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<p>[quote user="schlimm"]</p> <p>[quote user="jclass"]</p> <p>How does the LD subsidy rate compare with the EAS subsidy rate, considering the many small towns and cities these trains serve?</p> <p><a href="http://www.wpxi.com/news/news/local/target-11-investigates-essential-air-service/nSyb3/">http://www.wpxi.com/news/news/local/target-11-investigates-essential-air-service/nSyb3/</a></p> <p><a href="http://www.dot.gov/policy/aviation-policy/small-community-rural-air-service/essential-air-service">http://www.dot.gov/policy/aviation-policy/small-community-rural-air-service/essential-air-service</a></p> <div style="clear:both;">[/quote]</div> <div style="clear:both;"></div> <div style="clear:both;">It would be helpful if the reports gave the passenger miles flown along with the total subsidy of $225 million for EAS (which does NOT include the subsidy from ATC appotioned to these ~120 routes) so we could compare that number with the subsidy per passenger mile for Amrak LD services, especially on a route basis.  <br /><br />Contrary to the abrupt dismissal of V. Payne's information posted above, an accurate comparison of the true subsidies, including cross-subsidies, between road, air and rail is useful, even essential, not to re-examine the past as though anyone believes it could be changed, but to be able to correctly plan for the future.  [/quote]</div> <div style="clear:both;"></div> <div style="clear:both;">Most everything Payne offers is his interpretation of past funding decisions and practices that have skewed the market for intercity passenger traffic.  How would this interpretation help plan for the future since by your admission the past is not a prologue for the future?</div>
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