take the Amtrak job, Moorman made it clear he would only serve as a transitional CEO and assist the process of finding his replacement.

That led the Amtrak board of directors last June to hire Richard Anderson, a former Delta Air Lines CEO. Anderson and Moorman have held the co-CEO titles since then.

“I have greatly enjoyed my time at Amtrak, and firmly believe that the company is well-positioned for the future,” Moorman said in a statement. “I look forward to continuing my work with Richard and the entire Amtrak team to further advance passenger rail in this country.”

When Moorman was hired, he was assigned the responsibility to focus on improving operations, streamlining Amtrak’s organizational structure, and finding his successor.

Moorman has had his share of challenges, including an emergency program to rebuild track at New York Penn Station and improving the company’s safety culture.

The latter was described as “broken” by a National Transportation Safety Board report on an accident that left two Amtrak maintenance workers dead when they were struck by a train at Chester, Pennsylvania.

Amtrak has also shown concepts for high-speed equipment slated to replace Acela train sets in the Northeast Corridor and put into service new locomotives built by Siemens.

“The Board is grateful for Wick’s significant contributions since he joined the company, and we are pleased that he is continuing to serve as a senior advisor,” said Tony Coscia, chairman of the Amtrak board.

Advertisements

Amtrak Set Revenue Record in November

December 14, 2017

Amtrak said this week that it garnered record revenue in November of $204.7 million in system-wide adjusted ticket revenue, the best month in the company’s history.

In a news release, Amtrak said that Thanksgiving continued to be its busiest week of the year with a record 777,897 riders riding the train and generating $61 million in gross ticket revenue.

“More customers are choosing Amtrak as it is simply the smarter way to travel. We look forward to providing the Amtrak experience to more customers over the December holidays,” said Amtrak Co-CEO Charles “Wick” Moorman in a statement.

Amtrak said it is encouraging passengers to make their reservations now for Christmas season travel because it expects its trains to carry heavy crowds this month.

Passengers can save up to 25 percent on tickets, as 7-day and 14-day advance purchase saver fares are still available, the carrier said.

Moorman Looks Back on Amtrak Tenure

December 5, 2017

You could say that Amtrak co-CEO Charles “Wick” Moorman is a big fan of his fellow CEO Richard Anderson.

Moorman

“We really hit a home run in that Richard Anderson agreed to come on board,” Moorman said during a speech last week at the RailTrends 2017 conference.

Moorman cited Anderson’s leadership skills, saying Amtrak needs his aggressive nature.

During his presentation, Moorman also said Amtrak has made progress in such areas as safety, maintenance and customer service.

The former CEO of Norfolk Southern also singled out the passenger carrier’s new chief financial officer, William Feidt, who Moorman said has brought discipline to Amtrak that was lacking.

Moorman said Chief Marketing Officer Tim Griffin understands marketing a passenger service as well as revenue and yield management. “We have a first-rate management team now,” Moorman said.

Griffin and Anderson have both worked in the airline industry with Anderson having been a former CEO at Delta Air Lines.

Moorman, who will leave Amtrak soon, said that although the passenger carrier is developing a better safety culture, it continues to trail Class I railroads in those efforts.

He also said that Amtrak has a spotty record in delivering on capital projects

Amtrak needs to be a better steward of its assets, including its rolling stock and facilities.

“Shabby chic can be fashionable, but not on a passenger train or in a train station,” Moorman said.

Pointing out that much of Amtrak’s equipment had a worn-out feel to it, Moorman directed the interiors of Amfleet I cars to be refurbished after he learned that it would be relatively inexpensive.

In time, the refurbishment program will be extended to cars used on long-distance trains.

One lesson that Moorman said he learned from Anderson from the airline industry is to consistently upgrade the interiors that passengers see.

“You don’t want to know how many 40-year-old airplanes you’ve flown,” Moorman said.

In fiscal year 2017, which ended on Sept. 30, Amtrak reduced its operating loss to just under $200 million, which covers 95 percent of its expenses. Moorman said the goal is to reduce the operating loss to zero.

It will seek to do that by bumping up ridership and revenue. However, he said that will be a challenge to achieve if the current less than desirable on-time performance means that Amtrak service is unreliable.

Moorman said a two- or three-hour delay for a freight train doesn’t mean much, but is unacceptable for a passenger train.

He said Amtrak and its host freight railroads need to work more closely to reduce delays while the freight railroads need to realize that to a certain extent the public’s perception of American railroading is shaped by Amtrak and the level of service it provides.

2nd Penn Station Track Project Begins in January

November 16, 2017

The project will extend through May 28 and involve work performed mostly on weekends.

In a news release, Amtrak said there will be a series of continuous single-track closures that will result in minor modifications to Amtrak and commuter train weekday operations.

“After a successful summer, it is essential that we continue to upgrade the infrastructure so that we can continue to improve the reliability of service for all the customers that use New York Penn Station,” said Amtrak co-CEO Charles “Wick” Moorman.

The following schedule changes will take place during the infrastructure renewal work:

  • Amtrak is cancelling Northeast Regional Trains 110 from Washington to New York and 127 from New York to Washington.
  • Northbound Keystone Train 640 will terminate at Newark Penn Station
  • Southbound Keystone Train 643 will originate at Newark Penn Station
  • Southbound Train 173 will stop at Newark Airport
  • Southbound Trains 129, 193 and 653 will all have earlier departure times.
  • Train 170 will also depart Washington early, stop at North Philadelphia and Cornwells Heights and resume its schedule from Trenton
  • Long Island Rail Road and NJ Transit are also expected to announce service schedule adjustments

The projects will occur in the area of Track 15, which requires a section of concrete demolition and replacement that will be similar to the work done on Track 10 last summer and Track 18, which requires localized concrete demolition with complex steel hardware replacement and rail renewal.

Amtrak also will renew and replace three turnouts in “C” Interlocking, which is at the east end of the station and directs Amtrak and Long Island Rail Road trains to routes heading east and to Sunnyside Yard.

While Amtrak has maintained and repaired this aging infrastructure, some of which dates to the 1970s, full replacement is now required.

Additional information and updates will be posted on Amtrak.com and Amtrak.com/NYPrenewal

 

2nd Penn Station Project Begins in January

November 15, 2017

Amtrak will begin the next phase of its track rebuilding at New York Penn Station on Jan. 5, 2018.

The project will extend through May 28 and involved work performed mostly on weekends.

In a news release, Amtrak said there will be a series of continuous single-track closures that will result in minor modifications to Amtrak and commuter train weekday operations.

“After a successful summer, it is essential that we continue to upgrade the infrastructure so that we can continue to improve the reliability of service for all the customers that use New York Penn Station,” said Amtrak co-CEO Charles “Wick” Moorman.

The following schedule changes will take place during the infrastructure renewal work:

  • Amtrak is cancelling Northeast Regional Trains 110 from Washington to New York and 127 from New York to Washington.
  • Northbound Keystone Train 640 will terminate at Newark Penn Station
  • Southbound Keystone Train 643 will originate at Newark Penn Station
  • Southbound Train 173 will stop at Newark Airport
  • Southbound Trains 129, 193 and 653 will all have earlier departure times.
  • Train 170 will also depart Washington early, stop at North Philadelphia and Cornwells Heights and resume its schedule from Trenton
  • Long Island Rail Road and NJ Transit are also expected to announce service schedule adjustments

The projects will occur in the area of Track 15, which requires a section of concrete demolition and replacement (similar to the work on Track 10 during the summer of 2017), and Track 18, which requires localized concrete demolition with complex steel hardware replacement and rail renewal within Penn Station New York.

Amtrak also will renew and replace three turnouts in “C” Interlocking, which is at the east end of the station and directs Amtrak and Long Island Rail Road trains to routes heading east and to Sunnyside Yard.

While Amtrak has maintained and repaired this aging infrastructure, some of which dates to the 1970s, full replacement is now required.

Additional information and updates will be posted on Amtrak.com and Amtrak.com/NYPrenewal

Some Doubt Private Investment Will Help Railroads

October 7, 2017

Private sector investment in railroad projects is unlikely, a congressional committee was told this week.

The comments were made at hearing held by the U.S. House Transportation and Infrastructure subcommittee hearing on rail infrastructure on a proposed Trump administration infrastructure renewal plan.

The Trump plan would rely on private investment as well as public funding.

The witnesses at the hearing said that the federal and state governments can be expected to play a role in sustaining and expanding the nation’s rail network, but the private sector is unlikely to be much of a player when it comes to railroad investment.

“What you’re talking about clearly goes beyond what the private sector at this point is prepared to do,” said Ed Hamberger, president of the Association of American Railroads.

In particular, Hamberger referenced the capital needs of Amtrak. The carrier’s co-CEO, Charles “Wick” Moorman had told the committee that the critical, huge infrastructure projects that Amtrak faces will require federal investment.

Without that, Moorman said, the system runs out. “We can do a lot of work on state of good repair, we can improve the way we spend money, but it’s going to take a lot of federal investment,” he said.

“I think Mr. Moorman’s needs go far beyond what the private sector can do,” Hamberger said.

One news report said that Democrats on the subcommittee pushed for public funding of intrastructure projects while Republicans members remained silent about that.

Even President Trump has reportedly expressed doubt about the scope of the private sector’s role in infrastructure rebuilding.

Trump reported said during a closed meeting of the House Ways and Means Committee that public-private partnerships were not the solution for repairing the nation’s roads, bridges, and ports.

The Trump administration has been talking investing $200 billion in federal fund to leverage $800 billion of private investment. However, details about that plan have yet to be announced.

“I understand that the private sector has a role, the states have a role, but I think the federal government has to have a bigger role,” said U.S. Rep. Albio Sires, D-N.J. “Without the support of the federal government, I don’t think these projects can be done. Does anyone here believe that the private sector is the sole answer to this? If you do, please tell me, because I don’t believe this.”

Amtrak to Give Amfleet Interiors New Look

September 7, 2017

An Amtrak rendering of what the interiors of its Amfleet coaches will look like after being refurbished.

Amtrak said this week that it plans to overhaul the interiors of the cars used in corridor service in the Midwest and Northeast.

In a news release, Amtrak said the cars will received new seat cushions, carpeting, LED lighting, flooring and upgraded wainscoting and bulkheads.

Business class cars will receive new curtains while café cars will get redesigned galleys. Amtrak said it plans to spend more than $16 million on the renovations.

Much of the work will affect Amtrak’s Amfleet I cars of which more than 450 are coaches.

It will done in stages and take nine months to complete. This fall Amtrak plans to install business class carpets and cushions, coach class carpets and cushions, LED lighting and upgrade the restrooms.

During the winter, work will continue on installation of carpets, cushions, and LED lighting, plus the installation of business class curtains, refreshed wainscoting and bulkheads, and renovating the café cars.

The project is expected to wrap up during next spring and summer.

“Amtrak is committed to offering a premium customer experience and these modernized interior features are a marked improvement in the overall ambience on board,” said co-Amtrak CEO Wick Moorman. “The upgrades offer customers what they told us they want more of during their travels – a more comfortable, refreshed look and feel.”

Consultant to Study NY Penn Station Operations

August 24, 2017

Amtrak said it has hired AECOM, in partnership with Network Rail, to conduct an independent review of the interaction, coordination, and collaboration among the various passenger concourses within New York Penn Station.

The study will provide recommendations to improve the design, functionality, communications, and coordination at the station.

“New York Penn Station is the busiest rail hub in the country, and Amtrak is dedicated to making improvements to the railroad and the station that will improve the passenger experience,” said Amtrak co-CEO Charles “Wick” Moorman in a news release. “We have made significant progress in renewing rail infrastructure at Penn Station and are now taking steps to improve the passenger areas. We have assembled a top-notch team of national and international experts to work with the railroads on delivering solutions that will greatly improve the passenger experience at New York Penn Station.”

Amtrak is the owner of Penn Station, which is also used by the Long Island Rail Road and New Jersey Transit.

Amtrak said in a news release that it has created a working group of Amtrak, LIRR, and NJT staff to support the study.

The study will review management of daily operations within the three station concourses, including during service disruptions, as well as look for opportunities to strengthen coordination between all parties to improve the passenger experience, safety, and security.

Moorman Upbeat About Future of Rail Passenger Service

July 17, 2017

Amtrak President Charles “Wick” Moorman gave an upbeat assessment of passenger rail even as he acknowledged that the passenger carrier faces challenges fixing decaying infrastructure in the Northeast Corridor.

Speaking to the National Press Club in Washington, Moorman said Amtrak’s need for federal funding was no excuse for not operating “like a great company.”

Moorman

Nonetheless, Moorman said that getting pressure from government officials and tight budgetary resources have taken their toll.

He said that in the 1990s and 2000s Amtrak lost sight of its customers as a result. As an example he cited carpet cleaning.

Amtrak saved $1 million by not shampooing the carpets in its passenger cars as often, but passengers noticed the dirty carpets.

“That’s not the experience we want to create for our customers,” he said.
Providing a better customer experience has been one of four focuses that Moorman has brought to Amtrak after becoming its president last year.

“The customer experience is ticketing, the station, our employee interactions, and our equipment,” he said.

The equipment used by Amtrak is, in Moorman’s words, starting to look “stale,” but the carrier has taken steps to improve it.

“It’s old, but that doesn’t mean it can’t be good,” he said.
Moorman said rail passenger transportation in general is a particularly good business model.

The creators of Amtrak chartered it as a for-profit corporation even though they knew it was not a good business model.

However, Moorman said, they sold at the time to President Richard Nixon and the Congress at the time as a concept of “Create this and [it] will become profitable.”

In essence, Moorman said Amtrak is a government contractor that unlike other contractors can’t always present to government officials a bill that factors in the costs of doing business plus a profit to benefit shareholders.

“We rely on what are in effect user fees – passenger fares,” he said. “And because the marketplace doesn’t sustain the passenger fares we need to make that profit, we ask the government to make up the difference.”

Among Amtrak’s many challenges Moorman said the one that worries him the most is the aging Northeast Corridor infrastructure.

He said the NEC has eight major bridges and only is younger than 100 years old. The B&P Tunnel in Baltimore is 127 years old and well past its “sell-by date.”

Moorman express confidence that the idea of having a national rail passenger network is taking hold and predicted the development of more corridors offering rail passenger service between urban areas.

He also circled back to the need to provide good customer service.

“For 46 years, a lot of people [at Amtrak] were there trying to keep the flame alive, understanding that someday the world would come to the point where people started to say, ‘We really need to have passenger rail as an option.’ I think that day has come,” Moorman said.

“The better we run Amtrak, the better we deliver on projects, the more people understand how good our company is, the easier every funding conversation is,” he said.

In a related note, Moorman said disruptions at New York’s Penn Station may extend in the fall.

He told the New York Post that Amtrak has the ability to finish the remaining work at Penn Station with subsequent weekend outages extending beyond the planned July to early September work curfew.

“We’ve done an exceptional and extraordinary amount of planning on the material side and we know it all fits, and we have a lot of skilled people,” he says.

After those repairs are concluded, Moorman said Amtrak will need to to schedule signal and power system repairs at a later date.

Amtrak Eyes Reducing Seat Pitch in Coaches

July 13, 2017

Amtrak may take a page out of the airlines playbook and try to squeeze more passengers into its coaches.

Co-CEO Charles “Wick” Moorman said this week that Amtrak is studying the creation of a new economy class that would have less room between seats, known as seat pitch.

“We are looking at doing some creative things in terms of creating an economy class,” Moorman told the National Press Club in Washington.

For years the airlines have been reducing seat pitch in an effort to increase seating and therefore increase the amount of revenue earned per flight.

Moorman said the carrier has not decided whether to implement the idea, but acknowledged “there will be some other things that just don’t make it quite as comfortable.”

For years, Amtrak has touted how it offers more leg room than the airlines and that its trains do not have a center seat as do many jetliners.

“We compete very well with the airlines,” Moorman said, adding that travelers in the New York-Washington who take Amtrak avoid New York’s LaGuardia Airport and lengthy airport security lines.

The tighter seat proposal was revealed on the same day that Moorman began sharing the CEO post with Richard Anderson, a former Delta Air Lines head.