OvermodFor fun: Run the same numbers assuming sesqui-deck Van Hools or whatever (like what MegaBus runs), or articulated sesquidecks that are essentially full bilevel in the forward chassis. Capital cost of those things may be much lower per passenger than dedicated bilevel rail equipment, particularly if the rail equipment has to be built to FRA standards for buff, draft, and empty weight.
An new 55 seat bus runs $400,000-$500,000 vs. $2.5-$3.0 M for an FRA compliant rail coach. I don't imagine those VanHools are much different. That's part of our "problem".
-Don (Random stuff, mostly about trains - what else? http://blerfblog.blogspot.com/)
OvermodFor fun: Run the same numbers assuming sesqui-deck Van Hools or whatever (like what MegaBus runs), or articulated sesquidecks that are essentially full bilevel in the forward chassis. Capital cost of those things may be much lower per passenger than dedicated bilevel rail equipment, particularly if the rail equipment has to be built to FRA standards for buff, draft, and empty weight. Also not difficult to provide dedicated electrical power to a BEV-capable bus for the duration of its running in a dedicated bus lane (counterflow or otherwise) -- you'll need to be CAREFUL, but it could be done.
I understand that by "sesqui-deck Van Hools" you refer to one particular brand of double deck buses.
By using only double deck buses it may well be possible to put more people through the tunnels and over the bridges during the rush hour. And if the No. 7 subway is extended to New Jersey additional increases would be possible. Of course the subway is a train but it is not Amtrak, Metro North or New Jersey Transit. But apart from that there is another issue. For years now I've been seeing in the media that the Port Authority Bus Terminal is at capacity and Manhattan's streets also are during the rush hours. There would be no point in adding more vehicles with shorter headways because once they get into Manhattan there is no place more vehicles can go.
Overmod henry6 NJT runs 21 eastbound trains into Penn Station, NY between 7AM and 8AM,including there are some Amtrak trains, too. It is a two track railroad but four at Sec. Jct. This addresses some of the 'overlap' involved at the Secaucus stop, but not track capacity 'inbound' through the tunnels. I do not think it unfair to presume that setting up switches to route a given train to its platform can be done in less than CBTC headway, although there may need to be some 'ripple' interlocking action to ensure positive control, so assume that inbound platform space and dwell time are not significant until limits are actually exceeded (probably not at 21 trains/hour inboard... but this ignores all the westbound LIRR stuff going to many of the same platforms at the end needed to 'clear' eastbound consists when they are empty...) LIRR is not on these tracks....two tracks from Kearney (Swift) across the Portal Bridge, then at Secaucus Jct. (Lack Int. to Erie Int) there are four tracks for .4. mi through the four platforms to three tracks for .7 then two at from Allied .3 to crossovers at Bergen then duck into the tunnel. Eastbound (based on an older ETT--Nov 2011) 21 trains all arrive at Penn Station West and Bergen on one to three minute headways. Westbound only one of the 18 are DH (X) and are two to six minutes apart at PSW. and Bergen. The lone DH is to Jersey Avenue. However, there are 18 westbounds during that same hour, so reverse traffic is non existent. I am missing something here. You say there are 21 trains in one hour eastbound, and 18 trains westbound (including deadheads, but not allowing multiple consists to couple and run MU for deadhead moves to give additional headway). And this is on two tracks, over a long enough distance and with limited crossovers so that only a couple of those trains can be safely routed 'counterflow' in that hour. Eastbound (based on an older ETT--Nov 2011) 21 trains all arrive at Penn Station West and Bergen on one to three minute headways. Westbound only one of the 18 are DH (X) and are two to six minutes apart at PSW. and Bergen. The lone DH is to Jersey Avenue. But you just said something about 12 trains per hour being the number for your headway, even assuming short blocks, cab signals, and better speed. It is obvious that even NJT's AVERAGE headway over that hour is considerably less, and I'll bet (without looking at the schedule) that there are a couple of 'knots' where trains must operate on closer spacing to avoid delays. If the average load is 1000 per train, then that is 21,000 people in that hour in one direction. Stipulated. Practically this number per hour could be somewhat greater if the westbounds (especially the deadhead moves or partially-empty counterflow trains) were not prioritized during peak for eastbound rush. That might involve staging trains as far east as possible. One lane of traffic would have to handle up to 14,000 cars (at 1.5 persons per car) per hour at .0042857 seconds apart to handle the equivalent of the railroad. Indeed. But we can't be looking at a one-lane automobile road as the alternative -- that would be like taking the entire flow of inbound auto traffic to Manhattan and routing it through one bore of the Holland Tunnel. I think it is safe to assume that even by 1927 it was understood that multiple lanes would be required even for 'normal' flow density of auto traffic to and from Manhattan during rush hour. So the number of highway lanes has to be increased, How fast is .0042857 leeway? I think you would be talking hundreds of lanes of traffic not just double digits to move at a safe speed For the MCI-9 given, you have 44 nominal seats multiplied by 2000 slots. That's a pretty big number. Relax the assumption to something longer -- say, a three-second following distance, or just under a 4-second headway at 45mph. That gives 900 buses per hour with 44 seats each, which ought to be and is right in there with the density in comparable (single-deck) train service that has much longer necessary headway even with short blocks. Single "deck" or single "track"? It is easier to fill 'every seat' in the train by the time you get to the two-track NYCR 'bottleneck' -- and of course not every bus that runs will have all its seats full. On the other hand, my experience with the buses at the GWB, and the 166 to Manhattan, was that standee conditions right up to max occupancy (and sometimes, ssssh, above it) give much more than nominal seating for the same length and almost the same braking characteristics. So I would not be too smug about the general superiority of rail. An important point that hasn't been mentioned is that the absolute width of railroad 'lane' does not involve any required shoulders or other lateral clearance, since 'steering' is done by default and without particular danger or risk. So there 'ought' to be far less concern over safety than there is with bus lanes ... make the bus guideway physically separate, and the capital concerns need to be factored in... vis-a-vis the existing railroad alternative, but in light of required railroad capacity upgrade costs. Not smug....just have to look at the space available to build new highways...which planners say is none. Then you also have to look at the air quality and fuel consumption. Which points toward trains, especially electric. But also note that Frank J. Martrz Bus of Scranton-Wilkes Barre, PA has had to add almost an hour to his peak hour schedules which is costly for him in wages and fuel as well as rest time for drivers. He likes the idea of train service from Scranton to NY to ease his costs. (Similarly, with the Downeast service out of Portland, ME to Boston, initially the bus company was scared b
henry6 NJT runs 21 eastbound trains into Penn Station, NY between 7AM and 8AM,including there are some Amtrak trains, too. It is a two track railroad but four at Sec. Jct.
NJT runs 21 eastbound trains into Penn Station, NY between 7AM and 8AM,including there are some Amtrak trains, too. It is a two track railroad but four at Sec. Jct.
This addresses some of the 'overlap' involved at the Secaucus stop, but not track capacity 'inbound' through the tunnels. I do not think it unfair to presume that setting up switches to route a given train to its platform can be done in less than CBTC headway, although there may need to be some 'ripple' interlocking action to ensure positive control, so assume that inbound platform space and dwell time are not significant until limits are actually exceeded (probably not at 21 trains/hour inboard... but this ignores all the westbound LIRR stuff going to many of the same platforms at the end needed to 'clear' eastbound consists when they are empty...)
LIRR is not on these tracks....two tracks from Kearney (Swift) across the Portal Bridge, then at Secaucus Jct. (Lack Int. to Erie Int) there are four tracks for .4. mi through the four platforms to three tracks for .7 then two at from Allied .3 to crossovers at Bergen then duck into the tunnel. Eastbound (based on an older ETT--Nov 2011) 21 trains all arrive at Penn Station West and Bergen on one to three minute headways. Westbound only one of the 18 are DH (X) and are two to six minutes apart at PSW. and Bergen. The lone DH is to Jersey Avenue.
However, there are 18 westbounds during that same hour, so reverse traffic is non existent.
I am missing something here. You say there are 21 trains in one hour eastbound, and 18 trains westbound (including deadheads, but not allowing multiple consists to couple and run MU for deadhead moves to give additional headway). And this is on two tracks, over a long enough distance and with limited crossovers so that only a couple of those trains can be safely routed 'counterflow' in that hour.
Eastbound (based on an older ETT--Nov 2011) 21 trains all arrive at Penn Station West and Bergen on one to three minute headways. Westbound only one of the 18 are DH (X) and are two to six minutes apart at PSW. and Bergen. The lone DH is to Jersey Avenue.
But you just said something about 12 trains per hour being the number for your headway, even assuming short blocks, cab signals, and better speed. It is obvious that even NJT's AVERAGE headway over that hour is considerably less, and I'll bet (without looking at the schedule) that there are a couple of 'knots' where trains must operate on closer spacing to avoid delays.
If the average load is 1000 per train, then that is 21,000 people in that hour in one direction.
Stipulated. Practically this number per hour could be somewhat greater if the westbounds (especially the deadhead moves or partially-empty counterflow trains) were not prioritized during peak for eastbound rush. That might involve staging trains as far east as possible.
One lane of traffic would have to handle up to 14,000 cars (at 1.5 persons per car) per hour at .0042857 seconds apart to handle the equivalent of the railroad.
Indeed. But we can't be looking at a one-lane automobile road as the alternative -- that would be like taking the entire flow of inbound auto traffic to Manhattan and routing it through one bore of the Holland Tunnel. I think it is safe to assume that even by 1927 it was understood that multiple lanes would be required even for 'normal' flow density of auto traffic to and from Manhattan during rush hour.
So the number of highway lanes has to be increased, How fast is .0042857 leeway? I think you would be talking hundreds of lanes of traffic not just double digits to move at a safe speed
For the MCI-9 given, you have 44 nominal seats multiplied by 2000 slots. That's a pretty big number. Relax the assumption to something longer -- say, a three-second following distance, or just under a 4-second headway at 45mph. That gives 900 buses per hour with 44 seats each, which ought to be and is right in there with the density in comparable (single-deck) train service that has much longer necessary headway even with short blocks.
Single "deck" or single "track"?
So I would not be too smug about the general superiority of rail. An important point that hasn't been mentioned is that the absolute width of railroad 'lane' does not involve any required shoulders or other lateral clearance, since 'steering' is done by default and without particular danger or risk. So there 'ought' to be far less concern over safety than there is with bus lanes ... make the bus guideway physically separate, and the capital concerns need to be factored in... vis-a-vis the existing railroad alternative, but in light of required railroad capacity upgrade costs.
So those are my remarks...here so that this can be accepted for posting by the machines....
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henry6LIRR is not on these tracks....two tracks from Kearney (Swift) across the Portal Bridge, then at Secaucus Jct. (Lack Int. to Erie Int) there are four tracks for .4. mi through the four platforms to three tracks for .7 then two at from Allied .3 to crossovers at Bergen then duck into the tunnel. Eastbound (based on an older ETT--Nov 2011) 21 trains all arrive at Penn Station West and Bergen on one to three minute headways. Westbound only one of the 18 are DH (X) and are two to six minutes apart at PSW. and Bergen. The lone DH is to Jersey Avenue.
You mistake my point. I'm talking about LIRR coming westbound into Penn Station and stopping at the platforms there. When trains from the west that have just come through the tunnel have discharged passengers and need to move off the platform at NYP, they either have to go westbound... which to me implies back through the tunnel... or eastbound. The question is what's already east of them, or likely to block them, if they go east to a location where they can 'hold' for return after the peak of the rush.
I am quite familiar with the layout of the NYCR, but it's helpful to recapitulate for those who are not.
Stop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound.
LIRR has there own yard west of NYP and is working on enlarging it.
Bob,
I appreciate your concern for clarity for guys like me who lack technical expertise. But honestly, Henry writes posts than which none are more clear.
John
Bonas Stop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound.
Okay.
Passenger miles for 2010 (http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_40.html)
AIr - 564,790
Bus (non transit) - 292,319
Amtrak - 6,470
Amtrak has 0.8% market share of all common carriers". But, to be fair, for 75% of Amtrak's riders, what do you think their #2 choice to "get there" would have been? (remember, 75% of Amtrak riders are on the NEC and other corridors).
oltmannd Bonas Stop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound. Okay. Passenger miles for 2010 (http://www.rita.dot.gov/bts/sites/rita.dot.gov.bts/files/publications/national_transportation_statistics/html/table_01_40.html) AIr - 564,790 Bus (non transit) - 292,319 Amtrak - 6,470 Amtrak has 0.8% market share of all common carriers". But, to be fair, for 75% of Amtrak's riders, what do you think their #2 choice to "get there" would have been? (remember, 75% of Amtrak riders are on the NEC and other corridors).
During FY12 Amtrak's long distance trains carried 15.2 per cent of the system's passengers. Passengers booking sleeping car space accounted for 14.5 per cent of the long distance passengers and 2.2 per cent of system passengers.
Amtrak claims that it has more than 75 per cent of the end point to end point NYC to Washington, D.C. passengers compared to commercial air. I wondered whether the number was truly end point to end point, so I wrote a letter to Mr. Boardman for clarification. His assistant replied that it is indeed true.
BonasStop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound.
When I was a student I took a course about creating mathematical models. The professor began by pointing out "The whole truth about a thing is the thing itself." No model can ever be completely accurate. There is no truly accurate way to compare passenger transportation by rail, automobile and airplane. Yet when it comes to public policy we do make decisions about how much to spend on each form and we do need a basis for those decisions. What should the basis of our decisions be?
oltmanndAmtrak has 0.8% market share of all common carriers".
Well yes, Don. But you are comparing Amtrak with all bus and air routes including those where Amtrak has no parallel route and therefore could not possible carry any passengers. If only parallel routes were used the results would be different.
Also Amtrak is used as a surrogate for rail transit. But there is rail transit other than Amtrak. For example, it is quite possible to take New Jersey Transit and Septa between New York and Philadelphia and many people do. It is also possible to take Amtrak. Shouldn't such non Amtrak routes be considered?
John WR oltmanndAmtrak has 0.8% market share of all common carriers". Well yes, Don. But you are comparing Amtrak with all bus and air routes including those where Amtrak has no parallel route and therefore could not possible carry any passengers. If only parallel routes were used the results would be different. Also Amtrak is used as a surrogate for rail transit. But there is rail transit other than Amtrak. For example, it is quite possible to take New Jersey Transit and Septa between New York and Philadelphia and many people do. It is also possible to take Amtrak. Shouldn't such non Amtrak routes be considered? John
Yes. And on the NEC you will see that rail travel is very relevant - even w/o adding in the probable multi-seat rides.
It's everywhere else where things go bad. Just pick one LD train and a major city pair on the route. Say Chicago to Denver. Or, Charlotte to NYC. Then, count the seats available on Amtrak and count the seats available by air. Then divide. It's not really apples to apples since Amtrak serves many more city pairs than those two - and presumably only has a fraction of the seats available for those passengers. Also, Charlotte is a hub city for USAir, so not all their pax are local, either. But, be that as it may....
There are 47 non stop flights from Charlotte to NYC every day versus two Amtrak trains. That's about 15:1 in seats - just for NYC area airports. Amtrak is truly irrelevant in that market at present.
Many people have talked about Amtrak dying, but it is still alive & surviving. Additional trains have been added between Chicago and St. Louis and when I've been at the station, the trains are packed. Even the River Runner to KC is busy but not all the time.
Ridership is up and that's the bottom line and good news. Many people do not like to fly or don't want the hassle of going through all the commotion at airports today. And St. Louis is no longer a hub, just a spoke, since TWA was destroyed and chopped up. If I can get to where I want to go by train, I will choose that option.
I've been on some of Amtrak's long distance trains and they do a great job of taking care of the passengers. I can compare that with the passenger trains I rode with my parents when they were owned by individual RR's. There are some people in the government that would like to cut Amtrak, Mitt Romney was one of them, but others would never let Amtrak go down, because too many of their voters depend on the service.
Charlotte has two Piedmont trains a day in each direction connecting it with Raleigh. Also, it is the southern terminus of the Carolinian which runs to and from New York with a connection to Boston. I count that as 6 trains a day.
Charlotte is the 17th largest city in the country with a population of about 751,000. However it has the 6th largest airport because, as you point out, it is a hub for US Air. So while there are many seats on the planes they serve a lot more than Charlotte passengers. Of course the trains -- even the Piedmonts -- serve a lot more than Charlotte passengers too.
The Piedmonts are Amtrak trains but I'm sure North Carolina pays for them.
The real point underlying these discussions is this question: At what maximum distance and time between city pairs can passenger rail be relevant in terms of market share compared to buses and planes? Time is probably 4-6 hours. An important variable is sustained average speed. If it is 60mph, then 250-350 miles. But if sustained speed is 125, then even 500-650 miles might be competitive. Acela can only sustain 85 mph Wash-NYP. The CZ manages about 55.
C&NW, CA&E, MILW, CGW and IC fan
schlimm The real point underlying these discussions is this question: At what maximum distance and time between city pairs can passenger rail be relevant in terms of market share compared to buses and planes? Time is probably 4-6 hours. An important variable is sustained average speed. If it is 60mph, then 250-350 miles. But if sustained speed is 125, then even 500-650 miles might be competitive. Acela can only sustain 85 mph Wash-NYP. The CZ manages about 55.
I think you mean "average" or "mean" instead of "sustained". But, you are correct - it's largely about trip time - which is a "door to door" measure played off against the cost in hard dollars and soft cost of "hassle".
Here's an ancedote. My college-age daughter and her three friends are taking a trip to Washington DC in a few weeks. They are going to stay with another friend who lives on the outskirts of DC and go to a soccer game and do some sightseeing.
They found some flights from ATL to BWI that rivaled their out-of-pocket cost of driving (their full, true marginal cost is only slightly more - the car they will take has little value). So, fly, right? Not so fast.
On the time side of the ledger, you have the dwell time at ATL, the transfer time to BWI rail station, station dwell, train transit time to Union Station, Metro dwell and ride and finally, a taxi to their friend's house. So, it wasn't a 10 hour drive versus a two hour flight. It was 10 hours door to door versus 7 or 8 hours if they flew.
On the cost side, once they added in the local transit costs, the low air fare wasn't quite so low.
They haven't priced out Amtrak yet. The schedule might actually work for them, but it has some of the problem of local mobility that flying does and the long transit time of driving.
Correction noted. I was using "sustained" as used in retailing to refer to the sustained or average markup over the life of an object in stock and sold. You touch on another issue for passenger rail travel in the US. because of our auto-dependent urban development compared to Europe's, taking the train often does not get you to the final destination. Unless that destination is in the center city or close to a commuter rail or transit line, a car rental may be required.
schlimmUnless that destination is in the center city or close to a commuter rail or transit line, a car rental may be required.
Which, if you are under 25 years old, is impossible and/or pricey.
Like the Idea of City Pairs,,,The bus goes places that Amtrak does not go. College Students and Leisure Travelers make up a huge portion of Amtrak Passengers. People who are not sent by there companys on some errant mission but choose to ride Amtrak
BonasThe bus goes places that Amtrak does not go.
But Amtrak goes places buses don't go. And buses are going to fewer and fewer places these days. The discount operators make their profit by skimming the heavily traveled routes and ignore the people in smaller places.
Amtrak competes for the traveler's intercity dollar irrespective of the mode. In FY10 (the latest numbers crunched by the U.S. Department of Transportation), passenger rail (mostly Amtrak) accounted for 13/100s of one per cent of the intercity passenger miles. Buses, including transit running more than 50 miles, racked up 1.08 per cent of the miles, and commercial air carriers rang up 11.6 per cent. The car came in at a whooping 87.18 per cent of the passenger miles.
The biggest factor that contributed to the demise of the passenger train was the car. If intercity passenger rail is to have a viable future, it will be predicated in part on the ability to pry people out of their cars and onto the train.
John WR BonasStop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound. When I was a student I took a course about creating mathematical models. The professor began by pointing out "The whole truth about a thing is the thing itself." No model can ever be completely accurate. There is no truly accurate way to compare passenger transportation by rail, automobile and airplane. Yet when it comes to public policy we do make decisions about how much to spend on each form and we do need a basis for those decisions. What should the basis of our decisions be?
Mathematical (statistical) models emulate the real world. And they give researchers insights into what is going on or what might be possible.
There are numerous, verifiable ways to compare modes of transportation by rail, automobile, and airplane. The U.S. Transportation Department generates a huge volume of transportation statistics that show meaningful, quantifiable comparisons between modes of transportation, i.e. passenger miles, cost per passenger mile, etc. Understanding the models requires an understanding of the mathematics and statistics, but the comparisons are there for everyone to dig out.
The qualitative variables are not comparable, i.e. the personal value of the privacy afforded by an automobile vs. the community dynamics of public transport, which includes all modes of commercial transport, or the value of time for a traveler.
Sam1 Amtrak competes for the traveler's intercity dollar irrespective of the mode. In FY10 (the latest numbers crunched by the U.S. Department of Transportation), passenger rail (mostly Amtrak) accounted for 13/100s of one per cent of the intercity passenger miles. Buses, including transit running more than 50 miles, racked up 1.08 per cent of the miles, and commercial air carriers rang up 11.6 per cent. The car came in at a whooping 87.18 per cent of the passenger miles. The biggest factor that contributed to the demise of the passenger train was the car. If intercity passenger rail is to have a viable future, it will be predicated in part on the ability to pry people out of their cars and onto the train.
I agree, in densely populated corridors up to 300-maybe 500 miles maximum in length.
John WR BonasThe bus goes places that Amtrak does not go. But Amtrak goes places buses don't go. And buses are going to fewer and fewer places these days. The discount operators make their profit by skimming the heavily traveled routes and ignore the people in smaller places.
Which is why Amtrak aught to look at it's LD routes as feeders to Megabus's hubs, not the other way around.
Sam1 Bonas Stop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound. Amtrak competes for the traveler's intercity dollar irrespective of the mode. In FY10 (the latest numbers crunched by the U.S. Department of Transportation), passenger rail (mostly Amtrak) accounted for 13/100s of one per cent of the intercity passenger miles. Buses, including transit running more than 50 miles, racked up 1.08 per cent of the miles, and commercial air carriers rang up 11.6 per cent. The car came in at a whooping 87.18 per cent of the passenger miles. The biggest factor that contributed to the demise of the passenger train was the car. If intercity passenger rail is to have a viable future, it will be predicated in part on the ability to pry people out of their cars and onto the train.
Or, perhaps, the train will allow growth in areas where the highways are often at or near capacity.
Sam1 John WR BonasStop Comparing Amtrak ridership with automobiles. You have to use % of "Common Carriers" that charge a fare for a seat like the Airlines and Greyhound. When I was a student I took a course about creating mathematical models. The professor began by pointing out "The whole truth about a thing is the thing itself." No model can ever be completely accurate. There is no truly accurate way to compare passenger transportation by rail, automobile and airplane. Yet when it comes to public policy we do make decisions about how much to spend on each form and we do need a basis for those decisions. What should the basis of our decisions be? Mathematical (statistical) models emulate the real world. And they give researchers insights into what is going on or what might be possible. There are numerous, verifiable ways to compare modes of transportation by rail, automobile, and airplane. The U.S. Transportation Department generates a huge volume of transportation statistics that show meaningful, quantifiable comparisons between modes of transportation, i.e. passenger miles, cost per passenger mile, etc. Understanding the models requires an understanding of the mathematics and statistics, but the comparisons are there for everyone to dig out. The qualitative variables are not comparable, i.e. the personal value of the privacy afforded by an automobile vs. the community dynamics of public transport, which includes all modes of commercial transport, or the value of time for a traveler.
Even the qualitative things can be monetized. Thought the value may differ from person to person, the distribution of the value can still be used in models to do predictions and get useful results.
Bonas Like the Idea of City Pairs,,,The bus goes places that Amtrak does not go. College Students and Leisure Travelers make up a huge portion of Amtrak Passengers. People who are not sent by there companys on some errant mission but choose to ride Amtrak
Johnny
DeggestyDo you mean "their companies?" Please explain "errant mission." You also should have a verb following "choose to ride Amtrak."
I thought we'd agreed to eschew grammar fascism in favor of thought or points. I think it's pretty clear what he meant.
If I had to guess, I'd think he meant 'urgent' instead of 'errant' (in the sense of knight-errant, which is just about opposite the semantic sense of the way he used it). Perhaps he was thinking of 'errand' and conflated things. But the gist of what he said gets through.
And no, there hasn't had to be an actual verb following that last 'sentence' since the early days of magazine prose. The phrase affects the object of the previous sentence, "passengers" and is only set off by a full stop for rhetorical emphasis (I will spare you the trope - thank me now or thank me later).
What he appears to be getting at is that the proportion of ''business travel' on Amtrak, outside the specialty-corridor or NEC trains, is comparatively slight. I can think of several potential reasons why that might be so, including chronic lackadaisical arrival timekeeping or excessive fare for the travel time required. I do think this matter needs thoughtful discussion, whereas the poster's grammar does not.
oltmannd Even the qualitative things can be monetized. Thought the value may differ from person to person, the distribution of the value can still be used in models to do predictions and get useful results.
But this 'monetization' is done by who? With what assumptions, and for what purposes (implicit or explicit)? With what bias or spin?
One of the things that has historically plagued welfare economics -- a far less 'hard' discipline than modelbuilding or synthetics -- is how you determine a reasonable value for nondeterministic factors. Here you seem to be implying that there are stochastic metrics that can be applied to populations to develop some 'average' monetization. That may work in some situations, but not at all in others, and a take-home point is you can't predict which outcome you will see from the initial conditions.
This even before you get into the order in which complex variables are defined and fixed when conducting the analysis. Or the order in which you 'defuzzify' items that cannot be given a certain value except when the mathematics requires it... if you don't want a conclusion with less effective resolution than the error implicit in the analysis.
I am certainly not arguing that you cannot make reasonable assumptions and derive 'useful results' from a subsequent analysis. Just that it isn't safe to conclude that 'monetizing' complex factors is an approach that even remotely guarantees the necessary kind of reasonable assumptions.
Overmod What he appears to be getting at is that the proportion of ''business travel' on Amtrak, outside the specialty-corridor or NEC trains, is comparatively slight.
What he appears to be getting at is that the proportion of ''business travel' on Amtrak, outside the specialty-corridor or NEC trains, is comparatively slight.
Routes have Business ? Surfliner, Cascades, Quincy, Missouri River, STL - CHI, Michigan, Carbondale, Pennsylvanian, Carolinian, Palmetto, Downeaster. The business upgrade is very reasonable and we again come up the problem of no spare equipment to allow for more business cars & their sales.. Don't the business seats sell out only or first especially the Palmetto ?
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