Attachment A: Amtrak On-Time Performance: 3rd Quarter FY 2012
{data covers Oct 1, 2011 to June 30, 2012)

Test 2:
Test 1: Constant or
On-Time Percentage Better Effective v

(compared to prior year period) Speed Indicates

Change in MPH | both tests

FY 2012 from October 2008 | Were met

ore Change from | Baseline for Last4 | for OTP
Target Amtrak OTP.

Prior Year Quarters Progress

L Corvilor Servieg (Goat

95.0% | (4.1%) _

Regi nal Service (7.5%)

Tor Seivi

rE

8.7%

Adirondack 0% (9.7%) v
Blue Water 90.0% (17.8%) 13.0% v
Capitols 90.0% 3.7% (1.3%)

Carolinian 90.0% (13.7%) 11.1% v
Cascades 90.0% (15.7%) 6.0% v
Downeaster 90.0% (2.8%) 6.2% v
Empire Service 90.0% 2.8% 9.8% v
Ethan Allen Express 90.0% (16.6%) 8.6% v
Heartland Flyer 90.0% | (21.0%) (17.2%)

Hiawatha 90.0% 2.0% 3.6% v
Hoosier State 90.0% (21.4%) 68.6% 9.5% v
lini 90.0% (14.5%) 75.5% 24.3% v
Illinois Zephyr 90.0% 2.3% 92.3% 1.4% v
Keystone 90.0% 2.1% 92.1% 3.9% v
Lincoln Service 90.0% (11.6%) 78.4% 10.7% v
Maple Leaf 90.0% (16.1%) 73.9% 9.8% v
Missouri Services 90.0% 1.5% 91.5% 1.9% v
Pacific Surfliner 90.0% (12.5%) 71.5% (2.7%)

Pennsylvanian 90.0% 4.1% 94.1% 1.7TM% v
Pere Marquette 90.0% (36.4%) 53.6% (0.2%)

Piedmont 90.0% (174%) 72.6% (7.2%)

San Joaquins 90.0% (1.3%) 88.7% 3%)

Vermonter 90.0% (4.6%)

Wolverines 90.0% (48.5%)

Long Distant (Goal proposed for WY 2012: 85%)

Auto Train 85.0% (0.9%)

California Zephyr 85.0% (36.8%) 48.2% (18.5%)

Capito] Limited 85.0% (11.8%) 73.2% (3.3%)

Cardinal 85.0% (42.4%) 42.6% 12.7% v
City of New Orleans 85.0% 2.8% 87.8% 15.2% v
Coast Starlight 85.0% 3.8%) 81.2% 1.7% v
Crescent 85.0% (0.9%) 84.1% 11.4% v
Empire Builder 85.0% (15.3%) 69.7% 14.4% (0.4)

Lake Shore Limited 85.0% (10.1%) 74.9% 3.9%) 1.0

Palmetto 85.0% (6.5%) 78.5% 9.8% 0.6 v
Silver Meteor 85.0% (15.7%) 69.3% (1.6%) 0.2

Silver Star 85.0% (15.7%) 69.3% 2.7% 0.9 v
Southwest Chief 85.0% (9.1%) 75.9% (14.1%) (0.3)

Sunset Limited 85.0% (21.8%) 63.2% (16.8%) (0.3)

Texas Eagle 85.0% (12.7%) 22.3% 8.7% 2.3 v



U.S. Department Administrator 1200 New Jersey Avenue, SE

of Transportation Washington, DC 20590

Federal Railroad
Administration

NOV 2.0 2012

The Honorable Daniel K. Inouye
Chairman.

Committee on Appropriations
United States Senate
Washington, DC 20510

Dear Mr. Chairman:

I am pleased to submit this quarterly report on Amtrak’s On-time performance. J hope
that the information contained in the enclosed report will assist the Committee in its
work.

Identical letters have been sent to the Ranking Member of the Senate Committee on
Appropriations, and to the Chairman and Ranking Member of the House Committee
on Appropriations.

Sincerely,

oseph C, Szabo
Administrator

Enclosure


Amtrak On-Time Performance (OTP) Report
(As Described in Section 154 of Pub. L. 111-117)

This report includes (1) an update on recent Federal Railroad Administration (FRA) and
related efforts to improve Amtrak’s on-time performance and (2) Amtrak’s OTP results and
performance against FRA-established goals.

(1) OTP Highlights through the Third Quarter of Fiscal Year (FY) 2012

Summary: During the third quarter of FY 2012, Host-Responsible delays improved
slightly relative to the same period the previous year, although these delays were higher
than during the same period in FY 2010 and FY 2009. BNSF had the lowest overall level
of delay of any of the major hosts. Canadian Pacific (CP) had the highest level of delay.
On CP, high delays were driven primarily by Freight Train Interference (FTI) delays,
which now are at their highest sustained level on CP since at least 2001, and by slow orders
on the route used by the Adirondack and Ethan Allen services. The FRA is intensifying its
oversight of long-distance train operations, which generally suffer from the worst OTP
record on the Amtrak system. Meanwhile, FRA-sponsored investments in railway
infrastructure are beginning to come on line, with direct long-term OTP benefits.

Ethan Allen and Adirondack Services — Slow Orders on Canadian Pacific Railway:
Slow orders have been a persistent issue on the CP-owned portion of the Adirondack and
Ethan Allen services. During the third quarter of FY 2012, slow order delays alone were
approximately 1,300 minutes per 10,000 train-miles on the CP portion of the Adirondack
service, and 2,150 minutes per 10,000 train-miles on the CP portion of the Ethan Allen
service. (The applicable standard for total train delays of all types under Section 207 of the
Passenger Rail Improvement and Improvement Act of 2008 (PRIIA) is 900 minutes per
10,000 train-miles.)

CP had previously informed Amtrak that during summer 2012 CP would perform rail
replacement to address a significant portion of the existing slow orders. That project did
not occur, and CP indicates that it is now scheduled for September-October 2012. If the
project is not completed by then, cold weather might prevent the project from being
undertaken until calendar year 2013, in which case the slow order delays would persist
through the winter.

STB Investigation Under PRIIA Section 213:

On January 19, 2012, Amtrak filed a petition with the Surface Transportation Board
(“STB”), requesting an investigation into the causes of the high level of delays to Amtrak
trains running on Canadian National (“CN”) tracks and making recommendations as to
how delays can be reduced. The PRIIA statute passed in 2008 included a new provision
giving the STB the ability to investigate the causes of poor Amtrak train performance; this
is the first petition that Amtrak has filed on this issue. A mediation process/proceeding is
currently ongoing. The Department remains cognizant of these ongoing developments and
looks forward to appropriate resolution of this matter.


Texas Eagle Operations Operational Performance Improvement Program (OPIP):

Amtrak and Union Pacific have been working since July 2011 on an effort to reduce delays
on the Texas Eagle service. The joint team’s efforts thus far have included operational
improvements such as a new departure protocol at the Ft. Worth, TX station, and slow
order improvements. The team’s current focus is on reducing Freight Train Interference
(FTD delays, Thus far the OPIP has not succeeded in improving All-Stations OTP, and has
shown limited success with Endpoint OTP: during the third quarter of FY 2012, All-
Stations OTP and Endpoint OTP were 42% and 54%, respectively, compared with 42%
and 46% the during the same period in FY 2011.

I-95 Corridor. Critical next steps in improving I-95 Corridor performance include slow
order reduction between Richmond and Newport News on the Northeast Regional service,
and an increased focus on the performance of the Auto Train and Carolinian. These
services do not currently comply with the targets set by FRA for purposes of this report.

In 2008 Amtrak temporarily added an hour to the Auto Train schedule based on an
assurance by CSX that OTP on this service would remain over 80%. Since then CSX and
Amtrak have not been able to reach agreement on removing the temporary time from the
schedule, and in recent months Endpoint OTP performance has deteriorated even with the
extra hour, driven primarily by FTI. In FY 2012’s third quarter alone, Endpoint OTP for
the Auto Train was 79%, the first time since the hour was added that Endpoint OTP was
below 80%. On the other hand, the Auto Train’s effective speed for the last four quarters
slightly exceeds the 2008 baseline (by 0.5 mph); and in partial results for the fourth quarter
of FY 2012, the Auto Train achieved 92 percent Endpoint OTP in July, and 90 percent in
August.

Intensified FRA Oversight of Long-Distance Train Service Quality: The FRA is_
enhancing its oversight of the service quality of long-distance trains—including but not
limited to OTP—by adding a staff member, specifically dedicated to that purpose, to the
Office of Railroad Policy and Development. The position was advertised in the third
quarter of FY 2012, a selection was made, and the successful candidate has reported for
duty. Intensified monitoring of long-distance train performance will enable the incumbent
to keep the Federal Railroad Administrator more immediately informed of OTP and other
service conditions in Amtrak’s long-distance network.

FRA Investments with Long-Term OTP Impacts: Investments sponsored by FRA in
passenger-rail-related infrastructure can have lasting impacts on OTP. Two recently-
completed projects exemplify the kinds of site-specific improvements that will
cumulatively benefit OTP in the jong run. In Missouri, on Amtrak’s route between St/
Louis and Kansas City, $3.1 million in FRA funding leveraged $5 million in state funding
to build a 9,000 foot passing track that bifurcated a 25 mile stretch of single track that had
long delayed the St. Louis-Kansas City trains. This investment contributed to the
improvement of Endpoint OTP on that route, from 19 percent in FY 2008 to 88 percent
thus far in FY 2012, In California, FRA helped to fund the construction of two recently-
completed maintenance of way spurs on the route of the Pacific Surfliner. The spurs will
minimize delays to intercity passenger trains due to track maintenance on a busy segment
of the route that also hosts heavy commuter rail (Metrolink) and freight traffic. These are
but two examples of the site-specific benefits that are beginning to accrue from projects
under the High-Speed Intercity Passenger Rail and other programs.