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What is the failure rate per 100 million miles or other benchmark for the PS40s and PS42s as opposed to the F40s? Hopefully Amtrak will not waste another dollar on long distance trains, especially sleepers and dinners.  Amtrak's long distance trains carry less than 15 per cent of the system's passengers, generate only 22.5 per cent of train revenues, and account for 203 per cent of Amtrak's operating loses before interest, depreciation, and other charges.  They wipe out all of the substantial NEC operating profits.  If Amtrak could rid itself of the long distance trains, it could, with some fare adjustments, probably breakeven or nearly breakeven as a system. Except for a small number of occasions, Amtrak's trains don't operate anywhere near capacity.  The average load factor for the system was 52.3 per cent in FY 2008.  The average load factor for the long distance trains was 58.9 per cent.   The average load factors on three of the most popular western trains (Empire Builder, California Zephyr, and Southwest Chief) were 61.8, 51.4, and 63.1 per cent.  These are well below the average 79.9 per cent load factor enjoyed by the nation's airlines. Proponents of long distance trains claim that it is unfair to compare them to airplanes.  True!  Long distance trains are inefficient and costly compared to commercial aircraft.      Gasoline prices will surely rise.  Outside of a few high density corridors, most Americans will not opt for going by train.  They will choose more fuel efficient airplanes for long distance travel and alternative fueled cars for relatively short trips.  Amtrak should focus the additional monies on the one area where trains are a good business decision; namely, relative short, high density corridors where the cost of expanding highways and airways is prohibitive.
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