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David Gunn: Amtrak
When David Gunn was selected as Amtrak president, the 15-year long myth of Amtrak self-sufficiency had been well-exposed. He came with a reputation as a strong, straight-forward and experienced operating manager. In his selection, President George W. Bush knew he was not hiring someone who would tell Congress whatever was politically correct. Years earlier, Gunn's refusal to "do politics" put him at odds with the WMATA (Metro) board, which includes representatives from the District of Columbia and suburban jurisdictions in Maryland and Virginia during his tenure from 1991-1994. His work as president of the New York City Transit Authority from 1984 to 1990 and as Chief General Manager of the Toronto Transit Commission in Canada from 1995-1999 earned him a great deal of operating credibility, despite his rough handling of politics and labor unions. The two agencies were each the largest transit operations of their respective countries.
Prior to 1974, Gunn also had gained private-sector railroad experience with Illinois Central Gulf Railroad, the New York Central Railroad System (before the Penn Central debacle) and for the Atchison, Topeka and Santa Fe Railway. Before that, he had experience with the U.S. Navy in the Naval Reserve. Gunn's credentials are the strongest at the head of Amtrak since W. Graham Claytor came out of retirement by request in 1982.
So far, during his administration at Amtrak, Gunn has been polite, but very direct in response to congressional criticism, and is seen as more credible than several past Amtrak presidents by the Congress, the media, and many Amtrak supporters and employees. Perhaps more than any past president of Amtrak, Gunn seems willing to publicly oppose the political and budget positions of the President of the United States who appointed him (and at whose pleasure he serves).
A more realistic view of Amtrak under the Gunn administration is that
no form of mass passenger transportation in the United States is self-sufficient as the economy is currently structured. Highways, airports, and air traffic control all require large expenditures to build and maintain, although some of those taxpayer dollars are gained for other modes under the guise of user fees and highway fuel and road taxes. Before a Congressional Hearing, Gunn answered a demand by leading Amtrak critic Arizona Senator John McCain to eliminate all operating subsidies by asking the Senator if he would also demand the same of the commuter airlines, upon whom the citizens of Arizona are much more dependent. McCain, usually not at a loss for words when debating Amtrak funding, did not reply.
Some of Gunn's actions have been politically wise. He has been very proactive in reducing layers of management overhead and has eliminated almost all of the controversial express business. He has stated that continued deferred maintenance will become a safety issue which he will not tolerate. This has improved labor relations to some extent, even as Amtrak's ranks of unionized and salaried workers have been reduced.
Amtrak's ongoing need for federal government funding leads to recurring budget crises and debates over its possible elimination. A stalemate in federal subsidization of Amtrak has led to cutbacks in services and routes for the last several years, and some deferred maintenance. Recently, the U.S. Congress has agreed to provide up to $900 million in annual subsidies. However Amtrak President David Gunn has insisted that Amtrak needs at least $1.8 billion to continue as an operating entity. Several states have entered into operating partnerships with Amtrak, notably California and Washington.
If Amtrak is to operate, it must do so safely and it will require extensive ongoing financial capital and operating support. Gunn and President Bush are probably in agreement that more state and local funding support would be desirable for Amtrak. Both probably also realize that the more practical and frugal management under Gunn will draw less fire from Amtrak's opponents in Congress, where the question of federal financing will ultimately be decided, perhaps on a year-to-year basis for the foreseeable future.
The budget proposed by the Bush Administration for 2006 would eliminate Amtrak's operating subsidy and set aside $360 million to run trains along the Northeast Corridor if the railroad ceases operating. This budget has yet to be considered by Congress.
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