Amtrak route from Richmond to DC to open; expensive, time consuming and subsidized
By JR Hoeft | Monday, July 12th, 2010 | Policy
The Washington Post is reporting that for just $46 round-trip, you too can travel from Richmond to DC by rail – as long as you don’t mind departing at 7 a.m., don’t have anywhere to be before 9:30 a.m., plan on staying most of the day, and have no issues returning by 3:55 p.m.
All subsidized by the General Assembly for three years and $17.2 million.
Looks like a good route for tourists, but not necessarily for workers…unless you have a six-figure salary job and a five-hour work day from 10 a.m. to 3 p.m. near Union Station.
The train also will stop in Ashland, Fredericksburg, Quantico, Woodbridge and Alexandria.
This is the second rail-line to open in Virginia that is fully subsidized by the state (the first being Lynchburg to DC) in an effort to determine the feasibility of rail in the commonwealth.
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Conservative to the core; liberal with his opinion! J.R. has been involved in politics for over a decade and has worked on several campaigns in Hampton Roads. He has served on the Executive Committee of the Republican Party of Chesapeake and the Central Committee of the Republican Party of Virginia. He is also the director of “Blogs United” in Virginia. E-mail J.R.. Follow J.R. on Twitter.
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24 Responses to "Amtrak route from Richmond to DC to open; expensive, time consuming and subsidized"
[...] This post was mentioned on Twitter by virginiaBNN. virginiaBNN said: Bearing Drift: Amtrak route from Richmond to DC to open; expensive, time consuming and subsidized: The Washington … http://bit.ly/bnKnMy [...]
Interstate 64 to be repaved from Newport News to Richmond. But even still, the highway is expensive, time consuming, and subsidized. What’s your point, JR; do you have the audacity to say that our roads, bridges, and highways are not subsidized?
Mike –
The Post article points out that it cost $78 million to make the track ready for passengers and that it will cost another $17 million of state money to operate over three years.
If alleviating traffic to Northern Virginia was the point, why on earth would you have a schedule that brings you to DC after the work day begins and has you leave before the work day is over?
I’m just wondering what the hope for retun on investment is here? Who do they hope will use this service?
It’s just not very clear to me…and the investment of taxpayer dollars doesn’t seem to be worth the associated costs – not to mention a 5 hour round trip commute when you can do it in a car, in traffic, in about the same amount of time or less – for far cheaper.
Mike – My personal problem is it’s a HUGE waste of money in how it’s being implemented. $23 one way gets you to DC at 9:30 and out by 3:55. That’s a six hour work day AT BEST.
Also, you can already purchase one way Amtrak tickets that get you to DC at 8 and out at 6 for $30 one way.
So for $17.2 million the Commonwealth is going to create a train that services folks who work 5-6 hours a day at a savings of only $7 one way? What a waste.
JR, a fiscal analysis of the overall impact of high speed passenger rail is certainly not what you intended with your short report. My point simply is that the interstates are highly subsidized, and to me, the long term effect of high speed rail, especially with future PPV’s, will produce a positive operating ratio and a positive cost benefit ratio, when the full system is up and operating. This is a long term process, and must weather the attack from the oil lobby, and from anti taxers who are penny wise and pound foolish.
There is a very interesting article on the future of passenger rails–particularly AMTRAC, in the current issue of Time Magazine. It’s going to be a very expensive and long-range plan. In the meantime, urban areas like Norfolk are looking into light rail. I am a native of St. Louis, and metro-link has been a big success, and several new routes are now underway there. Of course it met with massive resistance from the usual quarters. I would personally travel by train any chance I could were it available and going somewhere I needed to go where I did not need a car.
Yes, we are envious. But rather than just feel that way, our TPO and the Commonwealth are aggressively pursuing high speed rail. Our consultants say the the Washington to DC corridor is one of the top 200 mile high speed rail corridors in the country. That is, the size of our market can support high speed rail and could have a positive net present value and a positive operating ratio which means the system can run w/o an operating subsidy, and therefore could be franchised to the private sector.
It never ceases to amaze me that the rationale for another new subsidy is justified by all the other subsidies that already exist. I guess it is safe to assume that another new subsidy is akin to drawing water from a bottomless well.
Everyone, including Mr. Hoeft is looking at this incorrectly. The new service is not an isolated train, nor is there a requirement that if you ride this train northbound, you must return on it southbound. Plus, this new train will extend far north of Washington into the Northeast Corridor.
This new train will be part of a matrix of trains which serve Richmond to points north, and it will simply provide another travel choice among six other existing northbound trains. While it is regrettable the train departs Richmond as late as 7 A.M. (A 6 A.M. departure would probably be preferable for daily commuters), the northbound Silver Meteor does depart Richmond daily at 5:09 A.M. and arrives in Washington at 7:46 A.M., easily enough time for an 8:00 A.M. workday arrival (If the train is running on time).
Southbound, there are seven existing daily departures from Washington, all originating from points north of Washington, and some of those trains leave Washington at the end of the business day and return to Richmond mid-evening.
While the new Commonwealth-supported service claims it is for the benefit of “commuters,” Amtrak really isn’t in the “commuter” business, as is Virginia Railway Express in the northern part of the state. Amtrak provides intercity travel for people who wish to travel for a great number of reasons, beyond daily commutes to offices. This new train should be correctly viewed in that light, not as a train which provides daily service for those who wish to enjoy the many delights of living in or near Richmond versus living in a Washington close-in suburb.
And, finally, before you condem this new service as a perpetual money-loser, look to the west at the new daily service from Lynchburg to Washington and beyond.
With the new service, there are only two daily trains on that route, which includes Charlottesville. The service is less than a year old, and already ridership has been so high that for many months, the planned subsidy to be paid by the Commonwealth to Amtrak for operating the train has not been paid, because this train paid for itself through ticket revenue. It’s possible, if there are enough revenue passenger miles generated by trains originating in Richymond the same thing can happen – the train will be subsidy free.
California has proven that if enough frequencies are available (but, not too many as is often the case on the Northeast Corridor between Washington and Boston), ridership can be high because travel choices are frequent and convenient.
North Carolina has been increasing its service between Raleigh and Charlotte with similar results. One day, perhaps North Carolina will understand the logical eastern terminus for their service will be Rocky Mount, and not Raleigh, as that far end of the Research Triangle continues to grow.
Virginia is at awkward “teenage” stage in rail passenger service. Too much to be considered a small child, and not old enough to be mature for a full range of services. But, things are improving, and, as a new generation of children of baby boomers decide to successfully experiment with passenger rail travel instead of being exclusivly wed to private vehicles and airplanes, everyone will prosper with a dynamic alternative in the form of passenger rail.
J. Bruce Richardson
President
United Rail Passenger Alliance
http://www.unitedrail.org
So Wally, you point is that even though our market can compete extremely well for the federal funds to create this national passenger rail system, and our numbers are so convincing that we can be both cost effective and operate with no subsidy, and that therefor we are a candidate for a PPV, that we should simply continue to subsidize roads and highways but not rail service?
Well, since we, in Virginia Beach, are experiencing a steady decline in population since 2002, and facing the loss of one, or even two aircraft carriers, coupled with Hornets being replaced with Lightening II’s at an unknown location, you sure post an unfounded rosy picture for ridership.
Wally, you are a worse pessimist than the bunch of complainers at the VBTA. I see the glass half full. I think the move of a carrier to Mayport is all but over; perhaps a carrier will be moved to the Pacific, but that is not yet certain. Joint strike fighter? Still an excellent chance that some will be based here. We are not losing population although we are not growing as fast as in the past, and that is fine with most folks. Our region is outperforming most in the country, we have recessed less, and are on the way back already. Our market will support high speed rail, and it will enhance our position with the Navy as well. Our light rail must connect to passenger rail as soon as possible. Get aboard Wally, or you and the VBTA will be left behind.
Sorry Mike, it appears that you and the US Census bureau disagree, http://tinyurl.com/22wsx5t You may say I am a pessimist for making a logical assessment using factual trends, yet you readily want to throw more leveraged fiat money on wishful thinking.
Place your cursor on the chart’s graph line to display population counts.
Wally, I never advocate throwing money at anything. I do advocate investment in public and private infrastructure to ensure future prosperity. If we fail to invest, we become like Detroit, converting former commercial property to farming. Not a pretty site. My cursor slipped and showed an increase in the population over the last decade. I think you are thinking too short term.
According to the U.S. Census Bureau, we had about 8,300 more people in 2009 than in 2000. Granted, that’s a very slow growth rate.
The amusing part is that Wally shoots down his own argument with his own argument. If the Navy is drawing down, that only strengthens the case for light rail. If our Military sector is shrinking, we’ll need the new professional jobs in the induced TOD to offset the loss.
Ah, Henry believes “build it and they will come”. If anything is germane it is the geographic shift of existing resources without economic growth. For example, Town Center’s enterprises did not create any significant economic growth but drew down and reallocated existing Virginia Beach business endeavors.
Wally,
Your argument assumes that there’s a glass ceiling the economy will hit, and then can’t go past there. Few would agree with that.
Fact is, we live in a dynamic and attractive region with an extremely capable work force, and a constant replenishment by the Navy and our universities and colleges. As citizens, we simply need to keep up, and not do stupid things to detract from our natural advantages like the oceanfront, the Port, our Harbors, rivers, and streams, and climate. One thing we must do is provide mobility, and a regional light rail system will be an adjunct to roads, bridges, highways and tunnels, connecting us by passenger rail to Richmond and beyond. We can and must do this.
If you go to
http://tickets.amtrak.com/itd/amtrak
put rvr in “From”
put was in “To”
in “Departs” use tomorrow’s date
then hit “Go”
It all makes a bit more sense now. I did all this before I read the post by Bruce Richardson above.
Can not explain why, but for some strange reason I have a feeling that Mr Richardson knows what he is doing and I trust that he will do effective job.
Kudos to you Sir.
Well, Mike, that’s just the point isn’t it? Your quite satisfied to allow the decision as to the viability of a major reface to Virginia Beach left up to six part-time politicians rather than the intent of the Virginia Beach City Charter which provides for the citizenry to exercise their input to major expenditures. Do you believe the electorate is incapable of making a sensible decision?
Well Wally, it is the constitution of Virginia that allows local elected officials to make those decisions, not me. Any objective citizen who reads the Charter will acknowledge that the Commonwealth gives the power to elected officials to lead and operate the municipal corporation. There is a brief mention of the fact that the Council may authorize a referendum on a proposed ordinances, but you have entirely misconstrued the Charter to make you point. My personal opinion is that there is so much support for the extension of light rail to Virginia Beach, with the connection to passneger rail to Richmond and beyond, that a referendum is a waste of time, money, and resources and is entirely unnecessary.
Wally,
The “major reface” was when the previous Comprehensive Plan was adopted in December, 2003. We’re suppose to have a referendum on what has already been City policy for nearly 7 years now?
Besides, your argument about the City Charter is simply false. Under Federal law, the local debt share would be carried by the TDCHR, not the City of Virginia Beach. Therefore, Charter debt limits aren’t invoked as they obviously don’t apply to the TDCHR.
I rode the Marta train in Atlanta recently, and it was actually a pleasant experience. But it wasn’t during a peak hour time. It is an easy and inexpensive way to get out of the airport and into the city. While it was only one data point, it did seem to be run efficiently. Despite that experience some concrete data proving that the benefits are worth the expense is needed for me to support light rail in Virginia Beach. Surely there are enough light rail systems in operation to prove their value.
Yes Kingsmoothie, there certainly are, but the FTA requires each system to prove itself. That process is ongoing under a study approved by the General Assembly. Delegate Tata was the sponsor in the House, and when the results are in, the City Council will have the information to make an informed decision. In the meantime, Light Rail Now, Inc. has been created to advocate for light rail as soon as possible. After, can you imagine the day 3 years from now, when passenger rail service starts from the new light rail station in Norfolk, to Richmond, DC, NY, and Boston, and to the national Amtrak system, and Beach residents will have no light rail link to that system. Hard to justify inaction.
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