WASHINGTON — Amtrak spent $4.5 billion on infrastructure projects in fiscal 2024, along with setting ridership and revenue records, the company said today.
Trains News Wire previously provided analysis on the fiscal 2024 results (see “Amtrak notches ridership and revenue record …,” Trains News Wire, Nov. 25, 2024), but the company’s announcement highlights the overall numbers — 32.8 million customer trips, up 15% from fiscal 2023; $2.5 billion in ticket revenue, up 9% from the previous year, and $3.6 billion in total operating revenue, up 7%.
“Breaking our ridership record is just the beginning,” Amtrak CEO Stephen Gardner said in a press release. “This record ridership shows that travelers throughout the U.S. want efficient travel options, and we are committed to meeting that demand. Through bold investments, strong partnerships with states and host railroads, and dedicated planning, we are doubling down on our vision to connect more people and communities like never before.”
The company also pointed to efforts to upgrade its equipment fleet, with a request for proposals for new long-distance equipment, some 82% of current long-distance rolling stock having undergone a refresh, and the ongoing construction of the new Airo trainsets, expected to enter service in 2026.
“We are modernizing our network and fleet so we can make every journey with Amtrak world class,” Amtrak President Roger Harris “As we build for the future, our investments in new equipment, expanded service, and critical infrastructure will continue to elevate the experience from coast to coast.”
Notable points from the company’s fiscal year summary include:
— The addition of 1 million seats in Northeast Regional capacity, with a 20% increase in service on weekdays and 10% on weekends.
— Completion of qualification testing on the next generation of Acela trainsets, with more than 900 test runs covering more than 90,000 miles. Test results will be submitted to the Federal Railroad Adminstration soon, Amtrak said.
— Major tunnel infrastructure activity of note includes the start of preliminary work on the East River Tunnel rehabilitation; the start of the Hudson Tunnel project in New Jersey and the Hudson Yards Concrete Casing project for the tunnel in New York; and the beginning of demolition for the Frederick Douglass Tunnel in Baltimore, which will replace the 151-year-old B&P Tunnel.
— Advance of the Portal North Bridge project led by NJ Transit to 70% completion; groundbreaking on the Connecticut River Bridge; pre-construction work and the award of three major contracts for the Susquehanna River Bridge in Maryland.
— Some $155 million in station accessibility projects, bringing the total of 124 stations that are fully compliant with the Americans with Disabilities Act and 67 more that are accessible.
The results arrive just ahead of Amtrak’s annual public board meeting, to be held Wednesday, Dec. 4, in Seattle. Trains News Wire will provide coverage of that event.
I believe it unlikely Amtrak will survive the next two years in the political climate that will exist. It would make sense for a multi-State Compact to take over the NEC, and for other States to do bi-State or multi-State compacts to produce the service they want, including potentially subsidizing the freight railroads to provide service. It would be interesting to see what the pricing would be to build new versions of the best 1950’s cars (but with HEP and retention toilets) rather than derivations of the delicate and expensive European designs we are stuck with when Budd and Pullman exited due to lack of demand. The European builders are accustomed to delivering to customers on their home continent whose tolerance for fussy engineering and years-long delivery delays and failures to meet contract specs are notorious. Our standard freight locomotives can easily be adapted to HEP. The tourist-train industry can take care of that market.
Yes, they spent a lot of money but it seems that 90% ended up on the NEC.
Amtrak looking a lot like when they took over from the private railroads. Worn out equipment. Only bought 50 dorm or dinner cars in last 30 years. No new Superliners. Need to buy 1500 cars to replace existing fleet. If they want to expand routes they probably need another 1000 to 1600 additional cars. Also need to purchase more and “BETTER” long distance locomotives. 35 year old GE Genesis locomotives more reliable than the new Siemens Charger units.
It seems as if someone who rides amtrak on aproximately five trips this year would be thankful they have the opportunity to choose their means of trave. The nightmare of Atlanta’s airport should be a reason to avoid the experience if one can arrive by train. All the number crunchers are constantly demeaning Amtrak and it’s government subsidies but rarely give airline statistics. Let Amtrak grow into a rail passenger system we can be proud of instead of constant complaints. It CAN and SHOULD happen hopefully sooner rather than later. I think many more people would ride the train if it’s an alternate means of transportation. More frequency of long distance passenger service would be an excellent alternative for those of us lucky enough to have that choice. Kudos Amtrak for the service you provide given the system you inherited to work with.
Why has Amtrak publicized the comparison of revenue passenger miles especially the NEC? It does publish passenger miles for 2024 but conveniently leaves out 2023. My link to the 2023 figures no longer lists that number. Anyone?? The percentage change figures will be interesting. Statement the number of riders up 15% but ticket revenue up 9% would at first blush indicate shorter total average rider distance especially fares maybe were somewhat higher (?) in 2024 than 2023. But the real measure is a breakdown of each route and service especially the NEC.
Then the statement of adding 1M seats on NEC is meaning less. What time line is that for? Have no idea. How many more seats on the other 2 services? Regional and LD?
Then statement finished quals on AX-2s. So, when is approval forthcoming by FRA. The AX-2s are still limited to 90 MPH except for test tuns. Test results not submitted yet. Why? Maybe there will be announcements at the BOD meeting tomorrow Wednesday at Seattle?
Addendum: The new BOD members have not been approved by the Senate yet. Question does That leaves management somewhat on its own for another year for the new members imput?
A lot more taxpayer $$$ have went into aviation to get it to where it is today. Federal & state govts always refer to this as a “partnership” & an “investment”. The Govt undermined the private RR’s passenger & freight operations by using taxpayer $$$ to create & benefit their competition which came close to putting them out of business. There was never any offer to help the RR’s compete with the Govt created competition they knew it was going to devastate the industry. Even today the paltry sums they give out for passenger & freight improvement is a joke compared to how they continue to give huge sums of taxpayer (often non users) dollars to SUBSIDIZE aviation & Hwys with no regard to the uproar of the deficit. Get the Feds out of the transportation business privatize it all. User pays full cost then we’ll see a what a level playing field develops.
I’m surprised that 32.8M riders is a record, as Amtrak has carried approximately that number as long as I remember. Considering round trips, on up to frequent or daily riders, 32.8M represents a tiny portion of the population. If every single one of those riders were a different person it would be less than ten percent of the population.
For example, I have ridden Amtrak five times this year (two round trips, and a one-way). So if I’m typical, we are down to 6.6 million riders, or 2% of the population.
By contrast, the Atlanta airport has 104M passengers — that’s head count, long before you aggregate to passenger-miles.
With all respect to Amtrak’s few successes such as the Hiawatha/ Boring Alice, 32.8M riders is chickenfeed.
From comments in the linked analysis article, it’s a record *in comparison to 2019*.
To your point on the Borealis, the successes may be few but it is proof positive that riders will show up for increased service frequency (and that class 1’s need to cooperate)
Would it not be nice if they could add more cars so those of us who would like to travel by train could get a reasonable price on a sleeping car reservation.
To see how far AMTRAK has fallen, just compare the consist in a picture of a decades old City of New Orleans in the most recent Trains with the puny consists AMTRAK inflicts today on its long distance passengers.
Yes it would. But current Amtrak Management is NOT interested in long-distance, over-night passenger trains! They’re only focused on operating short-distance corridor and regional trains. The article above is further proof of their mentality (“addition of 1 million seats in Northeast Regional capacity, with a 20% increase in service on weekdays and 10% on weekends”). Amtrak’s existing long-distance trains rarely ever see any additional coaches or sleepers added, not even for peak holidays.
Amtrak’s charter should be changed to make it a corridor/regional passenger train carrier ONLY. The long-distance passenger train concept should be modified to somewhat mimic the FAA airline system, whereby the Federal Railroad Administration (FRA), would: (1) fund the construction/operation of all train stations on long-distance routes, (2) provide funding for long-distance rail route infrastructure/capacity improvements, (3) operate a centralized, nationwide reservation system, (4) provide support for freight railroads and other companies (Brightline, Rocky Mountaineer, etc.) to develop and expand a long-distance passenger train network. A system could be designed to truly focus on connections, convenience and on-board services to dramatically build new and repeat ridership. The U.S. deserves real, modern-day, long-distance passenger train service. Regrettably, current Amtrak management isn’t interested and doesn’t have the expertise to even try to improve their few long-distance trains.
our country needs long distance overnight amtrak passenger trains without them people will never be able to sleep, eat, and see the country by rail