Bill Hutchison and Ed D’Amato are co-founders and co-chairs of the Lakeshore Rail Alliance, a coalition of seven passenger rail advocacy organizations across six states in the Great Lakes Region, working to revitalize service between New York City and Chicago. They are also board members of All Aboard Eerie.

As you may have seen, we recently published Episode 3 of our main Reconnect America series. It delves into the creation of Amtrak in 1970 and investigates why Amtrak failed to preserve the robust passenger rail system that it took over from the private sector.

To celebrate the long awaited release of Reconnect America's Episode 3. Amtrak's genesis and the ongoing struggle to reclaim the public purpose of passenger rail, Solutionary Rail used our monthly Hive Call with folks around the country as an opportunity to have a discussion with three of the nationally recognized passenger rail champions we featured in the episode:

• John Robert Smith, Chair of Transportation for America and former Amtrak Board Chair.
• Meredith Richards, National Chair for the Rail Passengers Association.
• Tom White, Co-founder of Climate Rail Alliance and veteran rail planner and author with nearly 60 years in the industry.
  
  

These are three of the leaders who shaped our recent episodes and who are shaping our thinking about rail in the public interests. Each  talk about their past and present work, and build upon the content of Episode 3 and update us all on the current state of affairs with Amtrak, what they see happening in rail today, and where we go from here.

Listen/Subscribe on: Apple Podcasts, Substack, Spotify, YouTube, or watch this page for New Episodes.

Why was Amtrak created? What impact did that have on US passenger rail service? How is Amtrak’s story part of a broader struggle between public purpose and private profit that has consistently plagued U.S. railroading?

In this Rail Bite, Meredith Richards, who is chair of the Rail Passengers Association (RPA), articulates two principles that lie at the center of successful passenger rail systems everywhere.

Why is it that many Americans suddenly seem obsessed with building high speed rail, when most of us don’t even use the 21,400-mile passenger rail system we already have? It’s not as though regular passenger trains are incapable of going faster than the cars we choose to drive instead. Many Amtrak trains can top 100 miles per hour, given the right track conditions. And who can claim that being stuck behind the wheel in traffic is enjoyable?

Amtrak was established by the Rail Passenger Service Act of 1970 and began operations on May 1, 1971. It was created to relieve the struggling railroad corporations of their historic obligation to carry passengers. Half a century of public investment in highways and air travel had undermined the ability of railroads to provide passenger service at a profit and was causing a crisis in the industry. (Check out Episode 2 of our main series for an in-depth exploration of this history.) So the public bailed the railroads out by creating Amtrak, a quasi-public corporation that would henceforth carry passengers across almost the entire U.S. rail network.

Knox Ross is chair of the Southern Rail Commission, an interstate rail compact between Louisiana, Mississippi, and Alabama that advocates for and engages stakeholders around the expansion and revitalization of rail service in the region.

In this timely Rail Bite, Mr. Ross—who is also a practicing Certified Public Accountant—illuminates some of the widespread misconceptions behind the expectation that passenger trains turn a profit.

If you look at Amtrak’s national network on a map, you will see a giant hole spanning roughly a third of the contiguous United States. Two states in this area, Wyoming and South Dakota, have no intercity passenger rail service at all. The lone route that crosses the northern tier of the country through Idaho, Montana, and North Dakota lies far away from most of the major cities in each state.

In this timely meditation, author and professor David Alff probes the inner tension of rail transport in the U.S.: that it is expected to make a profit while providing an essential public service.