Japan has the most efficient train system in the world. For example, in the next half hour there are four bullet trains departing from Tokyo to Osaka (550 km), each taking less than 2:40. There's no need to buy in advance, no long security or boarding lines: you just go to the station whenever, buy a ticket, and get on the next train.
The train service is extremely popular, likely each of the trains I mentioned will be at least half full.
Nevertheless, flying is cheaper.
Are cars so expensive in Japan that the cost of a train ticket can be higher in comparison to the US?
In fact, rail as a whole is a rounding error, accounting for less than 1% of passenger miles. The political attention spent on high speed rail, subways, etc., is completely out of proportion with the actual number of people who use it. It gets a lot of attention because yuppies use it, but 99% of passenger miles in the U.S. are logged on cars and planes.
Rail doesn't deserve the amount of political attention it gets. Public money spent on rail is welfare for yuppies at the expense of people in need. Most low-income people can't afford to live near a train station in any U.S. city with a significant rail network. Low-income people who use public transit ride the bus, which costs half as much per passenger mile: https://journalistsresource.org/studies/environment/transpor.... So when you spend money on rail, you're spending money on something that (1) disproportionately benefits yuppies, and (2) you're spending more of it to move the same number of people the same distance because rail is a less economically efficient mode of transport. It's morally indefensible.
Disclosure: I love trains. I ride Amtrak all the time, and ride the D.C. Metro every day. Which is precisely why we shouldn't fund rail. If you look around a Northeast Regional, it's mostly business travelers. Metro is likewise mostly white-collar workers (in the evening, comparatively well-off tourists and locals enjoying the night life). The folks cleaning houses in D.C. aren't hopping onto the Orange line at Clarendon, they're driving in from Herndon.
Where are you seeing that? From your link:
> Bus systems have the lowest cost per vehicle revenue mile and revenue hour, $3.1 and $45, respectively, but the highest cost per thousand passenger mile, $616.4.
Regardless, the issues you point out are largely the same ones that rail proponents are looking to solve. For many, the ubiquity of road-based transport is the problem, and in any case what really matters is the cost of new development, not the existing volume. Metro rail design and engineering in the United States compared to other countries is historically pretty subpar in a way that road development is not so it makes some sense to push for the low-hanging fruit here, population density issues notwithstanding.
Your comment about poor people not being able to live near rail stations is interesting because metro light rail typically cuts through urban inner cities that are not affluent to begin with. So rail has a strong gentrifying effect. If you're right about buses being the practically superior transit system, maybe the best thing we can do politically is figure out where all the perceived value of rail is coming from and how to translate that to the bus system.
Buses are generally better than subways until the surface level roads physically cannot contain the buses necessary to ensure there's enough space for passengers. Once that point is reached, subways are essentially the only option to prevent excessive amounts of sprawl.
I interned just outside of DC last summer and I agree the Metro was remarkably free of people who appeared to be working class. However, my personal belief is that it's a consequence of the Metro's distance-based pricing. In NYC, it's a flat $2.75 per trip if you're paying on a per ride basis regardless of how far you travel. On the NYC subways, everyone takes the subway. There, there is a mix of poor and wealthy on the subway. NYC is so densely built that the number of buses needed to accommodate every journey physically would not be able to fit on the (typically very narrow) streets.
[0]: See last page of https://www.amtrak.com/content/dam/projects/dotcom/english/p...
As to the rest of Amtrak--what is the purpose of connecting rural areas to transit just for the sake of it? Amtrak serves an infinitesimally small fraction of trips in these places, at subsidies an order of magnitude higher than for road travel. What is the logic of spending such disproportionate resources on that tiny handful of people?
Maybe if we tried phasing out long haul trucking, and letting the demand for moving goods to naturally flow to the most efficient solution it wouldn't be so bad, or maybe walmart would own a fleet of 747's to haul crap around the country. I'd put my money on trains though.
Strange that salaries go unmentioned, as paying people instead of using slaves raises the cost of existing service.
> Union costs are one of these open secrets no one wants to talk about.
Wastefully paying people instead of using slaves is one of these open secrets no one wants to talk about.
Oh how horrible it is to pay people for work.
SEA-PDX by air = ~50 mins, $90, with a low chance of delays, and those delays add ~10-20 mins usually. Flights leave ~20+ times per day.
If Amtrak can't get the corridor between these two cities to a competitive state, why would I ever bother with them on a more serious trip?
This article from a few years ago has a breakdown by route: http://reasonrail.blogspot.com/2013/03/long-distance-trains-...
That being said, Amtrak is definitely an interesting way to travel, and the route between Denver and California on the California Zephyr is really awesome if one likes landscapes.
