Passenger Trains > Acela utilization?

There's been some discussion on other threads about how well utilized the Acela train sets are.

For example, how many train sets are routinely held in reserve, as back ups? At one time, it was half the fleet, but I understand it's now down to 4 sets.

How many train sets are in maintenance at any given point? This is necessary, but how long are they off the road?

What's the turn around and re-provisioning interval in NY, DC, BOS? I know the terminating trains in NY go out to Sunnyside for cleaning, food reload, toilet pumping, etc. Is this a four hour turn, three hour turn, etc and how does this differ from the time in DC or BOS?

In use, these trains can pull down a dollar to $1.50 per mile fares in business class, and $2.50 per passenger mile in first class.The quicker the turn, the more turns it can make during a day.

Lackawanna484 Wrote:
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> For example, how many train sets are routinely
> held in reserve, as back ups? At one time, it was
> half the fleet, but I understand it's now down to 4 sets.

16 sets are used every day, leaving 4 for maintenance/back-up.

> What's the turn around and re-provisioning
> interval in NY, DC, BOS? I know the terminating
> trains in NY go out to Sunnyside for cleaning,
> food reload, toilet pumping, etc. Is this a four
> hour turn, three hour turn, etc and how does this
> differ from the time in DC or BOS?

16 sets are used daily, 4 out of NYC, and 6 each out of DC and Boston. There are 15 train starts from DC, 10 from Boston, and 7 from NYC. This suggests in my mind that the two reserve sets are in DC and Boston, and two sets are out for FRA inspections or maintenance.

Typical turn times are 2 hours in DC, 3 hours in NYC, and 3 hours in Boston.

Equipment manipulations are as follows:
3 trains Boston-DC-Boston
2 trains Boston-DC
1 train Boston-DC-NYC
1 train NYC-Boston-DC
1 train NYC-DC-NYC-DC
2 trains NYC-DC-Boston
2 trains DC-Boston-DC
2 trains DC-NYC-DC-NYC
1 train DC-Boston-NYC
1 train DC- Boston

Acela runs 50 segments per day (either DC-NYC or NYC-Boston), so the average trainset in service is only running three segments, which is the same as achieved by the Metroliners. I don't think thatis good enough.

Acela makes a trip in 6.5 hours. If we assumed a 30 minute pad for schedule and an ability to turn a train in one hour of servicing, we should be able to run 16 trains in 16 round trips, providing hourly service from 5a to 8p from each city. There would be 7 originations from NYC, 4 from DC, and 5 from Boston. It would probably be worthwhile to move one NYC origination in each direction to New Haven and Philadelphia, which would provide pre-noon arrivals in DC from CT, and in Boston from Philadelphia and NJ. These trains could be provided by extending the 9p arrivals in NYC to those cities for overnight layover.

Many more opportunities open up if the 2:15 DC-NYC and 3:00 NYC-Boston times can be met via improvements, as this would cut running time to 5:30 each way and restore 2+ hours for midday servicing

abyler Wrote:
-------------------------------------------------------
> Lackawanna484 Wrote:
> --------------------------------------------------
> -----
> > For example, how many train sets are routinely
> > held in reserve, as back ups? At one time, it
> was
> > half the fleet, but I understand it's now down
> to 4 sets.
>
> 16 sets are used every day, leaving 4 for
> maintenance/back-up.
>
> > What's the turn around and re-provisioning
> > interval in NY, DC, BOS? I know the terminating
> > trains in NY go out to Sunnyside for cleaning,
> > food reload, toilet pumping, etc. Is this a
> four
> > hour turn, three hour turn, etc and how does
> this
> > differ from the time in DC or BOS?
>
> 16 sets are used daily, 4 out of NYC, and 6 each
> out of DC and Boston. There are 15 train starts
> from DC, 10 from Boston, and 7 from NYC. This
> suggests in my mind that the two reserve sets are
> in DC and Boston, and two sets are out for FRA
> inspections or maintenance.
>
> Typical turn times are 2 hours in DC, 3 hours in
> NYC, and 3 hours in Boston.
>
> Equipment manipulations are as follows:
> 3 trains Boston-DC-Boston
> 2 trains Boston-DC
> 1 train Boston-DC-NYC
> 1 train NYC-Boston-DC
> 1 train NYC-DC-NYC-DC
> 2 trains NYC-DC-Boston
> 2 trains DC-Boston-DC
> 2 trains DC-NYC-DC-NYC
> 1 train DC-Boston-NYC
> 1 train DC- Boston
>
> Acela runs 50 segments per day (either DC-NYC or
> NYC-Boston), so the average trainset in service is
> only running three segments, which is the same as
> achieved by the Metroliners. I don't think thatis
> good enough.
>
> Acela makes a trip in 6.5 hours. If we assumed a
> 30 minute pad for schedule and an ability to turn
> a train in one hour of servicing, we should be
> able to run 16 trains in 16 round trips, providing
> hourly service from 5a to 8p from each city.
> There would be 7 originations from NYC, 4 from DC,
> and 5 from Boston. It would probably be
> worthwhile to move one NYC origination in each
> direction to New Haven and Philadelphia, which
> would provide pre-noon arrivals in DC from CT, and
> in Boston from Philadelphia and NJ. These trains
> could be provided by extending the 9p arrivals in
> NYC to those cities for overnight layover.
>
> Many more opportunities open up if the 2:15 DC-NYC
> and 3:00 NYC-Boston times can be met via
> improvements, as this would cut running time to
> 5:30 each way and restore 2+ hours for midday
> servicing

One big reason why business travelers flock to Acela is that there is a high probability that the train you count on will run as expected. If this requires leaving a few extra trainsets in reserve I think that may be a wise business decision.

While the statistics quoted are in effect at present, they were made possible by a change in maintenance procedures (formerly Amtrak and Bombardier had to keep seven trainsets in reserve to back up the trains in service), adopting Reliability Centered Maintenance for the servicing of Acela equipment.

However Amtrak CEO Boardman has cancelled the RCM program, and as a result, the manager in charge of RCM has applied to take the company's early buyout.

GenePoon Wrote:
-------------------------------------------------------
> While the statistics quoted are in effect at
> present, they were made possible by a change in
> maintenance procedures (formerly Amtrak and
> Bombardier had to keep seven trainsets in reserve
> to back up the trains in service), adopting
> Reliability Centered Maintenance for the servicing
> of Acela equipment.
>
> However Amtrak CEO Boardman has cancelled the RCM
> program, and as a result, the manager in charge of
> RCM has applied to take the company's early
> buyout.

Could someone please explain the RCM system? Was/Is it perhaps a "Fix it before it breaks" concept?

Thanks,
Keith

kyounger Wrote:
-------------------------------------------------------
> GenePoon Wrote:
> --------------------------------------------------
> -----
> > While the statistics quoted are in effect at
> > present, they were made possible by a change in
> > maintenance procedures (formerly Amtrak and
> > Bombardier had to keep seven trainsets in
> reserve
> > to back up the trains in service), adopting
> > Reliability Centered Maintenance for the
> servicing
> > of Acela equipment.
> >
> > However Amtrak CEO Boardman has cancelled the
> RCM
> > program, and as a result, the manager in charge
> of
> > RCM has applied to take the company's early
> > buyout.
>
> Could someone please explain the RCM system?
> Was/Is it perhaps a "Fix it before it breaks"
> concept?
>
> Thanks,
> Keith

Yes. It's easier to replace something in the shop before it breaks than out on the road with 600 passengers freezing their butts off.

http://www.ehow.com/facts_7889243_reliability-centered-maintenance-training.html

The package is widely used in the chemical industry, refineries, the military, aviation, and other businesses where delays or cancellations are unacceptable.

Could they apply this type of utilization to the Viewliner fleet? Granted it, Warrington likely ran thing to the extreme - everything that could run did in order to garner revenue for Amtrak's "self sufficiency" - while Gunn started to float the "39 only" for Viewliner revenue service, which put 11 Viewliners in reserve. Course Gunn was also not a fan of the Viewliners and I think would have found a way to keep the Heritage sleepers running if he could have. But the revenue Heritage sleeper fleet had already been withdrawn from service. Quite frankly, with 11 Viewliners that Amtrak does have in "reserve," I am surprised that the Viewliner are in what I would consider - "poor shape." Recent travels in the East and Midwest revealed more to be desired with the Viewliner sleepers I experienced or "passed through." They certainly have not "aged" well, despite various interior and mechanical overhauls.

jp1822 Wrote:
-------------------------------------------------------
> Could they apply this type of utilization to the
> Viewliner fleet? Granted it, Warrington likely ran
> thing to the extreme - everything that could run
> did in order to garner revenue for Amtrak's "self
> sufficiency" - while Gunn started to float the "39
> only" for Viewliner revenue service, which put 11
> in "reserve,"

They do. 16/20=80%.

39/50=78%.

39 only because you can't add one car to a trainwith 3 or 4 trainsets.

Its not 11 in reserve. Its 11 in reserve or FRA inspection or maintenance. That is pretty reasonable.