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If Amtrak carried 120 million passengers

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Pulling people from cars is a market process. As noted, if the cost of driving becomes prohibitive, getting people out of their cars in Texas, especially for commuting, becomes a realistic probability. Otherwise, it is not likely to happen. At least not in significant numbers. We have built an intensive light rail and commuter rail system in Dallas as well as between Dallas and Fort Worth. Approximately three to five per cent of the Metroplex population use these systems as well as buses. The trains run frequently, including more than 40 trains a day between Dallas and Fort Worth. The average FY11 subsidy for the commuter railway was $5.44 per passenger or 16.3 cents a passenger mile. Several years ago I ask DART for data regarding ridership on the light rail system, the buses, and the commuter rail system.  Surprisingly, they sent me spreadsheets for each route. The load factor on the morning and evening trains is higher than the average load factor.  During the rush hours the load factor approaches 83 per cent, but during the off peak hours it falls to as little as 10 per cent, with the daily average being 44.3 per cent. Along with the light rail and commuter rail systems, Dallas Area Rapid Transit invested heavily in HOV lanes on all the major highways leading into Dallas. The average subsidy for the HOV lane is $0.22 per motorist. There are six trains per day between Charlotte and Raleigh. Their average load factor in FY11 was 46 per cent. There are numerous NEC regional trains per day between Washington and Boston. The average load factor was 46 per cent in FY11. There are approximately 22 trains per day between LA and San Diego. The average load factor was 35.3 per cent in FY11.   The Carolina trains lost $3.5 million before depreciation, interest, and miscellaneous charges. The NEC regionals had an operating profit of $15.2 million before the allocation of the capital expenses, which probably wiped out the operating profits. The LA to San Diego trains lost $33.9 million before the capital expenses.   Building it does not appear to be a magic bullet. It will take more than just building it to get Americans to make greater use of public transit or intercity trains.
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