tv Washington Journal Charles Moorman and Edward Hamberger Discuss the U.S.... CSPAN May 17, 2017 9:07am-9:40am EDT
broaden the base and lower the rates. is what they did, hundreds of exemptions and high rates and then they got rid of all of them. hey, your salary is income f. your employer pays incomeinsurance, that is to you. in new zealand, if you get free company at the company, that is $20 a month, they tax that as income, no deductions. give to charity, we're all for it, you do not get a tax break. everything and give me write-offs, then you can set low.rates very >> sunday night 8 eastern on q&a. host: two guests who uniquely and distinctly represent points the topic. edward hamberger, president and c.e.o. of the association of
and also ailroads joined by president and c.e.o. amtrak, charles moorman. mr. moorman, let's start with reminder of give us scope of amtrak, not only mile its covers and areas of the covers, but it also what it gets from the federal government. certainly. amtrak is a national organization obviously and operates across the entire i think 48 -- 47 of the states. have long distance trains covers the majority of the thees and we have of course northeast corner between washington and boston and corridors in california and then into chicago, as well. amtrak, as you said, like every railroad in rrying the world, relies on some level f government funding and amtrak's job, case we do a
cover about ob, we 94% of our operating cost out of on the nues and rely federal government for the rest and then we also rely on the federal government for our program. if you look at fiscal year 2000 up with about billion dollars of which slightly over $200 million is we project, we're not done yet, with the operating loss. provide a great value for the money and we 31 million year passengers, which was a record, so that is kind of the level of organization. host: mr. hamberger, you represent association of you giverailroads, can a scope of what it does, what it involves and i guess how do you look at washington, d.c. or what look to washington, d.c. specifically for? guest: let me start by saying in k you for having us on the middle of infrastructure
week. too often infrastructure is seen highways and airports and people forget the role freight railway and passenger railways play. association of american railroads represents about 98% of all freight rail moving in well as d states, as amtrak, what people don't 40% on nd, we move 10-mile basis all of america's 140,000 mile outdoor assembly line. amtrak operates outside of the corridor over the freight rail and that means we and work operate together. here inside washington, we're not looking for much of tell you the truth, pedro, because we've self-funded. freight railroads have spent over $100 billion of private upgrade and maintain that 140,000 mile network and great dividend for the economy and safety.
as far asme rephrase, from your industry, regulation wise, how does washington affect you? regulation wise, we're like every other industry in the for two we are looking specific things. way forward to be able to build things. to too often, when you try replace a bridge or a tunnel, uild intermodal yard to take trucks off the highway, it takes six, seven, eight years to get permits. compress that, you still have to go through studies it get permits, but let's do in a smart way so different agencies are operating consecutive not in fashion. then secondly, our economic regulator, we think needs to ontinue to allow us to earn capital necessary to plow back into the infrastructure. guests r two representing various aspects of the rail industry available for your questions.
202-748-8000 for democrats. republicans, 202-748-8001. 202-748-8002. tweet us at c-span wj. trump es the administration suggested or from the budget about what it wants to do for amtrak specifically for funding? guest: the trump administration skinny budget proposed that the from the budget about what it wants to do for amtrak specifically for be with on the state supported and the northeast corridor. there is an argument to be made the sense, look at amtrak finances, the long-distance network really requires most of the subsidy. that, they're like everything in the world, there are complexities within the way
only doesness and not the long-distance network serve a lot of areas that are underserved by other forms of but -- i nsportation, think therefore very valid argument it should exist, but if amtrak finances, if you are to hypothetically cut funding for long-distance network, it would ripple down and ultimate impact, you would in northeast corridor. we think the best approach continues to be a balanced that is what congress has decided on over the many years and i would make the point amtrak, which i make all the time, that in a very real corporation.s a i mean, it's not an agency, it has a board, chief executive officer, and we try to company.ike a i view amtrak in very real way as a government contractor, right? the government, the congress, he administration decide what
amtrak's mission should be, what things amtrak should be doing to do that job is as efficiently and as ffectively as possible tochlt date, the decision has always been made that amtrak should be businesses that it is currently in and continue to do we do best. we are on with our guest, go ahead. an amtrak , i rode the other day to washington, d.c. and. on the he conditions train, they weren't really what i would expect from a big amtrak and i'm
wondering -- host: apologys for that. this is linda, good morning. i'm r: good wonderingmorning. yes, first of all, amtrak, i ide it all the time. one thing i want to know is when bethe train control going to instituted across the country? thank you. moorman, remind folks about train control, what it is. guest: right. is technology, set of complex technologies which are effectively mean that once installed, it will preclude the human error f causing a train accident. eliminate the idea that trains, because of human error, other, that each they could overspeed, that it could prevent any number of things. it is exactly what the name says, it is train control. let ed obviously comment on ptc from the freight railroad. i came from the freight railroad, this is an issue i long time for a
frchlt amtrak perspective, where we run on the host railroads, as ed said, relying on host railroads to install basic we install re, echnology on locomotives, on the northeast corner we are effectively finished installing we have half mile segments in stations left to do corridor, ng major we're well along in the state of new york. so we're, i think, in good shape train control, although, again, like the freight and i'll let ed take over from here there, is work to be done. guest: there is work to be done. incredibly complex set of technologies and the industry as so far spent almost $8 billion, that is b as in boy, $8 billion in private capital to install it.and we are under a statutory mandate end of it installed by 2018 and we will meet that mandate. orre will be additional year
two to make sure the bugs are out of the system, just couple it was about 65% reliable system, that is up now 85 to 90%, but if you go to safety system, you want o be about 99.999%, that is being worked on, but we are committed to getting it done. will say one thing that needs o be done, there needs to be additional revenue going to our friends in the commuter, passenger train industry, that run the commuter rails around some of the larger cities around the country. them are me of strapped for resources and i think that is something additioo the riends in the congress will need to step up to do. host: deadline provide all railroads, depending if it is rail,t, amtrak, passenger does every railroad have to meet ptc deadline as far as install? ed guest: there is additional two
railroads, hort-line class i railroad which is move freight -- passenger-carrying railroads. host: montana, democrats line, peter, go ahead. yes, my question is the gentleman, where is the r possibility of establishing rail ervice between los angeles and las vegas and what are the so at the doing present time? thank you. guest: well, that is an question.ng there has been a lot of conversation over the years route.hat there are actually some folks, investors who are looking at establishing such a service. been obviously working with amtrak in terms of what we terms of crewsin and things like that and working railway. host they would need an agreement, as well. that there is right now
some amount of momentum in those conversations, but we're going to let them work out all and with ues with us the host railroad before that train gallon on. i think what i've heard, as well, peter, the las california is much more likely to occur, but once you get into california and being able ifornia, to get access all the way to los challenge, from a right-of-way standpoint. joining us to s talk about the state of the rail industry. ohn from pennsylvania, democrats line. hi. caller: how are you? host: fine thanks, go ahead. $25 billion that trump ants to use for the wall in mexico, i rather see that $25 billion used for amtrak and high-speed rail. i think it is a waste of money something like that
many, many millions of people and that is what we should be looking for, infrastructure. the other thing, too, i live in pennsylvania, we only have two trains per day here. 10 to 20 trains at one time. i don't know why all the trains harrisburg and somehow western pennsylvania has forgotten about it. here is pittsburgh, a large city, and they will get two rains per day plus capital limited from washington. we need better train service in this area. thank you. guest: well, let me talk about particular, the issue of high-speed rail. i think this is a conversation and you'll a lot hear a lot of people say, why don't we have high-speed trains do in europe, you know. about t has amtrak done those things? high-speed e with
people don't always recognize, they essentially require completely new sets of right-of-way because it requires a much different terms of less, in urvature and real segregation of trains from existing freight trains and operation to true speed. europeans, japanese and chinese, have a others, significant commitment to that n the orders of hundreds of and that is ollars the kind of commitment it takes. i think we do a good job with northeast corridor in terms of running as fast and that is the kind of commitment it as we will do to ings we in orderhat speed, but to achieve anything like we see in other parts of the world, we're talking about huge amounts renewal and ture to amounts of expenditure get it there. we'd love to see it, but it's a uestion of priorities, as the
caller said. guest: one thing there, it is frustration of mine that we havey says why can't railroads like we have in europe. i've been to japan, ridden there, the trains fact of the matter is, we have in best freight rail system the world, we are the envy of the world. a month doesn't go by i don't russia, ors from saying, how can we get trucks off the road and more freight by rail. so i think it is a very complex set of issues that has to be looked at. a right to get high-speed passenger rail, it has to be a line, sealed corridor, no grade crossings and that takes a lot of investment. times report les looks at california bullet train. one concern is cost overrun to get a system does. s that overbudgeting or not estimating full cost of putting systems in place? guest: i think when you look at california and i've looked at
a little bit, i think underestimation of are, once rue costs you actually start construction, and just i think inability at time, really to identify and be certain of the long-term funding that is required to commit to a project that. you know, one of the issues that we have, which i think is some other countries is that if -- under are rent systems, there governments, great example is the u.k., they made commitment hs-2, a brand-new high-speed line between london and manchester. forget the order of magnitude, 70 or 80 billion pound necessary investment. once the commitment is made, the funding will be there, right? in continuing is far more difficult and california is an example of once they really start to
understand how much money it takes as to, okay, where are sources of funding that are going to be available to do that. host: from vienna, virginia, republican line. for waiting. caller: good morning, your old the -- want to thank you both -- good morning, thank hard work have you done on a lot of issues over the years and i was wondering, to what extent have you incorporated 3d printing in your moormannce and you, mr. and ed, have you seen a lot of doing ilroad clients that? i wonder to what extent that can companies by bringing down cost and making it easier to keep specialized moving?t guest: that's a great question. i have not seen much evidence of it. i probably wouldn't necessarily see that sitting here in washington. we have meeting later this our chief operating
officers coming in town, i will make a note and ask him and see what the response is. i don't know if you -- guest: ed, officers coming in i continuin question. when you ask them, let me know. you could certainly see the out there for that technolo echnology, particularly early on in some of our shop locations n terms of kind of that part that you don't want to keep in thing lot, maybe some particularly around passenger car. interesting thing and we'll go it. and look at host: sidebar, transportation chao will testify today. that will start at 10:00, you that at c-span.org. chance to talk to her about your issues and what response?the guest: ed, go ahead. guest: we did have a chance to and she recognizes importance of freight rail to the economy. she, i think, will be testifying
this morning talking about the fact that the amount of freight in ng will probably double the next 20 years and therefore you need all modes to be able to play their sxroel she recognizes hat we are privately owned and wants to funded and enable us to continue to reinvest. guest: we have obviously somewhat different relationship with both the department of transportation and the secretary nd then the federal railway administration. not only are they safety regulators, they are with all and much more involved with the funding mechanism for amtrak. we met, i think had a good conversation with her about about the big infrastructure needs on the northeast corridor, including involved with the funding mechanism for amtrak. we gateway project, the new -- tunnels required under the hudson river. and her staff were
very good in terms of the dialogue and very open to kind of hearing ideas and then suggesting ways in which we staff were e very good in terms of the ultimately to move forward. yes, we've had nothing, but conversations. host: from wisconsin, democrats line. mike. thanks. yes, i'm calling to see what you think about governor walker on amtrak funding expand system, what do you think how the amtrak system moving west? guest: well, i would -- ultimat at amtrak a short period of time and i was not obviously wasn't around when that decision was made. i just have to tell you, i am not familiar enough with details of what might have money to with that comment intelligently on the impact of it. like every state, wisconsin, it is important to us and we want to provide the best
up there, but i don't really know enough to know that.o comment on host: randy from wisconsin, independent line. caller: good morning. after retiring from class i riding , 42 years and freight, simple question. having rationale behind amtrak,son on the cab of with all those back there, going to run airlines without a co-pilot? listen for your answer, thank you. is a good , that question. obviously one that there has een a lot of conversation about. the origins of this were done collective bargaining before i became c.e.o., but i i think amtrak's had an outstanding safety record in terms of this type of operation.
we obviously have people back on the train and i can tell you know, policiesou and processes, which we enforce in terms of dialogue between all of the people on the rain in terms of everything going on. we also, as the caller probably nows, have some limits on the duration of time that someone an be on the train and i will say this, and ed, you might you know, we don't all of any kind that suggests that it is any having two people locomotive andhe unfortunately, we have had significant, severe accidents in the freight industry with two the cab and that was the genesis of train control. so -- set the stage by saying freight railroad, class i
contract, two people in the cab. but there was a rulemaking last federal railroad administration tried to promulgate and opening couple said exactly what mr. moorman said, the fra does not to show whether or not having one or two people in safer. is nonetheless, they want to mandate two people in the cab. without going to one person in train control is eferenced by first question today, is that backup to the gineer, it provides in the cab. wanted to spend money to help autonomously.ate trucks.them driverless drones etechnology is coming, we are on fixed
guideway going from point a to point b, at some point we will sure to less than two people in the cab. host: in terms of national security, we hear concerns about infrastructure, such as water, electricity sdshgs that apply to he railroad system as far as concerns about national security and how that could be affected? certainly. host: how is that addressed? uest: in terms of, let me answer in a couple of questions. first of all, there are key railroad the infrastructure across the country. n the freight side and on the passenger side, if there were significant disruption, it would lot of economic damage to this country. a period of for time. road, all of us together were early movers in the field terms of working with all of the federal agencies, in terms of our own plans on how to protect vital assets at
stages of alert and i hink that we have done a very good job, excellent job, considering the fact that, you essentially operate a factory outdoors and you can't everything all the time. but there is a lot of training terms l of our people in of heightened levels of reporting in terms of anything that is seen that could be out of the ordinary. answer is yes,he there are significant national ecurity issues, but i think it has been addressed in a very and way really for ed, a long period of time. after 9/11, our c.e.o. directed us to come up with a plan. levels of alert with specific action items to take depending on what the we get, we is weren't creative, we call them step level alerts one, two,
as opposed to red, green, blue and yellow. us.way, it seems to work for we have had since about 2003, a railroad expert sitting day in, day out at the national joint f.b.i. task force of the we have established a secure department of defense, operation center at the r, which is tied in to the operation centers of the larger class one railroad and amtrak around the country. if alert comes in that there is a bridge, attack on all too often, again, the dhs say, we have identified important bridges and we have an to how to protect those. finally, we have a very emergency response training program, the railroads train 20,000 emergency responders a year around the country and we have hands-on in ning facility out
colorado, trains four to five thousand people every year. north carolina, independent line. lynn, go ahead. question is my whether you have plans to southeastrvice in the region involving service between harlotte, north carolina, raleigh, high-speed train service and also any whistle for example, between death valley and south carolina and charlotte. pretty discouraging for train at catch the midnight, 1:00 in the morning, we have to wait for the train to from new orleans and there that could ant discourage passengers. host: got you. caller, thanks. guest: well, i'm sure the caller knows, there is a lot of investment going on in terms of the state supported passenger
and he etween raul charlotte, in particular, and in fact, an earlier caller referred monthat he rnment high-speed rail portion, the stimulus act route.d in that train frequency there are going up and a lot of invest sxments going to be high-speed railroad, but faster because alignment,asing curve doing new stations and other things. n terms of the other train you mentioned, that is our long-distance train between new so the and new york, schedule puts it through north carolina carolina. we do not have plans to add train and the thing about long-distance run for a while and will run in the middle of the day somewhere and middle of the night somewhere. to make it as good service as we possibly can.
focus on continue to that, focus on improving equipment, improving service, is a big thing we are improving ntion to, our customer experience. host: dalton from alabama, democrats line. last call. caller: good morning, gentleman. know e is -- you already my name. anyway, i live in the gulf coast and my f alabama question is, do you guys -- are planning on having mobile area? the i understand y'all go through area, like the previous caller said, which is ot really close, but i was wondering if you are going to be service to my point of the country, let's put it. requestslot of specific today. guest: good question. there is actually a group down southern rail
commission that has representatives from louisiana, mississippi, alabama, and florida, who are very try to vely working to reinstitute passenger train service between new orleans and mobile.ville through in fact, i met with a group of therefolks the other day, are a lot of issues to be worked out around the host railroad, know, i think that there's a lot of momentum, certainly a lot of political support. so we'll just have to see what happens. for two guests joining us this conversation about the rail industry. heard from charles moorman, mr. moorman is president and c.e.o., and edward hamberger of the association of american railroads, president and c.e.o. also joining us for this conversation. you very emen, thank much. open phones until the end of the program. 202-748-8000 for democrats. 202-748-8001 for independents.
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