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Dec 10, 1970.
AMTRAK DINING CAR PRICES RISING Trains 21, 22, 58, 59, 421 and 422 now have a different menu than the rest of the long-distance trains. These trains use preplated meals prepared off the train and the prices appear substantially higher than rail travelers are accustomed to paying. This change is no doubt part of the DOT effort to increase Amtrak income, but could have the effect of reducing train patronage. On one of the two rotating menus, breakfast items consist of three choices with meat, each priced at $10, and one cereal choice at $6.75. At lunch, a cheeseburger is $7, a sandwich (type varies) is $7.25, barbecue chicken with potato wedges, corn and salad is $12, and soup (minestrone or chicken noodle) is $4. At dinner, a beef entree (braised or tenderloin) is $18; a chicken entree is $17.50; cod fillets are $16.50; cheese tortellini is $11; and an "evening special" is $12.50. |
Amtrak appoints new President &
CEO
Amtrak released the following yesterday: Veteran Rail and Industrial Executive Alexander Kummant Appointed Amtrak President and CEO WASHINGTON – The Amtrak Board of Directors today appointed Alexander Kummant as President and CEO. The veteran railroad and industrial executive will assume duties September 12. Kummant previously served as a Regional Vice President of the Union Pacific Railroad, overseeing 6,000 transportation, engineering, construction, mechanical, and other employees supporting an 8,000-mile rail network. He also served as the Union Pacific’s Vice President and General Manager of Industrial Products, a $2 billion revenue business. In leading both units, Kummant was responsible for substantially improved customer service, on-time delivery of client products, and significant gains in financial and operational performance. Additionally at Union Pacific, Kummant held the role of Vice President of Premium Operations, overseeing the intermodal and automotive network performance. Most recently, Kummant served as the Executive Vice President and Chief Marketing Officer of Komatsu America Corporation, a division of the second largest supplier of construction equipment worldwide. He has a continuing record as an adaptable change agent in diverse environments. Kummant’s first job on the railroad came at age 18 in Lorain, Ohio, working on a track crew for the Lake Terminal Railroad at the U.S. Steel Lorain Works. "Alex Kummant has the outstanding credentials and experience to lead a changing Amtrak that is more customer-focused and fiscally responsible," said Amtrak Chairman David M. Laney. "His appointment fulfills the board’s commitment to select an extraordinarily strong and capable leader for Amtrak’s future, building on the growing national desire for more and improved passenger rail service." Kummant fills a position that has been held by David J. Hughes on an interim basis since November 2005. Formerly Chief Engineer of Amtrak, Hughes will continue to serve with the railroad in a yet to be specified capacity. "For the past nine months, David Hughes has stepped in and performed exceptionally in leading our strategic reforms and operational improvements," said Laney. "On behalf of the Amtrak Board of Directors, he has our deepest admiration and respect, and we are delighted that he will continue to play an important role in Amtrak’s future." A native of Ohio, Kummant holds a B.S. degree in mechanical engineering from Case Western Reserve University, a Master’s degree in manufacturing engineering from Carnegie Mellon University and an M.B.A. from Stanford University. He is married to Kathleen Regan Kummant, a former senior executive with the Santa Fe and BNSF railroads. The Board of Directors of Amtrak was assisted in its search by the Washington
D.C. office of Heidrick & Struggles, Inc.
Amtrak advocates were not thrilled by the announcement of Kummant's appointment. He obviously lacks the passenger railroading experience that his predecessor, David Gunn, possessed. They are adopting a wait-and-see attitude toward his behavior. Amtrak acknowledges Starlight problems Art Lloyd and Paul Bendix said in an opinion piece July 25 that a "Regional Affil- iate” should be formed to take over responsibility for the Coast Starlight, since Amtrak is having poor success with Union Pacific meeting timekeeping requirements. The states of CA, OR and WA should join up in such a regional affiliate, Lloyd and Bendix said, since they have had much success with their Western regional routes. They said: “Since 2001, with draconian budget cuts and the ousting of Amtrak’s popular president, David Gunn, the Starlight’s service and equipment have deteriorated. Congress has fought back with bipartisan support for rail. Still, ideological oppo-sition from the Bush administration and chronic delays from freight trains jeo-pardize Amtrak’s once-a-day service along the West Coast.” They add, “The feds seem determined to kill the Starlight. Passengers keep paying to keep it alive. In today's reality, California, Oregon and Washington must operate the train. A regional affiliate—call it Amtrak Pacific— should run the Coast Starlight in conjunction with the national system.” House votes $1.114 billion for Amtrak The full House of Representatives in late June voted to allow Amtrak $1.114 billion for the next fiscal year, an increase from the $900 million that a House committee had recommended. The larger amount would bring the Amtrak money up to the level requested by the Bush-appointed Amtrak Board. It is still $394 million below the current year's funding. There was no indication, however, that the Amtrak micro-managing language had been removed from the bill. The increase for Amtrak was sponsored by Rep. Steve LaTourette, (R-Ohio). He said he felt sure that the Senate would increase the figure further. The complete bill, of which this is a part, will be voted
on Friday, June 16.
Refuting some myths about long-distance train travel Tunnel work is disrupting Coast Starlight service in Southern California VIA's CANADIAN is back partially on Canadian Pacific rails Amtrak funding action in the Senate Spring-summer schedule changes for St. Louis-Kansas City coming Killing Amtrak slowly from within
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