1. Amtrak Ridership Growth &Intercity Passenger Rail DevelopmentRay Lang Amtrak Government Affairs& Corporate Communications

2. Amtrak Then and Now On our opening day in 1971, Amtrak operated 184 trains Today, even after numerous route closures and system cutbacks, we operate Daily train densities on Amtraks305 daily trainsnational system, 2010 3. Every day on Amtrak: We run trains over a 21,000 mile system 60% of them at 90+ mph 4. We carry more than 82,000passengers per day 5. And we operate and maintain arailroad that carries about a quarterof a million riders every day! 6. Amtrak Ridership Growth Record Another Amtrak Ridership44% increase in Amtrak ridership from FY 2000 - FY 2011 In FY 2011, Amtrakrecord of nearly 30.2 million passengers in FY 2011 passengersAll-time carried an all-time record of 30,186,733(up 5.1 percent vs. annual routes setrecord set recordsthe FY 2011New 26 of 44FY 2010) ridership ridership in 8 of inlast 9 years 31,000,000 is the best ridership performance by Amtrak in its 40 year FY 201130,000,000 The previous record was set in FY 2010 at 28.7 million million history.30.2 passengers.29,000,00028,000,000Total Ridership 27,000,000 has now set new ridership records in eight of the last nine years. Amtrak26,000,000 25,000,000 ridership is up 44 percent since FY 2000. Amtrak24,000,000 23,000,000 In FY 2011, 26 of 44 Amtrak routes set new ridership records.22,000,000 21,000,000 In FY 2011, the number of Amtrak routes with ridership of more than one20,000,000passengers grew to seven (up from five in FY 2010) million20.9 million00 0102 060708 0910 11 0304 05 20 20202020 2020 2020 2020 20Fiscal YearNew ridership record setRevised October 2011 7. Amtrak Ridership Growth In FY 2011, the state-supported and short distance routes had their bestyear ever with 14.8 million passengers (up 6.5 percent vs. FY 2010)- Specifically, 20 of 27 routes in this category set new ridershiprecords In FY 2011, the long-distance trains had their best ridership in 16 yearswith 4.5 million passengers (up 1.1 percent vs. FY 2010)- Specifically, 5 of 15 routes in this category set new ridership records If not for several significant weather-related and construction-relatedservice disruptions, the Amtrak ridership numbers would likely have beeneven better In FY 2011, Amtrak collected an all-time record of nearly $1.9 billion inticket revenue (up 8.5 percent vs. FY 2010) 8. Amtrak Ridership and Funding 9. Intercity passenger transportation in the United States Federal Investment in Transportation, 1949-2008 70 (2009 Constant Dollars. Time Axis Not to Scale.) Since WWII, Federal 60 government has vastlyexpanded investment inHighwayAir 50aviation and highwaysIntercity Passenger Rail $ Billions 40 Since Amtrak was created to 30 20take over rail passenger 10service in 1971, Federal 0investment in intercity19551957199119491951 1953 19591961 196319651967 19691971 1973 1975 19771979 1981198319851987 1989 19931995199719992001 2003 200520071,200Fiscal Yearpassenger rail has been U.S. Intercity Travel Trends by Modal Share, 1929-2004dwarfed by investment in1,000 Airport &competing modesB-707 Airway Trustin ServiceFund Created 800 Interstate System80% Complete For every dollar FederalPassenger Miles (billions) 600Interstate Amtrak Createdgovernment spent on rail 400 System Startedbetween 1956 and 2006, it Bus Autospent: Air $6 on aviation 200 WWII Rail 0 $16 on highways1944 1951 196719751977 1985 1993 1995 2003 1929 1961 19631965 1969 197119731979 1981 1983 19871989 1991 1997 1999 2001 10. Long Distance trains are an important public service States served only by Long Distance On half of our system, the only Trainsform of service Idaho ArkansasMontana Louisiana 23 of 46 statesNorth DakotaMississippi 223 of 500+ stationsMinnesota AlabamaIowaGeorgia Major generators of revenue NebraskaFloridaand passenger mileage in FY KansasTennessee2011ColoradoSouth CarolinaUtahKentucky Since 2006, LD ridership andNevadaOhioticket revenue have grown Arizona West Virginiasubstantially New Mexico 11. Amtrak trains provide vital service to rural communities States with least Amtrak serves about 40% of Americas comprehensive ruralrural population population coverageNorthNebraska Percentage of rural population withoutDakotaaccess to scheduled intercity South Kansastransportation (rail, air, bus) risingDakota West Sharp reductions in intercity bus serviceAlabama Virginiahave cut rural coverageWyoming Montana Rural coverage is highly unevenKentuckyArkansasGreen indicates Amtrakserves the state; redindicates Amtrak does notSource: BTS 12. The Amtrak system today 13. and as it would look without the long distance trains 14. Long Distance Network as a Foundation for Corridors Being studied now in Texas, Louisiana, Minnesota and Kansas East Texas Corridor, Ft. Worth to Shreveport/Bossier City (TexasEagle route addition/frequency increase) Minneapolis/St. Paul to Chicago (Empire Builder frequencyincrease) Kansas City/Newton to Oklahoma City/Ft. Worth (SouthwestChief/Heartland Flyer route addition/frequency increase) Leverages existing Amtrak stations/infrastructure and frequencies Significantly less cost than adding all-new or restoring previous routes Historically successful in California/Pacific Northwest, Chicago Hub,Northeast Improves financial performance of current Amtrak services Partnerships with State DOTs and local entities Fastest growing part of our business 15. One Size Does NOT Fit All Amtrak has contracts to operate services in 15 states Some are individual contracts with state DOTs for services thatoperate across state lines, such as 200,000 passengers Blue Water and Pere Marquette in Michigan (to/from Chicago withoutIndiana stops and without funding from Indiana and Illinois) 77,000 passengers Vermont (Vermonter to/from New York City with stops in New Hampshire,Massachusetts and Connecticut but without funding from those states) Some are across state lines with shared state DOT funding Hiawatha Service shared between Illinois and Wisconsin 800,000 passengers Cascades shared between Oregon and Washington200,000 passengers Heartland Flyer shared between Texas and Oklahoma84,000 passengers Some are across state lines with a regional entity Downeaster between Portland, Maine, and Boston 520,000 passengers - Northern New England Passenger Rail Authority (NNEPRA) created by Maine and funded with state and federal DOT funds with stops in New Hampshire and Massachusetts but without funding from those states 16. One Size Does NOT Fit All California Capitol Corridor Joint Powers Authority contracts with Amtrak for trainoperations and with Bay Area Rapid Transit with funding from California DOTfor Capitol Corridor trains between the Bay Area and Sacramento/Auburn - Six local transit agencies in eight counties 1.7 million passengers - Two metropolitan planning organizations2.8 million passengers San Luis Obispo-Los Angeles-San Diego (Pacific Surfliner service) corridorand Oakland-Sacramento-Bakersfield corridor (San Joaquin service) - Controlled directly by California DOT (Caltrans) 1.1 million passengers - Pending legislation creates new Joint Powers Authorities for these corridors Minnesota Chicago-Twin Cities service being studied by Minnesota DOT with additionalfunding from the City of LaCrosse, Wisc., without active participation byWisconsin DOT Twin Cities-Duluth being studied by Northern Lights Express, a joint powersboard of six counties that contributes as an alliance with funds from propertyor sales taxes and grants, without active participation by Minnesota DOT.State law gives counties authority to form regional railroad authorities andlevy local taxes for them. 17. What does the future hold?38% population growth Populationby 205018% populationgrowth by 2050 2000: 281M 36% population growth17% population by 2050growth by 2050 2050: 420M 31% population growth Distribution: by 2050 2000: 60% in 38% populationsingle-detached growth by 2050 houses 46% population growth by 2050 2050: 70% will live62% populationgrowth by 2050 in megaregions45% population surroundinggrowth by 2050 urban areas35% populationgrowth by 2050Source: Regional Plan Association 18. What are the implications? People are moving to areas where Transportation network is stressed Taxes and cost of living are high Infrastructure and energy networks are already burdened and its hard to build more Demand for everything is growing in areas where its hardest tosatisfy Cheap and readily available oil underpins everything Transportation Economy Daily life 19. Passenger rail is a better travel choiceShare of CO2 Emissions, by mode Passenger capacity per meterof infrastructure width 2.4%Passenger cars2.7%Light-duty10000trucks90002.3%All other trucks8000 9.1% Persons per hourBusses70000.6% 33.9%6000Aircraft50009000 21.4%Ships and 4000boats 300027.5% Rail52002000Other 1000 2001500 0Source: US DOT, 2008 Trans Stats Annual Report Auto Bus Bus lane RailSource: UIC (separate) Energy Intensity of competing modes 4000 3500 BTUs/passenger mile 3000 2500 20003437 1500 29952398 1000 500 0 AviationAmtrak AutoMode of transportation Source: U.S. DOE, Transportation Energy Data Book 20. Operating Efficiency Farebox Recovery RatioTRE (Dallas)NM Rail Runner TRE (Ft. Worth) CONNDOTUtah Transit AuthorityMusic City Star (Nashville)Tri-Rail (South FL) Sound Transit MARC Altamont Commuter Express (ACE)NCTD - San Diego Alaska RRMetra (Chicago) VRE (Virginia)Caltrain LIRR South Shore (NICTD) Metrolink (LA) MBTA( Boston)NJ Transit SEPTAVIA Rail Canada Metro-North Commuter Railroad Amtrak 0102030 4050 6070Source: APTA, VIA, NMDOT and AmtrakAll data calendar year 2008, except NM Rail Runner (2009) Recovery RatioWe are the American rail industrys authority on getting the most from of our service 21. Equipment utilization Average annual car miles, In thousandsAlaska RRCONNDOTVRE TRE (Dallas)Sound Transit Music City Star (Nashville)MARC NCTD - San DiegoAltamont Commuter Express(ACE) MetraMBTA (Boston) SEPTA Caltrain NJ TransitMetrolink (LA)TRE (Ft. Worth) South Shore NICTDMetro-North Commuter Railroad Utah Transit AuthorityLIRR Tri-Rail (South FL) Surfliner HorizonAmfleet IHeritageAmtrak All cars Amfleet IIViewliner Superliner 0 50100 150200 Average Annual car mileage, in thousands No other North American passenger operator gets as much out of their equipment 22. What can we do? A new surface transportation policy must break the funding silosand must be revolutionary so that we can address theseproblems: Environmental and land acquisition processes are time-consuming Regulatory burdens are formidable and ironically, some are productsof the Interstate highway development process Federal government must take a more active role (and the FRA isoff to a good start) Without rail, we will get a highway bill but it wont be a surfacetransportation policy 23. Key Concepts Existing system serves as a foundation fordevelopment Terminal facilities Suitable segments are upgraded Existing network feeds high speed operations Most foreign systems have developed in thisincremental fashion France- LGV lines use major terminals at endpoints - Speeds gradually upgraded as technologypermitted Germany - High speed equipment preceded high speed lines - Gradual introduction of faster track segmentsSt. Pancras Station, London then, and now allowed ICE trains to realize their capabilities 23 24. What should we resist? The temptation to resort to 1960s solutions Build a lane Add an interchange Investing in infrastructure with a 30 year lifespan Planning for short-term growth Funding by mode rather than developing a flexible, resilient, and connected system 25. A 1960ssolution That doesntwork today A New Surface TransportationAct Can Lead To Smart ChoicesRail is the solution we need safer, greener, healthier!