Opinion ID: 471276
Heading Depth: 2
Heading Rank: 4

Heading: Petitioners' Other Objections

Text: 30 Petitioners make three other objections: that the Commission (1) improperly found that they could not have achieved major track discontinuances in the absence of Amtrak; (2) also improperly found that MTA could not charge Amtrak for the use of space at GCT because MTA had no proprietary interest in the space; and (3) erred by declining to apply its order retroactively to a date prior to the stipulation between MTA and Amtrak. We find none of these rulings arbitrary, capricious, an abuse of discretion or otherwise not in accordance with law. See Staten Island Rapid Transit Operating Authority v. ICC, 718 F.2d 533, 539 (2d Cir.1983); Long Island Rail Road Co. v. United States, 568 F.2d 254, 257 (2d Cir.1977). 31 The Commission correctly found that petitioners had not shown that they could abandon any tracks (specifically two of the four tracks between Spuyten Duyvil and Croton-Harmon) were Amtrak not using the lines. Petitioners have neither the consent of Conrail, the trackage rights user, nor of Penn Central, the lessor. Nor is it by any means clear that such consent would be given. Conrail, in particular, appears to have a strong interest in preserving the status quo. As of 1983 it accounted for over one-third of the use of this segment of lines, whether measured in gross ton miles or car miles. Moreover, Metro-North operates 102 trains a day over this segment of line compared to Amtrak's eighteen, so that, absent some additional evidence, the claim that by eliminating less than one-sixth of the trains Metro could eliminate one-half of the physical plant seems unrealistic. In any event, the Commission did direct Amtrak to contribute toward track maintenance in an amount determined under the SGTF [sic] formula; petitioners do not complain about that formula, which is based on Speed Factored Gross Ton Miles. 32 Similarly, the space used by Amtrak at GCT is not within MTA's leasehold. Amtrak had the right to free use of space at GCT under the original 1971 Penn Central-Amtrak Agreement. Petitioners argue that the Settlement Agreement entered into between Penn Central and Amtrak on February 15, 1978, cancelled the 1971 Agreement. However, under the Settlement Agreement the parties simply agreed not to assert against each other any claims based, inter alia, on the 1971 Agreement. The 1978 Agreement specifically states in paragraph 3 that Amtrak and Penn Central agree that any rights of either against third parties ... acquired under [the 1971 Agreement] shall remain in full force and effect. Thus, the 1971 Agreement was not cancelled as to Amtrak's rights vis a vis MTA, and the Commission correctly concluded that Amtrak could continue to have free use of the GCT space. 33 As to retroactivity, the Commission has no jurisdiction to fix compensation in this respect absent the consent of the parties. See National Rail Passenger Corp. and Union Pacific Railroad Co., 348 I.C.C. 926, 935-37 (1977). In a letter dated December 31, 1982, the parties agreed that compensation should be determined as of January 1, 1983. This date seems particularly appropriate since before January 1, 1983, Conrail, not MTA, provided the facilities and services required for Amtrak operations and Amtrak has paid Conrail in full for having done so. 34 Petition denied.