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In FY13 only the Auto Train recovered more than 60 per cent of its operating costs from fares.  The Empire Builder recovered 54 per cent; the Palmetto 58 per cent; and the Silver Meteor 51 per cent. All the other long distance trains recovered less than 50 per cent of their operating costs. It only makes sense to increase capacity, i.e. more cars, trains, etc., if its incremental cost can be off-set by an incremental increase in revenue.  There is nothing in Amtrak's 40 plus year history to indicate that increasing capacity on the long distance trains will generate an increase in demand and revenues sufficient to offset the incremental costs of any additional capacity.   Up to 2010, if my memory serves me correctly, the Texas Eagle had only two coaches south of St. Louis except during peak periods. In 2010 the third coach south of St. Louis began operating all year.  More often than not, the third coach, at least when I ride the train, is closed off south of Dallas. From 2010 through 2013 total revenue for the Eagle increased by approximately $6 million, but total costs before OPEBS, depreciation, interest, etc., increased by $9.4 million, which more than offset the increase in revenue.  It appears that the increase in revenues was a function of an increase in the fares and an increased in riders, but it was not sufficient to offset the increase in costs.
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