Is Amtrak Becoming Like the Airlines .or. Is the Airlines Becoming More Like The Ubiquitous Amtrak Train
Is Amtrak Becoming Like the Airlines .or. Is the Airlines Becoming More Like the The Ubiquitous Amtrak Train
Is Amtrak Becoming Like The Ubiquitous Airlines?
What was it like to ride Amtrak in the '70s!
( View 29 Photos )
For years I’ve been traveling to the nation’s capital ( and other cities for pleasure and business ) to represent airline passengers and airline manufactures, like The Boeing Company, before Congress, for example, the Department of Transportation and the Federal Aviation Administration and so forth. And I often get there by train. That’s not a punchline or a cheap shot, just a simple recognition that for me – and millions of others who live along the Interstate 95 corridor ( and other corridors in the nation ) – Amtrak is the quickest, easiest, least stressful, most productive and often cheapest mode to get from New York or New England ( Connecticut, Massachusetts or Rhode Island ) to downtown Washington DC. The same is true in many other communities nationwide, perhaps.
But like many other riders and consumer advocates, I’ve started to note “airline creep” working its way into Amtrak’s policies, procedures, pricing, fees and services. It’s little wonder, since the former CEO of Northwest Airlines and Delta Air Lines is now the CEO of the nation’s train line. So it’s also little wonder those of us who love riding the rails are now asking: Is Amtrak turning into a low-cost airline, substitute?
Planes to Trains
In July 2017, Amtrak’s board appointed Richard Anderson president and CEO, after he previously served as the CEO of first Northwest and then Delta and oversaw the merger of those two carriers. Three months later former Continental and Northwest executive Tim Griffin was named Amtrak’s chief marketing officer; then an ex-Northwest and Delta officer was tapped as Amtrak’s chief safety officer. Other, former Delta execs now head up the “passenger experience” and “product development & customer experience” departments.
More: Amtrak ups its food game for long-haul riders
To be sure, many rail riders no doubt are happy with several recent innovations, including new upgraded meal options, upgraded Wi-Fi and even Dunkin’ ( Donuts ) coffee onboard. But what’s interesting is that Amtrak has been defining itself as NOT being an airline, all this time, even while emulating one. In September 2017, shortly after Anderson’s arrival, the rail line launched a new marketing campaign entitled “Break the Travel ( Status ) Quo” that dissed air travel by touting Amtrak’s ample legroom, freedom to move about from car to car and freedom to use electronic devices with no “airplane mode.” The campaign took aim at airlines by specifically assailing other travel “ regulations, rules, restrictions, additional often hidden fees and shrinking legroom.” And that drumbeat has continued; just last month Amtrak posted an ad on Facebook touting “2 free checked bags” and “0 middle seats.”
Such advantages are what make Amtrak the travel mode of choice for me and so many others. A report from the Congressional Research Service in September 2017 titled “Amtrak: Overview” found the following: “By some measures, Amtrak is performing as well as or better than it ever has in its 47-year history. For example, it is carrying a near-record number of passengers, and its passenger load factor and its operating ratio are at the upper end of their historic ranges. On the other hand, Amtrak’s ridership is barely growing at a time when other transportation modes are seeing ridership increases and there is more competition.”
However, that passenger load factor – the percentage of occupied seats – has been inching up from the 51 percent mark in last year’s report. The latest stats, which reflect the year to date through July, indicate loads are at 58 percent for both the national network and its crown jewel, the Northeast Corridor. Of course, such news is a paradox, since fuller trains are good news for executives, investors and even taxpayers, but bad news for passengers in crowded train cars. That said, the typical domestic airline cabin is both more crowded and more profitable. Average passenger loads for the domestic airline industry haven’t been below 58 percent since 1977; what’s more, there are no middle seats on Amtrak – yet.
The Amtrak interiors thru the years! ( View 18 Photos )
In connection with the start of Amtrak service in May 1971, the company handpicked approximately 1,200 cars from a total pool of 3,000 held by the two dozen predecessor railroads that had handed over their passenger service obligations to Amtrak. Many of these inherited cars wore various paint schemes, which is why these early years are sometimes referred to as Amtrak's "Rainbow Era." Phil Gosney
'Tracking' changes
I reached out to riders and advocates alike and asked if the rhetoric has matched the experience. Time and again, I encountered Amtrak customers worried about the company’s new direction. Especially since President Donald Trump has called for “drastic cuts” to Amtrak’s budget, with elimination of service to more than 220 cities in 23 states, as I noted here in January in “Eight disturbing travel trends you’ll confront in 2018.”
Recently my new wife wanted to ride the train from El Paso, TX to Orlando, FL. I said, yes vs. taking an airliner because, she had never been on a train like Amtrak before, even in her own country. Many a time we were way laid, off to a side spur, and awaited for passage clearance, since freight trains take priority on their own tracks which Amtrak rents, as a result we couldn't keep our scheduled run to various cities along the way. Halfway through the trip around the twin cities Dallas/ Fort Worth TX, we were told that we had to take the connecting, Greyhound, bus to Florida. So much for the train experience, so had so much enjoyed while we could.
More: Eight disturbing travel trends you’ll confront in 2018
“The concerns about changes being made under Richard Anderson’s regime at Amtrak are real,” says Charlie Leocha, president of nonprofit Travelers United. “The railroad experience is moving in the direction of airline service.” He’s echoed by Kevin Mitchell, a frequent Amtrak rider and chairman of the Business Travel Coalition: “I believe that Amtrak and its customers are not faring well under the guidance of former airline executives. After the radical consolidation of the U.S. airline industry, the current crop of executives … were schooled in increasing confusing fees and shrinking seats.”
Here’s a summation of the issues that most concern customers who want Amtrak to be an alternative to airline service, not a duplication of it.
• Pricing/discounts. Amtrak recently revamped its standard pricing reductions. As Leocha notes, “Amtrak no longer offers discounts to veterans, students and AAA members, and the minimum age of eligibility for the senior discount was raised to 65 from 62.” What’s more, that senior discount is now 10 percent rather than 15 percent. Instead, Amtrak has introduced temporary reductions, such as a four-day sale for seniors and a three-day sale for students.
Another frequent rider, Lauren from Boston, notes: “My real issue is that under the new CEO, Amtrak, a government entity that receives taxpayer money, is offering large corporate discounts while at the same time cutting back on discounts previously offered to seniors and students.” John M., a rail customer in California, adds, “I’m a veteran and a taxpayer, and my tax dollars help go to Amtrak. But they cut the (veterans) discount. Just when I need it most.”
The rail line also introduced a more complex pricing option in May, by launching 25 percent off on reservations booked 21 days before travel. The three-week advance fare is one of the most common and complex pricing “buckets” employed by airlines. More: Amtrak Acela leather seat covers to be re-purposed into luxury bags.
• Ticketing. Lisa Beth, who travels frequently from New York City to visit family in Baltimore, has indeed seen changes in the last year, and some are positive changes: “I noticed a few months ago they reupholstered the seats and made them much more comfortable, what you would want on an airplane.” But she worries that stricter policies and fees are creeping in, and says, “I remember in the 1980s and 1990s, if I missed a train I would just take the next one. I had complete flexibility. Now it’s gotten more stringent. I noticed recently that if I canceled I could get an eVoucher, but if I wanted my money back I had to pay a fee. I worry that the rules will become even more overly restrictive.” Leocha agrees, stating Amtrak’s cancellation policy is now more “airline-like,” with penalties for most reservations canceled 24 hours after booking.
In addition, these penalties hit riders the hardest at peak travel times, just as the airlines do. As Mitchell points out, “A public, taxpayer-funded service should be cost-based and not discriminatory to those who subsidize it. Would the Internal Revenue Service get away with higher fees for citizens paying online at peak call times?”
• Seat comfort. In July 2017, just as Anderson was taking over, train junkies felt a shiver when they read here and elsewhere that the outgoing Amtrak CEO stated at the National Press Club that seats might start getting tighter: “We are looking at doing some creative things. There’ll be some other things that don’t make it quite as comfortable.” Those remarks prompted Sen. Chuck Schumer (D-N.Y.) to urge the rail line not to start on the “slippery slope” of “packing people in like sardines.”
Roomier accommodations on Amtrak was something that was addressed here with “Train or plane? Which is the better choice?” and “Tale of the tape ( film at 11 ): Amtrak is more comfortable than airlines.” Noted were Amtrak’s coach seats offer width of 23 inches and legroom “pitch” of 39 inches between seats, and much more in premium classes. Consider that the economy/coach sections of the Big Three Airlines – American, Delta and United – on workhorse Boeing 737s in domestic service offer pitch of 30 to 31 inches and width of 16.6 to 17.8 inches. Amtrak continues to offer much roomier seats, but the stats aren’t on Amtrak.com anymore, and don’t bother asking Julie, “Your Virtual Assistant,” because she’s not saying.
Acela Leather seats to be repurposed into luxury bags! Amtrak Acela leather interiors to be re-purposed into luxury bags! ( View 14 Photos )
People for Urban Progress (PUP), an Indianapolis-based nonprofit specializing in advancing civic sustainability, has partnered with Amtrak to re-purpose leather seat covers from 20 refreshed Amtrak Acela Express train sets. Instead of heading to landfill, they will be transformed into luxury bags.
Amtrak images
• Seating policies. Several riders have noted Amtrak offers another big advantage over the airlines: more liberal seating rules. As one mother of two young children notes, “I wouldn’t want assigned seats when I’ve got my kids with me.” In fact, some customers suggest that just as Amtrak has Quiet Cars popular with business travelers, there should be dedicated zones at no cost for travelers with special needs, seniors and families with young kids. There’s no question this would be a huge improvement over airline travel, since the DOT has failed to implement a 2016 congressional mandate for domestic air carriers to allow families with children under 12 to sit together at no additional cost.
Beth also loves the ability to get up and move around on a train – even the ability to move seats entirely: “Last week there was a woman on Bluetooth conducting a conference call right next to me. So I finally got up and moved. You can’t do that on an airplane.” Obviously switching seats won’t be an option if passengers are given designated seats. For those who question if this scenario is likely, it’s worth noting that in May Amtrak announced an assigned seating option for First passengers on Acela trains.
More: Amtrak now offering assigned seating on Acela first class
• Baggage. Currently, the rules for what you can tote onboard Amtrak are much more liberal than any airline’s: Each passenger is allowed two personal items at 25 pounds each and two carry-ons at 50 pounds each, for a total of 150 pounds. Technically, there are restrictions on overweight bags and excess bags, but even the most frequent rail travelers can’t recall much enforcement.
But some frequent riders quoted on social media and rail blogs are worried the train line may tinker with this key advantage it has over airlines. As one notes: “The good thing is, you can fit your bag over your seat on Amtrak the way you can’t in an airplane. It would be really bad to start having fees for bags.”
A good barometer will be if Amtrak begins enforcing its existing baggage restrictions. As one anonymous rider in Chicago says, “It’s mission creep. Like changing the rules on the (Guest Rewards) program.” This customer noted Amtrak recently ended its partnership with Starwood Hotels.
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Time will tell ...
The next year may well determine how all those former airline executives intend to reshape Amtrak. Leocha believes the elimination of customer service agents at some stations is an ominous sign. “We are seeing the worst of airline customer service issues being introduced to the railroad experience,” he says. “The Amtrak Board of Directors and Congress have the final say on these changes, unlike the airlines where changes are made by executives with the needs of investors put squarely in front of the needs of consumers.”
Is the Airlines Becoming More Like Amtrak
A no-frills flying guide, from Allegiant to Spirit
Frontier Airlines sells perks along with your ticket.
For the longest airline fares were expensive, so the frugal traveler took the train, bus or car for domestic destinations - road trips about the country. Now is that changing?
The fares are almost always enticing. Phoenix to Las Vegas as low as $31 one-way. Atlanta to Fort Lauderdale for $50. Denver to New York City, $59. All on nonstop flights. Discounters Spirit, Frontier and Allegiant – ultra-low cost carriers in airline industry lingo – have long known how to grab travelers’ attention. The bare bones ticket prices, of course, don’t come with much. Travelers pay extra for almost everything. The airlines used to bury the fine print on their fees but now trumpet their lack of frills, as major airlines are gradually switching to their a la carte approach. That doesn’t mean travelers are paying attention. The airlines draw plenty of social media ire from passengers unaware of their policies. With newbies in mind, here is a traveler’s guide to flying Spirit, Frontier and Allegiant
1. The ticket price gets you only a seat on the plane. And we don’t mean an assigned seat – for free, at least. Spirit Airlines spells it out on its website: “A ticket with us gets you and a personal item from A to B.” The airlines charge for seat assignments, checked and carry-on bags, and snacks and soft drinks, including water. 2. Bags don’t fly free, even carry-on bags. Passengers are allowed one free personal item that fits under the seat, such as a backpack or purse or laptop bag. The airlines closely monitor the size of those carry-ons. Want to bring a standard carry-on bag to put in the overhead bin? You’ll pay. Carry-on bag fees vary by carrier. Frontier’s prices start at $30 each way, Spirit’s at $35, Allegiant’s at $15. Note that Spirit and Frontier’s carry-on fees are $5 higher than their checked-bag fees, so check the bag unless you refuse to hassle with baggage claim. Spirit’s carry-on bag fee includes priority boarding.
3. Unlike major airlines, most of whom now charge $30 for the first checked bag and $40 for the second, the discounters’ checked-baggage fees vary by when you pay for the bags and, in some cases, the route and time of year. Want to check one bag on Frontier? That’ll be $25-$30 one-way if you pay when you book your ticket online, $38 if you pay after you book your ticket but before online check-in, $40 if you pay during online check-in or through the reservation center, and $55 at the airport ticket counter. Frontier recently raised its airport bag fees by $5, for tickets purchased on or after Sept. 12.
Spirit’s bag pricing is dynamic and can have travelers paying one price for a bag on the flight out and a different place on the flight back. The general price range for one checked bag on Spirit: $30, $35 during online booking, $40-$45 before online check in; $40-45 during online check in; $50-$52 at the airport ticket counter or through reservations. Bottom line: Pay for your bags when you book your ticket.
The airlines have so many different prices, Allegiant and Spirit have online baggage fee calculators, and the fee tables for all three have more lines than an income tax form. Allegiant passengers, for example, will pay as little as $18 one-way for the first checked bag from Moline, Illinois, to Punta Gorda, Florida, and Las Vegas to Fresno, California, while checked-bag fees start at $30 from Des Moines, Iowa, to St. Petersburg, Florida, and Grand Forks, North Dakota, to Las Vegas.
4. Don’t overstuff your bags. The weight limit for checked bags on Spirit and Allegiant is 40 pounds, not the standard 50 pounds allowed at major airlines and Frontier. Overweight-bag charges apply in all cases.
5. Spirit and Frontier charge slightly more for bags during peak travel times. Flying from Dallas/ Fort Worth to Cancun, Mexico, on Spirit for Christmas, New Year’s or spring break? The lowest price for the first checked bag is $35, compared with $32 for a late-October trip. Frontier’s checked-bag prices start at $25 for a couple of slow travel periods (including weeks in September and October in 2018) but are $30 the rest of the year.
6. Whatever you do, don’t bring a bag to the gate in an attempt to dodge bag fees. This might work on major airlines, which often ask for volunteers to check their bags free on full flights where overhead bin space is bound to fill up. Spirit, Frontier and Allegiant charge hefty surcharges to check bags at the gate. It’ll cost you $65 on Spirit, $60 on Frontier and $50 on Allegiant. If you plan to bring a carry-on, pay for it when you book your ticket.
7. Want to snag discount airlines’ lowest fares? On Frontier and Spirit, join the club. Frontier’s Discount Den membership is $50 a year, and it gets you discounts for up to six people per reservation. As with airfares, savings vary by route, travel dates, flight time and other factors. On a one-way, nonstop flight from Denver to Washington, D.C., in mid-January, the Discount Den fare was $35 lower than the standard fare. The savings on a Denver to Nashville, Tennessee, flight during the same time period: $10.
Spirit offers the $9 Fare Club, which is $60 a year and covers up to nine passengers on the same reservation. In addition to fare discounts, $9 Fare Club members pay less for bags. On a flight from Chicago to Fort Myers, Florida, for example, the carry-on bag fee is $26 versus the normal $35, and a checked bag is $21 versus the normal $30, if paid when booking the ticket.
8. Want to save more money? Buy your ticket at the airport. Yes, the airport. Unlike major airlines, Allegiant, Spirit and Frontier have a usage fee for booking tickets online. Allegiant charges a flat $13; Spirit, $8.99$19.99; and Frontier charges up to $19. The fees are oneway. Those prices are included in the ticket prices on their websites. Note that airport ticket hours are limited and vary by airport. Also, read the fine print of fare sales, because some sales are only for tickets booked online, so it would be a waste of time to go to the airport. And never wait until the day of your trip to buy a ticket at the airport (or on any platform), because lastminute fares generally are airlines’ highest fares.
9. Picky about your seat or must sit with your family or other traveling companions? Then pay to reserve one in advance. There are no free advance seat assignments as there are on major airlines (though the number of free seats available on those airlines is shrinking). In addition to reserving standard seats, Frontier and Spirit also sell seats with extra legroom. Passengers who don’t pay for a seat assignment will be assigned open seats at check-in.
10. Don’t want to be nickel-and-dimed? Frontier and Spirit sell a package of perks you can add on to your ticket price. Frontier has the Works bundle and the Perks bundle, which include a carry-on bag, checked bag, assigned seat and priority boarding. The works bundle also includes a couple of extra perks, including ticket refunds. Spirit sells the “Thrills Combo,” which includes a checked bag (up to 50 pounds instead of the usual 40 pounds), a carry-on bag, seat selection and more. The price for the Thrills on a sample flight from Chicago to Fort Lauderdale, Florida: $72.49 each way. Prices vary by airline and flight, so do the math to see if it saves you money over buying bags, seats and other “perks” separately.
11. Print your own boarding pass. Spirit and Allegiant charge to print boarding passes at the airport. Spirit charges $2 to print a boarding pass at an airport kiosk and $10 if an agent has to do it. Allegiant charges $5 per boarding pass printed by an airport agent. ( The airline doesn’t have kiosks. )
12. Beware of limited rebooking options if your flight is canceled or delayed. The discounters don’t have as many daily flights to destinations as their larger rivals and don’t have agreements to transfer stranded passengers to other airlines. Allegiant passengers are the most vulnerable, as the vacation airline offers one daily flight a few times a week on most routes. If your Rockford, Illinois, to Las Vegas flight is canceled for weather or mechanical reasons, for example, the earliest you will get out is the next day.
Don’t overstuff your bags. The weight limit for checked bags on Spirit and Allegiant is 40 pounds, not the standard 50 pounds allowed at major airlines and Frontier. Overweight-bag charges apply in all cases.
As the gateway to the most visited region in the country, Orlando International Airport (MCO) welcomes more than 46 million annual passengers and generates more than $31 billion in economic impact for Central Florida. It is imperative that we strive not merely to maintain the status quo but to expand and enhance.
Central Florida’s globally dominant hospitality industry combined with our aerospace, aviation, defense, advanced manufacturing, innovative technology and life sciences sectors drive the local economy and support tens of thousands of jobs. Accordingly, expanding international air service has always been one of the authority’s highest priorities. Without diverse and affordable air service, the Central Florida economy cannot continue to expand.
Orlando airport chairman Frank Kruppenbacher's global travels span 100 days and $100,000 The addition of new airlines and destinations provides energy for stimulating the region’s burgeoning, multifaceted economy. Attracting new air service is not an unusual role for an airport and its leadership.
The Orlando Economic Partnership has noted that Orlando International Airport’s extensive nonstop air service is a major attraction to businesses looking to relocate to Central Florida. The more options for business and leisure travel, the greater the economic benefit for Central Florida. In the past six years, Orlando International Airport has added service to 103 domestic and 65 international destinations. On average, international flights generate approximately $122 million in annual revenue and domestic flights, an estimated $72 million.
Since 2012 when I became chairman, the airport has added new international carriers like Emirates, Norwegian Air, Volaris, Azul, Edelweiss, Icelandair and Wow, along with exciting destinations like Dubai, United Arab Emirates; Paris; Amsterdam; Oslo, Norway; Zurich; Belfast, Ireland; Lima, Peru; Sao Paulo; and Reykjavik, Iceland.
As a result of GOAA trips to Dubai, Chile and Panama, agreements were secured with Emirates Air ($100 million annual impact) and LATAM ($68 million annual impact) for new service and Copa for expanded service. No tax dollars were used for any of these trips.
In order to continue developing new partnerships and building lasting relationships, reaching out to international airlines and meeting with their executives and government officials are critical. Surveys have shown that travelers are interested in emerging markets in Asia, Africa and South America. So we must remain active in exploring service options to Japan, China, India and other unserved or underserved destinations.
Frank Kruppenbacher is chairman of the Greater Orlando Aviation AuthorityAs chairman of the Greater Orlando Aviation Authority, I have the responsibility to put the welfare of Orlando International Airport and the prosperity of Central Florida at the forefront, while promoting the tremendous connectivity benefits that Orlando International provides to the community.
However, despite our history of sound fiscal policy and measured approach to expanding our route portfolio, there are those who question the need for personal, hands-on management of the airport’s growth.
I have been personally involved in promoting Central Florida since my tenure as president of Orlando’s chamber of commerce, and I have seen the direct benefit of community leaders from both government and business establishing relationships with leaders from other countries including airline leadership. In many cases, it takes years to realize new airline service. Airlines’ senior management takes Orlando more seriously when top leaders engage them and tell the Orlando story.
Top 5 Airlines for NonStop FlightsOrlando’s airport has service to nearly 160 places. It's the most traveled to airport in the country. There is one flight a week to Zurich, Switzerland, and two-dozen daily to Atlanta. You can go to Chicago 10 times a day and Copenhagen, Denmark, once a week.
Which airline at MCO has the most nonstop destinations? The answer is in motion.
Here are the top five carriers — according to standings through last month, which will change by early 2019 — for cities they fly to from the Orlando airport.
5. Delta.
Delta ranks fifth for most nonstop flights from MCO to other cities. (Delta.)
Delta flies nonstop to 30 cities, according to data through last month. The airline has as many as 76 departures daily.
4. JetBlue.
JetBlue ranks fourth at MCO for number of nonstop destinations. (JetBlue.)
JetBlue flies nonstop to 31 cities, according to the most recent figures, and it has as many as 74 flights daily.
3. Spirit.
Spirit ranks third for number of nonstop destinations from MCO. (Spirit.)
Spirit has nonstop connections to 37 cities and as many as 55 flights daily, according to figures through last month.
2. Frontier.
Frontier ranks fourth for number of nonstop destinations from Orlando. (Frontier.)
Frontier flies nonstop to 50 places and has as many as 39 flights daily.
* Note: by early 2019, Frontier will fly to 54 cities nonstop and become MCO’s leader for nonstop destinations.
1. Southwest.
Southwest ranks — for now — first for nonstop destinations from MCO. (Kevin Spear / Orlando Sentinel)
Southwest flies nonstop to 52 cities and has as many as 182 daily flights, according to MCO figures through August.
* Note: by early 2019, Southwest will have 53 nonstop destinations from MCO but will rank second behind Frontier, according to Frontier.
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