Metro Jacksonville

Airport Travails Push Passengers to Amtrak
By RON NIXON

WASHINGTON â€" Long a punch line for harried Northeast travelers, Amtrak has come to dominate commercial travel in the corridor connecting Washington, New York and Boston, and this summer its trains are packed.

A decade ago, Delta and US Airways shuttles were the preferred mode of travel between the cities. But high fares, slow airport security and frequent flight delays â€" along with Amtrak’s high-speed Acela trains, online ticketing and workstation amenities â€" have eaten away at the airlines’ share of passengers.

Between New York and Washington, Amtrak said, 75 percent of travelers go by train, a huge share that has been building steadily since the Acela was introduced in 2000 and airport security was tightened after 2001. Before that, Amtrak had just over a third of the business between New York and Washington.

In the same period, Amtrak said, its market share between New York and Boston grew to 54 percent from 20 percent.

Nationally, Amtrak ridership is at a record 30 million people; the Northeast accounts for more than a third of that and is virtually the only portion of Amtrak’s system that makes money.

“On the train, you’ve got power outlets and Wi-Fi, you can talk on the phone â€" it’s usable time,” said George Hamlin, an aviation writer and airline consultant who frequently rides Amtrak between Washington and New York. “Even I’m guilty of it,” he said of taking the train.

By 2040, given the trends, Amtrak said traffic in the corridor could reach 43.5 million passengers, almost four times the level today.

But success is taking a toll. Most days, trains in the Northeast are full. Several locomotives and railcars are 30 years old or more. Aging rails, bridges and tunnels hold down top speeds and limit expansion of the network.

Last month, Amtrak unveiled an ambitious $151 billion proposal to speed up trains and upgrade bridges and tracks.

But the plan is opposed by conservatives in Congress who say the government-subsidized railroad has been a failure and should be privatized. Amtrak gets about $1.3 billion a year from the government, but still loses money â€" $1.2 billion last year.

“Money has always been an issue and it will be,” said Joseph H. Boardman, president and chief executive of Amtrak. “But we realize we can’t stand still. We have a plan in place and we have to keep moving forward.”

Part of Amtrak’s success reflects the inconvenience of air travel, experts say, which does not easily allow travelers to work as they move.

Even if the air shuttles worked perfectly, there is still the cost and time of traveling to the airport, waiting at the gate, sitting on the taxiway and finally getting into the air.

Amtrak’s fastest train makes the trip between Washington and New York in 2 hours 45 minutes, while planes travel the distance in 1 hour 20 minutes. Equivalent times for the New York-Boston trip are 3 hours 40 minutes for train, and 1 hour 15 minutes for plane. But transportation experts say adding in the ground travel and waiting times for air travel erases the difference. On a recent trip to Boston from New York, Fernando Valdes, a management consultant, said airport security was a main reason he decided to take the train.

“It’s easier. I don’t have to take my shoes off,” he said as he shared a drink with a friend in the Acela cafe car.

Frequent flight delays, often caused by weather or congestion, have also played a role in the switch from planes to trains. Amtrak arrives on time 90 percent or more of the time, according to its data. Delta said the shuttle’s on-time percentage is “in the mid-80s,” and US Airways said its record was a little higher.

The Acela has played a big role in attracting passengers in the Northeast. The trains averaged about 80 percent full and earned an operating profit of more than $200 million last year on nearly $500 million in revenue.

But Acela tickets can be costly and wireless service spotty, and Amtrak just added a cancellation fee policy for all of its trains. Acela fares between New York and Washington range from an average of $145 for regular business class to $351 for first class; New York to Boston, $104 to $251; and Boston to Washington, $163 to $393.

Non-Acela train fares between New York and Washington average $49 to $153 for coach and $120 to $193 for business class; New York to Boston, $49 to $133 for coach and $104 to $168 for business; and Boston to Washington, $70 to $185 coach and $144 to $233 for business class.

At US Air, the lowest one-way coach rate between Washington and New York was $236 as of Wednesday, with the lowest first-class fare of $335, before taxes and fees. Between New York and Boston, the fares are $229 and $314, and Washington-Boston, $62 and $369. Corporate and other kinds of discounts can lower the prices.

To accommodate demand, Amtrak wants to add cars to each of the 20 Acela trains now in its schedules, increasing Acela capacity 40 percent, the railroad said, or about 124 seats per train. Amtrak plans to add the new cars by 2015, and by 2020 increase the frequency of the trains between New York and Washington.

But the bigger Acela trains will solve only part of the problem.

The railroad spends about $350 million a year keeping bridges, tunnels and rails in working condition, said Drew Galloway, chief of Northeast Corridor planning and performance for Amtrak. It has replaced some older bridges like the 100-year-old Niantic River bridge in Connecticut so trains can operate at greater speeds.

Still, Amtrak faces a $6 billion backlog in maintenance projects nationwide. The Obama administration has pushed for more money for Amtrak. But Congress has been less accommodating.

The transportation bill passed last month did not include money for rail projects. Transportation advocates like Mr. Repass said this left Amtrak’s budget subject to annual appropriation bills in Congress. The most recent transportation spending bill has not been approved.

The lack of money, an aging infrastructure and Congressional opposition could provide an opening for Amtrak’s competitors.

BoltBus and MegaBus, two downtown, curbside services in the Northeast, have increased ridership since they began operating in 2008. The buses generally make the New York-to-Washington run in four and a half hours and offer free Wi-Fi. Tickets range from $1 to $40, far less than Amtrak or the airlines.

Research suggests that they are eating into Amtrak’s market share. According to a study by the Chaddick Institute for Metropolitan Development at DePaul University, 34 percent of bus riders said they would have taken Amtrak if not for the bus.

“This has been the fastest-growing mode of travel in the last four years,” said Joseph P. Schwieterman, director of the institute and the author of the study.

Delta and US Airways are also making bids to get passengers back. Gail Grimmett, a Delta vice president, said the airline had made several changes in recent years to attract business travelers, including adding Wi-Fi for a fee to its flights connecting Washington, New York and Boston.

“The idea is to build brand loyalty. We want you to fly with us no matter where you are flying, not just the East Coast,” she said. “The train can’t take you to South Africa.”

US Airways’ shuttle focuses on speed, using dedicated departure gates to save time in security lines and both front and rear aircraft doors to hasten loading, said Todd Lehmacher, a spokesman for US Airways in Philadelphia. It does not offer Wi-Fi.

“Nothing compares to air service for a quick, convenient, on-time experience between major cities in the Northeast,” Mr. Lehmacher said. “US Airways shuttle allows customers to travel at three times the speed in less than half the time versus traditional forms of ground-based transportation.”

Still, many Northeast passengers say that security lines and the potential for weather delays enhance Amtrak’s appeal to them.

On a recent trip to New York, Peter G. Mirijanian, a Washington public relations consultant who usually takes Amtrak, took the plane instead to make a morning meeting.

“I get to the airport and get on the plane, and it’s delayed for two hours because of weather,” Mr. Mirijanian said, describing his trip, “so I missed the meeting. I called to say that I would not be able to get to be there and the first thing they say to me is, ‘That’s why you should have taken the train.’ ”

http://www.nytimes.com/2012/08/16/business/hassles-of-air-travel-push-passengers-to-amtrak.html?_r=1&hp

It takes 44 minutes to cover the distance from Central Park (779 5Th Ave as an example) to LaGuardia Airport in a taxi (in current traffic) or, 47 minutes with one transfer via mass transit.

It takes 18 minutes (in current traffic) in a taxi and 14 minutes via public transit. That's a savings of about 30 minutes just at the New York City end of the trip. Keep in mind that Penn Station in New York is WAY closer to lower Manhattan then is the airports and it is linked to mass transit in a nearly seamless way. In Boston it will take 9 minutes via taxi to get from the Starbucks in the city's North End, 18 minutes via public transit (distance one mile - current traffic conditions). Likewise it takes 10 minutes via taxi, or 26 minutes via public transit  to get to Logan Airport. Add to this roughly an hour to get through security and actually arrive at the gate and one starts to see the weakness in air travel.

Let's not forget the average airline seat width of 17.2 inches, the average Greyhound seat width of 18 inches compared to Amtrak's 22 inch wide seats. So pick your poison, I like the lounge car, a light snack, some conversation and lots of cool things to see. Where else in the world can you snack in a restaurant with constantly changing views? SWEET.

It makes sense in that area of the country.

Ever try flying to Tampa? Orlando? Charleston? Savannah?

It makes sense in this part of the country too. Likewise try flying from Chicago to Lamy, Las Vegas, or Raton, New Mexico. How about Chicago to Lamar, CO (please understand this is Long-Distance train territory)? How does this compare with air travel? I'm your huckleberry.


Travel on United Airlines from Chicago, leave ORD at 3:06 pm and arrive Pueblo, Colorado at 6:25 pm, Pueblo being the closest city (103 miles) with an airport. Find a taxi, and travel to the Greyhound station, a 7.5 mile, 18 minute trip westward. Board the Greyhound at 9:35 pm and travel eastward arriving in Lamar at 12:01 am.

OR

Board Amtrak's Southwest Chief at 3pm at Chicago Union Terminal. Settle in and enjoy an hour or so of countryside at speeds of 90 mph. Go to dinner between 4 and 6 (a REAL dinner with china, cut flowers and a table cloth, moreover it WILL be cooked to order and you'll have a menu to choose from) which equates to eating dinner between Mendota, IL and Fort Madison, IA. Retire to the lounge car and enjoy some conversation, work on your laptop, sightsee, and tip back a couple of adult beverages. Check into a roomette and get to bed early at 9-10 pm. Wake up call comes at 6:00 am and at exactly 6:59 am your train arrives in Lamar. Guess which trip is more popular within a vast area?


Airfare $316 coach class via air + taxi + $33.50 for a 'refundable' Greyhound ticket.
Go coach class and the fare is $231 on Amtrak a roomette up charge from Kansas City to Lamar would add about another $100.

Multiply this by 529 possible station combinations and the NEED for long-distance trains is clear. FACT is if we double service on every current long-distance route the financial picture would improve a great deal. Add another dozen or so long-distance routes to the network and Amtrak would come close to breaking into the black.

wide comfortable seat   
ample legroom   
extra legroom   
at-seat foot rests & curtains   
at-seat leg rests   
reclining seat   
fold-down trays   
overhead storage   
individual reading lights   
at-seat 120v electric outlets   
accessible seating   
restrooms within the car   
guaranteed seats   

The government wants to eliminate Amtrak. Looks like the pathetic airlines are gonna save Amtrak without even trying. ;D

ALL ABOARD!

QuoteStill, Amtrak faces a $6 billion backlog in maintenance projects nationwide. The Obama administration has pushed for more money for Amtrak. But Congress has been less accommodating.

Congress make sense? Of course not, but someone would be wise to issue a construction bill to rebuild the roads and bridges in the Northeast and help both the rails and roads. This could help Amtrak in an area where they are about break-even, and help with the ability to move freight in the area and keep it off the roads. Construction leads to new jobs too.

QuoteEver try flying to Tampa? Orlando? Charleston? Savannah?

nope, those are easy enough to just drive to.

For those that just don't get spending 20-30 hours on a train, I suspect you've never traveled much. Certainly you might have taken trips, but have you traveled? Here are two videos that graphically demonstrate why I'd rather spend 30 hours on a train then 3 hours (not to mention the 4 or so wasted at the airport staring at an overpriced yogurt bar) on a plane. I just have a thing about seeing where I'm going, it's an education that you can't buy at any price. Enjoy.

^^ Agreed! Plus, the long distance trains have full service dining cars. Last year my dad & I had the privilege to have lunch on the Silver Meteor, and dinner on the Silver Star the next day. Excellent service, delicious REAL food, and REAL flatware. My only gripe is the Silver Meteor & Silver Star dont use real china. The plates & cups are plastic.

The NE regional trains dont have dining cars, however, their lounge cars come pretty close.

QuoteExcellent service, delicious REAL food, and REAL flatware.

The day I can get Orsay quality food on a railcar is the day I choose to eat in the diner, otherwise, I'll bring my own.

I agree it isnt fine dining, but it beats the hell out of nonexistent airline food.

While I love taking a train, I find I can fly a LOT cheaper and it is quicker. Ideally, I'd prefer to take the scenic route and soak in the views from a train window on a long-distance voyage. Especially as I'm 6'6" and find air travel extremely uncomfortable. But when it's vacation time, I don't want to use a big chunk of that time getting to the destination.

I think, though, the biggest detractor for me is the price. If I could get a train ticket for the same price I could get a plane ticket, I'd probably travel by rail more often for longer-haul trips.

Quote from: Adam W on August 18, 2012, 06:41:09 AM
I think, though, the biggest detractor for me is the price. If I could get a train ticket for the same price I could get a plane ticket, I'd probably travel by rail more often for longer-haul trips.

Therein is the problem with constant cutting of trains and services rather then top heavy federal management. This also speaks to the economy of doubling or tripling service on the existing routes and offering double daily service on a number of new routes. A few come to mind:

Jacksonville-Ocala-Tampa-Sarasota
Jacksonville-Ocala-Lakeland-Fort Myers
Jacksonville-New Orleans
Chicago-Cincinnati-Atlanta-Jacksonville-Miami/Tampa
Chicago-Memphis-Birmingham-Columbus-Jacksonville-Miami/Tampa
Chicago-Minneapolis/St.Paul-Butte-Spokane-Portland/Seattle
Chicago-Kansas City-Amarillo-Albaquerque-Los Angeles/Oakland
Cincinnati-Columbus-Cleveland
Chicago-Louisville-Nashville-Atlanta-Jacksonville-Miami/Tampa
Cincinnati-Lima-Toledo-Detroit
New York-Washington-Tri-Cities-Knoxville-Chattanooga-Memphis
New York-Washington-Atlanta-Meridian-Shreveport-Dallas/Ft. Worth
New Orleans-Baton Rouge-Shreveport-Dallas
Houston-Dallas/Ft. Worth-OKC-Wichita-Kansas City-Chicago
Minneapolis/St Paul-Duluth
Minneapolis/St Paul-Kansas City
Kansas City-Denver
Denver-Pueblo-Albaquerque
Phoenix-Flagstaff
Chicago-Denver-Ogden-Boise-Portland
Chicago-Denver-Salt Lake City-Las Vegas-Los Angeles
Dallas-Amarillo-Denver

Lot's of room to expand the system and improve connectivity, moreover, as train frequencies increase all of that infrastructure that is currently supported by a single arrival and departure daily would see it's costs drop dramatically.

Quote from: Ocklawaha on August 18, 2012, 09:48:52 AM

Quote from: Adam W on August 18, 2012, 06:41:09 AM
I think, though, the biggest detractor for me is the price. If I could get a train ticket for the same price I could get a plane ticket, I'd probably travel by rail more often for longer-haul trips.

Therein is the problem with constant cutting of trains and services rather then top heavy federal management. This also speaks to the economy of doubling or tripling service on the existing routes and offering double daily service on a number of new routes. A few come to mind:

Jacksonville-Ocala-Tampa-Sarasota
Jacksonville-Ocala-Lakeland-Fort Myers
Jacksonville-New Orleans
Chicago-Cincinnati-Atlanta-Jacksonville-Miami/Tampa
Chicago-Memphis-Birmingham-Columbus-Jacksonville-Miami/Tampa
Chicago-Minneapolis/St.Paul-Butte-Spokane-Portland/Seattle
Chicago-Kansas City-Amarillo-Albaquerque-Los Angeles/Oakland
Cincinnati-Columbus-Cleveland
Chicago-Louisville-Nashville-Atlanta-Jacksonville-Miami/Tampa
Cincinnati-Lima-Toledo-Detroit
New York-Washington-Tri-Cities-Knoxville-Chattanooga-Memphis
New York-Washington-Atlanta-Meridian-Shreveport-Dallas/Ft. Worth
New Orleans-Baton Rouge-Shreveport-Dallas
Houston-Dallas/Ft. Worth-OKC-Wichita-Kansas City-Chicago
Minneapolis/St Paul-Duluth
Minneapolis/St Paul-Kansas City
Kansas City-Denver
Denver-Pueblo-Albaquerque
Phoenix-Flagstaff
Chicago-Denver-Ogden-Boise-Portland
Chicago-Denver-Salt Lake City-Las Vegas-Los Angeles
Dallas-Amarillo-Denver

Lot's of room to expand the system and improve connectivity, moreover, as train frequencies increase all of that infrastructure that is currently supported by a single arrival and departure daily would see it's costs drop dramatically.

AMEN!

Not to start a non-sequitur of a side debate here, but Amtrak has been and will stay off my list until they change their stupid no-pet policy. I love my pup, and as long as the airlines don't mind her, then Amtrak's not getting my money. It's not exactly a hardship either, the times I've checked Amtrak's prices are higher than flying. Although for longer trips, I guess by the time you factor in airport parking and baggage fees, the gap probably evens out. Still, if I can't bring my dog and it's a longer trip (one where I'd have time to take a train) then Amtrak's pet policy seals the deal for me. I guess I could be the only one who feels that way, but I doubt it. They've got to be losing money on that policy.

I am not surprised that people are beginning to take the train rather than deal with the hassles of flying.  For those opponents of Amtrak, it should make common sense to allow travelers to have an alternative to the security checkpoints, the increasing fees and decreasing service.