Destination:Freedom Newsletter
The Newsletter of the National Corridors Initiative, Inc.
Vol. 3 No. 4, January 28, 2002
Copyright © 2002, NCI, Inc.
James P. RePass, President
Leo King, Editor

A weekly North American rail and transit update

Three engine classes at Boston

NCI: Leo King

From Boston to Washington to America's heartland and on to the Pacific shores, America's mayors say they want passenger trains, but no clear policy has been forthcoming from the White House. Meanwhile, rail labor is hauling the Amtrak Reform Council before a federal judge accusing the ARC of "acting in an arbitrary and capricious manner and contrary to law." Both stories follow below.
Bush rail plan may be delayed;
mayors demand more passenger rail
By Wes Vernon
Washington correspondent

Just a few days before President Bush was to unveil his budget for Fiscal Year 2003, there was no sign that any long-awaited administration long-term policy for passenger rail service would be forthcoming.

That was the picture as it appeared at a news conference January 24 at Washington's Union Station. About 300 mayors were about board a high-speed Acela Express train for New York, where they would finish their annual mid-winter conference, which had begun in the nation's capitol.

There, the nation's mayors released letters they had written to President Bush and Congressional leaders urging that passenger trains be a prominent part of "a balanced multi-modal, shock resistant, and secure transportation system."

D:F asked the mayors if it was true, as we had heard (and as D:F had reported last week) that the administration was not yet certain what it would do with passenger trains. Indications from knowledgeable sources were that, while the administration would likely propose reauthorization for Amtrak, White House strategists would like to kick the can down the road a few months until after the November elections before dealing with any bold overall national rail passenger policy.

Mayor John Robert Smith of Meridian, Miss., who had spent an hour visiting with Transportation Secretary Norman Y. Mineta, said, "I think the secretary understands that there certainly must be a strong rail component of transportation. What (exactly) that is, as the White House sees it, has yet to be determined." Smith is also an Amtrak Board of Directors member.

"We're still going to try to talk to the White House," U.S. Conference of Mayors President Marc H. Morial of New Orleans added, "and urge them to embrace the idea that... investing in the nation's transportation infrastructure, of which Amtrak is a part, is a way to pull the country out of the recession."

In their statement to federal government officials, the mayors said, "any serious discussion of the post-September transportation future cannot be just about aviation and highways. It has to be visionary and include the reauthorization of Amtrak and the development of a national rail policy for the 21st Century."

The reauthorization was in play, but it appeared "the big picture" was not, at least for now.

Surrounded by many of his colleagues and Amtrak officials, Mayor Morial called for "a stronger federal commitment to the nation's inter-city rail network, with a focus on high-speed rail, accelerated investment in metropolitan rail infrastructure and new incentives to stimulate increased private sector participation."

That last part about "private sector participation" is interesting because it is exactly what is envisioned as a part of the plan approved by the Amtrak Reform Council on January 11. (See D:F lead story from last week, January 21).

One component of the three-point ARC plan would create a new government agency to oversee two other entities (infrastructure and operations) and would decide whether and how specific routes could be offered for competitive bidding.

However, Mayor Morial did label as "absurd" and "rubbish" that part of the 1997 Amtrak Act that required Amtrak to draw up its own liquidation plan if the Amtrak Reform Council found that it would not meet operational self-sufficiency by late 2002. The council made that finding November 9 which triggered the "liquidation" clause. However, since then, Congress repealed any requirement that Amtrak deal with the liquidation scenario.

Congress has yet to deal with the proposed ARC structure, which is to be formally released February 7.

Mayor H. Brent Coles of Boise, Idaho, the former president of the mayors' conference, told D:F that he had first taken the mayors' case for a national rail policy directly to George W. Bush a full year ago as the new President was about to assume control at the White House.

Coles, whose city lost its only Amtrak train, the Pioneer a few years ago, hails from what is often called "Heartland America" that vast swath of "Bush Country" whose electoral votes ultimately made George W. Bush President of the United States.

Asked at the Thursday news conference how quickly he expected Congress to act on the Reform Council plan, Amtrak President George Warrington replied that "there is a transportation crisis out there," a view, which he noted, is shared by the mayors.

"I think it is fundamental that both Congress and the administration come to grips with the realities around the development of a quality high speed rail system across this nation," he added.

"At the same time," the Amtrak chief remarked, "I welcome, I encourage and I would love to inform the discussion about the development" of future national rail passenger service.

As to specifics, Warrington told reporters after the news conference, "Amtrak's role is to manage this business" and that "putting precise numbers on that is a consequence of defining what it is that we all want."

He also denied reports, mentioned in a recent statement by United Transportation Union (UTU) President Byron A. Boyd, Jr. that Amtrak was running out of money, possibly as early as March.

Among the other mayors attending the Union Station news conference and cosigning the letter to President Bush were Thomas M. Menino, Boston; James A. Garner, Hempstead, N.Y.; Kenneth L. Barr, Fort Worth; and Patrick Henry Hays, North Little Rock.

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Rail labor sues reform council;
cites actions 'contrary to law'
By Wes Vernon
Washington Correspondent

Twelve AFL-CIO unions charged in a lawsuit filed January 22 that the Amtrak Reform Council (ARC) "acted in an arbitrary and capricious manner and contrary to law."

Led by the AFL-CIO's Transportation Trades Dept., the suit, filed in the U.S. District Court for the District of Columbia, challenged ARC on the grounds that it:

Violated the law by not taking into account the actual assessments of an independent consultant and the USDOT's Inspector General when formulating its recommendations to Congress.

Acted "beyond its authority" by recommending the break-up of Amtrak as a national system when it was legally mandated to offer a plan for a "restructured" national intercity passenger rail system.

ARC's very structure violates the separation of powers, as provided in the U.S. Constitution. Noting that 8 of ARC's 11 members are appointed by Congress, the labor unions say it violates Article I of the Constitution to present legislation to the President in a manner that creates an entity such as ARC. Congress can then consider ARC proposals and approve or disapprove them. That method of presenting legislation to the President is unconstitutional, the labor groups contend.

Reaction from ARC seemed to reflect a suspicion that this legal action is another attempt simply to throw sand in the gears, as rail labor has sought to do from Day 1, even before the council held its first meeting in 1998.

"The lawsuit is without merit and should be dismissed by the court," declared Amtrak Reform Council Legal Counsel Kenneth Kolson, in the low-level agency's only formal comment.

Indeed, much of the union complaint goes to the question of "interpretation," as ARC chairman Gil Carmichael sees it. The labor unions say ARC exceeded its authority in the legal mandate to offer a "restructured" national intercity rail passenger service.

Carmichael told D:F, "That's exactly what we're doing - a restructured national rail passenger system, and saying that Amtrak needs to concentrate on its core business." He added, "They [the labor leaders] may be able to do a narrow interpretation. I can do a broad interpretation of the same thing."

Carmichael says if Congress follows the Reform Council's advice, there will emerge "a strong new national operating company, a Northeast Corridor regional authority of some sort, and then a small operating company that can do the oversight and do the fundraising."

By any reasonable definition, Carmichael believes that does, in fact, fit the description of "restructuring."

The lawsuit's argument that ARC itself was unconstitutional because 8 of its 11 members were appointed by Congress puzzles Carmichael.

"I was second in command of the National Transportation Policy Committee" back in the seventies, he recalled. That was a creation of Congress. In fact, then Rep. Bud Schuster (R-Pa.) who later became House Transportation Committee chairman, chaired 1970s panel, with Carmichael as the vice-chairman.

That was neither the first nor the last in a last of Congressionally created panels to advise the lawmakers.

Carmichael also said it is simply not true that ARC failed to consult with the officials or entities required by law before making its recommendations.

Most of the media gave the story of the lawsuit short shrift; apparently believing it will go nowhere; but if it goes forward, it will cost you money. ARC won't have to dig into its virtually non-existent pockets, according to one source.

If that's the case, the defense of ARC (which will soon be out of business anyway) will shift to the Justice Department. That department right now, of course, is up to its ears in chasing terrorists. Defending a lame-duck agency like the Amtrak Reform Council is not the kind of wheel-spinning exercise that it would welcome. Your tax dollars at work.

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Cape Codders consider options
The Cape Cod Transit Task Force has released its draft five-year plan for public comment. The committee published a revised version of the Transit Safety Management, Inc. evaluation of the potential for rail passenger service on the Cape, and hope to gather responses before the group's third annual transit summit on February 27 in Hyannis, Mass.

Last year, the first iteration of the consultant's report questioned the possibility of reopening regular passenger rail links between Hyannis and off-Cape towns, including Boston. John Kennedy, president of Cape Cod Central Railroad and a member of the task force, fought a successful battle to keep the study out of the draft five-year plan until what he said were multitudinous errors of fact could be corrected.

Last week, Kennedy was vacationing in Florida, but Ted Michon, one of his potential partners in rail feeder service to the MBTA's Middleborough station, was on hand.

The study remains downbeat on restoring off-Cape rail connections. The consultant said ridership projections are needed, as well as evidence of discussions with the U.S. Army Corps of Engineers regarding use of the railroad bridge over the Cape Cod Canal. Also, the cost of rehabilitating Budd Rail Diesel Cars, some 50 years old, could cost up to $1 million each, the consultant suggested.

Michon said that figure was not correct, and said he was frustrated at not having a chance to review the revised report before it was issued for public comment.

"Our first impression of the first study was that it was terribly unprofessional," he said. "I'm not sure that's been corrected."

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Acela 2013

NCI: Leo King

Amtrak has accepted 16 Acela Express trainsets and placed them in service. Two more are in the testing phase before acceptance, and two remain to be delivered. This trainset, with "power cars" 2013 and 2012, is set No. 16, is at rest at South Station, Boston.
Eighteen Acela Expresses ply the rails
Reader Jaap van Dorp correctly pointed out to us that Amtrak has received 18 of the 20 Acela Express trainset order. Sixteen of the trainsets have been conditionally accepted by Amtrak, and are in service, and two more are in the acceptance phase. The trainsets are listed in detail at Although it is not an official Amtrak site, it is a reliable source for Acela-related information.

The first of the in-service trainsets arrived on the property on October 17, 2001, and the most recent on November 30.

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Scranton line still awaiting funding
The federal government's lack of urgency in releasing funds targeted for a proposed passenger rail line between Scranton, Pa. and Hoboken, N.J., is not dampening the enthusiasm of local supporters for the project, writes the Scranton Times Tribune.

Congress authorized $160 million for the project in 1999, but less than $2.8 million has so far been released. Supporters were hoping for $4.5 million this year and got $1 million, the same amount as last year, the newspaper reported January 21.

Larry Malski, executive director of the Lackawanna County Railroad Authority, said the funding the project has received has been more than enough.

"Truth is, if we got that much money, we wouldn't be able to spend it," he said. "Yes, we would have loved to have had that money, but we have all we need right now to keep us on target for 2006."

Malski said the project will need another $3.5 million this year, something he feels confident will happen because of political support.

U.S. Sen. Arlen Specter "has made it a high priority," Malski said.

Although optimistic estimations two years ago set a 2003 date for restoring passenger rail service, the project is now on target for completion in 2006.

The rails would carry passengers from Scranton and three stations in Monroe County, across the Delaware River into Warren, Sussex and Morris counties in New Jersey. Passengers could then take New Jersey Transit trains that are already in service to Hoboken, where there are connections into New York City.

The rail project has been planned since the 1980s and is primarily aimed at reducing traffic on Interstate 80, which thousands of Pennsylvanians use to get to work in New Jersey and New York.

The Federal Transit Administration has not approved the project for funding and has not even applied to do so. Pennsylvania and New Jersey also have yet to agree how much each state will pay.

"One of us has to approach the other, but at this time neither of us is sure where the money will come from," said Rick Peltz, deputy secretary of the Pennsylvania DOT. Pennsylvania has paid less than $1 million of the $4 million promised to New Jersey toward a $21 million right-of-way purchase needed for the project, he said.

"If we got the money today, we could have the trains running in three years," said former project manager Frank Reilly, administrator of the Morris County, N.J., DOT.

"Unfortunately, every year it's going back and begging for funds," Mr. Reilly said. "We have our foot in the door, and both states have made financial commitments."

New Jersey last year acquired a section of track and a bridge across the Delaware River needed for the project, and Monroe County negotiated a lease on 10 miles of track not under county control.

"That puts the entire right of way from Lake Hopatcong to Scranton in government hands," Reilly said. "That was a major accomplishment in 2001."

One study says the rail line could carry about 2,000 people initially, but that could rise to 6,100 daily riders by 2020.

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Texas Eagle would likely continue
The Texas Eagle, the only Amtrak train that passes through Arkansas, is likely to keep rolling in spite of the Amtrak Reform Council's recommendation to carve up the money-losing railroad and open its routes to competition, observers said last week.

The ARC's recommendation will land next month in Congress, but in the end, Congress is likely to leave the Eagle as it is, said Bill Pollard of Conway, Tex., chairman of the Texas Eagle Marketing and Performance Organization, which gives marketing advice to Amtrak, reports the Arkansas Democrat-Gazette.

Calling the recent ARC recommendation an "unreasonable, far-out proposal," Pollard said no one could seriously expect a private company to step in and make a profit on the Eagle's route, which runs daily between Chicago and San Antonio, carrying about 15,000 passengers a month.

Pollard noted that all modes of transportation, including those that use highways and airports, receive government support.

Warwick Saban, communications director for U.S. Rep. Marion Berry (D-Ark.), a member of the House Transportation Committee, agreed that the Texas Eagle is probably insulated from the move to open routes to the highest bidder.

"The reforms they are looking at are concentrated really in the Northeast corridor, where Amtrak is more vital to the transportation network," he said. Amtrak has higher ridership on the more heavily populated Eastern seaboard, and owns more track and stations there. In Arkansas, Amtrak leases its track on a freight railroad and its train stations, owning only the rolling stock.

That leaves little to spin off to new owners as the reform council recommends. The train gets relatively light use, making it an unlikely target for cost-cutters, Saban said.

"It's different up in the Northeast," he said. "You have a huge passenger base, and if you can make the service more efficient, you stand to gain economically."

The U.S. Department of Transportation designated the route from San Antonio to Little Rock as a high-speed corridor about a year ago. The designation could mean future government investment to improve railroad crossings and make other improvements that would allow the trains to go up to 100 mph, said FRA spokesman Warren Flatau.

The plans hinge on Amtrak's political future. Amtrak spokesman Kevin Johnson in Chicago said there was no way to divine its future from the reform council's recommendation. It will be up to Congress, he said.

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Coach advertises internet access


Purple and yellow wrapped coaches invite passengers to ride the web as they ride the rails. This train is at Jack London Square station in Oakland, Cal.
Web 'junkies' find I-net aboard trains
Even if you're not a web "junkie," passengers aboard some Amtrak trains in three different regions can go online.

Yahoo!® and Amtrak last week rolled out the first Internet-enabled passenger trains in the U.S. - the Acela Regional trains in the Northeast, the Capitols in Northern California, and the Hiawathas in the Midwest. Selected trains will operate with the specially outfitted cars daily for up to six months

With cars wrapped in Yahoo!'s purple and yellow colors, the interactive trains are now in service and offer riders access to Yahoo! content and services while on-the-go. Compaq iPAQ™ Pocket PCs provide "to-go" devices. Complete with wireless modems and internet service, the Pocket PCs mounted in the café cars or coaches, permit passengers to surf the web free-of-charge.

Woman and Palm Pilot unit


A "Pocket PC."
Amtrak, Yahoo! nor Compaq stated in their joint press release how much money it is costing them to outfit the cafes and coaches.

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Robert Pullman, 1927-2002

Robert Pullman, one of the founders of the National Corridors Initiative and a retired industrialist, died January 13 at Epsom, New Hampshire, of complications from emphysema and bronchitis, as well as congestive heart failure. He was 75.

A successful businessman and a leading Republican fundraiser, Robert Pullman was an entrepreneur and activist who specialized in defense work, and in turning around ailing companies to salvage them.

A fixture on the New Hampshire political scene for a generation, Robert Pullman served as a state representative from Derry, as well as taking a leading role in Republican Party politics. In 1988 he was an early and leading financial and political backer of then-Vice President George Bush, helping push him over the top in the crucial and hotly contested New Hampshire primary that year. He was also an avid supporter of Massachusetts&apost; GOP leader Andy Card, who is now President George W. Bush&apost;s Chief of Staff, and was previously President George H. W. Bush&apost;s Secretary of Transportation and Chief of Staff, as well.

"Bob was an unstoppable force, if there ever was one," stated NCI President and CEO Jim RePass of Boston. "When Bob joined us in 1991, I gained an invaluable friend and mentor who taught me, above all, that persistence was essential to success, and that viable passenger rail transportation was essential to the nation&apost;s future. Bob was as conservative as they get, and helped make NCI a truly bi-partisan operation. He will be sorely missed by all of us."

He leaves his second wife Helen, of Epsom, NH, and his first wife Eleanor of Hudson, as well as his daughters Lauren Robichaud of Mt. Holly, VT, and Dale Davignon, of Acushnet, MA. A third daughter, Maureen Manna of Hudson, NH, died December 22, 2001, after a long illness. He is also survived by his second wife Helen&apost;s children Bettye Finger of South Dartmouth, MA and Barbara Scofield of Northwood, NH.

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Freight lines...

CSX to rehab a main line

A major rehabilitation of the CSX main line between Flomaton, Ala., and New Orleans, La., will begin on March 17 (a Sunday) at 7 a.m., the carrier reported last week. Its main line will be closed for six days, until March 22.

"In preparation for this shutdown, line haul service will start to wind down on March 15. We expect service to resume to normal by March 25" the carrier told its customers in a service bulletin.

Theirrier stated it would "have 11 tie and rail gangs and more than 700 employees concentrated in this area. We will install in excess of 56,000 ties, 19 miles of rail, rebuild or repair three bridges, and clean up embankment shoulders on more than 64 miles of main line."

Work will continue around the clock to finish on time.

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NS pays 6 cent quarterly dividend
Norfolk Southern Corp. on January 23 reported a quarterly dividend of 6 cents per share on its common stock, payable on March 11 to stockholders of record on February 1. Meanwhile, retired Admiral J. Paul Reason currently president and COO of Metro Machine Corp., has been elected a director of NS Corp. Reason is also a director of Amgen Inc. and Wal-Mart Stores, Inc.

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CN pays 22-cent dividends
CN directors January 22 declared a first-quarter 2002 dividend on the company's outstanding common shares. A quarterly dividend of 21.5 cents (Canadian .215) will be paid on March 28 to shareholders of record at the close of business on March 8, 2002. The dividend represents a 10 per cent increase over the previous quarterly dividend rate of nineteen and one-half cents per share.

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Transit lines...

Trolleys may return to Capital

Forty years ago, the District of Columbia lost its trolleys

Guess what?

They may be back.

For nearly a century, streetcars clattered along steel tracks dug into the broad boulevards of the District and its suburbs, one of the most extensive trolley systems in the country. The Congress killed the cream and green trolleys in January 1962, replacing them with diesel buses that promised a modern way to get around the city - but the explosion of downtown traffic, the pollution belched by buses and the difficulty of traveling across town on a hub-and-spoke subway system have forced city leaders to reconsider, The Washington Post reported last week.

On the 40th anniversary of the last trolley's final trip in Washington, officials are looking to the past for a solution for the future: They want to revive the electric streetcar, and they have identified three possible routes.

They are a north-south route that would run from Silver Spring on Georgia Avenue to the Waterfront Metro station before turning east to the Potomac Avenue Metro station; a cross-town route from Woodley Park through U Street to the Minnesota Avenue Metro station; and an east-west route from Georgetown along M Street to the new convention center.

"It's interesting how the world turns," said Mahlon "Lon" Anderson, of AAA, an automobile advocate and unlikely booster of the trolley idea. "When they were eliminated, they were seen as a nuisance. And today, they're seen as quaint and charming and good for urban transit."

The District's revived interest in trolleys comes during a national renaissance of streetcars, also known as light rail. In 1975, seven cities operated light-rail systems. Today, that number is 19, with 10 extensions or systems under construction. An additional 43 systems are proposed or have been approved in places as diverse as Arizona and Hawaii. Even in New York, the U.S. city best served by transit, residents want a river-to-river trolley to link the East Village, the West Village and Greenwich Village.

The federal government has supported the District's dreams with $750,000 in research money. Metro engineers, asked by the city to study trolleys, spent two years analyzing 13 potential routes and have narrowed the choices to the three corridors deemed worthy of more analysis.

Last week, city officials briefed the D.C. Council and launched a series of public meetings in neighborhoods along the proposed lines. The next step is to seek federal funds for preliminary engineering.

The District's project, its first proposal for new transit in a generation, coincides with plans by Maryland to build a light-rail Purple Line from New Carrollton to Bethesda and studies by Arlington County into light-rail possibilities along Columbia Pike and Route 1.

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Editorial lines...

NCI member Pete Terwilleger takes issue with two items of note in his part of the country, and wrote letters to local editors. - Ed.

In Chris Dailey's front-page article in the December 21 (re: Saluda Grade), 2001 issue of the Tryon Daily Bulletin, Susan Terpay of Norfolk Southern is quoted as saying she's "not aware of any place where Norfolk currently shares operation with a passenger service."

She needs to take another look, because NS has been sharing their rails with Amtrak since its inception. Some Amtrak trains are operated by NS train crews today, and while there may not be many left, some of these crewmembers might date back to Southern Railroad days.

This is a major consideration all over the country where states want rail passenger service to continue through their state under state subsidy. Witness the Carolinian and Piedmont passenger trains subsidized today by the State of North Carolina.

In the same issue on page 10, while the "Greenway" group's initiatives may be admirable (a rails-to-trails conversion), historically rail-lifting is a one-way proposition and once those rails are gone, the investment in plant and equipment becomes too costly for a state to ever reinstall them again. The cost per mile is enormous. The rails must stay in place if railroad surfacing equipment is to be able to operate over them. In other words, these specialized machines all require rails to ride on, so it takes rails to install rails. Even if the right-of-way were to become weed-choked, rusted over and not maintained, years later rail equipment can still be shoved in there to cut back the undergrowth and re-surface the line.

On another topic, embargoing the NS Spartanburg-Asheville Line to the same newspaper, Terwilleger wrote, "In response to the front page article by Leah Justice on December 12, I'd like to comment on the elimination of service on the 33 miles of NS track between Hendersonville and Mascot, N.C. In particular, I'd like to underscore a caution that many communities before you have not heeded." He continued:

I am a member of several rail transportation organizations. They are all in favor of the future of rail transportation, and the future of passenger rail service between towns and cities.

Since I am originally from the Northeast, I've seen all too many freight and former passenger rail lines there embargoed for years. Then, one day, federal government, the states, the counties or the towns along the rights-of-way realize that adding another lane to the Interstate just adds more cars. More and more now turn to what is left of their rail systems. Those that have kept the rails in place have fared far better than those that have not.

In the same manner, many of those rail lines throughout the country considered minor or of no further practical use have since proven otherwise, so long as sections are not removed or the property sold.

That still leaves countless other areas that look at the original rail infrastructure only to discover that the rails have been partially or completely lifted, or the roadbed has been converted to a hiking trail. Perhaps more so than in other industries, rail plant, equipment, and labor costs on a per-mile basis escalate geometrically in just a few short years. By then, it is very often too late. What would have cost a million or so would cost tens of millions to reinstall new signals, passing sidings and grade crossing protection.

Since those that do not learn from history are condemned to repeat it, and rail history particularly does repeat itself, I urge your cooperation and foresight in planning and working in concert to keep the current Spartanburg-Asheville line intact as an investment in the future of transportation to the communities through which it passes.

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  A note from the editor...

I have "pulled the pin."

Yesterday was my last working day as an Amtrak employee. As of Wednesday, I am retired, and will collect my pension.

Like many retirees, this is a great change in my life. Not only will I not have to travel some 50 miles each way to get to and from work at South Bay tower in Boston, but also I will be relocating from Rhode Island to the Jacksonville, Fla. area.

In the days ahead, I will be house-hunting and moving. I'm already packed, and my two grown kids expect to help me make the move. They will be traveling south with me to help unload a truckload of good and memories, but they will be eventually returning to their jobs in Rhode Island.

During this transition period, we will continue to publish Destination: Freedom. I will be editing and filing on the road, but I expect to soon have some new digital photos to share with you - Amtrak in Florida at the very least.

With Amtrak and Florida East Coast Railway preparing joint operations and the startup of the high-speed railroad in the Sunshine State, this is a railroad growth story that has not been seen in a long time. In time, it will rival the electrification story between Boston and New Haven, Conn.

This is an exciting time for me. It is a major lifestyle change, but the constant beat of chasing trains will continue, as it has during my entire lifetime.

Now, I can write full time.

See you... at some high iron near you.

Leo King

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February 2-5


General Manager's Seminar
Loews Coronado Bay Resort hotel
San Diego, Cal.

Call Tom urban, 202-496-4853

February 7

Amtrak Reform Council

Business Meeting - 9:30 a.m.
Press Conference - 10:30 a.m - 12:30 p.m.

Phoenix Park Hotel, 580 N. Capitol Street NW., Washington, DC 20015 The Ballroom (first floor)

Business Meeting and Press Conference will disclose council-approved action plan "for a rationalized and restructured national rail passenger system. Open to the public.

March 10-13


Legislative Conference

Marriott Hotel
Washington, D.C.

Contact Margaret Mullins, 202-496-4827

May 13-14

NCI 2002 Conference

Uniting America:
Building a national rail system that works

Washington, D.C. Marriott Hotel

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The way we were...

Dover St Yard, Boston

NCI: Leo King

Boston, Ma., 1954 - Dover Street Engine facility in Boston was the spot where the New Haven's engines lined up for the afternoon commuter runs, and other assignments. No telling now, nearly 50 years later, where the Budd car, the DL-109s or the PAs were headed, but it was a memorable day for a boy celebrating his 16th birthday.
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End Notes...

We try to be accurate in the stories we write, but even seasoned pros err occasionally. If you read something you know to be amiss, or if you have a question about a topic, we'd like to hear from you. Please e-mail the crew at Please include your name, and the community and state from which you write.

Destination: Freedom is partially funded by the Surdna Foundation, and other contributors.

Journalists and others who wish to receive high quality NCI-originated images that appear in Destination: Freedom may do so at a nominal fee of $10.00 per image. "True color" .jpg images average 1.7MB each, and are 300 dots-per-inch for print publishers.

In an effort to expand the on-line experience at the National Corridors Initiative web site, we have added a page featuring links to other rail travel sites. We hope to provide links to those cities or states that are working on rail transportation initiatives - state DOTs, legislators, governor's offices, and transportation professionals - as well as some links for travelers, enthusiasts, and hobbyists.

If you have a favorite rail link, please send the uniform resource locator address (URL) to the webmaster in care of this web site. An e-mail link appears at the bottom of the NCI web site pages to get in touch with D. M. Kirkpatrick, NCI's webmaster in Boston.

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