February 12, 2001
A BOSTON GLOBE EDITORIAL
NEW ENGLAND and Amtrak, the national passenger rail service, will be closely
entwined in the next several years. High-speed service in the Boston-New
York-Washington corridor, launched in December, should lessen congestion at
airports in each of those cities by offering attractive competition with
airlines - and serving as a model for similar development in other key
inter-city routes. This will make the system more self-sustaining and should
justify extension of federal operating subsidies after their scheduled
expiration in 2003.
The first two of 20 Acela trains, which cut Boston-New York runs to under
four hours, racked up considerable success in the first four weeks of
operation, carrying more than 11,000 passengers - 12 percent more than
projected. It is expected that the balance of the fleet will come into
service by the end of the summer, making possible 10 high-speed trips a day.
Eight additional conventional passenger trains will benefit from the recent
electrification of the line between New Haven and Boston, eliminating the
need to switch from diesel to electric in New Haven, which has been a
significant delay.
Amtrak has never been able to meet its operating expenses, getting more than
$23 billion in federal subsidies over the past 30 years. In 1997 Congress
said it would require the system to wean itself from subsidies starting in
2003, and the appeal of the Acela system is seen as key to establishing that
independence. Congress also has agreed in principle to maintain its capital
subsidies, and AMTRAK hopes it will now support its $30 billion,
comprehensive plan for modernizing and expanding rail service across the
country.
Included in that package is a previously announced plan for high-speed
service in 11 other key-city corridors with the greatest potential for
reducing airport and highway congestion. These projects deserve support not
only from those who expect to use rail themselves, but from motorists and
airline passengers who will benefit from reduced pressure on their chosen
means of travel.
It is important that Congress keep this symbiotic relationship in mind over
the next several years. While the desire to see Amtrak self-sustaining is
understandable - and the support for capital projects is highly laudable -
the harsher reality is that rail travel, like metropolitan transit systems,
should not try to price itself at levels that reduce ridership in order to
stay profitable.
Rail service, especially in high-density corridors, makes indispensible
contributions to a smooth and balanced transportation network that, in the
aggregate, serve everyone.
This story ran on page 14 of the Boston Globe on 2/12/2001.
==========
**NOTICE: In accordance with 17 U.S.C. Section 107, this material is
distributed without profit to those who have expressed a prior interest in
receiving the included information for research and educational purposes.**
==========