Amtrak ridership data for April was released this past week and it showed a sharp plunge compared with a year ago.
In April 2020 Amtrak handled 120,000 passengers compared to 2.7 million who rode in April 2019.
The ridership drop is attributed largely to the COVID-19 pandemic.
The Northeast Corridor handled 19,000 passengers, a drop of 97.5 percent from a year earlier. It was the steepest ridership plunge system wide on a percentage basis.
Amtrak lost 87 percent of its passengers on the San Joaquin route in California.
Ridership of state-funded corridors fell 96 percent while the long-distance trains saw ridership fall 86.8 percent.
Year-to-date ridership is down 21 percent and revenues has fallen by 19 percent.
Amtrak expects those figures to grow and they might have been larger than they were but for strong ridership and revenue performances earlier in the year before social distancing measures were imposed.
In a related matter, the Amtrak vice president who oversees long-distance trains said the use of prepackaged meals for sleeper class passengers on Western trains will continue for at least another month.
Larry Chestler told the Rail Passengers Association that Amtrak has begun to see some early signs of recovery on many routes.
However, he cited safety and continued lagging ridership for waiting to restore traditional dining car service to the Western trains.
Chestler said the carrier will evaluate ridership data in late June and determine at that time whether to restore traditional dining car service.
The prepackaged meals have been served to sleeper class passengers on Eastern long-distance trains since June 2019 and were extended to all of those trains last October.
Although the long-distance trains have seen steep ridership drops, Chestler said those declines have been smaller than on other routes.
A recent rise in bookings for long-distance trains have given Amtrak some hope that higher demand is coming, Chestler said.
“Whether that means there’s more demand for summer it’s too soon to say,” he said.
In particular, bookings are trending upward for Coast Starlight and Southwest Chief with some growth also starting to show for the California Zephyr and Empire Builder.
Chestler said bookings are coming back “from the bottom of the bottom,” which Amtrak reached during the period of mid April to early May when it averaged 3,000 passengers a day nationwide.
Since then Amtrak ridership has doubled that, but it’s still well below what it would otherwise be at this time of year.
Some of the ridership of long-distance trains has occurred in regions where corridor trains have been suspended or reduced in frequency.
An example would be the Empire Builder between Chicago and Milwaukee where Hiawatha Service was suspended in favor of a once a day Thruway bus.
Before the pandemic, Amtrak operated seven daily roundtrips between Chicago and Milwaukee.
Chestler said Amtrak management considered continuing into the summer the reduced consists that began operating during the pandemic.
But management elected to move from what he termed “a kind of quasi-minimum” to restoring capacity for the summer.
“Had we reduced to the May levels [for the summer] we would have had a number of trains where we would have been essentially sold out already” in coach, Chestler said.
That doesn’t mean all of the seats would have been occupied because Amtrak for now is selling only half of the capacity of each coach assigned to a train in order to maintain social distancing.
“On the [Southwest] Chief and the [California] Zephyr and the [Empire] Builder there’s more sleepers [and] typically one more coach,” he said.
“We’ve balanced the use of baggage coaches and other kinds of cars to put an appropriate amount of capacity” in place “to capture demand signals from customers,” Chestler said.
Amtrak management is mindful that reducing capacity also could dampen the return of demand because the seats aren’t available.
