Thirty-nine minutes into his southbound ride from Wilmington, Delaware, to Washington, D.C., Joseph H. Boardman, president and CEO of Amtrak, begins to cry. We're in the dining car of a train called theSilver Star, surrounded by people eating hamburgers. TheSilver Star runs from New York City to Miami in 31 hours, or five more hours than the route took in 1958, which is when our dining car was built. Boardman and I have been discussing the unfortunate fact that 45 years since its inception, the company he oversees remains a poorly funded, largely neglected ward of the state, unable to fully control its own finances or make its own decisions. I ask him, "Is this a frustrating job?"
"I guess it could be, and there are times it is," he says. "No question about that. But—" His voice begins to catch. "Sixty-six years old, I've spent my life doing this. I talked to my 80-year-old aunt this weekend, who said, 'Joe, just keep working.' Because I think about retirement." Boardman is a Republican who formerly ran the Federal Railroad Administration and was New York state's transportation commissioner; he has a bushy white mustache and an aw-shucks smile. "We've done good things," he continues. "We haven't done everything right, and I don't make all of the right decisions, and, yes, I get frustrated. But you have to stay up." A tear crawls down his left cheek.
It's easy to love trains—the model kind, the European kind, the kind whose locomotives billow with steam in black-and-white photos of the old American West. It's harder to love Amtrak, the kind we actually ride. Along with PBS and the United States Postal Service, Amtrak is perpetual fodder for libertarian think-tankers and Republican office-seekers on the prowl for government profligacy. Ronald Reagan and George W. Bush repeatedly tried to eliminate its subsidy, while Mitt Romney promised to do the same. Democrats, for their part, aren't interested in slaying Amtrak, but mostly you get the sense they just feel bad for it. "If you ever go to Japan," former Amtrak board member and rail die-hard Mike Dukakis told me, "ride the trains and weep."
It's true: Compared with the high-speed trains of Western Europe and East Asia, American passenger rail is notoriously creaky, tardy, and slow. The Acela, currently the only "high-speed" train in America, runs at an average pace of 68 miles per hour between Washington and Boston; a high-speed train from Madrid to Barcelona averages 154 miles per hour. Amtrak's most punctual trains arrive on schedule 75 percent of the time; judged by Amtrak's lax standards, Japan's bullet trains are late basically 0 percent of the time.
And those stats don't figure to improve anytime soon. While Amtrak isn't currently in danger of being killed, it also isn't likely to do more than barely survive. Last month, the House of Representatives agreed to fund Amtrak for the next four years at a rate of $1.4 billion per year. Meanwhile, the Chinese government—fair comparison or not—will be spending $128 billion this year on rail. (Thanks to the House bill, though, Amtrak passengers can look forward to a new provision allowing cats and dogs on certain trains.)
A few decades ago, news of another middling Amtrak appropriation wouldn't have warranted a second glance; passenger rail was unpopular and widely thought to be obsolete. But recently, Amtrak's popularity has actually spiked. Ridership has increased by roughly 50 percent in the past 15 years, and ridership in the Northeast Corridor stood at an all-time high in 2014. Amtrak also now accounts for 77 percent of all rail and air travel between Washington and New York, up from just 37 percent when it launched the Acela in 2000.
And yet, despite this outpouring of popular demand, despite the clear environmental benefits of rail travel, despite the fact that trains can help relieve urban congestion, despite the professed enthusiasm of the Obama administration (and especially rail fan-in-chief, Joe Biden) for high-speed trains—despite all of this, Amtrak, which runs a deficit and therefore depends on money from Washington, remains on a seemingly permanent path to mediocrity.
What gives, exactly? Why can't Amtrak create any momentum for itself in the political world? Why is the United States apparently condemned to have second-rate trains?
Part of the answer, of course, is geography: Density lends itself to trains, and America is far less dense than, say, Spain or France. But this explanation isn't wholly satisfying because, even in the densest parts of the United States, intercity rail is slow or inefficient.
In an effort to solve the riddle of American passenger rail's stubborn feebleness, I spent a couple months seeking out train obsessives around the country. During these conversations, I heard no shortage of ideas for fixing Amtrak. But perhaps the place to start is in Washington, where Amtrak clearly feels mistreated by its bosses in the federal government. "I think they lost their way a long time ago," Boardman says of Congress. "I don't understand how they don't understand. It's an absolutely necessary service, and it should be much better than it is." Later during our trip, as he shows off a brand-new luggage compartment aboard theSilver Star, he elaborates. "Maybe it's about the kid who gets bullied," he says. "Once they start bullying you, they can't stop."
by Simon Van Zuylen-Wood, National Journal | Read more:
Image: Ricky Carioti/The Washington Post
"I guess it could be, and there are times it is," he says. "No question about that. But—" His voice begins to catch. "Sixty-six years old, I've spent my life doing this. I talked to my 80-year-old aunt this weekend, who said, 'Joe, just keep working.' Because I think about retirement." Boardman is a Republican who formerly ran the Federal Railroad Administration and was New York state's transportation commissioner; he has a bushy white mustache and an aw-shucks smile. "We've done good things," he continues. "We haven't done everything right, and I don't make all of the right decisions, and, yes, I get frustrated. But you have to stay up." A tear crawls down his left cheek.It's easy to love trains—the model kind, the European kind, the kind whose locomotives billow with steam in black-and-white photos of the old American West. It's harder to love Amtrak, the kind we actually ride. Along with PBS and the United States Postal Service, Amtrak is perpetual fodder for libertarian think-tankers and Republican office-seekers on the prowl for government profligacy. Ronald Reagan and George W. Bush repeatedly tried to eliminate its subsidy, while Mitt Romney promised to do the same. Democrats, for their part, aren't interested in slaying Amtrak, but mostly you get the sense they just feel bad for it. "If you ever go to Japan," former Amtrak board member and rail die-hard Mike Dukakis told me, "ride the trains and weep."
It's true: Compared with the high-speed trains of Western Europe and East Asia, American passenger rail is notoriously creaky, tardy, and slow. The Acela, currently the only "high-speed" train in America, runs at an average pace of 68 miles per hour between Washington and Boston; a high-speed train from Madrid to Barcelona averages 154 miles per hour. Amtrak's most punctual trains arrive on schedule 75 percent of the time; judged by Amtrak's lax standards, Japan's bullet trains are late basically 0 percent of the time.
And those stats don't figure to improve anytime soon. While Amtrak isn't currently in danger of being killed, it also isn't likely to do more than barely survive. Last month, the House of Representatives agreed to fund Amtrak for the next four years at a rate of $1.4 billion per year. Meanwhile, the Chinese government—fair comparison or not—will be spending $128 billion this year on rail. (Thanks to the House bill, though, Amtrak passengers can look forward to a new provision allowing cats and dogs on certain trains.)
A few decades ago, news of another middling Amtrak appropriation wouldn't have warranted a second glance; passenger rail was unpopular and widely thought to be obsolete. But recently, Amtrak's popularity has actually spiked. Ridership has increased by roughly 50 percent in the past 15 years, and ridership in the Northeast Corridor stood at an all-time high in 2014. Amtrak also now accounts for 77 percent of all rail and air travel between Washington and New York, up from just 37 percent when it launched the Acela in 2000.
And yet, despite this outpouring of popular demand, despite the clear environmental benefits of rail travel, despite the fact that trains can help relieve urban congestion, despite the professed enthusiasm of the Obama administration (and especially rail fan-in-chief, Joe Biden) for high-speed trains—despite all of this, Amtrak, which runs a deficit and therefore depends on money from Washington, remains on a seemingly permanent path to mediocrity.
What gives, exactly? Why can't Amtrak create any momentum for itself in the political world? Why is the United States apparently condemned to have second-rate trains?
Part of the answer, of course, is geography: Density lends itself to trains, and America is far less dense than, say, Spain or France. But this explanation isn't wholly satisfying because, even in the densest parts of the United States, intercity rail is slow or inefficient.
In an effort to solve the riddle of American passenger rail's stubborn feebleness, I spent a couple months seeking out train obsessives around the country. During these conversations, I heard no shortage of ideas for fixing Amtrak. But perhaps the place to start is in Washington, where Amtrak clearly feels mistreated by its bosses in the federal government. "I think they lost their way a long time ago," Boardman says of Congress. "I don't understand how they don't understand. It's an absolutely necessary service, and it should be much better than it is." Later during our trip, as he shows off a brand-new luggage compartment aboard theSilver Star, he elaborates. "Maybe it's about the kid who gets bullied," he says. "Once they start bullying you, they can't stop."
by Simon Van Zuylen-Wood, National Journal | Read more:
Image: Ricky Carioti/The Washington Post
