phasis on the NEC and the West Coast. Without subtracting from those services, the map needs to upgrade service between the coasts. The “legacy” overnight sleepers would survive under the new management requirements with supplements conducive to offering the national “glue” enjoyed by aviation and highway modes. These would include: dense corridors (not necessarily “high speed”); long distance trains to major cities and regions currently substantially bereft of passenger rail (i.e. Las Vegas and much of the Sunbelt); Pal- metto-like day trains to rural America (un- encumbered by the 2008 PRIIA Act’s 750 mile limitation); flexibility in starting new routes. States would have a choice on such proposals (either by providing capital but no subsidy or by providing an operating sub- sidy with Amtrak furnishing the capital or by state guarantees on a break-even route to operate on a three-year trial basis. In addi- tion, states could use an alternative provider (freight railroad, Veolia, etc.) as part of the national system. 6) Develop a feeder network for light-den-


sity lines using short lines and other low- cost providers with equipment less expen- sive to operate (Diesel multiple unit (DMU) cars, rebuilt older passenger cars, etc.) 7) End the fighting with host railroads on compensation. Trackage rights fees should not be a prime mover of contention. In fact, the policy outlined above should lead to higher ridership that makes those fees easi- er to recoup. Amtrak could also offer the host railroads a share of any “profit” from superior operation on the Class I property. A “piece of the action” can do much to facilitate cordial (but tough) negotiations as both sides protect their own interests. 8) Respected railroad economist and his-


torian George Hilton has observed that out- side the eastern and western corridors, Am- trak ridership is “too old, too poor, and too black.” It goes without saying, of course, that all riders are welcome. However, those demographics would suggest a need to ap- peal to younger passengers (who of course are also future older generation riders). So how about the extensive use of budget sleepers (bring back the Slumbercoach?), daytime first class cars (similar to the Acela on the NEC) at more attractive prices for business riders outside the Northeast; and more economical and healthier dining op- tions (better than a snack car, but less than a full diner). Using the right equipment best suited to a particular route would be anoth- er attraction (i.e. domes for scenic routes and DMU’s for light-density lines.) 9) Rail mail and express disappeared in


the ’60s. It would be a money-maker in the 21st century. Bring it back with this caveat: Amtrak should not compete with the freight railroads for freight traffic. 10) This Kansas project, if implemented


and widely touted, should attract a return of business travelers between the coasts.


The Goal After years of continuing operating subsi- dies, substantive investments in plant and equipment, and productivity improvements, the plan’s ultimate aim is to reach the point where operations can cover their own costs. Though no further subsidies would be re- quired for “national trains,” light-density and “social need” trains would be subsidized as they are elsewhere.


Florida East Coast By now, our readers no doubt are aware Florida East Coast Industries is planning a 240-mile privately owned, operated and maintained passenger rail service connect- ing south Florida (Miami) and Orlando by 2014. The trip — about three hours end point to end point — would connect some of the most densely populated cities in the Sunshine State. Possible speeds are 79 m.p.h. Miami-West


Palm Beach, 110 m.p.h. West Palm-Cocoa, and 125 m.p.h. on 40 miles of new track from Cocoa to Orlando. (All Aboard Florida more cautiously tells this column, “Our engineer- ing due diligence will dictate these final speeds.”) The trains will offer coach and business class seating. Wi-Fi and meal ser- vice will also be provided. This project, dubbed All Aboard Florida,


is huge. Some would be skeptical. What gives the venture a giant leap toward credi- bility is that FECI has hired Eugene Sko- ropowski to manage the effort. If anyone can make a go of the undertaking, Gene Sko- ropowski — the company’s new senior vice president of passenger rail development — is that person. Most of us are familiar with his legendary success running the Sacra- mento-Oakland/San Francisco Capitol Cor- ridor trains on the West Coast. So we know we’re not looking at a wild scheme of an un- realistic dreamer. For one thing, FECI’s parent company, Fortress Investment Group, has $43.7 bil- lion in assets, and raised $4.2 billion capital venture during 2011. Some of its real estate lies in downtown Miami, which could be part of the passenger system. Aside from that, fast frequent train service usually gen- erates economic development along the line. That could open up new opportunities for both passenger ridership and FECI’s freight movements. Indeed, history has shown that frequent regular (hourly rail service — an ultimate aim of Skoropowski) is highly con- ducive to that kind of transit-oriented devel- opment.


Secondly, the train is not being planned in


a vacuum. It would inter-connect with air- ports, buses, light rail, subways and other commuter services along the line. Third, how will hourly passenger service


avoid disruptions to FEC’s all-important freight traffic? Many industry observers are in virtual awe of Gene Skoropowski’s fa- mously cordial relationship with Union Pa- cific, the host railroad for the west coast Capitol Corridor. That service offers 16 round trips per day on UP’s freight line. UP is an “all business” corporate enterprise. So, too, is FECI. But if Skoropowski can please both UP and his passengers, it is reasonable to believe he will manage to keep the pas- senger and the freight trains running smoothly as VP of a very busy railroad that owns both. As spokeswoman Christine Bar- ney assures this writer, “FEC Railway’s freight capacity will not be negatively affect- ed by this project.” No public money at all? (Stay with us here).


Defining “privatization In Mid-March, Forbes magazine quoted for- mer Amtrak President Tom Downs as say- ing Union Pacific intended to “control” the high-er speed Chicago-St.Louis service Amtrak plans on UP property. He added passenger “privatization” proposals in Congress had spooked Amtrak into being too risk-averse


Maitland Tower Erie Crossing Shanty


The Maitland Tower kit builds into a model of the tower's initial configuration and can be modified to represent a number of other Erie west end towers. Maitland also broke up the block between Glen Echo and Cold Springs on the Dayton Branch and was used by the DT&I to issue trains orders. This served to extend the tower life more than anything else and remained in service well into the Conrail years. Crossing Shanty not included


Member price $5200


plus $8.95 s&h (US Funds Only)


Non-member price $6500


ERIE CROSSING SHANTY


This kit builds into a model representing crossing shanties located throughout the Erie west end.


Member price $1400


plus $8.95 s&h (US Funds Only)


Member price HO $5000


plus $8.95 s&h


Non-member price $1750


★ ★ STILL AVAILABLE ★ ★ DL&W Vestal, N.Y. Station


(US Funds Only)


HO $5000 N


Member price $3800 (US Funds Only)


$8.95 s&h Books from


Erie Lackawanna Historical Society Erie Steam Locomotive Diagram Book Book No. 2 (1944)


Erie Passenger Equipment Diagram Book Book No. 76, May 1952


DL&W Locomotive Classificaton Diagram Book Revised July 1st 1939


DL&W Classification of Freight Equipment Corrected to May 1, 1952


Erie Lackawanna Passenger Equipment Diagram Book, Book No. 15, Issued Aug. 30, 1966.


Erie Lackawanna Freight Equipment Diagram Book, Book No. 78, Updated May 9, 1975


plus $8.95 s&h (US Funds Only) (Book prices are non-member. Please allow 4-6 weeks delivery)


www.erielackhs.org Dealer Inquiries Welcome


Order from: ELHS, Department RF Jay Held, 10-10 ELLIS AVE, FAIR LAWN, N.J. 07410 No phone calls will be accepted For information send SASE


N.J., PA & Ohio res. add sales tax. Outside US extra s&h.


ELHS membership at $35 per membership cycle. Cycle includes four issues of our magazine “The Diamond” and four newsletters with modeling


information. Separate check please. Send to: ELHS c/o Randy Dettmer, 290 W. Prospect St., Hudson, OH 44236


17


$32.00 $24.00 $30.00 $21.00


$32.00 $32.00


Erie Lackawanna Historical Society Two New ELHS Exclusives


MAITLAND TOWER HO


Non-member price HO $6500


★ ★ STILL AVAILABLE ★ ★


Erie Waldwick Interlocking Tower HO & N plus


N


Non-member price HO $6500 $4800


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