The average load factor on the Acela in FY14 was 64.3 per cent, and the average load factor on the NEC regionals was 51.8 per cent.
Some segments, e.g. Philadelphia to New York, probably had a higher average load factor, and some peak periods may have been capacity constrained, but the average numbers - in some respects the worst statistic - don't show that Amtrak's operations on the NEC are constrained seriously.
If capacity constrained means that the NEC is carrying all the trains that it can handle, e.g. Amtrak, commuter, freight, etc.; I wonder how NEC utilization compares to that of the Shinkansen line between Tokyo and Osaka?
I have read that the Japanese run their high speed trains with as little as two or three minutes between them. Is this true?
I am not convinced that Amtrak knows how to squeeze all of the capacity out of its system. Maybe they could take a lesson from the airlines.
One of the factors that has contributed to the improvement in airline financials since the financial crisis is much better utilization of their capacity.
Instead of working thru the hoops to make a bi-level Acela.
1. With the coming buy of new HSR trains ( Acela-2 ? ) the seating capacity will greatly increase from ~ 300 to ~ 460. ( anyone with the present number as A-2s will not be determined until contract is awarded.
2. The ACS-64s will allow those NEC trains needing more cars to be pulled by one motor.
3. Some platform modifications posted elsewhere will of course be needed but will overall cost less.
4. Upgrading of the power supply continues on the PRR section to handle more and longer trains.
When they demolished the old NYP it sure would have been nice to take the opportunity to also demolish and redesign the waiting room and concourse levels, but that hurting railroad was in no position to do anything but cut its losses.
By contrast, the LIRR platforms and concourse are a model of efficiency. PRR just never wanted to deal with NJ commuters, I guess, or maybe more accurately that market wasn't vialble for them at the turn of the century.
aegrotatio Bilevel trains will mean longer dwell times in NY Penn Station. This station has horribly inefficient patterns for loading crowds even on its regular trains on the long-distance tracks shared by Amtrak and NJ Transit. Next time you get the chance, try to board or alight any NJ Transit bilevel train at NYP and you will note yet another serious problem that this ancient station has.
Bilevel trains will mean longer dwell times in NY Penn Station. This station has horribly inefficient patterns for loading crowds even on its regular trains on the long-distance tracks shared by Amtrak and NJ Transit. Next time you get the chance, try to board or alight any NJ Transit bilevel train at NYP and you will note yet another serious problem that this ancient station has.
There is an increasing problem with capacity limits in the NEC. Bilevel trainsets increase capacity with the same train and platform lengths. But as you have pointed out, #1., boardings and alightings take longer, and #2., platform widths in the US are narrower than in Europe or China, thus having capacity and potential safety issues.
C&NW, CA&E, MILW, CGW and IC fan
DAVID LEMMO The Acela I is a prenium trainset, it will not downgrade to a lower service in a suitable manner.
The Acela I is a prenium trainset, it will not downgrade to a lower service in a suitable manner.
Acela equipment - like any other transportation equipment - can be restructured to handle the requirements of a different class of service.
The luxury liner Queen Mary, as well as many others, were reconfigured during WW II to be troop carriers - transporting several times the number of passengers that they were originally designed for.
Never too old to have a happy childhood!
I heard a rumor that the Amtrak is planning on having the Acela becoming a regional train once the second generation Acela's arrive.
As an occasional Acela rider, I would not find double-decking attractive and would more likely opt for the far lower cost Amfleet service, to keep my "sense of space". If double-decking is to be done, it should be the Regional trains, to better differentiate the premium Acela product and push revenue toward it.
I don't think that it's too likely since Acela is a premium service.
Since the Acela is so popular, has Amtrak considered bi-level Acela sets maximum height of 14' 2" (the max height for entering NY and the same height as the TGV Duplex).
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