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Right. Having train travel target business travelers who are neither price-sensitive nor particularly time-sensitive is a choice -- a political choice. For in

Right. Having train travel target business travelers who are neither price-sensitive nor particularly time-sensitive is a choice -- a political choice. For instance, when we say that buses "can take advantage of a a road network that already exists and that they don't need to maintain (other than whatever taxes they pay)", that doesn't mean the infrastructure doesn't need to be paid-for, it means someone other than the transit supplier is paying for it. Why do we suffer this delusion that Amtrak should have fewer eminent-domain rights and take in fewer tax dollars than the highway system, and then act surprised that nobody takes Amtrak? It's like complaining that fruit trees die when you refuse to water them.

ghaff 11y ago
>and then act surprised that nobody takes Amtrak But lots of people take Amtrak in the Northeast Corridor--enough to subsidize the rest of the system. The problem is that there aren't any other areas in the country that are as well-suited for busy inter-city rail as the Boston to DC corridor. Almost everything else is lower density and further apart. I'm not an expert on transportation cost structures but my observation in most places in the world is that, given a decent highway system, buses are going to beat intercity trains every time when it comes to price.
- takno 11y ago
  Given that buses usually don't beat rail in speed terms, and are usually less environmentally friendly, the only real reason for buses to exist is price. If they can't beat rail on that they simply won't run.
- ubernostrum 11y ago
  The problem is that there aren't any other areas in the country that are as well-suited for busy inter-city rail as the Boston to DC corridor. A lot of money's being pumped into trying a high-speed rail corridor between Los Angeles and San Francisco. And to be honest, I'd think there's at least a moderately good case for running up to Portland, Seattle and possibly even Vancouver. There's an awful lot of tech-industry commuting by air on those routes right now.
  - ghaff 11y ago
    They're not as well-suited because the distances between the major cities are greater. And LA is so spread out with horrible traffic once you get there. But, yes, the West coast corridor is an obvious candidate if the idea can be made to work anywhere in the US. (As is upgrading the Northeast Corridor where demand is already proven.)

ghaff 11y ago

>and then act surprised that nobody takes Amtrak But lots of people take Amtrak in the Northeast Corridor--enough to subsidize the rest of the system. The problem is that there aren't any other areas in the country that are as well-suited for busy inter-city rail as the Boston to DC corridor. Almost everything else is lower density and further apart. I'm not an expert on transportation cost structures but my observation in most places in the world is that, given a decent highway system, buses are going to beat intercity trains every time when it comes to price.

takno 11y ago
Given that buses usually don't beat rail in speed terms, and are usually less environmentally friendly, the only real reason for buses to exist is price. If they can't beat rail on that they simply won't run.
ubernostrum 11y ago
The problem is that there aren't any other areas in the country that are as well-suited for busy inter-city rail as the Boston to DC corridor. A lot of money's being pumped into trying a high-speed rail corridor between Los Angeles and San Francisco. And to be honest, I'd think there's at least a moderately good case for running up to Portland, Seattle and possibly even Vancouver. There's an awful lot of tech-industry commuting by air on those routes right now.
- ghaff 11y ago
  They're not as well-suited because the distances between the major cities are greater. And LA is so spread out with horrible traffic once you get there. But, yes, the West coast corridor is an obvious candidate if the idea can be made to work anywhere in the US. (As is upgrading the Northeast Corridor where demand is already proven.)