|Agency||Farebox Recovery Ratio|
|Trans-Bridge Lines, Inc.||114.9|
|Southeastern Pennsylvania Transportation Authority (SEPTA, Trolleybus only)||110.6|
|New Jersey Transit Corporation-45 (NJTC-45)||104.7|
|Community Transit, Inc. (Community Transit)||101.3|
|Orange-Newark-Elizabeth, Inc. (Coach USA)||100.0|
|Olympia Trails Bus Company, Inc. (Coach USA)||99.3|
|Martz Group, National Coach Works of Virginia (NCW)||98.0|
|Hudson Transit Lines, Inc. (Short Line)||94.2|
|Suburban Transit Corporation (Coach USA)||87.6|
|Academy Lines, Inc.||84.1|
|Adirondack Transit Lines, Inc. (Adirondack Trailways)||81.4|
|DeCamp Bus Lines||80.9|
|Rockland Coaches, Inc.||77.0|
|Lakeland Bus Lines, Inc.||74.9|
|Monroe Bus Corporation||73.7|
|Monsey New Square Trails Corporation||73.6|
|Blacksburg Transit (BT)||57.3|
|Chapel Hill Transit (CHT)||56.8|
The numbers are roughly the same as 2007. The Gainesville and Davis transit systems have been edged out by SEPTA's trolleybuses, which seem to be reported separately this year, and by the Martz Group (which appears to have started reporting just in 2008). Some agencies, like Bonanza and Trans-Bridge, made a relatively large profit, while some of the others lagged.
I noticed that after the Lincoln Tunnel buses (and the SEPTA trolleybuses), the other bus companies that have relatively high recovery ratios (i.e. over 37%) are all college towns (and NJ Transit): Virginia Tech, UNC, Florida, Penn State, James Madison, Texas Tech, Georgia, etc. This fits with Jarrett's observation that cities with low car ownership tend to either be old, poor or college towns.
Interestingly, there's not much overlap between the college towns that have low overall car ownership and those with high farebox recovery. I'm guessing that that's because the towns on Jarrett's list are mostly cities with additional populations, including a number of low-income riders, so they run a lot of unprofitable routes that offset the profitable student routes.
Finally, I took a peek at non-bus numbers. There are some oddities, like the inclined planes (funiculars) of Chattanooga (186%) and Pittsburgh (115%), which cater more to tourists these days. There are the ferry routes operated by New York Waterway (139%) and BillyBey (115%) across the Hudson between New York and New Jersey, which are profitable by the same principle as the Lincoln Tunnel buses.
Then we get to rail: the NYC subways (67%), BART (65%), WMATA (61%), the MBTA light and heavy rail services, Metro-North, SEPTA commuter rail, NJ Transit commuter rail, SEPTA subways, and the light rail systems of San Diego and Denver (all between 50 and 60%).
There seems to be a definite pattern:
|Farebox Recovery Ratio||Agencies|
|70-200%||Lincoln Tunnel buses, inclined planes, Hudson River ferries, SEPTA trolleybuses|
|40-69%||Big city rail, college town buses|
|30-39%||Big city bus and light rail|
|0.1-29%||Small and medium city bus and light rail, plus assorted boondoggles|