Capitol Limited

PRIIA Section 210
FY10 Performance Improvement Plan
Capitol Limited
September 2010
Cover: The Capitol Limited travels over the Potomac River in Harpers Ferry off the West Virginia/Maryland border.
PRIIA Section 210 Report
Capitol Limited
Performance Improvement Plan (PIP)
September 2010
Section 210 Core Team
Marketing & Product Development
Operations
Policy & Development
Finance
Government Affairs
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
I.
PRIIA Overview ................................................................................................................. 1
II.
EXECUTIVE SUMMARY ................................................................................................ 3
A.
B.
C.
D.
III.
A.
B.
C.
D.
E.
F.
G.
H.
I.
J.
Background ......................................................................................................................... 4
Plan Highlights.................................................................................................................... 4
Impact of the Plan ............................................................................................................... 6
Implementation ................................................................................................................... 8
PERFORMANCE IMPROVEMENT PLAN ..................................................................... 9
Introduction......................................................................................................................... 9
History................................................................................................................................. 9
Performance Improvement Plan Process .......................................................................... 10
Operating Plan .................................................................................................................. 11
Infrastructure Plan............................................................................................................. 11
Equipment Assignment, Utilization and Maintenance ..................................................... 13
Schedule, On Time Performance and Route Improvements............................................. 14
On Board Service Plan...................................................................................................... 16
Station Service Plan .......................................................................................................... 16
Marketing Plan.................................................................................................................. 18
IV.
Financial Analysis............................................................................................................. 20
V.
Implementation ................................................................................................................. 21
VI.
Appendix A – PRIIA Section 207 Metrics ....................................................................... 22
VII.
Appendix B: Financials and Expense Description............................................................ 23
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
I.
PRIIA Overview
The Passenger Rail Investment and Improvement Act (PRIIA) is transforming the way that
Amtrak manages and reports on its intercity passenger rail services. Two key sections of PRIIA
are driving this change:

Section 207 laid the groundwork for a series of comprehensive new financial, operating,
customer service, and other service quality metrics with aggressive standards. The law
states that Amtrak must report on these metrics quarterly to the Federal Railroad
Administration (FRA). These metrics include the following:
 Financial / Operating
o Cost Recovery
o Loss / Passenger-mile
o Passenger-miles / Train-mile
 On-Time Performance (OTP) and Train Delays
o Effective Speed
o Endpoint OTP
o All Stations OTP
o Host and Amtrak Train Delays
 Customer Satisfaction
o Overall
o Personnel
o Communications
o On-Board
o Station
o Sleeping Car Experience
Please see Appendix A for a complete list of the metrics and the standards.

Section 210 requires Amtrak to embark on a comprehensive program to improve its
long-distance services. Starting in FY10 with the five worst performing routes, Amtrak
formed cross-departmental Performance Improvement Teams to explore every aspect of
the routes’ operations.
By the end of the fiscal year, Amtrak will make
recommendations based on in-depth analyses of the long-distance routes in nine key
areas. These areas are:








On-time performance
Scheduling, frequency, routes, and stops
Feasibility of restructuring the route into connected corridor services
Performance-related equipment changes and capital improvements
Onboard amenities and service including food, first class, and sleeping car service
State or other non-Federal financial contributions
Improving financial performance
Anticipated Federal funding of operating and capital costs
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
 Other aspects of Amtrak’s long-distance passenger rail routes that affect the
financial, competitive, and functional performance of service on Amtrak’s longdistance passenger rail routes.
FY11
FY10
CR
Avg.
Auto Train
84%
82%
88%
84%
Empire Builder
82%
69%
66%
72%
Southwest Chief
79%
65%
53%
66%
City of New Orleans
78%
62%
53%
65%
Coast Starlight
79%
61%
49%
63%
Silver Meteor
74%
66%
49%
63%
Crescent
76%
67%
46%
63%
Palmetto
72%
52%
61%
62%
Lake Shore Ltd.
70%
58%
44%
57%
Silver Star
75%
45%
43%
54%
Capitol Ltd.
77%
33%
48%
53%
California Zephyr
77%
30%
45%
51%
Texas Eagle
70%
18%
46%
44%
Cardinal
66%
31%
35%
44%
Sunset Ltd.
75%
27%
24%
42%
Top Third
OTP
Middle Third
FY12
CSI
Bottom Third
Amtrak ranked the long-distance routes using a composite score, which includes
customer satisfaction (CSI), on-time performance (OTP), and cost recovery (CR). Fiscal
year 2008 is the performance baseline for the scores. The following chart shows
Amtrak’s ranking of long-distance services for purposes of PRIIA Section 210. The dates
at the left show the years in which Amtrak will perform the work.
The program commenced in FY10 with analysis of the five worst performing routes
(bottom third) and will continue for the next two years with the middle third and top
third routes. Amtrak must publish the Performance Improvement Plans (PIPs) on its
web site, and begin implementing the plans thereafter.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
II.
EXECUTIVE SUMMARY
This report describes the recommendations of the Capitol Limited Performance Improvement
Team. Amtrak’s Capitol Limited provides daily coach and sleeping car service between
Washington DC and Chicago with bi-level Superliner equipment. The following shows a highlevel map of the Capitol Limited Route.
South Bend
Toledo
Passengers traveling end-to-end generate nearly forty percent of ridership on this route and
almost sixty percent of revenue. Chicago–Pittsburgh and Pittsburgh–Washington are the next
most significant city pairs. The following chart shows that these top three markets comprise
60% of the route’s ridership.
FY09 Capitol Limited Ridership Breakdown by Market
14%
7%
6%
4%
4%
4%
40%
22%
Chicago - Washington
Chicago - Pittsburgh
Pittsburgh - Washington
Toledo - Washington
Chicago - Toledo
Cumberland - Washington
Chicago - Cleveland
39%
All others (3% or less)
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
This is a very high percentage of overall endpoint travel compared to other long-distance trains.
The importance of Chicago, Pittsburgh and Washington stems from the fact that the Capitol
carries a substantial number of passengers connecting with other Amtrak trains. In Chicago,
passengers connect with the Empire Builder, California Zephyr, Southwest Chief, Texas Eagle, City of
New Orleans and the Chicago Hub corridors. In Pittsburgh, they connect to the Pennsylvanian
with service to Philadelphia and New York. In Washington, they can transfer among numerous
trains to Florida, Georgia, the Carolinas and Virginia. Since the Capitol feeds traffic to other
trains, it is of pivotal importance in the overall Amtrak system.
A. Background
In early 2010, Amtrak formed a cross-departmental Performance Improvement Team to develop
a PIP for the Capitol Limited as mandated by PRIIA. Historically, Amtrak focused on cost
reduction when it tried to improve its long-distance routes’ financial performance. This
sometimes resulted in degraded service, which led to lower revenues and ridership, driving
down financial performance.
PRIIA Section 210 charges Amtrak with performing a
comprehensive review of the route that covers service improvements as well as operational
efficiencies. In developing its recommendations, the team evaluated results in the context of the
nine performance improvement areas outlined in the legislation. The Capitol Limited
Performance Improvement Team explored several service options and concluded the one
outlined in this PIP results in the best strategic direction for the Capitol Limited at this time.
B.
Plan Highlights
Recognizing the importance of connecting ridership at Pittsburgh, the Performance
Improvement Plan (PIP) for the Capitol Limited focuses on leveraging that strength. In
particular, the PIP proposes establishing direct service between Chicago, Toledo, Cleveland,
and Philadelphia/New York, along with other eastern Pennsylvania and New Jersey points.
This would eliminate the need for passengers to change trains during the night in Pittsburgh.
This can be done by establishing through service with a set of cars to be switched between the
Capitol Limited and the Pennsylvanian at Pittsburgh, giving passengers a single seat / bed ride
with much greater comfort and convenience. Market research has shown that as much as 40
percent of potential ridership and revenue between any two points can be lost if passengers
must physically get off one train and onto another no matter how “convenient” that swap might
appear. The PIP will provide better service to those passengers who now connect at Pittsburgh
by offering through coaches and adding new sleeping car service. This change will directly
affect customer satisfaction, which should help to drive CSI scores higher. In addition, it is
expected to attract more than 20,000 new passengers who do not use Amtrak today because of
the inconvenience and discomfort of changing trains and accommodations in Pittsburgh in the
dark. As a result, through service will increase revenue and improve cost recovery.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
South Bend
Toledo
This proposal emerged from an array of alternative strategies considered.
included:

Some of them
Rescheduling the Capitol Limited so that it could operate with two sets of equipment
instead of three – This would be done by scheduling the trains to “turn” the eastbound
train for the westbound on the same day (versus next day) at Washington DC.
Equipment costs saved by this possibility, however, were outweighed by revenue losses
that stemmed from serving Pittsburgh (and connecting passengers) at even more
inconvenient times.
 Combining the Capitol Limited and the Silver Star to establish direct Midwest to Florida
service – While this option would significantly increase the number of passengers
traveling between the Midwest, the Carolinas and Florida, those gains were
overshadowed by the loss of passengers and revenue on the Silver Star route to and from
points north of Washington on the Northeast Corridor. This was due to the change of
trains these passengers would be required to make in Washington. (In FY 2011, Amtrak
may reconsider this option further since all Florida / Carolinas long distance services
will be due for review under PRIIA Section 210.)
 Exchanging through cars with the Pennsylvanian at Pittsburgh, and eliminating the need
to change trains.
This option
proved to be the winning
Plan Highlights
combination at this time because it
 Improved cost recovery ratio for the Capitol
offers significant ridership and
Limited
revenue
advantages
without
 More than 20,000 additional passengers
significant cost increases.
 Single seat service between the Midwest
and eastern Pennsylvania and New Jersey
Amtrak projects that establishing through
 Installation of bike racks in coach /
service between the Pennsylvanian and the
baggage cars
Capitol Limited at Pittsburgh will produce
the greatest fiscal and customer service
improvement of the alternatives considered.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
In addition to the route changes, the recommendations include the introduction of bicycle racks
in the coach / baggage cars, improvements in dining car and lounge services, improvement of
station signage, and station track enhancements in Pittsburgh required for new switching
operations. Several improvements are already in the process of implementation.
Amtrak believes it would be possible to implement the new service in 2011, provided that the
Norfolk Southern approves and installs required track modifications in Pittsburgh to be paid for
by Amtrak.
C. Impact of the Plan
This section discusses the operational and other implications of the new service.
Equipment Impact
The daily Capitol Limited service will require three sets of equipment as it does today. The
Pennsylvanian will continue to
Total Equipment Needed for
use two sets, while the through
Through Service Plan
Car
Type
New York-Chicago service will
Amfleet
Food
Service
1
require three sets. The chart at
Amfleet II Coach
2
right highlights the additional
Viewliner Sleeper
3
single
level
equipment
required to satisfy the Plan.
Amtrak is in the process of acquiring some of the new equipment that would satisfy the Plan’s
equipment need. This equipment is scheduled for delivery beginning in FY13. Amtrak is
exploring the temporary reassignment of existing equipment and assignment of refurbished
cars funded by ARRA stimulus funding to provide the relatively small number of additional
cars required.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
Schedule Impact
Except for the addition of a few minutes at Pittsburgh for switching cars, the plan requires
essentially no change to the current schedules of either the Capitol Limited or the Pennsylvanian.
Host Railroad Impact
Norfolk Southern concurrence for track changes and installation of a switch at Pittsburgh must
be complete before through service can be implemented. Amtrak’s Host Railroad Group has
submitted a request to the NS and will negotiate required agreements.
PRIIA Section 210 Performance Improvement Plan Criteria and the PIP Impact
Performance Improvement
Plan Criteria
1. On-time performance
2. Scheduling, Frequency,
Routes & Stops
3. Feasibility of Restructuring
Into Connected Corridor Service
4. On-Board Amenities &
Services
5. Improving Financial
Performance
6. Performance Related
Equipment Changes and Capital
Improvements
7. State or other Non-Federal
Financial Contributions
8. Anticipated Federal funding of
Operating & Capital Costs
9. Other areas affecting route
Capitol Limited – Plan / Impact
- Requires coordination with host railroad to avoid
delays caused by switching at Pittsburgh.
- Improves connectivity with other Amtrak trains.
- Opens direct service between Chicago and
central/eastern Pennsylvania; additional ChicagoPhiladelphia-New Jersey-New York service.
- Not feasible; splitting route into multiple corridors
would produce significant losses of through and
connecting ridership that accounts for majority of
revenues.
- Improved food service menu.
- Bike racks to be tested in baggage cars.
- Increase of 20,400 riders annually.
- Four point increase in cost recovery ratio.
- More flexible track layout at Pittsburgh.
- Discussions with some communities were conducted
regarding improvements to station facilities but there
were no commitments.
- Minor increase in operating funding required to serve
more passengers. Capital investment required for
track modifications in Pittsburgh.
- Nothing more identified.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
EXECUTIVE SUMMARY
Labor Impact
Since the Chicago to New York through service will not travel over any new route segments,
Amtrak will not have to qualify crews on new Amtrak routes or establish new crew bases or
commissaries.
Financial and Operating Impact
The chart below summarizes the key financial and operating metrics for the new service.
Revenues for the through Chicago to New York service cover a much higher proportion of
associated costs than current operations. This helps improve the cost recovery ratio by four
points over the current Capitol Limited operation. With ridership up by 20,400 or 5%, the loss
per passenger-mile improves by $0.01 or 6%. There would be a slight $0.7 million increase in
operating loss due to carrying more passengers and a one-time cost of $0.3 million for training
onboard services employees.
Ridership (000s)
Cost Recovery Ratio (based on
Direct + Shared Costs)
Loss / Pasenger Mile
Pass Miles / Train Mile
Direct Loss ($ millions)
Current
219.2
Capitol Limited
Future
239.6
Change
+ 9%
47%
51%
+ 4 pts
($0.20)
193.0
($26.3)
Improvement
($0.17)
226.8
($27.0)
Decline
+ 15%
+ 17%
($0.7)
Section 209 of PRIIA requires that the Pennsylvanian transition to a state supported service by
2013. Future operation of the Pennsylvanian will require funding support from Pennsylvania.
Amtrak and Pennsylvania will need an agreement that addresses revenue and costs associated
with through New York - Chicago cars.
D. Implementation
Amtrak will develop an implementation plan in early FY11, provided that host railroad capital
costs for track modifications are reasonable. The plan will address each requirement specified
in this PIP.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
III.
PERFORMANCE IMPROVEMENT PLAN
A. Introduction
The Passenger Rail Investment and Improvement Act of 2008 (PRIIA) requires Amtrak to
conduct a comprehensive financial and operational analysis to improve the performance of its
long-distance network. In compliance with this requirement, Amtrak has developed this
Performance Improvement Plan (PIP) for the Capitol Limited service.
B.
History
Before Amtrak, passenger rail service between Washington, Pittsburgh, and Chicago was
provided by the Capitol Limited of the Baltimore and Ohio Railroad (now part of CSX), which
used the current Capitol route between Washington and Pittsburgh. When Amtrak began
operations in 1971, the Capitol Limited was dropped altogether and a Washington section of the
New York-Chicago Broadway Limited was set up. These trains were combined at Harrisburg,
similar to a through-car arrangement operated by the Pennsylvania Railroad into the late 1960s.
In 1981, Amtrak restored the Capitol Limited by running what had been the Washington section
of the Broadway as a separate train on the current Capitol route east of Pittsburgh, then combined
with the Broadway to Chicago. The two trains were separated entirely in 1986. In 1990, the
Capitol was moved from the former Broadway route through Lima and Fort Wayne to the current
route through Cleveland and Toledo. The Broadway was discontinued in 1995 and replaced by a
New York-Pittsburgh Three Rivers, which ran cars west to Chicago on the Capitol during part of
1996 and then as a separate train to Chicago until 2005. Since then, there has been no direct
service from the Philadelphia area to Chicago (except for the longer, tri-weekly Cardinal). The
New York-Pittsburgh Pennsylvanian has run since 1980 with no route changes.
Amtrak now has three long distance trains between the east coast and Chicago:
 The Capitol Limited – Washington – Pittsburgh – Chicago
 The Lake Shore Limited – New York – Buffalo – Chicago
 The Cardinal – New York – Cincinnati – Chicago
Passengers traveling between New Jersey, Philadelphia/eastern Pennsylvania, and Chicago
must either use the Cardinal, which operates over a very circuitous route between those points,
or change from the New York – Philadelphia – Pittsburgh Pennsylvanian to the Capitol Limited in
Pittsburgh during the night. This is costing Amtrak a significant amount of ridership and
revenue.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
C. Performance Improvement Plan Process
Amtrak’s Product Development Group had previously designed a Performance Improvement
Plan (PIP) Process. This process has been adapted to PRIIA primarily by insuring that it
addresses all specified requirements. It brings together representatives from Amtrak’s
Marketing, Transportation, Mechanical, Finance, Government Affairs, and Policy and
Development Departments, along with the employees who actually operate the trains and their
labor organizations to ensure that the PIP is based on input from everyone with relevant
experience.
The following diagram provides a graphic overview of the process.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
D. Operating Plan
The operating plan proposed in this PIP is to establish through service between
Philadelphia/eastern Pennsylvania and the Midwest by exchanging New York – Chicago cars
between the Capitol Limited and the Pennsylvanian in Pittsburgh. The through cars would
include:



One Viewliner sleeping car
One Amfleet food service car
Two Amfleet II - 59 seat coaches
These would be in addition to a base Pennsylvanian train consist of one P-42 diesel electric
locomotive and two or three coaches. The single food service car would provide all food service
on the Pennsylvanian. West of Pittsburgh, passengers in the New York – Chicago cars would
have access to the Amfleet food service car and the Superliner dining / lounge cars on the
Capitol Limited section serving Washington.
The number and type of cars operated on the Capitol Limited would not change although the
arrangement of cars might be reversed. This is because the New York-Chicago through cars
would be single level due to clearance limitations along the Northeast Corridor whereas the
Superliners operated on the Capitol Limited are bi-level. Superliner transition dormitory cars
have a stairway at one end that allows access between both types of cars. The transition dorm
will need to be positioned for access to the single level part of the train when the combined train
is operating west of Pittsburgh. This may require the order of cars in the train consist to be
reversed from present practice. Local division operating management will make that decision.
Provision of checked baggage service between New York and Pittsburgh is not currently
feasible due to a lack of equipment, but may be possible following delivery of recently-ordered
baggage cars.
E.
Infrastructure Plan
The switching of cars to and from the Pennsylvanian will require a modification to station tracks
in Pittsburgh. This is to provide for a siding with access on both ends. All sidings now have
access for switching only on one end. However Track 1A was formerly configured as needed
for the proposed operation. Amtrak will request Norfolk Southern to reinstall a switch on the
west end to restore the former configuration.
The diagrams below depict the current track and proposed track layout at Pittsburgh. Track 1A
would be the track where the through cars would be placed to be exchanged between the
Capitol Limited and the Pennsylvanian. It requires a switch on both ends so that road crews on
these trains can both set out and pick up the cars without requiring a yard switching locomotive
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
and crew. Track 1A also requires 480 volt ground power. A yard switching locomotive and
crew would be cost prohibitive for the sake of making so few moves every 24 hours.
Current Configuration
Current PGH Configuration
Looking Eastbound
Track 2
Proposed Configuration
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
F.
Equipment Assignment, Utilization and Maintenance
Another major consideration in any service change proposal is the effect that change would
have on the number of cars and locomotives required. The through car service outlined in this
PIP would require three sets of equipment to support the proposed service between New York
and Chicago. The total additional equipment required is as follows:



Three Viewliner sleepers
Two Amfleet II - 59 seat coach cars
One Amfleet food service car
The following table details the single level equipment requirements for the new through
service. Note that there is no change in equipment required for the Capitol Limited.
Number of Sets
Car Type
Amfleet I Business Class
Amfleet Food Service
Amfleet II Coach
Amfleet I Coach
Viewliner Sleeper
Current
Pennsylvanian
Total Cars
2
1
1
3
1
0
Pennsylvanian
2
Plan
Through Cars
3
Total Cars
1
0
1
1
0
0
1
2
0
1
2
3
8
2
3
2
2
6
2
0
Capitol Limited at Point of Rocks, MD
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Add'l
Equipment
Needs
for Through
Service
0
1
2
0
3
Capitol Limited
PRIIA Section 210 Performance Improvement Plan
G. Schedule, On Time Performance and Route Improvements
The essence of this PIP is a route improvement, specifically the introduction of direct service
between the Midwest, eastern Pennsylvania, and points in New Jersey achieved by operating
through Chicago - New York cars on the Capitol Limited and the Pennsylvanian east of
Pittsburgh. The introduction of a one-seat ride will mitigate a significant deterrent to travel on
Amtrak between these points and is expected to add over 20,000 passengers annually.
Except for the addition of 15-20 minutes at Pittsburgh for switching cars, the proposed PIP
requires essentially no change to the current schedules of either the Capitol Limited or the
Pennsylvanian. Although maintaining the current Pennsylvanian schedule results in longer dwell
times at Pittsburgh for the through New York-Chicago cars, preserving the current schedule
times between Pittsburgh and New York is important because the Pennsylvanian is a corridor
service that serves local markets between these points. The present and recommended future
schedule for the Capitol Limited is shown below; the future schedule includes the additional time
in Pittsburgh.
Current
Future
Current
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Future
Capitol Limited
PRIIA Section 210 Performance Improvement Plan
The
schedule
of
the
Pennsylvanian is shown to the
right. There will be nothing
different for riders traveling
locally between Pittsburgh,
Philadelphia and New York.
However, train and engine
crews will have slightly longer
time on the job for switching
at Pittsburgh.
Since the current Sunday
schedule for the Pennsylvanian
is
designed
to
serve
passengers returning from
weekend trips, the Sunday
layover to train 44 is not
addressed in this plan.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
The PIP is not expected to directly improve on-time performance. In fact, the introduction of
enroute switching will add a new challenge. However, Amtrak successfully performs enroute
switching elsewhere, for example, splitting and combining the Seattle and Portland sections of
the Empire Builder at Spokane WA.
H. On Board Service Plan
The Capitol Limited will maintain its current food and beverage service for both coach and
sleeping car passengers. This includes dining and lounge cars. The Capitol Limited team
conducted a thorough evaluation of the existing food service and menu. Working in
cooperation with Amtrak’s commissary management group and food supply vendor, a more
appropriate menu has been developed. It will be introduced as soon as possible. Additionally,
current diner/lounge cars with limited seating capacity would be replaced by full dining cars as
soon as they can be made available from another assignment. This greater seating capacity will
generate increased food and beverage revenue on the train, and would make it possible to
increase revenues by adding an additional sleeping car if equipment becomes available due to
the proposed restructuring of the Sunset Limited / Texas Eagle service.
On board service crews on the through service would be assigned to work between New York
and Chicago (instead of Pittsburgh) from their present New York crew base. On board staffing
for through service will require:



One sleeping car attendant
One service attendant for through coaches
One lead service attendant in the Amfleet food service car, extending the current New
York – Pittsburgh assignment to Chicago.
Between Pittsburgh and New York, where a full dining car will not be available, tray meal
service (similar to that provided on the Boston section of the Lake Shore Limited) will be provided
to sleeping car customers.
I.
Station Service Plan
Pittsburgh – The layover of cars switched between the Capitol Limited and Pennsylvanian at
Pittsburgh will require a safe crossing between Track 1A and the station building. Amtrak will
work with its own staff and Norfolk Southern to achieve this.
South Bend – Based on the initial state of good repair and ADA work that was proposed for
Elkhart and South Bend stations, the team suggested that Amtrak should study potential longterm station facility replacement options. This suggestion was forwarded to Amtrak’s Policy
and Development department which conducted an initial station survey and concluded that a
more detailed alternatives analysis would be required to explore and evaluate all reasonable
alternatives, associated costs, and any potential benefits to passengers, Amtrak, and
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
communities. Policy and Development further concluded that immediate work required for
compliance with the ADA would continue for the short-term and that any state of good repair
work would be deferred pending the results of the alternatives analysis. The development of
the project scope and schedule will be determined by the availability of future funding.
Alliance, Ohio – The team investigated complaints about a walkway that needs repair. Amtrak
will work with the city and the host railroad to resolve this issue. Amtrak also plans to install a
new enclosed shelter, ADA-compliant platform, and paved accessible parking.
Cleveland, Ohio – Based upon consultation with the Cleveland station staff and Amtrak’s Police
and Security Department, it was determined that a video surveillance system is desirable at
Cleveland. This would be similar to the current system in South Bend.
Connellsville, Pennsylvania – Amtrak plans construction of a station shelter and the community
is planning improvements around the station.
Harpers Ferry, West Virginia – Amtrak has completed a design for ADA compliant platforms.
Station Cleanliness – The team reviewed complaints about smoking debris at stations along the
route. Complaints were specifically noted at stations that are designated “smoking stops” for
passengers. Refuse bins will be placed at Cumberland, Cleveland, Toledo, and South Bend.
Other initiatives – There are other efforts to improve overall station service. Among those
efforts are:
 Better station signage and station information display especially at unstaffed
locations
 Coordination with highway departments and communities to mark routes to
stations
 Sale of Amtrak merchandise at staffed stations
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
J.
Marketing Plan
The introduction of through service between Chicago and New York connects four of the top 20
population centers in the United States (New York / Philadelphia / Washington DC / Chicago)
with Pittsburgh, Cleveland, Toledo, and South Bend plus other communities in between. As
part of the PIP plan, Amtrak will identify opportunities and review existing programs.
Advertising
Amtrak will advertise the Capitol Limited in various media throughout the region. The key
target markets will be: Chicago, Cleveland, Pittsburgh, and Washington DC. Assuming
national television, the markets of Chicago and Washington DC will have an Amtrak branded
spot that will promote the everyday low fares along the route of the Capitol Limited. There are
a multitude of regional and local publications that will be utilized to advertise the benefits of
train travel on the Capitol Limited. In addition, the Amtrak.com database and social media
tools such as Facebook and Twitter will promote the benefits of riding on Amtrak.
Price
Along with revenue management, the fare structure will be assessed to ensure that Amtrak is at
the optimal fare structure.
The evaluation will include both the coaches and the
accommodations. In addition, special pricing will be promoted online to encourage travel for
the weak segments of the train. (i.e., Ohio markets). These fares will be promoted on
Amtrak.com and through targeted regionalized messages on the home page of Amtrak.com.
Promotions
Amtrak will continue to work with the partners along the route to encourage train travel.
Amtrak will work with the local sports partners (i.e. Cleveland Gladiators in Ohio), local events
(i.e. Rock and Roll Hall of Fame) and local CVBs (i.e. Toledo CVB). In addition to local efforts,
Amtrak will sponsor a spring online radio promotion to encourage travel on the Capitol
Limited. Amtrak Guest Rewards will promote the train by offering special bonus offers to those
who travel on that train and will promote the train in various communications. Amtrak
Vacations will create packages that are specifically focused on the Capitol Limited. In an effort
to reach the younger segment, Amtrak will showcase the Capitol Limited through both Student
Advantage and the International Students Identity Card (ISIC).
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
Travel Partners
Amtrak will continue to work and review our programs with the National Accounts and tour
operators to promote the Capitol Limited. There will be a special offer that will be created for
all the National travel agency partners. Amtrak will target with our tour operators and offer
special fares on promoting the Capitol Limited.
Travel/ Trade Shows
Amtrak will continue to exhibit at travel and trade shows and promote the Capitol Limited.
Amtrak participates in both consumer (i.e. AARP) and trade (i.e. NBTA) shows and in all
instances, the Capitol Limited will be promoted.
Capitol Limited at Harpers Ferry, WV
- 19 -
Capitol Limited
PRIIA Section 210 Performance Improvement Plan
IV. Financial Analysis
The following table highlights the incremental ridership and financial changes Amtrak will
realize from the new service. The net financial impact is a $0.7 million increase or about 0.15%
of Amtrak’s Federal operating subsidy. In return for this outlay, the Capitol Limited will serve
over 20,000 more riders resulting in improvements to the PRIIA metrics of loss per passengermile and passenger miles per train mile. In addition, cost recovery will rise from 47 percent to
51 percent.
Appendix B provides further details in the financial changes.
Capitol Limited
$19.0
($40.1)
($21.1)
New York
Through Car
Service Plan
Impact
$3.9
($4.6)
($0.7)
219.2
107.5
557.0
20.4
18.8
-
Capitol Limited
(FY10)
Total Revenue ($ millions)
Total Base + Incremental Direct Costs ($ millions)
Loss ($m)
Annual Ridership (000s)
Passenger Miles (m)
Train Miles (000s)
Cost Recovery Ratio
Loss / Passenger Mile
Pass Miles / Train Mile
Improvement
47%
($0.20)
193.0
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New Capitol
Limited Service
Change
$22.9
($44.7)
($21.8)
+ 21%
+ 11%
+ 3%
239.6
126.3
557.0
+ 9%
+ 17%
-
51%
($0.17)
226.8
+ 4 pts.
+ 15%
+ 17%
Capitol Limited
PRIIA Section 210 Performance Improvement Plan
V.
Implementation
Amtrak will begin development of an implementation plan in early FY11. The plan will
address each requirement specified in this PIP. The following paragraphs summarize what will
be done.
Host Railroads
Norfolk Southern concurrence for infrastructure changes and installation of a switch at
Pittsburgh must be complete before through service can be implemented. Amtrak’s Host
Railroad Group has submitted a request to the NS and will negotiate required agreements.
Implementation assumes that related capital costs will be reasonable.
Staffing
Amtrak’s Mid Atlantic and Central Divisions will provide training for crews to switch cars
between the Capitol Limited and Pennsylvanian at Pittsburgh. Additional on board service
personnel will be hired and trained by the Northeast Division for new sleeping car service and
extended café and coach service to Chicago. Amtrak will need several months to recruit and
train new personnel.
Equipment
The source of cars for the shared equipment may be difficult. Amtrak is in the process of
acquiring new equipment that would satisfy part of this need. This equipment is scheduled for
delivery in FY12. Until Amtrak receives the new equipment, Amtrak’s implementation plan
will include an option for temporary reassignment of existing equipment as an interim measure.
The implementation of the new service is dependent on these three critical elements. Once
Amtrak explores these elements further, it will produce a detailed timeline for the
implementation of the new service.
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
VI. Appendix A – PRIIA Section 207 Metrics
Section 207 Metrics
Financial/Operating
Short-term avoidable operating cost recovery
Fully allocated operating cost recovery
Long-term avoidable operating loss per passenger-mile
Adjusted loss per passenger-mile
Passenger-miles per train-mile
Standard
Reported by
Comment
Route
Route
Route
System
Route
Continuous Year Over Year
Improvement on an 8 quarter
moving average
Route
Equal to or better than the average
effective speed during FY08
Excludes capital charges
Reported with and without State subsidey included in revenue
On-Time Performance and Train Delays
OTP (All tests must be met to pass OTP standard)
Change in "Effective Speed"
Endpoint OTP*
Acela
Other NEC routes
Other corridor routes
Long distance
All Stations OTP*
Acela
Other NEC routes
Other corridor routes
Long distance
Train Delays - Off NEC
Amtrak-responsible delays per 10,000 train-miles
Host-responsible delays per 10,000 train-miles
Train Delays - On NEC Only
Acela
Other NEC routes
Route
Route
FY10
90%
85%
80%
80%
FY10
90%
85%
80%
80%
FY14
95%
90%
90%
85%
FY14
95%
90%
90%
85%
Route
Route, Host
325 minutes / 10,000 train-miles
900 minutes / 10,000 train-miles
Route, Host
265 minutes / 10,000 train-miles
475 minutes / 10,000 train-miles
Applies for each rolling four-quarter period.
Begins FY12, but must be published immediately
Other Service Quality
CSI - Percent of Passengers "Very Satisfied" with:
Overall service
Amtrak personnel
Information given
On-board comfort
On-board cleanliness
On-board food service
Overall station experience
Overall sleeping car experience
For Information Only
Equipment-caused service Interruptions / 10,000 train-miles
Passenger comment data by category / business line
Route
FY10
82%
FY14
90%
80%
90%
tbd
future metric
Route
-
-
Type of Route
-
-
No standard proposed; Intended to reflect objectively the quality of
mechanical maintenance as perceived by the passenger
No standard proposed; Presented as supplementary information
Long Distance
Route
-
-
No standard possible, improvement could require network changes
Route, System
-
-
No standard possible, improvement could require network changes
tbd
-
-
Future
Public Benefits
Connectivity: % of passengers connecting to/from other routes
Availability of other modes: % of passengers-trips to/from
underserved communities
Energy-saving and environmental measures
<251 miles
All Routes,
exc. Acela
Acela
- 22 -
*OTP (Maximum Minutes of Delay for "On Time Arrival")
All Stations
Endpoint
251-350
351-450
451-550
All
>551 miles
miles
miles
miles
Trip Lengths
10
15
20
25
30
15
10
na
na
10
na
10
Capitol Limited
PRIIA Section 210 Performance Improvement Plan
VII. Appendix B: Financials and Expense Description
New York
New Capitol
Through Car
Limited
Service Plan
Service
Impact
Capitol
Limited
(FY10)
REVENUES ($ millions)
Ticket Revenue
Food and Beverage
Total Revenue
18.0
1.0
19.0
3.4
0.5
3.9
21.4
1.5
22.9
EXPENSES ($ millions)
Host Railroad
Fuel
T&E (Labor & Support)
OBS (Labor & Support)
Commissary (F&B)
Yard Ops
Operations Management
Maintenance of Equipment
Stations
Amtrak Maintenance of Way
Sales and Marketing
Commissions
Insurance
Passenger Inconvenience
Police, Environmental, and Safety
General & Administrative
Total - Direct and Shared Costs
1.6
3.0
4.9
4.6
2.2
0.9
1.2
10.9
2.7
0.4
2.1
0.5
0.7
0.2
0.6
3.8
40.1
0.8
2.0
0.9
0.2
0.5
0.1
4.6
1.6
3.8
4.9
6.6
3.1
1.1
1.2
11.4
2.7
0.4
2.1
0.6
0.7
0.2
0.6
3.8
44.7
(21.1)
(0.7)
(21.8)
Core Contribution/(Loss)
STATISTICS
Total Riders (000s)
Total Passenger Miles (millions)
Total Train Miles (000s)
PRIIA Section 207 Metrics
Cost Recovery
Loss per Passenger Mile
Passenger Miles per Train Mile
219.2
107.5
557
20.4
18.8
-
239.6
126.3
557
Change
9%
17%
-
Capitol
Limited
(FY10)
New Capitol
Limited
Service
Change
47%
($0.20)
193.0
51%
($0.17)
226.8
+ 4 pts.
+ 15%
+ 17%
Improvement
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Capitol Limited
PRIIA Section 210 Performance Improvement Plan
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