Acelas get good marks - now

© 2004, NCI, Inc.
Destination Freedom
Newsletter of the National Corridors Initiative, Inc.
Vol. 5 No. 9, March 1, 2004
Used with permission

Amtrak believes it has resolved reliability and mechanical problems with its Acela Express trains, and is making a new push to attract more premium fares and build loyalty to its signature service.

While it may never meet lofty expectations, the nation’s first high-speed passenger train remains the railroad’s window to the future and a lucrative selling point on its flagship line between Washington and Boston.

Amtrak, now 33, received $1.23 billion this year from the Congress, and is seeking $1.8 billion for next year.

Still, ridership is healthy and Amtrak, accelerating its investment in track, tunnel and other improvements along the Northeast Corridor between Washington and Boston, wants to maximize reliable premium revenue much like the airlines get on their shuttle routes.

Reuters writer John Crawley reported on February 22 that to lure and retain Acela Express customers who pay at least $126 for a one-way ticket on the New York-to-Washington route, Amtrak launched a promotion a fortnight ago to give preferred customers a free round-trip ticket for every two paying round trips they take on the fast trains, or the slightly slower and less expensive Metroliner.

One travel expert says Amtrak continues to challenge big airlines like US Airways (UAIR), Delta Air Lines (DAL) and American Airlines (AMR).

“From the numbers I’ve seen, Acela seems to be picking up market share against the shuttles,” said Kevin Mitchell, chairman of the Business Travel Coalition, which represents corporate travel managers.

Trends away from air travel became more pronounced after the September 11, 2001, aircraft attacks, and the train emerged as a strong option, especially Amtrak’s hourly runs – both high-speed and regular fares – between Washington and New York.

With ridership throughout the Amtrak system expected to set a record this year at 25 million, the railroad is confident Acela is ready to contribute more. Acela Express trains accounted for 22 percent of total revenue last year, or $272 million.

Introduced in late 2000, Acela’s problems have ranged from embarrassing reports of bathroom doors that would not latch properly to computer and mechanical glitches on the high-tech trains that caused unexpected and frustrating delays.

The most serious setback involved cracks in steel suspension system brackets, yaw dampers, on its locomotives that forced a temporary halt to Acela service in August 2002.

Amtrak spokesman Dan Stessel says those problems have finally been fixed on all trains.

“We’re starting to climb out of the hole,” Stessel said. “The train sets look the way they are supposed to look and run the way they are supposed to run.”

Amtrak has taken delivery of its 20th and final Acela train set – two locomotives and six cars – from its Canadian manufacturer, Bombardier Transportation, and now has 14 in service on a typical day. Four are usually out for inspection or service and two are usually held back as reserves.

Acela ridership was up 42 percent between November and January between Boston and New York at 182,000 compared with the same period last year. Ridership was up 1.5 percent on the more heavily traveled Washington-to-New York route at 365,000.

While track and other infrastructure hurdles prevent Acela from reaching its top speed of 150 mph on all but a small part of its Boston route, the railroad has nevertheless improved high-speed performance overall. Acela on-time performance is up 5 percent since the end of September to 75 percent.

Amtrak plans to add a 15th Acela train to its daily schedule in April at the next timetable change for round-trips between New York and Washington.