[Senate Hearing 118-597]
[From the U.S. Government Publishing Office]






                                 


                                                        S. Hrg. 118-597

                       NOMINATION TO THE NATIONAL
                      TRANSPORTATION SAFETY BOARD
                   AND THE AMTRAK BOARD OF DIRECTORS

=======================================================================

                                HEARING

                               before the

                         COMMITTEE ON COMMERCE,
                      SCIENCE, AND TRANSPORTATION
                          UNITED STATES SENATE

                    ONE HUNDRED EIGHTEENTH CONGRESS

                             FIRST SESSION

                               __________

                             JUNE 21, 2023

                               __________

    Printed for the use of the Committee on Commerce, Science, and 
                             Transportation
                             
                             
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             U.S. GOVERNMENT PUBLISHING OFFICE 
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       SENATE COMMITTEE ON COMMERCE, SCIENCE, AND TRANSPORTATION

                    ONE HUNDRED EIGHTEENTH CONGRESS

                             FIRST SESSION

                   MARIA CANTWELL, Washington, Chair
AMY KLOBUCHAR, Minnesota             TED CRUZ, Texas, Ranking
BRIAN SCHATZ, Hawaii                 JOHN THUNE, South Dakota
EDWARD MARKEY, Massachusetts         ROGER WICKER, Mississippi
GARY PETERS, Michigan                DEB FISCHER, Nebraska
TAMMY BALDWIN, Wisconsin             JERRY MORAN, Kansas
TAMMY DUCKWORTH, Illinois            DAN SULLIVAN, Alaska
JON TESTER, Montana                  MARSHA BLACKBURN, Tennessee
KYRSTEN SINEMA, Arizona              TODD YOUNG, Indiana
JACKY ROSEN, Nevada                  TED BUDD, North Carolina
BEN RAY LUJAN, New Mexico            ERIC SCHMITT, Missouri
JOHN HICKENLOOPER, Colorado          J. D. VANCE, Ohio
RAPHAEL WARNOCK, Georgia             SHELLEY MOORE CAPITO, West 
PETER WELCH, Vermont                     Virginia
                                     CYNTHIA LUMMIS, Wyoming
                   Lila Harper Helms, Staff Director
                 Melissa Porter, Deputy Staff Director
                     Jonathan Hale, General Counsel
                 Brad Grantz, Republican Staff Director
           Nicole Christus, Republican Deputy Staff Director
                     Liam McKenna, General Counsel
                            C O N T E N T S

                              ----------                              
                                                                   Page
Hearing held on June 21, 2023....................................     1
Statement of Senator Cantwell....................................     1
Statement of Senator Cruz........................................   143
Statement of Senator Klobuchar...................................   148
Statement of Senator Blackburn...................................   150
Statement of Senator Tester......................................   151
Statement of Senator Moran.......................................   153
Statement of Senator Rosen.......................................   156
Statement of Senator Welch.......................................   158

                               Witnesses

Hon. Rick Scott, U.S. Senator from Florida.......................     2
Alvin Brown, Nominee to be a Member, National Transportation 
  Safety Board...................................................     4
    Prepared statement...........................................     5
    Biographical information.....................................     6
Anthony Rosario Coscia, Nominee to be a Director, Amtrak Board of 
  Directors......................................................    19
    Prepared statement...........................................    21
    Biographical information.....................................    22
Christopher Koos, Nominee to be a Director, Amtrak Board of 
  Directors......................................................   122
    Prepared statement...........................................   124
    Biographical information.....................................   125
Joel Matthew Szabat, Nominee to be a Director, Amtrak Board of 
  Directors......................................................   131
    Prepared statement...........................................   132
    Biographical information.....................................   133

                                Appendix

Response to written questions submitted to Alvin Brown by:
    Hon. Tammy Duckworth.........................................   161
    Hon. Ben Ray Lujan...........................................   161
    Hon. Raphael Warnock.........................................   162
    Hon. Ted Cruz................................................   162
    Hon. Shelley Moore Capito....................................   163
Response to written questions submitted to Anthony Rosario Coscia 
  by:
    Hon. Tammy Duckworth.........................................   163
    Hon. Ben Ray Lujan...........................................   164
    Hon. Raphael Warnock.........................................   164
    Hon. Ted Cruz................................................   165
    Hon. Shelley Moore Capito....................................   166
Response to written questions submitted to Christopher Koos by:
    Hon. Tammy Duckworth.........................................   167
    Hon. Raphael Warnock.........................................   167
    Hon. Ted Cruz................................................   168
    Hon. Shelley Moore Capito....................................   168
Response to written questions submitted to Joel Matthew Szabat 
  by:
    Hon. Tammy Duckworth.........................................   168
    Hon. Raphael Warnock.........................................   169
    Hon. Ted Cruz................................................   169
    Hon. Shelley Moore Capito....................................   170


 .                      NOMINATION TO THE NATIONAL



                      TRANSPORTATION SAFETY BOARD



                   AND THE AMTRAK BOARD OF DIRECTORS

                              ----------                              


                        WEDNESDAY, JUNE 21, 2023

                                       U.S. Senate,
        Committee on Commerce, Science, and Transportation,
                                                    Washington, DC.
    The Committee met, pursuant to notice, at 10:04 a.m., in 
room SR-253, Russell Senate Office Building, Hon. Maria 
Cantwell, Chairwoman of the Committee, presiding.
    Present: Senators Cantwell [presiding], Klobuchar, Peters, 
Tester, Sinema, Rosen, Welch, Cruz, Fischer, Moran, and 
Blackburn.

           OPENING STATEMENT OF HON. MARIA CANTWELL, 
                  U.S. SENATOR FROM WASHINGTON

    The Chair. Good morning. The U.S. Senate Committee on 
Commerce, Science, and Transportation will come to order. This 
morning, I am pleased to welcome the Amtrak and National 
Transportation Safety Board nominees and their families. Amtrak 
is an essential transportation provider for communities across 
the Nation.
    From the Northeast Corridor to the Pacific Northwest, 
Amtrak connects both rural and urban communities in an 
environmentally friendly way. But the pandemic took a toll on 
Amtrak, with ridership down 97 percent due to COVID 19.
    And thankfully, ridership has significantly improved from 
the recovery and the company is projected to be back at pre-
pandemic ridership levels next year. I especially want to thank 
Amtrak for working with me to fully restore the Amtrak Cascades 
Service in my state of Washington and Oregon earlier this year.
    As ridership nears full recovery, Amtrak can focus its 
attention on expanding service and improving consumer 
experience. The bipartisan infrastructure law provided a 
historic $666 billion investment in rail, which will be used to 
purchase new passenger rail cars for Amtrak Cascades and 
provide more opportunities for states to expand.
    Ensuring these funds benefit the entire nation is as 
important to us, and I am pretty sure we will hear about 
transportation across our Northern tier states and wanting to 
make sure that service there is fully operational. Very 
important aspect, I know to Senator Tester, to myself, and to 
many others who want access to our National Parks.
    So, while we are moving forward, this hearing on nominees, 
I encourage both the White House and Minority Leader McConnell 
to work together to ensure that these nominees put forward to 
the Senate meet the requirements of the law and the country. 
These nominees are no stranger to the Committee.
    This is the third time the nominees have been before 
Congress, so hopefully we can get you over the goal line. The 
Amtrak nominees before us today, Mr. Anthony Coscia, who served 
as the Amtrak Board since--on the Board and as current Chair 
since 2010.
    Mayor Koos, who I hear about all the time from Senator 
Durbin, currently serves as the Mayor of Normal, Indiana, which 
is served by the Amtrak route. And Mr. Szabat, who recently 
retired from a long career in the Federal Service, including 
Undersecretary for Policy at the Department of Transportation 
under then Secretary Elaine Chao.
    We are also going to hear this morning from Mr. Alvin 
Brown, who was nominated by the President as a Member of the 
National Transportation Safety Board and is the Nation's safety 
watchdog, ensuring that both the transportation industry and 
the Department of Transportation are putting safety first, 
investigating civil transportation accidents, and providing 
recommendations that Congress can act on to improve safety.
    Mr. Brown has a long career in public policy, starting when 
he worked for then Senator Nelson. I actually didn't see that 
in your bio, so OK. I saw all of the other things. But as 
former Mayor of Jacksonville, which is where I am very familiar 
with your record, provides a unique perspective on 
transportation safety issues that the city had to deal with, 
and I think that will be beneficial as we require the NTSB to 
play a larger role in communicating the important safety needs 
of our Nation.
    Additionally, as the Mayor of the Nation's 11th largest 
city, he managed thousands of employees in a budget of nearly 
$2 billion. So, his unique experience will come--helpful at 
NTSB at retaining a workforce that needs to have the technical 
expertise that is important in a rapidly changing technological 
sector like transportation is today.
    So, I know we are expecting the Ranking Member to join us. 
We asked him. He suggested that we go ahead, but we are joined 
by our colleague and former member of this committee, Senator 
Rick Scott, to give an opening statement on behalf of Mr. 
Brown.
    And at this time, welcome back to the Committee. We miss 
having you here. So please give an opening statement in support 
of Mr. Brown.

                 STATEMENT OF HON. RICK SCOTT, 
                   U.S. SENATOR FROM FLORIDA

    Senator Scott. Well, first Chair Cantwell, thank you for 
your hard work, and it is wonderful to be here. And want to 
recognize Ranking Member Cruz and members of the Committee. It 
is my great pleasure to introduce an outstanding Florida 
nominee to you today, former Mayor of Jacksonville, Alvin 
Brown.
    Mayor Brown was born in South Carolina. After moving to 
Florida, he attended Edward Waters College and Jacksonville 
University. He was elected to lead the City of Jacksonville in 
2011. Great time to jump into public service because we got 
elected basically about the same time. I started in January, 
and you started in--I think in May or June.
    I got to know Mayor Brown well during my time as Governor 
of Florida. We had a great working relationship. Mayor Brown 
made infrastructure and transportation safety a priority of his 
team. It was a big issue in Jacksonville.
    As Governor of Florida, my team and I worked closely with 
Mayor Brown to deliver for Jacksonville residents and the 
millions of visitors that come to and travel through 
Jacksonville each and every year. Mayor Brown and the 0007 
Florida Department of Transportation oversaw the I-95 Overland 
Bridge Replacement Project, a $196 million project, considered 
the largest and most successful highway construction effort in 
the state's history.
    We also worked closely with Mayor Brown when he launched a 
campaign to improve pedestrian and bicycle safety in 
Jacksonville. The coalition for the initiative included the 
City Council, Jacksonville Transportation Authority, Duval 
County Public Schools, Florida Department of Transportation, 
and the Florida Highway Patrol.
    We had the opportunity to work together to obtain Federal 
funding for deepening the Saint John's River to increase the 
safety and productivity of Jacksonville's port and provide 
further economic opportunities for the city. And if we hadn't 
done that, we wouldn't have seen the success of Jacksonville 
Port today.
    In addition, Mayor Brown successfully obtained a $10 
million Tiger Grant from the U.S. Department of Transportation 
to improve the efficiency of Jacksonville's port, increase 
access to rail and sea transportation.
    Additionally, Mayor Brown was responsible for the 
appointment of multiple Board members to the Jacksonville 
Aviation Authority, Jacksonville Port Authority, and 
Jacksonville Transportation Authority. Chairwoman, Mayor Brown 
has an excellent record of service to the citizens of the great 
state of Florida and our Nation.
    The NTSB Board needs hardworking and dedicated individuals 
who put safety as their top priority, and I believe that Mayor 
Brown will do excellent work on behalf of the American people 
in this role. I want to thank you for the opportunity to come 
here, and I can't say anything but wonderful things about my 
good friend, Mayor Alvin Brown.
    The Chair. Thank you. Thank you, Senator Scott. Thank you 
for being here. And we will make sure our committee colleagues 
know of your support for him, and I am sure Mr. Brown is very 
appreciative. So, we will now go down the list.
    First our--we will hear from Mayor Brown and his testimony. 
And I just want to suggest that you can--anybody who wants to 
introduce any of their family members who are here or joining 
us virtually can do so.
    Next, we will hear from Mr. Tony Coscia, the current Chair 
of Amtrak, who has been nominated to serve on the Amtrak Board. 
Then from Mr. Koos, and also finally, Mr. Szabat. So, we will 
start with you, Mr. Brown.

  STATEMENT OF ALVIN BROWN, NOMINEE TO BE A MEMBER, NATIONAL 
                  TRANSPORTATION SAFETY BOARD

    Mr. Brown. Chair Cantwell, Ranking Member Cruz, members of 
the Committee, I am honored to appear before you today as the 
nominee to become a member of the National Transportation 
Safety Board. I am grateful to President Biden for selecting me 
to serve in this important role. I want to begin by thanking my 
wonderful wife of 30 years, Santhea, and my two sons, Joshua 
and Jordan, for their love and support.
    My wife, Santhea is here with me today, and my sons are 
watching today's hearing from home. My passion for public 
service is inspired by early--my early life experience. My 
wonderful mother raised five children by herself. I had a 
loving grandmother who instilled the values of community 
service, faith, and hard work. I worked full time at Winn-Dixie 
initially as part of a stock crew and eventually became a meat 
cutter to pay my way through school and became the first in my 
family to graduate from college.
    Early in my career, a great deal of trust and experience 
and responsibility was placed on me as a Senior Member of the 
White House Leadership Team under President Bill Clinton and 
Vice President Al Gore.
    As Al Gore's Vice President--a Senior Adviser for Urban 
Policy and Vice Chair of the White House Community Empowerment 
Board, I advised the President and the Vice President on a wide 
range of domestic issues, including community revitalization, 
job creation, new business development, and affordable housing.
    As an Executive Director of the White House Community 
Empowerment Board, I led the Administration's $4 billion 
Community Empowerment Initiative. The highly successful 
programs revitalized impoverished urban and rural communities, 
and generated an unprecedented level of private, public 
partnership, resulting in over $10 billion in private 
investments.
    I also served as a Senior Advisor to the late Commerce 
Secretary Ron Brown, focusing on base redevelopment, and I 
served as Senior Advisor at the U.S. Department of Housing and 
Urban Development, HUD. At HUD, I oversaw the Department's $100 
million disaster relief initiative and led the overhaul of the 
Department's disaster response efforts.
    In 2011, I made history as the first black elected Mayor of 
Jacksonville, Florida, which is the 12th largest city in the 
United States, comprised of 840 square miles with urban and 
rural communities. I was responsible for over 7,500 city 
employees and managed an annual budget of over $1.6 billion. 
Jacksonville has one of the largest ports in the United States.
    As Mayor, I led successful partnership efforts to modernize 
and improve safety at JAXPORT, including harbor deepening 
project, the mile point navigation fix, and the construction of 
the state-of-the-art intermodal container transfer facility. As 
Mayor, I have launched a 6-month campaign to improve pedestrian 
and bicycle safety in Jacksonville.
    The coalition for this initiative included the City 
Council, Jacksonville Sheriff's Office, Jacksonville 
Transportation Authority, Duval County Public Schools, Florida 
Department of Transportation, and Florida Highway Patrol. The 
Federal Highway Administration had selected Jacksonville as a 
pedestrian focused city, and the initiative sought to improve 
Jacksonville's then current status as one of the most dangerous 
cities in the United States for pedestrians and bicyclists.
    Additionally, during my term as Mayor, I was responsible 
for the appointment of multiple Board members to the 
Jacksonville Aviation Authority, Jacksonville Port Authority, 
and Jacksonville Transportation Authority.
    If confirmed by the Senate to become a member of the 
National Transportation Safety Board, I would look forward to 
working with the Board's mission, making transportation safe by 
conducting investigations and advocating for safety 
improvements.
    The NTSB mission is a deeply personal one for me. On 
October 26, 1995, my grandparents, Tillman and Elizabeth Brown, 
were involved in a crash. While riding in a van along 
interstate highway I-95 South, near Manning, South Carolina, 
the van hit something in the middle of the road and 
hydroplaned.
    Due to a major defect in the van's design, the doors opened 
during the crash and the occupants were thrown out of the 
vehicle. Both of my grandparents and uncle were killed as a 
result. This loss, I feel deeply to this day.
    I would like to thank the Committee for considering my 
nomination this morning, and I look forward to answering your 
questions.
    [The prepared statement and biographical information of Mr. 
Brown follow:]

      Prepared Statement of Alvin Brown, Nominee to be a Member, 
                  National Transportation Safety Board
    Chair Cantwell, Ranking Member Cruz, and Members of the Committee, 
I am honored to appear before you today as the nominee to become a 
Member of the National Transportation Safety Board. I am grateful to 
President Biden for selecting me to serve in this important role.
    I want to begin by thanking my wonderful wife of thirty years--
Santhea--and my two sons--Joshua and Jordan--for their love and 
support. My wife Santhea is here with me today, and my sons are 
watching today's hearings from home.
    My passion for public service is inspired by my early life 
experience. My wonderful mother raised five children by herself, and I 
had a loving grandmother who instilled values of community service, 
faith, and hard work. I worked full-time at Winn-Dixie, initially as 
part of a stock crew and eventually become a meat-cutter, to pay my way 
through school and became the first member of my family to graduate 
from college.
    Early on in my career, a great deal of trust and responsibility was 
placed on me as a senior member of the White House leadership team 
under President Bill Clinton and Vice President Al Gore. As Vice 
President Al Gore's Senior Advisor for Urban Policy, and Vice Chair of 
the White House Community Empowerment Board, I advised the President 
and Vice President on a wide range of domestic issues, including 
community revitalization, job creation, new business development and 
affordable housing. As Executive Director of the White House Community 
Empowerment Board, I led the Administration's $4 billion community 
empowerment initiatives. The highly successful programs revitalized 
impoverished urban and rural communities and generated unprecedented 
levels of public-private partnerships resulting in over $10 billion in 
private investments. I also served as Senior Advisor to the late 
Commerce Secretary Ron Brown, focusing on base redevelopment, and I 
served as Senior Advisor at the U.S. Department of Housing and Urban 
Development (HUD). At HUD, I oversaw the Department's $100 million 
disaster recovery initiatives, and led an overhaul of the Department's 
disaster response effort.
    In 2011, I made history as the first-ever Black elected Mayor of 
Jacksonville, Florida, which is the 12th largest city in the United 
States, comprised of 840 square miles with urban and rural communities. 
I was responsible for over 7,500 city employees and managed an annual 
budget of over $1.6 billion dollars. Jacksonville has one of the 
largest ports in the United States, and as mayor I led successful 
partnership efforts to modernize and improve safety at JAXPORT, 
including the Harbor Deepening Project, the Mile Point Navigation Fix, 
and the construction of a state-of-the-art Intermodal Container 
Transfer Facility.
    As Mayor, I also launched a six-month campaign to improve 
pedestrian and bicycle safety in Jacksonville. The coalition for the 
initiative included the City Council, the Jacksonville Sheriff's 
Office, the Jacksonville Transportation Authority, Duval County Public 
Schools, the Florida Department of Transportation, and the Florida 
Highway Patrol. The Federal Highway Administration had selected 
Jacksonville as a Pedestrian Focus City, and the initiative sought to 
improve Jacksonville's then-current status as one of the most dangerous 
U.S. cities for pedestrians and bicyclists.
    Additionally, during my term as Mayor I was responsible for the 
appointment of multiple Board members to the Jacksonville Aviation 
Authority, Jacksonville Port Authority, and Jacksonville Transportation 
Authority.
    If confirmed by the Senate to become a Member of the National 
Transportation Safety Board, I would look forward to supporting the 
Board's mission: Making transportation safer by conducting independent 
accident investigations, and advocating for safety improvements.
    The NTSB's mission is a deeply personal one for me. On October 26, 
1995, my grandparents Tillman and Elizabeth Brown were involved in a 
crash while riding in a van along interstate highway I-95 South near 
Manning, South Carolina. The van hit something in the middle of the 
road, and hydroplaned. Due to a major defect in the van's design, the 
doors opened during the crash and the occupants were thrown out of the 
vehicle. Both of my grandparents and an uncle were killed as a result. 
This is a loss I feel deeply to this day.

   I would like to thank the Committee for considering my 
        nomination this morning, and I look forward to answering your 
        questions.

   Thank you.
                                 ______
                                 
                      a. biographical information
    1. Name (Include any former names or nicknames used): Alvin Brown.
    2. Position to which nominated: National Transportation Safety 
Board
    3. Date of Nomination: January 23, 2023.
    4. Address (List current place of residence and office addresses)

        Residence: Information not released to the public.
        Office: Information not provided.

    5. Date and Place of Birth: June 12, 1962; Hackensack, New Jersey.
    6. Provide the name, position, and place of employment for your 
spouse (if married) and the names and ages of your children (including 
stepchildren and children by a previous marriage).

        Santhea Hicks--Director, Community Engagement, I'm A Star 
        Foundation. She also periodically substitute teaches for Duval 
        County Public Schools.
        Joshua Andrew Brown--Age 22; Jordan Latham Brown--Age 20.

    7. List all college and graduate degrees. Provide year and school 
attended.

   Edward Waters College--8/1981-5/1982--transferred to 
        Jacksonville University

   Jacksonville University--8/1983-5/1985--BS Business 
        Administration

   Jacksonville University--1988-1989--MBA

   Harvard Kennedy School of Government--Management Program 
        Certificate 1996

   Duke University--8/2021 to present

    8. List all post-undergraduate employment, and highlight all 
management level jobs held and any non-managerial jobs that relate to 
the position for which you are nominated.
    See attached resume.
    9. Attach a copy of your resume.
    See attached resume.
    10. List any advisory, consultative, honorary, or other part-time 
service or positions with Federal, State, or local governments, other 
than those listed above, within the last ten years.
    See attached resume.
    Not applicable other than what was listed above.
    11. List all positions held as an officer, director, trustee, 
partner, proprietor, agent, representative, or consultant of any 
corporation, company, firm, partnership, or other business, enterprise, 
educational, or other institution within the last ten years.
    Gray Global Advisors (2017-2022)--Consultant
    12. Please list each membership you have had after 18 years of age 
or currently hold with any civic, social, charitable, educational, 
political, professional, fraternal, benevolent or religiously 
affiliated organization, private club, or other membership 
organization. (For this question, you do not have to list your 
religious affiliation or membership in a religious house of worship or 
institution.). Include dates of membership and any positions you have 
held with any organization. Please note whether any such club or 
organization restricts membership on the basis of sex, race, color, 
religion, national origin, age, or disability

   National Black MBA Association Board--Chairman, Audit 
        Committee 2021 to present

   National Black MBA Association--Board of Directors--2021 to 
        present

   National Black MBA Association--Chairman--2002-2007

   African American Mayors Association--Trustee--2012-2015

   African American Mayors Association--Advisory Board--2015 to 
        present

   St. Joseph's Missionary Baptist Church Member--2001 to 
        present

   St. Joseph's Missionary Baptist Church--Evangelism Team--
        2001 to present

   The National Park Service Advisory Board--2014-2016

   Families of Slain Children--Board Member--2009-2011

   Jacksonville Regional Chamber of Commerce--Board Member--
        2007

   Chairman of Ways & Means Committee, Kappa Alpha Psi 
        Fraternity, Inc--2007-2010

   Jacksonville Chamber Board of Governors--2004-2005

   National Junior Achievement USA- Board Member--approximately 
        2005

   Member Board of Director's Southern Christian Leadership 
        Conference--2002-2005

   Zion Baptist Church--Board of Trustees Member--1997-2001

   Community of Hope Homeless Shelter Advisory--Board Member--
        1997-1999

   Washington Urban League Advisory Board Member--1993-1994

   NAACP Member--(Life Member) 1992

    13. Have you ever been a candidate for and/or held a public office 
(elected, non-elected, or appointed)? If so, indicate whether any 
campaign has any outstanding debt, the amount, and whether you are 
personally liable for that debt.
    Yes, I was a candidate and no I do not have any campaign debt.

   2010--Mayor, City of Jacksonville, Florida

   2014--Mayor, City of Jacksonville, Florida

   2018--Congressional candidate, 5th Congressional District of 
        Florida

   1994--Congressional candidate, 3rd Congressional District of 
        Florida

    14. List all memberships and offices held with and services 
rendered to, whether compensated or not, any political party or 
election committee within the past ten years. If you have held a paid 
position or served in a formal or official advisory position (whether 
compensated or not) in a political campaign within the past ten years, 
identify the particulars of the campaign, including the candidate, year 
of the campaign, and your title and responsibilities.

   Obama for America Campaign--2008--South Florida--Campaign 
        Outreach

   Hillary for President Campaign--2008--Arlington, Virginia--
        Advisor

   City of Jacksonville, FL--2010--Candidate for Mayor

   Obama for America Campaign--Delegate to the 2012 Democratic 
        National Committee Convention--2012--Campaign outreach

   Hillary For President Campaign--Senior Advisor--2016--
        Campaign outreach

   Biden For President Campaign Senior Advisor for Florida--
        2020--Campaign outreach

    15. Itemize all political contributions to any individual, campaign 
organization, political party, political action committee, or similar 
entity of $200 or more for the past ten years.
    See attached spreadsheet for FEC Filing for individual 
contributions.
    16. List all scholarships, fellowships, honorary degrees, honorary 
society memberships, military medals, and any other special recognition 
for outstanding service or achievements.

   Emerging Leaders Scholarship, Duke University

   Spring 2016 Fellow--Georgetown University Institute of 
        Politics and Public Service

   Executive in Residence--Jacksonville University, Davis 
        College of Business

   President's Scholarship--Jacksonville University

   Honorary Degree--Edwards Waters University

   Honorary Doctorate Degree--Jacksonville University

   Recognized by the 104th Congress for outstanding leadership 
        in supporting rural communities by: Rep. Bill Emerson, Rep. 
        Kika Delagarza

   Distinguished Service Award--US Conference of Mayors

   Chairman's Award (1999)--Congressional Black Caucus 
        Foundation, Inc.

   Frederick Douglass Award--National Southern Christian 
        Leadership Conference

   Excellence in Service Award--100 Black Men of America

   Distinguished Award for Government Services--National 
        Baptist Convention USA Distinguished Alumni Award--Jacksonville 
        University

   H. Naylor Fitzhugh Award--National Black MBA Association

    17. Please list each book, article, column, Internet blog posting, 
or other publication you have authored, individually or with others. 
Include a link to each publication when possible. Also list any 
speeches that you have given on topics relevant to the position for 
which you have been nominated. Do not attach copies of these 
publications unless otherwise instructed.
    I have not authored any such publications, either individually or 
with others. As Mayor of Jacksonville, I made many speeches and 
presentations, regarding America's ports and the value that they have 
to our economy, particularly as it relates to jobs and supporting 
businesses and small entrepreneurs; however, I do not have a complete 
list. As an example, in 2012, I hosted a national conference on ports 
and exports in Jacksonville,
    Florida to support small and medium sized companies on export 
strategies, in conjunction with the Jacksonville Chamber of Commerce 
and the U.S. Conference of Mayors.
    I also led a delegation of business leaders, the Jacksonville 
Regional Chamber of Commerce, and elected officials to Washington, DC 
in 2013 to make the case to the U.S. Army Corps of Engineers to deepen 
our port to allow larger ships to have entry into Jacksonville.
    18. List all speeches, panel discussions, and presentations (ex. 
powerpoint) that you have given on topics relevant to the position for 
which you have been nominated. Include a link to each publication when 
possible. If a link is not available, provide a digital copy of the 
speech or presentation when available.
    See attachment
    19. List all statements you have made during the past 10 years, 
including statements in news articles and radio and television 
appearances which are on topics relevant to the position for which you 
have been nominated. Including dates. Include a link to each statement 
when possible. If a link is not available, provide a digital copy of 
the statement when available.
    See attachment
    20. List all digital platforms (including social media and other 
digital content sites) on which you currently or have formerly operated 
an account, regardless of whether or not the account was held in your 
name or an alias. Include the name of an ``alias'' or ``handle'' you 
have used on each of the named platforms. Indicate whether the account 
is active, deleted, or dormant. Include a link to each account if 
possible.
    I have no social media accounts at the present time.
    There was a Twitter account set up when I served as Mayor and there 
was a parody account that someone set up.
    There was a Twitter account (@Alvin4Congress) set up when I ran for 
public office. I did not handle usage of the account and it is dormant.
    21. Please identify each instance in which you have testified 
orally or in writing before Congress in a governmental or non-
governmental capacity and specify the date and subject matter of each 
testimony.
    I have never testified before Congress.
    22. Given the current mission, major programs, and major 
operational objectives of the department/agency to which you have been 
nominated, what in your background or employment experience do you 
believe affirmatively qualifies you for appointment to the position for 
which you have been nominated, and why do you wish to serve in that 
position?
    I have devoted much of my professional career to public service, 
with an emphasis on expanding opportunities and improving the quality 
of life for communities throughout America. While serving at the 
highest levels of the Federal government during the Clinton-Gore 
Administration, I was appointed to roles and responsibilities that 
reflected great confidence in my abilities by President Bill Clinton 
and Vice President Al Gore. My Federal service included many of the 
essential elements to become a successful member of the National 
Transportation Safety Board in the present day.
    More recently, as the Mayor of Jacksonville, Florida--America's 
twelfth-largest city by population, comprising 840 square miles of 
urban and rural communities--I was the elected chief executive of one 
of the country's fastest-growing cities, with responsibility for 7,000 
employees and an annual budget of one billion dollars. With a 
commitment to nonpartisan engagement of all stakeholders, I worked 
closely with federal, state, and local officials to obtain and leverage 
resources for our consolidated city-county government's priorities. 
Since Jacksonville was in the midst of a population and economic 
expansion during my term as Mayor, I focused heavily on improvements on 
the city's infrastructure and transportation networks.
    My work was championed by local stakeholders and recognized 
nationally by my peer mayors in the U.S. Conference of Mayors, who 
repeatedly appointed me to positions of leadership and advocacy on 
transportation issues:

   I served as Chairman of the U.S. Conference of Mayors for 
        Ports and Exports. As Chairman, my job was to ensure that ports 
        in cities across America had an opportunity to expand in a safe 
        and effective manner. I led the effort to deepen the harbor at 
        the Port of Jacksonville so that we could safely accommodate 
        the world's largest cargo ships and improve safety for port 
        workers. I worked with our state and congressional delegation 
        to secure the approval and funding to do this work.

   I led a delegation to Washington, DC to visit the Army Corps 
        of Engineers to make the case for deepening the harbor in 
        Jacksonville. The deepening of the harbor would prevent 
        shipping delays and lessen traffic congestion on our highway 
        system. The deepening of the harbor would result in increased 
        jobs and increased safety on our roads and bridges.

   I also served as Vice Chairman of the U.S. Conference of 
        Mayors Transportation Committee. As part of its mission, this 
        committee sought to identify best practices, including 
        municipal-focused safety improvements, for every mode of 
        transportation.

   As Mayor my administration launched a six month campaign to 
        address pedestrian and bicycle safety in our city. The 
        coalition for the initiative included: the Jacksonville 
        Transportation Authority, Duval County Public Schools, the 
        Jacksonville Sheriff's Office, Florida Department of 
        Transportation, AARP, and the Florida Highway Patrol. The 
        Federal Highway Administration selected Jacksonville as a 
        Pedestrian Focus City. This initiative is critical as Chris 
        Burns, Chair of the Jacksonville Bicycle Pedestrian Advisory 
        Committee stated, ``We are optimistic that the coalition can 
        improve Jacksonville's current status as one of the most 
        dangerous major U.S. cities for pedestrians and bicyclists.''

    23. What do you believe are your responsibilities, if confirmed, to 
ensure that the department/agency has proper management and accounting 
controls, and what experience do you have in managing a large 
organization?
    If confirmed to serve as a Member of the National Transportation 
Safety Board, I will faithfully execute my responsibility as a 
fiduciary of the agency. As a Board member, I will engage NTSB 
leadership and other stakeholders to ensure the NTSB serves as a model 
for public sector management and financial best practices. Among other 
things, this means ensuring every dollar spent by the NTSB is directly 
aligned with the agency's core values: Integrity, Transparency, 
Independence, Excellence, and Diversity and Inclusion.
    I am confident I can carry out these responsibilities based on 
nearly thirty years of experience in leading public-sector 
organizations, including key Federal government initiatives and the 
City of Jacksonville, Florida, America's twelfth largest city by 
population. As Executive Director of the White House Community 
Empowerment Board, I led the Clinton-Gore Administration's $4 billion 
community empowerment initiatives, including the Empowerment Zone/
Enterprise Community programs. The initiatives of the Community 
Empowerment Board aimed to expand opportunities and quality of life in 
urban and rural communities, and required communities to submit 
detailed applications subject to rigorous financial review and 
feasibility oversight.
    More recently, as Mayor of Jacksonville, Florida, I served as the 
chief executive for a workforce of 7,000 municipal employees with an 
annual budget of one billion dollars. The city's budget faced a 
substantial deficit at the very start of my tenure. I worked with our 
City Council to make hard choices and tradeoffs to produce balanced 
budgets that funded key priorities for Jacksonville's urban and rural 
communities, such as modernizing infrastructure, economic development, 
and improving overall quality of life. I also led the city's effort to 
finally reach a pension reform deal with the Jacksonville Police and 
Fire Pension fund, which was projected to save the city $1.1 billion 
over the next thirty years.
    Additionally, I worked closely with Jacksonville's Chief Financial 
Officer and City Council to ensure transparency and accountability in 
the city budget and expenditures, and to pass rigorous internal and 
external audits. My Administration refinanced $1.3 billion of 
Jacksonville's municipal bonds at lower interest rates to reduce the 
city debt load, and save city taxpayers $133 million over the life of 
the bonds. These fiscal improvements also resulted in Jacksonville 
being ranked #1 in the United States for investment performance in 2013 
by Morningstar.
    24. What do you believe to be the top three challenges facing the 
department/agency, and why?

  1.  Reaffirming America's standing at the forefront of transportation 
        safety and best practices. The work to reaffirm America's 
        transportation safety reputation on the world stage in the 
        aftermath of the Boeing 737 Max accidents and the increasing 
        numbers of roadway fatalities must engage our other Federal 
        agency and industry stakeholders and encourage partnerships 
        that accelerate implementation of safety recommendations. The 
        agency must also identify new ways to proactively engage 
        policymakers, regulators, industry, and the public to advocate 
        for the adoption of safety best practices.

  2.  Modernizing technology. As automation and other new innovations 
        such as augmented reality are implemented across all modes in 
        transportation, the NTSB must have the tools necessary for 
        timely and effective safety analysis. The agency must ensure it 
        is leveraging new innovations in accident investigations.

  3.  Ensuring NTSB recruits and retains a talented, diverse workforce. 
        The NTSB must maintain a strong, diverse workforce, 
        particularly focusing on graduates from STEM disciplines. An 
        inclusive workforce is especially important for the NTSB to 
        properly undertake vital human factors research and analysis 
        for an increasingly diverse transportation industry.
                   b. potential conflicts of interest
    1. Describe all financial arrangements, deferred compensation 
agreements, and other continuing dealings with business associates, 
clients, or customers. Please include information related to retirement 
accounts.
    I have no financial arrangements, deferred compensation agreements, 
and other continuing dealings with business associates, clients, or 
customers.
    2. Do you have any commitments or agreements, formal or informal, 
to maintain employment, affiliation, or practice with any business, 
association or other organization during your appointment? If so, 
please explain.
    No.
    3. Indicate any investments, obligations, liabilities, or other 
relationships which could involve potential conflicts of interest in 
the position to which you have been nominated. Explain how you will 
resolve each potential conflict of interest.
    None. In connection with the nomination process, I have consulted 
with the Office of Government Ethics and the NTSB's Designated Agency 
Ethics Official to identify any potential conflicts of interest. Any 
potential conflicts of interest will continue to be resolved in 
accordance with the terms of an ethics agreement that I have entered 
into with the NTSB's Designated Agency Ethics Official and that has 
been provided to this Committee. I am not aware of any potential 
conflicts of interest.
    4. Describe any business relationship, dealing, or financial 
transaction which you have had during the last ten years, whether for 
yourself, on behalf of a client, or acting as an agent, that could in 
any way constitute or result in a possible conflict of interest in the 
position to which you have been nominated. Explain how you will resolve 
each potential conflict of interest.
    None. In connection with the nomination process, I have consulted 
with the Office of Government Ethics and the NTSB's Designated Agency 
Ethics Official to identify any potential conflicts of interest. Any 
potential conflicts of interest will continue to be resolved in 
accordance with the terms of an ethics agreement that I have entered 
into with the NTSB's Designated Agency Ethics Official and that has 
been provided to this Committee. I am not aware of any potential 
conflicts of interest.
    5. Identify any other potential conflicts of interest, and explain 
how you will resolve each potential conflict of interest.
    In connection with the nomination process, I have consulted with 
the Office of Government Ethics and the NTSB's Designated Agency Ethics 
Official to identify any potential conflicts of interest. Any potential 
conflicts of interest will continue to be resolved in accordance with 
the terms of an ethics agreement that I have entered into with the 
NTSB's Designated Agency Ethics Official and that has been provided to 
this Committee. I am not aware of any potential conflicts of interest.
    6. Describe any activity during the past ten years, including the 
names of clients represented, in which you have been engaged for the 
purpose of directly or indirectly influencing the passage, defeat, or 
modification of any legislation or affecting the administration and 
execution of law or public policy.
    I have not served as a lobbyist. As previously indicated, as Mayor 
of Jacksonville, I worked with our state and congressional delegation 
to secure the approval and funding to deepen the harbor in 
Jacksonville.
                            c. legal matters
    1. Have you ever been disciplined or cited for a breach of ethics, 
professional misconduct, or retaliation by, or been the subject of a 
complaint to, any court, administrative agency, the Office of Special 
Counsel, professional association, disciplinary committee, or other 
professional group? If yes:

  a.  Provide the name of agency, association, committee, or group;

  b.  Provide the date the citation, disciplinary action, complaint, or 
        personnel action was issued or initiated;

  c.  Describe the citation, disciplinary action, complaint, or 
        personnel action;

  d.  Provide the results of the citation, disciplinary action, 
        complaint, or personnel action.

    No.
    2. Have you ever been investigated, arrested, charged, or held by 
any Federal, State, or other law enforcement authority of any Federal, 
State, county, or municipal entity, other than for a minor traffic 
offense? If so, please explain. No.
    3. Have you or any business or nonprofit of which you are or were 
an officer ever been involved as a party in an administrative agency 
proceeding, criminal proceeding, or civil litigation? If so, please 
explain. No.
    4. Have you ever been convicted (including pleas of guilty or nolo 
contendere) of any criminal violation other than a minor traffic 
offense? If so, please explain. No.
    5. Have you ever been accused, formally or informally, of sexual 
harassment or discrimination on the basis of sex, race, religion, or 
any other basis? If so, please explain. No.
    6. Please advise the Committee of any additional information, 
favorable or unfavorable, which you feel should be disclosed in 
connection with your nomination.
    Throughout my career, my goal has always been to improve the 
quality of life for all Americans. I grew up in a rural part of South 
Carolina and understand that everyone deserves an equal opportunity for 
a good quality of life, and that includes a safe transportation system. 
I believe in public service and it is an honor to serve others.
                     d. relationship with committee
    1. Will you ensure that your department/agency complies with 
deadlines for information set by congressional committees, and that 
your department/agency endeavors to timely comply with requests for 
information from individual Members of Congress, including requests 
from members in the minority? Yes.
    2. Will you ensure that your department/agency does whatever it can 
to protect congressional witnesses and whistleblowers from reprisal for 
their testimony and disclosures? Yes.
    3. Will you cooperate in providing the Committee with requested 
witnesses, including technical experts and career employees, with 
firsthand knowledge of matters of interest to the Committee? Yes.
    4. Are you willing to appear and testify before any duly 
constituted committee of the Congress on such occasions as you may be 
reasonably requested to do so? Yes.
                                 ______
                                 
                         Resume of Alvin Brown
EXPERIENCE
08/2022-Present  U.S. Department of Transportation  Washington, DC
Senior Advisor for Community Infrastructure Opportunities
   Position serves to: 1) Build greater awareness of 
        transportation funding opportunities in the Bipartisan 
        Infrastructure Law (BIL) for communities (particularly 
        underserved communities) 2) Enhance the ability of these 
        communities to successfully compete for and use such Federal 
        transportation funding to plan, construct, operate, and 
        maintain transportation projects.

   Attends meetings, conferences, and events as a senior 
        representative of the Department. Delivers remarks and 
        presentations focused on raising awareness of the opportunities 
        provided by the Bipartisan Infrastructure Law.

   Participates in project and funding announcements and 
        rollouts related to the BIL at the request of Departmental 
        leadership.

   Advises community officials, leaders, and organizations on 
        how to leverage Federal resources and partnerships to achieve 
        their project goals. Provides connection to Departmental 
        technical assistance resources to help them access funding 
        opportunities.

   Identifies community leaders and organizations, including 
        state and local elected officials, faith-based groups. To 
        engage with, in close coordination with Public Engagement, 
        Intergovernmental Affairs, Policy, and the BIL implementation 
        team.

1/2017-8/2022  Gray Global Advisors  Jacksonville, FL
Business Consultant
   Provided advice to assist businesses, non-profit 
        organizations, coupled with local state and Federal government 
        to focus on public and private partnerships

7/2020-12/2020  Biden for President  Jacksonville, FL
Florida Senior Advisor
   Focused on outreach and engagement with the faith community

   Served as a key surrogate and met with key stakeholders

5/2016-11/2016  Hillary for President  Washington, DC
Senior Advisor
   Focused on engaging mayors and was a key surrogate on the 
        campaign

1/2016-5/2016  Georgetown University  Washington, DC
Visiting Fellow at Georgetown University Institute of Politics and 
        Public Service
   Led discussions with Georgetown students and faculty on the 
        success and struggles of 21st century United States Mayors

   Engaged in conversations about the value of public/private 
        partnerships to improve the quality of life for cities around 
        the country

   Hosted a symposium for students and faculty with mayors from 
        around the country in partnership with the U.S. Conference of 
        Mayors

7/2011-7/2015  City of Jacksonville  Jacksonville, FL
Mayor of Jacksonville, Florida
   Elected as the first-ever African American Mayor of 
        Jacksonville, Florida, the largest city by land area and 12th 
        largest city by population in the continental United States

   Directly assisted 29 companies (including General Electric 
        Oil & Gas, Deutsche Bank, Vistakon, and Embraer) to expand or 
        relocate in Jacksonville, spurring at least $600 million in 
        private sector investment and aiding the creation of 36,000 
        jobs during his tenure;

   Negotiated a long-term pension agreement with the 
        Jacksonville Police and Fire Pension Fund that saves 
        Jacksonville taxpayers $1.5 billion over the next 35 years 
        without the need for tax increases;

   Created a Downtown Investment Authority to attract corporate 
        headquarters, residential housing, and retail businesses to the 
        city's downtown core;

   Refinanced more than $1.3 billion in bonds at lower interest 
        rates to reduce city debt and save taxpayers $133 million over 
        the life of the bonds, pushing the city to be ranked first in 
        the U.S. for investment performance in 2013 by Morningstar;

   Secured an IBM Smart Cities Challenge Grant to develop a 
        data-driven action plan to spur downtown revitalization;

   Created a cabinet-level city department dedicated to 
        veteran's services and military affairs, headed by a recently 
        retired rear admiral who reported directly to the mayor;

   Built a Veteran's Resource Reintegration Center in City 
        Hall, leveraging a $1 million donation from the Jacksonville 
        Jaguar Foundation to aid veterans in facilitating transition 
        into civilian life and the goal was to eliminate homelessness 
        among veterans;

   Launched Jobs for Veterans, connecting talented veterans for 
        local, regional, and national job opportunities;

   Established a Week of Valor, focusing the city's attention 
        on challenges facing veterans such as suicide prevention;

   Earned the selection of Jacksonville under the Global Cities 
        Initiative (in partnership with the Brooking Institute and JP 
        Morgan) to develop export strategies for small and medium-sized 
        businesses in northeast Florida;

   Served as an Executive Board Member and Chairman of the Task 
        Force on Ports and Exports for the U.S. Conference of Mayors

   Launched a six-month multi--agency pedestrian and bicycle 
        safety campaign. The city-wide coalition consisted of the 
        Jacksonville Sheriff's Office, Jacksonville Transportation 
        Authority, Duval County Schools, City Council, AARP, AAA, and 
        the Florida Department of Transportation. The Federal Highway 
        Administration designated Jacksonville as a Pedestrian Focus 
        City.

1/2010-7/2011  Jacksonville University-Davis School of Business  
Jacksonville, FL
Executive-in-Residence
   Provided insights to faculty and students on public-private 
        partnerships and the value it brings to communities in 
        partnership with collaboration

2009-2010  Brown Empowerment, LLC  Jacksonville, FL
Chairman
   Provided strategic advice to business and government

   Served on a Senior Leadership Oversight Team for execution 
        of projects and proposals

   Focused on public/private partnerships as the key community 
        engagement lead

   Reviewed final project reports

   Developed best practices for engaging local municipalities 
        at the Federal level

2007-2008  Hillary Clinton for President  Arlington, VA
Sr Advisor Urban Policy
   Senior Advisor for Urban Policy and Outreach

2002-2007  Willie Gary Classic Foundation  Jacksonville, FL
President & CEO
   Responsible for raising money for college scholarships

   Provided strategic planning and guidance to the foundation 
        in its formative years

   Created a college fair program, consisting of over 65 
        colleges and universities from around the county, and included 
        college workshops

   Created the annual Martin Luther King, Jr. Academic 
        Challenge, an essay contest that gave winning students, 
        teachers and parents a trip to Atlanta, Ga in observance of the 
        King Holiday

   Hosted an annual football classic between two HBCU's

   Forged partnerships with non-profit organizations, such as 
        the King Center

2005-2006  Bush/Clinton Katrina Fund  New Orleans, LA
Executive Director
   Awarded over 20 million to houses of worship throughout the 
        Gulf Coast region, including Alabama, Louisiana, and 
        Mississippi

   Served over 1,100 churches throughout the Gulf Coast region 
        by providing funding and coordinating rebuilding efforts

2001-2002  America's Home Corporation  Washington, DC
President
   Start-up organization focused on expanding affordable 
        housing opportunities in urban areas

   Led a team that worked closely with local government, 
        including housing authorities and planning and development 
        staff. The team also wrote business plans, developed strategy, 
        planned budgets

1999-2001 The White House (Office of the Vice President) Washington, DC
Senior Advisor to the Vice President Al Gore for Urban Policy and Vice 
        Chairman of the White House Community Empowerment Board
   Advised President Clinton and Vice President Gore on a wide 
        range of domestic issues, including community revitalization, 
        job creation, new business development, and affordable housing.
Executive Director of the White House Community Empowerment Board
   Led the administration's $4 billion community empowerment 
        initiative, including the Empowerment Zone/Enterprise Community 
        Programs. The highly successful programs offered incentives to 
        revitalize impoverished urban and rural communities, and were 
        intentionally designed and implemented to offer support using 
        rigorous, objective, and non-partisan qualifications and 
        feasibility criteria. ``The beyond politics'' approach to 
        implementing the Empowerment Zone and Enterprise Community 
        Programs generated unprecedented levels of public/private 
        partnerships, which resulted in over $10 billion in private 
        investments to the designated communities.

1997-1998  U.S. Department of Housing and Urban Development  
Washington, DC
Sr. Advisor to the Secretary and Director, Office of Special Actions
   Managed the Departments $100 million disaster recovery 
        initiative, which included leading an overhaul of the 
        department's disaster response effort.

   Restructured HUD's disaster recovery assistance program

   Managed a staff of 21 people

   Coordinated the administration effort on housing 
        discrimination, including predatory lending

   Directed and oversaw HUD's recovery effort related to the 
        1997 Red River Flood and acquired and coordinated $500 million 
        of Federal appropriations to the disaster area.

   Created a HUD Disaster Federal Guidebook for the department

1995-1997  U.S. Department of Agriculture  Washington, DC
Deputy Administrator of Community Development
   Managed the USDA's $200 million Rural Empowerment Initiative 
        that invested in rural communities' infrastructure, housing, 
        job training, new technology, water and waste treatment 
        systems, community-based organizations and non-profits

   Secured organizational partners for the USDA, including 
        partnerships with the American Bankers Association, the Ford 
        Foundation, the Kellogg Foundation, the Winthrop Rockefeller 
        Foundation, the University of Texas-Pan American, the Annie E. 
        Casey Foundation for the Mid-South, etc.

1993-1994  U.S. Department of Commerce  Washington, DC
Sr. Advisor to Secretary Ron Brown
   Worked with business, civic and community leaders on the use 
        of military bases that were set for closure

   Responsible for developing a strategy to mitigate job-losses 
        and leveraging community assets to attract new industry

   Built partnerships that resulted in converting military 
        airports into civilian airports, expanding University campuses 
        that were focused on increasing the community's long-term job 
        creation

   Devised strategies to provide infrastructure and economic 
        development by capitalizing on existing assets and planning for 
        the future of the local communities

1993  The White House Office of Presidential Personnel  Washington, DC
Deputy Associate Director
   Responsible for assisting the Associate Director in 
        recruiting qualified candidates for sub-cabinet positions with 
        the Clinton/Gore Administration. The specific duties of this 
        position are the following:

   Meeting with potential sub-cabinet prospects, and met with 
        Cabinet Secretaries and Senior White House Staff regarding 
        these prospects.

   Meeting with interest groups, elected officials, private 
        sector associations and other organizations regarding prospects 
        for sub-cabinet positions

1992  President-Elect Clinton-Gore Transition Team  Washington, DC
Executive Assistant to the Deputy Director
   Provided the Deputy Director with advice on personnel issues 
        and identify highly qualified candidates for sub-Cabinet 
        positions to serve in the Clinton Administration. Other 
        functions and achievements constitute the following:

   Managed the work flow of the Deputy Director' office, 
        including the preparation of policy papers and administration 
        initiatives. Directed high level studies and analysis on 
        personnel and diversity issues to provide a basis for policy 
        formulation and program direction

1990-1991  Office of U.S. Representative Bill Nelson (FL)  Washington, 
DC
Legislative Intern
Former Congressman Bill Nelson (D-FL) represented the 11th District of 
        Florida
   Assisted in the drafting of floor statements, committee 
        reports and procedural resolutions relating to labor, health, 
        education and housing

   Researched and tracked legislation, attended House hearings 
        and seminars, and coordinated legislative initiatives that were 
        sponsored and/or favored by the Congressman

1990-1991  Quaker Oats  Washington, DC
Merchandising Representative
   Conducted analysis of competitive pricing surveys for major 
        accounts in the Washington, DC metropolitan area

   Planned and implemented plan-o-grams to increase the 
        marketability of merchandise

1989  Brevard Community College  Palm Bay, FL
Adjunct Instructor
   Taught Introduction of Principles of Sales

   Developed student lesson plans, projects, and materials to 
        evaluate students understanding of information

1985-1988  Nabisco Brands, Inc.  Palm Bay, FL
Area Manager
   Managed several accounts valued at $1.5 million and 
        increased revenue by 20 percent

   Prepared monthly activity reports covering brand sales 
        performance on new products

   Rated #1 in sales in Florida and #1 in sales in the South 
        East Region

   Responsible for business strategy implementation, 
        management, and negotiation for distribution of new products 
        and maintenance of existing products

   Monitored the performance of account executives to ensure 
        the achievement of goals and objective

1981-1985  Winn Dixie Inc.  Jacksonville, FL
Manager Trainee
   Developed merchandising techniques to increase distribution 
        and sales of Winn-Dixie manufactured products

   Developed and implemented cross merchandising strategies 
        with other divisions within the company to create sales and 
        increase the success rate on new products

   Certified in the grocery, dairy, produce, and meat divisions
EDUCATION
Jacksonville University, Jacksonville, FL

   Master of Business Administration (MBA), 1989

   Bachelor of Science (B.S.), 1985

   Edward Waters University, 1981-1983

   Harvard University--Kennedy School of Government, Cambridge, 
        MA Postgraduate course, Senior Managers in Government, 1996

Received Honorary Doctorate Degrees from--

   Edward Waters University & Jacksonville University
PAST BOARD EXPERIENCE
   National Black MBA Association Board--Chairman, Audit 
        Committee 2021 to present

   National Black MBA Association--Board of Directors--2021 to 
        present

   National Black MBA Association--Chairman--2002-2007

   African American Mayors Association--Trustee--2012-2015

   African American Mayors Assoc--Advisory Board--2015 to 
        present

   St. Joseph's Missionary Baptist Church Member--2001 to 
        present

   St. Joseph's Missionary Baptist Evangelism Team 2001 to 
        present

   The National Park Service Advisory Board--2014-2016

   Families of Slain Children--Board Member--2009-2011

   Jacksonville Regional Chamber of Commerce Board 2007

   Chairman, Ways & Means Committee, Kappa Alpha Psi 
        Fraternity, Inc--2007-2010

   Jacksonville Chamber Board of Governors--2004-2005

   National Junior Achievement USA- Board--2005 (est.)

   Board of Director's Southern Christian Leadership 
        Conference--2002-2005

   Zion Baptist Church--Board of Trustees--1997-2001

   Community of Hope Homeless Shelter Advisory Board--1997-1999

   Washington Urban League Advisory Board Member--1993-1994

   NAACP Member--(Life Member) 1981
AWARDS AND ACCOLADES
   Honored on the floor of the 104th Congress for outstanding 
        leadership in supporting rural communities by Rep. Bill Emerson 
        and Rep Kika Delagarza

   Distinguished Service Award, U.S. Conference of Mayors

   Distinguished Alumni Award, Jacksonville University Board of 
        Trustees

   Chairman's Award, Congressional Black Caucus Foundation

   Named as one of the Top 100 influential African-Americans by 
        The Root

   Mayor Antonio Villaraigosa Award for Outstanding Leadership

   MLK Humanitarian Award, Jacksonville University

   Frederick Douglass Award, Southern Christian Leadership 
        Conference

   Excellence in Service Award, 100 Black Men of America

   Distinguished Award for Government Services, National 
        Baptist Conference USA

   President's Award, Jacksonville NAACP

   Recognized by Morehouse College Jacksonville Alumni 
        Association for a

   Successful Ninth Annual Martin Luther King, Jr. Breakfast

    *Below is a brief synopsis of each article link listed. Newspaper 
links related to Mayor Brown's administration and transportation topics 
are at the bottom.

ARTICLE 1--10/28/13 Journal of Commerce ``Here's what government, 
industry, and local leaders had to say in support of Jacksonville's 
harbor improvement projects and keeping these projects on track''

*Mayor Brown discussed gaining authorization for dredging the channel 
and improving JAXPORT.

ARTICLE 2--5/24/12 ``Jax Port officials announce start of Mile Point 
Project''

*Jax Port officials and U.S. Army Corps of Engineers announced the 
start of the Mile Point Project that will help Jacksonville to compete 
globally when it comes to cargo shipping. It will create 3500 jobs. The 
port is the second largest employer in Jacksonville.

ARTICLE 3--1/15/13--``Governor Scott pledges $36 million to fix Mile 
Point''

*This money will make Jax Port a more navigable and efficient route for 
major container ships and will increase capacity to export domestic 
goods.

ARTICLE 4--7/14/14

*YouTube Video of Mayor Brown's budget address for Fiscal Year 2014-
2015

*One of the areas of investment will include: Job Creation, which 
includes deepening of the harbor and Mile Point navigation projects to 
expand JAXPORT. Mayor Brown appointed a Port Task Force to support the 
port's growth.

ARTICLE 5--7/2/22--``The Alvin Brown Administration: Down to business--
and Fast'' (The Florida Times Union)

*Areas of Focus: Building a Budget, Pension Costs, Downtown 
Development, Economic Development. In the area of economic development, 
Mayor Brown will focus on growing the port. The key step will be 
getting Federal dollars to dredge the river and fix Mile Point.

ARTICLE 6--7/17/15 (US Department of Commerce Press Release)

``US DOT Secretary Foxx visits Florida's I-95 Overland Bridge 
Replacement Project''

*Mayor Brown joined Secretary Foxx at the I-95 Overland Bridge Project 
to replace aging infrastructure.

The four day--five state bus tour called ``The Grow America Express'', 
served to show the importance of investing in America's infrastructure 
and encourage Congress to act on long-term transportation bills. This 
project would cost $196 million and $73 million would come from Federal 
funding. This would be the largest highway construction project in 
Northeast Florida's history.

ARTICLE 7--12/3/11 ``Mayor Brown welcomes $10 million grant for Port''

*After less than a week after Mayor Brown met with U.S. DOT Secretary 
Ray LaHood, the Federal government decided to provide a $10 million 
grant to JAXPORT

*The TIGER grant will help build an intermodal container transfer 
facility and will assist in cutting truck traffic on Heckscher Drive 
and will increase efficiency at Jacksonville's waterfront

*In October Mayor Brown was named Chairman of the U.S. Conference of 
Mayors' Metro Exports and Ports Task Force, a position that has helped 
to build relationships regarding global transportation issues

ARTICLE 8--10/21/11--``Mayor Brown and business leaders to promote 
northeast Florida in Brazil''

*A delegation of Jacksonville business leaders, including Mayor Brown 
and the Jax USA Partnership President, will join Governor Rick Scott in 
Sao Paulo, Brazil for a five-day economic development mission to 
promote Northeast Florida and attract new business

*Brazil is one of Jacksonville's top trading partners.

*The delegation will focus on aviation and transportation during the 
trip.

*Embraer is headquartered in Brazil and established operations in 
Florida 30 years ago. The company named Jacksonville a location to 
build a facility to construct A-29 Super Tucano planes

ARTICLE 9--10/30/14--``Mayor Brown kicks off pedestrian and bicycle 
safety campaign''

*Mayor Brown announced a multi-agency coalition with: the Jacksonville 
Transportation Authority, Duval County Public Schools, Jax City 
Council, Jax Sheriff's Office, Florida Department of Transportation, 
AARP, the Florida Highway Patrol, and AAA to launch a 6-month campaign 
to address pedestrian and bicycle safety in Jacksonville.

*The Federal Highway Administration designated Jacksonville as a 
Pedestrian Focus City, meaning Jacksonville will be eligible to receive 
technical assistance to help address high incidences of pedestrian 
crashes and fatalities in Jacksonville. The campaign will emphasize 
education, engineering, and enforcement

ARTICLE 10--1/17/14--``Work starts on FedEx Ground Site''

*State and local officials welcome Southern Division VP Bob Holcombe of 
FedEx to the $19 million groundbreaking of the FedEx Distribution 
Center at Cecil Commerce Center

*The 300,000 square foot--state-of-the-art facility will be three to 
four times the size of the one it is replacing and it will create 180 
jobs

    https://www.joc.com/port-news/us-ports/port-jacksonville/what-they-
are-saying-leaders-weigh-jacksonville-port-improvement-
projects_20131028.html

    https://www.news4jax.com/news/2012/05/24/jaxport-officials-
announce-start-of-mile-point-project/

    https://jaxusa.org/news/governor-pledges-36-million-to-fix-mile-
point/

    https://www.coj.net/welcome/news/mayor-brown-invests-in-
jacksonville-to-expand-oppo

    https://www.jacksonville.com/story/news/politics/2011/07/03/alvin-
brown-administration-down-business-and-fast/15898041007/

    https://www.transportation.gov/briefing-room/us-transportation-
secretary-foxx-visits-florida%E2%80%99s-i-95-overland-bridge-
replacement

    https://www.coj.net/welcome/news/mayor-alvin-brown-welcomes-$10-
million-grant-for-p.aspx

    https://www.coj.net/welcome/news/mayor-brown-and-business-leaders-
to-promote-northe.aspx

    https://www.coj.net/welcome/news/mayor-brown-kicks-off-pedestrian-
and-bicycle-safet

    https://www.jaxdailyrecord.com/news/2014/jan/17/work-starts-fedex-
ground-site/
Additional Articles
    https://www.bizjournals.com/jacksonville/news/2011/10/04/mayor-
brown-to-head-up-national-port.html

    https://www.coj.net/departments/office-of-economic-development/
jedc-information/press-room/city-facilitates-land-purchase-for-new-
fedex-facil

    https://www.coj.net/city-council/st-johns-river-ferry-commission/
ferry-operations/alerts/welcome-back-the-ferry!

    https://www.coj.net/city-council/headlines/st-johns-river-ferry-
awarded-federal-lands-access

    https://www.coj.net/welcome/news/mayor-brown-kicks-off-pedestrian-
and-bicycle-safet

    https://www.defense.gov/Multimedia/Photos/igphoto/2002032129/

    https://www.fhwa.dot.gov/pressroom/fhwa1509.cfm

    https://www.bizjournals.com/jacksonville/news/2013/09/20/mayor-
brown-rallys-for-jaxport-deepening.html

    https://www.news4jax.com/news/2014/04/16/deepening-of-jacksonville-
port-gets-approval/

    https://www.jaxport.com/northeast-florida-global-cities-export-
plan-released/

    https://www.actionnewsjax.com/news/local/jaxport-welcomes-hoegh-
jacksonville-jacksonville/83675193/

 
                                                                                  contribution_   contribution_
                        committee_name                            report_year     receipt_date    receipt_amount
 
HILLARY FOR AMERICA                                                       2016      3/9/16 0:00             1000
HILLARY FOR AMERICA                                                       2016     3/25/16 0:00              600
BIDEN FOR PRESIDENT                                                       2020     6/25/20 0:00              500
FRIENDS OF JIM CLYBURN                                                    2020     6/28/20 0:00             1000
FRIENDS OF JIM CLYBURN                                                    2020     7/21/20 0:00             1000
FRIENDS OF JIM CLYBURN                                                    2020     7/31/20 0:00              250
BIDEN FOR PRESIDENT                                                       2020     8/12/20 0:00              250
BIDEN ACTION FUND                                                         2020     8/12/20 0:00              250
BUTTERFIELD FOR CONGRESS                                                  2020     8/24/20 0:00             1000
BIDEN FOR PRESIDENT                                                       2020      9/1/20 0:00             1000
BIDEN VICTORY FUND                                                        2020      9/1/20 0:00             1000
BIDEN FOR PRESIDENT                                                       2020      9/4/20 0:00              500
BIDEN VICTORY FUND                                                        2020      9/4/20 0:00              500
JAIME HARRISON FOR U.S. SENATE                                            2020     9/27/20 0:00              500
FRIENDS OF LUCY MCBATH                                                    2020    10/12/20 0:00              250
KEEP GA06 BLUE                                                            2020    10/26/20 0:00             1000
FRIENDS OF LUCY MCBATH                                                    2020     11/2/20 0:00             1000
BIDEN FIGHT FUND                                                          2020     11/4/20 0:00              200
DNC SERVICES CORP/DEMOCRATIC NATIONAL COMMITTEE                           2020     11/4/20 0:00              200
BIDEN FIGHT FUND                                                          2020    11/14/20 0:00              200
VAL DEMINGS FOR U.S. SENATE                                               2021     3/20/21 0:00              500
BARBARA LEE FOR CONGRESS                                                  2021     3/29/21 0:00              250
VAL DEMINGS FOR U.S. SENATE                                               2021     5/24/21 0:00              250
FRIENDS OF JIM CLYBURN                                                    2021     8/31/21 0:00              250
FRIENDS OF JIM CLYBURN                                                    2022     1/28/22 0:00             1000
FRIENDS OF JIM CLYBURN                                                    2022     7/21/22 0:00              500
 


    The Chair. Thank you, Mr. Brown, and very sorry to hear of 
your personal loss.
    And I do think it helps inform people about the importance 
of safety, the importance that the NTSB can play, particularly 
in a time of change and a change in manufacturing, so look 
forward to asking you some follow-up questions on that.
    But thank you for your willingness to serve. Thank you for 
your leadership in Jacksonville. Mr. Coscia, welcome. Thank 
you.

STATEMENT OF ANTHONY ROSARIO COSCIA, NOMINEE TO BE A DIRECTOR, 
                   AMTRAK BOARD OF DIRECTORS

    Mr. Coscia. Good morning, Chair Cantwell, Ranking Member 
Cruz, and members of the Committee. I am Tony Coscia, the 
Chairman of Amtrak's Board of Directors. I am honored to serve 
on Amtrak's Board and to have the opportunity to work with our 
dedicated Amtrak employees and stakeholders.
    I am also grateful for the extraordinary level of support 
for passenger rail and Amtrak that this committee and Congress 
have demonstrated. When I joined Amtrak's Board in 2010, the 
company was still recovering from the near bankruptcy in the 
2000s that had eroded confidence in management and mission.
    There was no clear pathway for Amtrak's future, and some 
questioned whether Amtrak and the national network should 
continue to exist. I am proud to say that since then, Amtrak, 
working with our partners, has made significant progress. We 
grew ridership nationwide, attracted millions of new customers, 
while significantly improving financial performance.
    By the end of Fiscal Year 2019, Amtrak eliminated over $300 
million in annual operating losses, enabling us to increase 
spending on long overdue capital projects. We completed the 
nationwide installation of positive train control, and we were 
the first U.S. based railroad to implement a comprehensive 
safety management system.
    We launched more than a $10 billion program to re-fleet 
Amtrak with new energy efficient, U.S. made trains. We improved 
customer satisfaction despite the challenges of operating over 
aged infrastructure on host railroads that often fail to give 
Amtrak its vital statutory preference over freight trains.
    We safely maintained operations during the trouble--during 
the difficulties of the COVID-19 pandemic, and we have restored 
pre-pandemic service levels on nearly all of our routes. And we 
hired over 3,700 new employees in Fiscal Year 2022, and an 
additional 2,700 during the first 7 months of Fiscal Year 2023.
    These new hires, our workforce of the future, have allowed 
us to restore our operations. Amtrak investments are creating a 
pathway for strong job opportunities, particularly in segments 
of the economy that in the past have not benefited from capital 
expansion.
    A career in Amtrak and passenger rail represents an 
opportunity to develop skills that form a long-term career. 
Amtrak and its State partners were ready when Congress enacted 
the Infrastructure Investment and Jobs Act, which provides 
significant multi-year capital funding for intercity passenger 
rail--we have sought for decades.
    Using that funding, we finally were able to make vital 
investments in infrastructure and equipment and pursue the 
improvement and expansion of Amtrak service that the IIJA 
contemplates.
    On the Northeast Corridor, we have commenced early 
construction activities to replace the 150 year old BMP tunnel 
in Baltimore, and worked on Connecticut bridges and Maryland 
bridges, as well as construction of the Hudson River tunnel 
that is expected to start next year.
    On our national network, we are working with our partners 
to improve and expand service, including in states such as 
Ohio, West Virginia, Tennessee, Minnesota, Idaho, Kansas, 
Georgia, Mississippi, Louisiana, Texas, Colorado, and Arizona, 
all places that today have very little Amtrak service, and this 
gives us the opportunity to extend that service.
    We also intend to spend $1.3 billion in IIJA funding to 
complete the task of bringing all of our stations on our 
network for which Amtrak is responsible into full compliance 
with the Americans with Disabilities Act.
    We have made tremendous progress on this level. This 
funding will allow us to bring this to its full completion. And 
last December, Amtrak initiated the procurement of new 
passenger rail cars for our 14 overnight long distance routes. 
The new cars will replace our existing fleet with modern 
equipment that will improve safety, reliability, accessibility, 
and financial performance.
    This procurement, the largest U.S. order for long distance 
passenger cars since the 1940s, reflects Amtrak's commitment to 
our long distance network and our recognition of how important 
our network is to the communities it serves. The long distance 
system is the connective tissue of our national network, and it 
provides the anchor to expand ridership.
    Overcoming decades of underinvestment in passenger rail 
will not be accomplished overnight. Like every other 
transportation mode, passenger rail will require continued and 
sustained investment beyond the 5-year horizon of the IIJA.
    If I am confirmed, I can assure you that Amtrak will be a 
good steward of the funding you provided and that we will 
accomplish with this funding a case for continued investment. 
There has never been a more exciting time to be involved with 
Amtrak.
    Our nation needs improved and expanded intercity passenger 
rail service to alleviate congestion, reduce emissions, and 
provide mobility to our citizens. I am proud of what we have 
accomplished at Amtrak since I joined the Amtrak Board, and I 
welcome the opportunity to continue my service.
    Thank you for your support thus far, and I look forward to 
answering your questions.
    [The prepared statement and biographical information of Mr. 
Coscia follow:]

     Prepared Statement of Tony Coscia, Nominee to be a Director, 
                       Amtrak Board of Directors
    Good morning, Chair Cantwell, Ranking Member Cruz, and members of 
the Committee.
    I am Tony Coscia, the Chairman of the Amtrak Board of Directors. I 
am honored to serve on Amtrak's Board and to have the opportunity to 
work with our dedicated Amtrak employees and stakeholders. I am also 
grateful for the extraordinary level of support for passenger rail and 
Amtrak that this Committee and Congress have demonstrated.
    When I joined Amtrak's Board in 2010 the company was still 
recovering from the near bankruptcy in the 2000s that had eroded 
confidence in its management and mission. There was no clear path for 
Amtrak's future, and some questioned whether Amtrak and its national 
network should continue to exist.
    I am proud to say that since then, Amtrak, working with our 
partners, has made significant progress:

   We grew ridership nationwide and attracted millions of new 
        customers, while significantly improving financial performance. 
        By the end of FY2019, Amtrak eliminated over $300 million in 
        annual operating losses, enabling us to increase spending on 
        long-overdue capital projects.

   We completed the nationwide installation of Positive Train 
        Control and were the first U.S.-based railroad to implement a 
        comprehensive Safety Management System.

   We launched a more than $10 billion program to re-fleet 
        Amtrak with new, energy-efficient, U.S.-made trains.

   We improved customer satisfaction despite the challenges of 
        operating over aged infrastructure and on host railroads that 
        often fail to give Amtrak its vital statutory preference over 
        freight trains.

   We safely maintained operations during the COVID-19 pandemic 
        and have restored pre-pandemic service levels on nearly all 
        routes.

   We hired over 3,700 new employees in Fiscal Year 2022, and 
        an additional 2,700 during the first seven months of FY23. 
        These new hires--our workforce of the future--have allowed us 
        to restore our operations. Amtrak investments are creating a 
        pathway for strong job opportunities, particularly in segments 
        of the economy that in the past have not benefited from capital 
        expansion. A career at Amtrak and in passenger rail represents 
        an opportunity to develop skills that form the basis of a long-
        term career.

    Amtrak and its state partners were ready when Congress enacted the 
Infrastructure, Investment and Jobs Act (IIJA), which provides the 
significant, multi-year capital funding for intercity passenger rail we 
have sought for decades. Using that funding, we will finally be able to 
make vital investments in infrastructure and equipment, and pursue the 
improvement and expansion of Amtrak service the IIJA contemplates.
    On the Northeast Corridor, we have commenced early construction 
activities to replace the 150-year-old B&P Tunnel in Baltimore and 
construction of Gateway's Hudson River Tunnel is expected to commence 
next year.
    On our National Network, we are working with our partners to seek 
discretionary grants to improve and expand Amtrak service, including in 
states such as Ohio, West Virginia, Tennessee, Minnesota, Idaho, 
Kansas, Georgia, Mississippi, Louisiana, Texas, Colorado and Arizona 
that have little Amtrak service today.
    We intend to spend $1.3 billion in IIJA funding to complete the 
task of bringing all of the stations on our network for which Amtrak is 
responsible into compliance with the Americans with Disabilities Act.
    Last December, Amtrak initiated the procurement of new passenger 
railcars for our 14 overnight long-distance routes. The new cars will 
replace our existing fleet with modern equipment that will improve 
safety, reliability, accessibility, and financial performance. This 
procurement, the largest U.S. order for long-distance passenger cars 
since the 1940s, reflects Amtrak's commitment to our long-distance 
network and our recognition of how important that network is to the 
communities it serves. The long-distance system is the connective 
tissue for the National Network that provides an anchor to expand 
ridership.
    Overcoming many decades of underinvestment in passenger rail will 
not be accomplished overnight. Like every other transportation mode, 
passenger rail will require continued, sustained investment beyond the 
five-year horizon of the IIJA. If I am confirmed, I can assure you that 
Amtrak will be a good steward of the funding you have provided, and 
that what we accomplish with it will make the case for continued 
investment.
    There has never been a more exciting time to be involved with 
Amtrak. Our nation needs improved and expanded intercity passenger rail 
service to alleviate congestion, reduce emissions and provide mobility 
to our citizens. I'm proud of what we have accomplished since I joined 
Amtrak's Board and I welcome the opportunity to continue my service. 
Thank you for all your support thus far, and I look forward to 
answering your questions today.
                                 ______
                                 
                      a. biographical information
    1. Name (Include any former names or nicknames used):

        Anthony Rosario Coscia
        Nickname: Tony

    2. Position to which nominated: Director, AMTRAK Board of 
Directors.
    3. Date of Nomination: May 3, 2022.
    4. Address (List current place of residence and office addresses):

        Residence: Information not released to the public.
        Office: I work out of two offices of Windels Marx: New York, NY 
        10019 and New Brunswick, NJ 08901.
    5. Date and Place of Birth: 09/09/1959; Paterson, New Jersey.
    6. Provide the name, position, and place of employment for your 
spouse (if married) and the names and ages of your children (including 
stepchildren and children by a previous marriage).

        Spouse: Alice Coscia, Nurse Practioner, Harrison Medical Group, 
        Harrison, NJ
        Children: Daughter, Christine England, 34, Nurse Practioner, 
        Family Health Institute, Kingston, NY; Son, Joseph Coscia, 32, 
        Director, Potomac Economics, Ltd., Fairfax, VA; Son, Stephen 
        Coscia, 31, PhD Candidate, University of Pennsylvania, 
        Philadelphia, PA; Daughter, Elizabeth Coscia, 28, Student, 
        Georgetown University Law Center, Washington, DC; Daughter, 
        Marissa Coscia, 26, Director, Communications & Public Affairs, 
        Global Strategy Group, New York, NY.

    7. List all college and graduate schools attended, whether or not 
you were granted a degree by the institution. Provide the name of the 
institution, the dates attended, the degree received, and the date of 
the degree.

   Rutgers University School of Law, Juris Doctorate (1984)

   Georgetown University School of Foreign Service, Bachelors 
        of Science in Foreign Service, International Economics (1981)

    8. List all post-undergraduate employment, including the job title, 
name of employer, and inclusive dates of employment, and highlight all 
management-level jobs held and any non-managerial jobs that relate to 
the position for which you are nominated.
Managerial/Related Positions Are Bolded Below:
   Graham and James (May 1982 to September 1982) Law Clerk

   Barnes Richardson and Colburn, LLP (May 1983 to September 
        1983) Law Clerk

   Windels Marx Davies & Ives
    Partner (September 1990-January 1991)
    Member of the firm as a partner in the general corporate, 
        commercial and real estate groups.
    Associate Attorney (September 1984-September 1990)
    General corporate, commercial and real estate practice.

   New Jersey Economic Development Authority (January 1991 to 
        February 1992)
    Executive Director

   Windels Marx Lane & Mittendorf, LLP (February 1992 to 
        Present)
    Partner & Member of Executive Committee
    Member of the firm as a partner in the general corporate, 
        commercial and real estate groups.

    9. Attach a copy of your resume.
    Attached as Attachment A.
    10. List any advisory, consultative, honorary, or other part-time 
service or positions with Federal, State, or local governments, other 
than those listed above after 18 years of age.

   Chairman, Board of Directors, National Railroad Passenger 
        Corporation (AMTRAK) (2013 to present); Appointed a Director of 
        the Board in 2010 and reappointed in 2015

   Chairman, Board of Commissioners, Port Authority of New York 
        & New Jersey (April 2003-February 2011) (continued on Board of 
        Commissioners until June 2011)

   Vice Chairman, Gateway Program Development Corporation 
        Commission (February 2016 to July 2019)

   Vice Chair, Gateway Development Commission (July 2019 to 
        present)

   Member, New Jersey Restart and Recovery Commission (April 
        2020 to present)

   Chairman, New Jersey Economic Development Authority 
        (February 1992 to March 2003)

   Director, NJ Governor's Export Advisory Council (1996-1998)

   Director, New Capital Sources Partnership Board (1996-1997)

    11. List all positions held as an officer, director, trustee, 
partner, proprietor, agent, representative, or consultant of any 
corporation, company, firm, partnership, or other business, enterprise, 
educational, or other institution.

   Partner & Member of Executive Committee, Windels Marx Lane & 
        Mittendorf, LLP (1992 to present)

   Member, Council of Trustees, New Jersey Performing Arts 
        Center (2006 to present)

   Trustee, New Jersey Community Development Corporation (2007 
        to present)

   Director, National Railroad Passenger Corporation (AMTRAK) 
        (June 2010 to present)

   Trustee, Regional Plan Association (June 2011 to present)

   Advisory Board Member, Advance Realty Investors (March 2015 
        to present; previously 1995-2006)

   Senior Advisor, Oaktree Transportation Infrastructure Fund, 
        L.P. (August 2018 to present)

   Director, OceanFirst Financial Corp. (January 2018 to 
        present)

   Director, OceanFirst Bank (January 2018 to present)

   Director, Neighborhood Property Group LLC (November 2020 to 
        present)

   Member, Georgetown University Board of Directors (July 2016 
        to present)

   Advisory Board Member, Georgetown University School of 
        Foreign Service (2011 to present)

   Director, Suez North America Inc., successor to United 
        Water, Inc. (December 2012-March 2022)

   Director, SUEZ SA (December 2020-March 2022)

   Director, Suez Utility Holdings Inc. (September 2019-March 
        2022)

   Director, Sun Bancorp Inc. (November 2010-January 2018)

   Director, Sun National Bank (April 2011-January 2018)

   Regent, Georgetown University Board of Regents (2007-2013)

   Director, Tutor Perini Corporation (September 2012-May 2013)

   Trustee, New Jersey Network (NJN) Foundation (2001-2011)

   Director, Motor Coach Industries International, Inc. (May 
        2009-September 2010)

   Trustee, Cerebral Palsy of North Jersey (2004-2010)

   Trustee, Liberty Science Center (2006-2008)

   Director, Marcal Paper Mills, Inc. (1998-2007)

   Director, Interchange Financial Services Corporation and 
        Interchange Bank (1997-2007)

   Advisory Board, PNC Bank, NJ (1997-2007)

   Director, Ryan Beck & Co. (2006-2007)

   Trustee, George Street Playhouse (1996-2001)

    12. Please list each membership you have had after 18 years of age 
or currently hold with any civic, social, charitable, educational, 
political, professional, fraternal, benevolent or religiously 
affiliated organization, private club, or other membership 
organization. (For this question, you do not have to list your 
religious affiliation or membership in a religious house of worship or 
institution.). Include dates of membership and any positions you have 
held with any organization. Please note whether any such club or 
organization restricts membership on the basis of sex, race, color, 
religion, national origin, age, or disability.

   Member, New Jersey Alliance for Action (1998--Present)

   Member, National Association of Industrial and Office 
        Properties, NJ Chapter (2004 to present)

   Member, New Jersey Performing Arts Center Council of 
        Trustees (2006 to present)

   Director, New Jersey Community Development Corporation (2007 
        to present)

   Member, Partnership for New York City (2007 to present)

   Member, Economic Club of New York (2008 to present)

   Director, Regional Plan Association (2011 to present)

   Advisory Board Member, Georgetown University School of 
        Foreign Service (2011 to present)

   Member, Georgetown University Board of Directors (July 2016 
        to present)

   Member, Georgetown University Board of Regents (2007-2013)

   Trustee, New Jersey Network (NJN) Foundation (2001-2011)

   Trustee, Cerebral Palsy of North Jersey (2004-2010)

   Director, Liberty Science Center (2006-2008)

   Trustee, George Street Playhouse (1996-2001)

    13. Have you ever been a candidate for and/or held a public office 
(elected, non-elected, or appointed)? If so, indicate whether any 
campaign has any outstanding debt, the amount, and whether you are 
personally liable for that debt.
    No.
    14. List all memberships and offices held with and services 
rendered to, whether compensated or not, any political party or 
election committee within the past ten years. If you have held a paid 
position or served in a formal or official advisory position (whether 
compensated or not) in a political campaign within the past ten years, 
identify the particulars of the campaign, including the candidate, year 
of the campaign, and your title and responsibilities.
    N/A
    15. Itemize all political contributions to any individual, campaign 
organization, political party, political action committee, or similar 
entity of $200 or more for the past ten years.

------------------------------------------------------------------------
        DATE           AMOUNT                    ENTITY
------------------------------------------------------------------------
 12/22/22         $300  Phil Cohen for City Council
 11/28/22         $300  New Brunswick Democrats 2022
 11/3/22         $2000  Tom Malinowski
 3/3/22          $2500  Congressman Donald Payne, Jr.
 2/16/22         $2900  Blumenthal Victory Fund
 9/28/21          $300  Murphy for Governor
 4/20/21       $10,000  New Jersey Democratic Party (Federal)
 3/9/21           $250  Benjamin 2021
 2/17/21         $2800  Friends of Schumer
 10/7/20         $2800  Defazio for Congress
 10/31/19         $300  Stevinson/Fernandez 2019
 8/8/19           $300  Blue PAC
 5/14/19         $2000  Cory 2020
 3/15/19        $2,000  Josh Gottheimer for Congress
 3/13/19        $1,000  Mark Kelly for Senate
 10/31/18         $300  Friends of Jim Cahill
 10/17/18       $2,700  Josh Gottheimer for Congress
 9/11/18          $250  Cahill Egan Escobar 2018
 4/19/18        $2,600  Menendez for Senate
 3/2/18           $250  Citizens to Re-elect Mayor Joseph H.
                                 Alessi
 10/27/16       $1,000  Sires for Congress
 7/29/16        $1,800  Josh Gottheimer for Congress
 4/13/16        $2,700  Hillary for America
 3/10/16        $2,700  Pascrell for Congress
 6/5/15         $2,700  Friends of Schumer
 6/30/14        $2,600  Cory Booker for Senate
 5/26/14          $650  Blumenthal for Connecticut
 5/2/14         $2,800  Menendez for Senate
 4/1/14           $500  Autumn Burke for Assembly 2014
 9/18/13          $250  Election Fund of Mayor Joseph Alessi
 8/13/13        $2,500  Booker for Senate
 9/13/11        $2,500  Menendez for Senate
 3/15/11          $500  Quinn for NY
------------------------------------------------------------------------

    16. List all scholarships, fellowships, honorary degrees, honorary 
society memberships, military medals, and any other special recognition 
for outstanding service or achievements.
Recognition
   The Best Lawyers in America--Banking & Finance Law (2018-
        2023), Construction Law (2022-2023), Real Estate Law (2022-
        2023)

   City & State Responsible 100 (2018)

   City & State Transportation Power 100 (2022)

   NAIOP Industry Service Award (2022)

   NJBIZ 25 Legends (2012)

   NJBIZ Commercial Real Estate Power 50 (2011, 2014-2015, 
        2017, 2019-2021)

   NJBIZ Health Care Power 50 (2020)

   NJBIZ Law Power 50 (2019, 2021-2022)

   NJBIZ Power 75: Real Estate (2016)

   NJBIZ Power 100 (2014-2022)

   NJBIZ Real Estate and Construction Power 50 (2013)

   NJ Chamber of Commerce Business Leadership Award (2017)

   Regional Plan Association's The John Zuccotti Award (2018)

   ROI-NJ Champions of the C-Suite, Recipient of the Inaugural 
        Chairman Champions Award (2020)

   ROI-NJ Influencers: Law (2022)

   ROI-NJ Influencers: Power 50 (2018-2022)

   ROI-NJ Real Estate Influencers (2017-2022)

   Super Lawyers, Recognized for Real Estate (2018-2021)

   Honorary doctorate of humane letters from the New Jersey 
        Institute of Technology (2007)

    17. List each book, article, column, letter to the editor, Internet 
blog posting, or other publication you have authored, individually or 
with others. Include a link to each publication when possible. If a 
link is not available, provide a digital copy of the publication when 
available.

   3/2/22: Op-ed featured on NJ.com/The Star-Ledger

   8/19/21, WSJ: Amtrak Defends Its Vision of U.S. Rail Service

   7/11/21, NJ.com: Amtrak chairman: Don't let this moment 
        pass. It's time to build Gateway. | Opinion

   7/7/2020, International Business Times: How To Get Back on 
        Track After COVID-19

   9/22/20, The Star Ledger (Newark, NJ): Amtrak Says It Must 
        Repair Its Crumbling Storm Ravaged Hudson River Train Tunnel

   11/13/20, The Hill: Passenger rail investment offers non-
        stop service to a prosperous economy

   11/23/20, Railway Age: Defining Amtrak's True Mission

     Also featured on Rail Journal

    18. List all speeches, panel discussions, and presentations (e.g., 
PowerPoint) that you have given on topics relevant to the position for 
which you have been nominated. Include a link to each publication when 
possible. If a link is not available, provide a digital copy of the 
speech or presentation when available.

   10/27/22 Amtrak Board of Directors to Meet in St. Louis 
        (Answered questions but no prepared remarks.)

   6/9/22 Governor Hochul and Governor Murphy Announce Major 
        Step Toward Modernization of Penn Station (No prepared 
        remarks.)

   6/28/21 New York Penn Station Tour with Senator Schumer and 
        United States Secretary of Transportation Peter Buttigieg (No 
        prepared remarks.)

   4/29/21 Amtrak 50th Anniversary Media Call (See Attachment 
        B.)

   11/23/20 Amtrak Year End Summary Media Call (See Attachment 
        B.)

   4/23/20 Amtrak Covid Media Conference Call (See Attachment 
        B.)

   11/8/19 Amtrak Year End Summary Media Call (No prepared 
        remarks, responded to questions.)

   10/15/19 Amtrak Power in Partnership NBK (See Attachment B.)

   3/15/19--NAIOP NJ Public Policy Symposium, Speaker (See 
        Attachment B.)

   2/13/19 Amtrak Power in Partnership NYP (See Attachment B.)

   4/27/18--Regional Plan Assembly, John Zuccotti Award Remarks 
        (See Attachment B.)

   9/12/17--Association for a Better New York--Discussion on 
        the Summer 2017 Penn Station infrastructure progress and 
        additional improvements planned, as well as an update on the 
        Gateway Program, Speaker (See Attachment B.)

   5/2/16--Crain's Real Estate Conference--Panel Discussion on 
        ``Taking the Measure of Penn Station and the Cuomo 
        Administration's Plans for It'' (See Attachment B.)

   5/7/15--Port Authority/Regional Plan Association Trans-
        Hudson Conference, (Panel Speaker, no prepared remarks.)

   4/24/15--Regional Plan Association, The RPA Assembly, 
        Plenary Debate (Panel speaker, no prepared remarks.)

   10/23/14--Urban Land Institute, Fall Meeting, 
        ``Transformative Projects: New York Style,'' Panelist (See 
        Attachment B.)

   9/30/14--New Jersey Chamber of Commerce, Roundtable on 
        Transportation, Speaker (See Attachment B.)

   5/12/14--Newark Regional Business Partnership, 
        Transportation Leadership Awards, Keynote Speaker (See 
        Attachment B.)

   9/9/13--New Jersey Alliance for Action, Annual 
        Transportation Conference, Speaker (See Attachment B.)

   6/13/12--Regional Plan Association, Trans County Capacity 
        Gateway Program, ``Crossing the Hudson: What's Next for 
        Enhancing Trans-Hudson Capacity?'' Closing Remarks, Speaker 
        (See Attachment B.)

   5/23/12--New Jersey Alliance for Action, Transportation 
        Conference, Speaker (See Attachment B.)

   5/8/12--Amtrak, 5th Annual National Train Day Event at 
        Moynihan Station, Speaker (See Attachment B.)

   4/7/12--Regional Plan Association, 2012 Assembly, Expert 
        panelist on transportation. (Panel speaker--no prepared 
        remarks.)

   11/1/11--Regional Plan Association and the Carnegie 
        Endowment for International Peace, ``Road to Recovery: 
        Transforming America's Transportation,'' . (Panel speaker--no 
        prepared remarks.)

   7/19/11--Crain's New York, 4th Annual ``The Future of New 
        York City 2011: Meeting the Growth Challenge'', ``Can the City 
        Afford World Class Infrastructure?'' Panel, Moderator (See 
        Attachment B.)

   6/2/11--ULI Infrastructure Conference, Regional 
        Infrastructure 2011: A Strategic Priority Panel, Panelist (See 
        Attachment B.)

   4/15/11 Regional Plan Association, 21st Annual Regional 
        Assembly Luncheon--Finance Innovation Workshop, Panelist (See 
        Attachment B.)

   3/30/11--The Institute for Real Estate Studies (IRES), 
        Spring 2011 Board Meeting, Keynote Speaker, (See Attachment B.) 
        http://www.smeal.psu.edu/ires/realestate/news/spring-2011/
        institute-for-real-estate-studies-spring-board-meeting

   1/20/11--CG-LA Infrastructure, Annual Global Strategic 
        Infrastructure Leadership Forum, Speaker (See Attachment B.)

   9/15/10--Partnership for New York City, Next Gen Briefing, 
        Speaker (See Attachment B.)

   4/13/09--New Jersey Alliance for Action, Annual Governor's 
        Transportation Conference, Speaker (See Attachment B.)

   3/6/09--Princeton University Woodrow Wilson School of 
        Government, ``Transportation & Infrastructure Issues for the 
        Next Decade,'' Speaker (See Attachment B.)

   11/7/08--Saint Peter's College, Board of Regents 37th Annual 
        Business Symposium, ``Leadership and Accountability in 
        Challenging Times,'' Speaker (See Attachment B.)

   4/15/08--Crain's New York, Business Breakfast Forum, Speaker 
        (See Attachment B.)

   4/2/08--National Association of Industrial Office Parks, 
        Industrial Conference, Speaker (See Attachment B.)

   5/17/07--New Jersey Institute of Technology, Commencement, 
        Speaker (See Attachment B.)

   6/13/06--Crain's New York, Business Breakfast, Speaker (See 
        Attachment B.)

   5/10/06--New Jersey Alliance for Action, Speaker (See 
        Attachment B.)

   9/15/05--Urban Land Institute, Speaker (See Attachment B.)

    19. List all public statements you have made during the past ten 
years, including statements in news articles and radio and television 
appearances, which are on topics relevant to the position for which you 
have been nominated, including dates. Include a link to each statement 
when possible. If a link is not available, provide a digital copy of 
the statement when available.

   1/19/23:

     Amtrak is eyeing new rail cars for long-distance 
            trains through Chicago

     Amtrak Starts the Process for New Overnight Trains

   12/12/22:

     $16B Hudson River Tunnel Program Seeks Project 
            Delivery Partner

   12/3/22:

     Amtrak's Gardner asserts mechanical ranks not thinned 
            by furloughs (corrected)

   11/29/22:

     Amtrak Fiscal Year 2022: The Beginning of a New Era of 
            Rail

   9/14/22:

     Hudson Tunnel Project Takes Another Major Step Forward

   8/8/22:

     The 2022 Transportation Power 100 (#4)

   8/8/22:

     Portal North Bridge groundbreaking signals start of 
            new era

   8/1/22:

     Governor Murphy and U.S. Transportation Secretary 
            Buttigieg, Alongside NJ TRANSIT and Federal and State 
            Officials, Officially Break Ground on New Portal North 
            Bridge Construction

   6/23/22

     Amtrak Awards Contract to Arup for Preliminary Design 
            of Railroad Infrastructure That Will Support New York Penn 
            Station Expansion

     Overburdened Penn Station Needs More Tracks. But Where 
            Could They Fit?

   6/10/22:

     Amtrak Quotes on Major Step Toward Modernization of 
            Penn Station

   5/2022:

     Renominated to third term on Amtrak board of directors

   4/2022:

     At last, commuters will see construction of a new 
            Portal Bridge from their train windows

     Board Chair Tony Coscia and President & CEO Stephen 
            Gardner filmed content about the future of rail at Moynihan 
            Train Hall with PBS (not yet aired)

   2/2022:

     Amtrak Board Chair Tony Coscia was ranked No. 1 in 
            this year's NJ Biz Power 100

   1/2022:

     Lamont Talks High-speed Rail with Amtrak Officials, No 
            Word on Bypass Plans

     Spoke with Bloomberg, along with President and CEO 
            Stephen Gardner and EVP Laura Mason for an article around 
            Governor Hochul's plans for Penn Station and Amtrak's 
            perspective on the project

   12/2021:

     The Jersey guy behind Amtrak's coming rebirth | Moran

     MTA and Amtrak reach deal to expand transit options

     Hudson River rail tunnel gets green light from the 
            feds to start building it

     Amtrak Announces Bill Flynn to Retire and Names 
            Stephen Gardner as New President and CEO

     Amtrak Fiscal Year 2021: Amidst Continuing Coronavirus 
            Pandemic, Grew Ridership and Revenue and Introduced New 
            Projects and Initiatives for the Future

   11/2021:

     On President Biden signing the Bipartisan 
            Infrastructure Deal

     On the Infrastructure Investment and Jobs Act House 
            Passage

     Amtrak Board Chair Tony Coscia was ranked No. 1 in 
            this year's NJ Biz Commercial Real Estate Power 50

     A delayed transportation infrastructure project moves 
            forward in the Northeast Corridor (filmed earlier in the 
            year)

   11/15/21: Statement from Amtrak Board Chair Tony Coscia on 
        President Biden signing the Bipartisan Infrastructure Deal

   11/5/21: Amtrak Statements on the Infrastructure Investment 
        and Jobs Act House Passage

   8/27/21: New Financial Plan Should Qualify Hudson Tunnel 
        Project for Improved Rating

   8/10/21: Statement from Amtrak Board Chair Tony Coscia on 
        Infrastructure Bill Senate Passage

   5/21: Amtrak 50th Anniversary Video

   4/30/21: Amtrak at 50: Looking to the Future

   4/26/21: Day on the Hill 2021 Keynote Speaker

   1/21/21: Amtrak Statement by Board Chairman Tony Coscia on 
        the Nomination of Amit Bose as Deputy Administrator of the 
        Federal Railroad Administration

   1/18/21: Amtrak Statement by Board Chairman Tony Coscia on 
        the Nomination of Polly Trottenberg as Deputy Secretary of 
        Transportation

   12/30/20: Amtrak Expands its Presence in New York City with 
        the Addition of the Moynihan Train Hall

   12/15/20: Amtrak Statement by Board Chair Tony Coscia on the 
        Nomination of Pete Buttigieg as USDOT Secretary

   11/23/20: Amtrak Fiscal Year 2020: Prioritized Customer 
        Safety, Advanced Infrastructure and Fast-Tracked Technology

   11/20/20: Amtrak and NJ TRANSIT Complete the Refresh of the 
        Ticketed Waiting Area at New York Penn Station

   10/28/20: Amtrak Statement by Board Chair Tony Coscia on the 
        Opening of Moynihan Train Hall

   7/24/20: Amtrak and NJ TRANSIT Open First Phase of the 
        Refreshed Ticketed Waiting Area at New York Penn Station

   3/2/20: Amtrak Names William Flynn as CEO and President

   11/8/19: Improved Safety and Customer Experience Drive 
        Record Amtrak Ridership

   10/17/19: Governor Murphy, Amtrak, and NJ TRANSIT Announce 
        Fall 2019 Construction Program at Four Stations

   10/15/19: Governor Murphy, Amtrak and NJ TRANSIT Continue 
        Collaboration Through Fall Construction Program at Four 
        Stations

   5/14/19: Amtrak and NJ TRANSIT Continue Partnership with $31 
        Million Northeast Corridor Infrastructure Investment

   5/1/19: Amtrak Celebrates 48 Years; Looks to the Future

   3/7/19: Statement from Amtrak Board Chair Tony Coscia and 
        Amtrak President & CEO Richard Anderson

   2/13/19: Governor Murphy, Amtrak and NJ TRANSIT Announce 
        Financial Settlement, Enhancements for Commuters In and Out of 
        New York Penn Station

   2/1/19: Amtrak Board Names Kevin Winters Inspector General

   11/16/18: Amtrak Sets Revenue And Earnings Records Delivers 
        Best Operating Performance in Company History

   3/21/18: Amtrak To Name Rochester Station In Honor of 
        Congresswoman Louise M. Slaughter (See Attachment C.)

   12/14/17: Wick Moorman To Step Down As Amtrak Co-CEO, Assume 
        Role of Senior Advisor (Link no longer accessible on the Amtrak 
        Media Center.)

   11/16/17: Amtrak Sets Ridership, Revenue And Earnings 
        Records

   6/26/17: Amtrak Names Transportation Veteran Richard 
        Anderson President and CEO (See Attachment C.)

   11/17/16: Amtrak Delivers Strong FY 2016 Financial Results

   1/31/17: Amtrak Welcomes Aboard U.S. Secretary of 
        Transportation Elaine Chao (See Attachment C.)

   10/14/16: Secretary Foxx, Sens. Schumer, Gillibrand, 
        Menendez & Booker, Chairman Coscia Announce Major Development 
        For Urgently-Needed Gateway Program (Link no longer accessible 
        on the Amtrak Media Center.)

   8/26/16: Amtrak Invests $2.4 Billion For Next-Gen High-Speed 
        Trainsets and Infrastructure Upgrades

   8/19/16: Amtrak Names Industry Veteran Wick Moorman 
        President and Chief Executive Officer (Link no longer 
        accessible on the Amtrak Media Center.)

   12/16/15: Statement from Amtrak Board of Directors Chairman 
        Tony Coscia (See Attachment C.)

   12/10/14: Amtrak: Unlock Passenger Rail's Potential (Link no 
        longer accessible on the Amtrak Media Center.)

   11/25/14: Amtrak Delivers Strong FY2014 Financial Results 
        (Link no longer accessible on the Amtrak Media Center.)

   10/27/14: Amtrak Ridership and Revenues Continue Strong 
        Growth in FY 2014 ((Link no longer accessible on the Amtrak 
        Media Center.)

   5/30/13: Statement From Amtrak Board of Directors Chairman 
        Tony Coscia ON Funding Announcement To Preserve Hudson Future 
        Rail Tunnel Right-of-Way (See Attachment C.)

   3/18/13: Anthony R. Coscia Elected Chairman, Amtrak Board of 
        Directors (See Attachment C.)

    20. List all digital platforms (including social media and other 
digital content sites) on which you currently or have formerly operated 
an account, regardless of whether or not the account was held in your 
name or an alias. Include the full name of an ``alias'' or ``handle'', 
including the complete URL and username with hyperlinks, you have used 
on each of the named platforms. Indicate whether the account is active, 
deleted, or dormant. Include a link to each account if possible.
    N/A
    21. Please identify each instance in which you have testified 
orally or in writing before Congress in a governmental or non-
governmental capacity and specify the date and subject matter of each 
testimony.

   September 7, 2022--Provided oral testimony and written 
        statement before The United States Senate Committee on 
        Commerce, Science and Transportation, Washington, DC, regarding 
        my nomination to be a Director of the Amtrak Board of 
        Directors.

   May 4, 2015--Provided oral testimony and written statement 
        before The United States Senate Committee on Commerce, Science 
        and Transportation, Field Hearing, Newark, NJ, regarding the 
        Gateway Project and the necessity for increased Federal capital 
        support. Hearing entitled, ``Passenger Rail Reauthorization: 
        The Future of the Northeast Corridor.''

   December 10, 2014--Provided oral testimony and written 
        statement before The United States Senate Committee on 
        Commerce, Science and Transportation, Subcommittee on Surface 
        Transportation and Merchant Marine Infrastructure, Safety, and 
        Security, Washington, DC, regarding future of passenger rail 
        and necessity for increased Federal capital support. Hearing 
        entitled, ``Passenger Rail: Investing in our Nation's Future.''

   November 18, 2009--Provided oral testimony and written 
        statement before The United States Senate Committee on 
        Commerce, Science and Transportation, Washington, DC, regarding 
        my nomination to be a Director of the Amtrak Board of 
        Directors.

   October 4, 2007--Provided oral testimony and submitted 
        written statement for hearing on ``The SAFE Port Act: One Year 
        Later,'' The United States Senate Committee on Commerce, 
        Science and Transportation, Washington, DC.

    22. Given the current mission, major programs, and major 
operational objectives of the department/agency to which you have been 
nominated, what in your background or employment experience do you 
believe affirmatively qualifies you for appointment to the position for 
which you have been nominated, and why do you wish to serve in that 
position?
    I have considerable public sector experience relating to the 
infrastructure and transportation industries generally and nearly two 
decades working with transit and intercity passenger rail providers. 
This includes service on the Amtrak Board since June 2010 and as Chair 
since March 2013. In addition, I have over 30 years of private sector 
experience in related areas, including real estate, finance and 
corporate governance and believe that this combination of experience at 
the intersection of the public and private sectors allowed me to make 
meaningful contributions to Amtrak and the advancement of the Nation's 
intercity passenger rail system.
    In short, I wish to serve on Amtrak's board of directors because a 
vibrant intercity rail system is critical to America's economic future, 
and I believe I have the requisite qualifications to help Amtrak 
achieve that goal.
    23. What do you believe are your responsibilities, if confirmed, to 
ensure that the department/agency has proper management and accounting 
controls, and what experience do you have in managing a large 
organization?
    If re-confirmed as an Amtrak board member, my responsibilities 
would include helping to establish Amtrak's strategy for growth and 
success, along with implementation of the recently enacted bipartisan 
infrastructure law. I will continue my efforts to strengthen Amtrak 
project and program management capabilities, management and accounting 
controls and collaboration efforts with key Amtrak partners and 
stakeholders, including state and commuter agencies, host railroads and 
the Department of Transportation. I will keep apprised of best 
practices relating to management, technology, strategy within the rail 
industry and advance incorporation of such controls by Amtrak. I will 
discharge these responsibilities through attendance at meetings of the 
Amtrak Board of Directors and regular interaction, consultation and 
dialogue with Amtrak executive staff.
    As Chairman of the Port Authority, I exercised broad policy 
oversight responsibility in connection with the agency's varied 
businesses and multi-billion-dollar annual capital and operating 
budget. My role also included advancing the mission and promoting the 
objectives of the Port Authority to the general public. During my 
tenure, I spearheaded the adoption of the agency's 10-year capital 
plan. I also led the first major effort at the Port Authority in 26 
years to amend the agency's by-laws. The amended by-laws included a 
variety of measures intended to enhance the Port Authority's 
transparency and strengthen its management and accounting controls.
    I am also a Partner and Executive Committee member of Windels Marx 
Lane & Mittendorf, LLP, one of the New York region's oldest law firms. 
I am a member of the Firm's Corporate & Securities, Financial 
Transactions and Real Estate Practice Groups. My practice focuses 
primarily on corporate, commercial and real estate matters, with a 
concentration on the financial elements of these transactions. I 
represent financial institutions, investors and major corporations on a 
broad variety of matters, including corporate and real estate finance 
transactions, asset restructure and recovery, regulatory compliance, 
mergers and acquisitions and general litigation. In addition, I 
regularly advise real estate developers, private equity firms, 
technology companies, not-for-profit organizations and utilities. I 
also have specific experience in the area of redevelopment finance and 
have worked extensively on corporate governance issues.
    From February 1992 to March 2003, I served as Chairman of the New 
Jersey Economic Development Authority (``NJEDA''), one of the largest 
state-sponsored development banks in the United States. The NJEDA, with 
more than $2 billion in assets and $14 billion in financing, is charged 
with strengthening the state's economic base and renewing communities 
through business expansion and attraction, job creation and retention 
and revitalization of underutilized properties.
    I have also served as a director and audit committee member of 
several public and closely held corporations in the financial services, 
investment banking, real estate and manufacturing sectors.
    24. What do you believe to be the top three challenges facing the 
department/agency, and why?
    The top three challenges are:

  1.  For decades, the top challenge for Amtrak is the lack of reliable 
        capital funding to replace and rehabilitate our aged assets. 
        However, now that the IIJA was enacted, Amtrak and our partners 
        will receive historic levels of Federal investment in passenger 
        rail to finally help address SOGR backlog as well as begin to 
        modernize our rail assets. The challenge is that we must 
        deliver these infrastructure projects in a prudent manner--on 
        time and on budget--for the American taxpayer. In addition, 
        while the IIJA is a critical down payment on improving these 
        aged assets, it is simply not sufficient to meet all of the 
        needs, both on the NEC and throughout our National Network. 
        With the funding now provided, plus continued annual 
        appropriations now authorized by Congress over the near term, 
        Amtrak can develop a long-term capital investment plan that 
        results in better, more comprehensive passenger rail service 
        throughout the country.

  2.  Persuading the public-at-large that travel by rail is a 
        meaningful alternative to driving or flying for short-or 
        middle-distance travel. With the exception of the Northeast 
        Corridor and limited areas in the South, Midwest and West Coast 
        where significant investments were made to develop a modern 
        system, intercity passenger rail in the United States currently 
        provides important but admittedly limited options to travelers 
        because of sparse frequencies, reliability challenges and 
        lengthy travel times. As a result, demand in such markets 
        suffers as travelers choose road or air, leading to congestion 
        on those intercity corridors. I believe that a vibrant 
        intercity rail system that can offer trip-time competitive, 
        multi-frequency travel options creates viable new options for 
        mobility and help relieve congestion on the roads and in the 
        air, resulting in higher economic productivity, fewer 
        greenhouse gases, and greater economic opportunities for 
        currently underserved communities and individuals. With 
        enactment of the bipartisan infrastructure law, we can begin 
        addressing the key markets that deserve passenger rail service, 
        but to date are underserved or unserved completely.

  3.  Improving the planning, development and execution of Amtrak's new 
        vision, major projects and historic levels of funding. In order 
        to sustain the trust of the general public and Congress 
        following the enactment of the IIJA, Amtrak must develop the 
        capacity, expertise, and know-how to deliver new and expanded 
        services across the county in partnership with a wide variety 
        of stakeholders and counterparties. If re-confirmed, I will 
        continue to push Amtrak to improve its capabilities to serve 
        our partners and stakeholders, including the States and 
        commuter authorities that are essential to the Amtrak system, 
        and to strive to find solutions with our various host railroads 
        that permit Amtrak to grow and properly serve customers.

    Improving transparency and accountability of Amtrak's board and 
management staff and improving the execution of the agency's major 
projects. Amtrak already took significant steps in this area and, if 
re-confirmed, I will continue to push Amtrak to clearly state the 
results of our business, identify our challenges, propose responsible 
solutions and communicate with our partners and stakeholders, including 
the States and commuter authorities essential to the Amtrak system.
    Equally, the company must demonstrate an ability to use taxpayer 
funds wisely and efficiently. As Amtrak enters an era of capital 
renewals and expansion, supported by the investments that will be made 
by the IIJA, Amtrak must shift from an organization preliminary focused 
on preservation and maintenance of existing assets to one focused on 
delivering major projects and expanding assets to accommodate growth. 
This will require a renewed focus on project execution and procurement 
processes and greater sophistication in Amtrak's planning and project 
management capacity. If re-confirmed, I will work with my fellow Board 
members to drive improvements in all of these areas.
                   b. potential conflicts of interest
    1. Describe all financial arrangements, deferred compensation 
agreements, and other continuing dealings with business associates, 
clients, or customers. Please include information related to retirement 
accounts, such as a 401(k) or pension plan.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    2. Do you have any commitments or agreements, formal or informal, 
to maintain employment, affiliation, or practice with any business, 
association, or other organization during your appointment? If so, 
please explain.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Office of the Government Ethics and the Amtrak Chief Ethics Officer and 
General Counsel to identify potential conflicts of interest. Any 
potential conflicts of interest will be resolved in accordance with the 
Amtrak Board of Directors' Code of Business Conduct and Ethics and the 
terms of the Authority's Ethics Opinion Letter which has been provided 
to this Committee. I am not aware of any other potential conflicts of 
interest.
    3. Indicate any investments, obligations, liabilities, or other 
relationships which could involve potential conflicts of interest in 
the position to which you have been nominated. Explain how you will 
resolve each potential conflict of interest.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Office of the Government Ethics and the Amtrak Chief Ethics Officer and 
General Counsel to identify potential conflicts of interest. Any 
potential conflicts of interest will be resolved in accordance with the 
Amtrak Board of Directors' Code of Business Conduct and Ethics and the 
terms of the Authority's Ethics Opinion Letter which has been provided 
to this Committee. I am not aware of any other potential conflicts of 
interest.
    4. Describe any business relationship, dealing, or financial 
transaction which you have had during the last ten years, whether for 
yourself, on behalf of a client, or acting as an agent, that could in 
any way constitute or result in a possible conflict of interest in the 
position to which you have been nominated. Explain how you will resolve 
each potential conflict of interest.
    In connection with the nomination process, I consulted with the 
Office of Government Ethics and the AMTRAK Board of Directors' 
designated agency ethics official to identify any potential conflicts 
of interest. Any potential conflicts of interest will be resolved in 
accordance with the terms of an ethics agreement that I entered into 
with the Board's designated agency ethics official and that was 
provided to this Committee. I am not aware of any other potential 
conflicts of interest.
    5. Identify any other potential conflicts of interest, and explain 
how you will resolve each potential conflict of interest.
    In connection with the nomination process, I consulted with the 
Office of Government Ethics and the Amtrak Board of Directors' 
designated agency ethics official to identify any potential conflicts 
of interest. Any potential conflicts of interest will be resolved in 
accordance with the terms of an ethics agreement that I entered into 
with the Board's designated agency ethics official and that was 
provided to this Committee. I am not aware of any other potential 
conflicts of interest.
    6. Describe any activity during the past ten years, including the 
names of clients represented, in which you have been engaged for the 
purpose of directly or indirectly influencing the passage, defeat, or 
modification of any legislation or affecting the administration and 
execution of law or public policy.
    In connection with my role as Chair, my activities have included 
offering support for the Amtrak appropriations and Legislative and 
Grants requests; support for modifications to the RRIF program for 
major infrastructure projects; support for developing a dedicated, 
multi-year source of funding for intercity passenger rail; coordination 
with the DOT on issues pertaining to various DOT-administered programs, 
grants and other funding applicable to Amtrak; coordination with DOT on 
major Amtrak procurements; support for various measures impacting 
intercity passenger rail including reauthorization of PRIIA; Surface 
Transportation bill; Grow America; support adoption of comprehensive 
port security legislation (pending); and support increased Federal 
funding of harbor deepening program. I have also argued in opposition 
to airport slot auctions and supported increased Federal funding of a 
Next Generation air traffic control system; increased Federal funding 
for rail security; and support a national infrastructure bank.
                            c. legal matters
    1. Have you ever been disciplined or cited for a breach of ethics, 
professional misconduct, or retaliation by, or been the subject of a 
complaint to, any court, administrative agency, the Office of Special 
Counsel, an Inspector General, professional association, disciplinary 
committee, or other professional group? If yes:

  a.  Provide the name of court, agency, association, committee, or 
        group;

  b.  Provide the date the citation, disciplinary action, complaint, or 
        personnel action was issued or initiated;

  c.  Describe the citation, disciplinary action, complaint, or 
        personnel action;

  d.  Provide the results of the citation, disciplinary action, 
        complaint, or personnel action.
    No.
    2. Have you ever been investigated, arrested, charged, or held by 
any Federal, State, or other law enforcement authority of any Federal, 
State, county, or municipal entity, other than for a minor traffic 
offense? If so, please explain.
    No.
    3. Have you or any business or nonprofit of which you are or were 
an officer ever been involved as a party in an administrative agency 
proceeding, criminal proceeding, or civil litigation? If so, please 
explain.
    Since 1990, I have been a partner of Windels Marx Lane & 
Mittendorf, LLP a law firm of approximately 140 attorneys. While not an 
officer of the Firm, I am a member of its Executive Committee. WMLM is 
periodically a party to civil litigation in the ordinary course of its 
business.
    Defendant in a civil lawsuit filed against the Port Authority of 
New York and New Jersey on November 12, 2010. The lawsuit was a 442 
employment suit heard by the U.S. District Court Southern District of 
New York and the cause is listed as the Civil Rights Act 42USC 1983. 
The case is closed. [Case No: 1: 10cv8580]
    Defendant in a civil lawsuit filed against the Port Authority of 
New York and New Jersey on March 2, 2010. The lawsuit was a 442 
employment suit heard by the U.S. District Court District of New Jersey 
and the cause is listed as job discrimination 42 USC 2000e. The 
disposition of the case is not listed. [Case No: 2:10cv1055]
    Defendant in official capacity as Chairman of the Board of 
Directors at the Port Authority of New York and New Jersey in a civil 
lawsuit filed against the state of New York on July 6, 2006. The 
lawsuit was a 440 civil rights suit heard by the Eastern District Court 
of New York and the cause is listed as the Civil Rights Act 42USC 1983. 
The case is closed. [Case No: 1:06cv3392]
    Defendant in New York County in a professional malpractice lawsuit 
brought by Consulting For Architects Inc., filed on March 2, 1995. 
Defendants in the lawsuit include me, Stephen C Green, and law firm 
Windels Marx Davies & Ives. The case is closed. [Index No: 10517895]
    Occasionally, oversight from Federal agencies, such as the Federal 
Railroad Administration, the National Transportation Safety Board, and 
the Department of Transportation Office of Inspector General results in 
the performance of an investigation of Amtrak's operations.
    Regarding Civil Litigation and other proceedings, Amtrak is the 
defendant or respondent in various personal injury, employment, 
contract, intellectual property, environmental claims/cases, arising in 
the ordinary course of the Corporation's business and operations. 
Additionally, Amtrak occasionally asserts rights as the plaintiff or 
other proponent in various contract, insurance and environmental 
recovery and other Amtrak rights-affirming claims and cases, as well as 
matters before the Surface Transportation Board and Federal courts to 
advance Amtrak's rights and interests under statute and contract, with 
respect to the Corporation's Congressionally-mandated mission.
    4. Have you ever been convicted (including pleas of guilty or nolo 
contendere) of any criminal violation other than a minor traffic 
offense? If so, please explain.
    No.
    5. Have you ever been accused, formally or informally, of sexual 
harassment or discrimination on the basis of sex, race, religion, or 
any other basis? If so, please explain.
    No.
    6. Please advise the Committee of any additional information, 
favorable or unfavorable, which you feel should be disclosed in 
connection with your nomination.
    None.
                     d. relationship with committee
    1. Will you ensure that your department/agency complies with 
deadlines for information set by congressional committees, and that 
your department/agency endeavors to timely comply with requests for 
information from individual Members of Congress, including requests 
from members in the minority? Yes.
    2. Will you ensure that your department/agency does whatever it can 
to protect congressional witnesses and whistleblowers from reprisal for 
their testimony and disclosures? Yes.
    3. Will you cooperate in providing the Committee with requested 
witnesses, including technical experts and career employees, with 
firsthand knowledge of matters of interest to the Committee? Yes.
    4. Are you willing to appear and testify before any duly 
constituted committee of the Congress on such occasions as you may be 
reasonably requested to do so? Yes.
                                 ______
                                 
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                              Attachment B
                   Amtrak 50th Anniversary Media Call
                             April 21, 2021
    Good afternoon, I am Tony Coscia, Amtrak Board Chairman.

    It's great to be here celebrating Amtrak's 50th Anniversary. I join 
you from Moynihan Train Hall, Amtrak's new home in New York City. We 
opened this great building earlier this year as a fitting start to a 
new era for Amtrak and the Nation.
    It has been a great honor to serve as Amtrak's Board Chairman. I am 
proud of the many accomplishments that have been achieved, from 
improving financial performance, record investments in rolling stock, 
technology and stations and broad enhancements in customer service and 
most importantly, safety.
    But most of all I am proud of Amtrak's employees--from our 
management team to the world-class railroaders throughout our network. 
Your dedication to delivering quality transportation to communities 
across the county is the reason why we are now presented with enormous 
opportunity.
    Amtrak is really a lot more than a railroad. It's not about trains, 
it's about people. Our 30 million passengers and 18 thousands employees 
are the core of what defines Amtrak. Our mission is about more than 
just running trains from one place to another. If we do our job well we 
help create economic opportunity and improve the quality of life for 
those who use mobility as way of building their future.
    We have a vision for the future that includes expanded service for 
dozens of cities and towns across America. A national rail network that 
connects people to jobs, families and experiences. A network that 
offers safe, reliable and sustainable mobility at affordable prices.
    We have earned the right to envision an exciting and 
transformational future. Projects like Gateway will allow Amtrak to 
play a key role in proving our Nation's ability to undertake 
generational projects and we expect our next chapter to include setting 
the stage for true high-speed rail in the United States.
    We have seen a lot in the last 50 years and Amtrak arrives at this 
point strong and committed to delivering on its promise to our 
passengers, employees and the Nation.
    Thank you.
    Now join me as we hear from or partners on their thoughts on 
Amtrak's bright future.
                                 ______
                                 
                      Amtrak Media Conference Call
                       Monday, November 23, 2020
   Intro
     Hello, everyone and thank you for joining us on 
            today's conference call. I hope everyone is staying safe 
            and healthy during this time.

   Recap of FY20

     When we spoke around this time last year, we were 
            coming off a record-breaking year in FY19 for revenue and 
            ridership, and for the first five months of this Fiscal 
            Year, we were on track to beat those records.

     Leading up to March, we were having our best Month-
            over-Month ridership ever, and we were getting 
            unprecedented feedback from our customers that they were 
            happy with our changes and were looking forward to seeing 
            what else we can accomplish in continuing to improve their 
            overall experience.

     Then the pandemic came, and ridership and revenue took 
            a dramatic turn, which impacted our preliminary results for 
            Fiscal Year 2020 (Oct. 2019--Sept. 2020):

     Ridership: Provided 16.8 million customer trips, a 
            year-over-year decrease of 15.2 passengers, owing to the 
            pandemic-related travel demand reductions

     Operating Earnings: ($801.1 million)

     Total Operating Revenue\1\: $2.3 billion, decreased 
            31.9 percent over FY 2019

   Start of This Year

     It was clear at the start of 2020 that our 
            enhancements were working--the results were in more than 
            our customers' direct feedback and in the ridership and 
            revenue numbers that we were on track to meet and the 
            records we were on track to beat again.

     Despite the pandemic, which brought a devastating drop 
            in ridership and revenue, Amtrak prioritized customer 
            safety, advanced infrastructure and fast-tracked technology 
            improvements this year.

   Current Status/Investment

     We are building off of that work and continuing to 
            make advancements so when customers return, they will find 
            an even better Amtrak.

     Business remains at about 25 percent of pre-COVID 
            levels, and based on the current forecast, ridership and 
            revenue is expected to improve to about 37 percent of pre-
            COVID levels by the end of Fiscal Year 2021.

     Amtrak has proven the past few years that the 
            investments it makes in infrastructure, equipment, 
            amenities and safety have helped the economy, as well as 
            the customer feedback and results I mentioned earlier.

     And just this past year alone, we completed Positive 
            Train Control (PTC) installation, continued advancement of 
            our Safety Management System and advanced $1.9 billion in 
            infrastructure work.

     As Congress considers programs for stimulating the 
            economy, Amtrak has identified $5.193 billion in additional 
            investments to continue this work as part of an economic 
            recovery proposal to help the Nation recover from the 
            impacts of the pandemic.

     This includes critical projects, such as replacing 
            bridges and tunnels on the Northeast Corridor, new fleet, 
            infrastructure improvements throughout our national 
            network, and major station improvements.

     If these investments are not made, the consequences 
            could be dire to Amtrak, the economy, the job market and 
            the country's infrastructure.

     However, if this additional $5.193 billion investment 
            is made, Amtrak anticipates that, based on various 
            transportation studies, more than 75,000 jobs could be 
            created, while building for the future needs of America's 
            traveling public.

     We will continue to work with our partners and local 
            and Federal officials, as part of our regular discussions 
            with Congress for this investment, as well as our other 
            Federal funding needs for Fiscal Year 2021.

   Transition call to Bill for his remarks

     And with that, I will turn the call over to Amtrak CEO 
            and President Bill Flynn.

    Speakers followed by Q&A.
                                 ______
                                 
                      Amtrak Media Conference Call
                             April 23, 2020
   Hello everyone and thank you for joining us on today's 
        conference call. I hope everyone is staying safe and healthy 
        during this time.

   Before I introduce Bill, I wanted to provide an update on 
        the company during these extraordinary times. We started the 
        year on track to reach breakeven on an adjusted operating 
        earnings basis as a company and were setting records for 
        ridership, revenue, and customer satisfaction. However, once 
        the Coronavirus became a serious threat, customer demand 
        quickly decreased to unprecedented levels, and we began to 
        modify our service.

   While Amtrak continues to operate by providing an essential 
        service during this challenging time, we have temporarily 
        suspended several routes and modified nearly all services due 
        to reduced demand.

   Ridership has dropped by roughly 95 percent, as people 
        respond to public health guidance and orders. At this rate, we 
        believe we will likely suffer the loss of over seven hundred 
        million dollars in adjusted operating earnings--and we might 
        lose more.

   To respond, we've taken aggressive measures to cut costs and 
        will need to do even more to respond to this revenue reduction 
        in the most responsible and prudent manner.

   As part of the CARES Act, we've received essential funding 
        in order to allow us to avoid layoffs and major service 
        suspensions and to project our capital reserves which are 
        necessary to support the infrastructure and fleet renewal that 
        will support the company when we emerge from this crisis.

   We are conserving our resources, putting them to use as 
        efficiently as possible and in ways that continue to drive 
        safety and advance our future, so that when activity returns, 
        we are ready to grow and prosper.

   As the safety of Amtrak's customers and employees continues 
        to be our top priority during this time, we also have to plan 
        and strategize for when this challenging time is over.

   That's why Bill is the right executive to lead us in the 
        present and into the future.

   With four decades of transportation and logistics 
        experience, Bill has been a successful leader across multiple 
        modes of transportation and has a consistent track record of 
        growing and improving complex transportation businesses.

   Whether we are in tough times like we are presently, or 
        experiencing brighter days, Amtrak will always prioritize 
        providing our customers with the safest experience possible. 
        That is why we are fortunate to have Bill lead the company as 
        Richard Anderson's successor.

   Bill has centered his career around safety, employees and 
        customers--which are the most essential elements for success in 
        the transportation industry.

    Speakers followed by Q&A.
                                 ______
                                 
        Amtrak & NJ TRANSIT ``Power in Partnership'' Media Event
                            October 15, 2019
   Good morning, everyone and thank you for coming to today's 
        event. I also want to share a special thank you to Governor 
        Murphy and President and CEO Corbett, as their leadership, 
        partnership and joint commitment to collaboration and the 
        traveling public is essential to why we are here today.

   When we announced in February of this year future 
        improvements to the infrastructure, customer experience, and 
        safety of our customers, we knew that customers wanted to know 
        more about these upgrades and see them first hand.

   Today, as we preview the ongoing station renewal program 
        throughout the state of New Jersey, we are keeping our promise 
        to showcase a joint commitment to collaboration and improving 
        the customer experience for the traveling public by providing 
        an improved customer experience throughout New Jersey.

   The start of these station projects reflects our joint 
        commitment to our customers and the investments we are making 
        to improve our stations, the infrastructure and the safety of 
        our customers.

   Throughout Fall 2019 and early 2020, we will be working 
        together to make a variety of improvements through four key NJ 
        stations: New Brunswick, Elizabeth, Trenton Transit Center, and 
        Princeton Junction.

   All of this work comes on the heels of Amtrak also 
        announcing earlier this year that it altered the schedules for 
        some of its Northeast Regional trains along the Northeast 
        Corridor, specific to New Brunswick and Princeton Junction to 
        better serve the populations along the East Coast with a more 
        efficient travel experience.

   Customers traveling in New Jersey to or from New Brunswick 
        and Princeton Junction will now have the opportunity to travel 
        via expanded Northeast Regional service, including additional 
        trains throughout the day. Up-to-date schedules are always 
        available on Amtrak.com.

   The addition of stops at New Brunswick and Princeton 
        Junction reflect Amtrak's commitment to improving the customer 
        experience and quality of travel on Amtrak train by focusing on 
        more than just station improvements--in this case, it's in 
        regard to efficiency.

   These slight changes are meant to better serve areas with 
        high ridership between major cities on the East Coast. Amtrak 
        is committed to the customer experience and to continuous 
        improvement and innovation throughout the entirety of its rail 
        network, on its trains and at its stations, which is why we are 
        in the process of vetting different options to continue to 
        increase service to these stations.

   We are also making great progress when it comes to the 
        Gateway Program.

   Amtrak continues to work closely with our partners at NJ 
        TRANSIT and other partner agencies and recently increased our 
        financial commitments for Hudson Tunnel and Portal North Bridge 
        Projects.

   Amtrak's commitment for Portal Bridge increased to $345 
        million

   The early construction work at Portal North Bridge is an 
        example of agencies' ability to work together across 
        jurisdictions. Work was completed earlier this year on time and 
        on budget.

   New Jersey's contribution of $600 million represents the 
        full local share of the project, which highlights the 
        commitment of Gov Murphy, Commissioner Scacetti and Kevin 
        Corbett.

   Amtrak & NJ TRANSIT are ready to begin full construction on 
        Portal North as soon as Federal funding is in place.

   For the Hudson Tunnel Project, Amtrak's commitment increased 
        $600 million to $1.282 billion.

   While NJ TRANSIT is leading the environmental review, Amtrak 
        is leading Preliminary Engineering in support.

   We have financial commitments from all local entities and 
        completed a draft EIS on an accelerated schedule in just 22 
        months, half the typical time for project of its size. That is 
        possible because of extraordinary cooperation, information 
        sharing, and collaboration among all project stakeholders, 
        especially NJ TRANSIT and FRA.

   This is the power of partnership. Working together, we can 
        and we will deliver on our promises to New Jersey travelers 
        with facility, infrastructure and safety improvements, leading 
        to the customer experience that everyone wants and deserves. 
        Our future continues to be bright as we continue our great work 
        together.

   With that, I'd now like to turn the microphone back to the 
        Governor. Thank you.
                                 ______
                                 
                    NAIOP NJ PUBLIC POLICY SYMPOSIUM
                             MARCH 15, 2019
I. Intro
   Thank McGuinness, Pallone, Sweeney, Coughlin and others.
II. Topics of Focus:
   I'm going to cover three topics: Gateway, Amtrak and 
        Amtrak's Station Development plans.

     But let me start with why mobility is so important, 
            and in particular, to real estate.

     Transportation provides a basis for both economic 
            empowerment and quality of life enrichment. Just look at 
            the impact on each of us every day as we move around the 
            region.

     People in real estate talk about location as the key 
            to value. Well location is mostly a function of the 
            distance between two places.
III. Gateway
   Gateway is the best place to start. This ??? because it has 
        all the elements of what we have not been able to do.

   It's big, it's complicated, it's expensive and requires a 
        number of different entities to come together. It crosses 
        politics, geography and a river.

   Let's start with a definition. Better yet, let's start with 
        what we have now.

   As you know, we currently rely on a tunnel built by the 
        Pennsylvania Railroad in 1910 that connects the Northeast 
        Corridor to New York City through a two track system that was 
        designed and developed when New York City and northern New 
        Jersey bared very little resemblance to what we have today.

   Many of you know the story:

     In 2012, Super Storm Sandy sent millions of gallons of 
            seawater into Amtrak's Northeast Corridor tunnel connecting 
            New Jersey to Penn Station and severing the only passenger 
            rail connection between the continental U.S. and midtown 
            Manhattan.

   After the saltwater was pumped out, Amtrak assessed the 
        damage and found that salts and chlorides are penetrating the 
        bench walls, concrete tunnel liner, and electrical and signal 
        systems, causing increasing, unpredictable delays.

   Regional Plan Association's new report, ``A Preventable 
        Crisis'' paints a sobering picture of what might happen as 
        natural forces continue to take their toll or another extreme 
        weather event forces Amtrak to take a tube out of service for 
        an extended period of time.

     Nearly half a million people in this region would have 
            longer, less reliable, and more crowded commutes, which 
            includes:

     About 38,000 NJT riders who would need to find new 
            ways to get to work

     170,000 PATH riders experiencing more crowded, delayed 
            trains

     245,000 people who drive their cars to work, who would 
            have longer commutes.

     Home owners would see their property values dip by a 
            collective $22 billion.

     This is because homes with better access to transit 
            are worth more. Today, 40 percent of homes in New Jersey 
            are within two miles of a train station.

     Counties that rely the most on rail transit--Essex, 
            Union, and Middlesex--would be the hardest hit.

     Commercial property owners would also experience a 
            hit.

     Business that rely on workers, clients, tourists, and 
            other customers who would be affected by the shutdown would 
            absorb some of the costs.

     This would be most acute in Manhattan, but would 
            surely affect other locations as well, particularly along 
            the Hudson waterfront's Gold Coast, and other locations 
            that capitalize on easy access to Manhattan.

   Even if Amtrak can keep the tunnel in service until a new 
        tunnel is built, a version of these events take place every 
        time Amtrak single-tracks the tunnel,

     due to a train signal or electrical failure,

     or any other number of issues that disrupt service,

     or regularly scheduled work on the weekends.

   But I don't want to dwell too much on the negative . . .

   The Gateway Program is an opportunity--not just to stave off 
        a commuting disaster, but to fuel growth for New Jersey by 
        maintaining and building upon the oh-so-important connection to 
        New York City.

   This is a connection in which the benefits flow in both 
        directions.

     New Jersey residents, businesses, home values, and the 
            commercial property market benefit from the high wages paid 
            in New York City, which comes back to this state in the 
            form of higher spending power of the residents of New 
            Jersey and income taxes that fund our schools and roads and 
            other services.

     Manhattan employers benefit from a deep labor market 
            of a highly skilled and educated workforce on this side of 
            the Hudson River, where housing prices are less, and people 
            can raise families and build a life.

   The goal of the Gateway Program is to preserve the existing 
        link and ultimately double capacity on the stretch of rail 
        between Newark, NJ and New York City, so these important 
        benefits can continue to flow.

   The Gateway Program will expand this connection, by doubling 
        rail service into Penn Station--from about 24 trains per hour 
        in the peak direction to 48 trains per hour.

   With two tunnels, added track capacity, and an expanded Penn 
        Station in Manhattan, commuters can look forward to modern, 
        dependable rail service befitting the importance of our region 
        to the national economy.

   A benefit cost analysis of the full Gateway Program 
        determined that every dollar invested in the project yields 
        nearly $4 in economic benefits.

   One would be hard pressed to find another project in America 
        that has as many potential single points of failure while 
        supporting such a significant percentage of economic output.

     But the Gateway Program is not just a capital project 
            whose time has come,

     . . . and come, and come, and is now past due.

     It's also a test of whether we can build things in 
            this region and whether we can effectively partner--across 
            public and private sectors--to surmount the obstacles that 
            have beset many other ambitious projects that are also 
            worth doing.
IV. The Gateway Development Corporation

     That's why the Gateway Program is not just an Amtrak 
            project.

     In 2017, the Gateway Development Corporation was 
            created to effectuate the Gateway Program and is now led by 
            three trustees appointed by the State of New York, the 
            State of New Jersey, and Amtrak.

     Legislation has been introduced this year in the New 
            Jersey and New York state legislatures that would turn the 
            GDC into the Gateway Development Commission--empowering the 
            would-be commission with the ability to accept Federal 
            grants and participate in Federal loan programs.

     Gateway is too large an endeavor for one state, or one 
            Amtrak, to take on by itself.

     And given its broad benefits, across both states and 
            the Nation at large, a federal-bistate partnership is 
            needed to fund, finance, and ultimately deliver, this 
            transformative capital investment for the region and the 
            Nation.

     If the states of New York and New Jersey and Amtrak 
            can effectively partner with the Federal government and the 
            private sector to deliver Gateway--starting with Hudson 
            Tunnel Project and Portal North Bridge--it bodes well for 
            our region's ability to again deliver large projects at the 
            scale needed to meet the challenges of our time.
IV. The Future of Amtrak

   In 2021, Amtrak will celebrate 50 years of providing rail 
        service.

   In the last 20 years, Amtrak has made tremendous strides:

     Ridership is up 65 percent nationwide.

     Revenue is up 145 percent.

     Debt has been reduced 70 percent from its peak in 2002 
            (when it was nearly $4 billion).

     And net operating loss has come down from its peak in 
            2001, when we lost almost $1 billion, to last year (FY 
            2018), when our operating losses were at their lowest point 
            ever--$168 million.

   During this period Amtrak has made record investments in its 
        system. Including, the nearly $3 billion recapitalization of 
        the Acela system and related Northeast Corridor infrastructure.

   In the coming years, Congress will reauthorize the FAST Act, 
        which sets the overall vision, funding-levels, policies, and 
        rules that structure our intercity rail system.

   As we look toward this reauthorization, we are thinking 
        about how to best serve a changing United States, one that 
        looks quite different from the United States of 1971, the year 
        Amtrak was founded.

   In fact, Amtrak's route map has changed very little since 
        that year, despite the country adding 118 million additional 
        people, and the growth of major transportation markets in 
        places like Atlanta, Houston, Dallas, Orlando, Tampa, Denver, 
        Salt Lake City, Las Vegas, Phoenix, Nashville, Austin, 
        Cincinnati, New Orleans, and Birmingham, places that Amtrak 
        serves only once a day--or less.

   We can do more in the future to provide better 
        transportation options.

   The United States is projected to add over one hundred 
        million additional people by the year 2050.

   Much of that growth is taking place in networks of 
        metropolitan areas--large regions linked by economies and 
        overlapping commuting patterns. These are also the places with 
        the greatest concentrations of millennials, immigrants, and 
        auto congestion--all factors driving demand for alternative 
        transportation options.

   These networks of metropolitan regions--or megaregions--also 
        concentrate major destinations in corridors of 400 miles or 
        less--the distance where Amtrak sees the greatest opportunity 
        for expanding service.

   Just like the successful New York-Washington corridor here 
        in the Northeast, we are seeing the greatest demand in our 
        network for short to medium-length trips.

     96 percent of Amtrak trips are less than 750 miles in 
            length.

     The vast majority are less than 250 miles in length.

   Building on the strong base of growth achieved over the last 
        decade, we are convinced that we must modernize our network and 
        evolve and expand our services in order to move more people in 
        communities across America.

   A focus on achieving ridership growth, faster and better 
        schedules, increased frequencies, modernized fleets, enhanced 
        infrastructure, and improved stations can lead to an intercity 
        passenger rail renaissance in 21st Century America.
V. Focus on Stations
   In addition to adapting its national network to meet a 21st 
        century America, Amtrak is also looking closely at its 
        nationwide portfolio of 8 million square feet of station and 
        maintenance facilities across the United States.

   Amtrak has ownership rights, such as land and air rights, at 
        half of our top 10 busiest stations.

   As the land around our stations becomes more valuable, due 
        in large part to the transportation connections that Amtrak 
        provides, the development of air rights over rail yards and 
        around stations becomes a revenue opportunity that will allow 
        Amtrak to reinvest in its infrastructure and expand and improve 
        its transportation services, while improving the neighborhoods 
        and cities we serve.

   This provides a great opportunity to partner with private 
        sector partners.

   In Philadelphia, for example, Amtrak has partnered with 
        Brandywine Realty, Drexel University, and state and regional 
        transportation partners to develop a master plan around the 
        station.

   The plan lays out an entirely new mixed-use neighborhood 
        along the western bank of the Schuylkill River, creating new 
        residential, office, retail, and open space opportunities 
        around the stations and over the rail yards.

   We are pursuing similar approaches in Baltimore, Washington, 
        DC, and Chicago.

   In New York City, the state of New York is leading the 
        effort to transform the Farley Post Office building into the 
        new Moynihan Train Hall. Amtrak will move the majority of its 
        operations from existing Penn Station to Moynihan Train Hall 
        when it opens in 2021.

   Amtrak's move to Moynihan will allow for a rethinking of the 
        existing Penn Station in New York, to improve the access, 
        passenger movement and amenities, and integration in the larger 
        Penn Station neighborhood as the west side of Manhattan 
        continues to transform, and in anticipation of the expansion of 
        Penn Station as part of the Gateway Program.
VI. In Conclusion
   I thank NAIOP for its support of the Gateway Program and 
        look forward to working with your leadership to push for 
        investment in this program at the Federal level.

   Amtrak looks forward to continuing to partner with the 
        commercial real estate industry to improve the urban design, 
        density, livability and accessibility of our station areas.

   This is important not just for the future of Amtrak, but the 
        future of mobility in America, as market and demographic trends 
        converge with climate realities to support a growing shift 
        toward more emergency efficient modes of travel.
                                 ______
                                 
        Amtrak & NJ TRANSIT ``Power in Partnership'' Media Event
                           February 13, 2019
   Good morning, everyone and thank you for coming to today's 
        event. I also want to share a special thank you to Governor 
        Murphy and Executive Director Corbett, as their leadership, 
        partnership and joint commitment to collaboration and the 
        traveling public is essential to why we are here today.

   We're excited to announce that Amtrak and NJ TRANSIT, 
        through our strong and cooperative relationship, have come to a 
        financial agreement that includes any outstanding payments and 
        also paves the path to further improving the infrastructure, 
        customer experience, and safety of our customers.

   It's important to note that we have jointly agreed to 
        reinvest all of the funds that came from this agreement--and 
        other agreements--into existing and future joint NEC 
        infrastructure projects that benefit both Amtrak and NJ 
        TRANSIT, as well as our customers.

   Amtrak, in collaboration with NJ TRANSIT and with support of 
        Gov. Murphy have several in station, long-term planning, 
        infrastructure and safety announcements and updates to share.

   As the owner and steward of Penn Station, Amtrak is 100 
        percent committed to the revitalization and future development 
        of Penn Station, including continuing our efforts to enhance 
        the passenger experience at New York Penn Station.

   Following the successful refresh of the station's restrooms 
        and the recent addition of Starbucks to the ticketed waiting 
        room, we will now begin work to refresh the Amtrak/NJT shared 
        use ticketed waiting room.

   The first construction work you will see is the removal of 
        the freestanding information kiosk in the rotunda. We will be 
        opening a new entrance on rotunda side of the ticketed waiting 
        room incorporating an integrated information and reception 
        desk. This new entrance will provide waiting room access to 
        customers coming from 7th Avenue and the NJ TRANSIT concourse.

   The ticketed waiting room will be fully renovated to include 
        new fixtures, finishes and furniture. Lighting will be updated, 
        and at-seat power will be added as feasible. New amenities 
        including a family seating area will be installed.

   We are demolishing the divider between the two areas of the 
        ticketed waiting room, newly providing NJ TRANSIT customers 
        access to the entire facility.

   Once we finish the construction on the ticketed waiting 
        room, we will be installing a nursing suite within the station 
        to accommodate nursing mothers.

   Amtrak will also be refreshing its premium lounge space, 
        ClubAcela. The ClubAcela refresh includes new finishes and 
        fixtures and renovated restrooms, as well as new lighting.

   The Amtrak/NJ TRANSIT partnership will align shared goals 
        for facility operations and maintenance to improve the 
        passenger experience. As we make the commitment and investments 
        towards these improvements in New York Penn Station, this will 
        ensure better maintenance of the station as a whole, while also 
        maintaining the quality of the new improvements.

   As an initial action, Amtrak and New Jersey Transit have 
        executed a Letter of Intent to collaborate on facility 
        maintenance services providing greater emphasis on custodial 
        care; improving station cleanliness and overall appearance.

   We are partnering with NJT to plan for joint facility 
        improvements to benefit all railroad customers. These include 
        reprogramming of the Main (8th Avenue) Concourse, after 
        Amtrak's relocation of major passenger-facing facilities to 
        Moynihan Train Hall in 2021, to provide expanded passenger 
        facilities and customer amenities, better platform access via 
        escalators/elevators/stairs, and improved street level 
        entrances.

   It's not just about what's inside New York Penn Station 
        because we can't get in or out of the station without reliable 
        infrastructure that needs to be constantly maintained.

   Portal North Bridge project is shining example of 
        partnership between Amtrak & NJT. The early construction work 
        on this project is example of agencies' ability to work 
        together across jurisdictions.

   Amtrak & NJT are ready to begin full construction on Portal 
        North as soon as Federal funding commitment is in place, thanks 
        to the generous NJ investment of $600 million, which represents 
        FULL LOCAL SHARE of project. Amtrak and NJT have jointly 
        developed procurement strategy so we're ready to go when 
        Federal funding is in place

   This is an important/meaningful example of local partners' 
        commitment and are thankful to Gov Murphy, Commissioner 
        Scacetti, Kevin Corbett's dedication in getting this bridge 
        built.

   The Hudson Tunnel is another example of a critical project 
        that will benefit both NJT and Amtrak. Along with our partners 
        in New York, the Gateway Development Corp. and Port Authority, 
        there is close collaboration among agencies as NJT is leading 
        the environmental review and Amtrak is leading the preliminary 
        engineering. There is financial commitment from all entities.

   Along with our partners in New York, the Gateway Development 
        Corp. and Port Authority, there is such close collaboration 
        among agencies to the point where we have accelerated our 
        schedule, which resulted in the draft EIS being completed in 22 
        months. That is near record time, and half the time typical for 
        a project of its size. That would not be possible without 
        extraordinary cooperation, information sharing, collaboration. 
        We are eagerly awaiting the FRA/USDOT review and look forward 
        to their results so we can begin construction.

   It's no secret that Penn Station is at capacity. A major 
        driver of the increased capacity is from the exponential growth 
        in commuter rail services over past several decades, and that 
        is only projected to continue--but only if infrastructure can 
        support it.

   There is a huge economic development opportunity for New 
        Jersey, New York, as it is critical of the economies of New 
        York City and New Jersey, as well as the NEC. However, to 
        realize capacity enhancements of the Gateway Program, we must 
        add tracks & platforms here at Penn Station. Amtrak and NJT are 
        coordinating planning for expansion of Penn Station, and an 
        ideal scenario for us would have Penn expansion come online 
        when Hudson Tunnel Project is complete, so region can 
        immediately take advantage of additional capacity

   Amtrak continues to advance its infrastructure renewal work 
        at and around New York Penn Station. Work continues into 2019 
        as we focus on getting the station infrastructure to a state of 
        good repair and continue the positive impact to commuters.

   To date, Amtrak has completed the renewal of A interlocking, 
        rehabilitated tracks 15, 18, 19 and renewed a dozen 
        interlockings located within Penn Station track network. This 
        work was all done on time, within budget and without any major 
        incidence, and to the benefit of all users of the station.

   In New Jersey, Amtrak is working to provide NJT with an 
        easement of almost 14 acres of land adjacent to our NEC to 
        support NJT's extension of the existing yard, to provide 
        additional storage for its commuter rail cars, and construct a 
        new S&I building within the yard.

   Amtrak is also working with NJT to finalize design and 
        construction for a new building, platforms, elevators and 
        stairs at NJT's Elizabeth Station. The station should be 
        completed in September, 2020.

   In terms of safety, Amtrak and NJT collaborated on several 
        projects related on PTC, including transponder installation, 
        running fiber connections, and boundary locations testing and 
        onboard hardware and software installation support and testing 
        to help transition from NJT territory to Amtrak territory and 
        ensure hardware and software compatibility. We also helped test 
        onboard equipment against Amtrak's wayside to ensure the safety 
        compliance is met.

   This is the power of partnership. Working together, we can 
        and we will deliver New York Penn Station facility, 
        infrastructure and safety projects needed to improve the travel 
        experience for all who travel in and out of Penn Station. It's 
        a new day for Amtrak and NJTRANSIT. And for our customers the 
        future is bright.

   I'd now like to introduce Kevin Corbett, Executive Director 
        of NJ TRANSIT, who can touch on more details.
                                 ______
                                 
                              RPA ASSEMBLY
                      JOHN ZUCCOTTI AWARD REMARKS
                             APRIL 27, 2018
   Thank you Howard [Milstein], Scott [Rechler] & Tom [Wright]

   RPA has been this region's conscience for so long and on so 
        many critical issues--planning, transportation, affordable 
        housing, climate--all of the things that define what we stand 
        for and what we hope to be

   Over my time in public service--at the New Jersey Economic 
        Development Authority, the Port Authority, and now at Amtrak--
        I've counted time and time again on RPA's thought leadership 
        and advocacy

   [I also want to recognize Lee Sander and Bob Yaro, who led 
        RPA for many years and were so generous in helping me on 
        countless issues]

   Congratulations to RPA on the rollout of the Fourth Regional 
        Plan, which, like its three earlier Plans, will provide a 
        roadmap for our region's continued growth in the decades to 
        come

   The Plan is ambitious, even audacious. . .from proposing a 
        reinvention of our transportation agencies, to implementing a 
        congestion pricing zone to expanding our region's airports. . 
        .and these are some of the less controversial ideas

   But solving our region's infrastructure crisis, and setting 
        the stage for our growth in the years ahead, will require no 
        less

   At its core the Plan is premised on the idea that, in order 
        to solve big problems, we need to muster the courage, optimism, 
        and creativity to overcome them

   If John Zuccotti were with us, he would have loved this Plan
                               * * * * *
   I'm deeply honored and grateful to receive the Zuccotti 
        Award

   John has been an inspiration over my professional life

   He was, of course, a giant in economic development, 
        infrastructure and real estate circles, but--for me--he was 
        more: a mentor, a colleague and a friend

   From his time in City Hall under Mayors Lindsay and Beame to 
        his long tenure at Brookfield to his involvement in charities 
        and philanthropic causes, John was a colossal force for good 
        for New York City

   Preparing my remarks for today led me to reflect upon John's 
        legacy so I re-read many of the tributes written when he left 
        us three years ago

   As one would expect, these tributes covered John's amazing 
        contributions to New York City--for which Mayors, and other 
        civic and business leaders heaped well-deserved and generous 
        praise upon him

   But for those who had the good fortune of knowing John, the 
        thing we remember most--even more than his professional 
        achievements--is his humanity and friendship

   Navigating the complex and sometimes confusing business and 
        political landscape didn't always come naturally to a kid from 
        New Jersey. John was always there to translate for me. New York 
        politics sometimes requires an interpreter. You can imagine my 
        surprise when John explained that the ``yes'' I thought I got 
        from the governor or mayor was actually a ``hell no!''

   Susan Zuccotti is here today--thank, you, Susan, for being 
        here and helping us celebrate John's achievements

   It was so fitting when the RPA decided to name this award 
        for John a few years ago

   I am humbled and honored to be a recipient.
                               * * * * *
   John taught me a lot over the years

   I wanted to focus today on two things in particular that I 
        think are critical for our region's continued success

   First, solving big problems requires equal doses of optimism 
        and perseverance--both of which John had in spades

   When Mayor Beame asked John to be his First Deputy Mayor 
        back in 1975, the City's economy was in a death spiral

   The unemployment rate was 11 percent

   In Lower Manhattan, there was 30 million square feet of 
        vacant office space

   The only way the City could pay its debts was issuing more 
        bonds, which Wall Street had grown tired of buying

   Only a few months before John became First Deputy, the City 
        was within hours of bankruptcy

   It must have been hard not to despair in these circumstances

   But John was hopeful and resolute, and he's rightly credited 
        with playing a major role in the City's recovery

   A quarter century later, John was again an architect of the 
        City's recovery in those awful weeks and months and years after 
        9/11

   In those dark days people were again raising questions about 
        New York City's future

   But John was one of the most vigorous cheerleaders for Lower 
        Manhattan's revival and he played an enormous role in the 
        City's recovery

   When I became the Port Authority Chairman in 2003 there was 
        no shortage of acrimony over the World Trade Center 
        redevelopment--including what should be built and who should 
        build it

   One of my first calls was to John, who told me to remember 
        that this was not just another real estate deal. Any attempt to 
        separate the tragic events that occurred at that site from the 
        thinking on how to rebuild it was both insensitive and short 
        sighted. Every step we took to give the City back something 
        that was violently taken from it needed to carefully balance 
        the people impacted.

   In my eight years at the Port Authority I sought John's 
        advice many times, on matters large and small

   Lower Manhattan's rebirth is a testament to John's optimism 
        and tenacity--when many others were losing hope

   The second thing John taught me was the importance of the 
        public sector and private industry working together for the 
        City's success

   In his government roles, and through his numerous charitable 
        and civic causes, John always raised his hand when the City 
        needed help

   In his tenure at Brookfield, he worked on projects that left 
        an indelible mark on New York City, including the development 
        of Battery Park City and its redevelopment after 9/11

   And throughout his career, everyone--city leaders and CEOs 
        alike--trusted in John's counsel

   He embodied the idea that the public and private sectors 
        should work in partnership to advance New York City's future

   Not only that they should work together, but that a 
        collaboration between public and private is indispensable for 
        our region's success

   Here, I would be remiss if I didn't mention Howard 
        Milstein's work in implementing John's legacy

   Through initiatives like the RPA/Milstein Forum, Howard's 
        great contribution to our civic dialogue is the idea that it's 
        the engagement of the private sector that will drive the 
        overall success of efforts to renew our local and national 
        infrastructure.

   I'm proud to stand on John's and Howard's shoulders in 
        embracing this idea as well

   As a lawyer at Windels Marx for the last 35 years, I've had 
        the privilege of working with clients in private sector--some 
        who are here today--who are driving innovation and investment 
        and making our region and nation better
                               * * * * *
   We would do well to summon John's example in meeting our 
        infrastructure challenges today

   Across the transportation spectrum in particular--commuter 
        rail, subways, airports, bus terminals, roads and bridges--the 
        pace of our region's economic growth has outstripped the 
        ability of our existing systems to handle it

   Unfortunately, for all those who heard John's message, there 
        were many who did not.

   We argue among ourselves about who should pay for things or 
        who is to blame, as if all the problems out there just appeared 
        in the last election cycle. We know that's not true! These 
        problems have been around for a long time. The existing rail 
        tunnel under the Hudson River was built in 1910--it has been 
        pretty clear for a long time that we need a new one!

   Maybe it's simple human nature, but, in the short term, 
        people tend to be rewarded for avoiding difficult issues and 
        punished for trying to address them. The reality is that it's a 
        lot easier to walk away from something than it is to fix it. 
        Asking someone else to fix your problem is always easier than 
        accepting responsibility for it. It is a lot easier to manage 
        expectations than take measured risks and exceed them.

   Even the strongest leaders don't always have the strength to 
        do the right thing and can be convinced to put self-
        preservation above conviction. In a world of instant feedback 
        and radical transparency, we often put off hard decisions that 
        will be unpopular with an unforgiving customer, electorate, or 
        shareholder

   Penn Station was built to serve about 200,000 passengers a 
        day and today serves triple that number every day

   At Amtrak, one of our biggest priorities is the Gateway 
        Program, which we're working on with the Port Authority and the 
        States of New York and New Jersey

   In the near term, the Gateway Program will replace and 
        rebuild tunnels and bridges built more than one hundred years 
        ago

   Longer term, we're expanding the two-track bottleneck into a 
        modern, four-track railroad

   Gateway is the single most important infrastructure project 
        in the United States today

   The 10-mile stretch of the Northeast Corridor Newark and New 
        York City carries 200,000 Amtrak and New Jersey Transit 
        passengers and 450 trains every day

   It's the busiest section of the most heavily used, complex 
        railroad in North America

   The Northeast Corridor is home to 17 percent of the Nation's 
        population and contributes 20 percent of its GDP

   At some point in the coming years, the ongoing damage caused 
        by Sandy will mean that the tunnel will become so unreliable 
        that we'll have to close it for extensive rehabilitation. If 
        that happens before a new route is established between New York 
        and New Jersey, the region's rail traffic will drop by 75 
        percent from 24 trains per hour to 6--a nightmare scenario that 
        would cripple the transportation network and devastate the 
        economy at large. In the 21st century we cannot allow the 20 
        percent of America's GDP that this region creates to rely on 
        infrastructure so fragile.

   We have no time to lose in solving this problem, but I truly 
        believe we can do it.

   [After the ARC project was terminated Amtrak spent 
        considerable time and resources advancing Gateway--we did the 
        hard, often unglamorous work of developing and planning 
        alternate alignments to bring a new tunnel directly into Penn 
        Station, rectifying a huge flaw in the ARC plan. Then, we 
        looked at the tracks and bridges that connect Newark to the 
        tunnel and the station tracks at Penn that receive these 
        trains, developing the basic elements that make up today's 9-
        project Program to preserve and expand rail capacity into 
        Manhattan.]

   When fully realized, Gateway will be a truly transformative 
        project that will impact millions of commuters and businesses 
        for generations. One-seat rides from communities west of the 
        Hudson will have a dramatic impact on commuting and the area 
        around an enhanced and expanded Penn Station will turn into the 
        economic and cultural epicenter of Manhattan.

   But that's not really what Gateway is about. To me Gateway 
        is about creating a turning point. It's about proving to the 
        world and more importantly ourselves that we are capable of 
        doing big things. It's about not accepting some defeatist 
        notion that some things are too hard or too expensive and just 
        can't be done. As if the greatness that has defined us is 
        slowly but surely falling thru an hour glass and when it's done 
        we will accept some other region or country as the example of 
        what's possible.

   Gateway is as much about building the capability to take on 
        big challenges as it is about trans-Hudson capacity. Every 
        aspect of the project that represents a daunting challenge is, 
        in fact, a skill set we need to master. Complex engineering, 
        cooperation across political and jurisdictional lines, 
        financial creativity and redefining the relationship between 
        the public and private sectors. We are going to need to get all 
        these things right to build out the Gateway program--and if we 
        do, it will be the beginning and not the end of our work. Its 
        success will spur taking on challenges throughout our region 
        and the country-and future generations will benefit from our 
        work the way we have befitted from those who preceded us.

   If the current Hudson River rail tunnel fails, almost one 
        out of every four passengers on the Northeast Corridor will be 
        impacted

   The regional economy would be devastated

   Without Gateway, one of the major engines of the American 
        economy would be choked off, restricting growth and placing 
        this region's future at risk

   So to call Gateway an important project would be an 
        understatement

   [I'm pleased to report that work on Gateway is already 
        underway

   We've already built 1,000 feet of concrete casing under 
        Hudson Yards

   We're in the middle of an accelerated environmental review 
        process for the new tunnel

   We've started early work on replacing the Portal Bridge in 
        New Jersey

   And we've created the Gateway Program Development 
        Corporation to bring together funding streams, expertise, and 
        the purpose needed to deliver a project of this magnitude]

   The Gateway Program has faced headwinds in the past, and I'm 
        sure we'll confront more in the years ahead

   But I'm confident in the program's success

   You might ask why I'm so optimistic in the face of our 
        region's enormous funding and construction challenges

   First, we've surmounted previous challenges, including in 
        the 1970s and after 9/11 when John helped steer the City 
        towards recovery

   Our challenges today are big but those challenges were 
        existential

   Second, our region's elected officials--Governors Cuomo and 
        Murphy, the entire Congressional delegation, and Mayor de 
        Blasio--have demonstrated that they are absolutely committed to 
        Gateway and rebuilding our region's infrastructure

   Third, the public understands how much is at stake

   Every day they feel the results of decades of deferred 
        maintenance--of having to rely on tunnels and other 
        infrastructure built by our parents and in some cases in our 
        grandparents' generation

   The people know the time is now to build for the future

   Finally, I'm heartened by the efforts of those in the public 
        and private sectors working together to advance the public 
        interest

   Our infrastructure needs are so vast, and the public 
        resources so limited, that we can't expect that government 
        alone can build it all

   Here again, the Fourth Plan is a roadmap for our future, 
        making the case that we must take advantage of every available 
        resource--from the public and private sectors--to help meet our 
        challenges

   Rebuilding our region will require us to create new 
        institutions and models that leverage the private sector

   Not all of these new institutions and models will make it 
        past the cutting room floor, but RPA has initiated a dialogue--
        long overdue--about the ambitious things we need to do for our 
        region's continued growth
                               * * * * *
   One of the things about big projects--from the existing 
        Hudson River rail tunnels built more than one hundred years ago 
        to the newly rebuilt World Trade Center--is that the outcome 
        seems foreordained

   But, as we all know, this couldn't be further from the truth

   These mega-projects require the effort of many individuals, 
        and many of them take decades, if not generations, to be 
        completed

   John Zuccotti understood this better than anyone

   I've spent my life chasing his example, and it's been my 
        great fortune and pleasure to work with the RPA and many of you 
        here who are committed to our region's success

   Thank you again for this honor
                                 ______
                                 
                                  ABNY
                      TUESDAY, SEPTEMBER 12, 2017
                               Amtrak 2.0
    Station is called ``Penn Station.'' The Pennsylvania Railroad's 
successor, Penn Central, entered a rather spectacular bankruptcy in 
1970 and ceased to exist in 1976. But almost 50 years later the station 
still bears the Pennsylvania Railroad name. This is despite the fact 
that slapping names on major public facilities or landmarks has become 
standard operating procedure.
    The answer, I think is found, in a matter I was involved in soon 
after I became the Port Authority Chairman in 2003. The Authority's 
senior management had retained a consultant to advise on how to improve 
the Port Authority's public image. The firm spent weeks on the subject 
and when we met to hear their thoughts, their first recommendation was 
to take the Port Authority's name OFF the Bus Terminal! The point 
being--why would anyone want to admit that they own that facility?
    Obviously, the public relations professionals at Amtrak are wiser 
than their counterparts at other agencies. This, in a nutshell, is why 
Penn Station remains ``Penn Station'' and isn't called ``Amtrak 
Station.''
    Although . . . thanks to both Governors, I don't think anyone in 
the New York/New Jersey metro area doesn't know Amtrak owns Penn 
Station.
    All kidding aside, my little story gets to the heart of one of the 
major problems we face in financing and building major infrastructure 
projects. Maybe it's simple human nature, but, in the short term, 
people tend to be rewarded for avoiding difficult issues and punished 
for trying to address them. The reality is that it's a lot easier to 
take your name off a building than it is to fix it. Asking someone else 
to fix your problem is always easier than accepting responsibility for 
it. It is a lot easier to manage expectations than take measured risks 
and exceed them.
    Even the strongest leaders don't always have the strength to do the 
right thing and can be convinced to put self-preservation above 
conviction. In a world of instant feedback and radical transparency, we 
often put off hard decisions that will be unpopular with an unforgiving 
customer, electorate, or shareholder.
    At Amtrak we're taking a different approach.
    Take, for example, our renewal program at Penn Station. The 
challenges we're encountering at Penn today, and that Amtrak is trying 
to fix, are the culmination of years of underinvestment and kicking the 
can down the road on major decisions. Contrary to popular belief and 
what you may read in the tabloids, Penn Station isn't the experience it 
is today because some Amtrak employees didn't replace the correct 
railroad tie! Anyone who doubts this needs to set your alarm for 1AM 
and meet me at Penn. I will take you onto the track level of the 
station to see for yourself a highly complex, very old system comprised 
of thousands of parts, many beyond their useful life, and all being 
used to support capacity levels way beyond their original design. By 
the way, the reason we need to do this field trip at 1AM is that it's 
the only time you can be down there without having to dodge trains 
every 2 minutes or inconvenience thousands of people.
    Earlier this summer, Amtrak made the tough, unpopular decision to 
consolidate years' worth of maintenance work into an aggressive 10-week 
schedule that would require removing some tracks from service.
    It's hard to overstate just how complex and intricate the 
Infrastructure Renewal Program was but seeing it up close gives you a 
good sense. 360 skilled Amtrak employees representing every railroad 
engineering discipline: Track, Communications & Signals, Electric 
Traction, Bridges & Buildings. Nearly 13-hundred work hours spent 
laying 6 football fields worth of track. 897 railroad ties. 1,000 tons 
of ballast. 176 yards of concrete.
    As you may know, the job involved removing and replacing Track 10 
in the station and completely re-building A-interlocking--a critical 
sorting mechanism that routes trains between Penn Station, the Hudson 
River tunnel and the Long Island Rail Road's West Side Yard.
    All of this in an extremely confined space with active trains full 
of passengers passing just a few yards away. Under tremendous public 
pressure and with a razor thin margin of error, our crews got it done--
safely delivering the program, on time and on budget. You can't ask for 
much more than that. After all, this was essentially the infrastructure 
equivalent of performing open heart surgery on a patient who's still 
awake. The amount of precision and skill involved in both the planning 
and execution was remarkable.
    [We owe these dedicated employees our tremendous gratitude and I 
stand before you today extremely proud to represent them and all the 
men and women at Amtrak--each of whom, in their own ways, contributed 
to the project this summer. The train dispatchers, station managers, 
police officers, reservation agents, volunteer ambassadors, 
communications team--you name the department--this was a company-wide, 
all hands-on-deck response.]
    No one wants to inconvenience travelers, but the circumstances left 
us no choice. Actually that's not true--we did have a choice. Rather 
than take the difficult steps of fixing this part of Penn, we could 
have simply addressed the immediate issues and saved the real fixes for 
later, hoping the normal, incremental approach would get us by. That is 
essentially what's been happening for decades throughout the region and 
across our transportation system. We've put hardworking, dedicated 
professionals in a box: don't impact schedules or service, here's half 
the money you need, here's half the time you need--now do your best and 
keep it all running!
    That's because that box feels safe. But, that's an illusion. 
Eventually, these constraints create situations that break the box 
right in two and what we all realize then is that there are no painless 
options! We either decide that we will do more than slap a band aid on 
the problem or accept an unreliable system where things like 
derailments and delays become even more commonplace.
    At Amtrak we have made our choice--we are fixing it. It really 
doesn't matter whether someone should have done this 10 years ago--they 
didn't and we are stuck with the result. But I don't want someone 10 
years from now to blame us for not doing what needs to be done.
    Make no mistake--the work we've done is hardly the cure to all that 
ails Penn Station. In fact, this summer was in many ways the beginning 
of a new day for Penn Station and Amtrak. This was just one of 4 major 
interlockings and 1 of 21 station tracks. There is a lot more work yet 
to be done--a lot of catching up to do.
    In the months ahead, most of the work will be done in limited 
windows during the overnight hours and on weekends. But sometimes there 
will be particular projects that simply cannot be accomplished during 
those short windows alone and more outage time will be necessary. When 
that's the case, we are going to take the time needed and get the job 
done--not defer the work in the name of avoiding some level of 
disruption. When that is necessary, we'll work closely with our 
railroad partners to ensure the same level of planning and 
preparation--the same robust communication we engaged in this summer--
to minimize inconvenience to the traveling public.
    While planning for the future, we remain focused on fixing what we 
have at Penn Station today. In the months ahead we'll be expanding Club 
Acela, rebuilding our main restrooms, repairing elevators and HVAC 
systems, strengthening the Command Post for interagency emergency 
communications, and reconfiguring our passenger waiting areas. Along 
with our railroad partners and outside experts, we're also looking at 
ways to improve concourse operations, signage and wayfinding, and 
testing new technology to help passengers navigate what can be a very 
complex place. [These initiatives along with repositioning retail at 
Penn will have a significant near term benefit to passengers.]
    [Amtrak is going to do the work required to strengthen our 
railroad. This summer, we proved that with careful planning and the 
commitment of a dedicated workforce, even the most technically 
challenging and precise work can be done safely, minimizing disruption 
and serving the long-term needs of the region.]
    If the Penn renewal program represents reversal of the common 
practice of kicking the can down the road-the Gateway Program 
represents declaring an end to sticking your head in the sand!! The 
same narrow view that could have concluded last Spring's derailments 
were only about fixing a couple of railroad ties would have us 
underestimate the vulnerability of our 107-year-old tunnel that serves 
as the sole connection for commuter and intercity trains between New 
Jersey and points south and Manhattan. It was built when there were 
sheep grazing in Central Park. In fact the tunnel was 25 years old when 
the sheep moved to Brooklyn. It was in need of replacement long ago. 
Then Super Storm Sandy hit and you all know the rest of the story.
    At some point in the coming years, the ongoing damage caused by 
Sandy will mean that the tunnel will become so unreliable that we'll 
have to close it for extensive rehabilitation. If that happens before a 
new route is established between New York and New Jersey, the region's 
rail traffic will drop by 75 percent from 24 trains per hour to 6--a 
nightmare scenario that would cripple the transportation network and 
devastate the economy at large. In the 21st century we cannot allow the 
10 percent of America's GDP that this region creates to rely on 
infrastructure so fragile.
    We have no time to lose in solving this problem, but I truly 
believe we can do it.
    After the ARC project was terminated Amtrak spent considerable time 
and resources advancing Gateway--we did the hard, often unglamorous 
work of developing and planning alternate alignments to bring a new 
tunnel directly into Penn Station, rectifying a huge flaw in the ARC 
plan. Then, we looked at the tracks and bridges that connect Newark to 
the tunnel and the station tracks at Penn that receive these trains, 
developing the basic elements that make up today's 9-project Program to 
preserve and expand rail capacity into Manhattan.
    When fully realized, Gateway will be a truly transformative project 
that will impact millions of commuters and businesses for generations. 
One-seat rides from communities west of the Hudson will have a dramatic 
impact on commuting and the area around an enhanced and expanded Penn 
Station will turn into the economic and cultural epicenter of 
Manhattan. Gateway will turn Penn Station into a place that everyone 
will want to put their name on.
    People often ask--when will Gateway get started? The answer is--it 
already has. At Hudson Yards, we constructed the first two sections of 
a concrete casing, preserving the right of way for a future tunnel to 
connect with Penn Station. It was Amtrak that led the economic analysis 
that found every dollar invested in this 20-plus billion dollar program 
returns four dollars of economic benefit to the region. In the past 
five years, Amtrak and our Federal partners have directed more than 
$300 million to the Gateway Program.
    Now under the framework of the Gateway Program Development 
Corporation, all the stakeholders involved--including the States of New 
York and New Jersey Through the Port Authority and New Jersey Transit- 
are working with our Federal leaders--particularly Senators Schumer and 
Booker (and Congressman Frelinghuysen??) and Secretary Chao and her 
team, to take the next steps and make the tough decisions about how to 
fund it. Failing to do so risks wasting the substantial and important 
progress achieved to date and exposes us to ever-growing risk that the 
railroad we rely so heavily on today could simply cease to be 
available.
    The Portal Bridge project, which brings NJ Transit and Amtrak 
trains over the Hackensack River to the tunnel, is fully permitted and 
ready for construction. With the help of the U.S. Department of 
Transportation, environmental review of the Hudson Tunnel Project to 
build a new tunnel and rehab the old one, is speeding along on an 
accelerated time frame--on schedule for completion in March, roughly 
half the time required for similar projects.
    By next year, we'll be ready to start moving toward construction, 
so it's time for all parties involved to get serious about the 
financial commitments and other steps necessary to move this program 
forward. Every day of delay adds cost and risk to a situation that 
could well have dramatic consequences for the region and the Nation as 
a whole.
    The safe play is to avoid dealing with difficult issues rather than 
embrace them. Governor Cuomo has demonstrated real leadership with the 
Tappan Zee Bridge, LaGuardia Airport and Moynihan Station. I get the 
fact that he hasn't been Amtrak's biggest fan but he is trying not to 
kick the can down the road and no one will accuse him of sticking his 
head in the sand. Similarly, Mayor de Blasio has shown a willingness to 
take action on transit issues and strong leadership in trying to ease 
the imbalance in affordable housing alternatives for New Yorkers which 
would have a lasting impact for generations.
    Having the conviction to make hard, politically unpopular decisions 
is one way we're trying to do things differently at Amtrak. Another is 
by maintaining a laser focus on initiatives that set Amtrak apart as a 
leading transportation company, an integral component of the Nation's 
multi-modal transportation system, and an organization deserving of 
taxpayer funds.
    For most of its existence, Amtrak's been fighting the good fight--
trying to get Congress to cough up enough money for intercity rail. 
Compared to highways and air travel, intercity rail has for years been 
the stepchild of the U.S. transportation system, with no dedicated 
funding stream, enormous capital needs, and a fractured political 
constituency.
    After roughly 40 years of failing at this objective, when I became 
Amtrak Chairman in 2013 and with a new board fully constituted, we 
decided to spend less time asking for money and more time earning it. 
Amtrak has a long and proud tradition in the railroad industry with 
some of the top subject matter experts and a terrifically dedicated 
workforce. But every army needs a clear mission and strong leadership. 
We adopted a focus on safety, customer service and financial 
performance. If anyone was going to give us money it would be because 
we made the case we are good stewards of the business we already 
operate. Moreover, we needed to develop a robust planning and project 
management capability. I have been in the private sector for over 30 
years and worked with some very successful and talented investors. No 
one invests in your business because it is poorly run or designed 
(unless it's for the purpose of kicking you out of it).
    This is the path we have chosen for Amtrak. We have made enormous 
improvements in operating performance, reduced losses, cut expenses, 
paid off debt, invested in new locomotives, recapitalized the Acela 
system by purchasing all new train sets and invested heavily in 
technology. Our 2016 operating loss was the lowest in the company's 
history and we are on track to beat that number in FY'17.
    Equally important, we are providing leadership and investing in our 
people. Take, for instance, recent hires at the highest levels of the 
organization. Wick Moorman, our co-CEO, is an icon in the railroad 
industry. After just a year in the role, Wick has made enormous 
progress transforming the organization--attracting new talent and 
helping our existing employees achieve their full potential. For the 
first time in decades, a structure of solid planning and project 
management is emerging at Amtrak. Wick's immediate reaction to the 
derailments at Penn Station was to apply the most comprehensive 
solution possible--not just get past the next news cycle.
    In July, Richard Anderson joined the C-suite as co-CEO. As many of 
you know, Richard took Delta Airlines from bankruptcy to the 
unquestioned leader in the U.S. airline industry by deploying the very 
simple concept that it is all about the customer! Working alongside 
Wick now in an innovative--and we hope not temporary--co-CEO 
arrangement, Richard is another top-flight executive with the strategic 
vision and tactical experience we need at Amtrak to deliver for our 
passengers, partners and stakeholders.
    That each of these best-in-class executives have chosen to join 
Amtrak now--to lead this mission--says a lot.
    In the months and years ahead, their challenge will be to implement 
what I like to call Amtrak 2.0.
    When Amtrak was created in 1976 after the bankruptcy of commercial 
railroads, no one knew what to do with the passenger rail system. 
Americans saw automobiles and airplanes as the future, so it wasn't a 
major concern that we underinvested in passenger rail and didn't really 
have a plan for its future. In 2017 because of people moving back into 
cities, volatile gas prices, long lines at airports, the desire to 
never let go of your iPhone or laptop--trains are popular again! 
Therefore, the Company created in 1976 simply won't do in 2017.
    There is a lot we can say about the elements of Amtrak 2.0--but let 
me touch on those that are key:

    First and foremost, we need to be a well-run company that features 
an industry-leading safety record, strong on-time performance, clean 
and safe trains, and exceptional customer service. We have already made 
great strides on this front, including the introduction of refreshed 
coaches on our Regional trains that start hitting the rails this week. 
Still much more needs to be done.
    [The overwhelming success of the Northeast Corridor demonstrates 
the demand for passenger rail between cities, but there are other city 
combinations around the country that offer a similar opportunity to 
create a viable alternative to transportation by car or plane. In fact, 
current Amtrak service--operated with our State partners--already sees 
high demand in city pairs like Chicago to Detroit and Milwaukee, 
Philadelphia to Harrisburg, Oklahoma City to Fort Worth, Texas, and 
others. Building out this city-pair system around the country would be 
a meaningful economic stimulus, enhance mobility to and from our major 
metropolitan areas and create jobs at the construction, manufacturing 
and operating level. Not to mention the billions gained by having 
people show up to work on time, and the quality of life improvement 
that comes from getting home without major delays caused by slow 
trains, congested highways or canceled flights.]
    Second, we must embrace the private sector's growing interest in 
passenger rail. Around the world, trains are back in vogue and 
communities across the country want and need Amtrak and passenger rail 
to do more for their citizens. There are multiple components of 
Amtrak's business that would be attractive to private capital and new 
partnerships. Such initiatives could bring needed financial resources 
to intercity rail and help drive the type of business discipline that 
only comes with putting money at risk. [Where investments and 
partnerships can be advanced that are consistent with the Company's 
transportation mission and adequately address the level of existing 
Federal investment in Amtrak, we are open for business.]
    [We have already seen success in partnering with developers to 
monetize real estate around train stations. Philadelphia and Chicago 
are notable examples and Washington, Baltimore and, of course New York, 
represent enormous opportunity.]
    Technology is the third key element of Amtrak 2.0. Since 
introduction of our mobile app and e-ticketing solutions, Amtrak has 
been and will continue to develop industry-leading technology solutions 
to keep our customers connected and our business moving. We continue to 
improve and expand our onboard WiFi service; our new partnership with 
Lyft will help more people overcome the so-called ``last mile'' 
challenge; and Amtrak continues its leadership in the deployment of 
Positive Train Control technology to drive safety.
    With a world-class leadership team in place, fresh off the success 
of a major infrastructure program safely delivered on time and on 
budget, and with an eye toward the future, Amtrak continues to reinvent 
itself. We'll announce more changes in the weeks and months ahead 
intended to advance our business along the lines I've described. It is 
my sincere hope that the Amtrak I've described and the Amtrak I know 
comes to be the Amtrak you know--the Amtrak you can rely on.
    Thank you very much for coming today. Thank you, Bill, for the 
opportunity. And I look forward to seeing many of you out on the 
railroad soon.
                                 ______
                                 
                         REGIONAL PLAN ASSEMBLY
                INTRODUCTION OF SENATOR CHARLES SCHUMER
                              May 6, 2016
    Good Afternoon.
    I am Tony Coscia, Chairman of the Amtrak Board of Directors, and I 
have the pleasure today of introducing the Honorable Chuck Schumer, 
senior senator of New York.
    [I first met Chuck Schumer. . . .]
    Chuck holds and long and distinguished career in the U.S. Senate, 
to which he was elected in 1998, after serving the 9th Congressional 
District in Brooklyn for 19 years. He is a leader in the Senate, 
holding powerful positions on the Senate Finance Committee, which 
oversees the Nation's tax, trade, social security and health care 
legislation, and in his political party, as Chairman of the Democratic 
Senatorial Campaign Committee (DSCC) for two consecutive cycles, before 
he stepped down at the end of 2008.
    As his stature in the Senate and on the national scene has grown 
and grown, Chuck has leveraged his influence to the benefit of New York 
and the region, with a particular focus on the infrastructure that 
supports our economy and provides access to jobs for the region's 
diverse communities.
    [Many of you may be aware that Chuck is fond of holding Sunday 
press briefings to highlight urgent threats to public health and safety 
and focus Federal resources on fighting these threats--threats like 
ingestible detergent pods, metal bristle barbeque brushes, and powdered 
alcohol. But this is one of the ways the Chuck has mastered gaining the 
attention of the media and harnessing it to advance the interests of 
New Yorkers and the broader public. If I learn that Amtrak is the topic 
of one of these Sunday press gaggles, it makes me a little nervous--but 
more often than not it has been to our benefit.]
    As this audience knows, Chuck has played a central role in 
supporting New York City's competitiveness in the global economy by 
investing in infrastructure, rebuilding Lower Manhattan after 9/11, and 
creating a vision for the expansion of Manhattan's central business 
district on the Far West Side.
    Today, Chuck is one of Amtrak's fiercest advocates in the U.S. 
Senate and a leading proponent of Amtrak's Gateway Program to preserve 
and expand trans-Hudson rail capacity into Penn Station.
    And without his help, we may have lost an opportunity to ever build 
a new rail tunnel into Penn Station.
    In early 2012, the New York City real estate market was rapidly 
rebounding and market forces were making the decades-old vision of a 
new commercial district on the Far West Side a reality. The Related 
Companies had secured its first tenant at the new Hudson Yards 
development and their long-held plans to build over the Long Island 
Rail Road yards were suddenly shifting into high gear.

   Amtrak had just completed a feasibility study of the Gateway 
        Program that concluded that it was possible--from an 
        engineering perspective--to bring a new rail tunnel into 
        Manhattan from New Jersey to connect with the existing tracks 
        and platforms at Penn Station.

   There was just one problem. The pathway for the new rail 
        tunnel went straight through the location where Related planned 
        to build a 70-story office tower.

   As Amtrak worked with Related to develop a plan to protect 
        the right-of-way for this tunnel connection through the Yards, 
        Super Storm Sandy made landfall in New York City, inundating 
        Amtrak's North River and East River tubes with millions of 
        gallons of salt water.

   In the year that followed, Chuck helped pass Federal 
        legislation that would direct $185 million in grants to Amtrak 
        to build the first 800 feet of an underground concrete casing 
        at Hudson Yards--the ``tunnel box''--protecting the right-of-
        way for a future Hudson River rail tunnel. In 2014, Amtrak 
        extended the concrete casing another 100 feet under the 11th 
        Avenue Viaduct using additional Federal Sandy funds to protect 
        the right-of-way.

   Had we not taken these urgent steps when we did and without 
        the vision and commitment of Senator Schumer, we might have 
        lost the only remaining opportunity to bring a new tunnel into 
        Penn Station.

    But he didn't stop with the tunnel box. Last year, Chuck's vision 
for a new entity--dedicated to delivering not just a new tunnel but the 
broader Gateway Program--helped pave the way for the announcement by 
the Governors of New York and New Jersey of a Bi-state/Federal 
partnership to fund and finance the full Gateway Program.
    As I'm sure he will tell you, the partners have made significant 
progress since that event, most recently officially beginning the 
environmental review process for the Hudson Tunnel Project with the 
Federal Railroad Administration's publication of a Notice of Intent to 
prepare an Environmental Impact Statement--a major milestone.

   Chuck is a great friend to Amtrak and I said earlier this 
        week at a Crain's event that he is the Gateway Program's best 
        publicist.

   If we are lucky, he will schedule not one, by many of his 
        regular Sunday press gaggles on Amtrak's infrastructure needs 
        in the future.

   Please join me in welcoming, Senator Chuck Schumer.
                                 ______
                                 
                   URBAN LAND INSTITUTE FALL MEETING
                    Transformative Projects Session
                            October 23, 2014
    Infrastructure investments--especially transit--were a critical 
part of all these projects and were ultimately the responsibility of 
the public sector--or quasi public sector in the instance of Amtrak. 
What, in your opinion, makes for successful public/private 
partnerships?
    You're right that transit infrastructure is a critical component of 
both projects.
    In fact, I think it's safe to say that neither Related nor Forest 
City Ratner would have made the investments they have made on the West 
Side or in Brooklyn--at least not at this scale--if not for the transit 
infrastructure in the surrounding area.
    Transportation is the bedrock of the urban experience, and any 
smart developer would or should factor proximity to transit into their 
decision-making.
    With all due respect to my fellow panelists, the idea of placing 
large-scale development near transit doesn't require a PhD.
    Transit-oriented development isn't a novel concept--especially to 
members of ULI.
    Having said that, there are plenty of public-private partnerships, 
both in the form of TODs and others, that haven't been successful.
    And there are still many more public-private partnerships on the 
cutting room floor.
    As someone who has practiced law for more than 25 years, I can 
attest that there is no shortage of talented lawyers who can draft 
superb agreements covering all of the complicated aspects of a P3 
transaction.
    They can finely calibrate the allocation of risks between the 
public and private sectors.
    Likewise there are plenty of smart project sponsors and public 
entities--in NYC and around the country--who are interested in P3 
projects.
    But I would suggest there's a wide gulf between the ability to 
conceive a successful public-private partnership and the ability to 
execute on one.
    No amount of smart lawyering, or money, or interest, can be a 
substitute for individuals and companies who are able to execute on P3 
projects.
    Most P3 projects are highly complex, involving many stakeholders, 
and require attention detail and the commitment of project partners.
    When I think about companies like Related and Forest City, I think 
first and foremost about their ability to navigate complicated 
bureaucracies, hire the right employees and advisors, negotiate with 
labor and various local constituencies, and get the job done.
    I would add that this ability to execute a complex project is 
consistent with the entire premise of P3 projects.
    After all the principal benefit of a P3 is the avoidance of 
execution risk--it isn't because the private sector can finance a 
project more cheaply (it can't) or because the private sector is 
uniquely qualified to build large-scale, complex projects (it isn't).
    Rather, the notion of a P3 project makes sense principally because 
the public sector can transfer execution risk to the private sector.
    When a P3 project isn't successful, it typically means that one or 
both sides in the relationship--the private and/or the public sector--
didn't have the requisite level of commitment to a successful project.
What project in NYC were you not involved with but wish you were, and 
        why?
    I would point to a historical project--the construction of Grand 
Central Station.
    The station, which turned 100 years old last year, is a perfect 
example of how visionary infrastructure projects can drive economic 
development many times the amount of the original investment.
    It also happens to be one of most remarkable rail stations in the 
entire world.
    Grand Central was built by railroad magnate Cornelius Vanderbilt at 
a cost of $2 billion in today's dollars.
    The station had the capacity to handle more than 1,000 railcars on 
30 different platforms.
    But, as we all know, Grand Central, is more than just a train 
station--it is an economic development project and a civic monument.
    According to Sam Roberts, who wrote a book on the occasion of Grand 
Central's centennial, the assessed value of property in the immediate 
area around the station more than doubled within three years of 
construction.
    A decade later, it had doubled again, creating a huge return for 
property owners in the area as well as the NYC economy.
    With Grand Central as its anchor, Midtown Manhattan became the 
commercial, residential and cultural heart of New York.
    Many of the Nation's biggest corporations moved their headquarters 
uptown to the nearby Chrysler Building and Empire State Building.
    Park Avenue became one of the city's most prestigious addresses, 
and residential buildings were built in the many blocks surrounding the 
station.
    This in turn led to the opening of clubs and nightclubs and 
restaurants to serve the residential population.
    So Grand Central was in many ways the prime mover in the entire, 
glorious ecosystem of the current economy of New York City.
    I would have enjoyed being part of a project that was so critical 
to the growth of the New York City economy.
What do you think was the tipping point over the past 10 years that 
        lead to emergence of some of the greatest development projects 
        in the world?
    I would point to three things.
    First and foremost I would say that having a safe and secure city, 
where the rule of law prevails, is an absolute precondition to economic 
development.
    This is the principal reason why the most interesting, greatest 
development is happening in places like New York, London and Paris, 
where people feel secure in their homes and companies feel secure in 
their businesses.
    It is no accident that enormous sums of capital from around the 
world is choosing to invest in New York City.
    Beyond the threshold issue of safety, though, I would point to two 
other factors that have contributed to the emergence of New York as a 
city where great development occurs.
    Second, political leadership matters.
    Leaders like former Mayor Bloomberg, understand the critical 
importance of real estate and infrastructure to the long-term economic 
growth of New York City.
    The fact is that real estate and infrastructure are long-term 
businesses.
    They don't neatly track election cycles--so leaders who are willing 
to look past an election year and make decisions that are helpful to 
our business sector are enormously valuable allies.
    I believe Mayor De Blasio shares this long-term vision and 
commitment to New York's growth. There are other unsung heroes as 
well--just to offer one example, Senator Schumer has been absolutely 
key to Amtrak's efforts to build new rail infrastructure on the west 
side of Manhattan. The third factor is competition from other global 
cities--London, Shanghai, Abu Dhabi, Frankfurt, among others.
    The reality is that, more than ever before in world history, people 
have choices about where they want to live and companies have choices 
establish their offices.
    New York is competing not only with other great metropolitan areas 
around the U.S. but around the globe.
    Any many of this global cities--through a combination of massive 
new wealth generation, access to capital markets, global ambition, and 
ego--have made enormous strides over the last few years. I believe our 
global competitors have forced us to become less complacent about our 
own backyard, and to begin making the investments that will enable us 
to continue being the world's greatest city in the 21st century.
    (And, just as an aside, I think cheap capital helps too.)
What's the most important lesson you learned from any of your NY 
        projects that translated over to other projects you are working 
        on outside of New York?
    Real estate development in New York City really validates the old 
saying that if you can do it here, you can do it anywhere.
    I've been Chairman of Amtrak since only last year but before that I 
was Chairman of the Port Authority for eight years and I've practiced 
law, focusing on real estate finance, for more than 25 years.
    The main thing that I've learned from my experience in New York 
City is the importance of transit and transportation to real estate.
    As we discussed earlier, proximity to transportation infrastructure 
is absolutely critical to the success of projects like Hudson Yards and 
Pacific Park.
    I'm now carrying over these lessons to Amtrak.
    One of Amtrak's major ongoing projects--but that hasn't been 
publicized until now--is our Station Development Initiative.
    Amtrak owns a substantial portfolio of assets--in the Northeast 
Corridor and across the country--related to its rail business.
    These assets include major terminals, passenger stations, office 
facilities, rail infrastructure, adjacent development sites, air rights 
and rights-of-way.
    We have launched an effort to explore innovative concepts for 
developing and monetizing these assets and unlocking their substantial 
value.
    Our early efforts are focused on our 5 largest station complexes in 
New York, Philadelphia, Baltimore, Washington and Chicago.
    Early feedback from the real estate and investment banking 
community is that this is an opportune time for this initiative because 
of demographic shifts in favor of cities and a corresponding increase 
in the value of our urban assets.
    We have engaged consultants to help us identify strategies for 
unleashing the value of these assets. We expect to complete our 
assessment and planning next spring and reach out to the real estate 
and investment banking communities for their help in implementing the 
chosen strategy next summer.
    I'm tremendously excited about this initiative because I think it 
will not only help Amtrak generate much needed revenue but it also 
creates a platform for revitalizing the downtown areas around our 
stations in some of the Nation's greatest cities.
    In short we view the Station Development Initiative as revenue 
opportunity as well as a national economic development program.
What's New York's ``next transformative project''? Where do you think 
        the opportunity is?
    With all due respect to my fellow panelists, the next 
transformative project is Amtrak's own Gateway project.
    As human beings we have a bias towards projects that are highly 
visible and, therefore, above-grade.
    There are some truly remarkable projects that are being built in 
New York City--we have been talking about several of them this morning.
    But the transformative projects, in my mind, are public sector 
investments that drive broad and sustained growth over many years.
    And on this score there can be nothing more transformative than the 
Gateway Project.
    Broadly speaking, Gateway envisions the construction two new rail 
tunnels under the Hudson River, expansion of Penn Station to the south 
in coordination with the opening of Moynihan Station, and other rail 
improvements between Newark, NJ and New York City.
    The need for new trans-Hudson rail tunnels is imperative and 
indisputable.
    The trip from New Jersey into NYC and back goes through two tubes 
built out of cast iron and concrete in 1910.
    Trains pass through these tunnels on tight headways at rush hour--
each tube can handle up to 24 trains an hour.
    We close one tunnel every weekend for repairs, on a carefully 
choreographed 55-hour work outage when the Nation's busiest train 
station operates on just one track.
    Clearly it doesn't make a lot of sense for the only passenger rail 
link between America's global business capital and the rest of the 
Nation to hang in such precarious balance.
    The need to address this precarious state of affairs suddenly 
became much more urgent two years ago.
    As we reported just two weeks ago, our tunnels sustained 
significant damage during Super Storm Sandy.
    In order to repair the damage, we'll need to take the tunnels out 
of service for a sustained period of time--this would of course cause 
enormous damage to our regional economy.
    So an already dire situation with our cross-Hudson rail capacity 
has become even more urgent. The good news is that Amtrak's Gateway 
Project addresses these problems.
    Gateway would also, critically, increase intercity rail capacity 
from Newark to Penn Station by 65 percent.
    And ultimately it is essential to executing our vision to have 
truly high-speed rail along the Northeast Corridor.
    I am talking about having 220-mph trains linking the financial, 
cultural and political centers on the East Coast--Washington, DC, 
Baltimore, Philadelphia, New York, and Boston.
    A person would be able to travel between Philadelphia and New York 
City in [  ] minutes, or between Boston and New York City in [  ] 
hours.
    The economic opportunities that would result from such connectivity 
would be staggering.
    So the Gateway Project would be transformative not only for New 
York City, but for the entire Northeast Corridor--and indeed for the 
entire country.
Your main projects and undertakings are all pretty massive. Are there 
        lessons learned that can be applied to other projects in other 
        markets? What do you think is the universal equalizer when 
        working on a project of any scale?
    I've learned that the size of the project ultimately doesn't 
matter.
    The critical ingredient to the success of any real estate project 
is to treat your partners with respect--this includes not only your 
lenders, which you should never alienate, but also others who are 
working alongside you--your development partners, your public sector 
sponsors in a P3 project, the employees who are working with you and 
for you.
    As everyone in this room knows, the world of real estate is pretty 
clubby--you tend to encounter the same people over and over again.
    [Mention longstanding relationships with Steve Ross, Dan Doctoroff, 
MaryAnn Gilmartin (?)]
    I have been exceedingly fortunate over my professional career to 
know and work with great partners, and I attribute much of the success 
of my projects to them.
                                 ______
                                 
                     NEW JERSEY CHAMBER OF COMMERCE
                           September 30, 2014
    As a business, Amtrak is in the strongest position it has been in 
its 40 year history.
    Much of its success can be attributed to the strong performance of 
the Northeast Corridor, where Amtrak owns and operates much of the 
critically important infrastructure.
    But we are challenged by the condition of our legacy 
infrastructure--some of which dates back over 100 years.
    Today I will talk about an urgent challenge facing the New York-New 
Jersey region--the condition of the Hudson River and East River tunnels 
in New York City following Superstorm Sandy--and how the region--and 
its business community--must come together to rebuild.
    And I will conclude by focusing on Amtrak's vision for the future 
of the Northeast Corridor, one in which rail investments and economic 
growth is closely intertwined.
    Let me start by talking about how Amtrak is improving its business 
performance in all areas of the company.

   Amtrak posted its 10th annual ridership record in the last 
        11 years in Fiscal Year 13, when we served 31.6 million 
        passengers and recorded a ticket revenue record of $2.1 
        billion.

   This ridership record was achieved despite the service 
        disruptions caused by Superstorm Sandy, which we estimate lost 
        Amtrak approximately 440,000 passenger trips and $42 million in 
        lost ticket revenue.

   Amtrak has reduced its Federal operating subsidy by more 
        than half in the last decade, from $755 million in 2004 to $340 
        million in 2014.

   And Amtrak has reduced its debt significantly as well. Total 
        indebtedness is less than half it was in 2002, from $3.9 
        billion down to $1.4 billion in 2013.

    These financial and ridership gains are not by chance. Thanks to 
the continuity of leadership of Amtrak's President and CEO, Joseph 
Boardman, the commitments the company has made to its business goals 
are beginning to pay off.
    In its 2011-2015 strategic plan, Amtrak began an overhaul of its 
corporate management structure that involves the creation of business 
lines, each accountable for the overall performance of specific Amtrak 
products and services.
    This shift to creating profit and loss centers around specific 
business lines reflects the need for greater accountability (to 
Congress and to taxpayers) about which areas of the business are 
profitable or losing money, and to create clear lines of responsibility 
in each of those areas.
    And while Amtrak will continue to depend on some level of public 
sector operating subsidy and capital investments for the foreseeable 
future, the best stance we can take with Congress is a position of 
strength.
    Amtrak deserves public investment because: we are running a good 
company, we are increasing productivity and efficiency every year, and 
we are running services that people use, demand, and which are growing 
more popular every year.
    As Chairman, I am pleased that many of Amtrak's gains in recent 
years can be attributed to the realization of goals set in place by the 
management and the dedication and hard work of our employees.
    But we've also been helped by some underlying demographic trends 
and technical innovations that have supported our growth, not to 
mention the worsening performance and experience of the other 
transportation options out there--like driving and flying.
    Amtrak is increasingly popular among the millennial generation, a 
cohort which would rather send texts and engage in social media, than 
drive to their destinations.
    Amtrak's social media team successfully targets this demographic--
engaging them on platforms such as Facebook, Instagram, Twitter, and 
the Amtrak Blog, with competitions and promotional efforts that have 
greatly raised Amtrak's profile.
    One example is Amtrak Residency program. Last week, Amtrak 
announced 24 writers who have won free tickets to an Amtrak long 
distance train sleeper accommodation to use as a unique, creative work 
space for writing. This program, the idea of which was generated on 
social media, has captured the imagination of the blogosphere, and 
proved to be one of Amtrak's most newsworthy topics of the past year. 
Amtrak received 16,000 applications for the 24 ``residents'' it 
announced last week.
    Of course, Amtrak's success in social media would not be possible 
without Amtrak's embrace of technology.

   The provision of Wi-Fi on Northeast Corridor trains and the 
        introduction of e-ticketing are two of the visible improvements 
        that you may have experienced aboard Amtrak trains.

   Amtrak recently upgraded its AmtrakConnect Wi-Fi service to 
        4G to address lagging speeds and dropped signals. AmtrakConnect 
        is provided to customers at no additional cost, is available on 
        trains that serve 75 percent of Amtrak passengers, and 
        routinely supports between 30 and 50 percent of passengers on a 
        given train. And, we're already looking at new ways to offer a 
        true broadband experience on our trains in the Northeast.

    Here in the Northeast Corridor, where Amtrak operates its 
successful Regional and Acela Express services, the viability and value 
of Amtrak's NEC infrastructure and services is almost taken for 
granted.
    The Northeast Corridor stretches close to 900 route miles along the 
Eastern Seaboard, including its mainline from Boston to Washington, DC, 
and connecting corridors to Harrisburg, PA; Albany, NY; Springfield, 
MA; and Richmond, VA.
    This infrastructure hosts approximately 260 million annual 
passenger trips and 750,000 daily passenger trips.
    We own and control about 80 percent of the NEC route and 
approximately 2,200 trains operate over the Corridor on a daily basis, 
including 2,000 commuter trains, 140 Amtrak intercity trains, and 
roughly 60 daily freight trains.
    Despite the complexity of the operating environment and the age of 
the NEC infrastructure, Amtrak services in the NEC have posted steady 
gains over the last decade.
    Gross operating revenues from the Regional and Acela services have 
risen over 90 percent, from $575 million in 2003 to $1.1 billion in 
2013.
    Over the same period, ridership on those same NEC services has 
grown 36 percent.
    Amtrak would serve more passengers on the Northeast Corridor if it 
could, but we simply don't have enough room on our trains--or more room 
on the tracks for more trains--one of the reasons the company can 
charge what the market will bear for Acela Express tickets.
    To meet the rising demand for fast, convenient Northeast Corridor 
travel, Amtrak is undertaking multiple initiatives to expand capacity 
on the NEC--focusing on infrastructure and equipment.
    On the equipment side, Amtrak recently announced that it will 
introduce new, high-speed trainsets on the corridor by 2019.
    We've issued a Request for Proposals to train equipment 
manufacturers for the new high-speed fleet, which will supplement and 
ultimately replace the Acela equipment you're familiar with.
    The RFP closes on October 1, so if you haven't already submitted 
your proposal, you have one day left. We are seeking 28 trainsets that 
could be in revenue service by 2019, expand capacity of our high-speed 
fleet by 40 percent, and meet or exceed the current Acela journey time.
    These trainsets will have the opportunity to run over an improved 
railroad in New Jersey, thanks to Amtrak's NJ High Speed Rail 
Improvement Program.
    This is a $450 million U.S. DOT funded project to upgrade 
electrical power, signal systems, tracks and overhead wires to allow 
Amtrak trains to operate at speeds up to 160 mph between Trenton and 
New Brunswick and substantially improve the reliability of intercity 
and commuter services on this stretch of railroad.
    We're building the model high-speed rail road here in New Jersey 
and we hope to expand it to larger portions of the NEC in the 
subsequent years.
    Also on the infrastructure side, Amtrak is developing the Gateway 
Program--our plan for doubling rail and tunnel capacity between Newark, 
NJ and Penn Station, NY, including a new tunnel with two tubes under 
the Hudson River and expansion of Penn Station, enhancing reliability 
and increasing the resiliency of our essential infrastructure.
    Didn't Governor Christie kill that tunnel project, you ask?
    Well, this project is different, and we think better, because it 
connects directly to Penn Station providing benefits to the entire 
Northeast Corridor and all the users of Penn Station, in addition to NJ 
Transit commuters, who will also gain a faster and better commute under 
this plan.
    The Gateway Program is made up of project elements that are 
modular--each one having independent utility while still supporting the 
whole program--and it is designed to be phased in over time.
    Gateway's major elements include:

   Two, new, storm-resilient tubes under the Hudson River that 
        will allow us to close down the two existing century-old Amtrak 
        tubes under the Hudson River for desperately needed replacement 
        work.

   Replacing the 100-year old Portal Bridge over the Hackensack 
        River;

   Replacing damaged components of the existing, Hudson River 
        tubes, once the new Gateway tubes are in operation, so that 
        when complete, we have a fully functional and reliable four-
        track system between Newark, NJ and Penn Station, NY--a 
        doubling of current capacity.

   Track, bridge, and signaling upgrades and expansions to 
        provide new capacity between Newark and New York, including a 
        second two-track Portal Bridge;

   Expanding Penn Station New York to the south to provide new 
        tracks, platforms and concourse space to accommodate the growth 
        in train service that accompanies the construction of the new 
        tunnel into Manhattan.

    Amtrak has completed a feasibility study of the Gateway Program and 
is now moving into the first stage of planning, in consultation with 
the railroads that will benefit from this new capacity, including NJ 
Transit, Long Island Rail Road, and Metro-North.
    I should say, especially in the presence of Ronnie Hakim, that this 
program will only move forward if it has the buy-in of these and other 
state and regional stakeholders and we look forward to working with our 
partners to shape the future capacity that is provided by this 
ambitious program.
    Now, the Gateway Program may seem like a long way off. Our most 
ambitious timetable right now puts all of the new capacity provided by 
Gateway coming online in 2030. But there is a piece of this program--a 
major piece--that is already under construction, several stories below 
the surface in Manhattan.
    Last August, Amtrak broke ground on construction of a concrete 
casing that will protect the future potential right-of-way of the new 
Gateway tunnel through midtown Manhattan, just west of Penn Station.
    We had to get started on this project because Related Companies, 
the private developer responsible for the Hudson Yards project in 
Manhattan, is erecting skyscrapers over the MTA-owned rail yard through 
which the Gateway tunnel will connect to Penn Station.
    Amtrak moved quickly to design the project, apply for and obtain 
Federal Sandy resilience funding, and start construction, meeting the 
aggressive timetable set by the private developer.
    I'm happy to report that construction crews are now casting the 
concrete roof forms on the first 800 feet of the concrete casing that 
will protect the pathway for two new tubes--the only route that 
engineers determined would allow the tubes to link up to the tracks and 
platforms at Penn Station.
    So, we have some successes to build on. But challenges remain.
    Despite the growing demand for travel on the NEC, our biggest 
challenge is maintaining a legacy railroad in a state of good repair. 
Amtrak is responsible for the capital investments needed to maintain 
and improve this aging infrastructure asset in order to serve the needs 
of a growing economy.
    Amtrak has never had a true, multi-year Federal capital funding 
commitment, one that allows us to sign multi-year contracts, knowing 
that the money would be there to carry out the work. As a result, we 
have had to put off major capital programs to renew aging bridges and 
tunnels, in some case for decades.
    This audience is familiar with the challenge and the importance of 
maintaining our aging infrastructure--whether we're talking about 
rails, roads, or airports. Our economy literally depends on it.
    And in a state where many of the businesses here benefit from the 
high incomes and spending power generated across the river, the 
importance of maintaining these linkages is paramount.
    As a proud New Jersey resident, I don't think it's blasphemous to 
admit that ``commuting to New York City'' is one of New Jersey's 
biggest industries.
    More than a quarter million (250,000 +) people travel from New 
Jersey into Manhattan during the morning peak and 17 percent of those 
commuters are traveling on Amtrak's infrastructure into Manhattan--the 
rest on the bridges, tunnels, PATH system, and ferries. Imagine the 
surge to the traffic through the Lincoln and Holland tunnels if 
Amtrak's rail tunnel was shut down.
    This trip--with the 17 percent of NJ morning commuters--is 
occurring over a segment of the NEC between Newark, New Jersey and New 
York Penn Station, which hosts about 450 trains per day and where the 
NEC--a four track railroad for much of its length--narrows to a two 
track railroad.
    These two tracks travel over the Portal Bridge, a century-old 
movable swing bridge over the Hackensack River that opens periodically 
for maritime traffic--and occasionally gets stuck in the open position.
    The trip continues through the Hudson River tunnel--two tubes built 
in 1910 of cast iron and concrete, which were inundated with seawater 
during Super Storm Sandy.
    Trains pass through these tubes on tight headways at rush hour--
each tube can handle up to 24 trains an hour. Take one tube out of 
service, and that number drops to 6 or 7 in each direction for the 
remaining tube; they're so vital to these services that Amtrak does all 
but the most urgent repairs over the weekends, because there's no time 
during the day.
    We close one every weekend for repairs, on a carefully 
choreographed 55-hour work outage when the Nation's busiest train 
station operates on just one track.
    Clearly it doesn't make a lot of sense for the only passenger rail 
link between America's global business capital and the rest of the 
Nation to hang in such precarious balance.
    Then, in October 2012, Superstorm Sandy provided us with an 
illustration of the perils of relying on century-old infrastructure.
    During Superstorm Sandy, both of these tubes were inundated with 
salt water, as were two of the four East River tubes. After we pumped 
them out, we did a study of the damage. We found that the tubes 
absorbed destructive chlorides and sulfates from the sea water and we 
need to take them out of service to rebuild essential components.
    This damage, which will keep getting worse until the replacement 
work is done, adds urgency to proceeding with Amtrak's Gateway Program.
    If you were listening closely, you might have picked up that the 
Gateway Program can be divided into two categories--elements that 
repair and replace existing Northeast Corridor infrastructure and 
improves resilience--like replacing the Portal Bridge and the Hudson 
River tunnel--and the new elements that double capacity on this stretch 
of the NEC--including the expansion of Penn Station and the completion 
of a four track right of way between New York Penn Station and Newark.
    This second category--new capacity--is an important focus of Amtrak 
and not to be forgotten, as we grapple with all the replacement needs 
of a very old railroad.
    This is why Amtrak released a Vision for the Northeast Corridor in 
2010--and updated in 2012--that outlines the steps we can take to get 
high-speed, 220 mph service in the future.
    That vision--the world class 220 mph version--is currently under 
review by the Federal Railroad Administration as part of a major 
programmatic environmental review process called NEC Future. Amtrak and 
the Northeast states are participating in NEC Future and when the FRA 
issues a final Record of Decision in 2016--we'll have a clearer picture 
and greater consensus on how to expand the railroad for the future.
    In the meantime, I think there is little doubt about the need for 
investments like the Gateway Program, our high-speed equipment 
purchase, and the improvements made under the NJ High Speed program.
    This regional economy, even more so than others around the country, 
benefits from the robust transportation network we have here consisting 
of road, rail, transit, air, and water. But as we let this network fall 
into disrepair we turn our backs on the business that have invested 
here. And we scare them away.
    We need to do the opposite. We need to continue to invest for 
growth.
    To conclude, I will go back to a theme I've focused on lately--
building on Amtrak's strengths to inspire confidence to attract 
investments.
    In recent years we've shown we can run a good railroad, improving 
our bottom line, attracting more passengers, reducing our debt, 
embracing technology.
    We've also just begun to show we can deliver major projects--the 
most recent example being the rapid response of Amtrak to protect the 
Gateway right-of-way at Hudson Yards and let a design-build contract in 
a matter of months, and deliver a construction project on time and on 
budget.
    Please watch our success, and hold us accountable. We will be 
coming back for more support from the public sector and to our state 
partners for their cooperation and collaboration.
    We need the business community to make these projects a priority 
and we look forward to working with you to elevate their importance in 
the public discourse.
    Thank you.
                                 ______
                                 
                  NEWARK REGIONAL BUSINESS PARTNERSHIP
                    TRANSPORTATION LEADERSHIP AWARDS
                              May 12, 2014
    I want to begin my remarks today with a simple observation.
    The Northeast Corridor is not only the backbone of our region but 
is also one of the most vital transportation systems in the United 
States and the world.
    This isn't just a Chairman's pride in his company. A few statistics 
may be helpful.
    The Northeast Corridor is 457 miles long and links many of the 
largest and most important cities in the U.S., including Washington, 
Philadelphia, Newark, New York, and Boston.
    The strip of land the Corridor serves is the engine of the Nation's 
prosperity.
    It covers just 2 percent of the Nation's land area, but it is home 
to one of six Americans and 20 percent of the Nation's GDP is generated 
here.
    Most people tend to think of the Corridor principally in terms of 
Amtrak, which owns most of the rail infrastructure along the Corridor.
    And it's true that Amtrak alone carries more than three quarters of 
a million passengers every day along the Northeast Corridor.
    But it's important to understand that for every Amtrak train that 
uses the Northeast Corridor, 14 commuter trains use it.
    And for every Amtrak passenger whose trip touches the NEC, there 
are as many as twenty commuters riding on portions of it--including 
four out of five NJ Transit riders.
    Taken as a whole, the Northeast Corridor carries about fifty 
percent of the Nation's rail commuters.
    So I think it's beyond dispute that the Corridor is vital to our 
regional and our national economy.
    One might reasonably expect that our spending priorities as a 
nation would reflect the Corridor's importance.
    But adjusting for inflation, Amtrak as a company has probably never 
received more Federal dollars than it received in 1979.
    In that year, the Federal support for Amtrak totaled more than $1.2 
billion--which would be something like $3.9 billion in today's dollars.
    Back in 1979, Amtrak was several years into a major investment 
project on the Northeast Corridor that was designed to replace aging 
infrastructure, increase train speeds, and improve reliability.
    We had just introduced a new class of electric locomotives, the 
AEM-7s. In the ensuing years, Amtrak bought Amfleet and Superliner 
cars.
    In the 1990s we electrified the Corridor between Boston and New 
Haven, and made similar improvements to the Washington-New York leg.
    We introduced Acela.
    Thanks in large part to these investments, Amtrak's financial 
picture is dramatically different today than it was back in 1979.
    Our cost recovery has increased from around 50 percent in 1979 to 
89 percent today, which is world class.
    We've set ten ridership records in the last eleven years and 
ridership is expected to grow by more than 50 percent in the next 
twenty years.
    And the Corridor has gone from requiring an annual operating 
subsidy from the Federal government to generating close to $300 million 
every year in revenues, above and beyond the cost to operate the 
trains.
    That's the good news.
    The bad news is that Amtrak simply can't continue to improve and 
manage passenger demand without significant new Federal support.
    Our investments over the last 30 years have focused largely on 
buying new rolling stock and making state of good repair improvements.
    We didn't make any fundamental changes to the infrastructure on 
which the trains run--nor could we, because the money to make such 
changes simply didn't exist.
    As a result we have overlaid a modern railroad on a basic 
infrastructure alignment that dates in places to the 1840s.
    The rail tunnels in Baltimore were finished in 1873.
    We have hundreds of bridges and tunnels that were built at the turn 
of the century.
    It's hard to overstate the challenges when you trying to run high-
speed trains on a railroad that has so many assets more than a century 
old.
    Amtrak doesn't want to continue pouring money into assets that are 
so old--we only do it because we can't afford to replace them.
    But we can't go on like this forever.
    In fact our day of reckoning is fast approaching.
    Super Storm Sandy showed us the danger of relying on century-old 
infrastructure.
    As most of you know, we only have two century-old tunnels under the 
Hudson River--they carry New Jersey Transit's traffic, and Amtrak's, 
too.
    During Super Storm Sandy, both of these tunnels flooded.
    After we pumped the water our of the tunnels, we surveyed them and 
discovered they had absorbed destructive chlorides from the sea water.
    We're still in the process of assessing the situation, but it's 
increasingly clear that at some point in the next twenty years, we need 
to take one tunnel out of service for a long period to make repairs.
    And when that happens, it's going to get really bad--because 
there's nothing to replace it. Each tube can handle up to 24 trains an 
hour--which they do during rush hour.
    Take one tunnel out of service, and that number drops to 6 or 7 
trains in each direction for the remaining tunnel.
    That means that a system that carries almost one out of every five 
rush hour commuters between New Jersey and Manhattan is at some point 
in the foreseeable future going to lose seventy-five percent of its 
capacity.
    The Hudson River tunnels are just one component of the Corridor's 
rail infrastructure between Newark and Manhattan that is in dire 
straits.
    This infrastructure is made up of two rail tracks, a Portal Bridge 
over the Hackensack River that is more than 100 years old, breaks down 
frequently, and needs to be opened to allow passage by commercial 
boats; the Hudson River tunnels that are in precarious condition; and a 
rail station in Manhattan which shows up on practically everyone's list 
of the Nation's worst commuter experiences.
    Our inability to address these problems will mean more congestion, 
more delay, and more breakdowns.
    It is no less than an existential threat to our region's economy.
    Before you drag me off the stage, let me assure you that Amtrak is 
making plans to avoid such a scenario.
    In 2010, we launched the Gateway Project.
    The Project involves a number of improvements aimed at alleviating 
the bottleneck between Newark and Manhattan--four new rail tracks 
alongside the existing two tracks, a new Portal Bridge, new Hudson 
River rail tunnels, and improvements to Penn Station.
    The project would add 25 new rail slots, giving us the ability to 
take the existing Hudson River tunnels out of service for repair, and 
still provide sufficient capacity for a century of traffic growth.
    We've begun some work on Gateway, but the biggest costs are still 
ahead of us--and they're all unfunded.
    You may remember that I told you, in 1979, Amtrak received $3.9 
billion in today's dollars. In 2014, Congress appropriated $1.4 billion 
for Amtrak in 2014.
    This would be great news if we were still in 1979.
    But the time value of money and the rising cost of infrastructure 
are against us. Replacing the Portal Bridge alone costs $900 million.
    At Amtrak's current appropriations level, that's simply out of our 
price range. Amtrak has overcome the problem of insufficient funding 
before.
    But today our needs are so significant, and the demand for our 
services so high, that the methods we've traditionally used--putting 
lipstick on a pig--simply won't work.
    It's not just that our appropriations are only too small; it's that 
the highly unpredictable annual funding cycle adds its own 
inefficiencies.
    We don't know how much we're going to get, and we don't know when 
we're going to get it.
    I would note parenthetically that intercity passenger rail is the 
only mode of transportation dependent on Federal capital investment 
that lacks such predictability.
    Aviation and the highway system and transit are all funded by trust 
funds, which provide high levels of certainty.
    When you make plans, you know the money will be there to sign a 
contract. That matters a lot, and the bigger the project, the more it 
matters.
    This is an enormous issue--and unfortunately, I don't think people 
are thinking yet in terms of the kind of solution it's going to 
require.
    The Federal government could raise Amtrak's next annual 
appropriation by $200 million, along the lines we outlined in this 
year's grant request.
    Other Federal lending programs like RRIF and TIFIA could 
potentially help us as well. But these approaches will at best allow us 
to nibble at the edges of the problem.
    Amtrak needs a real and significant capital commitment--along the 
lines of the contracting authority for the highways, or full funding 
grant agreements for transit.
    Will it take legislation?
    Yes, it will.
    Will it cost money? Yes, it will.
    But it's critical to understand that the ``do nothing'' alternative 
also has an enormous cost. As it stands, we already waste five times as 
much time in traffic today as we did in 1982.
    The deadweight loss to the New York-New Jersey region as a result 
of traffic congestion is about $13 billion a year.
    That number would increase dramatically if we had to close a tunnel 
and divert commuter traffic along the Corridor to the other modes.
    The question is pretty simple.
    Would we rather spend taxpayer dollars for a service that provides 
us with efficient and effective transportation?
    Or just shoot that money out of the tailpipes of our cars while 
we're sitting in traffic on the New Jersey Turnpike or in the Lincoln 
Tunnel?
    Think of that number: $13 billion in deadweight loss.
    That's a Big Dig every year, without the amazing improvements that 
project made to the center of Boston.
    It's also more than the cost of a tunnel, or a bridge.
    It isn't quite the total cost of Gateway, but it would allow us to 
take several big steps on the way--and those are steps I think we need 
to take.
    So if we agree that the Northeast Corridor is vital to our region's 
economy, and we agree that Amtrak needs more funding to make the 
fundamental changes that will sustain the Corridor and our region's 
economy over the next century, how do we get from here to there?
    I think a regional alliance to pursue this project would be a big 
step forward.
    This region has a long history of figuring out how to build 
complex, intricate, and important public works.
    Gateway is a project of extraordinary regional and national 
significance.
    It's time for our region to take the lead in setting up a structure 
that will build on the work Amtrak has begun on the Gateway Project, 
help finance it, and to bring it to a successful completion.
    For years this group has been at the lead in championing policies 
and projects that enhance our region's competitiveness.
    I'm very pleased to join the Partnership today and I welcome your 
thoughts and your help in sustaining our region's economic growth in 
the years ahead.
                                 ______
                                 
                         NJ Alliance for Action
                           September 9, 2013
    Good Morning and thank you for the opportunity to speak to you 
today about my new role at Amtrak, the state of the company, and how 
our plans for growth will impact and benefit the Northeast Corridor.
    I recently had the honor of becoming Chairman of the Board of 
Directors of Amtrak, a role I assumed in March. One of the reasons I 
was so excited to take this position is because the company is in 
better shape than it ever has been and Americans are embracing rail 
travel to a degree rarely seen during Amtrak's 42 year history.
    We also have strong and committed leadership at our helm, in 
Congress, and in the White House. Our President and CEO, Joe Boardman, 
was recently asked by the board to serve for another two years until 
2015, which will make him the second-longest serving President and CEO 
in Amtrak's history.
    Much of the growth in ridership, revenue, and financial strength at 
Amtrak has taken place in the last ten years. This is due to a number 
of factors. Among them are the President and the Board's commitment to 
improving customer service, increasing the reliability of our trains, 
deleveraging our balance sheet and improving Amtrak's financial 
position.
    And some of this is due to the new era of rail investment that was 
ushered in by the passage of two watershed pieces of legislation: 
Senator Lautenberg's Passenger Rail Investment and Improvement Act--
known as PRIIA--of 2008 and the American Recovery and Reinvestment Act 
of 2009. These bills authorized and provided increased Federal funding 
for rail and launched planning efforts and funding programs that have 
engaged the states in working with Amtrak to improve rail 
infrastructure and services nationwide.
    This is not to say that Amtrak does not continue to face 
significant challenges. Foremost among them is the lack of sustained 
and dedicated Federal funding for rail investments and the challenge of 
making capital investments in light of the annual uncertainty about the 
Federal contribution to Amtrak's budget. Improvements to transportation 
infrastructure require multi-year funding commitments and passenger 
rail remains the only major mode without such support.
    Yet, despite these headwinds, I am boosted by my confidence in 
demographic trends and market dynamics that are leading more people to 
choose rail as their travel mode in the Northeast Corridor and across 
the Nation. In this area at least, we have the wind at our back.
    For example, Amtrak recently posted another record year of 
ridership gains, with 31.2 million passengers in FY 12, a growth of 49 
percent since 2000. In the Northeast Corridor, where Amtrak is the 
majority owner of the infrastructure and runs its successful Acela and 
Regional services, ridership has grown 38 percent in the last ten years 
to reach 11.6 million annual trips in 2012. During this same period, 
annual revenues in the Northeast Corridor have grown 72 percent from 
$580 million in 2003 to $1 billion in 2012, driven, in part, by high-
demand for our high-speed Acela Express.
    The Northeast Corridor's success if also born out in the broader 
market place, where Amtrak has come to dominate the air-rail shares:

    Amtrak's now captures 76 percent of the air/rail market between New 
York and Washington, DC, up from 37 percent in 2000, the year before 
the Acela was launched. In the Boston--New York market, Amtrak's share 
of air-rail passengers is 54 percent--up from capturing only 20 percent 
of the market in the year 2000. Again, Acela has largely drive this 
change and our focus remains on growing and improving our high speed 
services through the addition of new high-speed equipment and new rail 
capacity in the Northeast Corridor.
    Even with this successful growth, there is a lot more work to do to 
capture even more passengers in the Northeast, where we believe the 
market demand for rail travel is extremely robust.
    The Northeast Megaregion, the densely populated region stretching 
from Boston to Washington, is projected to continue to grow from 52 
million people today to roughly 70 million by 2040. Young 
``Millennials,''--those born from 1982 to 2002--which make up about 27 
percent of the population in the Northeast Megaregion today, will be 
the largest group of drivers by 2040. According to a U.S. PIRG report, 
they are driving less and delaying getting their drivers licenses until 
later, independent of the dip in driving due to the recent recession. 
While there are a variety of explanations for this change of behavior--
including the desire of this generation to stay connected on their 
smartphones and handheld devices, a practice which is incompatible with 
safe driving--we know that Millennials like transit and rail and 
represent a huge opportunity for Amtrak into the future.
    In keeping with these trends, Amtrak is meeting growing demand by 
strengthening and improving its services and performance. After years 
of uncertain Federal funding, the company is working proactively to 
strengthen its financial position and lessen its reliance on Federal 
subsidies, particularly on the operating side. While it will never 
likely be possible to eliminate public sector capital investments in 
the railroad (nor is it practical to eliminate such public sector 
capital funding of highways and airports, either, for that matter), it 
is possible to continue to strengthen Amtrak's operating efficiency, as 
we have in recent years. Today, 88 percent of Amtrak's operating costs 
are covered by passenger fares and ancillary business revenues and our 
farebox recovery rate alone (81 percent) is the strongest among any 
passenger rail provider in the Nation.
    This responsibility to strengthen Amtrak's financial position and 
efficiency is ultimately in service of a broader and more important 
truth--that a financially strong Amtrak is good for America. This is 
supported by Amtrak's ability to meet the growing demand for 
transportation alternatives, and:

   Because of the energy advantage it offers over other modes--
        using about 17 percent less energy than air travel and 34 
        percent less than automobiles.

   Because of the stimulating economic effects that it 
        generates in the cities and towns that it serves;

   Because of the money it pumps into the economy with a 20,000 
        person workforce,

   And by the jobs that are created with its capital projects 
        and new equipment orders.

    For all these reasons, Amtrak is shifting from a defensive position 
that it has been forced to adopt over the years in response to Federal 
budget cuts and uncertainty to a position of strength, in which we are 
planning for positive growth.
    Let me detail how we are planning for growth with five key 
initiatives.
    Let's start with financial stewardship. Amtrak's plans to meet 
growing demand with investments in new capacity and equipment are not 
possible without making financial reforms and developing a viable 
financial plan. In the past, changing company leadership, uncertain 
Federal funding and political intervention has made it difficult for 
Amtrak to undertake a serious evaluation of its business strategy and 
financial condition. Today Amtrak's board is committed to financial 
oversight, making sure taxpayer dollars are spent wisely and realizing 
some level of financial independence where possible (such as in the 
NEC). We are also committed to deleveraging Amtrak's balance sheet and 
improving productivity and efficiency. Amtrak's debt has decreased from 
$3.9 billion in 2002 to less than half that amount--$1.4 billion in 
2012.
    The second area of preparing for growth is management/
institutional. Amtrak is currently undergoing an overhaul of its 
corporate management structure that involves the creation of six 
business lines, each accountable for the overall performance of 
specific Amtrak products and services. This shift to creating profit 
and loss centers around specific business lines reflects the need for 
greater accountability (to Congress and taxpayers) about which areas of 
the business are profitable or losing money, and to create clear lines 
of responsibility in each of those areas. Here in the Northeast 
Corridor, two business lines have been created--one focused on 
infrastructure planning, development and management, and one devoted to 
Northeast Corridor operations. The Northeast Corridor infrastructure 
business line is responsible providing the necessary infrastructure 
that Amtrak and our other NEC operating partners, like NJ Transit, rely 
on to delivery 2,200 daily trains across the Corridor and for advancing 
projects for new capacity, like the Gateway Program, which I will 
discuss in a moment, to support the growth in high speed, intercity, 
commuter and freight service we anticipate in the future. The NEC 
Operations business line is focused on the managing and delivering the 
Acela and Regional services to Amtrak customers, with the aim of 
improving quality, driving down costs and maximizing financial return.
    A third important area of focus for Amtrak is our embrace of 
technology. While technology is being put to innovative uses across the 
company, the provision of Wi-Fi on Northeast Corridor trains and the 
introduction of e-ticketing are two of the visible improvements that 
you may have experienced aboard Amtrak trains.
    Amtrak recently upgraded its AmtrakConnect WiFi service to 4G to 
address lagging speeds and dropped signals. AmtrakConnect is provided 
to customers at no additional cost, is available on trains that serve 
75 percent of Amtrak passengers, and routinely supports between 30 and 
50 percent of passengers on a given train. Since 4G WiFi service was 
introduced to Amtrak Acela, Northeast Regional, Capitol Corridor (CA), 
San Joaquin (CA), and Pacific Surfliner (CA), services earlier this 
year, Internet speeds have increased and Amtrak customers have been 
commenting publicly through social media on the improvements. As demand 
for connectivity and bandwidth increase, Amtrak is continuing to look 
at new technology solutions to create higher levels of service and 
productivity onboard for our passengers.
    Another use of technology that Amtrak has embraced is the use of 
social media as a way to connect to its customers and key demographics, 
such as the all-important Millennials. Amtrak employs several staff 
members at corporate headquarters in Washington, who manage Amtrak's 
social media channels, including Facebook, Twitter, Instagram, and a 
newly-launched Amtrak Blog. Amtrak's Social Media team deliberately 
targets Millennials with its outreach, using platforms like Instagram 
to encourage passengers to share their photos aboard Amtrak trains, to 
use Amtrak's hashtag on Twitter, to enter contests and promotions to 
win free trips and discounts, and become more loyal customers.
    In addition to their value in growing and building loyalty among a 
younger customer base, these social media platforms also serve as 
important channels for two-way communication. It is not unusual for 
Amtrak's social media team to receive ``tweets'' with questions or 
issues related to service delays, rebooking tickets, or general travel 
questions. Amtrak's social media team, along with help from a dedicated 
team of customer service agents trained to respond to social media 
inquiries, can provide instant feedback to customers with the 
information they are seeking--a level of responsiveness and direct 
communication that did not exist before.
    The fourth area in which Amtrak is preparing for growth is with 
investments in new capacity on the railroad. Amtrak's Northeast 
Corridor, which still relies on movable bridges built in the early 
1900s and signaling and electric traction systems from the 1930s, also 
boasts the busiest and most complex operations in the western 
hemisphere.
    Every day on the Northeast Corridor, dispatchers juggle the 
movements of about 2,000 commuter trains, 140 Amtrak intercity trains, 
and 60 freight trains.
    The apex of this complexity is the segment of the corridor is 
between Newark, New Jersey and New York Penn Station, a stretch that 
hosts about 450 trains per day and where the NEC--a four track railroad 
for much of its length--narrows to a two track railroad feeding 
Amtrak's two bores under the Hudson River.
    To address this bottleneck which constrains current operations and 
limits growth into New York and to respond to the vulnerability of our 
existing 100-year old tunnels to flooding laid bare by Hurricane Sandy, 
Amtrak has developed conceptual plans for the Gateway Program--a series 
of strategic infrastructure investments between Newark and New York 
Penn Station to double rail capacity, enhance reliability and increase 
the resiliency of our essential infrastructure.
    The Gateway Program is made up of project elements that are 
modular--each one having independent utility while still supporting the 
whole program--and are designed to be phased in over time. They 
include:

   Construction two new tunnels under the Hudson River that 
        would connect directly with 18 of the 21 tracks at Penn 
        Station, offering interoperability with the existing station 
        and tunnels;

   Replacing the 100-year old Portal Bridge over the Hackensack 
        River with two new, high-level fixed span bridges;

   Undertaking track, bridge, and signaling upgrades and 
        expansions to provide new capacity between Newark and New York;

   Expanding Penn Station New York to its south to provide new 
        tracks, platforms and concourse space to accommodate the growth 
        in train service that accompanies the construction of the new 
        tunnels coming into Manhattan; and

   Rebuilding and rehabilitation of the existing, 100-year old 
        Hudson River tunnels, once the new Gateway tunnels are in 
        operation.

    Amtrak has completed a feasibility study of the Gateway Program and 
is now moving into the first stage of planning, called system design 
and program development, in consultation with future potential 
beneficiaries, such as NJ Transit, Long Island Rail Road, and Metro 
North. Indeed, we recognize this program will only move forward if it 
has the buy-in of these and other state and regional stakeholders. To 
gain their support, we need to engage them in the planning process from 
Day 1.
    The fifth and final way that Amtrak is preparing for future growth 
is with the Amtrak Fleet Strategy to renew and recapitalize Amtrak's 
nationwide fleet. The average age of Amtrak equipment is 28 years old. 
As equipment continues to age, maintenance becomes more challenging and 
expensive and impacts service reliability. An aging and tired fleet 
also effects customer perception and comfort, with consequences for 
ridership and revenue.
    As part of its Fleet Strategy, Amtrak has already ordered 70 new 
electric locomotives for the Northeast Corridor that are being 
manufactured by Siemens Corporation at their facility in Sacramento, 
California. The first four of these locomotives rolled off the assembly 
line in May and are currently undergoing testing in Pueblo, Colorado 
and Wilmington, Delaware. Production will continue through 2016 until 
all the locomotives are completed. The new Amtrak Cities Sprinter (ACS-
64), as it is called, is a faster stronger locomotive that will cost us 
less to operate and consume less energy thanks to its use of 
regenerative braking, which returns excess electricity to the grid. The 
first of the locomotives will enter into revenue service this fall. 
Similarly, a new generation of single-level, long-distance baggage 
cars, diners and sleepers that serve the east coast are set to arrive 
soon to replace the oldest equipment in Amtrak's fleet and permit long-
distance trains using the Northeast Corridor to operate at 125 miles 
per hour instead of the current 110 MPH.
    To build upon the incredible success of our Acela service,, Amtrak 
is planning to issue an RFP this fall for new, high-capacity, high-
speed, electric train sets to augment and eventually replace our 
current Acelas. These new trains will utilize proven technology to 
operate on today's NEC at 160 mph and potentially utilize our proposed 
new Next-Gen high-speed rail service in the future. The RFP is being 
issued in cooperation with the California High Speed Rail Authority, in 
an effort to create efficiencies and develop a U.S. standard for high-
speed rolling stock.

    . . .

    In conclusion, I would like to address a current project under 
construction that I think best addresses Amtrak's preparations for the 
future and the management practices it has put in place to carry out 
its plans.
    Last year as our team of consultants was wrapping up the 
feasibility study for the Gateway Program and the rebounding economy 
was breathing life back into the New York City real estate market, a 
potential conflict emerged at the Hudson Rail Yards, west of Penn 
Station.
    This is the site where the Related Companies is advancing a mixed-
use development project of 13 million square feet of commercial office 
and residential space over the rail yards. Construction has already 
begun on their first building in the southeast corner of the site.
    As the Gateway feasibility study wrapped up, it became apparent 
that the only viable alignment for bringing two new rail tracks in from 
the Hudson River to connect directly with Penn Station was through the 
Hudson Yards, in direct conflict with where Related Companies planned 
to construct building foundations for at least one of its skyscrapers 
and other structures at the site.
    In cooperation with Related Companies, the Long Island Rail Road, 
and the New York MTA, Amtrak quickly assembled the team necessary to 
develop a design, complete permitting and reach agreements necessary to 
start construction of a concrete casing traversing a portion of the 
Hudson Yards sight that will enclose the needed right-of-way for future 
new tracks from the Hudson River into Penn Station. It also secured the 
necessary funding--$185 million in Sandy Relief funds--to pay for the 
project all in little over 9 months.
    This project broke ground three weeks ago on August 12 and will be 
completed in two years. The concrete casing will allow Related 
Companies to construct foundations for its skyscrapers on top of 
Amtrak's protected right-of-way, through which Amtrak can access Penn 
Station.
    I believe the speed with which Amtrak reacted to the threat of 
losing the Gateway right-of-way, responding to the challenge, 
marshaling resources, working with partners, and securing the 
agreements, funding, and Federal environmental clearance, is indicative 
of the kind of collaboration, responsiveness, and wherewithal, that 
will be needed to deliver new rail capacity for the 21st century.
    I look forward to leading the organization during this incredibly 
important time and building Amtrak to a position of even greater 
strength to meet the challenges ahead.
    Thank you.
                                 ______
                                 
               RPA TRANS COUNTY CAPACITY--GATEWAY PROGRAM
                             JUNE 13, 2012
    Today we heard from three very strong panels about--what to build, 
why it's important and thoughts on how to pay for it. As Denise 
mentioned at the outset--there is no question that we need to build it! 
We are all long past the question of whether additional Trans Hudson 
capacity is needed. Accordingly, it makes sense that we have spent this 
morning focused on what to build to address this need, the benefits of 
providing such needed enhancements to our regions infrastructure and of 
course the $64 thousand, or should I say, $17 billion question of how 
to pay for it.
    This morning's panels provided insight on all three of these 
questions from individuals who have spent their careers on this issue 
and who are talented and thoughtful participants in this process. I 
would like to thank them not only for their time this morning--but 
their service in advancing initiatives like Gateway that will benefit 
our region and nation for years to come. I would also like to that the 
RPA for again convening a forum to address these issues and raise the 
level of awareness regarding critical infrastructure needs.
    As a member of the Amtrak Board and someone who has participated in 
these discussions for many years--I can affirm that this issue is 
critical to our future.

   I believe today's speakers have made a compelling case for 
        the need to solve the coming Trans-Hudson Capacity crisis.

   We've heard that expanding long-term rail capacity into New 
        York City is essential to the development and health of the 
        tri-state area and the entire Northeast region.

   Without new tunnels and an expansion of the tracks and 
        platforms serving Moynihan/Penn Station--already Amtrak's 
        busiest station and the Nation's busiest transportation 
        facility--both commuter and intercity services, including high 
        speed rail, can simply not grow to meet the demand.

   Without future growth in both commuter and intercity rail 
        services, the coming increase in travel demand that will 
        accompany the anticipated 20 million new residents in the 
        Northeast will be left with two bad choices:

     1. either use the already overburdened highway and 
            aviations systems and suffer the productivity-sapping 
            delays that come with their use; or

     2. constrain their trip-making, and thereby lowering 
            economic activity.

   Either choice is unacceptable for the Nation's most 
        important economic region and world's financial center.

   We've heard today that fixing this problem won't be cheap 
        and it will take substantial leadership from the public sector 
        at the local, state and Federal level.

   We can't afford not to make these investments, as the 
        financial burden we impose on our region by not creating the 
        transportation capacity necessary to support growth is far more 
        expensive.

   Today's Hudson River tunnels are seeing nearly 500 trains a 
        day and have some of the highest density of train movements on 
        the globe and yet, they are over a century old and getting 
        harder to maintain.

   This Achilles heal of our rail network can't be left to 
        chance. Building new tunnels and tracks leading to them will 
        allow the current tunnels and tracks to be rehabilitated and 
        efficiently maintained, giving us redundancy at this key 
        crossing while also expanding the railroad to 4 tracks from 
        Newark to New York.

   This will permit 100 percent increase in train service into 
        NY for Amtrak and NJT to use.

   We've also heard that matching this new tunnel capacity with 
        station capacity in New York will be critical. Amtrak's 
        proposed new concourses that will add new tracks, platforms and 
        passenger access to the Moynihan/Penn complex, permitting the 
        terminal to handle all the new Amtrak and NJT trains coming 
        through tunnels and opening up new opportunities for Metro 
        North service and future LIRR growth.

    But here is the thing--it's not about trains--it's about the people 
on the trains. We are not talking about efficient transportation 
solutions because they are end to themselves. Really--they are just a 
way of getting between two points. This is a time to be smart. Not to 
get caught up in theory or ideology. It's not partisan or parochial. A 
hundred years go we may not have needed to provide mobility in order 
for people to realize their full potential. But in today's world it 
makes all the difference. Congestion costs money--lots of it and with 
each traffic jam, flight delay--and yes, stalled train, you can see not 
only money but the quality of life going up in smoke. The solution is 
not to keep doing what we have been doing or to simply imitate someone 
else--the problem is too big and too complicated--we need to develop 
our own solutions that address our unique challenges.

   So, I think the case is clear for action. The next task is 
        defining the partnerships that can make this happen and 
        charting a path forward.

   With the engagement for all the rail users and the 
        respective cities and states, I believe this can get done and 
        Amtrak's Gateway Program sets the state.

   This program is also an opportunity to explore new 
        partnerships with the private sector, labor, and the larger 
        region, as the benefits of this work will be felt far past the 
        immediate area of the project.

   In solving this challenge, we will have created the capacity 
        needed for growth for the next 50 years and in doing so, 
        hopefully created a model that can be replicated across the 
        Corridor as we move to fix the other chokepoints that hold back 
        what this amazing rail corridor can do for the region and the 
        Nation.
                                 ______
                                 
                     NEW JERSEY ALLIANCE FOR ACTION
                       TRANSPORTATION CONFERENCE
                              May 23, 2012
    It's an honor to appear today on behalf of Amtrak and intercity 
passenger rail which is an increasingly important part of our region's 
transportation network. As you know, the need for transportation 
alternatives in our region is pressing, and I want to begin by 
explaining why I think we need those alternatives.
    To start with, our region is, as many of you know, a densely-
settled coastal corridor that holds, among other things, our Nation's 
economic capital, its political capital, and arguably, its cultural 
capital. It's not all that large, making up only about 2 percent of 
America's land area, but it holds 17 percent of our country's 
population, and generates 20 percent of our gross domestic product.
    Today, the population of the region numbers more than 58 million, 
and growth projections tell us that we can expect that population to 
grow by another 17 million by 2050. With this population growth, we 
will see increases in regional and intercity travel demand within the 
region on the order of 45 to 60 percent.
    As we see throughout America and globally, this growth is likely to 
be to be highly concentrated in and around our largest urban areas, as 
ongoing economic, demographic, and social changes are leading people to 
cluster more densely in and around city centers. Trends like this are 
hard to conceptualize, but the measurements we can obtain are often 
staggering. To give you one example, the EPA tracks and reports 
building permits. In the 1990s, they found that for many of the 
Nation's ``metropolitan areas'', building permits for construction in 
the city at the metro region's core were relatively small: 1 percent 
for Washington D.C., 2 percent for Baltimore, 3 percent for 
Philadelphia; and 15 percent for New York City. Now, when you fast 
forward your view to the 2003-2009 timeframe, that percentage more than 
tripled for each of these areas. Today, that percentage is 6 percent in 
Washington (where the building heights are limited by statute), 9 
percent in Baltimore, 13 percent in Philadelphia, and a staggering 48 
percent in New York.
    While trends like this have many implications for the region, one 
of the more immediate and obvious impacts of this density is growing 
congestion for all transportation modes. Here in New Jersey, already 
America's most densely populated state, highway traffic at peak periods 
is at crush-levels as the economic power of the metropolitan areas 
continues to concentrate jobs and housing. According to the Air 
Transport Association and the U.S. Government Accountability Office 
(GAO), the New York-area and Philadelphia airports account for half of 
all U.S. flight delays and seven of the top ten airports for arrival 
delays are located here in the Northeast.
    The costs of this congestion is staggering and going to grow. The 
Partnership for New York City estimated that delays at JFK, Newark 
Liberty and LaGuardia cost the region $2.6 billion in 2008 alone--and 
if nothing is done to remedy the situation, costs for the period from 
2008 to 2025 could rise as high as $79 billion. The situation on the 
highways is no better, as 18 of the 40 ``most congested'' highway 
segments in America are located between Washington and Boston. The I-95 
Corridor Coalition estimates a cost of $25 billion per year to address 
the growing problem of congestion on the highway corridor, already the 
Nation's most heavily-traveled.
    So, how will we accommodate, manage, support and shape this growth 
over the decades to come? For this region to maintain its national and 
global economic leadership position, we must have smart answers to 
these questions. We believe one of those answers is to invest in rail.
    Amtrak and the efforts of our northeastern commuter railroad 
brethren offer examples of how rail can create viable capacity 
solutions that can support and shape growth all while minimizing the 
transportation footprint on the urban landscape. Today's Northeast 
Corridor is already North America's most highly-utilized and important 
passenger railroad. Because of its formative role in the region, the 
Northeast's cities grew up around it and the major terminals such as 
Washington Union Station, Penn Station, and 30th Street are located in 
the very heart of the urban areas they serve. This centrality is a 
major competitive advantage, because it puts rail at the heart of the 
region's demographic center, as well as its geographic center--80 
percent of the people in the Northeast live within 25 miles of an 
Amtrak service.
    Realizing this advantage, the Federal government, Amtrak and our 
partner commuter railroads have plowed a lot of money into the system 
since much of it was transferred to Amtrak in 1976,. At first, the goal 
of this funding was simply to reverse the pattern of decline and 
disinvestment, but Amtrak and our commuter partners also looked for 
opportunities to realize the potential of the existing infrastructure. 
We may be running trains on 177 year old bridges, but we're doing it 
now with more than double the number of trains that used the NEC when 
we got it and at speeds of up to 150 mph at some locations. This has 
not been an easy feat, as I would submit that the NEC is one of the 
most complex and challenging railroad operations in the world. But, it 
has given Amtrak and our partners the know-how and determination 
necessary to accomplish big things, as we accomplished with the 
introducing of the Acela in late 2000,
    The statistics help tell the story. Amtrak's share of the travel 
market in the Northeast Corridor has grown significantly. A decade ago, 
the airlines carried more people between New York and Washington, and 
between Washington and Boston, than did Amtrak. Today the situation is 
reversed, and Amtrak carries more people between New York and each of 
the endpoint cities than all of the airlines put together, with \3/4\ 
of the air-rail market now belonging to Amtrak between NY and DC. While 
the NEC is a vital intercity artery, it also plays a critical role in 
the daily economic life of the region, carrying more than 2,200 daily 
commuter, freight, long-distance, regional and high speed trains and 
more than 260 million riders annually--about 11 million of whom are 
Amtrak passengers.
    But like the capacity challenges and congestion facing the airlines 
and the highways, and the rail system is not immune. Amtrak has done a 
lot to make its capital dollars go a long way, but in many places, the 
infrastructure is close to capacity now. The key chokepoints today are 
the century-old New York tunnels; at rush hour, Amtrak and the commuter 
agencies are running trains through them at 150 second headways. Demand 
for track capacity is so great that repair and maintenance work is 
generally done on weekends and at night, because those are the only 
times when it can be accommodated without major traffic disruptions. 
This situation means that a small disruption or delay, if it occurs at 
the wrong place or time, can ripple through the day's schedules, 
causing problems up and down the corridor.
    To deal with this situation, Amtrak, the commuter railroads and the 
region's states created the Northeast Corridor Master Plan, which is 
designed to put forward solutions to address the needs of capacity and 
infrastructure replacement between 2010 and 2030. This plan calls for 
pushing utilization of the existing alignment and right-of-way to its 
logical maximum, so that we can squeeze out all of the available 
capacity to support the growth projections of all of today's users. As 
part of this plan, Amtrak is seeking to replace aged infrastructure 
with new bridges, tunnels, track and electric power facilities that 
will provide it with the reliable capacity the NEC's users need to 
handle projected traffic volumes. But the Master Plan has its limits, 
and at projected levels, it will not be adequate for the demand levels 
we expect to see from 2030 onwards.
    These demands will be substantial, and to address them, Amtrak has 
begun working on an incremental plan for the introduction of major 
capacity and trip time improvements to the existing system. These 
improvements are designed so that each can be put into service as it is 
completed, providing the region with increments of capacity that can 
augment the existing system and lay the groundwork for an entirely new, 
parallel high speed rail network that will both create capacity for the 
existing system and provide the region with world-class high speed rail 
linking New York with Washington and Boston.
    The first component of our plan, designed for realization between 
2015 and 2025, is known as the ``Stair-Step Plan.'' This includes four 
discrete improvements:

   Purchase of additional coaches to lengthen our existing 
        Acela trains by 40 percent beginning in 2015

   Procurement of new ``Tier III'' high speed trains in order 
        to provide an additional hourly Acela frequency between NY and 
        DC and to allow higher speed operations on an eventual new 
        alignment

   Completion of the ``Gateway Program'' to improve capacity in 
        and out of New York in the 2025 time-frame

   And targeted trip time improvements to the existing route 
        that will trim about half an hour off today's New York to 
        Washington trip times and improve frequency of Acela service 
        between New York, Washington and Boston

    Each of these is important--but none is so uniquely important to 
this region as the Gateway Program. If fully implemented, we believe 
this Program, now in the early planning phases, will open up the NEC's 
most congested segment--the tunnels between New York and New Jersey--
and create decades worth of additional capacity to accommodate commuter 
and intercity growth. These two new tunnels under the Hudson and new 
approach tracks to them east of Newark will allow us to create a 4-
track railroad into New York. The aged Portal Bridge will be replaced, 
and a host of improvements will add track and platform capacity in New 
York. We will expand facilities for both commuter and intercity 
service, ensuring that the New York Terminal has the capacity it needs 
to support the traffic we foresee in the coming century.
    It will also be capable of supporting the dedicated high speed 
network that Amtrak believes in necessary to meet the travel demand 
needs of the region beginning in roughly 2030. This proposed system, 
the ``Next Generation High-Speed Rail'' network, or ``NextGen'' for 
short would provide a new dedicated double-track alignment designed for 
220mph top speeds and 40-60 percent travel time reductions in key 
markets that is integrated with today's existing network. If 
implemented, it could dramatically improve trip times and frequencies 
for intercity travlers and shift high speed services to an 
infrastructure designed for them, thereby freeing up capacity for 
additional commuter, freight and regional trains on today's NEC.
    There are a lot of challenges here, and funding is certainly one of 
the greatest. Sustaining the Corridor in its current condition is a 
multi-billion dollar task. The Master Plan projects that will support 
the growth projected for all NEC users will require $50 billion in 
investment between now and 2030. Nor will coming up with the $15 or so 
billion that we will need to realize the Gateway Program be an easy 
task. And yet, what better options do we have than to invest in rail to 
ensure that the system continues to move the more than 750,000 people a 
day today and many thousand more in the future? Highways and airports 
can't do the job all on their own, both because they face their own 
state of good repair problems and the cost and impact of expanding them 
in this dense region will simply be too great. The region can't afford 
to stagnate and hamper growth in this era of global competition. From 
our perspective, any way you look at it, rail will need to do more in 
for the region in the future.
    To make this happen, we need to build and shepherd a coalition of 
diverse Corridor users and their political support toward the common 
goal of improving the NEC. Projects like the Gateway will have huge 
beneficial impacts for New Jersey and New York alike, but also for the 
entire region which is now constrained by this one crucial NEC 
bottleneck. Finding creative ways to bring together these beneficiaries 
and create long-term partnerships that can deliver these improvements 
is one of the most critical challenges facing us today. Unlike 
California, where the proposed high speed rail network is within a 
single state, the NEC can only be sustained by forging a larger 
regional vision that brings together the needs of up to 12 states and a 
multitude of users.
    Amtrak is uniquely suited to help in the task. Amtrak works with 
the 12 states that have interest in the NEC on a daily basis; moreover, 
it isn't just a planning or coordinating entity--it does engineering, 
construction, operations, and maintenance work on the railroad on a 
daily basis. We're the only endpoint-to-endpoint user of the corridor, 
which gives us a global perspective that encompasses each segment, and 
we're doing the work day in and day out; we know the region, the 
railroad and the need like nobody else.
    It won't be easy, but it can be done. It needs to be done. 
Railroads have certain undeniable advantages, and our ability to 
penetrate affordably to the heart of Manhattan and deliver major 
service improvements is something only rail can deliver.
    If we can plan and complete the Gateway Project in partnership with 
our partners in the region in thirteen years, at a cost of about $15 
billion; that works out to less than $20 per person, per year. At 
today's prices, that's not even two trips across New Jersey on the 
Turnpike, and it amounts to about 37 cents per person, a week--about 
half the price of a Coke, at today's prices. While this is absolutely a 
major project of national importance, it's first and foremost vital to 
this region and I believe that we, as a region, are going to have to 
help fund it with creative strategies that bring all the players to the 
table and smartly involves the private sector where we can.
    The bottom line is this: if we don't invest in our transportation 
network, we face a future where congestion costs will eat billions of 
dollars out of our economy every year and restrain the growth and 
vibrancy of this singular region. We can either invest the money we 
will need to keep our transportation networks fluid, or we can do 
nothing, and let congestion consume several times that amount, while 
returning no benefit whatsoever. The DOT's figures already show that 
the average area resident loses 42 hours of his or her life to highway 
congestion every year.
    That's the equivalent of a week of vacation time, and it has more 
than quadrupled since 1982. It can't continue; we desperately need 
alternatives. It's never easy to find investment dollars--but all you 
have to do is imagine how harder it will be if we don't find them, 
because each and every one of us will ultimately have to find them, a 
dollar and a minute at a time, spent not as an investment, but as time 
and money lost sitting in traffic. And congestion will take a lot more 
of both if we don't take the time today to plan and invest wisely for 
tomorrow.
                                 ______
                                 
                AMTRAK 5TH NATIONAL TRAIN DAY
                              May 8, 2012
    Welcome, National Train Day mention, Acknowledge guests & Introduce 
National Train Day video

   Good evening everyone and welcome to the site of the future 
        Moynihan station and to the New York City kick-off ceremony for 
        the 5th annual National Train Day celebrations occurring this 
        Saturday, May 12 at four major Amtrak sponsored locations, Los 
        Angeles, Chicago, Philadelphia and here in New York City, as 
        well as hundreds of other community driven events across the 
        country.

   My name is Tony Coscia and I serve on the Amtrak Board of 
        Directors.

   On behalf of Amtrak, America's Railroad, I would like to 
        thank you all for attending tonight as we kick-off festivities 
        for National Train Day, a celebration of trains and the 
        different ways trains touch the lives of people around the 
        country.

   Joining us tonight we have

     United States Deputy Secretary of Transportation, John 
            Porcari

     Federal Railroad Administrator, Joe Szabo

     Metropolitan Transportation Authority Chairman and 
            CEO, Joseph Lhota

     New Jersey Department of Transportation Commissioner, 
            James Simpson

     New York State Department of Transportation 
            Commissioner, Joan McDonald

   In honor of the 5th Annual National Train Day, as we 
        celebrate the future of train travel tonight at the future 
        Moynihan Station, I'd like to now show you a video that reminds 
        us why we are all here. A video that not only inspires train 
        travelers to share their unforgettable moments on their 
        journey, but that also captures the beauty of train travel . . 
        . where you can see more, do more, love more and live more.

   National Train Day video

    Moynihan Dinner Remarks
    Tony Coscia, Amtrak Board Member 7:25 p.m.
    Closing remarks and announcement of the tour

   This year's National Train Day celebrates the experiences 
        only a train can offer and our food service certainly adds to 
        that experience.

   As part of this year's celebration, we have encouraged 
        passengers to share their travel experiences and we have had 
        lots of great stories submitted that included the amazing food 
        service.

   A big thank you to our culinary team for preparing the food 
        we enjoyed this evening and for the thousands of Amtrak 
        passengers everyday.

   As Amtrak continues to be on pace to break yet another 
        annual ridership record, we are excited about the opportunities 
        the Moynihan Project offers to increase station capacity and 
        add to the passenger experience.

   It is clear that America is waking up to the many benefits 
        of trains and the many positive things they can do for the 
        country. You can count on Amtrak to be here to serve America's 
        national needs.

   I would like to thank you for attending tonight and I'd like 
        to now invite you on a 30 minute tour to see some of the areas 
        that will be transformed into the Moynihan Station.

   These include the future public atrium, the future Amtrak 
        concourse roof, and below us the future Amtrak concourse Penn 
        Station platforms.

   We will start the tour here in the old mail sorting room 
        that will become the hub of the Station--the future train hall. 
        (lights will illuminate the entire hall)

   We will be hosting two tours so I'd like to invite the first 
        group, tables 1, 2, and 3, to follow xx from the Moynihan 
        Station Project team.

   (2 min later) Now, tables 4, 5, and 6 please follow xx for 
        your tour.
                                 ______
                                 
                 CRAIN'S FUTURE OF NEW YORK CONFERENCE
                  ``THE FUTURE OF NEW YORK CITY 2011:
                     MEETING THE GROWTH CHALLENGE''
                            PANEL MODERATOR
                             July 19, 2011
    Aging and decaying U.S. highways, bridges and public works require 
immediate attention. A growing population is placing increasing demand 
for improved transportation networks and public services. 
Unfortunately, U.S. infrastructure funding continues to fall short as 
local, state, and Federal budget deficits constrain necessary 
investments. The consequence of under investment in these vital systems 
can be dire, affecting U.S. global standing as a leader in economic 
growth, productivity, competitiveness, capital inflow, job creation, 
sustainability and lifestyle.
    The decisions made will determine whether U.S. will neglect its 
current and future infrastructure needs or retake its position as the 
world's leader in economic and social progress. The key to securing 
ongoing infrastructure leadership rests in the determination, 
creativity and innovation of public and private institutions to fund 
and finance the necessary investments. Each day that passes without 
substantial commitment to U.S. infrastructure development merely 
postpones the inevitable, multiplies the expense and increases the 
likelihood of an intractable public works crisis that will last for 
generations
                          Panelists Questions
Can the City Afford World Class Infrastructure?
    With the Federal and state government in fiscal crisis, there is 
precious little money to support the investment required to maintain or 
improve our public facilities at a level that will support economic 
growth. How will New York get out of this situation?
1. Stephen Goldsmith, Deputy Mayor
     New York City benefitted from significant 
            infrastructure investments throughout its history. As a 
            result, New Yorkers have benefitted from a dynamic economy 
            using significant investments in transportation, utilities 
            and telecommunications infrastructure. In a modern global 
            economy, how will the City keep pace?

     Are there models for infrastructure, finance and 
            development in other parts of the country or 
            internationally that would be helpful in New York?

     Is there something specific to New York City that 
            would limit its ability to finance infrastructure 
            investment?

     Given what's going on Washington as we speak in regard 
            to the debt crisis please comment on the role that Federal 
            government should play supporting infrastructure 
            investment.

     What role will innovation play in addressing the 
            City's infrastructure needs?

     What is the impact of the recession and changes in the 
            financial services sector on the NYC ability to market 
            resources for infrastructure investors?
2. Jay Walder
     The New York metropolitan area has been transformed 
            over the past 50 years into a modern service economy. Its 
            highly skilled workforce depends on infrastructure 
            investment, particularly in transportation to achieve 
            levels of mobility that provide the greatest level of 
            economic opportunity. At the same time there seems to be 
            limited support for providing governmental subsidy to keep 
            low cost transportation options available. What is MTA 
            planning for its future in light of this conflict?

     Please comment on the demand for transportation 
            services to be expected for the future in New York and the 
            likely strain it would put on the system and the economic 
            impact of that strain.

     Do you see financial support through traditional 
            public means as the likely major source of funding for 
            infrastructure improvement in the future?

     Please comment on the diverse political landscape of 
            NYC and the ability to get to consensus on what projects 
            need to receive priority in NYC.
3. Felicity Gates
     The United States enjoyed a very efficient and deep 
            municipal bond market. Recently it seems for a whole 
            variety of reasons that reliance on traditional tax exempt 
            financing for large scale governmental infrastructure 
            projects is not necessarily an option. How can the capital 
            markets provide needed investment capital in ways that go 
            beyond traditional tax exempt financing?

     Certain financing tools that emerged under the 
            American Recovery and Reinvestment Act of 2009 (ARRA) and 
            Build America Bonds (BAB's) failed to receive an extension 
            beyond the end of 2010. BAB's were available for a variety 
            of State and municipal public works and were subsidized by 
            the Federal Government at 35 percent of the taxable 
            interest paid, thus lowering net borrowing costs, as 
            opposed to other financing instruments, BAB's were not 
            eligible for private investment. Would there be a benefit 
            to a reinstitution of this program or its expansion to 
            private investment?
4. Gary LaBarbera
     There has been a great deal of discussion about the 
            cost to complete projects in the New York metropolitan 
            area. Some of that attention has been focused on cost of 
            labor New York City has benefitted over the decades from 
            talented labor pool of experienced construction trades 
            professionals. To what degree is that experience level 
            still an advantage to the City and how do you see it 
            comparing from a cost standpoint in the years ahead?

     From the perspective of labor what parameters could be 
            established by government for private investors that would 
            result in broader support for privatization by labor 
            community?

     You have been a great partner on large scale 
            projects--what role do ``Project Labor Agents'' play in 
            this process?
                               QUESTIONS
   The Port Authority built the original Bayonne Bridge for $13 
        million. That's the equivalent of $175,002,009. The replacement 
        of the Bayonne Bridge alone is expected to cost a billion 
        dollars. Comment on the today's relatively high cost of 
        building infrastructure projects in comparison to prior 
        periods.

   Despite considerable interest in PPP's and academic and 
        policy making circles there is significant concern that 
        ``selling'' public infrastructure assets to the private sector 
        would exact too high of a cost and the number of such 
        partnerships that have actually been carried out has been 
        somewhat modest. Comment on the ways to address these concerns 
        in order to create an opportunity for private capital to 
        participate in public infrastructure investment.

   During his presidential campaign, President Obama talked 
        extensively about the development of a national infrastructure 
        bank. Please comment on the role the Federal Government should 
        play in overseeing or managing investment in public 
        infrastructure.

   There is lots of discussion on a Federal level about the 
        next transportation bill. Traditionally these bills have 
        included significant amounts of funding for highway investment 
        with much more limited commitment to mass transit. Is it your 
        expectation that the next surface transportation bill, whenever 
        that happens, will likely continue the same imbalance or it 
        there growing interest in providing significant investment for 
        mass transit?

   Comment on the role that sustainability and environmental 
        concerns play in an infrastructure development.

   Government has an overriding need to operate in a 
        transparent manner. Do good government concepts of 
        transparency, full disclosure, etc. permit flexibility in the 
        procurement process that might be required in connection with 
        private investment? Are there reforms or adjustments that need 
        to be made or can a system work as it is currently configured?
                                 ______
                                 
                  ULI Infrastructure Conference Speech
                              June 2, 2011
    Good morning.
    The Port Authority has a legacy as a master builder and one of the 
world's preeminent infrastructure and development agencies.
    Over the last 90 years, the agency, has overcome extraordinary 
engineering challenges to build the large-scale transportation projects 
that have transformed our region's economy--projects like the Lincoln 
Tunnel, the George Washington Bridge, and JFK Airport.
    Today we confront the task of building the region's next generation 
of critical infrastructure projects that will help us maintain our 
economic prosperity--a new World Trade Center, a new Goethals Bridge, a 
new Bayonne Bridge, to name just a few.
    These new projects raise a number of engineering challenges that 
are as complex as the ones we've faced, and overcome, throughout our 
agency's history.
    The engineering challenges we face today are perhaps even more 
complex--given enhanced public and regulatory scrutiny, the new 
environmental consciousness, and a significantly more complicated built 
environment.
    But the Port Authority is also confronting the extraordinary 
challenge of figuring out how to pay for the next generation of 
infrastructure.
    The question of how to pay for large-scale infrastructure projects 
is not unique to the Port Authority, I realize.
    Many government entities are asking the same question. Finding ways 
to finance infrastructure is an age-old problem. The Port Authority has 
confronted this issue before.
    Under its original charter, the Port Authority is a self-sustaining 
agency with no taxing authority and no subsidy from New York or New 
Jersey.
    In the middle of the last century, the Port Authority faced a 
similar problem of infrastructure demand that was well in excess of its 
ability to pay for it.
    And so the agency devised the concept of the consolidated bond--a 
bond secured by the pooled revenues of all its facilities--to pay for 
the assets its legacy rests on.
    Over the years, the PA has raised an extraordinary amount of money 
in the capital markets through the use of the consolidated bond.
    Today the agency has about $14 billion of outstanding debt.
    The PA has been able to raise this amount of debt financing because 
of its Board's strong financial discipline and our conservation of 
agency resources.
    This access to the capital markets has been the critical ingredient 
in the Port Authority's ability to pay for its broad range of 
facilities--our airports, seaports, bridges and tunnels, and other 
major transportation assets.
    As we look ahead to building the next generation of regional 
infrastructure, we'll continue to rely on consolidated debt.
    But the reality is that our access to the municipal debt market 
alone won't be enough to finance our ambitious capital program.
    On the one hand, our region's cumulative demand for infrastructure 
is much greater than it was in the past.
    At the same time that we're trying to maintain our existing assets 
in a state of good repair, we're also trying to build new projects for 
the 21st century.
    And whereas the Port Authority had 90 years to build the region's 
existing infrastructure, today we are trying to repeat our success in a 
much more compressed timeframe.
    Add to this that building large-scale infrastructure has become 
much more expensive. The Port Authority built the original Bayonne 
Bridge for $13 million.
    That's equivalent to $175 million in 2009 dollars.
    But the replacement of the Bayonne Bridge alone is expected to cost 
a $1 billion dollars.
    This is a crude example, but the essential point is clear enough--
meeting today's transportation needs require a massive upfront capital 
investment.
    At the same time, the Port Authority's ability to issue debt has 
become more constrained in recent years.
    Like all public agencies, the Port Authority's financial capacity 
has been impacted by the economic downturn.
    As a result of increased unemployment and reduced consumer 
spending, activity levels at all PA facilities have dropped 
significantly since 2008.
    In 2010 we saw a modest uptick but activity levels remain lower 
than projections made in 2008 when we formulated the current 10-year 
capital plan.
    To put this in perspective, in 2008, the Port Authority projected 
that 132 million vehicles would use our Hudson River crossings by this 
year. Now the agency does not expect to reach that level until 2020.
    These macroeconomic trends translate directly into declining Port 
Authority revenue. In 2008 we formulated a 10-year capital program of 
almost $30 billion.
    Today our ability to finance our capital program has declined by $5 
billion, to $25 billion.
    So the upshot is that our region's infrastructure needs are 
significantly more expansive at the same time that our ability to 
finance those needs has become much more constrained.
    That's the bad news.
    The good news is that the major obstacle to rebuilding our Nation's 
infrastructure isn't lack of money.
    There are enormous pools of private capital available to finance 
our transportation needs.
    Hundreds of billions, if not trillions, of dollars are available in 
the capital markets and global funds for equity and debt investments in 
infrastructure.
    The challenge is to figure out how to channel these private funds 
into the long-term infrastructure development that will sustain our 
future prosperity.
    In recent years, there has been a growing awareness that private 
sector involvement in the financing of the Nation's infrastructure is 
desirable, and perhaps unavoidable given the scale of our needs.
    Most of the attention has focused on ways to inject private capital 
directly into public infrastructure assets, modeled on the public-
private partnerships common in Europe and other parts of the world.
    Yet striking the right balance between the private sector and the 
public interest has been challenging in the United States.
    Despite considerable interest in PPPs in academic and policymaking 
circles, there is significant concern that ``selling'' public 
infrastructure assets to the private sector would exact too high a 
cost, and the number of such partnerships that have actually been 
carried out has been rather modest.
    The Port Authority is exploring new ways to channel private 
investment into our Nation's infrastructure while being mindful of the 
public interest.
    As many of you know, over the last year, we began the procurement 
process for a private entity to design, build, finance and maintain a 
new Goethals Bridge.
    Under this approach, the Port Authority would retain control of the 
bridge's toll structure and toll collections, addressing public sector 
concerns about privatizing public assets.
    The PA is still in the procurement process, and a final award 
likely won't be made until 2012, but the initial expressions of 
interest from the private sector have been extremely strong.
    The Port Authority is also looking to the Federal government to 
play a stronger role in helping to finance large-scale infrastructure 
projects.
    In my view one of the more promising ideas is to create a national 
infrastructure bank along the lines President Obama has called for.
    The proposed bank would have the ability to issue long-term tax-
exempt bonds, making it possible to pool the billions of dollars in 
private capital available for infrastructure investment that I 
mentioned earlier.
    Obviously, a lot of the details still need to be worked out.
    Regardless of the final specifics, though, I believe the creation 
of an infrastructure bank--funded largely through private capital; 
making investment decisions based on merit, not politics--is critical 
for meeting our region's, and our nation's, transportation needs in the 
years ahead.
                               * * * * *
    Today our region and our Nation stand at a crossroads.
    We can to put off investment in our region's transportation 
infrastructure and further undercut our economic growth, pollute the 
environment and endanger public health.
    Or we can invest again in our future. The challenges we face are 
vast.
    We'll need to summon the optimism, creativity, and discipline of 
those who built the region's past triumphs of infrastructure.
    And we'll need the employ the help of the private sector and the 
Federal government in financing our next generation of transformative 
projects.
    Through this approach, I'm confident we can make the critical 
investments that will support our region's economic prosperity in the 
years ahead.
    Thank you for the opportunity to speak with you today.
                                 ______
                                 
                       REGIONAL PLAN ASSOCIATION
           21ST ANNUAL REGIONAL ASSEMBLY LUNCHEON
                      FINANCE INNOVATION WORKSHOP
                             April 15, 2011
I. Introduction
     Global city and innovation

     No doubt about critical need (2.2 trillion/next 5 
            years/ASCE)
II. Historical Evolution of Infrastructure
   Engineering challenges to overcome
III. Historical Evolution Of Finance
  A.  Current System

     Availability of low cost bond financing

     Basic reluctance to private investment in public work

  B.  Historical System

     Early history of U.S./Lots of private development

     NY water system

     first hydroelectric power

     railroads (``state stock'')/New York and Erie railroad

   Depression had big impact

     New deal had result of imbedding the responsibility 
            for infrastructure development and delivery into the realm 
            of government. In addition the failure of private sector 
            during the great depression led to overall distrust of 
            private sector and fueled expansion of government 
            responsibility.

     tax code (1913)

     emergence of tax exempt bonds eventually became abused 
            as a replacement for private debt

     modern tax exempt financing has been private sector 
            resistant

   new categorizes of tax exempt bonds
IV. International and U.S. infrastructure development/2 different 
        models.
   International: PPP with private sector investment in 
        infrastructure with many risks transferred from government. 
        Theory is that long term success in service delivery enhanced 
        if projects designer/builder is also responsible for 
        maintenance and operation.

   U.S. system: separate builder from owner
V. New Concepts
   infrastructure bank

   tax credit bonds

   new form of security
                                 ______
                                 
                   INSTITUTE FOR REAL ESTATE STUDIES
                       SPRING 2011 BOARD MEETING
                             EVENT OUTLINE
                             March 30, 2011
I. Introduction
   IRES
   PJC
   Outline presentation. (PA background, WTC, Renewal, New Cap 
        Plan, National Infrastructure)
II. PA Background
   Nation's largest/oldest bi-state

   Setting turn of century/1915

   90 years of development. (Airports, Seaports, PATH, TBT and 
        WTC)

   $6B/7K employees
III. WTC--most significant project
   Pre 2006

   Port 2006 PA role

   Lots of difficulties to be resolved, lots of parties, 
        insurance, land ownership, etc.

   Current status. (2000 workers, 60 stories, 10th Anniversary, 
        $200K, Transportation Hub)
IV. WTC--Turning point
   Pre '06--modest ambition

   Most project/first half 20C, nothing major since `73

   PA walked into fire at WTC. Didn't have to do so--required 
        soul searching

   We learned it's about ``work, not us''.
V. New Cap Plan--really a mission statement
   Same time decided to do WTC--New Cap Plan

   New Plan

     Multi million airport expansion

     PATH system

     Stewart Airport

     Bridges and Tunnels

   Future--economy is set back but plan is to go forward
VI. National Infrastructure development
   No one question need: 05 ASCE 1.6T/10 ASCE 2.2T

   Fiscal policy/Monetary policy (Stimulus Bill)

   Next gen

   HSR

   Transit Oriental Development
                                 ______
                                 
        CG/LA 4th Annual Global Infrastructure Leadership Forum
     ``The Port Authority Model for Addressing & Solving a Region's
                      Infrastructure Challenges''
                            January 21, 2011
    Good morning.
    Thank you, Norman [Anderson], for inviting me to speak at this 
year's forum.
    Yesterday my Port Authority colleague Bill Baroni spoke about the 
Port Authority's legacy as a master builder and one of the world's 
preeminent infrastructure and development agencies.
    Over the last 90 years, our agency, has overcome extraordinary 
engineering challenges to build the large-scale transportation projects 
that have transformed our region's economy--projects like the Lincoln 
Tunnel, the George Washington Bridge, and JFK Airport.
    Today we confront the task of building the region's next generation 
of critical infrastructure projects that will help us maintain our 
economic prosperity--a new World Trade Center, a new Goethals Bridge, a 
new Bayonne Bridge, to name just a few.
    These new projects raise a number of engineering challenges that 
are as complex as the ones we've faced, and overcome, throughout our 
agency's history.
    The engineering challenges we face today are perhaps even more 
complex--given enhanced public and regulatory scrutiny, the new 
environmental consciousness, and a significantly more complicated built 
environment.
    But the Port Authority is also confronting the extraordinary 
challenge of figuring out how to pay for the next generation of 
infrastructure.
    The question of how to pay for large-scale infrastructure projects 
is not unique to the Port Authority, I realize.
    Many of you around the world are asking the same question. Finding 
ways to finance infrastructure is an age-old problem. The Port 
Authority has confronted this issue before.
    Under our original charter, the Port Authority is a self-sustaining 
agency with no taxing authority and no subsidy from New York or New 
Jersey.
    In the middle of the last century, the Port Authority faced a 
similar problem of infrastructure demand that was well in excess of our 
ability to pay for it.
    And so the agency devised the concept of the consolidated bond--a 
bond secured by the pooled revenues of all of our facilities--to pay 
for the assets our agency's legacy rests on.
    Over the years, we've raised an extraordinary amount of money in 
the capital markets through the use of the consolidated bond.
    Today we have about $14 billion of outstanding debt.
    We've been able to raise this amount of debt financing because of 
our Board's strong financial discipline and our conservation of agency 
resources.
    This access to the capital markets has been the critical ingredient 
in the Port Authority's ability to pay for its broad range of 
facilities--our airports, seaports, bridges and tunnels, and other 
major transportation assets.
    As we look ahead to building the next generation of regional 
infrastructure, we'll continue to rely on consolidated debt.
    But the reality is that our access to the municipal debt market 
alone won't be enough to finance our ambitious capital program.
    On the one hand, our region's cumulative demand for infrastructure 
is much greater than it was in the past.
    At the same time that we're trying to maintain our existing assets 
in a state of good repair, we're also trying to build new projects for 
the 21st century.
    And whereas the Port Authority had 90 years to build the region's 
existing infrastructure, today we are trying to repeat our success in a 
much more compressed timeframe.
    Add to this that building large-scale infrastructure has become 
much more expensive. The Port Authority built the original Bayonne 
Bridge for $13 million.
    That's equivalent to $175 million in 2009 dollars.
    But the replacement of the Bayonne Bridge alone is expected to cost 
more than $1 billion dollars.
    This is a crude example, but the essential point is clear enough--
meeting today's transportation needs require a massive upfront capital 
investment.
    At the same time, the Port Authority's ability to issue debt has 
become more constrained in recent years.
    Like all public agencies, the Port Authority's financial capacity 
has been impacted by the economic downturn.
    As a result of increased unemployment and reduced consumer 
spending, activity levels at all of our facilities have dropped 
significantly since 2008.
    Last year we saw a modest uptick but activity levels remain lower 
than projections made in 2008 when we formulated our current 10-year 
capital plan.
    To put this in perspective, in 2008, the Port Authority projected 
that 132 million vehicles would use our Hudson River crossings by this 
year. Now the agency does not expect to reach that level until 2020.
    These macroeconomic trends translate directly into declining Port 
Authority revenue. In 2008 we formulated a 10-year capital program of 
almost $30 billion.
    Today our ability to finance our capital program has declined by $5 
billion, to $25 billion.
    So the upshot is that our region's infrastructure needs are 
significantly more expansive at the same time that our ability to 
finance those needs has become much more constrained.
    That's the bad news.
    The good news is that the major obstacle to rebuilding our Nation's 
infrastructure isn't lack of money.
    Those of you from the banking community can attest there are 
enormous pools of private capital available to finance our 
transportation needs.
    Hundreds of billions, if not trillions, of dollars are available in 
the capital markets and global funds for equity and debt investments in 
infrastructure.
    The challenge is to figure out how to channel these private funds 
into the long-term infrastructure development that will sustain our 
future prosperity.
    In recent years, there has been a growing awareness that private 
sector involvement in the financing of the Nation's infrastructure is 
desirable, and perhaps unavoidable given the scale of our needs.
    Most of the attention has focused on ways to inject private capital 
directly into public infrastructure assets, modeled on the public-
private partnerships common in Europe and other parts of the world.
    Yet striking the right balance between the private sector and the 
public interest has been challenging in the United States.
    Despite considerable interest in PPPs in academic and policymaking 
circles, there is significant concern that ``selling'' public 
infrastructure assets to the private sector would exact too high a 
cost, and the number of such partnerships that have actually been 
carried out has been rather modest.
    The Port Authority is exploring new ways to channel private 
investment into our Nation's infrastructure while being mindful of the 
public interest.
    As many of you know, over the last year, we began the procurement 
process for a private entity to design, build, finance and maintain a 
new Goethals Bridge.
    Under this approach, the Port Authority would retain control of the 
bridge's toll structure and toll collections, addressing public sector 
concerns about privatizing public assets.
    We're still in the procurement process, and a final award likely 
won't be made until 2012, but I'm pleased to say the initial 
expressions of interest from the private sector have been extremely 
strong.
    The Port Authority is also looking to the Federal government to 
play a stronger role in helping to finance large-scale infrastructure 
projects.
    In my view one of the more promising ideas is to create a national 
infrastructure bank along the lines President Obama has called for.
    The proposed bank would have the ability to issue long-term tax-
exempt bonds, making it possible to pool the billions of dollars in 
private capital available for infrastructure investment that I 
mentioned earlier.
    Obviously, a lot of the details still need to be worked out.
    Regardless of the final specifics, though, I believe the creation 
of an infrastructure bank--funded largely through private capital; 
making investment decisions based on merit, not politics--is critical 
for meeting our region's, and our nation's, transportation needs in the 
years ahead.
                               * * * * *
    Today our region and our Nation stand at a crossroads.
    We can to put off investment in our region's transportation 
infrastructure and further undercut our economic growth, pollute the 
environment and endanger public health.
    Or we can invest again in our future. The challenges we face are 
vast.
    We'll need to summon the optimism, creativity, and discipline of 
those who built the region's past triumphs of infrastructure.
    And we'll need the employ the help of the private sector and the 
Federal government in financing our next generation of transformative 
projects.
    Through this approach, I'm confident we can make the critical 
investments that will support our region's economic prosperity in the 
years ahead.
    Thank you for the opportunity to speak with you today.
                                 ______
                                 
                NEXT GEN BRIEFING TO PARTNERSHIP FOR NYC
                           September 15, 2010
    Good morning.
    Thanks, Michael [Fricklas, Executive Vice President, General 
Counsel & Secretary, Viacom Inc.], for your kind introduction and for 
providing the venue for today's discussion of NextGen and its 
importance for our region's economic future.
    I also want to thank Kathy for arranging this meeting. You've been 
a visionary thinker on so many issues of importance to New York City, 
including the problem of flight delays, and we're all very grateful for 
your leadership and support.
                               * * * * *
    Let me start with an obvious truth.
    Flight delays are a major problem at the Port Authority's three 
major airports--JFK, LaGuardia and Newark Liberty.
    Beyond inconvenience and frustration, delays are a significant drag 
on our region's economy.
    Last year the Partnership released a study showing that delays at 
JFK, LaGuardia and Newark Liberty resulted in more than $2.6 billion in 
losses to the regional economy in 2008 alone.
    Looking ahead the news was even worse: the Partnership concluded 
that if no significant action were taken, losses due to delays would 
total $80 billion between 2008 and 2025.
    Since the Partnership published its study, we've seen a modest 
reduction in delays at our airports. This is certainly the direction we 
want to go in but we're hardly jumping for joy.
    Our airports still experience almost twice as many delays as the 
sixth most delayed airport.
    And the fourth, fifth and sixth most delayed airports [Philadephia, 
Atlanta, Orlando] have just opened new runways or are planning to do 
so--which will make the disparity with our airports even greater.
    Plus the reduction in delays at our airports is a mixed blessing.
    Because the main reason for the downward trend of the last two 
years is that fewer flights are coming into and flying out of our 
airports.
    The national economic downturn has reduced demand for air travel.
    But the single largest cause of fewer flights at our airports is 
that the FAA, responding to the problem of flight delays in our region, 
chose to impose caps on the number of takeoffs and arrivals--
``operations,'' to use the industry's jargon.
    At JFK and Newark, the FAA imposed a cap of 81 operations per hour.
    At LaGuardia, where caps have long been in place, the FAA reduced 
the maximum number of hourly operations from 75 to 71.
    While they help to mitigate the delay problem at our airports, 
these caps exact a serious toll on our economy.
    These costs aren't as obvious as those resulting from flight 
delays--but the impacts on our region's continued economic growth--and 
on the growth of the businesses you represent--are just as profound.
    Consider this: our three major airports handle approximately 100 
million passengers every year.
    Every one million passengers at our airports generate about $525 
million in regional economic activity and create more than 4,000 jobs.
    If the caps remain in place at our airports and no additional 
throughput is created, by 2025, we will be unable to serve 24 million 
passengers annually.
    That's roughly the number of passengers LaGuardia serves in a year.
    Put another way, our region will lose out on $12.6 billion in 
economic activity and nearly 100,000 jobs because we're forced to hang 
up a ``No Vacancy'' sign at our airports.
    This has a direct impact on the ability of businesses like yours to 
grow.
    After all, the continued growth of New York City's economy is tied 
to maximizing access to our airports and our region.
    At least one in twenty New York City workers is employed by a 
foreign company.
    Local businesses rely on our airports to import goods from 
international markets or ship goods overseas.
    And of course many of your businesses in our region rely heavily on 
spending by tourists.
    For all of these reasons, we need to identify ways to reduce delays 
at our airports while keeping our region open for business.
                               * * * * *
    The problem, to be clear, isn't on the ground.
    In recent years, the Port Authority has invested billions to 
upgrade terminals and modernize airport infrastructure--expanded 
runways, new taxiways, new technologies to monitor aircraft movements 
on the ground.
    But as much as we do at our airports, without fixing the problem 
``in the air,'' we cannot significantly ease delays for travelers.
    In fact, our airport infrastructure can handle more traffic than at 
current levels.
    At JFK, for instance, we can only use 3 of our 4 long runways--even 
in the best of times.
    The fundamental problem--the reason why we experience greater 
delays than other parts of the country--is that our three airports 
share overlapping airspace and there simply isn't enough room to 
accommodate all the planes in the air.
                               * * * * *
    So what should we do?
    How do we reduce flight delays in our region without imposing 
regulatory limits on access?
    Just eliminating the caps at our airports isn't the answer--because 
this would just put us in the same situation we were in a few years ago 
with massive flight delays at our airports.
    We believe the answer lies in implementing a Next Generation Air 
Transportation System to increase throughput in our region's airspace.
    The aviation technology we rely on today hasn't changed 
fundamentally since the World War II era.
    Several of you are in the technology business.
    Think about how far we've come in telecommunications in the past 
few years, and then think about the fact that the backbone of our 
Nation's air traffic control system is basically the same as it was 70 
years ago.
    We continue to use ground-based RADAR and radio beacons to guide 
planes through the Nation's airspace.
    It's hard to believe--but the GPS system that many of us have in 
our cars is more sophisticated than the technology used in our 
airplanes.
    Our reliance on an antiquated air traffic control system undercuts 
the efficiency of our Nation's aviation system, and here in New York in 
particular.
    Let me say at the outset that the system is safe.
    But we make it safe by building in larger than necessary buffers 
between aircraft in the sky--because, using the existing air traffic 
control system, we can't always know a plane's precise location.
    The larger the separation between aircraft, the less efficient the 
system becomes.
    To illustrate what I mean, today an aircraft fling from the west 
coast to the east coast does not really fly in that nice arc you see on 
the flight monitor.
    Instead it zigzags from one point to another to another, all based 
on the topography that allows for the installation of ground-based 
radar equipment.
    During that same flight, the pilot needs to switch frequencies as 
much as 24 times to in order to communicate with different TRACONs, 
centers and towers.
    So how would Next Gen help?
    I'll spare you the mind-numbing technical details of the Next Gen 
system--and, believe me, there are many.
    But its main feature is to replace the existing RADAR-based air 
traffic control system with a satellite-based system.
    The system also upgrades communications from voice to data.
    With Next Gen planes would be able to fly more direct routes, 
saving emissions and fuel.
    And we would be able to fit more planes in the same amount of same 
airspace--without compromising safety.
    The Regional Plan Association is in the midst of a major study, not 
yet released, examining, among other things, how Next Gen might 
increase capacity in our region.
    As part of that study, the RPA concludes that implementing Next Gen 
would result in an incremental 7 slots per hour at JFK; 4 slots at 
Newark; and 5 slots at LaGuardia.
    To put this in perspective, if we can add just one slot per hour at 
all three airports this would generate nearly $700 million in economic 
activity in the region and create more than 5,100 jobs.
    Just one slot.
    If NextGen results in the incremental throughput that the RPA 
predicts, the region could see as much as $3.6 billion in economic 
activity and more than 28,000 additional jobs annually.
                               * * * * *
    My message today is simple: the Federal Government needs to fully 
fund NextGen and implement it first where it's needed the most--like 
here in the New York region.
    In recent years the Port Authority along with its airline partners 
and others in the aviation industry have made great strides in 
convincing Federal officials of the importance of Next Gen.
    Unfortunately, however, the FAA doesn't have a reauthorization bill 
yet.
    The House and Senate Appropriations Committees have both reported 
out their Transportation, Housing and Urban Development bills.
    The Senate bill cuts $85 million from the Administration's request 
for the FAA's Engineering and Development budget--precisely where much 
of the NextGen development is taking place.
    On top of this, to the extent funding for Next Gen currently 
exists, the FAA has prioritized other parts of the country in rolling 
it out--places like Alaska, Louisville, Boston and Philadelphia; most 
recently Washington, DC and Dallas--even though our region's delays are 
the most severe and have systemic impacts throughout the country.
    The Port Authority has argued strongly that the FAA should focus 
its efforts on the New York region.
    But we need your help.
    You and your businesses have a unique ability to shape Federal 
policy surrounding the implementation of NextGen--and your voice has 
been missing from the discussion.
    In his Labor Day address President Obama stressed the need for 
infrastructure improvements, including modernization of our aviation 
traffic control system.
    This is great news.
    But we need to ensure the Administration hears loud and clear that 
the funds need to go where they're needed the most.
    What you can do--the easiest thing to do, if you haven't done so 
already--is to become a member of the Port Authority's NextGen 
Alliance, a group of more than 750 business leaders and others around 
the country who support Federal funding of NextGen and its priority 
implementation at the airports with the greatest need--like our three 
airports.
    Beyond the NextGen Alliance, we may ask you to call Members of 
Congress and give them a simple message--the airports are vital to the 
economic prosperity of the region. We need safe and reliable air 
service.
    This issue goes beyond just our airports--it is directly related to 
the region's economic growth and ultimately, the success of your 
businesses.
                                 ______
                                 
                          Alliance for Action
                  Governor's Transportation Conference
                             April 13, 2009
    Good morning.
    Under Phil's leadership, the Alliance has played a critical role in 
creating jobs, bolstering our local economy, and enabling the State to 
meet its growing needs.
    I'm delighted to join Alliance members, Governor Corzine, Senators 
Lautenberg and Menendez, and other officials and civic leaders here 
today.
                               * * * * *
    This morning I'd like to report on what the Port Authority is doing 
in the face of the bleak economic landscape.
    In a nutshell: we're moving full steam ahead.
    Last fall, the Governor asked us to speed up capital projects to 
help jump-start the economy and create new jobs.
    We heard the Governor's call to action and we have acted.
    Our Board of Commissioners passed the largest annual capital budget 
in the agency's 88-year history.
    We plan to spend $3.3 billion this year--28 percent more than 2008.
                               * * * * *
    Our 2009 budget advances a capital program attuned to 21st century 
realities like climate change, a booming regional population, and an 
over-reliance on foreign oil.
    It includes more than $8 billion on mass transit projects.
    We're modernizing our PATH commuter rail system--spending more than 
$3 billion on a new fleet of rail cars; a brand-new signal system that 
will improve commuting times by 20 percent; and 10-car platforms on the 
World Trade Center line.
    We've also committed $3 billion to the ARC tunnel project.
    In addition to the other benefits Rich [Sarles] talked about, ARC 
will free up space for more intercity trains on the Northeast Corridor.
    There's a growing recognition that our Nation's transportation 
future lies in a vibrant rail system that provides an alternative to 
short-haul flights and reduces our environmental footprint.
    President Obama understands this.
    His stimulus package includes $8 billion for high speed and 
intercity rail.
    Building ARC can be the first step in a national transportation 
plan for the 21st century--one that recognizes intercity rail as an 
essential component of the way America gets around.
                               * * * * *
    In addition to mass transit, the Port Authority is continuing to 
invest heavily in our port and airports.
    We're in a zero-sum game with other East Coast ports to serve as 
the gateway to the world's most sought-after consumer population.
    Susan Bass Levin is spearheading an initiative to ensure that our 
port maintains its first-place standing.
    Our capital plan includes nearly $2 billion in Express Rail and 
other projects.
    But we also have to keep looking ahead at our port, because while 
container traffic has slowed in this recession, we can't repeat the 
mistakes of the past and fail to invest for our future.
    That's why it's so critical that the Army Corps is rapidly 
completing its study of the Bayonne Bridge air draft.
    We know we have a long term issue that the height of the bridge is 
a barrier to the largest ships that will be in use over the next few 
years, and we know we need to tackle this problem with the help of our 
Federal partners.
    With the Governor's continued leadership on transportation issues, 
we also know we'll achieve real solutions to this problem.
                               * * * * *
    We're also making major investments at our airports, reflecting our 
view that efficient air travel to and from our region is critical to 
our service-based economy.
    Our capital plan includes billions to modernize our airline 
terminals, improve our runways, and make our airports among the most 
customer-friendly in the world.
    We realize, however, that as much as we invest on the ground, we 
can't significantly ease the problem of flight delays without also 
fixing the problem in the air.
    That's why we recently put together a national alliance calling on 
the Federal government to fund a NextGen air traffic control system 
that would significantly reduce flight delays.
                               * * * * *
    Finally, the Port Authority continues to invest heavily--$1.4 
billion in 2009 alone--at the World Trade Center site.
    As we build the memorial and public infrastructure that will 
revitalize Lower Manhattan, we're creating thousands of jobs for those 
in the hard-hit construction trades.
                               * * * * *
    The Port Authority's capital program reflects our view that a 
moment of this singular importance in our history calls for more than 
waiting out the tough times.
    As difficult as these times may be, the Port Authority won't lose 
sight of our fundamental mission.
    To keep our region connected, to strengthen our economy, and to 
improve the lives of those who live here.
    By continuing to invest in our region's infrastructure, we're 
helping to build its future. Thank you for the opportunity to speak 
with you today.
                                 ______
                                 
       Princeton University's Woodrow Wilson School of Government
                             March 6, 2009
    Good morning.
    Thank you, Rich [Keevey], for your kind words.
    It's great to see old friends and colleagues here like Rich, Bob 
Noland, and Tony Shorris.
    I appreciate your invitation to kick-off this morning's program.
                               * * * * *
    Last month President Obama addressed a joint session of Congress 
and spoke about America's failure in recent years to invest in its 
long-term prosperity.
    ``We have lived through an era,'' the President said, ``where too 
often, short-term gains were prized over long-term prosperity, where we 
failed to look beyond the next payment, the next quarter, or the next 
election. . .And all the while, critical debates and difficult 
decisions were put off for some other time on some other day.''
    The President's words accurately describe our region's approach to 
transportation and infrastructure.
    In the twentieth century, the people of our region joined together 
and built transformative projects like the Lincoln and Holland Tunnels, 
the GW and Triborough Bridges, subways, airports, and other triumphs of 
infrastructure.
    As much as any other factor, these investments turned our region's 
economy into what it is today
    . . . or--perhaps more fairly--what our economy was six months ago.
    Frankly, areas like Bergen County wouldn't exist today in any 
recognizable form without the GW Bridge.
    But in more recent times we put off ``critical debates and 
difficult decisions.''
    We deferred maintenance of our existing infrastructure.
    We delayed building new projects to handle future capacity needs.
    And today we're dealing with the consequences of our neglect.
    Overcrowded highways, buckling roads, ancient bridges, stalled 
trains, subway delays, and stranded flights that result in major 
inconvenience and cost our economy billions every year.
                               * * * * *
    The challenge our region faces today is building new transformative 
projects that address these problems while also meeting other important 
policy goals.
    We need to build for a region that is among the most densely 
populated in the Nation and is expected to grow by three million more 
residents by 2030.
    We need to give local businesses easy access to a skilled and 
diverse workforce.
    We need to reduce airborne pollutants that contribute to climate 
change, poison our environment, and endanger public health.
    We need to promote energy independence and national security, 
recognizing that 54 percent of the Nation's oil is imported, much of it 
from countries that aren't among our closest allies.
    And we need to provide greater access to economic opportunity for 
those living in our region's underprivileged and underserved areas.
    Listening to these policy goals, what becomes clear is that our 
existing infrastructure is woefully inadequate to meet our needs in the 
twenty-first century.
    The network of roads, bridges and tunnels that supported our 
region's growth over the last century belongs an earlier transportation 
era.
    This leads to two questions.
    What future-oriented projects should we build to support our 
region's prosperity in the twenty-first century?
    And how are we going to pay for these projects?
                               * * * * *
    The answer to the first question--what should we build?--is, I 
think, pretty self-evident.
    Our future prosperity and health requires, above all else, moving 
commuters out of their cars and into trains, buses, subways and 
ferries.
    This is why the Port Authority's capital program includes $8 
billion--more than a quarter of our total budget--for mass transit.
    We're investing $3 billion in the new ARC mass-transit tunnel that 
will double rail capacity between New Jersey and midtown Manhattan; 
remove 22,000 cars every day from local roads; and reduce greenhouse 
gases by 65,000 tons annually.
    And we're investing more than $3 billion to modernize our PATH 
commuter rail system and increase its current capacity by twenty 
percent.
    These investments represent a new way of thinking at the Port 
Authority.
    For most of our agency's 88-year history, we frowned on investments 
in mass transit.
    We acquired the PATH system in the 1960s, but only agreed to do so 
reluctantly, in exchange for the right to build the World Trade Center.
    Our view then, quite honestly, was that mass transit doesn't make 
money and therefore it isn't worth putting money into.
    The Port Authority has changed.
    Believe me, our Director of Aviation Bill DeCota asks all the time 
why revenues from the Port Authority's airports are being used to 
subsidize our investments in mass transit.
    I say that we're investing in mass transit because it's the right 
thing to do--to support our region's prosperity, to reduce our 
environmental footprint, and to create economic opportunity.
    (add other PA projects)
                               * * * * *
    Still, in Bill's question, there's a fair and serious point.
    How are we going to pay for the mass transit systems our region so 
desperately needs?
    Finding money to pay for major transportation projects is an age-
old problem.
    But doing so today is more challenging than it ever has been--for 
two reasons.
    On the one hand, mass transit investments are extremely costly.
    The Port Authority built the GW Bridge for $60 million in 1931.
    That's equivalent to $710 million in 2009 dollars.
    The MTA's East Side Access project is expected to cost $7.2 
billion, nearly ten times as much.
    ARC . . . $8.75 billion, almost eleven times as much.
    And the full build-out of the Second Avenue Subway will cost $16.8 
billion, more than twenty-three times as much.
    These are crude examples, but the essential point is clear enough--
our region's transportation needs require a massive upfront capital 
investment.
    And unlike toll-generating bridges and tunnels, mass transit 
usually operates at a deficit.
    At the same time, government funding for major transportation 
projects is becoming increasingly constrained.
    The reasons for this are many and there isn't enough time this 
morning to recite the full list.
    But the constraints are severe, and they've only grown more severe 
in the current downturn.
                               * * * * *
    Of course, our region isn't alone in struggling to finance our 
transportation needs.
    Around the country hundreds of billions more are needed for an 
array of essential projects--modernizing the energy grid, increasing 
the availability of water to drought areas, making port improvements, 
improving freight rail, fixing and replacing tunnels and bridges. . .
    California alone wants to build an 800-mile high-speed rail system 
that would cost $45 billion.
    Clearly, the number and scale of essential transportation projects 
far outstrip the availability of government funding.
    That's the bad news.
    The good news is that the major impediment to rebuilding our 
Nation's infrastructure isn't lack of money.
    There are, in fact, enormous pools of capital available to finance 
our transportation needs.
    There are billions of dollars in global funds available for equity 
investment in infrastructure, and a few trillion dollars in central 
bank reserves, global pension funds, and sovereign wealth funds to 
support the debt component.
    The challenge is to figure out how to channel this private 
investment into the transportation investments that will sustain our 
future prosperity.
    Of course, there has been a growing recognition that private sector 
involvement in the financing of infrastructure is desirable, and 
perhaps unavoidable given the scale of our needs.
    Much recent discussion has focused on ways to facilitate direct 
private investment into public infrastructure assets, modeled on the 
success of public-partnerships in Europe and other parts of the world. 
 
    Yet striking the right balance between the private sector and the 
public interest has been challenging, to say the least.
    While there has been extraordinary interest in public-private 
partnerships in academic circles, there is significant public concern 
that ``selling'' infrastructure assets would exact too high a cost, and 
the number of such partnerships that are actually consummated in the 
United States has been rather modest.
                               * * * * *
    I believe we need to devise a new approach that channels private 
investment into our Nation's infrastructure while taking into account 
the public interest.
    One of the more promising ideas is to create a national 
infrastructure bank along the lines President Obama called for in the 
2008 campaign.
    The proposed bank would have the ability to issue long-term tax-
exempt bonds, making it possible to pool the significant amounts of 
private capital for infrastructure investment that I mentioned earlier.
    Another crucial benefit of a bank is that it would centralize and 
make more equitable the process for selecting infrastructure projects 
that receive scarce taxpayer dollars.
    Currently, the vast majority of Federal transportation funds are 
distributed through a variety of ``modal'' programs--the Federal Aid 
Highway Program, for example--that ensure the perpetuation of last 
century's transportation priorities.
    This approach doesn't allow us to evaluate projects across 
different modes in allocating Federal funds--comparing, say, the 
benefits of a proposed highway widening project with a rail investment.
    The problem is made worse by ``pork barrel'' politics in selecting 
which projects receive Federal funds.
    Some political earmarks are for worthy transportation projects, but 
many are not.
    As a result of this muddled approach, we have too much Federal 
investment in some places, inadequate Federal investment in others, 
and--worst of all--no Federal investment whatsoever in places it's 
crucially needed.
    Under the infrastructure bank concept, a non-partisan board could 
compare transportation projects across different modes based on 
criteria such as economic growth potential, environmental impacts and 
national or local significance.
    This would allow us to make more intelligent and nimble decisions 
about how to deploy infrastructure funds.
    In effect it would enable us to align transportation spending with 
our twenty-first century infrastructure needs.
                               * * * * *
    Obviously, a lot of the details of an infrastructure bank still 
need to be worked out.
    Regardless of the final specifics, though, I believe the creation 
of such a bank--funded long-term, outside the political sphere--is 
critical for meeting our region's transportation needs in the years 
ahead.
    It would reprise the Federal government's role in financing 
America's most important transportation projects, like the mass transit 
systems essential to our region's future prosperity.
    And it would ensure that the bulk of Federal transportation funds 
are directed to metropolitan regions, like ours, that rely on 
infrastructure most and where such investments generate the highest 
economic return.
                               * * * * *
    Today our region and our Nation stand at a crossroads.
    We can continue to defer investment in our region's transportation 
infrastructure and further undercut our economic growth, pollute the 
environment and endanger public health.
    Or, as the President says, we can invest again in our future.
    The challenges our region faces are vast.
    We'll need to summon the optimism, creativity, and discipline of 
those who built the region's past triumphs of infrastructure.
    And we'll need the Federal government's help in building our next 
generation of transformative projects.
    An infrastructure bank along the lines I described would be a step 
in the right direction.
    Through a federal-local partnership, I'm confident we can make the 
investments that will support our region's prosperity in the years 
ahead.
    Thank you for the opportunity to speak with you today.
                                 ______
                                 
  St. Peter's College Board of Regents 37th Annual Business Symposium
         ``Leadership and Accountability in Challenging Times''
                            November 7, 2008
    Good morning.
    Thank you, Pat [Sheehan], for that kind introduction.
    I want to thank the Board of Regents for inviting me to speak 
today, as well as John Wilson and Maiya Furgason and all of the other 
organizers who have worked tirelessly in putting together this year's 
Symposium.
                               * * * * *
    The Symposium organizers demonstrated exemplary foresight in 
choosing today's topic.
    But even they couldn't have anticipated the magnitude of the 
economic crisis of recent weeks and months.
    The times--for our region and for our nation--are indeed 
challenging.
    Our financial markets are in turmoil, businesses are hemorrhaging 
jobs, home values are plummeting, and college and retirement savings 
are being wiped out.
    In the face of this bleak economic landscape, what should public 
agencies like the Port Authority do?
    Some feel that challenging times like these require belt-
tightening; that we should just curtail spending and resist new 
initiatives until our economy recovers.
    I understand this sentiment. But I strongly disagree with it.
    A moment of this singular importance in our Nation's history calls 
for more than waiting out the tough times; it requires vigorous action 
and forward thinking.
    It requires an approach that reflects our ability as a nation to 
rise to the occasion, that gives people hope in a period of despair, 
and that recognizes that in every crisis lies an opportunity.
    What does this mean for the Port Authority?
    It means that, while we exercise caution in spending public funds, 
we also remain committed to building new transportation projects for 
our region.
    We continue to build for two reasons.
    The first reason, as a number of commentators have pointed out in 
recent weeks, is that infrastructure spending is one of the most 
effective forms of economic stimulus.
    For every $1 billion the Port Authority spends on infrastructure 
projects, we will create up to $6 billion in additional economic output 
and up to 47,000 new jobs.
    The main beneficiaries of these jobs will be workers who will be 
hurt most by the economic downturn.
    As building activity in our region declines in the months ahead, we 
can expect that the construction industry will be hit especially hard.
    These workers form a substantial labor force ready and eager to 
build important new projects for our region.
    And the wages they earn will circulate through the region's 
economy, multiplying the impact of the Port Authority's expenditure.
    The second reason the Port Authority will continue to build is that 
our region's economic future depends on it.
    Over the last century the region's transportation network--our 
bridges, tunnels, roads, seaports, and airports--has played a critical 
role in our economic prosperity.
    But our failure in recent decades to build new projects and expand 
that network has led to chronic congestion on our local roads and 
flight delays at our airports, billions of dollars in lost 
productivity, and environmental and health problems--problems that will 
only worsen as the region's population continues to grow.
    We must show the leadership of our predecessors by investing in new 
projects today that will carry our region forward in the twenty-first 
century.
                               * * * * *
    Our nation's history offers a good blueprint for how public works 
can help stimulate the economy in the short-term and lay a foundation 
for future economic growth.
    The current economic crisis has brought many stark references to 
the Great Depression.
    I'm no historian like Michael Bechsloss . . . but it's worth 
remembering that in the middle of America's last great economic crisis, 
FDR launched a number of infrastructure projects that employed hundreds 
of thousands of Americans and helped the Nation's economy recover.
    It is striking how many of our Nation's most enduring landmarks 
were built during the Depression--the Golden Gate Bridge, the Hoover 
Dam, the Tennessee Valley Authority projects, among others.
    In our region too, the two States and the Port Authority built some 
of our most important infrastructure projects in the midst of the 
Nation's last great economic crisis.
    The George Washington and Bayonne Bridges, the Pulaski Skyway, the 
Triborough and Bronx-Whitestone bridges, the Queens-Midtown Tunnel and 
Lincoln Tunnel center tube--all and more were built in the Depression 
era, helping to stimulate our economy and contributing to our region's 
prosperity for generations.
                               * * * * *
    Fair enough, you might say. We must continue to build, but what 
should we build? We should not just build more of the same.
    Above all we need to build modern projects attuned to twenty-first 
century realities like climate change and our over-reliance on foreign 
oil.
    The Port Authority 's 10-year capital plan features more than $8 
billion of investments in mass transit.
    This includes more than $3 billion for a modernized PATH rail 
system that will be used to buy a new fleet of railcars and a brand-new 
signal system, provide for 10-car service on the World Trade Center 
line; and improve commuting times by up to 25 percent.
    Our capital plan also includes a $3 billion commitment for the ARC 
rail tunnel project, which we're building along with NJ Transit.
    Building a new rail tunnel under the Hudson River will reduce 
commuting times and provide one-seat rides to tens of thousands of 
regional commuters.
    It will also reduce traffic congestion on our roads and improve 
local air quality.
    And it will revolutionize intercity rail service into and out of 
New York City, as a new tunnel will free up space for more Amtrak 
trains traveling between Washington, D.C. and Boston.
    Among elected officials and planners there is a growing recognition 
that the United States is in need of a vibrant intercity passenger rail 
system in order to remain globally competitive.
    Around the world, our competitors in Europe and Asia are investing 
billions of dollars in intercity and high-speed rail, which provides an 
alternative to short-haul flights and reduces their environmental 
footprint.
    Building ARC can be the first step in an infrastructure plan for 
America in the 21st century--one that recognizes the importance of 
intercity rail as an essential component of our Nation's transportation 
strategy.
                               * * * * *
    Projects like a modernized PATH system and the ARC tunnel will be 
critical to our region's productivity and to our environment when the 
economy turns around.
    That turnaround will not happen next month, and many economists say 
it will not happen next year. . .
    But it will happen--and investing in mass transit today will ensure 
that our region remains competitive in the twenty-first century.
                               * * * * *
    In addition to mass transit, the Port Authority will continue to 
invest in our region's future through major investments in our ports 
and our airports.
    Susan Bass Levin, our Deputy Executive Director, is spearheading an 
initiative to keep our region's goods distribution system competitive 
on a global basis.
    This initiative includes restructuring our port facilities in a 
manner that ensures substantial capital investment will continue for 
many years.
    Similarly, investment in our airports will help to insure our 
region's long term economic future.
    Last year the Port Authority purchased Stewart Airport--the 
region's most significant investment in aviation expansion since we 
began operating our three other major airports in the 1940s.
    Despite the economic downturn, the Port Authority remains committed 
to turning Stewart into the region's fourth major air facility--an 
investment that will alleviate congestion at our other airports, 
support economic growth, and provide travel alternatives to the people 
of our region.
                               * * * * *
    Last month Governor Corzine called a special joint session of the 
Legislature to announce an economic stimulus plan for New Jersey.
    He asked state agencies and the Port Authority to speed up work on 
approved infrastructure projects to help spur the economy and create 
new jobs.
    The Port Authority welcomes the Governor's call to action.
    In recent weeks we have undertaken a comprehensive analysis of the 
agency's capital plan to identify projects that are shovel-ready and 
fully funded and will generate the most jobs for the region in the 
shortest possible timeframe.
    Once we identify those projects, we will move them ahead in our 
construction queue.
    While our analysis is not yet complete, I believe we can fast-track 
our capital spending and invest $3 billion in the regional economy in 
2009--projects that will spur economic growth and create new jobs in 
the months ahead, and will deliver benefits to the region for decades 
to come.
                               * * * * *
    The Port Authority is doing whatever we can to help the region 
through these challenging times. But in order to maximize our capital 
spending--and do the most good for the region's economy--we also need a 
strong partner at the Federal level.
    Our capital plan also includes major projects that are ready to 
build but are waiting on Federal funding before we can proceed with 
construction.
    No project is more ready to go than the ARC rail tunnel. We've done 
a lot of the spadework in recent years.
    Governors Corzine and Paterson are solidly behind it. So is Mayor 
Bloomberg.
    So too are members of our region's Congressional delegation. Ditto 
for the area 's transportation planning groups.
    Hundreds of thousands of commuters will cheer easier and faster 
trips to and from midtown Manhattan.
    We've done a lot of planning and engineering analysis. The 
environmental review process is nearly complete.
    We've put up $5.75 billion in Port Authority, New Jersey Transit 
and New Jersey State funding--two-thirds of the project's estimated 
cost.
    And we're in a position to move quickly on issuing construction 
contracts. We want to start building ARC in 2009.
    What we need is Federal action--quickly.
    Federal officials agree that the project is not only important for 
our regional economy but is also a project of ``national 
significance.''
    Federal funding this massive project is pending.
    But the urgency of the economic crisis and the importance of ARC 
for our region and the Nation demand immediate action.
    A Federal economic stimulus package that includes ARC funding would 
allow us to get shovels in the ground in the first half of 2009 and get 
people to work as quickly as possible.
    And it would represent a bold step in rebuilding the infrastructure 
that will support our region's and our Nation's economic future.
                               * * * * *
    As challenging as these times may be, the Port Authority will not 
lose sight of our fundamental mission.
    We do not build solely for the sake of building.
    We build in order to keep our region connected, to strengthen our 
economy, and to improve the lives of those who live here.
    The Port Authority will not waver in its responsibility to the 
people of this region. By rebuilding our region's infrastructure, we 
will help to build our region's future. Thank you for the opportunity 
to speak with you today.
                                 ______
                                 
                           Crains's New York
                        Business Breakfast Forum
                             April 15, 2008
    Good morning.
    Before I get started I want to thank XXX and XXX of Crain's for 
inviting me back to this forum.
    I'd also like to recognize several of my Port Authority colleagues 
joining me here this morning. First, our Executive Director Tony 
Shorris, who has brought passion, dedication and intellect to the day-
to day leadership of the agency. I'd also like to recognize Susan Bass 
Levin, the First Deputy Executive Director, who with her vast knowledge 
of the region based on many years of public service has helped set the 
agency on firmer footing since her arrival last year
    It's a pleasure to be here today, almost two years after the last 
time I stood before you, to outline the Port Authority's vision for the 
region's transportation network and our work in Lower Manhattan.
    I made a number of promises that day.
    So today, I'm here to report back on the results, and to say a 
little about what comes next.
    When I was here in June 2006, the most significant commitments I 
made involved the World Trade Center site.
    The Port Authority was pushing for a global agreement that would 
openly recognize the security, financial and engineering challenges of 
the project and, for the first time, would place the agency in charge 
of the major components of the rebuilding effort. The agreement 
established extremely aggressive timelines for the different components 
of the project--reflecting our desire to make up for close to five 
years since the tragic events of 9/11 with little to show for it.
    And the agreement set these timelines in a manner that protected 
public resources and held all parties accountable for results.
    In June 2006, many doubted the ability of any one party to 
jumpstart rebuilding at the site.
    The public mood was understandably grim and there was much 
uncertainty about what, if anything, would be built on the site.
    Today, eighteen months after we took control of the site, we can 
definitively say that our lead role in the rebuilding effort 
represented a historic turning point.
    It sometimes takes longer for the perception of progress to catch 
up with the reality--but the reality of our progress is now undeniable.
    It is among the most complex construction sites in the world and 
arguably in history. Sixteen billion dollars of construction taking 
place on only 16 acres--16 acres that includes the equivalent of 5 
landmark office towers, a soaring Transportation Hub, retail that will 
help Lower Manhattan become a vibrant, 24/7 community and, most 
important, a Memorial and Museum that will commemorate the lives lost 
at the site.
    Despite this complexity, I am pleased to report that all of the 
projects that the Port Authority is building are well underway.
    At the Memorial, more than 1,400 tons of structural steel have been 
fabricated. 94 percent of the foundation is complete and more than 70 
percent of the construction contracts are already out for bid.
    At the Freedom Tower, steel is rising every day and the building 
will be above street level this summer. 21,000 cubic yards of concrete 
have been poured to date and 90 percent of the Freedom Tower 
construction contracts have been bid or are ready to award.
    Earlier this year, we handed over to Silverstein Properties the 
parcels for Towers 3 and 4 after removing nearly 400,000 tons of 
concrete, soil and rock and constructing an entirely new foundation 
eighty feet deep.
    We are making progress on the foundations of the Transportation 
Hub, with 29,000 cubic yards of concrete poured and 900 tons of steel 
erected.
    The area is literally humming with activity, with more than 700 
workers and more than 100 pieces of heavy construction equipment on the 
site.
    I could recite numbers and statistics all day, but you get the 
point. The progress is real and it is significant.
    When I spoke to you last, I said that putting the Port Authority in 
the lead role would help us overcome the impasse to rebuilding, and it 
has.
    Of course there have been road bumps in the past eighteen months, 
and we should be prepared for more challenges as the rebuilding 
continues, an incredibly complex construction project, an economic 
downturn, and a myriad of partners and interests in the site, to name 
just few.
    You would be hard pressed, for example to find a construction site 
anywhere in the world--let alone one of this scale and significance--
that has to contend with three active rail lines running right through 
the middle of the site's footprint.
    Given the multitude of challenges, and the uncompromising timetable 
we've set ourselves, making assurances that the road ahead will be 
trouble-free would be a fool's errand.
    The undeniable fact remains, however, that since the Port Authority 
took control of the site, the rebuilding effort has achieved a forward 
momentum that gives us comfort that the site will be fully rebuilt.
    I'm proud of the Port Authority's role in getting us this far, and 
I pledge our unwavering commitment to finishing the rebuilding effort
    I made a number of other promises two years ago. I said that the 
Port Authority would:

        --acquire a fourth regional airport and undertake efforts to 
        expand capacity to meet the growing demand for air travel in 
        our region;

        --expand PATH and transform it from the oldest commuter rail 
        system in the country to the newest;

        --collaborate on a single regional transit card with the MTA 
        and NJ Transit;

        --make further investments in our ports as an engine for the 
        region's economic growth;

        --govern the Port Authority with more efficiency and more 
        transparency; and

        --redevelop the bus terminal in midtown Manhattan.

    Quite a list.
    Much work remains to be done, but I'm proud to say we have either 
completed or are moving forward on fulfilling all of these promises.
    In November of last year, we acquired Stewart Airport in Newburgh, 
New York to be a regional aviation hub, relieve congestion at our 
airports, and spur development of the Hudson Valley economy. Already we 
have seen traffic at Stewart nearly triple, with new service and new 
routes, and we expect that growth to continue.
    We convened a flight delay task force, bringing together, for the 
first time, all major stakeholders in the aviation industry. The task 
force published more than 100 recommendations for expanding aviation 
capacity to handle the growing demand for air travel in the region and 
for improving customer service in the event of delays.
    We invested $34 million in customer service projects at our 
airports
    We announced a $3.3 billion program to overhaul the PATH rail 
system and expand its capacity by 25 percent.
    We advanced pilot testing for bank-based transportation cards that 
will eventually be used to move seamlessly between the three major 
transit systems in the region--MTA facilities, the PATH system and NJ 
Transit trains and buses.
    We have accelerated major dredging and rail projects at our ports 
that have allowed record levels of cargo and taken millions of trucks 
off our roads. Last year our ports handled over 160 billion in cargo 
and outperformed every other major port in the nation, even in 
difficult economic times.
    We reformed our corporate practices to ensure transparency and 
accountability in the governance of the agency, completing the first 
major overhaul of our by-laws since 1981 and opening up our Board 
meetings and budget process to the public we serve.
    And we entered into an agreement for a full makeover of the Port 
Authority bus terminal that will involve expanding the facility, 
building an office tower above it and recasting its image by, among 
other things, changing its name--a name that frankly evokes an era with 
the wrong associations for an agency that is focused now on modern, 
efficient, customer-friendly transportation facilities.
    When I was here two years ago, I spoke about one other regional 
transportation project that in my mind is as critical as any other 
project built in this region over the last century, and that is 
building another passenger rail tunnel between New York and New Jersey, 
the project known as Access to the Region's Core, or the ARC project.
    Just four days ago, we marked the 100th anniversary of the 
completion of the single passenger train tunnel between midtown 
Manhattan and New Jersey.
    That means that since 1908, the same tunnel--with one track in and 
one track out--has served thousands of trains and millions of commuters 
traveling between the two States and beyond.
    We simply cannot continue to rely on this archaic system if our 
region intends to maintain its standing as a global capital in commerce 
and culture.
    The fact is neither our regional nor the national economy heeds the 
political boundaries between the two States.
    Our region's economic prosperity is inextricably tied to our 
ability to move people across the Hudson River.
    The ARC project will transform transportation in the region by 
adding a new rail station at 34th Street, doubling the number of trains 
into midtown Manhattan from across the Hudson River, creating one seat 
rides from Orange and Rockland counties in New York and from northern 
counties in New Jersey and cutting commuting times by up to 25 percent.
    It would also remove thousands of automobiles from the congested 
roadways in New York City and the broader region.
    Two years ago I said the Port Authority would contribute $1 billion 
dollars to aid construction of the ARC project.
    I'm proud say we've not only honored that pledge but gone much 
further.
    Our commitment is now $3 billion and the Port Authority is no 
longer just a source of revenue for the project, but a full partner 
with New Jersey Transit in the design and construction effort.
    In keeping with its regional benefits, the project has strong 
support among public officials, businesses, and commuters on both sides 
of the Hudson River. In fact, there is now $4.5 billion in local 
commitments for the project.
    Working with our Congressional delegations, we have made the case 
that this is far more than a New York/New Jersey project. It's a 
project of national significance.
    Just last week FTA Administrator Simpson agreed in identifying ARC 
as one of only three projects of national significance in our region.
    We're grateful for the Administrator's support.
    Now it's time for the Federal government to back up this assessment 
with a full funding grant agreement, so we can have shovels in the 
ground in 2009.
    I would be remiss in talking about the ARC project without paying 
tribute to the person most responsible for bringing the project this 
far--George Warrington, the former President of Amtrak and Executive 
Director of New Jersey Transit.
    We were robbed of an irreplaceable public servant when George 
passed away in December, after he fought a courageous battle with 
cancer.
    It took a leader with George's unique talents and temperament to 
move ARC from the wish list to the project pipeline.
    ARC is the one major initiative George's passing did not allow him 
to see through to completion. Its construction would be the perfect 
final chapter to his life's work.
    For the Port Authority, it's been an important and productive two 
years since I spoke to you last.
    We've delivered on our promises, and we've made enormous progress 
on projects that will benefit the region for generations to come.
    Along the way, we've revived the Port Authority's standing as the 
region's master builder of transportation projects.
    It would be irresponsible of me to catalogue our successes of the 
last two years without setting new goals and holding ourselves 
accountable for achieving them.
    So the natural question is: What's next? For me, the answers are 
clear.
    Next is completing all that we've promised at the World Trade 
Center--a fully rebuilt site that represents hope over hate, and 
resilience over acrimony.
    Next is improving the experience in our region for the more than 
110 million passengers a year at our airports who depend on reliable 
flights--not through new government regulations that increase ticket 
prices and reduce choice, but through long overdue modernization of our 
national air traffic control system, more rational scheduling of 
flights, and improved customer service.
    We expect passenger numbers to rise to a staggering 150 million 
annual passengers by 2025. A critical component to meeting that 
increasing demand will be the modernization and expansion of passenger 
terminals at our airports.
    We've started this effort already by completing the new American 
Airlines terminal and moving forward with a new Jet Blue terminal, both 
at JFK, and modernizing Terminal B at Newark.
    But we need to go further by modernizing Terminal A at Newark and 
redeveloping the Central Terminal Building at LaGuardia.
    These projects will costs billions, but the benefits for our 
economy and those using our airports will be well worth the expense.
    Next is expanding our commitment to sustainability through major 
investments in mass transit.
    Our continued prosperity and well-being require shifting commuters 
from their cars to reliable rail, bus, subway and ferry systems.
    This is why the $29.5 billion ten year capital plan the Port 
Authority adopted last December includes $8 billion--more than \1/4\ of 
the entire capital plan--for regional mass transit projects--including 
our commitments to the ARC project and the PATH system that I talked 
about earlier.
    And last month the Port Authority's Board adopted a comprehensive 
sustainability policy that commits the agency to an 80 percent 
reduction of greenhouse gases from our operations by 2050, and carbon 
neutrality through the acquisition of offsets by 2010.
    Now it's time our partners joined with us. Over the next few 
months, we'll announce programs enabling users of our facilities--
commuters using our bridges, tunnels, and PATH; shippers and terminal 
operators at our seaport; and airlines and tenants at our airports--to 
become partners with us in our efforts to become greener and reduce 
their own carbon footprints.
    Finally, what's next should include an important role for the Port 
Authority in helping realize the region's goals for the West Side of 
Manhattan. In particular, the Moynihan Station project presents an 
opportunity to dramatically expand the capacity of Penn Station and 
support transit oriented development in the surrounding area as well as 
the Far West Side.
    But we continue to argue over questions like who should be in 
charge; what exactly the project will look like; and on whose dime it 
should be built.
    Frankly, I'm not interested in turf battles between agencies over 
this project.
    What I'm interested in is getting the Moynihan project done and 
getting it done right.
    Governor Paterson has appropriately signaled support for these 
initiatives and will undoubtedly provide a careful review of the 
alternatives available.
    As to the Port Authority's role, that becomes a function of what is 
needed to bring these worthwhile initiatives to fruition. What is 
critical is not who builds it but what gets built. Like Grand Central 
on the East side, rebuilding Penn Station into a landmark transit hub 
on the West Side would spur development and provide the expanded 
transportation capacity critical to anchoring a 21st century mass 
transit system.
    We believe the Port Authority is well-positioned to help the 
Moynihan project move from architectural drawings to construction. We 
have the financial capacity and technical know-how, and we have a proud 
history of building major transportation projects in this region.
    But it's not the Port Authority's specific role that drives our 
interest in the Moynihan project. It's our agency's commitment to 
building the critical transportation projects the region needs.
    We are on the right track towards rebuilding this region for our 
children and for our grandchildren.
    The question will be whether we can follow through on our 
commitments and seize the current momentum to make the lasting changes 
we all know have been needed for so long.
    I believe we can and I know I'm not alone in that belief.
    As we build on our achievements, I look forward to working with you 
on delivering a transportation system that will support our region's 
continued growth and prosperity in the years ahead.
    Thank you.
                                 ______
                                 
            NATIONAL ASSOCIATION OF INDUSTRIAL OFFICE PARKS
                         INDUSTRIAL CONFERENCE
                             APRIL 2, 2008
   Good afternoon.

   Thank you, Al [Beaudette], for your kind introduction.

   And thank you to NAIOP for inviting me here today.

   NAIOP and its member companies are an essential part of the 
        Port's strategy for growth over the next decade, as I'll 
        explain in my remarks, and I'm delighted to share with you my 
        thoughts on the Port of New York and New Jersey and its 
        prospects for growth.
                               * * * * *
   The origins of the modern-day Port dates back to the early 
        20th century, when a dispute arose between the two states over 
        control of New York harbor.

   To resolve the dispute, the states entered into an 
        interstate compact to create the Port of New York Authority, 
        later renamed the Port Authority of New York and New Jersey. 
        The Port Authority's founders envisioned that the bi-state 
        agency would mediate harbor disputes between the two states and 
        ensure that their local concerns didn't trump their shared 
        interest in a vibrant and functioning Port.

   Since the Port Authority compact was signed by the two 
        States 86 years ago, the Port has been a reliable and powerful 
        engine for the region's economy, producing billions of dollars 
        in annual benefits.

   It also gives consumers and businesses in our region access 
        to an extraordinary variety of foreign goods--from clothing to 
        furniture to beverages and everything in between--and provides 
        an outlet for American exports, a trade that has seen an 
        amazing growth in the last year.

   Over the last decade, the Port has achieved unprecedented 
        success, averaging between 5-7 percent annual growth.

   Two weeks ago, Governor Corzine and the Port Authority 
        announced that our Port enjoyed another pathbreaking year in 
        2007.

   The Port set a new record for overall cargo volume, 
        outperforming all other major ports in the United States.

   Nearly 5,500 ships called on the port.

   We handled more than 3 million containers loaded with more 
        than $160 billion in cargo and processed nearly 1 million 
        vehicles.

   More than 230,000 high-skilled jobs were linked to this port 
        activity.

   In the years ahead we expect the Port to enjoy continued 
        growth, even in the face of our Nation's overall economic 
        slowdown.

   In fact we believe cargo volumes at our port will nearly 
        double over the next decade.

   How has our Port achieved tremendous growth over a sustained 
        period, and what is the basis for our confidence in its future?

   We are fortunate, to say the least, to serve as the gateway 
        to the largest and most affluent consumer market in North 
        America, with nearly 100 million consumers within a single 
        day's travel.

   Shipping routes also give our Port a competitive advantage. 
        We have more shipping routes to more places than any other port 
        on the East Coast.

   And with the Panama Canal's expansion well underway, the 
        number of ships traveling from Asia directly to our Port will 
        continue to grow.

   But our geography alone doesn't explain the extraordinary 
        success our Port has had, nor does it explain our optimism 
        looking to the years ahead..

   A more complete accounting for our success has to include, I 
        think, the far-sighted capital investments we've made in our 
        Port over the last two decades, and which are now returning 
        significant dividends.

   No matter the good fortune of our geography, large global 
        container ships could not access our port without having deep 
        channels.

   Once ships arrive at our port, the containers on those ships 
        must be removed safely and efficiently.

   And the ability of our Port to accommodate large ships and 
        to extract their goods is only meaningful if a robust off-port 
        transportation system exists to move those goods from the Port 
        to local stores and, ultimately, consumers.

   The point I'm trying to make is that the Port by itself is 
        one link in an integrated goods movement network, and that its 
        growth is tied to making sure that the other links in that 
        network are as strong as possible.

   For this reason, since 2001, the Port Authority has spent 
        $1.6 billion on infrastructure projects that improve the Port's 
        overall capacity and competitiveness.

   This includes over $100 million on a 45-foot channel 
        deepening project with the Army Corps of Engineers.

   It includes hundreds of millions in modernizing the 
        container terminals at our Port. Private terminal operators 
        have also invested additional hundreds of millions. [check; 
        exact dollar amounts?]

   And it includes $300 million spent to date on our on-dock 
        rail system, known as Express Rail, and various roadway 
        improvement projects.

   Let me say a little more about Express Rail, because it 
        reflects the sort of forward thinking that has driven the 
        Port's success.

   In 1991, the first year of ExpressRail's operation, the 
        system existed only at the Elizabeth Marine Terminal property 
        and handled approximately 27,000 containers.

   Many people were skeptical about ExpressRail's future as a 
        means to transport goods from the Port to the marketplace.

   But over time the Port Authority expanded the system to our 
        other facilities and more shippers began to see the value of 
        rail in transporting goods more than a few hundred miles from 
        the Port--destinations such as Cleveland, Chicago and Detroit 
        in the Midwest and Canada to the North.

   In 2005, to keep pace with increasing demand, the Port 
        Authority accelerated the full build out of the ExpressRail 
        system--to expand it to all of the Port Authority's major 
        terminal facilities in Newark, Elizabeth and Staten Island.

   And today, the ExpressRail system is a vital component of 
        the region's good movement system.

   Last year, ExpressRail set a new annual record, handling 
        358,000 cargo containers.
                               * * * * *
   So a combination of natural strengths and strategic 
        thinking--our geographic endowment plus hundreds of millions of 
        dollars in prudent capital investments over many years by the 
        Port Authority and others--is the reason for the Port's 
        impressive growth and exciting future.

   The people and businesses in New York and New Jersey are 
        well aware of the Port's success and its importance to our 
        regional economy.

   In the past year, however, the global investment community 
        took notice of our Port's success.

   Three investment firms--AIG, Deutsche Bank and the Ontario 
        Teachers Pension System--all purchased container terminal 
        leases at our Port for extraordinary sums, validating the 
        wisdom of our growth strategy and reflecting their judgment 
        that our Port is a sound long-term investment.
                               * * * * *
   Despite the Port's historic success and our optimistic 
        prognosis for its future, the Port Authority is not in a 
        position to become complacent.

   The strength of other ports on the East Coast and around the 
        country, and the billions of dollars being invested in those 
        ports by public and private entities, is ample reason for us to 
        remain actively committed to ensuring the Port's continued 
        growth.

   But we're also finding that our Port's success in attracting 
        cargo volume is itself creating formidable challenges for our 
        business that, left unaddressed, will begin to undercut our 
        future growth.

   One of our biggest challenges is adding waterfront property 
        on which we can build additional terminal facilities needed to 
        handle the future growth in cargo volume.

   Thus, we have been vigorous in making such acquisitions when 
        desirable properties become available.

   Last month, we acquired from the Northeast Marine Auto 
        Terminal the lease it held on 119 acres on the eastern end of 
        the Port Jersey peninsula and Greenville Yards in Bayonne and 
        Jersey City for the potential redevelopment of new cargo 
        container space.

   We believe this new property can provide additional 
        container capacity in the Port, adding to our ability to handle 
        the expected growth in export trade from our region.

   But waterfront land around our Port that can accommodate 
        additional cargo handling facilities is scarce.

   Recognizing the formidable land constraints in our region, 
        we've focused the bulk of our resources on ways to make our 
        existing facilities more productive and efficient.

   Last year, the Port Authority adopted an historic $29.5 
        billion, 10-year Capital Plan, which includes $2 billion for 
        projects that will upgrade our Port facilities.

   This $2 billion dollars will be directed to a variety of 
        capital investments that will enable the Port to accept growing 
        volumes of cargo well into the future.

     $ Over $600 million for a 50-foot channel deepening 
            project, which will enable the world's largest ships to 
            enter and leave our Port. Including expenditures before the 
            beginning of the Capital Plan period, the Port Authority 
            will have spent more than $1 billion on this project by the 
            time it is completed in 2012. Without this additional 
            deepening work, many shipping lines may decide to call on 
            other ports that can provide the channel depths that they 
            require.

     $300 million for expansion of the ExpressRail system. 
            When ExpressRail is fully built in 2011, it will be able to 
            handle 1.5 million containers each year. The continued 
            investments in ExpressRail will not only increase port 
            productivity, but will fulfill our mission to be a good 
            environmental steward. When ExpressRail reaches capacity, 
            it will remove approximately 2.5 million truck trips from 
            the region's highways annually, which will reduce 
            congestion and improve air quality.

     Despite my focus on ExpressRail, the reality is that 
            trucks will continue to be a principal means of 
            transporting port cargo around this region. Currently, more 
            than 80 percent of cargo is transported by truck, primarily 
            to locations within 100 miles of the port. Given this 
            enormous volume of truck shipments, congestion around port 
            terminals and its associated impacts on our local roads is 
            a major problem. Thus, our Capital Plan includes $400 
            million to upgrade the on and off-port road network to 
            provide a more efficient way for trucks to access the port 
            terminals.

   In addition to the Port Authority's investments, we're 
        confident that the new owners of terminal facilities at our 
        Port will also make the investments they need to make sure 
        their businesses continue to thrive and that the Port of New 
        York and New Jersey maintains its standing as a premier global 
        shipping destination.
                               * * * * *
   Lastly, one of the major impediments to our Port's future 
        growth is the lack of sufficient warehousing and distribution 
        sites in close proximity to the Port. These facilities are an 
        important link in the logistics chain, providing access to the 
        region's market for major retailers and wholesalers. They are 
        also an excellent source of well-paid, skilled and semi-skilled 
        employment.

   And they are a significant magnet for cargo, increasing 
        demand for the Port and its services.

   Currently, many of the warehousing and distribution sites in 
        our region are located near Exit 8A on the New Jersey Turnpike 
        or in Eastern Pennsylvania--almost an hour or more ride from 
        the Port. And these facilities are nowhere near enough to 
        handle the growth we've projected for the next decade.

   To address the lack of sufficient industrial properties, the 
        Port Authority and the New Jersey Economic Development 
        Authority have entered into a unique partnership called the New 
        Jersey Portfields Initiative.

   The initiative provides financial incentives, access to 
        affordable capital, planning and other technical expertise, and 
        coordination with state agencies for expedited project 
        permitting and approvals to accelerate development of underused 
        or brownfield sites closer to the Port.

   So far we've identified 21 development sites that would be 
        prime locations for warehousing and distribution facilities.

   And in the past few years, several of these sites have 
        either been developed or are in construction. Some of the most 
        notable include:

     The Port Reading Business Park in Woodbridge and 
            Carteret. The first distribution center was completed last 
            year, and the site will ultimately comprise eight 
            buildings, ranging in size from 71,000 square feet to 
            738,000 square feet.

     The iPort12 International Trade & Logistics Center in 
            Carteret, just north of Exit 12 on the New Jersey Turnpike, 
            is nearly complete. It consists of two building totaling 
            1.2 million square feet.

     And the Amboy Corporate Center in Perth Amboy, which 
            is currently under construction. It consists of two 
            buildings totaling 1.1 million square feet on 64 acres.

   While these facilities are certainly a step in the right 
        direction, they are not enough.

   Even including the warehousing and distribution centers 
        farther away from our Port, there is nowhere near enough 
        industrial property to handle the cargo growth we're projecting 
        for the next decade.

   As large importers continue their shift to all-water 
        services bringing their cargo directly to our Port instead of 
        to the West Coast and then by rail or truck to the Northeast 
        part of the country, we will see an increasing demand for 
        modern facilities to meet their requirements--whether for a 
        specific ceiling clearance or number of trailer parking slots.

   Moreover, as environmental concerns become more pressing, 
        retailers are striving to reduce their environmental impact by 
        reducing the trucking distance between their distribution 
        centers and local stores. These means retailers will no longer 
        be able to serve our region from facilities in Columbus, 
        Virginia or the West Coast.

   Needless to say, the companies represented in this room are 
        essential players in bridging our interest in a vibrant Port 
        with the needs of large importers and retailers trying the 
        reach the consumer population of the Northeast region.
                               * * * * *
   To sum up, a potent mix of geographic good fortune and 
        forward-thinking capital investments over the past decade have 
        put the Port of New York and New Jersey in a remarkably strong 
        position in the years ahead.

   This growth, however, gives rise to its own set of 
        challenges in a land-constrained region like the Port District.

   The Port Authority is committed to doing everything in its 
        power to building a fully integrated goods network and 
        maximizing the Port's efficiency and productivity.

   Our $2 billion will go far in achieving these goals.

   But to fully realize our vision we will need the help of 
        private industry--including those who can build warehousing and 
        distribution facilities that our region needs to handle the 
        expected growth in cargo volume.

   Through such a partnership I am convinced that we will 
        sustain our Port's ranking as one of the most vibrant and 
        successful ports in the country and in the world.
                                 ______
                                 
                   NEW JERSEY INSTITUTE OF TECHNOLOGY
                              COMMENCEMENT
                              MAY 17, 2007
    Thanks for your kind introduction, Kathleen.
    I am delighted to be here with you, along with [elected officials], 
my fellow honorees, distinguished guests, parents and friends, and of 
course the NJIT graduates whose achievements we're celebrating today.
    Commencements are, I think, mistakenly understood as recognizing 
years of hard work by the graduate culminating in today's ceremony.
    But as the parent of five children--and untold tuition payments--I 
know the real celebration is the one being planned by every parent 
after that last tuition payment is made.
    No one gets to this day without a lot of ups and downs, hard work, 
frustrations, joys and most importantly the tried and true support from 
family and friends.
    So, graduates. . .take a moment to reflect on all you have achieved 
to arrive here today. . ..
    but also take a moment to recognize the many people--especially 
your parents and loved ones who supported you along the way.
    I'm a little biased but, I think, they deserve their own round of 
applause.
                               * * * * *
    When you invited me to speak at this year's commencement, I was 
both flattered and surprised.
    Flattered because, having lived in New Jersey for most of my life, 
I am well aware of the outstanding reputation of NJIT and the 
contributions this university and its graduates have made to this 
region.
    Surprised because, as someone who still can't quite manage to use 
the scroll wheel on my blackberry correctly, I didn't regard myself as 
being in the running for this honor.
                               * * * * *
    A commencement speech is an interesting concept. Graduation day is 
a celebration. . .
    But before you get to celebrate they make you suffer through a 
speech that you likely have no interest in hearing, given by some 
person you've probably never heard of.
    Only an institution of higher education would think a speech is a 
fun way to kick off a party.
    So, knowing that my remarks are standing in the way of your well-
deserved celebration, I will be brief.
                               * * * * *
    There's a commercial out today--I'm not sure by whom--that says no 
one wakes up and decides to be ordinary.
    I doubt that any of you have worked hard to graduate from an 
institution of this caliber merely to go out in the world and be 
``ordinary''.
    Most of us start out with visions of grandeur, not dreams of 
mediocrity.
    But life has a funny way of humbling our ambitions and pressing us 
into the safe embrace of the ordinary and conventional.
    Sustaining the drive to be something more than just another cog in 
the wheel isn't easy, it turns out.
    So if you take nothing else from my ten minutes today--take this. 
We need you to be afraid to fail.
    Don't work the next sixty years of your life simply to preserve the 
status quo.
    Wake up every day--or at least once a week--thinking about how you 
can push the envelope of greatness.
    Fight the urge to become complacent and dare to leave your mark on 
this world.
                               * * * * *
    I realize that daring to leave a mark is hard in the world in which 
we now live. Our modern world presents us with huge challenges.
    We face enormous geopolitical dangers unlike anything since the 
middle of the twentieth century.
    We face hungry and smart competitors that didn't previously exist, 
certainly when I graduated from college, but not even five years ago.
    And we face unprecedented environmental threats that endanger our 
quality of life.
                               * * * * *
    Fortunately, America has always been a land of dreamers who have 
shunned the ordinary and redefined what is achievable.
    Consider, for instance, a topic close to my heart at the Port 
Authority--our national infrastructure.
    I usually lose people's attention when I start talking about 
``infrastructure.'' My typical audience thinks I'm talking about 
computer software, my kids think I'm talking about a rock band and most 
people in the media turn off their recorders or put down their pens.
    It's a rare treat for me to have almost 2000 graduates who not only 
understand what infrastructure is, but a good number of whom are 
expecting to earn a living from building it for the rest of their 
lives. As for the rest of you, the shear guilt of not paying attention 
at your loved one's college graduation will keep you with me for at 
least some period of time.
    The truth is that there is no more striking embodiment of our 
Nation's willingness to dream and try what many perceived to be 
impossible.
    Just take a look around our region.
    75 years ago, the Port Authority of New York and New Jersey 
planned, designed and built the George Washington Bridge.
    Over the next few decades, Port Authority engineers built the 
Goethals Bridge; the Lincoln Tunnel; one of the largest bus terminals 
in the world; the largest port on the East Coast; and three world class 
international airports that together serve more than 100 million 
travelers each year.
    And of course, in the 1960s and 1970s we built two magnificent 
towers in Lower Manhattan. Each of these projects was an engineering 
marvel of its time.
    Each was built to accommodate future growth as much as current 
need.
    Each was dreamed and conceived by a generation of leaders, 
engineers and planners who had no desire to be ordinary.
    They challenged themselves intellectually to build structures that 
would accommodate a growth in people and commerce that would occur long 
after their own lifetimes.
    And they succeeded.
    These projects fundamentally transformed the region's economy and 
redefined its physical landscape.
    But their impact went far beyond this region:
    The vision and intellectual courage of dreamers at the Port 
Authority served as a model for others throughout the country.
    And, together, a nation of dreamers built the infrastructure that 
has enabled the United States to achieve unprecedented economic growth 
and prosperity.

   The ports that led to the development of our coastal cities.

   The bridges that spanned large expanses of water.

   The railroads that connected our Nation's heartland to our 
        industrial centers.

   The interstate highway system that enabled the transport of 
        people and goods to all parts of the country.
                               * * * * *
    But attitudes have changed over the past half-century.
    We as a nation have chosen to elevate short-term, fleeting 
priorities above our infrastructure.
    In 2005 the American Society of Civil Engineers assigned grades to 
fifteen categories of infrastructure based on review of hundreds of 
reports and a survey of more than two thousand engineers. It was not 
the kind of report card any of you would have wanted to send home to 
your parents. Four C's, ten D's and one incomplete. Moreover, it 
concluded that it is going to take well over a trillion dollars to fix 
the problem.
    And even where we've built new infrastructure, we've accepted the 
ordinary way too often.
    We've become overly concerned about price tags that seem too high 
and engineering challenges that seem too difficult.
    So we've settled for doing lots of little things instead of 
building the landmark projects that will set the stage for the next 
generation.
    And because of our neglect and timidity, the Nation today faces a 
number of vulnerabilities.
    Visit any metropolitan area in this country and you can bear 
witness to outmoded and heavily congested bridges, rails and tunnels; 
gaping sinkholes; blackouts caused by an overextended power grid; 
overtaxed and unreliable mass transit systems; and dysfunctional roads 
and highways.
    The impact of Hurricane Katrina and the blackout in NYC several 
years ago stand out as examples of this neglect.
                               * * * * *
    I need look no further than my workplace, the Port Authority, to 
see how alluring the safety of the status quo has become.
    In my generation's time, the Port Authority has not built anything 
on the scale of the landmark projects it built in the first half-
century of its existence.
    No bridges, no tunnels, no mass transit systems, no bus terminals, 
no airports.
                               * * * * *
    But last December the Port Authority made a decision to reverse 
that trend and to commit $2 billion to the building of a second 
passenger rail tunnel under the Hudson River.
    This project will require indescribably complex hydro and tunnel 
engineering know-how. It will require billions of dollars in public 
investment and take years to build.
    It will inconvenience communities on both sides of the Hudson.
    But it is nothing less than the foundation upon which a modern 
urban mass transit system will be built to serve the NY metropolitan 
region for the next generation.
    This represents the first major investment in a rail system in the 
New York metropolitan region since the IND was built in1932.
    It is exactly the type of project we have wrongly avoided for too 
long.
    Likewise, the Port Authority has committed $2 billion for a state-
of-the-art freight rail system that will increase our ability to move 
cargo entering our ports to distribution centers around the region and 
the nation, and remove 500,000 truck trips annually from our congested 
state and local roads.
    And earlier this year, the Port Authority agreed to purchase 
Stewart International Airport in upstate New York, part of a long-term 
plan to reduce congestion at our three major airports and in the skies. 
Thereby creating the first new major airport in the region since 1948.
    When completed, these projects--once unthinkable, until people 
dared to think differently--will sustain the region's economic growth 
and prosperity.
                               * * * * *
    There are a lot of practical reasons why we all stopped attempting 
the great engineering feats--Building projects today is more 
challenging than ever.
    In a society that is largely built-out, engineering and design work 
is exceptionally complex.
    Every project faces unprecedented security concerns and some degree 
of public opposition to quality of life impacts.
    On top of that global warming and the related concerns about 
climate change are very real and serious problems that are becoming a 
factor in every project.
    We and our engineering dreams have too often gotten beaten down by 
the sheer magnitude and variety of obstacles, both real and perceived.
    So what does all this mean for each of you as you leave NJIT?
                               * * * * *
    You must look beyond these obstacles, have the courage to dream 
great feats, and exercise the knowledge and skills you have learned in 
the past four years.
    You are the next generation of engineers and architects, computer 
scientists and IT managers. You will shape America's next generation of 
landmark infrastructure projects.
    But, unlike your predecessors, your major competition is not the 
graduates sitting next to you or at other universities across the 
Northeast.
    The companies you go to work for aren't competing with others based 
in New York or Pennsylvania.
    Your competitors are in countries like China and India and other 
emerging nations, which are greatly outmatching our investment in 
infrastructure. According to a recent study completed by the Urban Land 
Institute, China and India are spending 9 percent and 3.5 percent of 
their GDP, respectively, on their infrastructure. In the United States, 
we spend less than one percent of our national GDP on infrastructure.
    And they have been thinking grander dreams than we are. Last year, 
for example, China spent over $4 billion to build the world's highest 
railway, a 710-mile route that reaches more than 16,000 feet above sea 
level, higher than Mont Blanc in France.
    While we have become satisfied with maintaining what we have, our 
competitors are building mass transit systems, ports, bridges and 
infrastructure systems that are threatening to leapfrog us in 
technology and sophistication.
                               * * * * *
    You will be the ones to decide whether we choose to be ordinary in 
what we build. . . . .
    . . . . . or whether we build projects that future generations will 
marvel at; projects that will keep the
    U.S. at the height of our economic power and competitiveness.
    And you enter your professional lives with an advantage--you 
understand how to leverage the power of technology.
    Technology, combined with imagination, and prudent risk-taking will 
put you in a position to solve problems, in ways we cannot even 
imagine.
    In the last few years alone, technology has transformed how we do 
business.
    Today, for example, the Port Authority is using biometric 
technology to control access to our port facilities.
    We have highly sophisticated detection systems that protect our 
region from the import of radiological devices.
    At our airports, we have installed various perimeter-intrusion 
systems and implemented in-line baggage screening.
    And, overlooked in all of the spirited discussion about what will 
be the tallest building in New York, the Freedom Tower, is that it is a 
world-class model of energy efficiency and environmental 
sustainability, featuring state-of-the-art conservation technology; use 
of non-toxic building materials; and reliance on fuel cells that will 
liberate the building from the power grid.
                               * * * * *
    Technology can be used to overcome the great challenges of our 
time.
    But we are barely scratching the surface of our ability to harness 
technology's potential.
    In part, that's because the economics of certain technologies are 
not practical for widespread use.
    But it's also because we as a nation haven't intellectually 
embraced the true potential of technological enhancements.
    Let's just look at global warming.
    Imagine if the willpower existed to put a solar panel on every 
warehouse rooftop in New Jersey. . ..
    Or, as Governor Corzine urged us to do last year in his economic 
development plan, if unused land at our airport terminals were 
converted to solar grids and the unused land at our port facilities 
were converted into farms to harvest wind power.
    Or if future buildings were designed to be energy self-sufficient? 
Would there be a cost? Of course.
    Would there be engineering challenges? Of course.
    But instead of letting those issues drive us to reject the 
possibilities outright. . .
    . . . we should be pushing the envelope to find how far we can go. 
If we have the courage to try, we may just surprise ourselves.
    So today I am pleased to announce that the Port Authority will 
develop a comprehensive strategy over the next two years for 
implementing alternative energy solutions at our airports and ports--a 
combination of efficiency, renewable energy and renewable energy 
credits--with the ultimate goal of reducing carbon emissions, our so-
called ``carbon footprint'', by 80 percent at these facilities.
    What does this mean in English? Think of it like the signs outside 
parks telling you take out what you bring in.
    We can't literally have zero carbon emissions at our facilities, 
but we can end up with a greatly reduced net impact from these 
structures. How?

   By efforts like geothermal heating and cooling of buildings, 
        on-site generation through the use of fuel cells, use of 
        renewable energy from wind and solar projects,

   having planes use docking stations to power up while they 
        are at our facilities rather than idling with their engines on, 
        using electrified tugs and other rampside equipment,

   moving to planes like the A380 that not only carry more 
        passengers in one flight but are more environmentally 
        efficient, and offsetting greenhouse gas emissions by 
        purchasing renewable energy credits.

    Our strategy would also seek to offset emissions by tapping into 
the market of large-scale clean energy generation in our region. In 
this way the Port Authority would not only be helping to avert global 
warming, it would also be contributing to a promising sector of our 
regional economy.
    Port Authority staff are already putting together a series of near 
term targets for reducing green house gas emissions with the 
appropriate metrics to monitor our progress.
    As Chairman of the Port Authority, I expect the agency to reach the 
goals we set. But by just taking on this challenge, we'll achieve more 
than we ever thought possible today.
                               * * * * *
    I have delayed your celebration long enough.
    Go out and enjoy your family, enjoy your friends--it only gets 
harder from here, but also infinitely more rewarding.
    The world will rely on the training and skills you have received 
here but it is your responsibility to make yourself heard.
    Advocate for your ideas--we need to hear them.
    You have too much to contribute to silently sit at a desk everyday. 
We, in the region and the nation, are counting on you.
    And with all that you have achieved already, I am confident that 
our region and the Nation are in able hands.
                               * * * * *
                                 ______
                                 
               CRAIN'S NEW YORK BUSINESS BREAKFAST FORUM
                             JUNE 13, 2006
    Thanks Kathy, for that wonderful introduction.
    Good morning and let me also thank Alair Townsend and Crain's for 
hosting today's breakfast.
    I would also like to take a moment to recognize some of my 
colleagues from the Port Authority who are here today.
    This has been a remarkable time to be Chairman of the Port 
Authority.
    Even with its great history, you'd be hard pressed to find a time 
when so many generation-defining opportunities and challenges were at 
hand.
    Of course, the most complex and most publicly scrutinized is the 
post 9/11 rebuilding of the World Trade Center.
    Painful emotions, challenging finances, and the need to build 
consensus among a wide variety of stakeholders has combined to make 
this an especially difficult process.
    I am very proud of what the Port Authority has already accomplished 
in the re-building.
    We got PATH service back up and running faster than anyone thought 
possible. A nearly $600 million transportation project completed in 18 
months!!
    We met an ambitious goal of breaking ground on a new permanent PATH 
station and brought in Santiago Calatrava to design a transportation 
hub that will be a soaring symbol of renewal. What will one day be the 
Grand Central Terminal of Lower Manhattan, the facility will serve 
85,000 PATH commuters each day and provide a connection to the 13 NY 
City subway lines, as well as ferry service.
    We planned the development of an expansive retail complex at the 
site to help stimulate commercial office development and renew Lower 
Manhattan.
    It wasn't easy . . . but it was the Port Authority at its best, 
reflecting our commitment to be an independent voice for the region.
    The unified support of Governors Corzine and Pataki along with 
Mayor Bloomberg has allowed us to move ahead with an agreement to 
rebuild the World Trade Center site quickly and in a manner that 
protects public resources and holds all parties accountable for 
results.
    But even more than its substantive accomplishments, I believe the 
agreement represents a turning point for the Port Authority and the 
region.
    The great opportunity rising out of the agreement lies not as much 
in the agreement itself. . .. but in the level of regional cooperation 
and consensus that was forged in getting it done.
    The future holds monumental transportation and infrastructure 
challenges that will have to be undertaken if we hope to maintain our 
economic competitiveness.
    But with limited resources and limitless needs, any chance of 
meaningful progress hinges on our ability to capitalize on the power of 
regional cooperation we saw with the Lower Manhattan agreement.
    As we look forward, it is helpful to look back at why the Port 
Authority was created.
    We were established to plan for the long term . . . to be an 
independent entity with the vision to look beyond parochial political 
interests and build the transportation infrastructure that neither New 
York nor New Jersey could accomplish on their own.
    Our mission is not to be in the commercial real estate business! . 
. . It is to effectively move people and goods around this region.
    Let me be clear, we will not for one second back away from our 
commitment to rebuilding the World Trade Center.
    The restoration and preservation of Lower Manhattan as the City's 
second central business district is fundamental to the City, the State 
and the region. It was a priority forty years ago and it remains a 
priority today!!
    I realize that it has been nearly five years since the terrible 
attacks of 9/11 but, if we remain unified around the agreement we 
forged in April, over the next five years we will see a site that is 
fully rebuilt and a renewed Lower Manhattan.
    But while meeting these commitments the Port Authority has to use 
our scarce resources wisely. We owe that to people who rely on us every 
day.
    That's why we fought so hard to ensure the global agreement we 
reached with Silverstein Properties was a fair partnership that 
protected public resources.
    And that's why we look at everything that happens in the rebuilding 
process from the standpoint both of what moves the entire project 
forward quickly and what is financially responsible.
    Because the Port Authority is faced with extraordinary demands on 
our resources. The Port Authority is not funded by tax dollars.
    We are funded by the customers of our transportation system; the 
people who use our bridges, tunnels, and the PATH system; the airlines 
and port and bus operators.
    We have an obligation to our customers--both fiscally and morally--
to reinvest those resources in a stronger and more secure 
transportation system.
    [PAUSE]
    While we must invest in the major infrastructure projects our 
region needs, we also have to spend substantial money on protecting the 
facilities we already have, and do so without much help from the 
Federal government.
    Since 9/11, the Agency has spent more than $2.2 billion in security 
improvements on everything from a greatly enhanced police presence to 
Intelligent Transportation Systems at our tunnels.
    Less than 10 percent of the money has come from the Federal 
government.
    There is no other agency in our Nation with responsibility for 
protecting such a diverse range of high-value, high-threat 
infrastructure.
    If the Federal Government wants to protect this nation, then this 
region's bridges, tunnels, ports, airports and commuter rails should be 
the first place it invests money.
    [PAUSE]
    The tremendous and competing demands of security and long-term 
capital investment underscore why we must make sure that every dime is 
going to the right priorities.
    Because if we fail to invest our resources wisely to meet the 
region's enormous transportation needs, then our entire regional 
economy will suffer . . . first in lost productivity, then in lost 
people.
    Through most of the 20th Century, the Port Authority had the 
foresight to build the generational transportation projects, the 
Lincoln Tunnel, the George Washington Bridge, JFK, Newark and LaGuardia 
airports, modern ports that facilitated the region's rapid growth and 
two magnificent towers that transformed a region.
    But since we completed the original World Trade Center in 1973, the 
Agency has frankly failed to live up to our role as the driving force 
behind major infrastructure projects.
    We've spent our time and resources on smaller initiatives to 
satisfy one State or the other.
    We've allowed ourselves to engage in a tug of war across the Hudson 
River while the world around us has evolved into a seamless, borderless 
global economy.
    And we've forgotten that it is the landmark regional projects that 
the Port Authority is uniquely suited . . . and in fact, was created to 
take on.
    It is time for the Agency to return to that original mission!!
    Right now we are at a critical point that will have a significant 
impact on the region's future.
    For generations New York City and regions that surround it have 
drawn people from around the world and with them has come an 
unprecedented level of creativity, hard work and passion.
    Those contributions have made New York the center of the world. To 
be part of this extraordinary human experience those people have been 
willing to endure almost anything. . .and if you commute into or around 
the City on most days you know I mean by almost anything!
    But in a 21st century global economy, fueled by technology and a 
changing economic, political and cultural environment, our place on the 
world stage is hardly assured. Interestingly enough, people want to 
move to cities again. The urban experience has again ignited the dreams 
and hopes of a broad cross-section of people who in past years fled to 
the suburbs.
    People want to move back into our population centers.
    [In the 1980s, former MTA Chairman Dick Ravitch and others in this 
room laid the groundwork for this reverse migration by literally saving 
the New York City subway system.
    And it's now time for all of us responsible for transportation to 
take the next step.]
    Right now we have an opportunity to turn the movement of people and 
goods from a source of frustration and complaints, into an asset that 
bolsters the region and supports continued growth.
    Imagine a mass transit system where someone can live close to a 
train station. . .
    . . . Where they can use one card to buy their ticket, coffee and 
newspaper, get on a clean, comfortable train (with no middle seats!) 
that arrives every 5 minutes to take them quickly to a central business 
district where they work.
    Think it's impossible? This kind of mass transit system already 
exists in Hong Kong and Singapore. And it ought to exist here.
    Our region loses an astonishing $7 billion a year in productivity 
to congestion on our roadways, airports and trains.
    The bottom line is if we continue to rely on an infrastructure that 
is groaning under the weight of its advancing age and the region's 
growth, the demand for this region will shrink and people and jobs will 
simply move somewhere else.
    [PAUSE]
    So how is the Port Authority preparing to prevent this tipping 
point from ever being reached? Frankly, we have to change how we think, 
operate and plan.
    First, we have to demand the highest level of financial management 
from ourselves. In the past two years we have undertaken an exhaustive 
review of our fiscal practices. We have instituted better auditing and 
corporate governance practices
    We are cutting operating costs by 10 percent for a savings of $150 
million.
    We are generating $100 million in new revenue through better 
marketing and advertising at our facilities.
    Taken together, that's $250 million a year that will be available 
to re-invest in our infrastructure.
    We have developed our first ten-year strategic plan to provide a 
vision for the Agency and guide future priorities and we expect this 
plan to serve as the blueprint for our next capital plan.
    We have recharged our current capital plan and in 2006 we expect to 
invest nearly $1.8 billion to expand our airport capacity, turn our 
fleet of PATH cars from the oldest to the newest in the nation, and 
continue to develop our ports into a growing engine of the national 
economy.
    Our next capital plan will benefit from two years of planning and 
hopefully represent the kind of comprehensive vision and bold 
initiative that does justice to our agency's proud past.
    But making the new landmark investments of our generation will 
require more than just one Agency's plan or money.
    They will require leaders on both sides of the Hudson to put aside 
parochial interests in favor of a consensus that understands we stand 
or fall as one region, not two states.
    As we did with the Lower Manhattan rebuilding effort, we must play 
a leading role in creating public accountability and fostering 
consensus and regional cooperation.
    So what are these generational investments?
    The cornerstone of the region's future growth is the Access to the 
Region's Core (ARC) project. With a second cross Hudson Tunnel as its 
centerpiece and a new flagship 34th Street Station under Macy's, ARC is 
our generation's George Washington Bridge.
    For a hundred years engineers have struggled to fit more and more 
trains through a tunnel built a hundred years ago.
    But over the next fifteen years demand will double.
    The only way to handle the increase is to build a second passenger 
rail tunnel.
    It will create 44,000 new high paying jobs on both sides of the 
Hudson, increase Gross Regional Product by $10 billion and generate 
6,000 construction jobs a year.
    The project is too big, too expensive and competing against too 
many parochial priorities for either New York or New Jersey to build on 
their own.
    It is the type of project that only the Port Authority can 
facilitate and I am committed to seeking a Port Authority investment of 
more than $1 billion towards its success.
    Already, the ARC project has generated strong support from leaders 
on both sides of the Hudson. Governors Corzine and Pataki, Senators 
Clinton, Lautenberg, Menendez and Schumer, Mayor Bloomberg and Eliot 
Spitzer have all endorsed it.
    But to make ARC truly successful, it must connect to robust mass 
transit within Manhattan itself.
    That's why we will continue to work with the MTA on critical 
projects like East Side Access and extending the #7 line. Projects I 
hope to also include in the next Port Authority Capital Plan.
    [PAUSE]
    At the same time, our region must increase our capacity for moving 
cargo from our ports.
    We and the Federal government have invested billions in dredging 
our ports, and it has paid off. Last year alone, cargo exceeded $132 
billion and the ports supported 232,000 jobs in the region.
    But to sustain this growth, roads cannot become clogged from over-
reliance on trucks and our ports must be part of a comprehensive plan 
that moves goods via modern rail systems.
    The Port Authority is investing nearly $150 million in a state of 
the art rail system that will take half a million-truck trips off our 
highways.
    But if we can't partner with private rail operators to modernize 
our region's aging tracks, our investment will be like a new on-ramp to 
the same old two-lane highway. The region needs a modern intermodal 
goods movement system that is efficient and environmentally sensitive. 
A system that can accommodate the economic needs of our service economy 
yet address quality of life requirements by not adding further to 
congestion.
    [PAUSE]
    Moving goods is only part of our mission, moving people, especially 
national and international business leaders and travelers, is just as 
important.
    After years of under investment, the Agency embarked on a public-
private partnership that has put billions into upgrading our airports. 
Since 2003 the Port Authority has initiated investments of over $6 
billion in our airports. And JFK, Newark and Laguardia will pass the 
one hundred million-passenger mark for the first time in 2006.
    But while these airports every year win awards for service, they 
are also at the top of the list for the biggest delays.
    Why? Because there are simply too many flights coming in and out of 
a crowded airspace. So while in the short term our capital expansions 
at the existing airports will allow us to serve 130 million passengers 
by 2015, the long term solution will be a 4th major airport in the 
region.
    There are many questions that must be answered as to where and when 
we open a 4th airport.
    But reality dictates that it will be further from Manhattan than 
the three we now have, and so it will require a high-speed rail link 
and adequate road transportation no matter where it is located.
    [PAUSE]
    Not every landmark investment requires billions of dollars in 
capital, however. A 21st Century infrastructure also presents 
opportunities for new solutions to old problems. Technology and 
innovation in many instances holds the key.
    For example, instead of riders paying different rates and using 
different tickets for NJ Transit, PATH, and the New York City subway, 
we are collaborating with the MTA and NJ Transit on a single card to 
make commuting faster and easier for millions of people.
    And technology also provides opportunities to make our facilities 
safer without skyrocketing costs.
    In recent months we've introduced electronic fencing at our 
airports, called the Perimeter Intrusion Detection System, which will 
be fully installed by early 2008, and we're developing new biometric 
technology to further tighten access to secure areas of these airports.
    [PAUSE]
                               CONCLUSION
    I have laid out an ambitious standard for the Port Authority's 
future. A standard that recreates the mindset that built projects our 
region has come to rely upon.
    I am sure that those who first suggested building the George 
Washington Bridge were met with great skepticism. Too expensive, too 
complicated, let's build it somewhere else. But our predecessors got 
through it on that project and many more like it. It's our turn to get 
it done!
    I've shared with you one view of what should be our priorities over 
the next ten years. Hopefully these priorities are supported by 
substantive analysis and study that makes them not simply bold but 
smart.
    Having said that I realize that the time of Robert Moses has come 
and gone. That's not such a bad thing. Mistakes occur when ideas are 
not challenged. But regardless of how you feel about anything I have 
said I hope I've convinced you of two things.
    First, our region is vulnerable if we do not take action now to 
prepare for the growth that must occur. Modern transportation 
infrastructure anchored by a state of the art mass transit system that 
empowers not just Manhattan but places like Jersey City, Hoboken, 
Brooklyn and Jamaica, a modern freight movement system and a new 
airport may all be enormous projects but all necessary!
    Second, none of this is possible unless a new era of regional 
cooperation supported by strong leadership on both sides of the Hudson 
replaces decades of under achievement caused by the pursuit of short-
term self interest.
    If there is a better plan, let's hear it! But let's agree and get 
to work.
                                 ______
                                 
                     NEW JERSEY ALLIANCE FOR ACTION
                              May 10, 2006
                                   I.
    It has been a remarkable time to be Chairman of the Port Authority.
    Even with its great history, you'd be hard pressed to find a time 
when so many generational-defining opportunities were at hand.
    The challenges of the post 9/11 re-building have brought out the 
best in the Port Authority.
    Construction today isn't as easy as it was when Robert Moses was 
running around putting highways wherever he deemed appropriate.
    Today successful development and re development requires balancing 
many competing and complicated factors.
    Nowhere is this more true than the re building of lower Manhattan.
    Painful emotions, complex finances, and the need to build consensus 
among a wide variety of stakeholders has combined to make this an 
especially difficult process.
    But now, thanks to Governor Corzine's leadership and the unified 
effort of Governor Pataki and Mayor Bloomberg, we are moving ahead with 
an agreement to rebuild the World Trade Center site quickly, 
comprehensively and in a manner that protects public resources.
    It wasn't easy. . .but it was the Port Authority at its best, 
reflecting its true mission to rise above politics and be an 
independent voice for the region. The restoration of Lower Manhattan as 
the City's second central business district is fundamental to the City, 
the State and the region. It was a priority forty years ago and it 
remains a priority today!!
                                  II.
    But despite the success of this agreement and the Port Authority's 
pride in helping lead the rebirth of Lower Manhattan, it is important 
to remember why this Agency was created.
    Because were not created to be in real estate business.
    Instead, we were created to build the generational projects for 
this region that no one else is willing to or capable of building.
    And throughout the Port's history, that is what we did.
    We made the tough decisions that put the success of the region 
above parochial interests. We focused on the needs not simply of the 
current generation but the next one.
    We built the projects. . ..
    the Lincoln Tunnel, the GWB, the PATH, Staten Island crossings, the 
airports. . ..
    that made our economy the envy of the world.
                                  III.
    But frankly, the Port Authority has drifted from this historical 
role. We are not meeting the legacy of those that came before us.
    We've spent too much time focusing on too many little projects; 
We've tried to be everything to everyone.
    That was never our role; nor should it be.
    Our role is to take long-term positions that no one else can take. 
And our role is to approach issues from a regional perspective.
    If we don't fulfill this role, no one else will and ultimately the 
region will pay a terrible price for our failure.
    To regain our mission and meet our historical role, we have to 
change how we do business.
    Because our transportation system cannot keep pace with current 
growth and that is a huge threat to our future.
    In 2003, commuters lost 400 million hours and the equivalent of $7 
billion in income to regional congestion.
    The standard wait at bridges and tunnels during peak hours is 
fifteen to forty-five minutes. The airports are constantly ranked among 
the worse in delays.
    And at the docks, it is not unusual for trucks to idle for four, 
six, eight hours waiting to unload cargo.
                                  IV.
    In the next fifteen years, the region is conservatively expected to 
see.
    1.6 million more residents and 1.4 million more jobs. a 40 percent 
increase in air passenger growth.
    a 70 percent increase in air cargo growth a 40 percent increase in 
port cargo growth
    a 60 percent increase in PATH passenger growth
    a 20 percent increase in bus traffic and 16 percent increase in 
auto traffic at the Hudson River crossings Frankly, if we don't build, 
this region risks being crushed under the weight of our own success.
                                   V.
    Because what happens if one day, we simply cannot move any 
additional highly skilled labor to and from Manhattan?
    That scenario impacts the New Jersey economy as much as the New 
York economy. . .
    --it's the type of problem only the Port Authority can focus on.
    To keep these high paying salaries in our region, we need to 
increase our transit capacity and prepare regions outside of Manhattan 
for growth.
    If business travelers continue to complain about their inability to 
move to and from meetings. . .
    . . . or to and from the airport or the train station . . . they 
will eventually take their business elsewhere.
    Consumers in this region are increasing consumption at nearly 4 
percent a year.
    But if freight expansion means truck traffic that jams our roads 
and shipping traffic that blocks the harbor--
    --public opinion and the marketplace will move those benefits 
elsewhere.
                                  VI.
    So how is the Port Authority preparing to make sure this does not 
happen? We recently unveiled the first ten-year strategic plan in the 
Port's history.
    We expanded our planning horizon to force us to anticipate and plan 
the projects that lie out ahead of us, instead of immediately in front 
of us.
    In addition to restoring the World Trade Center site, our new 
strategic plan is focused on five areas that will drive future economic 
growth.
    Expanding our ability to move highly skilled workers in and out of 
Manhattan.
    Preparing new areas in downtowns like Hoboken, Newark, and Brooklyn 
to keep jobs and economic benefits from moving to other regions.
    Facilitating the movement of international cargo through our 
region.
    Moving commuters, travelers, and business leaders efficiently and 
safely via our airports, PATH system and bridges and tunnels.
    And streamlining the management of our resources. (OECM)
    The Port Authority has a history of sound financial practices and 
strong financial stability. Fiscal integrity is a priceless asset, 
paying dividends in our bond rating and our borrowing costs. In the 
past two years we have undertaken an exhaustive review of our fiscal 
practices.
    We are on pace to cut operating expenses by 10 percent.
    This translates into nearly $150 million in savings that we can re 
invest in capital projects.
    We have done this in the face of record increases in security costs 
and while approving the Port's first on time budget in eight years.
    Through the use of naming rights, increased advertising and better 
marketing of the Port Authority brand, we expect to raise an additional 
$100 million a year.
    These efforts, along with better corporate governance and stronger 
auditing, will put the Port in the best financial position to support 
our mission.
                                  VII.
    Let me share some of the specifics from our capital plan that will 
drive these objectives.
    The cornerstone of the region's future growth is the Access to the 
Region's Core (ARC) project
    The Access to the Region's Core program, with a second cross Hudson 
Tunnel as its centerpiece and a new flagship 34th Street Station under 
Macy's, is our generation's George Washington Bridge.
    According to the Regional Plan Association, workers originating 
west of the Hudson accounted for 74 percent of the growth in 
Manhattan's workforce from 1980 to 2000.
    Overall, trans-Hudson employees generate approximately $70 billion 
of Manhattan's economic output, a figure that totals 15 percent of New 
York City's Gross City product.
    Since 1910 engineers have struggled to fit more and more trains 
through a tunnel built a hundred years ago.
    In the last decade alone, we have more than doubled the number of 
trains going through the tunnel. But over the next fifteen years demand 
will double.
    Right now, we do not have the capability to handle that expected 
increase.
    The Port Authority has funded an initial 100 multi-level rail cars 
that will each increase NJ Transit's rail car capacity by 15 percent.
    But after that, there isn't a thing we can do to move any more 
people across the Hudson. . .
    . . . except build a second tunnel.
    It is critical to maintaining the region's competitiveness.
    [It will create 44,000 new high paying jobs on both sides of the 
Hudson, increase Gross Regional Product by $10 billion and generate 
6,000 construction jobs a year.]
    The project is too big, too expensive and competing against too 
many parochial priorities for either New York or New Jersey to build on 
their own.
    It is the type of project that only the Port Authority can 
facilitate and I am strongly committed to continuing to work with 
George Warrington and NJ Transit towards its success.
    I want to publicly thank Governor Corzine for the leadership he 
showed when he was in the Senate and now as Governor.
    We would not be as far along with the Federal government without 
the strong advocacy of Governor Corzine, Senator Lautenberg, Senator 
Menendez and our Congressional delegation.
    And we are making progress with our New York counterparts--Senators 
Schumer and Clinton and Mayor Bloomberg are supportive of our efforts. 
And just last week Gubernatorial front-runner Eliot Spitzer expressed 
his support as well.
    But we still have a lot of work ahead of us and we need the 
continued support and leadership of the people in this room.
    ARC represents the biggest but not the only strategic initiative in 
our capital plan.
    We are working hard to prepare the regions outside of Manhattan for 
future economic expansion.
    This type of smart growth planning is exactly the type of economic 
development that the Governor, George Warrington and Commissioner 
Kolurri have all strongly endorsed.
    For example, we are working with the New Jersey Economic 
Development Authority to study Newark Airport rail station as a hub for 
transit and economic development.
    We believe that businesses that support the airport, or rely on 
quick access to both the airport and the Jersey waterfront and 
Manhattan will find this location attractive.
    And we are working hard to increase our capacity for moving cargo, 
which increasingly is at the heart of our region and our Nation's 
economic supply chain.
    Port operations and port-related industries such as trucking and 
distribution support 232,000 jobs. Last year the volume of 
containerized cargo rose 7.6 percent, a historic high.
    The dollar value of all cargo exceeded $132 billion, a 15.6 percent 
increase to its highest level ever.
    Our capital budget is moving aggressively to maintain our 
competitive advantage by ensuring that growth does not swamp our roads 
and harbor with excess traffic.
    First, we are providing incentives to use the port and highways at 
night and on weekends. Second, we are prioritizing our investments to 
expand rail access and waterborne freight.
    Express Rail, our own network of rail terminals, handled 7 percent 
more containers last year than the year before.
    And our capital budget will allow us to do even more.
    We are spending $141 million to accelerate by several years the 
completion of ExpressRail projects.
    By the end of the year we will add the rail capacity to handle an 
additional one and half million container lifts per year.
    To reduce truck miles to the Exit 8A and Allentown warehouse areas, 
we are also working closely with Caren Franzini and the EDA to develop 
warehouse centers on brownfield sites close to the port.
    But cargo is only one half of the movement equation.
    Moving people--both commuters and international and national 
business leaders is a core piece of our mission.
    Our airports are competitive assets that we must constantly upgrade 
and expand. . .
    . . . or risk losing business to less congested locations.
    We have already opened a new concourse at Newark International 
Airport Terminal C, expanded parking, added dining and shopping space 
and constructed a new air control tower.
    We recently awarded the first contracts on a new $280 million 
modernization of Terminal B that will improve customer service and 
expand capacity.
    And we are beginning a $20 million modernization study at Terminal 
A to improve customer service and expand capacity.
    These improvements are part of a larger $4 billion redevelopment of 
Newark Liberty airport.
    As part of a $600 million effort throughout the Agency to 
strengthen security at our facilities, our $219 million airport 
security initiative involves:

   in-line baggage screening systems

   advanced baggage screening devices

   perimeter intrusion systems

   expanded closed circuit television

   and biometric identifiers will all be added.

    While we focus on these major expansions, we remain committed to 
the commuter enhancements we need to make on PATH and at our bridges 
and tunnels.
    We will replace the entire fleet of PATH cars in the next five 
years.
    We are aggressively exploring ways to expand the capacity of our 
express bus lanes at the Lincoln Tunnel.
    We are modernizing the Goethals Bridge, and plan to ultimately 
replace it with a new modern crossing that will improve traffic flow 
and security and accommodate growth for both New Jersey and New York.
                            VIII--CONCLUSION
    Moving highly skilled labor into and out of Manhattan. Preparing 
the region to absorb economic expansion Maximizing the economic 
potential of port commerce. Moving people around the region quickly and 
safely.
    These are precisely the boring, long-term needs the Port was 
created to address.
    If we do our job right, steadily and without fanfare, we will 
prepare the region for economic challenges that are at our doorstep.
    If we are able to do that, we will go a long way towards not just 
meeting our historical obligation to this region but in safeguarding 
its future.
    When our children and their children look back, what project or 
projects are they going to thank us for having the vision to undertake. 
. .
    What will future leaders look back at our generation of engineers 
and planners and say thank god they had the foresight to see this need.
    Those are the projects I want the Port to do because they are the 
projects the Port must do.
    And if we are able to do that, we will go a long way towards not 
just meeting our historical obligation to this region but in 
safeguarding its future economic growth.
                                 ______
                                 
                          URBAN LAND INSTITUTE
                           September 15, 2005
    With over 20,000 members around the globe, the Urban Land Institute 
represents a powerful voice in any discussion of the future of our 
cities, our communities and our neighborhoods.
    From CEOs to academics, from architects to contractors, the ULI 
consists of the individuals who outline the visions, make the 
decisions, design the plans and execute the projects that define the 
world we inhabit.
    The ULI members within our own region--the New York-New Jersey 
metropolitan region--have the opportunity, at this moment, to influence 
a period of development the scope of which we have not seen in 
generations.
    In approaching these present challenges, the ULI likely looks to 
the questions that always anchor the organization's dialogue. How do we 
use development to improve the quality of life? How do we mitigate 
traffic congestion? How do we fund proposed improvements?
    Clearly, the questions that occupy the attention of the ULI not 
only mirror some of the priorities that the Port Authority of New York 
and New Jersey addresses today, they also reflect the questions that 
have driven the bi-state agency since its inception over 80 years ago.
    By the second decade of the twentieth century, the elected leaders 
of New York and New Jersey recognized that they no longer could 
tolerate the radical inefficiencies involved in transporting goods and 
people across the boundaries dividing the two states. These 
inefficiencies, they realized, hindered the region's potential for 
growth.
    Geographic and economic forces had formed a region; the time had 
arrived to establish a body to harness the region's assets. Thus was 
born the Port Authority of New York and New Jersey.
    Rather than remain hostages to existing practices and ideas, the 
architects of the Port Authority designed a new-model agency to address 
the matters that stretched beyond the reach of either state. With this 
mandate, the Port Authority applied vision and leadership to transform 
our region over the past nine decades.
    Vision and leadership erected the George Washington Bridge and the 
Staten Island crossings, constructed the Lincoln Tunnel, took over the 
Holland Tunnel and laid the PATH system. Vision and leadership created 
two magnificent towers that energized Lower Manhattan and the entire 
region.
    For almost 85 years, the Port Authority has contributed 
significantly to our region's evolution into the financial capital of 
the globe. Today, we continue the mission envisioned by generations of 
leaders.
    The Port Authority's crossings serve more than125 million people 
each year. The George Washington Bridge is the world's busiest bridge; 
the Port Authority Bus Terminal experiences greater activity than any 
terminal in the Western Hemisphere. Over 50 million people annually use 
the PATH system.
    The Port Authority oversees one of the world's most impressive 
airport networks, with a capacity that will surpass 100 million 
passengers this year, translating into $14 billion in wages and $44 
billion in sales for the region. Since 1947, we have witnessed over $16 
billion in public and private investment in our airport system.
    With the third-largest port operation in the Nation and the 15th 
largest port on the globe the Port Authority reaches into virtually 
every home in the region. So many of the products we employ in our 
daily lives--from the clothes we wear to the food on our tables--travel 
through a port facility run by our agency.
    Our ports generate over $9.4 billion in wages for almost 230,000 
people in the region. Projections indicate that we will double the 
amount of cargo coming into our ports over the next ten years.
    As evidenced, the Port Authority functions with exceptional 
productivity; however, our success and the success of the region can 
prove deceiving, lulling us into a false sense of security as to our 
preeminence, challenging us to resist the complacency that often 
accompanies achievement.
    I have spent most of my professional life promoting regional 
development. I understand just how strong this region is, the 
opportunities it presents and the enormous amount that it offers the 
people who live and work here.
    Over 17 million people reside within the region. Almost 20 percent 
of the country's population lives within 250 miles of our region's 
center.
    We have over nine million jobs, contributing to a Gross Regional 
Product of $900 billion. If our region were a nation, this would rank 
us among the top ten economies in the world.
    There are 74 Fortune 500 companies headquartered in New York and 
New Jersey. Over 35 million visitors come to the region each year, 
ranking us as the number one destination in the country.
    These numbers are impressive; however, I have become increasingly 
convinced that our region has reached a critical point, not unlike 
where New York and New Jersey arrived 85 years ago when the Port 
Authority was created.
    We find ourselves in this position as a result of historic and 
sometimes tragic events, as well as decades of policy decisions.
    But it is now our responsibility to supply the vision and 
leadership. If we don't, our competitive advantage--that which 
distinguishes us not only from the rest of the country, but the rest of 
the world--will diminish.
    Just as the leaders at the turn of the last century could not 
ignore the inefficiencies that plagued the region then, we cannot do so 
now. Just as they set the stage for almost 100 years of regional 
development, we need to look to the future and plan for the surge in 
population and employment we face on the horizon.
    At the moment, all parts of the region are growing for the first 
time since the recent recession. The New York suburbs have reached new 
peak employment levels. Northern New Jersey will soon recover all of 
its lost jobs and New York City should recover all of its lost jobs by 
2008.
    By 2020, the region is expected to add 1.6 million more residents 
and 1.4 million more jobs, resulting in over $500 billion in additional 
GRP.
    The forecasted unrestrained regional growth will spark sharp 
increases in transportation demand: air passenger growth of nearly 40 
percent; air cargo growth of over 40 percent; PATH passenger growth of 
nearly 60 percent; and tunnel and bridge growth of 16 percent.
    This influx of goods and people will place an enormous strain on 
infrastructure assets that already operate at full capacity. Congestion 
delays currently cost the region millions of hours of lost time and 
billions of dollars of lost income each year. An overburdened 
transportation network threatens to constrain our projected growth.
    How do we begin to craft a strategy to respond to this scenario?
    We often turn to urban planners and policy analysts to guide us, 
but identifying our region's most apparent challenges requires no 
greater qualification than time spent living and working in the area.
    Ask a person who sits in traffic at one of our tunnels what she 
considers a priority. Ask a person who employs no fewer than three 
modes of transit, which require three separate fares, what most 
troubles him about his daily experience.
    If those of us charged with the stewardship of the region don't 
pose these questions to ourselves, residents most certainly will ask 
why they endure such conditions, why they choose to invest their time, 
resources and talent here as opposed to elsewhere.
    What the average citizen faces speaks only to our region's most 
visible difficulties. When we examine the situation closely, we see the 
more complicated questions at hand.
    Can we accommodate the growth necessary to sustain our competitive 
advantage?
    Can we enhance the mobility of people and goods to a point where it 
becomes one of our region's most identifiable assets?
    How do we find the money to pay for all of our ideas?
    Focusing on large-scale improvements to our transportation 
infrastructure entails wading into an entangled bureaucracy, sifting 
through the various mega projects advocated by different agencies and 
constituencies and prioritizing the projects according to their 
economic value for the region.
    The Port Authority has accepted this challenge. More importantly, 
we have developed a concrete plan to chart our future course.
    To address the short-term and long-term needs of the region, the 
agency recently recast the previous five-year planning framework into a 
ten-year strategic plan, titled ``A Vision for the Region.''
    The ten-year plan represents nearly two years of careful analysis 
and offers a broader context in which to make the investment decisions 
that benefit those who live, work and conduct business in our region.
    The plan assumes that little motor vehicle and highway crossing 
capacity will be added by 2020, but that overall capacity can increase 
through demand management policies and additional rail and other 
transit options.
    In addition, it is predicated on the idea that prosperity and 
competitiveness will demand a transportation system that is safe, 
secure, reliable and seamless, as well as one that promotes cleaner 
air, less congestion and more compact growth patterns.
    The Port Authority has organized ``A Vision for the Region'' into 
five strategic campaigns, with each speaking to a particular area of 
regional need.
    As a whole, the campaigns allow for the agency to work with 
interested stakeholders to set goals, design solutions, construct 
projects and implement policies, all of which will help the region 
fulfill its economic potential.
    Campaign One, ``Transportation for a Competitive Export Economy,'' 
focuses on connecting people in the region with the world by ensuring a 
high level of air transportation services, airport access and inter-
regional transit to support the increasingly critical role of trade in 
business services to retain and enhance the region's competitive 
position.
    Goods-producing jobs now represent only ten percent of the regional 
workforce, while professional services, such as finance, real estate, 
insurance and health care, will propel future job growth and generate 
45 percent of all employment in the near future.
    More than ever before, our economy relies on the capacity of our 
firms to derive income from consumers and businesses from beyond our 
region.
    Since the Port Authority operates the gateways of the region, such 
as the airports and the trans-Hudson crossings, it is essential that 
our agency enhance the overall travel experience.
    Our recent past displays progress on this front with the 
construction and operation of AirTrain Newark and AirTrain JFK, as well 
as the multi-million dollar overhaul of Terminal C at Newark Liberty.
    The Port Authority is in the midst of an even more ambitious, 
multi-billion dollar effort at airport terminals, including the $300-
million modernization of Terminal B at Newark Liberty and the 
construction of a new $800-million terminal for JetBlue at JFK.
    Looking to the future, the agency has begun to study the 
possibility of creating a fourth major airport to account for the 40-
percent growth in passenger volume by 2020.
    We also will explore improved rail connections between Manhattan 
and the region's airports, as well as establish ferry service to 
LaGuardia Airport. In addition, we will reinforce our runways to bring 
the latest and largest aircraft to the New York-New Jersey region.
    Campaign Two, ``Transit-Based Economic Growth,'' looks to promote 
growth centers by strengthening mass transit needed to encourage 
emerging high density, multi-purpose centers of growth, thus channeling 
the 2.4 million residents and 1.8 million new jobs into portions of the 
region that can most efficiently support them while reducing air 
pollution and preserving the region's remaining open space.
    Our traditional economic centers--Midtown and Downtown--will exceed 
capacity prior to the absorption of all new-market entrants. The 
inability to manage the infusion of people and jobs into these centers 
promises to elevate congestion and undermine productivity.
    We should set our sights beyond Manhattan, to locations like Jersey 
City, Jamaica, Hoboken, Newark and Brooklyn, which have existing 
transit infrastructure and potential for expansion.
    Spreading development throughout the region requires that we also 
make transportation investments that will complement our economic 
centers.
    We need look no further than the World Trade Center to witness this 
philosophy in practice.
    When they agreed on the original plans for the World Trade Center 
in the early 1960s, Governors Rockefeller, Meyner and Hughes positioned 
the site above the Manhattan terminus of the deteriorated Hudson and 
Manhattan Railroad line because they understood that building a world-
class complex required the integration of transit access.
    Connecting our region made sense then; it underpins what we hope to 
achieve today.
    It is not insignificant to note that the Port Authority's first 
priority following September 11th was to return transit access to Lower 
Manhattan, which the agency accomplished rather impressively by opening 
the temporary World Trade Center PATH station only 26 months after the 
attacks.
    The largest project in the Port Authority's current portfolio is 
the construction of the permanent transportation center at the World 
Trade Center, which will interweave the various modes of transit
    currently available in that area--PATH, ferries, subway lines--to 
create a far more accessible network for Lower Manhattan.
    In addition to our work Downtown, the Port Authority is promoting 
transit-based economic growth with the purchase of a new fleet of PATH 
cars and our partnership with New Jersey Transit to build a rail link 
to the Meadowlands.
    The agency casts its eyes toward the future of transit-based 
economic growth with commitments to study and fund the Access to the 
Region's Core initiative and the redevelopment of the Moynihan Station, 
as well as with the possible expansion of Midtown-Bound Exclusive Bus 
Lanes at the Lincoln Tunnel.
    Campaign Three, ``Efficient Goods Movement Network,'' seeks to 
refine the logistics network and transportation facilities that deliver 
goods to the region's businesses, consumers and trading partners.
    Our ports handled over $110 billion in cargo and 4.5 million 
containers in 2004. Industry forecasts herald the tripling of container 
cargo and the doubling of port-related jobs over the next three to four 
decades.
    The Port Authority facilitated the astounding success through 
meaningful investments, such as the dredging of the harbor channels to 
depths of 45 feet.
    The agency also recently completed the first portion of Phase One 
of ExpressRail, the Port Authority's ship-to-rail terminal, which 
ultimately will accommodate 350,000 container lifts each year.
    To ensure that this growth and activity continues, the Port 
Authority has dedicated over $1 billion for port-related developments.
    Most notably, we have begun the 50-foot deepening project, which 
will create among the world's foremost shipping channels and 
accommodate ships that carry up to 10,000 containers, more than double 
the current capacity.
    The Port Authority also has launched the Portfield Initiative with 
the New Jersey Economic Development Authority to help redevelop 
brownfields in the Port District into commerce operations.
    Constructing new warehouses will not fortify our supply chain 
unless we also invest in roadways to connect distribution facilities to 
rail freight yards.
    For this reason, the Port Authority and the New Jersey Department 
of Transportation are collaborating to advance Portway, a series of 
dedicated port roadways that will enhance mobility in and around the 
ports.
    To secure the future of the port industry, our agency intends to 
explore the development of 24-hour operations facilities, the expansion 
of the Port Inland Distribution Network, the establishment of truck-
ferry routes and the provision of real-time traffic and shipment 
information to allow for efficient pick-up and delivery decisions
    Campaign Four, ``Sound, Secure, State-of-the-Art Infrastructure,'' 
reaffirms the Port Authority's commitment to upgrade our facilities and 
employ new technologies to reach even higher levels of service and 
safety.
    Having endured terrorist attacks in 1993 and 2001, the Port 
Authority obviously is uniquely attuned to the sophisticated needs of 
the present climate. In the five years following September 11th, our 
agency will have spent $500 million on protecting our facilities and 
our customers.
    In addition to security advances, the Port Authority spends nearly 
one billion dollars each year maintaining, repairing and upgrading our 
facilities.
    The Port Authority already has undertaken the strengthening and 
widening the runways at our airports, implementing in-line baggage 
screening at airport facilities and modernizing terminals, such as the 
overhaul of Terminal B at Newark Liberty and the construction of the 
JetBlue Terminal at JFK.
    While the agency is in the process of rehabilitating the Goethals 
Bridge, we also have committed to replacing this structure in the 
future.
    Other prospective enhancements include the modernization of PATH's 
signal system and the continued employment of Intelligent 
Transportation Systems.
    Campaign Five, ``Seamless Regional Travel,'' will focus on building 
the partnership with various transportation agencies to create seamless 
options throughout the region.
    While financial transactions and the communication of information 
occur in a matter of seconds, the transportation system struggles to 
keep pace.
    This places the burden on the customer, who must negotiate a 
fragmented system beset by poor connections, delays and confusion.
    The Port Authority has helped alleviate this burden with the 
system-wide implementation of E-ZPass and the targeted application of 
High-Speed E-ZPass.
    Our agency finds itself in the midst of expanding High-Speed E-
ZPass and introducing Smart Card on our PATH system.
    The proliferation of Smart Card as a regional fare card represents 
the Port Authority's next bold step toward seamless regional travel.
    A regional fare card, universally accepted by all agencies and 
transportation companies in the region, would enable citizens to travel 
from origin to destination smoothly and efficiently.
    Realizing this innovation requires that we work together to apply 
our collective expertise and creativity. It also requires money, as do 
all of the projects that promise to heighten the region's competitive 
advantages.
    While our agency has committed substantial capital to ``A Vision 
for the Region,'' we only have scratched the surface.
    It appears clear that we cannot fund the transportation-related 
improvements the New York-New Jersey region demands to remain at the 
forefront of the world through traditional sources.
    Needs outdistance resources by a considerable margin. Fighting for 
individual shares of Federal dollars and counting on subsidies will 
leave too many of our priorities unfunded.
    Since present conditions do not serve the interests of mass-transit 
investment, we must arrive at new approaches. We must recast the 
underlying economics, focusing less on front-end costs and more on how 
to capitalize on the eventual benefits.
    In an era of declining resources, we must explore every financing 
strategy. We first should make our government operations more 
efficient, mirroring the practices implemented by the private sector in 
the past ten years.
    Over the last year at the Port Authority, we have reduced our costs 
by over $100 million, roughly seven percent. We aim to achieve similar 
savings by streamlining work processes and employing advanced 
technology.
    This reduction in operating costs has allowed us to apply a higher 
level of resources to capital projects, for our agency subscribes to 
the principle that economic activity, in the form of businesses, 
employees, residents and consumers, will follow transportation 
investment.
    As a region, we need to discover how we can capture the revenue 
created from our expenditures, so that we can sustain the 
transportation networks that drive our economy by connecting our 
resources.
    We also must view government through a more entrepreneurial lens, 
looking for opportunities to grow revenues from new and existing 
business lines.
    I again point to the potential Smart Card, not only as a tool of 
efficiency, but as an asset that would attract the sponsorship of 
financial institutions, who could transform it into a credit or debit 
card, with transportation agencies receiving a portion of this revenue.
    Once again, it follows logically that the more revenue we generate, 
the greater the capital available for the large-scale projects that 
will continue our regional prosperity.
    Historically, our region has never allowed funding obstacles to 
impede our progress. If we did, we would not have the George Washington 
Bridge, the Lincoln Tunnel or any of the other trans-Hudson crossings.
    Established over 80 years ago for the purpose of regional 
coordination, our agency again finds itself in a position to provide 
leadership.
    We built the bridges, tunnels, seaports and airports that spawned 
decades of prosperity and anchor our region today; we will play a role 
in leading the projects that will form the basis for the next century 
of regional development.
    The responsibility to script and enact a vision rests in our 
collective hands: officials, academics, experts, practitioners, 
developers and residents. The degree to which we can coordinate our 
ideas and efforts will contribute greatly to our success.
    We are the shareholders of the region; we must ensure that our 
region will continue to thrive for present and future generations.
                                 ______
                                 
                              ATTACHMENT C
                                              FOR IMMEDIATE RELEASE
                                                     March 21, 2018
             Amtrak to Name Rochester Station in Honor of 
                   Congresswoman Louise M. Slaughter
    WASHINGTON--In honor of the late Congresswoman Louise M. Slaughter, 
Amtrak will be naming the Rochester Station as a dedication to her 
career in public service and commitment to leading several projects in 
the Northern New York area, including the station's development.
    ``Congresswoman Louise M. Slaughter was an incredible public 
servant, and Amtrak and rail supporter, who was instrumental in leading 
numerous rail improvement projects across New York, including the 
development and funding of our new Rochester Station. To celebrate her 
legacy and impact on the station, City of Rochester, and State of New 
York, we are pleased to announce that we will be naming Rochester 
Station in her honor through a commemorative plaque at the station or 
other appropriate means,'' said Amtrak Board Chair Anthony R. Coscia.
    ``I applaud Amtrak for listening to our call to rename the new 
Rochester train station in honor of Congresswoman Slaughter. 
Congresswoman Slaughter was a larger than life figure who worked 
tirelessly to secure Federal funding and make this project a reality. I 
am proud that this shining beacon of Rochester's revitalization will 
bear the name of a leader who was integral to making it happen--
Congresswoman Louise Slaughter,'' said New York Governor Andrew M. 
Cuomo.
    The intermodal Rochester Station opened in October 2017, the result 
of nearly 15 years of visioning and planning by several stakeholders, 
including Congresswoman Slaughter, who secured a $15 million 
Transportation Investment Generating Economic Recovery (TIGER) grant 
for the work.
    As requested by Senators Schumer and Gillibrand, Governor Cuomo, 
and former Mayor and Lieutenant Governor Duffy, Amtrak will work to 
name the station in the coming months. Amtrak will work with the City 
of Rochester and State of New York on the details of the naming, 
commemorative plaque and necessary funding for these efforts.
    The Rochester Station is one of the busiest Amtrak stops in the 
state, serving more than 127,000 passenger trips last year. The Empire 
Service, Lake Shore Limited and Maple Leaf trains all make stops at the 
station.
    The Rochester Station will be the second Amtrak Station named for a 
member of Congress. In 2014, legislation was passed to rename 
Philadelphia 30th Street Station after the late Congressman William H. 
Gray III, and Amtrak is actively working with Representative Gray's 
family and others on plans to implement this change in the coming 
months.
About Amtrak
    Amtrak offers a more comfortable and convenient travel experience 
with free Wi-Fi on most trains, plenty of leg room and no middle seat. 
With our state and commuter partners, we move people, the economy and 
the Nation forward, carrying more than 30 million Amtrak customers.
    for each of the past seven years. Amtrak operates more than 300 
trains daily, connecting more than 500 destinations in 46 states, the 
District of Columbia and three Canadian Provinces, and reaches 400 
additional destinations via connecting bus routes. Learn more at 
Amtrak.com.
                                 # # #
    CONTACT: Amtrak Media Relations
    Jason Abrams 212.630.6933
    [email protected]
    ATK-18-007
                  Amtrak Names Transportation Veteran 
                   Richard Anderson President and CEO
    WASHINGTON--Amtrak announced that it has named Richard Anderson, a 
25-year veteran of the aviation industry, as its next president and 
chief executive officer. Anderson, former chief executive officer of 
both Delta and Northwest Airlines, will begin his role on July 12.
    To ensure a smooth transition, Anderson will serve in a co-CEO 
capacity with current CEO Wick Moorman through Dec. 31, 2017, at which 
time Moorman will become an advisor to the company. Moorman joined 
Amtrak in September 2016 as a transitional CEO tasked with improving 
the company's operations, streamlining the organizational structure, 
and helping recruit his successor.
    ``Richard brings to Amtrak his experience running one of the 
largest global commercial air carriers. The board believes he is the 
right leader at the right time to drive the quality of customer service 
that our passengers, partners and stakeholders expect and deserve while 
continuing our path towards operational and financial excellence,'' 
said Amtrak Chairman of the Board Tony Coscia. ``The board also 
appreciates all that Wick continues to do to improve Amtrak's safety 
culture and strengthen our operating performance, including the 
important renewal work at New York Penn Station.''
    Anderson, 62, most recently was executive chairman of the Delta Air 
Lines board of directors after serving as the airline's CEO from 2007 
to 2016. He was executive vice president at United Healthcare from 2004 
to 2007 and CEO of Northwest Airlines from 2001 to 2004, which later 
merged with Delta. Anderson also served in the legal division at 
Continental Airlines and was a former county prosecutor.
    ``It is an honor to join Amtrak at time when passenger rail service 
is growing in importance in America. I look forward to working 
alongside Amtrak's dedicated employees to continue the improvements 
begun by Wick,'' said Anderson. ``Amtrak is a great company today, and 
I'm excited about using my experience and working with the board to 
make it even better. I'm passionate about building strong businesses 
that create the best travel experience possible for customers.''
    ``Richard is a best-in-class industry leader and isn't afraid to 
face challenges head-on. He has helped companies navigate bankruptcy, a 
recession, mergers and acquisitions, and 9/11,'' said Moorman. ``He's a 
leader with the strategic vision and tactical experience necessary to 
run a railroad that benefits our customers, partners and stakeholders 
nationwide.''
    Anderson earned a Bachelor of Arts degree at the University of 
Houston at Clear Lake City and a Juris Doctorate at South Texas College 
of Law. He is a native of Galveston, TX, where his father worked for 
the Atchison Topeka and Santa Fe Railway.
    Anderson was named Aviation Week's Person of the Year in 2015. In 
2014 he was recognized as one of the World's Best CEOs by Barron's 
magazine and was ranked among the Top 25 Most Influential Industry 
Executives by Business Travel News. In 2013, he was recognized in 
Fortune magazine's Top People in Business list.
About Amtrak
    Amtrak--America's Railroad--is dedicated to safe and reliable 
mobility as the Nation's intercity passenger rail service provider and 
its high-speed rail operator. With our state and commuter partners, we 
move people, the economy and the Nation forward, carrying more than 30 
million Amtrak passengers for each of the past six years. Formally 
known as the National Railroad Passenger Corporation, Amtrak is 
governed by a 10 member board of directors, nine of whom are appointed 
by the President of the United States plus the Amtrak CEO. Anthony R. 
Coscia is board chairman and Jeffrey R. Moreland is vice chairman. 
Amtrak operates more than 300 trains daily--at speeds up to 150 mph 
(241 kph--connecting more than 500 destinations in 46 states, the 
District of Columbia and three Canadian Provinces. Learn more at 
Amtrak.com or call 800-USA-RAIL for schedules, fares and other 
information. Check us out at blog.Amtrak.com, Like us on Facebook.com 
and Follow us on Twitter @Amtrak.
                                   ##
    CONTACT:
    Amtrak Media Relations
    Christina Leeds
    202 906.3860
    [email protected]
    ATK-17-041
                                 ______
                                 
               AMTRAK WELCOMES ABOARD U.S. SECRETARY OF 
                       TRANSPORTATION ELAINE CHAO
    WASHINGTON--Amtrak Board Chairman Tony Coscia and President and CEO 
Wick Moorman issued the following statements:

        ``Amtrak congratulates Elaine Chao on her confirmation as U.S. 
        Secretary of Transportation. We also welcome Secretary Chao to 
        the Amtrak Board of Directors where we look forward to working 
        with her as we continue to strengthen Amtrak,'' said Amtrak 
        Board Chairman Tony Coscia.

        ``As a former deputy secretary of transportation, Secretary 
        Chao understands the importance of mobility and high-quality 
        infrastructure to the American people and our economy. We are 
        eager to work with Secretary Chao and the department on ways to 
        advance these goals,'' said Amtrak President & CEO Wick 
        Moorman.
About Amtrak
    Amtrak--America's Railroad--is dedicated to safe and reliable 
mobility as the Nation's intercity passenger rail service provider and 
its high-speed rail operator. With our state and commuter partners, we 
move people, the economy and the Nation forward, carrying more than 30 
million Amtrak passengers for each of the past six years. Formally 
known as the National Railroad Passenger Corporation, Amtrak is 
governed by a nine member board of directors appointed by the President 
of the United States and confirmed by the U.S. Senate. Anthony R. 
Coscia is board chairman and Jeffrey R. Moreland is vice chairman. 
Amtrak operates more than 300 trains daily--at speeds up to 150 mph 
(241 kph)--connecting more than 500 destinations in 46 states, the 
District of Columbia and three Canadian Provinces. Learn more at 
Amtrak.com or call 800-USA-RAIL for schedules, fares and other 
information.
                                   ##
                                              FOR IMMEDIATE RELEASE
                                                      Dec. 16, 2015
    ATK-15-069
    Contact: Christina Leeds
    202-906-3860
    [email protected]
               STATEMENT FROM AMTRAK BOARD OF DIRECTORS 
                          CHAIRMAN TONY COSCIA
    WASHINGTON--Tony Coscia and Derek Kan were recently confirmed by 
the Senate to serve terms on the Amtrak board of directors. Coscia, 
currently the Chairman of the board of directors, was appointed to 
another five-year term. Coscia offered the following statement:

        ``I thank the Administration and Senate for the nomination and 
        confirmation to continue to help guide the future of America's 
        Railroad. We have made significant progress during my five 
        years on the board, and I look forward to working with the 
        other board members, executive leadership and the employees to 
        continue to grow ridership, increase operational efficiencies 
        and improve the company's financial position.

        ``Additionally, I want to welcome Derek Kan to the Amtrak board 
        of directors. Derek brings a wealth of knowledge, including 
        transportation experience to the board. As a California 
        resident, Derek will join current board member Yvonne 
        Brathwaite Burke as a representative of the state with the 
        second-highest level of ridership in the Nation and three of 
        the four most heavily traveled Amtrak routes outside of the 
        Northeast.''
About Amtrak
    Amtrak--America's Railroad--is dedicated to safe and reliable 
mobility as the Nation's intercity passenger rail service provider and 
its high-speed rail operator. With our state and commuter partners, we 
move people, the economy and the Nation forward, carrying more than 30 
million Amtrak passengers for each of the past five years. Formally 
known as the National Railroad Passenger Corporation, Amtrak is 
governed by a nine member board of directors appointed by the President 
of the United States and confirmed by the U.S. Senate. Anthony R. 
Coscia is board chairman and Jeffrey R. Moreland is vice chairman. 
Amtrak operates more than 300 trains daily--at speeds up to 150 mph 
(241 kph)--connecting more than 500 destinations in 46 states, the 
District of Columbia and three Canadian Provinces. Learn more at 
Amtrak.com or call 800-USA-RAIL for schedules, fares and other 
information. Check us out at blog.Amtrak.com, Like us on Facebook.com 
and Follow us on Twitter @Amtrak.
                                 # # #
                STATEMENT FROM AMTRAK BOARD OF DIRECTORS
                        CHAIRMAN TONY COSCIA ON
                    FUNDING ANNOUNCEMENT TO PRESERVE
                 HUDSON FUTURE RAIL TUNNEL RIGHT-OF-WAY
    WASHINGTON--Tony Coscia, Chairman of the Amtrak Board of Directors, 
issued the following statement in response to U.S. Senator Charles E. 
Schumer, U.S. Senator Frank Lautenberg and U.S. Transportation 
Secretary Ray LaHood's announcement to provide the critical first step 
to pave the way for two desperately-needed, flood-resistant tunnels 
under the Hudson River:

        ``The Federal funding announced today makes it possible to 
        Amtrak to begin construction this summer on a project to 
        preserve a pathway for two new rail tunnels into New York that 
        are critical for the future mobility and economic growth of the 
        entire Northeast region. This project to build an 800-foot 
        concrete casing through the Hudson Yards commercial development 
        property will protect the only viable right-of-way for 
        connecting the tunnels to the existing tracks and platforms at 
        Penn Station, New York.

        ``The new tunnels are one element of the Amtrak Gateway Program 
        to increase rail infrastructure capacity between Newark, N.J., 
        and Penn Station, New York. By eliminating this bottleneck into 
        New York City, which today is the Northeast Corridor's most 
        congested segment, the Gateway Program will increase resiliency 
        against severe weather events, add redundancy and reliability 
        for Amtrak and New Jersey Transit's shared operations, and 
        provide additional capacity for the future increases in 
        commuter, intercity and high-speed rail service.''
                                 # # #
                                              FOR IMMEDIATE RELEASE
                                                     March 18, 2013
    ATK-13-026
    Contact: Media Relations
    202 906.3860
                                 ______
                                 
                ANTHONY R. COSCIA ELECTED AS CHAIRMAN, 
                       AMTRAK BOARD OF DIRECTORS
    WASHINGTON--The Amtrak Board of Directors has elected Anthony R. 
Coscia to be its next chairman to help guide the future of America's 
Railroad and carry out initiatives to increase ridership and improve 
operational and financial performance. In addition, the Amtrak board 
elected Jeffrey R. Moreland as vice-chairman.
    An Amtrak board member since June 2010, and current chairman of its 
Audit and Finance committee, Coscia succeeds departing board chairman 
Thomas C. Carper whose term on the board expires this month.
    ``During my five years on the board of directors, Amtrak has made 
undeniable progress and all board members have worked together 
successfully, and in bipartisan fashion, to improve our Nation's 
intercity passenger rail service,'' said Carper.
    ``I am confident Tony and Jeff will provide effective leadership, 
continue what is working while promoting new initiatives and work 
closely with President and CEO Joe Boardman to further transform Amtrak 
so it better delivers on its national mission to provide connectivity 
and mobility across the country,'' Carper added.
    ``It is an honor to serve as Amtrak's next chairman and I thank the 
Obama administration and many members from both houses of Congress 
whose support for Amtrak has been invaluable,'' Coscia said. ``On 
behalf of the Board and Amtrak's employees I also want to thank Tom 
Carper and Nancy Naples for their exemplary service as their terms as 
board members come to an end.''
    ``As chairman, I am committed to increasing ridership, 
strengthening Amtrak's operational performance and improving its 
financial position,'' he explained. ``Over the many years that I have 
been involved in infrastructure, and especially over my last three 
years on Amtrak's board, I have come to recognize that passenger rail 
is vital to America's economic growth and to addressing our Nation's 
growing need for mobility and connectivity.''
    Since joining Amtrak's board, Coscia has strongly supported 
investments in America's national rail network. In particular, he is a 
strong advocate for making improvements to rail corridors that link the 
Nation's urban centers, such as the Northeast Corridor, and that 
connect parts of the country underserved by other modes of transit. He 
also supports investments in rail infrastructure so it can handle more 
trains and carry more passengers at higher speeds.
    Coscia brings to the position an extensive background, including 
previously serving as chairman of the Board of Commissioners of the 
Port Authority of New York and New Jersey, and experience in 
redevelopment finance and corporate governance. Currently, he is a 
partner at the law firm of Windels Marx Lane & Mittendorf, LLP.
    Jeffrey Moreland also has been an Amtrak board member since June 
2010 and is the chairman of its Government Affairs and Legal & 
Corporate Affairs committee. He succeeds Nancy Naples as vice-chairman. 
He enjoyed a long career at BNSF Railway including several senior 
management positions in law and government affairs, and most recently 
as executive vice president for public affairs.
    ``I look forward to continuing to work with Tony, the other board 
members and Joe Boardman and his management team. I believe all of us 
working together will allow Amtrak to continue to make progress in 
achieving our goals,'' said Moreland.
    ``The success of Amtrak is, in part, a result of the strong and 
collaborative relationship between management and the board of 
directors,'' said President and CEO Joe Boardman. ``Tony and Jeff have 
always brought both passion and solutions to the discussion and their 
leadership will help carry Amtrak into the future and to continued 
improvements.''
About Anthony R. Coscia
    Nominated by President Barack Obama as a Director of the Amtrak 
Board in November 2009, and confirmed by the U.S. Senate in June 2010. 
Mr. Coscia has served as Chairman of the Audit and Finance Committee 
since July 2011. Mr. Coscia was Chairman of the Board of Commissioners 
of the Port Authority of New York and New Jersey from 2003 through June 
2011. From February 1992 to March 2003, Mr. Coscia served as Chairman 
of the New Jersey Economic Development Authority. He is also a partner 
at Windels Marx Lane & Mittendorf, LLP. He has specific experience in 
the area of redevelopment finance and has worked extensively on 
corporate governance issues. He is a Phi Beta Kappa graduate of 
Georgetown University School of Foreign Service and received his 
Bachelor of Science degree in 1981 and in 1984 received his J.D. degree 
from Rutgers University School of Law.
About Jeffrey R. Moreland
    Nominated by President Barack Obama as a Director of the Amtrak 
Board in January 2010, and confirmed by the U.S. Senate in June 2010. 
Mr. Moreland was recently an Executive Vice President for Public 
Affairs at Burlington Northern Santa Fe Railway Company (BNSF). Prior 
to assuming this position, he was an Executive Vice President, Law and 
Government Affairs and Secretary; Executive Vice President, Law and 
Chief of Staff; Senior Vice President Law and Chief of Staff; and 
Senior Vice President Law and General Counsel. From 1970 to 1978, 
Moreland was employed at the Securities and Exchange Commission. Mr. 
Moreland received his Bachelor of Science degree from Georgetown 
University, a J.D. from Catholic University School of Law, and a Master 
of Business Administration from the University of Chicago.
About Amtrak
    Amtrak is America's Railroad, the nation's intercity passenger 
rail service and its high-speed rail operator. A record 31.2 million 
passengers traveled on Amtrak in FY 2012 on more than 300 daily 
trains--at speeds up to 150 mph (241 kph)--that connect 46 states, the 
District of Columbia and three Canadian Provinces. Amtrak operates 
intercity trains in partnership with 15 states and contracts with 13 
commuter rail agencies to provide a variety of services. Enjoy the 
journey at Amtrak.com or call 800-USA-RAIL for schedules, fares and 
more information. Join us on facebook.com/Amtrak and follow us at 
twitter.com/Amtrak.

    The Chair. Thank you, Mr. Coscia. I want to ask Senator 
Cruz if he would like to defer or give an opening statement, 
and----
    Senator Cruz. I will defer until each of the opening 
statements.
    The Chair. Great. Mr. Koos, you are batter up here.

STATEMENT OF CHRISTOPHER KOOS, NOMINEE TO BE A DIRECTOR, AMTRAK 
                       BOARD OF DIRECTORS

    Mr. Koos. Thank you. Chair Cantwell, Ranking Member Cruz, 
and members of the Committee, thank you for the opportunity to 
testify before you today. I am Chris Koos, the Mayor of Normal, 
Illinois, and I am deeply honored to be nominated to serve on 
Amtrak's Board of Directors. I would bring to the Board my 
experience as a Mayor, a small business owner, Vice Chair for 
Passenger Rail of the U.S. Conference of Mayors, and a frequent 
Amtrak customer.
    Perhaps most importantly, I would like to bring my 
firsthand knowledge of how improved Amtrak service can enhance 
mobility and economic development. I have been Normal's Mayor 
for 20 years. Normal, whose population is around 53,000 people, 
is the home of Illinois State University. It is adjacent to the 
City of Bloomington and about halfway between Chicago and St. 
Louis.
    Two Amtrak routes serve the multi-modal Bloomington-Normal 
station, known as Uptown Station, and located in downtown 
Normal. That is the Texas Eagle, a long distance route from 
Chicago to St. Louis and San Antonio, and the Lincoln Service, 
a State supported route between Chicago and St. Louis.
    When I became Mayor, less than 75,000 passengers a year 
used Amtrak's small Bloomington-Normal station. In 2010, Normal 
was award one of the first Tiger, now called Raise, grants to 
build Uptown Station. Its construction, which created hundreds 
of good paying jobs, was completed just 2 years later, on time, 
and within budget, thanks to a successful partnership among all 
levels of Government, local contractors, and unions.
    Uptown Station received a lead silver certification for its 
environmentally responsible construction and design. In 
addition to Amtrak, it is served by public transit and regional 
busses and contains town offices. Uptown Station is adjacent to 
the Constitution Trail, a bike and pedestrian trail that 
traverses Normal and Bloomington.
    Uptown Station is an incredible success in every respect, 
now the second busiest Amtrak station in Illinois, behind only 
Chicago Union Station. Ridership more than tripled since I 
became Mayor to nearly 230,000 passengers a year in pre-
pandemic 2019. Private spinoff development spurred by Uptown 
Station included new housing totaled $175 million.
    Today, Uptown Station is the anchor of a vibrant mixed use 
downtown that includes a children's discovery museum, two 
hotels, a conference center, and attractive public places. 
Uptown Station's success is attributable to partnership and 
engagement among all levels of Government, the private sector, 
and the community, all of whom recognize the benefit that 
supporting and investing in passenger rail could provide.
    When faster schedules are implemented on the Chicago to St. 
Louis routes later this month as a result of the long planned 
increase in maximum speeds to 110 miles per hour, travel time 
from Bloomington, Normal's Uptown Station to Chicago will be 
reduced to approximately 2 hours, and St. Louis will be less 
than 3 hours away.
    As a member of Amtrak's Board, I will work to develop 
collaborative relationships among all inner city passenger rail 
stakeholders, like those that led to Uptown Station's success. 
I hope to see other cities and towns throughout the United 
States, including places not served by Amtrak today, replicate 
what Normal has done and enjoy the benefits it has realized.
    The Infrastructure and Jobs Act provided for the first time 
multi-year Federal funding that should attract State, local, 
and private investments. I hope it will be followed by a 
sustainable long-term funding source for intercity passenger 
rail, like those provided for other forms of passenger 
transportation.
    I admire what Amtrak has accomplished, but I also recognize 
its needs to improve. There are several areas I intend to focus 
on, if confirmed to serve on Amtrak's Board. One is improving 
long distance service.
    Long distance trains are even more important to travelers 
from rural communities, such as on the Texas Eagle, many who 
use the train because no other public transportation option is 
available and they provide a significant portion of Amtrak 
service on many short distance corridors, including the 
Chicago, St. Louis Corridor in which Normal is located.
    Amtrak also played a major role in the mobility and 
independence of the disability community. Providing its members 
with access and reliable services should be one of Amtrak's top 
priorities. Amtrak needs to go above and beyond the bare 
minimum for passengers with disabilities by acquiring new 
equipment that better suits their needs and upgrading station 
infrastructure.
    Enhancing safety is paramount. After years of effort, 
Normal secured Federal and State grants. It is matching that 
will fund a much needed underpass in Uptown Station that will 
provide a safer crossing of the tracks for Amtrak passengers, 
pedestrians, and trail users. I hope to encourage similar 
projects in other Amtrak served communities. Finally, as the 
longtime owner of two small retail businesses, I recognize how 
important it is to improve Amtrak's customer experience.
    Another priority is improving Amtrak's on time performance. 
The freight railroads over which Amtrak operates must be held 
accountable for meeting agreed upon timetables. I look forward 
to the opportunity to work closely with the members and staff 
of this committee and all Amtrak stakeholders to create a 
larger, more effective, and even safer passenger rail system, 
and I would be happy to answer whatever questions you might 
have. Thank you.
    [The prepared statement and biographical information of Mr. 
Koos follow:]

   Prepared Statement of Christopher Koos, Nominee to be a Director, 
                       Amtrak Board of Directors
    Chair Cantwell, Ranking Member Cruz, and members of the Committee, 
thank you for the opportunity to testify before you today.
    I am Chris Koos, the Mayor of Normal, Illinois. I am deeply honored 
to be nominated to serve on Amtrak's Board of Directors. I would bring 
to the Board my experience as a mayor, small business owner, Vice Chair 
for Passenger Rail of the U.S. Conference of Mayors, and frequent 
Amtrak customer. Perhaps most importantly, I would also bring my first-
hand knowledge of how improved Amtrak service can enhance mobility and 
economic development.
    I have been Normal's mayor for 20 years. Normal, whose population 
is around 53,000, is the home of Illinois State University. It is 
adjacent to the City of Bloomington and about half-way between Chicago 
and St. Louis. Two Amtrak routes serve the multimodal Bloomington-
Normal station, known as Uptown Station, in downtown Normal: the Texas 
Eagle, a long-distance route from Chicago to St. Louis and San Antonio, 
and the Lincoln Service, a state-supported route between Chicago and 
St. Louis.
    When I became mayor, less than 75,000 passengers a year used 
Amtrak's small, unattractive Bloomington-Normal station. In 2010, 
Normal was awarded one of the first TIGER (now RAISE) grants to build 
Uptown Station. Its construction, which created hundreds of good-paying 
jobs, was completed just two years later, on time and within budget, 
thanks to a successful partnership among all levels of government, 
local contractors, and unions. Uptown Station received a LEED Silver 
certification for its environmentally responsible construction and 
design. In addition to Amtrak, it is served by public transit and 
regional buses and contains Town offices. Uptown Station is adjacent to 
the Constitution Trail, a bicycle and pedestrian trail that traverses 
Normal and Bloomington.
    Uptown Station is an incredible success in every respect, now the 
second busiest Amtrak station in Illinois, behind only Chicago Union 
Station. Ridership more than tripled since I became mayor, to nearly 
230,000 a year in pre-pandemic 2019. Private spinoff development 
spurred by Uptown Station, including new housing, totaled $175 million.
    Today, Uptown Station is the anchor of a vibrant, mixed-use 
downtown that includes a Children's Discovery Museum, two hotels, a 
conference center, and attractive public spaces. Uptown Station's 
success is attributable to partnership and engagement among all levels 
of government, the private sector, and the community, all of whom 
recognized the benefits that supporting and investing in passenger rail 
could provide. When faster schedules are implemented on the Chicago-to-
St. Louis route later this month as a result of the long-planned 
increase in maximum speeds to 110 miles per hour, travel time from 
Bloomington-Normal's Uptown Station to Chicago will be reduced to 
approximately two hours and St. Louis will be less than three hours 
away.
    As a member of Amtrak's Board, I will work to develop collaborative 
relationships among all intercity passenger rail stakeholders, like 
those that led to Uptown Station's success. I hope to see other cities 
and towns throughout the United States, including places not served by 
Amtrak today, replicate what Normal has done and enjoy the benefits it 
has realized. The Infrastructure Investment and Jobs Act provides, for 
the first time, multi-year Federal funding that should attract state, 
local, and private sector investments. I hope it will be followed by a 
sustainable long-term funding source for intercity passenger rail, like 
those provided for other forms of passenger transportation.
    I admire what Amtrak has accomplished--but I also recognize it 
needs to improve. There are several areas I intend to focus on if 
confirmed to serve on Amtrak's Board. One is improving long-distance 
service. Long-distance trains are even more important to travelers from 
rural communities on the Texas Eagle, many of whom use the train 
because no other public transportation option is available, and they 
provide a significant portion of Amtrak's service on many short 
distance corridors, including the Chicago-to-St. Louis corridor on 
which Normal is located.
    Amtrak also plays a major role in the mobility and independence of 
the disability community. Providing its members with accessible and 
reliable service should be one of Amtrak's top priorities. Amtrak needs 
to go above and beyond the bare minimum for passengers with 
disabilities by acquiring new equipment that better suits their needs 
and upgrading station infrastructure.
    Enhancing safety is paramount. After years of effort, Normal 
secured Federal and state grants it is matching that will fund a much-
needed underpass at Uptown Station that will provide a safer crossing 
of the tracks for Amtrak passengers, pedestrians and bike trail users. 
I hope to encourage similar projects in other Amtrak-served 
communities. Finally, as the longtime owner of two small retail 
businesses, I recognize how important it is to improve Amtrak's 
customer service.
    Another priority is improving Amtrak's on-time-performance. The 
freight railroads over which Amtrak operates must be held accountable 
for meeting agreed-upon timetables.
    I look forward to the opportunity to work closely with the Members 
and staff of this Committee and all Amtrak stakeholders to create a 
larger, more effective, and even safer passenger rail system. I will be 
happy to answer whatever questions you have.
                                 ______
                                 
                      a. biographical information
    1. Name (Include any former names or nicknames used):

        Christopher C. Koos
        Chris Koos

    2. Position to which nominated: Director of the Amtrak Board of 
Directors.
    3. Date of Nomination: 4/29/2022.
    4. Address (List current place of residence and office addresses):

        Residence: Information not released to the public.
        Office: 206 South Linden Street, Normal, IL 61761--work
        Office: 11 Uptown Circle, Normal, IL 61761--Mayor, City Hall 
        address

    5. Date and Place of Birth: 07/06/1948; Bloomington, IL.
    6. Provide the name, position, and place of employment for your 
spouse (if married) and the names and ages of your children (including 
stepchildren and children by a previous marriage).
    N/A; Josh Favus (53)
    7. List all college and graduate schools attended, whether or not 
you were granted a degree by the institution. Provide the name of the 
institution, the dates attended, the degree received, and the date of 
the degree.
    No degree, Illinois State University, 1972
    8. List all post-undergraduate employment, including the job title, 
name of employer, and inclusive dates of employment, and highlight all 
management-level jobs held and any non-managerial jobs that relate to 
the position for which you are nominated.

        Owner--Draisine Limited, which is a Sub S corporation that owns 
        and operates 2 retail sporting goods stores (1976 to present)
        Mayor--Town of Normal, Illinois (2003 to present)

    9. Attach a copy of your resume.
    Attached
    10. List any advisory, consultative, honorary, or other part-time 
service or positions with Federal, State, or local governments, other 
than those listed above after 18 years of age.
    N/A
    11. List all positions held as an officer, director, trustee, 
partner, proprietor, agent, representative, or consultant of any 
corporation, company, firm, partnership, or other business, enterprise, 
educational, or other institution.
    N/A
    12. Please list each membership you have had after 18 years of age 
or currently hold with any civic, social, charitable, educational, 
political, professional, fraternal, benevolent or religiously 
affiliated organization, private club, or other membership 
organization. (For this question, you do not have to list your 
religious affiliation or membership in a religious house of worship or 
institution.). Include dates of membership and any positions you have 
held with any organization. Please note whether any such club or 
organization restricts membership on the basis of sex, race, color, 
religion, national origin, age, or disability.

        Illinois Municipal League--Board Member (2016 to present)
        US Conference of Mayors--Vice Chair of Membership (2014 to 
        present)

    13. Have you ever been a candidate for and/or held a public office 
(elected, non-elected, or appointed)? If so, indicate whether any 
campaign has any outstanding debt, the amount, and whether you are 
personally liable for that debt.

        Mayor--Town of Normal, Illinois, elected, no outstanding 
        campaign debt

    14. List all memberships and offices held with and services 
rendered to, whether compensated or not, any political party or 
election committee within the past ten years. If you have held a paid 
position or served in a formal or official advisory position (whether 
compensated or not) in a political campaign within the past ten years, 
identify the particulars of the campaign, including the candidate, year 
of the campaign, and your title and responsibilities.
    N/A
    15. Itemize all political contributions to any individual, campaign 
organization, political party, political action committee, or similar 
entity of $200 or more for the past ten years.

        2021 Senator Richard Durbin--$250.00
        2021 Responsible Cities PAC--$500.00

    16. List all scholarships, fellowships, honorary degrees, honorary 
society memberships, military medals, and any other special recognition 
for outstanding service or achievements.
    N/A
    17. List each book, article, column, letter to the editor, Internet 
blog posting, or other publication you have authored, individually or 
with others. Include a link to each publication when possible. If a 
link is not available, provide a digital copy of the publication when 
available.
    N/A
    18. List all speeches, panel discussions, and presentations (e.g., 
PowerPoint) that you have given on topics relevant to the position for 
which you have been nominated. Include a link to each publication when 
possible. If a link is not available, provide a digital copy of the 
speech or presentation when available.

        March 2006--Congress for the New Urbanism Presentation

        November 2021--Transportation 4 America presentation

        September 16, 2022--109th Illinois Municipal League Annual 
        Conference, Amtrak Connects Illinois to the Nation Presentation

        January 20. 2023--US Conference of Mayors Expanding America's 
        Intercity Passenger Rail System Forum

    *There may be more presentations that are not listed above but have 
provided what is available in search of files
    19. List all public statements you have made during the past ten 
years, including statements in news articles and radio and television 
appearances, which are on topics relevant to the position for which you 
have been nominated, including dates. Include a link to each statement 
when possible. If a link is not available, provide a digital copy of 
the statement when available.

        May 11, 2013--Train Day Speech, Normal, IL

        February 2014--Presentation to the House Committee on Ways and 
        Means

        May 11, 2014--Amtrak Blog https://blog.amtrak.com/2013/05/
        normal-
        national-train-day/

        May 19, 2014--Streets Blog USA https://usa.streetsblog.org/
        2014/05/19/mayor-chris-koos-of-normal-illinois-gutting-tiger-
        hurts-small-towns/

        May 8, 2015--Testimony Re: Governor Rauner's proposal to reduce 
        support for Amtrak passenger rail service

        July 14, 2016--Hearing Before Subcommittee on Transportation 
        and Public Assets of the Committee on Oversight and Government 
        Reform House of Representatives https://t4america.org/2016/07/
        19/t4a-advisory-board-member-testifies-before-congress-on-the-
        power-of-passenger-rail-as-an-economic-catalyst/

        April 29, 2022--The Trains Interview: Chris Koos https://
        www.trains.com/trn/news-reviews/news-wire/the-trains-interview-
        chris-koos/

        May 17, 2022--Mayor of Normal looks forward to service on 
        Amtrak board https://www.wcbu.org/state-news/2022-05-17/mayor-
        of-normal-looks-forward-to-service-on-amtrak-board

        August 2, 2022--WGLT article Normal mayor advocates for Amtrak, 
        Uptown, and industrial park https://www.wglt.org/local-news/
        2022-08-02/normal-mayor-advocates-for-amtrak-uptown-and-
        industrial-park

        September 8, 2022--WGLT article Normal Mayor Koos pushes more 
        long-distance routes in his bid for Amtrak's board https://
        www.wglt.org/local-news/2022-09-08/normal-mayor-koos-pushes-
        more-long-distance-routes-in-his-bid-for-amtraks-board

    *There may be more statements that are not listed above but have 
provided what is available in search of files
    20. List all digital platforms (including social media and other 
digital content sites) on which you currently or have formerly operated 
an account, regardless of whether or not the account was held in your 
name or an alias. Include the full name of an ``alias'' or ``handle'', 
including the complete URL and username with hyperlinks, you have used 
on each of the named platforms. Indicate whether the account is active, 
deleted, or dormant. Include a link to each account if possible.

        Active: https://www.linkedin.com/in/chris-koos-45463a50

        Active: https://www.instagram.com/chriskoos/?hl=en

        Active: https://www.facebook.com/chris.koos.5/

        Active: https://www.facebook.com/mayorchriskoos

        Deleted: https://www.facebook.com/votemayorkoos/

    21. Please identify each instance in which you have testified 
orally or in writing before Congress in a governmental or non-
governmental capacity and specify the date and subject matter of each 
testimony.

        July 14, 2016, House Committee on Oversight and Government 
        Reform, Subcommittee on Transportation and Public Assets held a 
        hearing entitled ``Lagging Behind: The State of High-Speed Rail 
        in the United States.''

        September 9, 2022, confirmation hearing before this Committee 
        in connection with prior nomination to Amtrak's Board of 
        Directors.

    22. Given the current mission, major programs, and major 
operational objectives of the department/agency to which you have been 
nominated, what in your background or employment experience do you 
believe affirmatively qualifies you for appointment to the position for 
which you have been nominated, and why do you wish to serve in that 
position?
    As Mayor, I assisted with the construction of a multimodal 
transportation center as part of a Transit Oriented Development of our 
central business district. This project took significant coordination 
at the local, state, and Federal level.
    Given current funding opportunities, I wish to serve in this 
position to work towards engaging in significantly needed 
infrastructure upgrades (especially the Northeast corridor) as well 
working with the preliminary plans to expand service to major cities 
either not served or underserved by Amtrak.
    23. What do you believe are your responsibilities, if confirmed, to 
ensure that the department/agency has proper management and accounting 
controls, and what experience do you have in managing a large 
organization?
    If confirmed, I want to make sure my vision for the rail service 
aligns with those of fellow board members. If confirmed, I will bring 
to the table 44 years of retail experience as a business owner and 19 
years of leadership experience as Mayor of a town with a population of 
over 50,000 residents.
    24. What do you believe to be the top three challenges facing the 
department/agency, and why?
    Funding--Amtrak has been given significant funding to broaden and 
strengthen the national system. Managing and budgeting these dollars 
will require significant effort and oversight. Personnel. As most 
organizations, Amtrak will likely struggle to return to pre-COVID 
employment levels. In addition, with expanded funding, more people will 
be needed to effectively implement an expanded Amtrak
    Ridership--On time performance continues to be a problem. It is 
difficult to accommodate the business traveler without reliable and 
dependable performance. Also, the customer experience must improve, be 
it newer coaches, better meal options and amenities.
                   b. potential conflicts of interest
    1. Describe all financial arrangements, deferred compensation 
agreements, and other continuing dealings with business associates, 
clients, or customers. Please include information related to retirement 
accounts, such as a 401(k) or pension plan.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
designated Amtrak ethics representative to identify potential conflicts 
of interest. Any potential conflicts of interest will be resolved in 
accordance with the Amtrak Board of Directors' Code of Business Conduct 
and Ethics and the terms of Amtrak's Ethics Opinion Letter which has 
been provided to this Committee. I am not aware of any other potential 
conflicts of interest.
    2. Do you have any commitments or agreements, formal or informal, 
to maintain employment, affiliation, or practice with any business, 
association, or other organization during your appointment? If so, 
please explain.
    Yes. My arrangements are fully described in Part III of my 
Executive Branch Confidential Financial Disclosure Report (OGE Form 
450). In connection with the nomination process, I have consulted with 
the designated Amtrak ethics representative to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics and the terms of Amtrak's Ethics Opinion 
Letter which has been provided to this Committee. I am not aware of any 
other potential conflicts of interest.
    3. Indicate any investments, obligations, liabilities, or other 
relationships which could involve potential conflicts of interest in 
the position to which you have been nominated. Explain how you will 
resolve each potential conflict of interest.
    In connection with the nomination process, I have consulted with 
the designated Amtrak ethics representative to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics and the terms of Amtrak's Ethics Opinion 
Letter which has been provided to this Committee. I am not aware of any 
other potential conflicts of interest.
    4. Describe any business relationship, dealing, or financial 
transaction which you have had during the last ten years, whether for 
yourself, on behalf of a client, or acting as an agent, that could in 
any way constitute or result in a possible conflict of interest in the 
position to which you have been nominated. Explain how you will resolve 
each potential conflict of interest.
    In connection with the nomination process, I have consulted with 
the designated Amtrak ethics representative to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics and the terms of Amtrak's Ethics Opinion 
Letter which has been provided to this Committee. I am not aware of any 
other potential conflicts of interest.
    5. Identify any other potential conflicts of interest and explain 
how you will resolve each potential conflict of interest.
    In connection with the nomination process, I have consulted with 
the designated Amtrak ethics representative to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics and the terms of Amtrak's Ethics Opinion 
Letter which has been provided to this Committee. I am not aware of any 
other potential conflicts of interest.
    6. Describe any activity during the past ten years, including the 
names of clients represented, in which you have been engaged for the 
purpose of directly or indirectly influencing the passage, defeat, or 
modification of any legislation or affecting the administration and 
execution of law or public policy.
    None
                            c. legal matters
    1. Have you ever been disciplined or cited for a breach of ethics, 
professional misconduct, or retaliation by, or been the subject of a 
complaint to, any court, administrative agency, the Office of Special 
Counsel, an Inspector General, professional association, disciplinary 
committee, or other professional group? If yes:

  a.  Provide the name of court, agency, association, committee, or 
        group;
  b.  Provide the date the citation, disciplinary action, complaint, or 
        personnel action was issued or initiated;
  c.  Describe the citation, disciplinary action, complaint, or 
        personnel action;
  d.  Provide the results of the citation, disciplinary action, 
        complaint, or personnel action.

    No
    2. Have you ever been investigated, arrested, charged, or held by 
any Federal, State, or other law enforcement authority of any Federal, 
State, county, or municipal entity, other than for a minor traffic 
offense? If so, please explain. No
    3. Have you or any business or nonprofit of which you are or were 
an officer ever been involved as a party in an administrative agency 
proceeding, criminal proceeding, or civil litigation? If so, please 
explain.
    Lawsuit filed against me as mayor regarding a real estate 
transaction--dismissed. An LLC in a failed attempt to get a zoning 
change on a property sued the Town of Normal Illinois and me in my 
official capacity as mayor. The suit was dismissed in Federal Court 
(Central District of Illinois).
    Lawsuit as mayor/liquor commissioner (the mayor automatically 
serves, ex officio, as liquor commissioner), tortuous interference. As 
Liquor Commissioner for the Town of Normal, Illinois, I would not issue 
a liquor license to the buyer of an existing store until the contract 
for sale was executed. The contract was not executed by a drop-dead 
date between the parties. The lawsuit was dismissed by the Illinois 
Eleventh Circuit Judicial Court.
    Two suits in the late 1980s against the Sub S Corporation 
(Draisine), which I own and operate, for personal injury liability. 
These were lawsuits in which I and my business were named as were 
promoters and sponsors of these bike races. These suits were dismissed 
by the Illinois Tenth Circuit Judicial Court.
    4. Have you ever been convicted (including pleas of guilty or nolo 
contendere) of any criminal violation other than a minor traffic 
offense? If so, please explain. No
    5. Have you ever been accused, formally or informally, of sexual 
harassment or discrimination on the basis of sex, race, religion, or 
any other basis? If so, please explain. No
    6. Please advise the Committee of any additional information, 
favorable or unfavorable, which you feel should be disclosed in 
connection with your nomination. None
                     d. relationship with committee
    1. Will you ensure that your department/agency complies with 
deadlines for information set by congressional committees, and that 
your department/agency endeavors to timely comply with requests for 
information from individual Members of Congress, including requests 
from members in the minority? Yes
    2. Will you ensure that your department/agency does whatever it can 
to protect congressional witnesses and whistleblowers from reprisal for 
their testimony and disclosures? Yes
    3. Will you cooperate in providing the Committee with requested 
witnesses, including technical expe1ts and career employees, with 
firsthand knowledge of matters of interest to the Committee? Yes
    4. Are you willing to appear and testify before any duly 
constituted committee of the Congress on such occasions as you may be 
reasonably requested to do so? Yes
                                 ______
                                 
   GRAPHIC(S) NOT AVAILABLE IN TIFF FORMAT
                                 

    The Chair. Thank you, Mayor. Thank you so much. Mr. Szabat, 
welcome to the Committee. I look forward to your testimony.

  STATEMENT OF JOEL MATTHEW SZABAT, NOMINEE TO BE A DIRECTOR, 
                   AMTRAK BOARD OF DIRECTORS

    Mr. Szabat. Chair Cantwell, Ranking Member Cruz, 
distinguished Senators, thank you for considering my nomination 
to the Board of Directors of the National Railroad Passenger 
Corporation. This committee has vetted me twice before.
    You generously forwarded my nomination to the floor without 
dissent as Assistant Secretary for Aviation and International 
Affairs, and then as Undersecretary of Transportation for 
Policy. I now count 38 years of military, U.S. Department of 
Transportation, and other public service.
    I hope my performance as Assistant Secretary, my experience 
as Acting Undersecretary representing Secretary Elaine L. Chao 
on the Amtrak Board from June 2019 to January 2021, and my 
overall background in transportation, particularly rail 
transportation, will earn you approval again.
    I have extensive experience overseeing rail capital 
projects. Starting in 2009, I was the designated Federal 
official responsible for implementing the first 3 years of the 
American Reinvestment and Recovery Act. We eventually built 
over 15,000 transportation projects, including signature rail 
projects at Moynihan Station, and the Uptown Station in Normal, 
Illinois, that Mayor Koos mentioned in his statement.
    Prior to that, I served in 2005 as the Transportation 
Counselor in the U.S. Embassy in Baghdad, responsible for 
directing U.S. Government efforts to rebuild the Iraq Republic 
Railroad. Before joining the U.S. Department of Transportation, 
I saw passenger rail from the State Government perspective.
    From 1994 to 2001, I was a principal transportation 
consultant in the California State Legislature and reviewed all 
proposed legislation affecting passenger rail and the State's 
cooperation with Amtrak. I have also had private sector 
experience with freight railroads. I interned in the Strategic 
Planning Office of one class I, one railroad while in business 
school and consulted for another following graduation.
    Many of my other transportation roles have involved 
extensive cooperation with freight railroads. This committee 
knows my familiarity with the transportation needs of rural 
America. At DOT, I managed the Essential Air Service Program, 
supporting over 170 small, rural communities, many of which are 
also served by Amtrak long distance routes.
    I appreciate how vital inner city public transportation is 
to the mobility of these communities and to their economic 
development. If confirmed, I am committed to maintain and 
enhance Amtrak as a nationwide rail passenger corporation. If 
confirmed to the Amtrak Board, my first priority would be the 
safety and security of the public and of the passengers and 
crew.
    This is second nature to me. I spent nearly 20 years in a 
variety of roles at the U.S. Department of Transportation, 
which is primarily a safety regulatory agency. Safety infused 
everything we did. For example, many of the projects that we 
selected for the ARRA funding included elimination of at grade 
rail crossings or safety improvements on rail lines and 
bridges.
    My second priority would be to continue to improve 
passenger service. To do so, strong relationships with the 
private railroads that host Amtrak services and with Amtrak's 
State and local partners are essential.
    If confirmed, I would leverage my past experience to push 
for Amtrak to expand the services it provides in partnership 
with these stakeholders. A third priority is rigorous financial 
stewardship, making the best use of taxpayers? dollars Amtrak 
receives.
    Amtrak's Board should ensure that the greatly increased 
funding Congress has provided in the Infrastructure Investment 
and Jobs Act is spent in a cost efficient manner that maximizes 
public benefits and minimizes the impact on the taxpayer.
    I have had several significant relevant past experiences 
managing sudden influx of Federal funds, including the Recovery 
Act in Iraq, at the Small Business Administration after 
Hurricane Katrina, and with Amtrak during the pandemic.
    I am joined today by my better half, the accomplished and 
wonderful Chiling Tong, who is also the President of the 
National Asian Pacific American Chamber of Commerce and 
Entrepreneurship, or National ACE. For the last 23 years, our 
passion project has been the foundation we established to 
promote civic awareness, involvement, and effectiveness among 
Asian Pacific American college students.
    This summer, the International Leadership Foundation has 
brought 34 fellows to Washington, D.C. to intern in Federal 
Government offices, including the White House and with the 
Senate Majority Leader.
    Several of our fellows are here today to witness today's 
confirmation hearing. I thank you again for your consideration. 
I am grateful to Senator McConnell for recommending me to the 
President, and to President Biden for nominating me. I look 
forward to answering any questions you may have.
    [The prepared statement and biographical information of Mr. 
Szabat follow:]

       Prepared Statement of Joel Szabat, Nominee be a Director, 
                       Amtrak Board of Directors
    Chair Cantwell, Ranking Member Cruz, distinguished Senators;

    Thank you for considering my nomination to the Board of Directors 
of the National Railroad Passenger Corporation (Amtrak).
    This Committee has vetted me twice before. You generously forwarded 
my nominations to the floor, without dissent, as Assistant Secretary 
for Aviation and International Affairs in 2018 and as Under Secretary 
of Transportation for Policy in 2020. I now count 38 years of military, 
U.S. Department of Transportation, and other public service. I hope my 
performance as Assistant Secretary; my experience as Acting Under 
Secretary representing Secretary Elaine L. Chao on the Amtrak Board 
from June, 2019 through January, 2021; and my background in 
transportation, particularly rail transportation, will earn your 
approval again.
    I have extensive experience overseeing rail capital projects. 
Starting in 2009, I was the designated Federal official responsible for 
implementing the first three years of the American Reinvestment and 
Recovery Act (ARRA). We eventually built over 15,000 transportation 
projects nationwide, including signature rail projects such as Moynihan 
Station. Prior to that, I served during 2005 as the Transportation 
Counselor in the U.S. Embassy in Baghdad, responsible for directing 
U.S. government efforts to rebuild the Iraq Republic Railroad.
    Before joining the U.S. Department of Transportation (DOT), I saw 
passenger rail from the state government perspective. From 1994 to 
2001, I was a principal transportation consultant in the California 
State Legislature, and reviewed all proposed legislation affecting 
passenger rail and the state's cooperation with Amtrak.
    I have also had private sector experience with freight railroads. I 
interned in the strategic planning office of one Class I railroad while 
in business school and consulted for another following graduation. Many 
of my other transportation roles have involved extensive cooperation 
with freight railroads. For example, while serving as Executive 
Director of the Maritime Administration from 2012 to 2018, I worked 
extensively with the Military Surface Deployment and Distribution 
Command on rail-to-dock movement of military assets.
    The Committee knows my familiarity with the transportation needs of 
rural America. At DOT, I managed the Essential Air Service (EAS) 
program, supporting over 170 small, rural communities, many of which 
are also served by Amtrak long distance routes. Traveling the country 
to meet mayors and airport officials in their communities, I learned to 
appreciate how vital intercity public transportation is to their 
mobility and economic development. If confirmed, I am committed to 
maintain and enhance Amtrak as a nationwide rail passenger corporation.
    If confirmed to the Amtrak Board, my first priority would be the 
safety and security of Amtrak's passengers and crew. This is second 
nature to me. I spent nearly twenty years in a variety of roles at DOT, 
which is primarily a safety regulatory agency. Safety infused 
everything we did. For example, many of the projects we selected for 
ARRA funding involved elimination of at-grade rail crossings or safety 
improvements on rail lines and bridges.
    My second priority would be to continue to improve passenger 
service. To do so, strong relationships with the private railroads that 
host Amtrak services, and with Amtrak's state and local partners, are 
essential. If confirmed, I would leverage my past experience to push 
for Amtrak to expand the services it provides in partnership with these 
stakeholders.
    A third priority is rigorous financial stewardship: making the best 
use of the taxpayer dollars Amtrak receives. Amtrak's Board should 
ensure that the greatly increased funding Congress has provided in the 
Infrastructure Investment and Jobs Act is spent in a cost-efficient 
manner that maximizes public benefits. I have had several significant 
relevant past experiences managing an influx of Federal funds; during 
the Recovery Act, in Iraq, at the Small Business Administration after 
Hurricane Katrina, and with Amtrak during the pandemic.
    I am joined today by my better half . . . Chiling Tong, the 
President of the National Asian Pacific American Chamber of Commerce 
and Entrepreneurship (National ACE). For the last 23 years our passion 
project has been the foundation we established to promote civic 
awareness, involvement, and effectiveness among AANHPI college 
students. This summer, the International Leadership Foundation has 
brought 34 Fellows to Washington, DC to intern in federal government 
offices, including the White House and with the Senate Majority Leader. 
Several of our fellows are here to witness today's confirmation 
hearing.
    I thank you again for your consideration. I am also grateful to 
Senator McConnell for recommending me to the President, and to 
President Biden for nominating me. I look forward to answering any 
questions you may have today.
                                 ______
                                 
                      a. biographical information
    1. Name (Include any former names or nicknames used): Joel Matthew 
Szabat.
    2. Position to which nominated: AMTRAK Board of Directors.
    3. Date of Nomination: January 3, 2023.
    4. Address (List current place of residence and office addresses):

        Residence: Information not provided to the public.
        Office: Information not provided.

    5. Date and Place of Birth: 25 January, 1959; Fort Worth, TX.
    6. Provide the name, position, and place of employment for your 
spouse (if married) and the names and ages of your children (including 
stepchildren and children by a previous marriage).

        Spouse: Chiling Tong, Chief Executive Officer and President of 
        the National Asian/Pacific Islander Chamber of Commerce and 
        Entrepreneurship (National ACE); 1300 Pennsylvania Avenue NW, 
        Suite 700; Washington, DC 20004
        No Children

    7. List all college and graduate schools attended, whether or not 
you were granted a degree by the institution. Provide the name of the 
institution, the dates attended, the degree received, and the date of 
the degree.

        Georgetown University, 1981 BA Economics & Public 
        Administration
        Harvard University, 1988: MBA

    8. List all post-undergraduate employment, including the job title, 
name of employer, and inclusive dates of employment, and highlight all 
management-level jobs held and any non managerial jobs that relate to 
the position for which you are nominated.

        Captain, U.S. Army, 1981-86

        Intern, CSX Railroad, Strategic Planning, 1987

        Management Consultant, Strategic Planning Associates, 1988-90

        Executive Officer, U.S. EPA, 1990-93

        Principal Consultant (Transportation), California State 
        Assembly, 1993-2001

        Principal, White Dragon Group (self-employed) 2001-02

        Deputy Assistant Secretary for Transportation Policy, USDOT, 
        2002-03

        Deputy Assistant Secretary for Management & Budget, USDOT, 
        2003-05

        Transportation Counselor, U.S. Embassy, Baghdad, Iraq, 2005

        Senior Counselor to the Secretary, USDOT, 2005-06

        Chief of Staff, Small Business Administration, 2006-08

        Deputy Assistant Secretary for Transportation Policy, USDOT, 
        2008-11

        Executive Officer, Maritime Administration, USDOT, 2011-18

        Deputy Assistant Secretary for Aviation & International 
        Affairs, USDOT, 2018-2019

        Assistant Secretary for Aviation & International Affairs, 
        USDOT, January 2019-January 2021

        Acting Under Secretary of Transportation for Policy, USDOT 
        (June, 2019-January, 2021)

        Deputy Assistant Secretary for Aviation & International Affairs 
        January, USDOT, January, 2021-October, 2022)

        President, Aviation Strategies, Strong Port Strategies LLC 
        (January, 2023 to present)

    9. Attach a copy of your resume.
    See Attachment #4
    10. List any advisory, consultative, honorary, or other part-time 
service or positions with Federal, State, or local governments, other 
than those listed above after 18 years of age.
    None
    11. List all positions held as an officer, director, trustee, 
partner, proprietor, agent, representative, or consultant of any 
corporation, company, firm, partnership, or other business, enterprise, 
educational, or other institution.

        Starting January, 2023, paid consultant for Delta Air Lines 
        Inc., through Strong Port Strategies
        Unpaid advisor to the International Leadership Foundation 
        (ILF), an educational non-profit my wife and I founded in 2000; 
        2000 to present

    12. Please list each membership you have had after 18 years of age 
or currently hold with any civic, social, charitable, educational, 
political, professional, fraternal, benevolent or religiously 
affiliated organization, private club, or other membership 
organization. (For this question, you do not have to list your 
religious affiliation or membership in a religious house of worship or 
institution.). Include dates of membership and any positions you have 
held with any organization. Please note whether any such club or 
organization restricts membership on the basis of sex, race, color, 
religion, national origin, age, or disability.

        Georgetown University Hoya (student newspaper) (September 1977-
        May 1981) sports writer, sports editor, associate editor, 
        managing editor, editor-in-chief

        Harvard Business School Japan Club (September 1986-September 
        1987)

        Republicans of River City (Sacramento, CA) 1992-2001; Board 
        Member, Treasurer

        Young Executives of America 1992-1993, member

        Federalist Society 1995 (approximate date)--2001, member

        Asian Pacific Islander American Public Affairs (APAPA)--2001, 
        helped create

        International Leadership Foundation (ILF), (2000 to present) 
        founder, unpaid advisor, board member

    None of these organizations restricted or restrict membership on 
the basis of sex, race, color, religion, national origin, age, or 
disability
    13. Have you ever been a candidate for and/or held a public office 
(elected, non-elected, or appointed)? If so, indicate whether any 
campaign has any outstanding debt, the amount, and whether you are 
personally liable for that debt.
    Unsuccessful candidate for the Sacramento, CA Municipal Utility 
District (SMUD) in 1998. No debts.
    14. List all memberships and offices held with and services 
rendered to, whether compensated or not, any political party or 
election committee within the past ten years. If you have held a paid 
position or served in a formal or official advisory position (whether 
compensated or not) in a political campaign within the past ten years, 
identify the particulars of the campaign, including the candidate, year 
of the campaign, and your title and responsibilities.
    N/A
    15. Itemize all political contributions to any individual, campaign 
organization, political party, political action committee, or similar 
entity of $200 or more for the past ten years.

        McConnell Senate Committee August 22, 2014 $2,100

        McConnell Senate Committee October 31, 2014 $2,100

    16. List all scholarships, fellowships, honorary degrees, honorary 
society memberships, military medals, and any other special recognition 
for outstanding service or achievements.

        Army Commendation Medal

        Army Meritorious Service Medal

        Presidential Rank Award (Meritorious Service)

        USDOT War on Terror Medal

        USDOT Gold Medal, several Silver Medals

        USDOT Inspirational Leader

        Ellis Island Foundation Medal of Honor

        Distinguished Visitor, Eisenhower School for National Security 
        and Resource Strategy, National Defense University

    17. List each book, article, column, letter to the editor, Internet 
blog posting, or other publication you have authored, individually or 
with others. Include a link to each publication when possible. If a 
link is not available, provide a digital copy of the publication when 
available.
    See attachment #3 for articles and columns written while I was a 
reporter/editor for the Georgetown University Hoya (school newspaper) 
1977-1981. Each link connects with a weekly paper, I have noted the 
specific page in the paper where my article can be found. All articles 
on pages 8-12 are sports reporting/columns. I have not authored any 
other publications since then.
    18. List all speeches, panel discussions, and presentations (e.g., 
PowerPoint) that you have given on topics relevant to the position for 
which you have been nominated. Include a link to each publication when 
possible. If a link is not available, provide a digital copy of the 
speech or presentation when available.
    N/A
    19. List all public statements you have made during the past ten 
years, including statements in news articles and radio and television 
appearances, which are on topics relevant to the position for which you 
have been nominated, including dates. Include a link to each statement 
when possible. If a link is not available, provide a digital copy of 
the statement when available.
    N/A
    20. List all digital platforms (including social media and other 
digital content sites) on which you currently or have formerly operated 
an account, regardless of whether or not the account was held in your 
name or an alias. Include the full name of an ``alias'' or ``handle'', 
including the complete URL and username with hyperlinks, you have used 
on each of the named platforms. Indicate whether the account is active, 
deleted, or dormant. Include a link to each account if possible.

        LinkedIn, Facebook (active), use my own name.
        Matrix games forums, https://www.matrixgames.com/forums/
        handle `Blackhorse'.
        No other current or former digital platform account.

    21. Please identify each instance in which you have testified 
orally or in writing before Congress in a governmental or non-
governmental capacity and specify the date and subject matter of each 
testimony.

        (House) Committee on Small Business, March 12, 2009, Ensuring 
        Stimulus Contracts for Small and Veteran-Owned Businesses

        (House) Committee on Transportation & Infrastructure, March 26, 
        2009, DOT's Disadvantaged Business Enterprise Program

        (House) Transportation & Infrastructure Committee, Subcommittee 
        on Coast Guard & Marine Transportation, April 4, 2017, 
        Authorization of Coast Guard & Maritime Transportation Programs

        (Senate) Committee on Appropriations, Subcommittee on 
        Transportation, Housing & Urban Development and Related 
        Agencies, April 5, 2017, Preventing Sexual Assault & Sexual 
        Harassment at the U.S. Merchant Marine Academy

        (Senate) Committee on Science, Commerce & Transportation, May 
        9, 2017, Maritime Transportation

        (Senate) Committee on Science, Commerce & Transportation, 
        August 23, 2018, Nominations Hearing

        (Senate) Committee on Science, Commerce & Transportation, June 
        19, 2019, Reauthorization of the Fixing America's Surface 
        Transportation (FAST) Act of 2015

        (House) Transportation & Infrastructure Committee, Subcommittee 
        on Aviation, September 26, 2019, 2018 FAA Reauthorization

        (Senate) Committee on Commerce, Science, and Transportation, 
        November 20, 2019, Highly Automated Vehicles: Federal 
        Perspectives on the Deployment of Safety Technology

        (Senate) Commerce Committee, Subcommittee on Transportation & 
        Safety, January 28, 2020, Overview of the Build America Bureau 
        and the U.S. Department of Transportation Rural Transportation 
        Initiatives

        (Senate) Senate Commerce Committee, Subcommittee on Aviation, 
        March 4, 2020, Response to the Coronavirus Outbreak

        (Senate) Committee on Science, Commerce & Transportation, June 
        16, 2020, Nominations Hearing

    22. Given the current mission, major programs, and major 
operational objectives of the department/agency to which you have been 
nominated, what in your background or employment experience do you 
believe affirmatively qualifies you for appointment to the position for 
which you have been nominated, and why do you wish to serve in that 
position?
    I have previous recent service on the Amtrak Board of Directors, 
representing the Secretary of Transportation on the board from June 
2019 through January 2021. I have had `eyes on' Federal rail policy 
issues in my multiple stints in the Department of Transportation's 
policy office (2002-2003, 2008-2012, 2019-2021). I have overseen the 
selection of rail projects, passenger and freight, for Federal funding 
while managing the American Recovery and Reinvestment Act (ARRA) (2009-
2011), to include Moynihan Station (NY) and Colton Crossing (CA). I 
have had additional experience overseeing rail construction in Iraq 
(2005). I understand passenger rail issues from the state perspective, 
as a transportation analyst in the California State Legislature for 
most of the 1990s. Prior to that, I interned for one Class I railroad, 
and consulted for another for over a year.
    In late 2002, I concluded nearly 28 years of Federal service. I am 
interested in serving on the board after my departure as a way to 
continue to find ways to improve the service, viability and cost-
effectiveness of this key mode of transportation.
    23. What do you believe are your responsibilities, if confirmed, to 
ensure that the department/agency has proper management and accounting 
controls, and what experience do you have in managing a large 
organization?
    The Board of Directors has an oversight responsibility to ensure 
that Amtrak's fiduciary officers are performing their duties.
    In the Department of Transportation's Office of the Secretary, I 
have been responsible for ensuring that the Office of the Under 
Secretary, with over 1,000 employees, and its component offices, have 
proper management controls, including the Office of Aviation & 
International Affairs, which concurrently led.
    During the transition between Presidents Obama and Trump, I was the 
senior official managing the Maritime Administration. As Executive 
Director of the Maritime Administration all the program and support 
offices reported to me, totaling over 700 Federal employees. As Chief 
of Staff of the Small Business Administration, I directly supervised 
numerous staff offices, including the CFO, procurement, human 
resources, administration, civil rights, and government affairs.
    In the Army, I was a Tank Platoon leader, and then the Executive 
Officer and Acting Troop Commander of a Cavalry Troop of 200 officers 
and soldiers.
    24. What do you believe to be the top three challenges facing the 
department/agency, and why?

  1.  Safety: The top priority of any mode of transportation should 
        always be safe operations. In particular, addressing at-grade 
        collisions and other derailments remain a challenge.

  2.  Service: Amtrak requires achievable plans for capital investment, 
        maintenance, and coordination with private railroads and local 
        governments to provide high-quality passenger rail service. An 
        urgent priority is to address human capital--having enough 
        qualified people to sustain operations.

  3.  Value: Insofar as is practicable, Amtrak ought to be self-
        sustaining. In early 2020, before the pandemic hit, Amtrak was 
        on pace to operate 'in the black' for an entire year for the 
        first time in its history.
                   b. potential conflicts of interest
    1. Describe all financial arrangements, deferred compensation 
agreements, and other continuing dealings with business associates, 
clients, or customers. Please include information related to retirement 
accounts, such as a 40l(k) or pension plan.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    2. Do you have any commitments or agreements, formal or informal, 
to maintain employment, affiliation, or practice with any business, 
association, or other organization during your appointment? If so, 
please explain.
    My arrangements are fully described in Part ID of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    3. Indicate any investments, obligations, liabilities, or other 
relationships which could involve potential conflicts of interest in 
the position to which you have been nominated. Explain how you will 
resolve each potential conflict of interest.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    4. Describe any business relationship, dealing, or financial 
transaction which you have had during the last ten years, whether for 
yourself, on behalf of a client, or acting as an agent, that could in 
any way constitute or result in a possible conflict of interest in the 
position to which you have been nominated. Explain how you will resolve 
each potential conflict of interest.
    My arrangements are fully described in Part Ill of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    5. Identify any other potential conflicts of interest, and explain 
how you will resolve each potential conflict of interest.
    My arrangements are fully described in Part III of my Executive 
Branch Confidential Financial Disclosure Report (OGE Form 450). In 
connection with the nomination process, I have consulted with the 
Amtrak Chief Ethics Officer and General Counsel to identify potential 
conflicts of interest. Any potential conflicts of interest will be 
resolved in accordance with the Amtrak Board of Directors' Code of 
Business Conduct and Ethics which has been provided to this Committee. 
I am not aware of any other potential conflicts of interest.
    6. Describe any activity during the past ten years, including the 
names of clients represented, in which you have been engaged for the 
purpose of directly or indirectly influencing the passage, defeat, or 
modification of any legislation or affecting the administration and 
execution of law or public policy.
    N/A. As a Federal government employee 2002-2022 I have only ever 
been involved in representing the administration's position on 
legislative matters. As a management consultant in the private sector, 
I have not engaged in efforts to influence legislation or the 
administration and execution of law or public policy. I am not (and 
will not be) a registered lobbyist.
                            c. legal matters
    1. Have you ever been disciplined or cited for a breach of ethics, 
professional misconduct, or retaliation by, or been the subject of a 
complaint to, any court, administrative agency, the Office of Special 
Counsel, an Inspector General, professional association, disciplinary 
committee, or other professional group? If yes:

  a.  Provide the name of court, agency, association, committee, or 
        group;

  b.  Provide the date the citation, disciplinary action, complaint, or 
        personnel action was issued or initiated;

  c.  Describe the citation, disciplinary action, complaint, or 
        personnel action;

  d.  Provide the results of the citation, disciplinary action, 
        complaint, or personnel action.

    No
    2. Have you ever been investigated, arrested, charged, or held by 
any Federal, State, or other law enforcement authority of any Federal, 
State, county, or municipal entity, other than for a minor traffic 
offense? If so, please explain. No.
    3. Have you or any business or nonprofit of which you are or were 
an officer ever been involved as a party in an administrative agency 
proceeding, criminal proceeding, or civil litigation? If so, please 
explain. No.
    4. Have you ever been convicted (including pleas of guilty or nolo 
contendere) of any criminal violation other than a minor traffic 
offense? If so, please explain. No.
    5. Have you ever been accused, formally or informally, of sexual 
harassment or discrimination on the basis of sex, race, religion, or 
any other basis? If so, please explain. No.
    6. Please advise the Committee of any additional information, 
favorable or unfavorable, which you feel should be disclosed in 
connection with your nomination. None.
                     d. relationship with committee
    1. Will you ensure that your department/agency complies with 
deadlines for information set by congressional committees, and that 
your department/agency endeavors to timely comply with requests for 
information from individual Members of Congress, including requests 
from members in the minority?
    Yes, insofar as it is in my power to do so.
    2. Will you ensure that your department/agency does whatever it can 
to protect congressional witnesses and whistleblowers from reprisal for 
their testimony and disclosures? Yes.
    3. Will you cooperate in providing the Committee with requested 
witnesses, including technical experts and career employees, with 
firsthand knowledge of matters of interest to the Committee? Yes.
    4. Are you willing to appear and testify before any duly 
constituted committee of the Congress on such occasions as you may be 
reasonably requested to do so? Yes.
                                 ______
                                 
                               Attachment
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    The Chairman. Thank you, Mr. Szabat. Thank you for being 
here and for that statement today. I will now turn to the 
Ranking Member, Senator Cruz, for his statement.

                  STATEMENT OF HON. TED CRUZ, 
                    U.S. SENATOR FROM TEXAS

    Senator Cruz. Thank you, Madam Chair. Welcome to all the 
nominees for being here today. First, we are here to consider 
Alvin Brown to be a member of the National Transportation 
Safety Board or NTSB.
    The NTSB serves the important function of thoroughly 
investigating transportation incidents to identify their causes 
and to make recommendations to prevent similar incidents. Both 
private sector and public sector transportation operators learn 
from the NTSB investigations and often voluntarily implement 
its recommendations.
    The NTSB also provides valuable information for Congress 
and for Federal agencies to consider when developing 
transportation policy. I believe that Mr. Brown can help the 
NTSB fulfill its mission. As the Mayor of Jacksonville, 
Florida, he oversaw 7,000 employees and implemented the city's 
transportation policy.
    During his tenure, he successfully built a coalition and 
led a campaign to address transportation safety. He also served 
as Vice Chairman of the U.S. Conference of Mayors 
Transportation Committee, which examined best practices for 
safety improvements across different transportation modes.
    On top of that, Mr. Brown has significant experience 
leading large, complex projects like the multi-million dollar 
project to deepen the port of Jacksonville. And since last 
year, he has been serving at the U.S. Department of 
Transportation. I look forward to hearing from Mr. Brown today, 
and I would note also that he has earned the respect of Senator 
Rick Scott, who is a good friend of mine and whose judgment I 
trust.
    And Senator Scott has personally commended to me just how 
capable he believes you are and what an excellent job you will 
do, and that carries great weight with me. Second, we are here 
to consider some of the President's nominees to serve as 
members of Amtrak's Board of director.
    The three nominees here are all experienced public 
servants. I want to thank Mr. Coscia, Mayor Koos, and Mr. 
Szabat for their willingness to oversee our national intercity 
passenger railroad that American taxpayers subsidize every year 
with billions of dollars. However, I do have an obligation to 
raise a concern with the legality of the entire slate of 
nominees that President Biden has placed before this committee.
    A bipartisan group of Commerce committee members has 
already raised this issue in multiple letters to the President. 
Unfortunately, he has yet to fix the problem. The Amtrak Board 
is comprised of eight Senate confirmed members in addition to 
its CEO and the Secretary of Transportation.
    In 2021, Congress passed bipartisan legislation to ensure 
that Amtrak's Board is geographically diverse and not dominated 
by Board members from the Northeast Corridor. As a result, 
Federal law now explicitly prohibits more than four of the 
eight Senate confirmed Board members from being from the 
Northeast Corridor.
    That means that a maximum of four Amtrak Board members can 
be from the eight states, plus the District of Columbia, that 
make up the Northeast Corridor. This limitation is important 
because Amtrak operates in 37 other states, including Texas, 
through its national network of long distance and State 
supported routes.
    The Americans who reside outside of the Northeast Corridor 
and whose taxes generously support Amtrak's operations must 
have their interests fairly represented on Amtrak's Board. 
Unfortunately, even with the two nominees yet to be submitted, 
five of the President's current slate of six nominees for the 
Amtrak Board reside in the Northeast Corridor. That is clearly 
in conflict with Federal law.
    The President needs to fix this legal defect by withdrawing 
one of the Democratic nominees from the Northeast Corridor. It 
is the President's decision which nominee to withdraw, but this 
slate needs to comply with the statute. Having said that, I am 
still eager to hear about the vision that each of the three 
nominees here has for Amtrak, for responsibly managing our 
country's national passenger railroad. In recent memory, Amtrak 
has had challenges. Amtrak has at times failed to operate 
responsibly and it has struggled to build partnerships with 
states that subsidize certain Amtrak services. And during the 
pandemic, Amtrak awarded large bonuses to executives even while 
service suffered from the effects of reduced employee numbers, 
which is unseemly for an entity dependent on taxpayer money.
    The railroad can and must do better. Amtrak received $22 
billion in the 2021 infrastructure law and will likely receive 
billions more in discretionary Federal funding, including for 
the spectacularly expensive Gateway Program between New Jersey 
and New York City.
    Having an Amtrak Board of Directors that provides effective 
management consistent with Congressional direction is more 
important now than ever. I look forward to hearing from each of 
these nominees what you would do to ensure such management. 
Thank you, Madam Chair.
    The Chair. Thank you, Senator Cruz. And now we will go to 
questions for the nominees. I will jump in right here with the 
Pacific Northwest Corridor that had service reestablished and 
to the pre-pandemic levels, but staffing was a major issue and 
so I really want to know from each of the nominees what you are 
doing, what you think we need to do to make sure that we are 
upgrading staffing?
    I want to understand, too, what we are doing to add more 
capacity to those Pacific Northwest routes between Seattle and 
Portland by the fall of this year. And on safety, I want to 
understand, you know, we basically, after the DuPont accident 
in Washington that killed 3 people and injured 60, Amtrak 
instituted a safety management system, very important for 
improving safety culture, but they were designed to ensure that 
they address the new risks.
    I am concerned about an Inspector General report from 
December that found Amtrak had lax security practices and led 
to former employees selling keys to sensitive areas on the 
internet. It is critical that Amtrak ensure the safety is the 
number one priority.
    So, if each of you could address those issues to the degree 
that you are involved or knowledgeable?
    Mr. Coscia. Chair Cantwell, I will begin for obvious 
reasons that my current tenure at Amtrak gives me, I guess, the 
ability to respond directly to some of the issues you raised. 
And frankly, those are all issues that are very important to 
the Board and to me personally, and for which we have spent a 
considerable amount of time.
    First, to sort of address your question about workforce, 
and in particular having the adequate staffing to create the 
increased levels of capacity in our Pacific Northwest Service. 
The need to hire qualified people to work in Amtrak and to 
operate the Nation's railroad system has been an absolute 
priority, and we have committed an enormous amount of effort to 
recruiting and training and finding people who can make a 
career, which we believe is a very promising basis for a 
career, as part of the national rail system.
    The Chair. Do you think this is key to getting services 
expanded or reestablished?
    Mr. Coscia. I think it is, but I guess I am here to report 
to you what I think is good news in the sense that in the last 
Fiscal Year, we were able to hire 3,700 new employees to Amtrak 
to restore much of what was lost as a result of the pandemic 
and normal attrition. And in this Fiscal Year, we have already 
hired 2,700 additional employees to give us the full complement 
to restore that service.
    Specific to the Northwest Service, we are very deeply into 
the specific training program to train people on that 
territory, to be able to put into effect the two additional 
frequencies that we expect to put into effect.
    And I am confident and want to commit to you today that we 
will meet the deadline to do that and that we have the adequate 
resources to do it because of the work we have done in the last 
12 months of recruiting and building a workforce.
    The Chair. Safety management systems.
    Mr. Coscia. We--you know, I will tell you that the lessons 
and the issues surrounding Train 501 are very deeply ingrained 
in my mind and in my heart. I know that nominee Brown is--has a 
very important task, and safety is our top priority.
    We have initiated a number of different issues relative to 
adopting an overall safety management system that is, you know, 
you are never done with developing a full safety management 
system.
    We have affected the training from the most senior 
executives to the people in the field, all of whom have helped 
us to create what we believe to be a safety culture where 
people are not afraid to speak up where there is an issue that 
they notice, where people are not punished for bringing up 
safety issues that need to be addressed, and we are adapting 
the use of modern technology to allow us to train people 
better.
    The use of simulators, the use of different training 
protocols, all of which I think have put us in a position of 
creating a much safer railroad. And the early indications are 
that our numbers are supporting that, including the very low 
number of incidents----
    The Chair. Mr. Szabat, do you--would you make workforce a 
priority and safety management system culture a priority in 
reestablishing service?
    Mr. Szabat. Senator Cantwell, yes, I would. I think 
staffing, both quantity and quality of employees, is key and 
essential to increased service, and I believe that increased 
service is essential if we want to get Amtrak back to operating 
in the black.
    So, all those things tied together. On the safety side, if 
confirmed, I and my colleagues here who will be on the Board of 
Directors will not be management, and so there is a distinction 
there when our roles are for culture--I mean, for safety. But I 
will echo what Chairman Coscia said about the culture.
    An appropriate role for the Board of Directors is to ensure 
that we have a culture of safety so that the experts that are 
brought on Board in Amtrak feel comfortable moving forward to 
say we have these challenges that need to be addressed and no 
one fears--no one is afraid for their career nor for their 
position if they are reporting safety challenges that need to 
be addressed.
    The Chair. Thank you. I will either come back to you, Mr. 
Brown, or in writing either way. But Senator Cruz.
    Senator Cruz. Thank you, Madam Chair. Mr. Coscia, you have 
been a staunch advocate of the Gateway Program between New 
Jersey and New York City. The price tag for this program has 
continually risen, with the current estimate at $37 billion. I 
remain concerned that this number reflects inflated labor costs 
at the expense of taxpayers all across the rest of the country.
    Nevertheless, given that the 2021 infrastructure law has 
already made tens of billions of dollars available for Gateway 
and other Northwest--Northeast Corridor programs, it is 
important to know that Amtrak can complete major capital 
projects in a timely and cost effective manner.
    Mr. Coscia, what steps has Amtrak taken, during your tenure 
as Amtrak Board Chairman, to improve its completion of capital 
projects in a timely and a cost effective manner?
    Mr. Coscia. Thank you, Ranking Member Cruz, for that 
question. And in fact, it goes to the very heart of what I know 
is a very top priority to the entire Board. And certainly, in 
my career I have had lots of exposures to large projects, and I 
have seen the difficulty, frankly, throughout the United States 
of being able to manage megaprojects.
    You know, the notion of being able to plan smart and then 
build quickly, the ability to sort of deploy resources in the 
most efficient way. What I would say to you is that we 
understand that there are methods that can be used.
    There are means and methods that can be used to advance 
megaprojects, which historically in Government sponsored 
projects have not been adequately deployed. Some of that 
involves the right level of oversight, the right level of 
planning. I would submit to you that a major reason for cost 
overruns is the desire to plan very quickly and then try to 
sort of develop solutions in the field.
    The reality is that until you have an absolute solid plan 
that has been vetted and reviewed from an engineering 
perspective and a planning perspective, where you have a 
certain amount of predictability about cost inputs, it is a 
very risky proposition to go out and build.
    I recognize that the Gateway Program will be a very 
significant challenge for any entity in the United States to 
build, let alone entities for whom, in some cases this is a new 
sort of endeavor for them. But we have to, as a nation, prove 
our ability to build large scale projects, and to do them on 
time, on mission, and safely and effectively on budget.
    And those are all things that we are now building through 
building the right kind of expertise internally, people who 
have the kind of project management expertise, much of which 
comes from the private sector that we have been able to borrow.
    People--instances where we can look at other megaprojects 
that have been done in the United States and around the world 
to find those means and methods that can work. And we are in 
fact, deploying those things in I think a very effective way.
    And I am hopeful that Gateway will actually be a 
demonstration of our Nation's ability to undertake a very large 
scale project of this nature where there is an absolute need 
for it to be built but do it in a responsible way.
    And we should agonize over every step of the process and 
hold people accountable for meeting benchmarks at different 
intervals to determine that we are keeping it on progress.
    Senator Cruz. $37 billion is a lot of money. Is Gateway 
going to come in on budget, or are we going to come back and 
discover that $37 billion has become $40, has become $50, has 
become $60 billion?
    Mr. Coscia. Senator, my experience, when people use a 
budget number before they have actually done the work, it is 
largely because they are trying to create optics around it and 
not because they necessarily know.
    The $37 billion number which you refer to, and I understand 
how that number and other numbers have been socialized around 
it, represent the full build out of the entire Gateway Program.
    I would submit to you respectfully that the full buildout 
of that program is important not just for the New York and New 
Jersey region, but for the Northeast Corridor and for the 
Nation's economy, as are many other projects around the 
country.
    But we are building it in phases where each phase that we 
build has an independent value that is meaningful. The first 
phase that we are building is----
    Senator Cruz. Let me try again with my question. Do you 
believe the total budget will come in under budget?
    Mr. Coscia. I believe that the first phase, which is the 
Hudson Tunnel project, which has been budgeted at $16.5 
billion, yes, I do believe that we must come in at that number.
    Senator Cruz. That is helpful. I would encourage all three 
of you as you are heading home to take a look. Next door to the 
Capitol is the Supreme Court building. It is a beautiful 
building in Washington, D.C. And if you go look at the history 
of the construction of the Supreme Court building, the Supreme 
Court building, Congress appropriated money to build the 
Supreme Court building.
    It was constructed as a gorgeous building. It actually has 
24 karat gold inlaid in the ceilings. And at the end of the 
construction, they had money left over that they returned to 
the taxpayers. That was a different era, to be sure, but that 
is a model to be aspired to. Thank you.
    The Chair. Thank you, Senator Cruz. As I suggested, Mr. 
Brown, I may--I have to run out, but I may come back to ask you 
about the same safety workforce culture needs at NTSB and the 
President's budget.
    So how do we have the right staffing, given the 
modernization of technology, and what other larger roles NTSB 
can be in commenting on both space issues and on the trend 
report that was part of our safety bill that we passed. But I 
am going to turn over the Committee to--oh, I see Senator 
Klobuchar is actually here, but I am turning the hearing over 
to Senator Tester, who will take it from here. But anyway, 
Senator Klobuchar.

               STATEMENT OF HON. AMY KLOBUCHAR, 
                  U.S. SENATOR FROM MINNESOTA

    Senator Klobuchar. Mr. Coscia, I will start with you. One 
of the things that we did in the bipartisan infrastructure law 
was to expand and add up to 39 corridor routes to serve some 
cities that are connected, say rural areas to urban areas.
    I have always been, of course, a big fan of the Empire 
Builder route that goes through the Twin Cities. Could you talk 
about those two issues? First of all, improving and maintaining 
passenger rail on routes that connect rural to urban, and then 
second, the Empire Builder, and specifically, which is Chicago, 
of course, Minnesota, and then on.
    But we have had issues with it being on time, performance 
issues. So, two somewhat related but unrelated as well.
    Mr. Coscia. Senator, thank you for that question. Yes, I 
don't have terms to express how strongly I feel about how there 
are so many places in the United States where we know there is 
demand for rail service and where that capacity doesn't exist. 
That is an absolute priority, and the IIJA gives us finally the 
capital and the facility and the resources to do something 
about that.
    We think there are many, many communities that are 
underserved from a rail standpoint. Some are major metropolitan 
areas that surprisingly have very little or no rail service 
on--from intercity passenger rail. And many, as you suggest, 
are rural communities where frankly, unless there is Amtrak 
service, there are really no other options for them. Aviation 
is not an option for many of these communities.
    These are population bases which may not have access to 
ability to move around in other forms. So, we believe that the 
map for Amtrak needs to be redrawn to reflect what the 
population of the United States looks like in 2023 and not what 
it looked like in 1971 when Amtrak inherited assets from 
defunct railroads.
    So, we think there is an enormous amount of opportunity 
that is driven by demand. In order to achieve that level of 
service, we will need a number of things to happen. First and 
foremost--and I fully expect everyone should hold Amtrak 
accountable for using the resources that we have, for being 
intelligent about the decisions we make, for doing our homework 
and making sure that we are planning these routes in a way that 
intelligently captures where demand is and what the best 
service frequencies are.
    But we are also going to need help from others. Our State 
partners are going to play a vital role in this. We can't do 
this without them. It is a partnership, and we have to learn to 
be good partners as today, and we all have to work together. 
And there are many instances where we have already done that.
    We also need a lot of cooperation from the host railroads. 
As you know, once we are off the Northeast Corridor and certain 
other limited parts of the country, we are tenants on railroads 
that are owned by the class I railroads. It is entirely 
possible to operate an efficient supply chain freight capacity 
and passenger rail at the same time. We can do both of those 
things----
    Senator Klobuchar. OK. Thank you.
    Mr. Coscia.--and that is something we have to do.
    Senator Klobuchar. Is there another point you want to make, 
because I wanted to turn to something else.
    Mr. Coscia. I am done. Thank you.
    Senator Klobuchar. OK, great. I really appreciate it. Mr. 
Brown, NTSB. Thank you. I know that your grandparents were 
killed in a car accident. I have made distracted driving a 
major priority of mine in the Senate. And I think you know the 
numbers, which are incredibly scary. Could you talk about the 
importance of continuing a focus on distracted driving?
    Mr. Brown. Yes. Thank you, Senator, for that question. I 
think one of the things we need to do is just eliminate 
distracted driving. You know, part of it is distracted driving 
is those drivers who aren't paying attention to their tasks.
    The issue is using--continue to use cell phones, iPads, and 
so I think part of it is just eliminate it. Don't use those 
electronics. If you get all States to agree to do away with 
those electronics, I think that would be a big help.
    The NTSB, as you know, is big on focusing on safety, and I 
think that is one of the things they talked about in their 
recommendation.
    Senator Klobuchar. OK. One last thing. As you may have 
heard, we have had a couple of close calls with train 
derailments. In Minnesota, we have had derailments. One was 
very close by a town and 20 cars down, and I have to say that 
not only did the rail company get their people there the next 
morning to clean up.
    Unlike like Ohio, our--the substance was ethanol and it 
burned off in the fire as well as didn't get into the ground. 
But I will say NTSB investigators were some of the first on the 
scene and did an incredible job. Could you--just quickly tell 
me how Congress can help ensure NTSB is able to more 
effectively determine the causes of accidents and recommend 
safety improvements that could prevent such accidents from 
occurring in the future?
    Mr. Brown. Well, I think the safety management system would 
be a great way to continue to do that. But also, resources. I 
think one of the things that the Board is really focused on is 
really having a robust 21st century staff that is fully staffed 
and have the resources so they can compete with the challenging 
technologies that are out there to continue to help make 
America safe.
    Senator Klobuchar. Thank you very much. Thank you, Mr. 
Chair.
    Senator Tester [presiding]. Senator Blackburn.

              STATEMENT OF HON. MARSHA BLACKBURN, 
                  U.S. SENATOR FROM TENNESSEE

    Senator Blackburn. Thank you, Mr. Chairman. And to our 
witnesses, thank you so much for being with us today. Mr. 
Coscia, I want to come to you, and congratulations on your 
nomination to be the Director of the Amtrak Board of Directors.
    And I want to talk with you a little bit about the supply 
chain and some of the issues that have come up around the 
supply chain recently. And of course, we recognize that 
Tennessee, and Memphis in particular, is along many of those 
key routes, and those class I railroads all going through 
Memphis.
    So, what are you doing to balance efforts to expand 
passenger rail over existing freight lines that are at capacity 
in our state?
    Mr. Coscia. Thank you, Senator, for that question. And you 
raise a very important topic. The only way we could really 
expand passenger service through most of the country is to 
develop the right partnership with the host railroads, who have 
an equally important task of keeping the supply chains open and 
operating effectively.
    We believe there are a number of effective ways to manage 
that. Amtrak trains actually use up very little capacity on 
those railroads. But the railroad--the freight railroad trains, 
as you know, the consist is very long, so therefore, there are 
many sidings where they don't fit----
    Senator Blackburn. Let me ask you this. Are you involving 
the freight lines at the front end of this discussion, 
recognizing that those Amtrak lines may be just sitting there 
fallow, unused for the bulk of the time?
    Mr. Coscia. Yes, we are, Senator. We are--at the very 
outset of any discussions around increased rail usage on any of 
the host railroads, they are among the very first conversations 
that we have. And some of the freight railroads that we work 
with, we have developed a very good dialog to be able to work 
through these issues together, and frankly look for funding 
mechanisms to make improvements where necessary to accommodate 
both of our needs.
    Senator Blackburn. OK, wonderful. I have got another 
question for you. I had read a New York Post article from 
October 22, and it referenced that the ten highest paid Amtrak 
executives raked in six figure bonuses in 2021 despite a rail 
network struggling with low ridership and plummeting revenues.
    The top earning employees received earned incentive bonuses 
of more than $200,000 each. The bonuses enraged the 
Transportation Workers Union that represents more than 1,000 
Amtrak employees, which noted in the statement that taxpayers 
are in part footing the bill for these extravagant bonuses.
    So, what was your role in giving Amtrak execs bonuses of 
more than $200,000 each? And please provide me a detailed 
description of this decisionmaking process.
    Mr. Coscia. Thank you, Senator, for that question. And I 
recognize the concerns raised by compensation levels at any 
entity where the Federal Government plays a significant role in 
providing financing and funding to it.
    And Amtrak certainly is in such a position and should be 
held accountable for that. I need to add some context, though, 
to how that result actually occurred, which is that in the 2013 
timeframe, as most of us who are currently on the Board joined, 
it was incredibly clear to us that Amtrak suffered from a 
number of issues that had impeded the first 40 years of its 
history.
    Certainly, a lack of capitalization was one, but the other 
was management that was not frankly capable of operating the 
railroad at the highest level that it possibly could. And to 
that effect, Amtrak began to recruit very experienced people 
who were almost without exception, coming from the private 
sector, because people who are going to operate in those 
positions at Amtrak are either going to come from the class I 
railroads or----
    Senator Blackburn. So, what you are telling me is you felt 
justified in giving these top executives bonuses of $200,000 
each?
    Mr. Coscia. Senator, as part of that restructure of Amtrak, 
we essentially terminated what was a very expensive benefit 
program that was not tied to the performance of the company. 
And in its place, we put in an incentive compensation----
    Senator Blackburn. But ridership was down, utilization was 
down, and you still chose to give them bonuses of $200,000.
    Mr. Coscia. Senator, the employees----
    Senator Blackburn. But are you planning to give them 
bonuses this year, or what were the bonuses that you let in 
2022? Will you provide that for me in writing?
    Mr. Coscia. I will, Senator. And all of the compensation 
issues are a matter of record. But I will tell you that the 
group that was entitled to these incentives is the same group 
that was able to eliminate over $300 million a year in 
operating losses, which for the first time in Amtrak's 50 year 
history, it essentially was broke even. The pandemic created an 
enormous amount of dislocation to the company.
    Senator Blackburn. But sir, if Amtrak was able to sustain 
themselves, they would not be needing money from the Federal 
Government. My time has expired. Thank you.

                 STATEMENT OF HON. JON TESTER, 
                   U.S. SENATOR FROM MONTANA

    Senator Tester. Thank you. It is my turn. I want to thank 
you guys for being here. I appreciate your willingness to serve 
the Nation. And I appreciate you being able to appear before 
this committee today. Look, I have made my position on nominees 
clear as it applies to the Amtrak Board.
    I was one of 10 people, 5 Republicans and 5 Democrats, that 
negotiated the bipartisan infrastructure law. It did not happen 
by accident. We intentionally put language in that would have 
the Amtrak Board Members reflect our Nation's geography, with 
specific requirements on how many members could come from 
Northeast Corridor states relative to the other parts of the 
country.
    The Administration put forward a list of very good 
nominees, incredibly good nominees, but they did not comply 
with the geographic requirements. I made my concerns known when 
some of these folks appeared before the Committee, some of you 
guys.
    The President then renominated the same slate in the new 
Congress, despite the issues which I believe are serious that I 
raised, and I am frustrated the Administration did not make the 
adjustments that the law requires, and they could have.
    As I announced in April, the slate of Amtrak Board nominees 
must comply with the law before I am going to vote for any of 
them. And as I said earlier, that doesn't mean that I think 
they are unqualified. It means that I think they need--the 
President needs to follow the law.
    There is still work to be done to get resolution on this, 
but I am confident the Administration will do what it needs to 
do that based on the progress so far. I think this hearing is a 
good thing to have.
    And I want to start with you, Chairman Coscia. Good to see 
you again. It is good to see you in person, in fact. Over the 
Zoom is good, but this is much better.
    Mr. Coscia. Agreed.
    Senator Tester. At the hearing last year, I asked you and 
some of the other nominees if you had ever been to Montana. You 
had indicated that you hadn't. In a follow up conversation, I 
believe you committed to riding the Empire Builder, which is a 
long distance train that goes through our great state. I 
understand you made that trip recently. Is that correct?
    Mr. Coscia. That is correct, Senator.
    Senator Tester. I appreciate you doing that. I think there 
is no better way to understand a long distance passenger rail 
than to ride the train yourself. Now, I understand that you are 
going to meet a member of my staff in a great little town 
called Havre, Montana, which is only 50 miles from my farm. But 
that meeting didn't work out. I am told that was because the 
train was running four and a half hours late. Is that correct?
    Mr. Coscia. I think it was two and a half hours late, but 
nonetheless, it definitely was----
    Senator Tester. Two and a half is better than four but is 
still unacceptable. I wished I could say that I was surprised, 
but the truth is those kinds of delays are way too common in 
long distance routes. And I will tell you that I want our rail 
system to work. I want it to be good. I want it to be the best 
in the world, OK.
    Never going to happen as long as that is--in fact, I got to 
thinking, if the--what would the passengers ridership be on the 
Acela from New York to Washington, D.C. if it was two and a 
half hours late? There wouldn't be many folks on that.
    And so, the question I have is, what is Amtrak doing to 
perform--to improve performance, to make sure that we have a 
reliable service table?
    Mr. Coscia. Senator, thank you for that question. And I 
just want to quickly say a couple of things. One is that my 
trip on the Empire Builder was not only something that was 
overdue, but the reality is that it is what I and other members 
of the Board should do.
    I have ridden many of our long distance trains. It would--
took me too long to ride that particular train for a variety of 
reasons, but it is clear to me how vital that service is to so 
many people and so many different levels.
    What I learned on the trip is sort of an immeasurable, you 
know, kind of experience that I completely understand why it is 
so important to so many people, which gets to the point of 
being able to provide safe, reliable service that people can 
count on.
    The reason the train was delayed, and I unfortunately could 
not meet with your staff members is that there was actually an 
accident with a freight train ahead of us. And, you know, 
because I am the Chairman of Amtrak, I heard from pretty much 
everyone at the host railroad, frankly, apologizing for the 
delay.
    And my response to that was, I am actually not a paying 
customer. There are paying customers on there. That is who we 
all should really be apologizing to. And the solution to the 
issue is in large part on creating the right framework where 
host railroads are, in fact, providing those preference rights.
    But there are things that are going to happen to both 
Amtrak and the hosts that are beyond our control. In fact, that 
instance was one of them. But there are many things that we can 
control, and there are many ways for us to work better 
together.
    And we have done this. And with some of the hosts, we have 
actually made market improvements on it. But to respond to your 
question, it is both enhancing our own operating performance 
and enhancing our relationship with the host railroads that I 
think will bring us more reliable service and more frequencies 
that will allow people to get more from the railroad usage.
    Senator Tester. Thank you. I am out of time, but I just 
have to ask this one question since you got the gavel. I will. 
Mr. Brown, you are not on the NTSB now currently, are you?
    Mr. Brown. Repeat that question again.
    Senator Tester. You are not on the NTSB currently?
    Mr. Brown. No, sir.
    Senator Tester. OK. So, we had a plane--we had a train 
accident on a job from Montana. Coming on 2 years, we still 
don't have NTSB's report on that. I have just got to tell you, 
if you are confirmed, I hope you crack the whip and get some 
folks to get a little more timely. This is nothing short of 
unacceptable, OK. Thank you.
    Mr. Brown. Yes, sir.
    Senator Tester. Next up, we have got Senator Moran.

                STATEMENT OF HON. JERRY MORAN, 
                    U.S. SENATOR FROM KANSAS

    Senator Moran. Mr. Chairman, thank you very much. I 
appreciate all of you being here and your willingness to serve 
in the capacities for which you have been nominated. Two of the 
four of you, we have had conversations on numerous occasions in 
this setting and elsewhere, and it would not surprise you that 
I am going to ask Mr. Szabat the same thing that I asked the 
two of you and others.
    I have had a long time interest in making certain that long 
distance Amtrak service is a priority of the Board. We have 
worked to change the legislation that creates the purpose for 
which Amtrak exists to make clear or to make clearer the value 
of long distance Amtrak service.
    And without exception, Mr. Szabat, the individuals that I 
voted for, which has generally been every nominee, has made a 
commitment to me and to this committee, to Congress that they 
will be a supporter of long distance passenger service.
    I would be interested in hearing you frame, in the words 
that you use, what that means to you?
    Mr. Szabat. Senator, first, thank you for the question, and 
far be it for me to be the first witness before you to break 
that tradition of committing to----
    Senator Moran. I always worry they are just saying it 
because I am asking it. It seems to me that the nominees that 
we have had these conversations with have actually meant it.
    Mr. Szabat. As do I. And to drive home that point, if I 
may. Chairman Coscia, in answer to a previous question, 
referenced back in 2019 when Amtrak was in fact on track for 
the--pardon, the rail pun, was on target to meet its--for the 
first ever period of time to be--to operate in the black for 
the year.
    And then COVID hit, and we were unable to do so. That was 
when I was representing the Department on the Board of 
Directors. During that same period of time, I think it was 
around October, the Inspector General issued a report, and the 
Inspector General's report drove home the importance of the 
national network, the long distance trains, and said, in order 
for Amtrak to be consistently profitable in the future, what 
was required was more frequent, on time, long distance network.
    I believe that when the Inspector General's report came out 
in 2019. I believe that today. And if confirmed to the Board of 
Directors, that would be one of the torches that I would carry 
on the Board for an improved national network in long distance 
service.
    Senator Moran. As I believed your two colleagues 
previously, I believe you. You and I know each other. And I 
think the last time we may have been together was in 
Farnborough, dealing with airports and airplanes and aviation 
and aerospace.
    And I wish you well. I, too, have to share the same problem 
that Senator Tester outlined in his commentary to you. I would 
guess that both of us are speaking to the Biden Administration, 
not to you specifically, but the law has been changed in 2021 
to ensure that there is a geographically diverse and non-
dominated Board, a Board not dominated by the Northwest--excuse 
me, the Northeast Corridor.
    And at least four of the eight Amtrak Board members 
appointed by the President shall, ``reside in or near the 
regions of the United States that are geographically 
distributed outside the Northeast Corridor. Under Federal law, 
the Northeast Corridor means Connecticut, Delaware, the 
District of Columbia, Maryland, Massachusetts, New Jersey, New 
York, Pennsylvania, and Rhode Island.''
    And that is not the case with the Administration's 
nominees. And I use this opportunity to reiterate to the 
Administration a letter that seven Senators, later joined by 
Senator Tester in his own letter, in our case, to the 
President, outlining the insistence that those provisions be 
complied with.
    And so, I hope that you will help me get the attention of--
I don't know who wants to flip a coin. I am sorry you come from 
New Jersey, Mr. Coscia, but we need to figure out how this law 
can be complied with. And it is important to me that 
legislation passed on behalf of the American people is complied 
with by an executive branch.
    So, there is a philosophical issue here, and there is a 
practical issue here as I try to make certain that the 
Southwest Chief and the potential heartland, increasing role of 
the Heartland Flier is protected. Mr. Coscia, anything you 
would like to add?
    Mr. Coscia. Only to say, Senator, that I totally understand 
and recognize your very appropriate concerns about that issue. 
Board nominations are, as you know, way above my pay grade.
    But I will tell you, as a, you know, a humble resident of 
the great State of New Jersey that I completely understand, 
probably better than most people would, just how important the 
national system is and what it means to so many people.
    And I am committed, notwithstanding me, my wife and my five 
children, all being New Jerseyans, but still having that same--
--
    Senator Moran. We can find you a home in Kansas.
    Mr. Coscia. Yes, you are right. If you are interested in 
serving on the Amtrak Board. There are days that that would 
actually be very well----
    Senator Moran. I understand----
    Mr. Coscia. I understand.
    Senator Moran. And I suppose based upon Senator Tester's 
question I should ask, have you ever ridden the Southwest 
Chief?
    Mr. Coscia. I have.
    Senator Moran. That was my expectation. And Mr. Koos, and 
Mr. Coscia, you have demonstrated your commitment to what you--
to living up to your commitment that you made to me, and I am 
grateful for that.
    And, Mr. Szabat, I thank you for what you said. I--this 
issue became prominent for me when visiting with a previous CEO 
of Amtrak. The solution to Amtrak's problems in the Southwest 
Chief was to provide bus service between Kansas and New Mexico. 
And it occurred to me that there is a philosophy here that is 
contrary to what I think.
    To replace bus service, to replace train service, freight--
excuse me, to replace passenger service with a bus between 
destinations along Amtrak is not a satisfactory solution from 
my perspective, and it has caused me to make certain that I 
have a different attitude and approach toward those long 
distance routes.
    So, thank you. Thank you, Mr. Chairman.
    Senator Tester. Senator Rosen.

                STATEMENT OF HON. JACKY ROSEN, 
                    U.S. SENATOR FROM NEVADA

    Senator Rosen. Well, thank you, Senator Tester and anybody. 
We have a lot of room. And in Nevada, you come way out West, 
and I will come there, and I am sure Montana, you got some room 
there, too. So, if you get feeling too crowded in New Jersey, 
come on out West or the Midwest.
    But I want to thank you all for being here today for this 
really important hearing. And I am going to talk a little bit 
about Northern Nevada today, because Northern Nevada really has 
some beautifully vibrant rural communities and they rely on 
Amtrak's California Zephyr Line, which is a long distance route 
that travels through Reno, Winnemucca, and on to Elko.
    And for many hardworking Nevadans, Amtrak passenger rail is 
the only affordable and accessible means of transportation to 
get from our rural parts of the state to the Reno-Sparks metro 
area, which is where many of the Northern Nevada jobs are, 
where our main major hospitals are, where our medical services 
are located, our veterans service is located there.
    And before the pandemic, an average of 84,000 Nevadans 
annually rode long distance passenger rail through the state, 
like I said, including our veterans in rural areas who have to 
get to the VA, Sierra Nevada health care system facilities in 
Reno.
    So, in June 2020, I sent a letter, along with Senator 
Cortez Masto, Senator Tester, and Senator Manchin, that 
expressed our concerns with Amtrak's proposal at the time to 
significantly reduce long distance service because of really 
this devastating impact it would have on our rural communities, 
including mine in Nevada.
    So, I am therefore pleased to see despite temporary service 
reductions during the pandemic, the Zephyr now runs again daily 
and is providing those essential services. So, thank you. But 
Mr. Coscia, Amtrak previously approved expanding service to a 
new station of the California Zephyr Line in West Wendover.
    It is on the Utah, Nevada border. And I understand the 
pandemic changed Amtrak's budget priorities, but can you please 
provide my constituents with an update of any potential plans 
to add an Amtrak stop in West Wendover, please?
    Mr. Coscia. Thank you, Senator, for that question. And 
obviously, I share your view on how important the California 
Zephyr is to so many communities. And it underscores, frankly, 
all of our long distance lines, which are used for so many 
different purposes, including those who are traveling between 
two spots and do not have another option.
    And so, therefore, Amtrak provides a very vital service, 
and we owe it to them for that frequency to be reliable, and 
safe, and efficient, and affordable. So, we completely 
understand that, and I understand that.
    West Wendover represents an opportunity, as do a number of 
different municipalities that are along the long distance 
lines. In my opening statement, I mentioned that I view the 
long distance service as the connective tissue for Amtrak's 
national system. It is basically what binds us together and 
creates all sorts of service opportunities.
    And this is a perfect example. We are in active discussions 
with municipal leaders in West Wendover in order to be able to 
try to come up with a service plan that would work, and 
resources, et cetera, for it. So, I am optimistic that we will 
find a way to develop a plan that we can jointly pursue in 
order to provide that level of service to that community.
    There are many communities, Senator, that would benefit 
from Amtrak service. We know there is demand out there. We have 
to find the right way to sort of reach those different 
communities and provide the resources to do that.
    Senator Rosen. Well, in large states like Senator Tester's 
and mine, these long distances for these rural communities, it 
can be lifesaving for them to get treatment, particularly when 
they are going to the hospital.
    So, I am going to just ask Mr. Koos and Mr. Szabat, can I 
get a commitment from each of you to maintain Amtrak long 
distance service, if confirmed? And what do you think about the 
benefits of adding more lines along the Zephyr? Mr. Koos, we 
can start with you.
    Mr. Koos. Thank you for that question. And I am very much 
committed to the long distance route. We have one that comes 
through my community. I have ridden it from my community to San 
Antonio and was--quickly learned how important it was to the 
smaller communities along that route.
    Not for travel to San Antonio, but for localized travel. 
And I think a lot of people overlook the fact that those long 
distance routes support shorter distance trips to a great 
extent.
    So, it is very, very important to me being in the Midwest 
that those long distance systems are vital and grow. I 
understand some of the challenges that are faced in growing 
those systems but look forward to working on that if I am 
appointed.
    Senator Rosen. Thank you.
    Mr. Szabat. Senator, thank you for the question. As with 
Mayor Koos, I am also committed to seeing the growth and 
development of the long distance routes, both in Nevada and 
elsewhere into California.
    I would look back on my last position within the Department 
of Transportation, where I oversaw the Essential Air Service 
Program, 170 rural communities across the country. And the 
message that you would get from working with the Mayors, the 
leaders of each of them is the two things that matter the most 
are reliability and frequency.
    And so, if we are going to have a long distance network, if 
we are going to have a national network, then you need to have 
a network where the routes are--it is not just a, you know, 
once a day, you know, or three times a week service, but a 
frequent service.
    Because with a frequent service and a reliable service, you 
will buildup the customer base that we need in order to make 
this a service that both works for the community but is also 
less of a burden on the taxpayer.
    Senator Rosen. Thank you. Thank you, Mr. Chair.
    Senator Tester. Senator Welch.

                STATEMENT OF HON. PETER WELCH, 
                   U.S. SENATOR FROM VERMONT

    Senator Welch. Thank you, Mr. Chairman. Appreciate it. 
Welcome. How many of you been to Vermont? Well, you have got a 
prayer. That is great. I am glad to hear that. Well, we are 
really excited in Vermont about Amtrak and the Ethan Allen 
route that has made its long anticipated return through 
Vergennes in Middlebury and in Burlington. It has been 7 years 
since we had that rail service return to Burlington.
    Last time it was there was 1953, and that route is already 
overperforming. So, folks in Vermont are quite excited about 
that. In fact, it is going to exceed expectations by the end of 
the year. And it is a really big deal. It is bringing about 
33,000 people into Vermont, right into the heart of downtown 
Burlington, our largest city.
    I am going to ask you, Mr. Koos, we want to keep that 
going. But if confirmed, what steps would you take to help 
support extending and expanding Amtrak services to small and 
rural states like Vermont?
    Mr. Koos. Let me just reference my time at U.S. Conference 
of Mayors. And I say there are two types of Mayors in the 
United States, and those are Mayors that have Amtrak service 
and want more of it, and those that don't and would like to 
have it.
    The demand is huge, and it is going to be an incredible 
challenge for Amtrak to step up and answer those issues. 
Fortunately, there is robust funding to address those issues. 
And, you know, I would work on that, if appointed to the Board, 
as a high priority, I understand how that form of passenger 
service is vital to small communities throughout the United 
States. And the ability to maintain it and improve it is going 
to be a high priority.
    Senator Welch. Thank you. Thank you. And Mr. Coscia, I 
wanted to ask you, we want to extend the rail service to 
Montreal. It really would be incredibly good for Quebec. It 
would be incredibly good for Vermont, and actually point South 
of Vermont as well.
    But we need a pre-clearance facility, and it is in the 
books. I mean, it has been studied and there are expenses 
obviously associated with it, but it is a real critical element 
of making this Ethan Allen train workable and beneficial for 
Quebec and really all in New England and even down South to New 
York.
    So, what steps can we take to finally get off the drawing 
Boards on that and have that secure, sanitary, corridor, I 
guess is the term to make this a reality?
    Mr. Coscia. Thank you, Senator, for the question. And yes, 
that is an important issue. In fact, we have it on both ends of 
the country. Chair Cantwell would share the fact that we have 
similar levels of sort of challenges relative to service 
between Vancouver and Seattle, and equally the Ethan Allen's 
ability to get to Montreal and be able to process people from 
an immigration standpoint correctly is important.
    As you know, the U.S. Government and the Canadian 
Government are in active discussions about the development of a 
facility there. We have been very encouraging, and our sort of 
effort here has been to frankly push both sides, and we have 
been very aggressive about we need to do this, and we need to 
get it done.
    In the interim, we have already scheduled sessions with 
the--with CBP to see if there are other methods we can use that 
don't involve significant over--significant construction of new 
facilities, that might provide for an expedited processing.
    So, we--you should rest assured that we share your view 
that it is important for us to create that kind of streamlined 
processing to cross the border. And we are looking at not just 
capital solutions but also operating solutions between----
    Senator Welch. That would be terrific. We would like to be 
kept informed about how you are doing on some of these 
operating practical solutions that can be a method by which we 
make this happen sooner than we might be able to build a whole 
facility.
    Mr. Coscia. We would be happy to spend time with you and 
your staff sort of on all the efforts we have been making with 
the various agencies that have jurisdiction over this to try to 
find out, come up with a measure----
    Senator Welch. Well, and also to ask me to be of assistance 
in any way that I possibly can. This is a very, very important 
issue for Vermont. Well, thank you very much. And I am going to 
yield back to myself. And this is the closing of the hearing, 
but before we close today's hearing, I have one more question 
which we ask of all nominees.
    If confirmed, will you pledge to work collaboratively with 
this committee, provide thorough and timely responses to our 
request for information as we put together and address 
important policy issues, and appear before the Committee when 
requested?
    Mr. Brown. Yes.
    Mr. Coscia. Yes, Senator.
    Mr. Koos. Yes.
    Senator Welch. Thank you for that commitment.
    Mr. Szabat. Yes, Senator.
    Senator Welch. Oh, I am sorry. Thank you very much. 
Senators will have until the close of business Monday, June 26, 
to submit questions for the record to the Committee.
    And witnesses will have until the close of business Monday, 
July 3, to respond to those questions. And I want to thank you 
on behalf of the entire Committee for your appearance today. 
And that concludes today's hearing.
    [Whereupon, at 11:26 a.m., the hearing was adjourned.]

                            A P P E N D I X

   Response to Written Question Submitted by Hon. Tammy Duckworth to 
                              Alvin Brown
Topic: NTSB's Open Recommendation on Carry-on Bags: Mayor Brown
    The National Transportation Safety Board (NTSB) has repeatedly 
cited carry-on baggage as a potential hazard in aircraft evacuation. 
Following a dangerous aircraft evacuation at O'Hare back in 2016 after 
an aborted takeoff due to an uncontained engine fire, NTSB recommended 
FAA conduct further research on the effects of carry-on baggage on 
aircraft evacuation procedures. One person was seriously injured in 
that evacuation and 20 others received minor injuries. At all three 
usable exits passengers were seen taking carry-on bags with them, 
against explicit crew instruction to leave them behind.
    Frustratingly, the NTSB's recommendation remains open. 
Additionally, when FAA conducted its own most recent evacuation 
simulation, there were no carry-on bags involved--despite NTSB's very 
specific recommendation for FAA to study the impact of carry-on bags.

    Question. Can you explain why further study on the impact of carry-
on bags on aircraft evacuations is so critical for passenger safety?
    Answer. It is important for the FAA to understand the impact of 
passengers retrieving carry-on bags during evacuations and what the 
risks are and how flight attendants should address this behavior.
    If confirmed, I would be happy to work with you on this issue.
                                 ______
                                 
   Response to Written Questions Submitted by Hon. Ben Ray Lujan to 
                              Alvin Brown
    The National Transportation Safety Board does vital work by 
investigating accidents in pursuit of answers for victims and their 
families, and by making recommendations to other agencies on how we can 
improve safety.
    Over the past five decades, the NTSB has issued more than 150 
safety recommendations to prevent alcohol-and other drug-impaired 
driving.
    This includes NTSB's recommendation to require that new cars be 
equipped with alcohol impairment prevention technology. NTSB's 
recommendation is a big reason why my bill, the HALT/RIDE Act was 
enacted in the Bipartisan Infrastructure Law.
    I urge NHTSA to urgently publish the advanced notice of proposed 
rulemaking for the HALT/RIDE Act. Every day that we wait means another 
30 people in America lost to drunk and impaired driving. NHTSA and the 
Department of Transportation need to act to enforce the law.

    Question 1. Mr. Brown, is impaired driving an urgent traffic safety 
problem?
    Answer. Yes, impaired driving causes more than 30 percent of motor 
vehicle fatalities annually.

    Question 2. Mr. Brown, would implementing the NTSB's alcohol-and 
drug-impaired driving recommendations have a demonstrable impact on 
safety outcomes?
    Answer. Yes, these NTSB recommendations would save lives. When all 
new cars are equipped with alcohol impairment detection technology, 
over 9,000 of lives could be saved annually. Other NTSB recommendations 
to prevent alcohol-and other drug-impaired driving would also save 
lives. If confirmed, I look forward to working with you on this issue.
                                 ______
                                 
  Response to Written Questions Submitted by Hon. Raphael Warnock to 
                              Alvin Brown
Topic: Blocked Rail Crossings
    According to blocked crossing data from the Federal Railroad 
Administration, there have been over 25,000 reported blocked rail 
crossings in the past year.\1\ Nearly 1,200 of these crossings are in 
Georgia, which puts the state in the top ten for blocked crossings in 
the United States. I am particularly appalled by reports of children 
having to climb over and under stalled trains at rail crossings to get 
to school. These stopped trains also prevent emergency services from 
getting to people in need. I was pleased to see two of my amendments 
concerning additional assistance for blocked crossing elimination and 
mitigation, especially around schools, be incorporated into the Railway 
Safety Act, but there is still more to do to protect our communities 
from the safety issues of blocked rail crossings.
---------------------------------------------------------------------------
    \1\ https://www.fra.dot.gov/blockedcrossings/incidents

    Question 1. What actions does the National Transportation Safety 
Board (NTSB) recommend, for both Congress and railroad companies, that 
would help reduce or eliminate blocked crossing incidents?
    Answer. The NTSB does not have any recommendations specifically 
addressing blocked crossing incidents, but the safest grade grossing is 
no grade crossing.

    Question 2. What more can Congress do to work with private railroad 
companies to address the concerns of communities regarding the high 
frequency of blocked rail crossings?
    Answer. Senator Warnock, if confirmed I would look forward to 
working with you on this issue. The NTSB does not have any 
recommendations specific to blocked rail crossings, but the highway and 
rail investigative teams work closely together when rail crossing 
accidents occur as both modes are part of the same system. The issue 
needs a holistic, system wide approach to safety.
                                 ______
                                 
      Response to Written Questions Submitted by Hon. Ted Cruz to 
                              Alvin Brown
    Question 1. Last year the NTSB and FAA updated their Memorandum of 
Agreement (MOA) concerning commercial space mishap investigations. That 
MOA clarifies that NTSB will be the lead agency for such investigations 
only when there is a fatality or serious injury, or when there is 
damage to property that could reasonably be expected to cause death or 
serious injury, as a result of commercial space activity. However, 
some, including the NTSB, have proposed much greater and more far-
reaching regulations, which could see the NTSB investigating any 
commercial space-related incident, even when that incident did not 
result in death, serious injury, or damage to non-space related 
property.

    a. What is your view on NTSB's current role in the investigation of 
commercial space mishaps?
    Answer. Senator, should I be confirmed--I would be happy to look at 
this topic in more detail and discuss further with you and your staff.

    b. Do you think the recently-updated MOA strikes the appropriate 
balance between the NTSB and FAA?
    Answer. I think the newly updated MOA is sufficient for now. The 
new MOA refreshes the 22-year-old prior agreement between the NTSB and 
the FAA. It appropriately balances the role of the NTSB, particularly 
given the substantial increase in commercial space activity over the 
last two decades.

    Question 2. One of the issues we hear is that NTSB takes a long 
time to complete its incident investigations. NTSB's own website says 
the agency ``tries to complete an investigation within 12 to 24 
months.'' I understand that transportation investigations can be very 
complicated and time consuming, but the victims and their family 
members, the public, and members of Congress do expect the NTSB to 
complete investigations in less than two years in most cases.

    a. Do you commit to identifying ways to expedite NTSB 
investigations without compromising the integrity of the investigation 
process, if you are confirmed?
    Answer. Yes, I commit to this.

    b. Do you have ideas for how to expedite NTSB investigations 
without compromising the integrity of the investigation process? If so, 
please describe them.
    Answer. Yes, one of the things that we need to look at is workforce 
development. At the present time, approximately 20 percent of the 
workforce is eligible for retirement. There is a need to make an 
investment in attracting, recruiting, hiring, and training the best and 
the brightest skilled workforce. This will allow for a resilient 
workforce.

    Question 3. A NTSB recommendation to extend the length of cockpit 
voice and flight data recorders to 25 hours has been open since 2017. 
Cockpit video recorders were first recommended by the NTSB more than 
ten years ago, and were included in the 2021-2022 list of ``most 
wanted'' safety improvements.

    a. Do you agree with the open recommendations regarding cockpit 
safety?
    Answer. Yes, I agree with the open recommendations regarding 
cockpit safety.

    b. If confirmed, how would you work with the airline industry to 
improve adoption of cockpit video recorders?
    Answer. If confirmed, I commit to working with the airline industry 
to improve the adoption of cockpit recorders, including by convening a 
safety summit to focus on the issue.
                                 ______
                                 
Response to Written Questions Submitted by Hon. Shelley Moore Capito to 

                              Alvin Brown
Topic: Investigations
    Mr. Brown, the NTSB is a critical safety agency that makes safety 
recommendations that all too often go unaddressed. Investigations often 
take 18 months. While I believe that a cost/benefit analysis should be 
included with recommendations, I also acknowledge that safety is the 
sole focus of the NTSB.

    Question 1. Do you have thoughts on improving the recommendation 
process?
    Answer. Senator, if confirmed, I would work with you on improving 
the process. However, I think there is a need to invest in workforce 
development so that the NTSB can have a resilient workforce. As it 
stands now, 20 percent of the workforce is eligible for retirement. We 
need to attract, recruit, hire, and train the best skilled employees in 
the industry.
Topic: Field Hearings
    Mr. Brown, the NTSB held a 2-day field hearing in East Palestine. 
Clearly that derailment and the response to it was highly unusual, but 
this is the first field hearing in over a decade.

    Question 1. Do you believe that the NTSB should conduct more field 
hearings?
    Answer. Yes, when appropriate the NTSB should conduct more field 
hearings and possibly look for other opportunities to engage impacted 
communities during the investigative process when field hearings are 
not feasible. The field hearing in East Palestine shows that it is 
important to be transparent and engage with communities.
                                 ______
                                 
   Response to Written Question Submitted by Hon. Tammy Duckworth to 
                         Anthony Rosario Coscia
Topic: Chicago Hub Improvement Project
    Amtrak recently applied for Federal-State Partnership for Intercity 
Passenger Rail funding for the Chicago Hub Improvement Program or 
``CHIP.'' The full scope of this application is more than $1 billion.
    Funding the CHIP would benefit States across the Midwest, 
including:

   Indiana, where it would improve service between Chicago and 
        Indianapolis.

   Michigan, where it would improve travel time on routes to 
        Detroit, Port Huron and Grand Rapids.

   Missouri, where it would improve service between Kansas City 
        and St. Louis.

   Wisconsin, where it would expand service between Milwaukee 
        and Chicago as well as service to Madison, Eau Claire and 
        establish new service to Green Bay.

    Question. If confirmed, will you commit to visiting Chicago to see 
the proposed hub improvements?
    Answer. I will commit to doing so. In the past year, I have 
traveled to Chicago twice and discussed CHIP when I met with Illinois 
Transportation Secretary Omer Osman in Chicago earlier this month. I 
look forward to meeting you and your staff in Chicago to further 
discuss CHIP.
                                 ______
                                 
   Response to Written Questions Submitted by Hon. Ben Ray Lujan to 
                         Anthony Rosario Coscia
    Last year, in a hearing with several of the same nominees before us 
today, I joined several of my Commerce Committee colleagues in pushing 
for robust funding for Amtrak to improve and expand our Nation's long 
distance rail network.
    Over the past year, I have continued to hear horror stories about 
hours-long delays, cancellations, and mechanical issues caused by 
outdated and broken equipment.

    Question 1. Mr. Coscia, can you confirm that Amtrak is committed to 
replacing and improving outdated equipment across all of Amtrak's 
network, including on the Southwest Chief serving New Mexico?
    Answer. Amtrak is absolutely committed to replacing the outdated 
equipment in our long-distance fleet, including the Superliner cars 
that operate on the Southwest Chief, most of which are more than 40 
years old. The Infrastructure Investment and Jobs Act (IIJA) provided 
the funding we have long sought for this investment. Following its 
enactment, Amtrak began a procurement for new long-distance equipment, 
and we expect to issue a Request for Proposals (RFP) to equipment 
manufacturers later this year.
    I was glad to see that Amtrak requested robust funding during the 
Fiscal Year 2024 funding cycle, and am happy to support strong 
investments in our country's rail network. However, I was concerned to 
see that Amtrak's requested increases for the Northeast Corridor far 
outpaced Amtrak's requested increases for the National Network. 
Amtrak's budget request document states that increases specifically for 
the Northeast Corridor are necessary ``to improve (rather than simply 
sustain) service.'' The National Network is in desperate need of 
investment, and my constituents deserve to be just as reliably 
connected to the world as the people who live here on the East Coast.

    Question 2. Mr. Coscia, is Amtrak committed to improving service 
across ALL lines, not exclusively on the Northeast Corridor?
    Answer. You are correct that Amtrak's National Network is in urgent 
need of investment. The enactment of IIJA provides at last the funding 
needed to begin making those investments. In fact, of the $22 billion 
in IIJA funding provided directly to Amtrak, the vast majority of it--
$16 billion--is for the National Network. In addition to the long-
distance equipment procurement and the CHIP program to improve 
infrastructure and facilities in Chicago, the hub of our National 
Network, we are making billions of dollars in investments throughout 
our National Network. Among many other things, we plan to bring all 
stations into compliance with the Americans with Disabilities Act and 
construct and improve mechanical facilities where National Network 
trains are maintained.
    While Amtrak's ownership of Northeast Corridor infrastructure and 
stations makes us responsible for making the capital investments those 
assets require (for which costs are shared with other users), we are 
committed to improving service on all of our routes, and to adding new 
routes in regions underserved by Amtrak, as I have described above. You 
can also see this in the funding we have provided to maintain and 
upgrade infrastructure along the Southwest Chief route (even though we 
do not own it), and in the seven applications we recently submitted for 
Federal-State Partnership grants to improve long-distance routes, 
including upgrading the signal system along the Southwest Chief route 
in New Mexico and Colorado.
    Our FY24 grant request identified a number of opportunities to 
invest in the National Network, not just to operate and maintain the 
status quo, but also to improve and modernize our services. For 
example, we requested more than $200 million for a long-distance 
improvement program, $175 million for CHIP, $50 million to improve 
stations across the National Network, and $50 million for customer 
enhancements on the National Network. Amtrak is committed to these 
important services, but such modernization will require investment from 
the Federal government.
                                 ______
                                 
  Response to Written Questions Submitted by Hon. Raphael Warnock to 
                         Anthony Rosario Coscia
Topic: Amtrak Expansion and Safety in the Southeast
    I am concerned by reports of delays and stoppages on Amtrak routes, 
and the general lack of expansion of passenger rail service beyond the 
Northeast Corridor. For example, last year, passengers on the Crescent 
train, which has three stops in Georgia, were stuck on the train for 
hours due to winter storms without food, functioning toilets, and 
information about what was to come.\1\ This March, an Amtrak train from 
New Orleans to Atlanta was delayed after the train struck a car at a 
train crossing.\2\ The Bipartisan Infrastructure Law, which I was proud 
to support, includes nearly $13 billion for Amtrak grants for 
activities associated with the National Network and over $1.3 billion 
in funding for the Federal Railroad Administration to carry out 
railroad safety activities. This support is a good starting point, but 
there is clearly more work to be done to expand rail access in Georgia 
and the greater southeast.
---------------------------------------------------------------------------
    \1\ https://www.ajc.com/neighborhoods/north-fulton/atlanta-amtrak-
passengers-trapped-30-plus-hours-on-train/77QSQTWQDNEW5F7WEC6KCIDR6M/
    \2\ https://www.fox5atlanta.com/news/amtrak-train-strikes-suv-
douglas-county

    Question 1. What actions can or should Congress take to support the 
expansion of Amtrak service in the Southeast, particularly in Georgia?
    Answer. Congress already took the vital first step: enactment of 
the Infrastructure Investment and Jobs Act (IIJA). For the first time 
in Amtrak's half century history, the bill provides significant, multi-
year funding to Amtrak and competitive grant programs administered by 
the Federal Railroad Administration to improve and expand service 
throughout our National Network. The most important actions Congress 
should take to enable Amtrak to achieve the IIJA's objectives and 
continue to improve and expand service beyond the IIJA's five-year time 
frame are providing Amtrak with adequate annual appropriations for its 
National Network and establishing a funding mechanism to provide 
dedicated and predictable funding for intercity passenger rail, such as 
the trust funds Congress provides for other transportation modes.

    Question 2. What steps can Congress take to ensure that Amtrak 
trains operating on the National Network are safe and on time for 
passengers?
    Answer. With regard to safety, maintaining Amtrak's eligibility for 
Consolidated Rail Infrastructure and Safety Improvements (CRISI) 
grants, a vital source of funding for safety improvements not eligible 
for other IIJA-funded programs, and providing adequate annual 
appropriations that allow Amtrak to fund all planned safety projects 
are of the greatest importance. As for improving on-time performance, 
Amtrak needs an effective, expeditious remedy, such as meaningful 
enforcement, when host freight railroads violate the law by failing to 
give Amtrak trains preference over freight trains. (During May, the New 
York-Atlanta-New Orleans Crescent route that serves Georgia had the 
highest level of freight train interference delays on host railroads of 
any Amtrak route.) For our part,
    Amtrak has made significant improvements to its management of train 
operations to ensure that everything possible is being done to limit 
delays and that the resources necessary are available for deployment to 
respond when delays occur.
                                 ______
                                 
      Response to Written Questions Submitted by Hon. Ted Cruz to 
                         Anthony Rosario Coscia
    Question 1. The new high-speed trainsets intended to replace the 
current Acela trainsets cost $2.5 billion and were supposed to enter 
service in 2021. After multiple compliance issues, the latest timeline 
is 2024. Will you commit to working with my staff to provide full and 
complete information on the Acela replacement procurement process, such 
as the alternative bids not selected?
    Answer. As discussed during the briefings Amtrak has been providing 
to your staff, deliveries of the new Acela trainsets were delayed by 
workforce and supply chain challenges the manufacturer attributed to 
the pandemic, and initiation of revenue service is dependent upon the 
manufacturer's completion of testing and modeling required to 
demonstrate that the new trainsets will perform safely and 
satisfactorily on the Northeast Corridor. Needless to say, we are eager 
to be able to place the new trainsets in service as soon as possible. 
Amtrak has already shared with your staff, on a confidential basis 
given the proprietary nature of the information, the alternative bids 
received during the Acela trainset procurement, and I will commit that 
Amtrak will continue to work closely with your staff to keep them 
apprised on the remaining progress of the procurement. We greatly 
appreciate your continued interest in this topic and share your desire 
to ensure that everything possible is being done both at Amtrak and 
with our vendor to provide full accountability in the delivery of the 
new Acela system. These efforts are important as we begin to invest in 
new rolling stock on a significant level for the first time in decades 
and are committed to developing best in class standards for managing 
these acquisition programs in the best interest of our stakeholders.

    Question 2. You mentioned riding some of Amtrak's long-distance 
services recently. When you ride on Amtrak do you pay the standard 
fare? Do Amtrak executives pay the standard fare when they ride on 
Amtrak?
    Answer. Amtrak executives and Board members can generally travel on 
Amtrak without charge. We expect them to ride our trains whenever 
possible to observe our operations and interact with employees. I have 
chosen to use these privileges only for Amtrak business travel.

    Question 3. California recently passed a law that imposes stringent 
pollution emission limits on locomotives. These limits are even more 
aggressive than current Federal standards that are already deterring 
freight railroads from investing in new locomotives. If California or 
another state's environmental laws were to require Amtrak to incur 
additional expenses, do you believe it would be right for Amtrak to use 
Federal taxpayer funds to cover those expenses?
    Answer. As a rail company, Amtrak already produces significantly 
reduced carbon emissions compared to other modes of transportation, 
particularly on the Northeast Corridor where our locomotives run on 
electric power. Amtrak does, of course, comply with all applicable 
Federal and state laws and regulations. State-supported trains account 
for the vast majority of our operations in California: these trains are 
primarily funded by California and nearly all of the locomotives they 
use were purchased by the state and are maintained at its expense.

    Question 4. Amtrak has repeatedly made known that the COVID-19 
pandemic and government-imposed business shutdowns led to sharp 
decreases in Amtrak's ridership and revenues. Amtrak received billions 
in additional Federal taxpayer funding to cover the shortfall. 
Nevertheless, nine of Amtrak's top executives received bonuses in 
excess of $200,000 for Fiscal Year 2021. Responsibility for these 
bonuses rests with the Amtrak board.
    a. Will you commit to personally examine all bonus compensation 
packages to make sure they are based on appropriate metrics, including 
ridership and revenues on Amtrak's National Network?
    Answer. Yes. Our current incentive programs for management 
employees (including executives) were adopted by the Amtrak's Board and 
use metrics that reflect the performance of our National Network. The 
Board is also undertaking a thorough review of Amtrak's compensation 
policy. We are working with an independent consultant to ensure that it 
reflects market conditions and best practices of other companies, while 
recognizing that our executive compensation levels will continue to be 
considerably below comparable private companies such as freight 
railroads and airlines.

    b. Will you also commit to examining other aspects of Amtrak 
executive compensation, such as benefits, for appropriateness?
    Answer. Yes.
                                 ______
                                 
Response to Written Question Submitted by Hon. Shelley Moore Capito to 
                         Anthony Rosario Coscia
Topic: Daily Cardinal Service
    Chairman Coscia, I was pleased to see that Amtrak is applying for 
grants that would improve long distance service and reliability. The 
Cardinal line goes across West Virginia and is critical in connecting 
my state to Chicago, Washington, New York, and other major cities. 
Daily service is critical for my constituents and for visitors to my 
state, and I have long advocated for daily service on this route.
    Question. Can you tell me how this kind of development project is 
prioritized at Amtrak and how you have viewed Cardinal line service 
over the course of your tenure on the Amtrak board?
    Answer. In accord with Section 22214 of the Infrastructure 
Investment and Jobs Act (IIJA), the Federal Railroad Administration 
(FRA) is currently conducting a study, in which Amtrak is actively 
participating, of increasing Amtrak long-distance service, including 
providing daily service on the Cardinal and the Sunset Limited, 
Amtrak's other tri-weekly long-distance route. I look forward to 
reviewing FRA's report to Congress, which is due later this year.
    As your question indicates, Amtrak also recently submitted 
applications for inclusion of daily service on the Cardinal and the 
Sunset Limited in FRA's Corridor ID program and for grants to initiate 
planning for daily service. Increasing Amtrak service in places where 
Amtrak service is limited, and in some cases non-existent, is one of 
our highest priorities. Amtrak's ability to increase long-distance 
service is dependent upon whether we receive sufficient Federal funding 
to cover initial capital and increased operating costs for additional 
services; on the availability of equipment which is currently very 
constrained; and on obtaining access to host railroad lines for 
additional trains on reasonable terms.
                                 ______
                                 
  Response to Written Questions Submitted by Hon. Tammy Duckworth to 
                            Christopher Koos
Topic: Chicago Hub Improvement Project
    Amtrak recently applied for Federal-State Partnership for Intercity 
Passenger Rail funding for the Chicago Hub Improvement Program or 
``CHIP.'' The full scope of this application is more than $1 billion.
    Funding the CHIP would benefit States across the Midwest, 
including:

   Indiana, where it would improve service between Chicago and 
        Indianapolis.

   Michigan, where it would improve travel time on routes to 
        Detroit, Port Huron and Grand Rapids.

   Missouri, where it would improve service between Kansas City 
        and St. Louis.

   Wisconsin, where it would expand service between Milwaukee 
        and Chicago as well as service to Madison, Eau Claire and 
        establish new service to Green Bay.

    Question 1. Please explain why these kinds of improvements are so 
critical for the future of intercity passenger rail across the Midwest, 
and what the consequences will be in the coming years if we don't make 
this investment?
    Answer. Chicago is clearly the most important hub in Amtrak's 
National Network. Modernization of the infrastructure there is critical 
to improved service nationwide.

    Question 2. If confirmed, will you commit to visiting Chicago to 
see the proposed hub improvements?
    Answer. I am frequently in Chicago via Amtrak, so yes.
                                 ______
                                 
  Response to Written Questions Submitted by Hon. Raphael Warnock to 
                            Christopher Koos
Topic: Amtrak Expansion and Safety in the Southeast
    I am concerned by reports of delays and stoppages on Amtrak routes, 
and the general lack of expansion of passenger rail service beyond the 
Northeast Corridor. For example, last year, passengers on the Crescent 
train, which has three stops in Georgia, were stuck on the train for 
hours due to winter storms without food, functioning toilets, and 
information about what was to come.\1\ This March, an Amtrak train from 
New Orleans to Atlanta was delayed after the train struck a car at a 
train crossing.\2\ The Bipartisan Infrastructure Law, which I was proud 
to support, includes nearly $13 billion for Amtrak grants for 
activities associated with the National Network and over $1.3 billion 
in funding for the Federal Railroad Administration to carry out 
railroad safety activities. This support is a good starting point, but 
there is clearly more work to be done to expand rail access in Georgia 
and the greater southeast.
---------------------------------------------------------------------------
    \1\ https://www.ajc.com/neighborhoods/north-fulton/atlanta-amtrak-
passengers-trapped-30-plus-hours-on-train/77QSQTWQDNEW5F7WEC6KCIDR6M/
    \2\ https://www.fox5atlanta.com/news/amtrak-train-strikes-suv-
douglas-county

    Question 1. What actions can or should Congress take to support the 
expansion of Amtrak service in the Southeast, particularly in Georgia?
    Answer. As a potential Amtrak Board Member, I support Amtrak's 
current vision to improve existing routes and working with States and 
their Departments of Transportation to expand service to currently 
unserved key corridors.

    Question 2. What steps can Congress take to ensure that Amtrak 
trains operating on the National Network are safe and on time for 
passengers?
    Answer. I realize the top priorities for Congress are safety and 
on-time performance. The freight railroads over which Amtrak operates 
must be held accountable for meeting agreed-upon timetables. As an 
Amtrak Board Member these would also be top priorities for me and I 
look forward to working with you on them, if confirmed.
                                 ______
                                 
      Response to Written Questions Submitted by Hon. Ted Cruz to 
                            Christopher Koos
    Question 1. California recently passed a law that imposes stringent 
pollution emission limits on locomotives. These limits are even more 
aggressive than current Federal standards that are already deterring 
freight railroads from investing in new locomotives. If California or 
another state's environmental laws were to require Amtrak to incur 
additional expenses, do you believe it would be right for Amtrak to use 
Federal taxpayer funds to cover those expenses?
    Answer. If confirmed to be a member of the Amtrak board, I will 
have a better understanding of Amtrak's expenses as it pertains to 
reducing emissions and will make a fiscally responsible decision based 
on that information. However, in general, Amtrak should always be 
compliant with the laws that apply to the actions they take as a 
corporate entity.
    Question 2. Amtrak has repeatedly made known that the COVID-19 
pandemic and government-imposed business shutdowns led to sharp 
decreases in Amtrak's ridership and revenues. Amtrak received billions 
in additional Federal taxpayer funding to cover the shortfall. 
Nevertheless, nine of Amtrak's top executives received bonuses in 
excess of $200,000 for Fiscal Year 2021. Responsibility for these 
bonuses rests with the Amtrak board.

    a. Will you commit to personally examine all bonus compensation 
packages to make sure they are based on appropriate metrics, including 
ridership and revenues on Amtrak's National Network?
    Answer. As a sitting mayor, I have oversight of compensation 
measured by objectives and outcomes. I will bring this experience to 
the Board, if appointed.

    b. Will you also commit to examining other aspects of Amtrak 
executive compensation, such as benefits, for appropriateness?
    Answer. As stated similarly above, yes. In a highly competitive 
employment market such as the one we are currently in, compensation, 
bonuses and benefits should be measured by talent, experience, and 
performance.
                                 ______
                                 
Response to Written Question Submitted by Hon. Shelley Moore Capito to 
                            Christopher Koos
Topic: Amtrak Finances
    Mr. Koos, thank you for your service to our country. Since the 
pandemic and the bipartisan infrastructure law, we have given tens of 
billions of dollars to Amtrak. While ridership has not yet fully 
recovered and there are still supply chain issues with rolling stock,

    Question. How sustainable will Amtrak be when these dollars run 
out?
    Answer. As a potential board member, I believe it is incumbent on 
us to use these dollars to build Amtrak into an even more reliable and 
sustainable part of a long-term national transportation strategy.
                                 ______
                                 
   Response to Written Question Submitted by Hon. Tammy Duckworth to 
                          Joel Matthew Szabat
Topic: Chicago Hub Improvement Project
    Amtrak recently applied for Federal-State Partnership for Intercity 
Passenger Rail funding for the Chicago Hub Improvement Program or 
``CHIP.'' The full scope of this application is more than $1 billion.
    Funding the CHIP would benefit States across the Midwest, 
including:

   Indiana, where it would improve service between Chicago and 
        Indianapolis.

   Michigan, where it would improve travel time on routes to 
        Detroit, Port Huron and Grand Rapids.

   Missouri, where it would improve service between Kansas City 
        and St. Louis.

   Wisconsin, where it would expand service between Milwaukee 
        and Chicago as well as service to Madison, Eau Claire and 
        establish new service to Green Bay.

    Question. If confirmed, will you commit to visiting Chicago to see 
the proposed hub improvements?
    Answer. Absolutely, yes. I grew up around Boston, colloquially 
known as `the Hub.' But, Chicago has been the actual hub of American 
railroading for over 150 years. More railroads serve Chicago than 
anywhere else in the country. If confirmed, I hope to help direct 
Amtrak towards increasing the reliability and quantity of its services 
on the National Network. As history, geography, and the background to 
your question all indicate, Amtrak can only succeed nationally if it 
succeeds on the routes emanating from Chicago.
                                 ______
                                 
  Response to Written Questions submitted by Hon. Raphael Warnock to 
                          Joel Matthew Szabat
Topic: Amtrak Expansion and Safety in the Southeast.
    I am concerned by reports of delays and stoppages on Amtrak routes, 
and the general lack of expansion of passenger rail service beyond the 
Northeast Corridor. For example, last year, passengers on the Crescent 
train, which has three stops in Georgia, were stuck on the train for 
hours due to winter storms without food, functioning toilets, and 
information about what was to come.\1\ This March, an Amtrak train from 
New Orleans to Atlanta was delayed after the train struck a car at a 
train crossing.\2\ The Bipartisan Infrastructure Law, which I was proud 
to support, includes nearly $13 billion for Amtrak grants for 
activities associated with the National Network and over $1.3 billion 
in funding for the Federal Railroad Administration to carry out 
railroad safety activities. This support is a good starting point, but 
there is clearly more work to be done to expand rail access in Georgia 
and the greater southeast.
---------------------------------------------------------------------------
    \1\ https://www.ajc.com/neighborhoods/north-fulton/atlanta-amtrak-
passengers-trapped-30-plus-hours-on-train/77QSQTWQDNEW5F7WEC6KCIDR6M/
    \2\ https://www.fox5atlanta.com/news/amtrak-train-strikes-suv-
douglas-county

    Question 1. What actions can or should Congress take to support the 
expansion of Amtrak service in the Southeast, particularly in Georgia?
    Answer. As recent negotiations with host railroads in the southeast 
have shown, agreement on how much to spend on capital improvements is 
perhaps the hardest nut to crack in order to reach agreement on 
expanded and improved passenger service. To that end, the actions that 
Congress has already taken in the BIL to provide more capital funding 
were enormously helpful.

    Question 2. What steps can Congress take to ensure that Amtrak 
trains operating on the National Network are safe and on time for 
passengers?
    Answer. From my prior experience overseeing the United States 
Department of Transportation's Recovery Act programs, I learned the 
value of multimodal discretionary grant programs that enabled the 
Department to tackle the most urgent grade-crossing and other rail 
safety and service issues nationwide. I commend that continued approach 
to Congress. Safety was my top priority in the Department and would 
continue to be at Amtrak. If confirmed, I commit to learning more about 
Amtrak's evolving safety management system; to ensuring that Amtrak is 
focused on improving the performance of its host railroads and to 
taking actions to reduce delays that are within its control; and to 
working with your office if and as I find additional areas where 
Congressional action is necessary for Amtrak to improve safety or 
increase passenger service and reliability in the southeast.
                                 ______
                                 
      Response to Written Question Submitted by Hon. Ted Cruz to 
                          Joel Matthew Szabat
    Question 1. Amtrak has repeatedly made known that the COVID-19 
pandemic and government-imposed business shutdowns led to sharp 
decreases in Amtrak's ridership and revenues. Amtrak received billions 
in additional Federal taxpayer funding to cover the shortfall. 
Nevertheless, nine of Amtrak's top executives received bonuses in 
excess of $200,000 for Fiscal Year 2021. Responsibility for these 
bonuses rests with the Amtrak board.

    a. Will you commit to personally examine all bonus compensation 
packages to make sure they are based on appropriate metrics, including 
ridership and revenues on Amtrak's National Network?
    Answer. Emphatically, yes. A primary function of a corporate board 
is to determine the appropriate compensation for senior management, and 
to establish metrics that drive actions towards desired goals. I 
believe that both increased ridership and revenue (specifically, 
bringing total revenue above operating costs) should be among Amtrak's 
goals. If confirmed, I would work with my colleagues to align Amtrak's 
corporate compensation with these goals.

    b. Will you also commit to examining other aspects of Amtrak 
executive compensation, such as benefits, for appropriateness?
    Answer. Yes.
                                 ______
                                 
Response to Written Question Submitted by Hon. Shelley Moore Capito to 
                          Joel Matthew Szabat
Topic: WV Lines
    Mr. Szabat, the Northeast Corridor receives a bulk of Amtrak's 
attention. Yet the vast majority of routes are not within the NEC and 
some others connect to it.

    Question. How would you ensure that other Amtrak lines like the two 
that run through West Virginia--the Cardinal and the Capitol Limited 
would not be put on the backburner if you are confirmed?
    Answer. I represented the United States Department of 
Transportation on the Amtrak Board from June 2019 through January 2021. 
During that time, Amtrak's Inspector General released a report that 
highlighted the need for increased reliability on the National 
Network--lines such as the Cardinal and Capitol Limited--in order for 
Amtrak to be a truly nationwide service. If confirmed, I would work 
with my colleagues to ensure that Amtrak management is focused on 
achieving the goals laid out in the IG report by taking actions to 
improve the performance of Amtrak's host railroads and to address 
causes of delay that are within Amtrak's control.