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Greyhound is not a casino tour bus operator.  A more meaningful comparison would be Greyhound's safety record between Charlotte and Raleigh.   Citing the safety record of a New York tour bus operator is akin to arguing that the commuter train crash in California, which killed 25 people, is representative of the risks of rail travel between Charlotte and Raleigh.  Greyhound covers its costs and generates a small return for its shareholders.  To be sure, it is less comfortable than a train, but it is hardly third world.  But why should the taxpayers support a passenger rail system if the users are not willing to pay for the cost of the service?  Not only do commercial bus operators cover their proportional user costs, part of the fuel tax that they pay goes to support mass transit and deficit reduction.  According to Amtrak's September 2010 Monthly Operating Report (C-2), which reported the results for FY10, the Piedmonts lost 5.2 cents per passenger mile or $600,000 before interest and depreciation.  The average load factor was 46 per cent.  For the first quarter of FY11, which ended December 2010, the Piedmonts lost 23.6 cents per passenger mile.  The average load factor was 44.4 per cent.  The results are before interest and depreciation, which a government entity can ignore for its product lines. Commercial bus operators and airlines cannot ignore these costs.    Most of the other advantages claimed are soft dollars.  That may work for government activities, but they would not work for a competitive business.  If a business followed Amtrak's business model, it would be out of business in a heartbeat. If all of the advantages for the government spend cited are achievable, why does Amtrak or NC DOT need a large infusion of money from the financially strapped federal government to implement the improvements?  If there were a high probability that they would generate the improvements that have been suggested, private investors would flock to invest in the project.  Like I said, $41million per minute adds a new ring to the saying time is money.  As was pointed out, the newspaper did not mention a number of things that may be relevant to the ARRA investment in the rail infrastructure between Charlotte and Raleigh.  Likewise, it did not say anything about the $14.1 trillion U.S. National Debt, which will be roughly $15.7 trillion at the end of FY2011.  That will take it to approximately 108 per cent of GDP or nearly the level realized at the end of WWII.  Yes, the federal infusion is a miniscule portion of the nation deficit, but it reflects a mindset.  In practically every aspect of American life the attitude is that we got to have it now, irrespective of the long term financial consequences for future generations, which is the reason that the U.S. financial picture is bleak. If readers of this post think that I am opposed to government spends (investments) with little hope of payback by the users, they are correct.
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