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In FY12 the Hoosier State carried 36,669 passengers. Assuming most of them were round trip riders, the Hoosier State carried approximately 18,000 customers during FY12. The average number of passengers per train was approximately 50.   The average government direct subsidy in FY12 before depreciation, interest, and miscellaneous charges was $74.08 per passenger. Assuming the same ridership in FY14 as in FY12, the subsidy will drop to $73.63. This compares to an average Amtrak system subsidy per passenger in FY12 of $39.67. Megabus offers seven trips a day from Indianapolis to Chicago. The fares range from $5 to $37 for an October 31st. booking. A reservation made closer to a departure date would attract a higher fare.   Greyhound has seven trips per day from Indianapolis to Chicago and four trips per day, as an example, between Lafayette and Chicago.The advance purchase fare for Indianapolis to Chicago on Greyhound is $14, whereas the advance purchase fare from Lafayette is $20. Good example of the benefits of competition, i.e. serious competition from Indianapolis to Chicago. Not so much from Lafayette to Chicago! The average time on Megabus from Indianapolis to Chicago is 3 hrs. 15 min.  Greyhound is a bit longer because most of its buses stop in Lafayette.  The scheduled time for the Hoosier State is 5 hrs, 5 min. The coach fare on the Hoosier State is $24 before the subsidy. The Hoosier State is an important element in the potential development of improved Indianapolis to Chicago passenger rail service as claimed by some of its supporters?  Other than throwing good money after bad, what would it do commercially and technically that the Cardinal, which is another example of throwing good money after bad, could not do?
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