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[quote user="V.Payne"] Numbers from 4 years ago are certainly relevant as they are doing the same thing with the same equipment. I base my analysis on those numbers, and plenty of other approaches going back to 1968. If they are to be thrown out then why are they not valid besides an opinion? 4 year old data is an infant in transportation, I have worked on bridges over 80 years old.  BTW, the route level costs are not audited for accuracy.  Even the state DOTs cannot get completely transparent numbers, like NCDOT for example, on food service and they are paying for the service. See my last Hoosier State post for less than 1 year old numbers that came from the INDOT bidding process. [/quote] How do you know that the route costs are not audited?  Are you an auditor?  Do you understand audit processes?  Do you have access to the auditor's audit program? The route level costs roll up to the financials.  An external auditor, as part of the audit process, is required to verify, on a statistical sampling basis, that the auditee's cost system allocates costs in such a manner as to not to materially misstate the financial statements. Also, the auditors need to look at the cost and cost allocations system controls in order to offer an opinion about  the company's internal controls.  If you want to summarize the INDOT bidding process, in a sentence or two, as it pertains to Amtrak's long distance trains, and can come up with specific numbers, I would be happy to view them. Otherwise, forget it.  You don't have access to Amtrak's books and, therefore, you don't know how it allocates costs or which costs would be avoidable if it discontinued the long distance trains.  Today!  Enough of this nonsense!
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