(The following article by Eric Anderson was posted on the Albany Times-Union website on January 15.)
ALBANY, N.Y. — Federal legislation that would provide matching funds for state investments in Amtrak would be a boon to industries in New York, rail advocates say.
A bill expected to be introduced today in the U.S. Senate would provide $12 billion over six years for Amtrak. It would cover up to 80 percent of the cost of capital improvement projects undertaken by the states for Amtrak.
The measure is sponsored by Sens. Frank Lautenberg, D-N.J., and Trent Lott, R-Miss.
“The rail industry for equipment is larger in New York state than in any other state,” said John Egan, a former state transportation commissioner who now directs the High Speed Rail Task Force established by state Senate Majority Leader Joseph L. Bruno.
Companies such as Bombardier Transportation in Plattsburgh, Alstom Transportation Inc. in Hornell, Super Steel Schenectady in Glenville and Kawasaki Rail Car Inc. in Yonkers are producing passenger rail equipment and commuter, light rail and subway cars for cities and states around the nation.
Amtrak’s second most popular route after the Northeast Corridor, the line between San Diego and San Luis Obispo, Calif., was equipped with double-deck Pacific Surfliner trains that were assembled in Hornell.
California contributes $73 million a year to cover the operations of the Pacific Surfliners and two other rail lines that it operates with Amtrak.
Meanwhile, with Amtrak’s single-level Amfleet cars now three decades old, the railroad is looking at a major replacement project as those cars are retired.
Egan said the Lott-Lautenberg measure “would be very helpful with intrastate service,” mentioning improvements on the line between Albany and Buffalo, where passenger trains now compete with a growing number of freight trains and often face delays.
Track and signal conditions also limit the speeds at which passenger trains can travel.
Bruno secured $22 million in state money in the current budget for passenger rail improvements including lengthened platforms at the Rensselaer CDTA rail station and removal of rock near the George Washington Bridge.
An 80 percent federal match could fund $110 million worth of investments instead of the $22 million, however. It’s a formula that’s already common with highway and airport projects.
“It’s a bill that would place Amtrak on a more level playing field with other modes of transportation,” said Bruce Becker, president of Empire State Passengers Association, a rail advocacy group.
New York already subsidizes the Adirondack line between Rensselaer and Montreal, while the state of Vermont subsidizes the Ethan Allen Express between Rensselaer and Rutland. But losses on other upstate services are covered by Amtrak.
Subsidizing more operations, Becker and others maintain, would give the state more of a say in expanding service and setting fares.
In Illinois, Becker said, the legislature boosted its annual funding, more than doubling service on some routes.
As for Amtrak itself, “states are our future,” President Alex Kummant said last week. A matching program for capital investments, along with making Amtrak “more user-friendly” for states, is essential if the company is to capitalize on growing demand for intercity rail, he said.
State involvement is healthy, “as opposed to having our trains totally planned by a centralized, monopolistic, Washington, D.C., organization,” Joseph Vranich, a former Amtrak spokesman who is now one of its most vocal critics, told The Associated Press.
A similar bill passed the Senate last year, but wasn’t voted on in the House. Now, rail advocates say they hope a Democratic House will be more supportive.
Meanwhile, in Albany, Egan said he’s “confident” Gov. Eliot Spitzer would back state support for Amtrak improvements.
“Having him and Sen. Bruno on the same page will be a positive step forward,” Egan said.