Posts about Intercity Buses

Transit

Why isn't an Amtrak ticket cheaper in the Northeast?

by Malcolm Kenton   •   August 22, 2011 2:45 pm

Many DC-area residents would prefer to travel by train rather than by bus to other Northeastern cities, but some often find tickets too expensive. There are several reasons for higher fares, and a primary reason is simple economics.

Photo by tracktwentynine on Flickr.

The train is faster, statistically safer, and more comfortable—additionally, trains have greater energy efficiency and smaller carbon footprint. But many opt for curbside carriers like Bolt Bus and Megabus because they charge, at most, half what Amtrak's lowest fare is for a round-trip from DC.

There are three main factors that cause Amtrak's fares to generally be at least twice the highest competing bus fare:

Supply and demand: Amtrak still manages to fill most of the seats it carries between Washington, New York, and Boston on both on Acela Express and Northeast Regional services. This despite charging fares many consider to be too high. As long as Amtrak is under pressure from Congress to reduce the amount of federal subsidy it requires by maximizing ticket revenue, the railroad has very little incentive for lowering fares, outside of the occasional special promotion.

Besides, if Amtrak is selling almost every seat at its current fare points, there's little economic incentive to lower the fare. Lowering the fare wouldn't sell any more seats since they're selling out already. And it would bring in less revenue.

Capacity: Amtrak simply does not have enough coaches in its fleet to handle the amount of passengers who would want to ride the train if Amtrak fares were comparable to those of curbside buses. Furthermore, there is very little room on the existing railroad to add new trains, particularly at peak hours when tracks leading into New York Penn Station (from New Jersey) are already at capacity with both Amtrak and commuter train traffic.

Giving Amtrak the ability to handle the passenger volume that it could if it were price-competitive with buses would require sustained higher levels of capital investment from the federal government, or from private sector partners, which are absent a strong federal commitment. Unlike highways and aviation, Amtrak lacks a dedicated source of reliable annual funding.

An Amtrak cafe car. Photo by MoDOT on Flickr.

Amenities: Aside from being generally faster (even Northeast Regionals hit top speeds of 125 mph between Washington and New York, while buses never top 80 mph), train travel is generally considered more pleasant than bus travel. Trains offer a smoother ride, more legroom, the ability to get up and walk around while in motion, and on-board food and beverage service. These amenities provide many passengers a justification for paying more than they would to take a bus.

Unlike buses, which operate over highways built and maintained by federal gas tax dollars (along with some general federal and state tax revenue), Amtrak owns its own tracks in the Northeast Corridor and has to bear the full cost of maintaining them, with limited federal assistance. If the bus companies had to pay their full share of highway maintenance, they could not get away with charging the fares they do.

Railroading, by nature, is characterized by high fixed costs. Fixed costs are those that do not vary based on how many people use a good or service (in this case, buy an Amtrak ticket). It will cost Amtrak roughly the same to maintain the tracks, signals and stations on the Northeast Corridor regardless of how many trains run and how many riders use them. Railroad labor costs are also largely fixed. Remarkably, Amtrak nevertheless covers over 80% of its total costs through revenue from passengers, whereas most of the world's passenger train operators fall in the 50% to 60% range.

Despite this, Amtrak trains in the Northeast Corridor actually make an "above-the-rail" profit. Fares bring in enough revenue to pay for operating costs on the Northeast Corridor, though not enough to pay for the maintenance backlog of the corridor.

The need to promote energy efficient travel, lessen highway congestion, and spur the development of walkable, livable communities around train stations are good reasons to encourage greater numbers to use the train instead of flying, driving or taking a bus. Increased federal investment in Amtrak infrastructure and equipment—in the Northeast Corridor and elsewhere—would allow the railroad to increase the frequency, speed and capacity of its trains. This would allow more riders to be carried over the line, thus spreading the fixed costs over more paying passengers, leading to lower fares.

Some form of ongoing public capital investment will be needed to keep the infrastructure and equipment in good shape. Federal funding should come from a dedicated "trust fund" with its own revenue source rather than from a Congressional appropriation, which would make the amount of funding reliable year after year.

If you support higher and more reliable funding for passenger trains as a viable leading choice for intercity travel, join us in the National Association of Railroad Passengers in calling on Congress to fully fund Amtrak and the High-Speed and Intercity Passenger Rail grant program.

Transit

The eternal question: New York via train or bus?

by Dan Malouff   •   August 3, 2010 3:03 pm

What's the best way to get between New York and Washington?

This is worth about $50 to me. Photo by Kynan Tait on Flickr.

It depends how you define "best", of course. Just about everybody knows that the cheapest way to do it is via bus, but cheapest isn't always best.

For the extra price of an Amtrak ticket you get more seating space, nicer and bigger bathrooms, a faster ride (even on the slow train, never mind Acela), the ability to get up and walk around, and a cafe car. Buses these days are pretty nice, but they're not nearly as comfortable as Amtrak.

Just how much extra cash is that comfort worth?

It's usually about $20 one-way on a bus and $100 one-way on Amtrak's Northeast Regional train. For a round trip, that's a difference of $160. If you're traveling with a partner (as I usually am), then that's a round-trip two-person cost difference of $320. I like the cafe car, but not that much. For those prices, I'll take the bus every time.

But what if the price difference were less? How much closer would it have to get for Amtrak to start looking reasonable?

Development

Breakfast links: hardball negotiations

by David Alpert   •   February 13, 2009 8:31 am

Photo by Jake Mates on Flickr.

Vélib not dying: The operator of Paris's extremely successful Vélib bike sharing program is claiming high rates of theft and vandalism. Streetsblog explains that it's a negotiating tactic by private operator JCDecaux to get more money from the city. Don't be surprised if Clear Channel pulls something similar one day regarding SmartBike.

Greenbelt wants zoning control: Prince George's state delegates can't agree on whether to let municipalities make their own land use decisions. Doing so could enable towns to force better quality developments in their borders, but could also start a race to the bottom where towns try to attract big auto-dependent malls right at the edges of town, raising tax revenue while pushing undesirable traffic effects off on the neighboring jurisdiction.

Et tu, Schume? New York's arts organizations are upset with Senator Charles Schumer (D-NY) for voting for Tom Coburn's amendment prohibiting spending stimulus money on casinos, zoos, swimming pools, parks, museums, theaters, art centers, highway beautification projects, and more. Schumer says he didn't read the amendment before voting for it, and though it only applied to casinos and golf courses.

Cleveland Park anti-walkability association: The Cleveland Park Citizens Association is meeting Sunday to consider a resolution on the proposed Wisconsin Giant. Giant supporters point out that CPCA has already filed to be a party in opposition at next Thursday's Zoning Commission hearing, prior to letting members vote on the association's position. Supporters encourage CPCA members to show up and vote against the opposition resolution.

Sorry, Alexandria: There will be no Metro service at or through Pentagon this weekend. Shuttle buses will connect Pentagon City, Pentagon, and L'Enfant Plaza. Track Twenty-Nine has a handy map and more information.

And: GOOD compares the fuel usage of various modes of transportation over the same distances. Bikes win, buses come in second. ... Casey Trees is running a workshop for homeowners to learn how to plant their own trees. Attendees get a free tree. Tip: Lynda. ... Another DC (area) to NYC bus is starting up. This one, TripperBus, will stop in Rosslyn, Bethesda, and midtown Manhattan. Will it take Wisconsin Avenue between the two? If so, might a stop in Georgetown draw a lot of riders?

Transit

Where should the buses go instead?

by David Alpert   •   June 23, 2008 1:59 pm

DCist front-pages some thoughtful comments about the bus loading issue. The one making fun of DC bureaucrats is vapid, but the others make a valuable point: it's good to have the buses load and unload near offices and hotels, in areas with restaurants and shops so the bus riders can patronize the businesses, and in lively streets to give riders a good impression of DC.

Suggestions include taking out a block of parking near Metro Center, or building a bus loading area in the old convention center development. For that matter, if we really need a low-traffic area for the buses, why not use some of that enormous convention center parking lot in the meantime, maybe in the corner near Metro Center at 11th and H?

Where would you put a bus loading zone?

Transit

DC2NY says DDOT rules will kill their business

by David Alpert   •   June 23, 2008 10:44 am

Reader Kevin Ricche, a frequent bus rider to New York, was outraged by DDOT's new rules limiting intercity buses to loading on a single block at L'Enfant Plaza. He contacted DC2NY, the first low-fare bus to offer Wi-Fi Internet access.

Intercity buses loading in Dupont
Circle. Photo by M.V.Jantzen on Flickr.

The owner called Kevin back to say that these rules will put them out of business. According to the owner, DDOT has refused to meet with DC2NY, or to explain what "complaints" prompted these rules. He heard that one other bus company may go under as well.

The rules also prohibit selling tickets curbside, which is a common practice for low-fare carriers. It lets people simply show up and buy a ticket instead of having to go to a ticket office or buy online. And I doubt there are any cheap storefronts to rent at L'Enfant Plaza for bus companies to operate ticket windows.

These rules go much farther than necessary. If noise and traffic complaints are an issue, there are many ways to fix them. We shouldn't be doing this so hastily, without public input. The buses have been operating for a long time—what's the rush?

Worst of all, it's hard to avoid at least the appearance that DDOT is doing this at the behest of another bus company. Greyhound and others pay money to have their own loading facilities, and they would enjoy cutting down this competition. Not being able to buy tickets curbside will favor the established bus companies. Maybe DDOT has good reasons, but we just don't know.

The Council should pass emergency legislation to stay these rules until a real discussion can happen.

Transit

Banishing buses to L'Enfant

by David Alpert   •   June 18, 2008 2:02 pm

DDOT is planning to force all low-cost bus carriers, like Bolt Bus, DC2NY, and the Chinatown buses to stop loading in Chinatown and at various other spots around the city (a few pick up in Dupont Circle), reports the Examiner (via DCist). Instead, all buses will have to load and unload at a special zone at 10th and D Southwest, right by the L'Enfant Metro.

Photo by mattlehrer on Flickr.

This seems like a terrible idea. It sounds like it came from the LOS-watchers within DDOT: "Hmm, these buses are causing a lot of pedestrian congestion and taking up some room on our streets which should be used to move commuters in and out of the city as fast as possible. OK, let's put the buses in an empty part of the city, but one that's near Metro."

Intercity trains are much more energy-efficient than buses, but one advantage of buses is their flexibility. It's good that buses can choose to pick up in areas where there are many customers. Also, the service brings more pedestrian activity to those neighborhoods. At L'Enfant, there's nothing, and people will all just hop on the Metro.

If traffic is a problem, take away some curb parking or a traffic lane. Each of those buses carries as many people as a few blocks full of single passenger vehicles. There are some underutilized streets - how about a loading zone on the very wide F Street by Gallery Place?

Our street network is for the use of all, including buses. Buses aren't something we should move out of the way to speed transportation: they are the transportation. Let's move cars out of the way to make room for the buses.