Providing these €49 tickets requires an annual subsidy of around €3bn, on top of already substantial subsidies for the rail industry. If we accept that it reduces carbon emissions by 6.7 million tonnes per year, then that works out to €447 per tonne. That really isn't good value - most carbon abatement methods cost well under $100 per tonne.
I do recognise that modal shift towards rail may have other positive externalities, but I don't know how to price any of them.
Funding road repairs, construction, and expansion from general tax revenues is similarly subsidizing a different mode of transit, and it's likely a much higher value than the 3b€ you mention (and likely more than overall railway sector subsidizing, tho I'm not familiar with Germany's budget). Also recognizing that other positive externalities exist, but pricing them at $0, seems silly.
Not to mention subsidised parking spaces. Free and even paid street parking is highly subsidised by the city and by other tax payers. There's also the environmental cost of not having that land be a park or nature and instead have it contribute to being an urban heat island with all its asphalt.
Not writing an academic paper about it doesn't make it right either. This is the problem, when it's just hearsay, the rest of us have nothing to judge its accuracy with.
When looking at something as complex as people's behaviour, then it's worth allowing for seasonal variations in public transport use (e.g. when it's raining people may decide to get the bus rather than walk). Could it be related to the length of their journeys and/or their net worth? (There's a strong correlation between health and wealth). How does it compare to a similar section of the population that drive or cycle instead?
in Paris (and pretty sure that applies to pretty much any big western city, new york for instance is worse in a few of the criterias ill reference) subway increase stress, frequent delays(if you have 2-3 train as part of your commute you will experience it daily), pollution down under is high, virus/covid transmission is high, pickpockets are everywhere if not worse, bedbug, pee smell, junkies. Id take a car any day.
So I live in NYC, and constant honking and worrying about being run over by cars when I'm trying to cross the street contribute way more to my stress than the state of the subway in NYC. Driving, or being around vehicles driving, is incredibly stressful.
Also, I was in Paris last year and I found your subway system more pleasant than ours. Methinks you doth complain too much.
I lived years in NYC and in Paris, it might be more pleasant on the touristic places and crime is definitrly less violent. for everything else it stays true and id take crossing the street and honking anyday versus having to deal with public transportation with all the drug addicts and violence that is in NYC subway. hell I was commuting walking 40 min morning 40 min night not to deal with subway
This is much less of a problem in large Asian cities. They're only really stressful in rush hour crowds. But in places like NY the public seems much less interested in the initial policing, maintenance, and cultural attitude shifts that would be required to make it happen. Like, you could still have the artists, street performers, and other so-called charming quirks while still making sure the problematic passengers get the help they need. What's it going to take? You could even do a trial period, like one year of safe, clean metros and see if people want to go back to the way things are now.
Post Szasz and Reagan we’ve had the policy of deinstitutionalization of the mentally ill. Thus you have a lot of people with schizophrenia who have no insight into their condition who are very hard to manage. Even in a town where services are relatively available there are many people who take years to accept a diagnosis which can get them on disability and receiving permanent help.
Probably the best we can do for these people is get them stabilized on an antipsychotic drug and then get them in the clinic every few months for a depot injection but even that is pretty hard.
This dates back to at least JFK and probably farther back. The institutions of the 1950s were terrible for the mentally ill - putting them on the streets is a better answer than the abuse a lot of them suffered. Of course the Kennedy's had enough to treat their mentally ill family members to better institutions than the government mandated ones.
If a reformed institution could treat the mentally ill better than the the streets is an open question - in theory it can, but human nature is all too often to abuse in that way and so you should question if any reform can stick. If you say yes then it is on you to verify. If you say no - we need a better answer than the street (I can't think of any - or at least not any that I don't have other objections to)
The Paris metro is amongst the most frequented in the world and operates near peak capacity. You absolutely can’t compare it to anything in Germany. Germany doesn’t really have a city which can be compared to Paris. Berlin has the most populated urban area and it has less than half the population of the Paris one. The only similar city in Europe is London.
Plus there is no bed bugs and pickpockets are an oddity outside of the most touristy stations.
Anyway, considering how awful it is to drive and park in Paris, you would have to be crazy to use a car instead of taking the train which is why nearly everyone does. Plus, with the mandatory employer subvention, it’s incredibly cheap at 44€ a month. The only credible alternative is biking which is indeed more and more popular.
pickpockets an oddity? brother I took all the suburban trains you can think of, the paris subway on a regular basis ive seen people injecting their arms on the wagon, antisemitic attacks, stabbings, punching, people shit on the floor, drunks and pickpockets are a daily thing in paris in EVERY public transportation. some bus lines in non-touristic areas are even so infamous that everyday legions of comments tell stories of how people got robbed their phones or wallets. ill take a car any day and guess what? that is what every rich person including the city mayor will do once they ban outsiders from having car in the name of greenwashing. they will ban cars in paris for middle class and then have people that drive ubers coming from poor suburbs and exploit them to drive around while us commoners have to live through the criminal hell that is paris public transportation.
First, please, be respectful. You are not my brother, nor my friend.
Second, why are you blathering so much non sense. I have been taking the Paris metro daily for the past decade, commuting on the B, then the 6 first, then the 8 as I moved. I regularly go around including on some of the allegedly poor lines and cross Gare du Nord quite often. Stabbings never happen. An attack would be a newspaper worthy thing. People don’t take shit in the metro. What kind of non sense is that. And pickpockets are limited to the touristy parts because well there is not much to pickpocket in the other parts.
At first, I thought you were some kind of Russian chill spreading misinformation but then it finally hit me that you are probably using your car all the time and trying to justify your prejudice.
everything I wrote I’ve seen it with my own eyes. saying brother to you is much more respectful than you calling me a russian troll. I am a second generation immigrant born in one of the worst suburb of Paris and everything I described I have seen it with my own eyes. also I don’t own a car. I just traveled and lived in many places (in US and asia) and can totally say the Paris subway is a horrible experience. people like you that have a strong political bias that make them bend the facts and reality are also the reason things won’t ever get better. Saying “pickpockets are only in touristy areas” just like if there was some magic line they wouldnt cross is the proof that you have gone away from facts and common sense. If I am telling you I know personally multiple bus lines being pickpocket-ridden where mostly parisian take the bus it is a fact and a reality. Your own experience of commuting might be different than mine good on you for enjoying it but maybe be tolerant enough to accept my own experience.
> strong political bias that make them bend the facts
I have a strong political bias because I feel the need to intervene when someone spread utter lies about stabbings in the Paris metro. Sure, I’m the one having issues here.
The issue is not accepting your experience. You are talking non sense about factual things.
Parisians mostly don’t take the bus by the way. The buses are awful and have been running like shit for the past two years as drivers are not being hired in preparation of the privatisation. Are you sure you actually know what you are talking about?
so now you half agree with me saying bus are awful. I just have now to convince you on trains, the other public transportation :)
many parisians take the bus to go through paths that are not covered well by subway especially true for horizontal paths for instance in left bank. ive seen a few stabbings myself taking rer and subway. i was even there when a random guy was stabbing people a few years back in st denis for no reason. I saw young people take out knives to fight after an argument, I ve seen people holding knives to threaten others. why do you think even the SNCF when they moved their office to saint denis wanted to have a specific arrival gate for their employees-only before backtracking when someone smarter than the average told them it would send the wrong message? have you came out next to barbes? have you seen that people got murdered just in front of gare du nord for no reason? have you been to north east stations where a horde (the right word) of junkies are crawling in the station and are all dangerous?
> so now you half agree with me saying bus are awful
They are awful because they are never on time. Your post is pure delusion. I feel insulted by you even implying I could half agree.
> why do you think even the SNCF when they moved their office to saint denis wanted to have a specific arrival gate for their employees-only before backtracking when someone smarter than the average told them it would send the wrong message?
You are unlucky. I was working as a contractor for SNCF at the time of the move so I 100% know that what you are saying is pure bullshit. There never was a plan for a separate gare. The part of Saint Denis where SNCF is is perfectly safe anyway. I find it hilarious that you think it's even possible to open a new gare for a specific use case on the RER D, one of the busiest line in one of the busiest metro network.
not a separate gare they wanted to have a specific arrival bridge to go to the office.
about the perfectly safe I guess your colleagues disagreed and I also disagreed for having spent 20 year in st denis projects. but I guess im a russian troll :
https://www.lemonde.fr/banlieues/article/2013/01/24/la-sncf-...
Living since almost 15 years near Paris, in a few different places, regularly taking line B, C, D, M6, M7, M13, M1, some buses, as part of my regular commute, and have never encountered the shit you are talking about. I do know that some places are more problematic than others, by example M6 drivers regularly warn of pickpockets on saturdays (it's a touristic line, the only one I regularly take that have such announcements), sure not everything is perfect, but you are either biased (where did you live when you were in Paris?) or actually purposely actively trying to spread fud to insist like you are.
could you draw the magic wall that blocks pickpockets from stealing non touristic areas? i wanna make sure im not in one.
you can go tonight around 8pm to porte de la villette and come back here tell me you felt safe.
its very hard to understand paris subway is a living hell if you did not travel to better subways cities. seoul, tokyo, hong kong, taipei are what a subway should be. anything less is hell
It has secretly become unrealistic to have cars in a city, we still do it but more out of tradition. You wouldn't build parks (tho that would be nice) 1 parked car, the road next to it and the second side walk take about as much space as an apartment and we stack those one on top of the other.
Something like this is quite hilarious if you think about it.
You don't have to build it like that. Where I live now, the parking lot is effectively the basement under the apartment buildings and playground. You'd barely interact with it unless you're driving.
Housing is getting so expensive that people share tiny apartments while still able to afford two cars. With that ratio you need 10 floors of parking for 10 floors of housing.
I always thought it funny how popular elevators are for vertical travel. A monorail station in the basement or even a ski lift seems a lot less space consuming.
If it means you can get a home 120m2 (1300 sq ft) in stead of 60m2 (650 sq ft) it seems worth considering.
Absolutely. Next time you see a free parking spot mentally calculate the rent of ~10m² on that part of the city to understand how much of a subsidy that is. Then multiply by 50 parking spots in a street. Then think how many thousands there are all over the city...
do you have free parking? cities are making money out of parking spots. a lot of money. so much than one would say they have an incentive to reduce parking space to increase price and reduce expenses
Cities and councils should not be making decisions based on how to raise revenue.
They should be making decisions based on how to improve quality of life for residents.
Parking should exist where public transport is not a viable option. Ideally the work to make public transport an option should be prioritised over the work to making parking exist.
Cities and councils can make money from public transport too, it'll work out OK revenue-wise, and quality of life improvements can be considerable.
Practically in a city like Ithaca NY there are stores like Wal-Mart that have oceans of free parking about a mile from the Ithaca Commons which is a pedestrian mall surrounded by parking meters and concrete corkscrews that cost about $1 an hour. Years ago local shops could stamp your parking ticket and give you a few hour for buying something but the city decided it couldn’t afford it.
That $1 isn’t much, but many believe the Commons can’t compete on that basis and shoppers will avoid the Commons and go to stores on the commercial strip instead, it doesn’t help that the Commons doesn’t have a diversity of shopping, instead it has some gift stores, a legal cannabis dispensary that is just about to reopen after being closed for some reason, numerous head shops, a bookstore, and numerous CBD stores that I think sell real weed in a back room.
I don't think it's fair to consider Wal-Mart's parking free from a societal perspective. Presumably they pay for it and absorb the cost into your grocery bill.
> Cities and councils should not be making decisions based on how to raise revenue.
... although if they were, the price of parking would be way higher. The optimal price for parking is a time-and-day-dependent price set high enough that around 10% of spots everywhere in the city are free at any given time, so that people who need parking can generally find it conveniently nearby to where they're going.
> set high enough that around 10% of spots everywhere in the city are free at any given time, so that people who need parking can generally find it conveniently nearby to where they're going
OTOH, if there is always that much space available (and presumably there didn't used to be before the price hikes) then it is evidence that a lot of people have chosen to go elsewhere because parking became too expensive.
Can the location compete with that "elsewhere"? If it is a unique location with unique reasons to visit, probably yes. But if it is the typical old downtown with stores competing with the strip mall with similar stores but free parking, probably not.
I've seen the depressing cycle of multiple vibrant downtown cores become abandoned after parking meters came in. I very much prefer a strong active downtown core even if finding parking is a pain, to one that is mostly all boarded up and abandoned but there's plenty of paid parking.
There's not that much free space available. It's a maximum of 10%. Almost everyone who was ever going to be able to go here is able to do so, they're just paying more for the privilege and they aren't wasting as much time driving around creating traffic trying to find parking.
Let's say there are 500 parking spots. With free parking and a vibrant area, all spots are taken and there are N people circling around looking for parking. Not sure what N is but let's say 50 (seems reasonable).
If after the price increase there are 10% (50) parking spots open, that means at least a 100 people went elsewhere (20%). That's a pretty significant drop in business to the local stores.
And speculation aside, I've seen this happen in two downtowns I frequented. Parking meters were installed, people went elsewhere, the vibrant downtown died and was boarded up and abandoned. And it's not just a transfer of business to a different location, but a loss of cultural significance. Because the old downtown had artists and musicians who no longer have a place at the strip mall. The stores moved, but the culture was lost.
parking costs over 200euros a day in Paris. the city also is on the board of private parking companies…. conflict of interest is high, corruption is also knocking at the door. greenwashing is the new criminal activity for suits
what is the relation. no one ever talked about more cars. I a merely asking why the mayor office is at the board of private parking companies getting paid for that while at the same time removing public parking space.
You have a fundamentally different model of the social contract to me. We're unlikely to ever agree. However...
I believe that relying on individual purchasing power ("utility"), to improve the average quality of life is an experiment (often referred to as "Reganism" or "Thatcherism"), that after 40+ years of trialling has shown to be net negative to social mobility, overall net happiness and other factors important to me as a UK middle-class (this isn't the same as what middle-class means in the US), citizen with a significantly-above median income for my age, social background and other predictive factors, as compared to natural experiments in free market economies where such trials did not take place (most of Northern Europe), in the same time frame.
The core problem with free markets being used as a mechanism to settle all societies ills is that theory ignores natural monopolies. You can't have a car parking space and a children's park in the same place: you must make a choice. And if you choose based on economic utility, the outcome with the direct revenue will allow a realised "win" over that which has indirect or non-utility rewards such as "happy, well-adjusted, children who have learned to be nice to each other".
If you believe in the right wing view of economics without taking into account the lack of natural monopolies, you and I are unfortunately going to be so far apart from being able to find common ground we might just be wasting each others' time.
If you do understand the nature of a natural monopoly from a land use to utility company infrastructure, then you'll realise that when you follow the thread that car parking at market prices denies other monopoly uses of that land, that residents can't influence that through purchasing decisions, and that cities and councils would be failing in their duty to provide an equitable and comfortable city/town in which to exist by making decisions about monopoly situations purely based on revenue potential.
You can visit your local park hopefully you live in an area with one. You can invest time using transit to get to another park. Traveling during rush hour would be difficult. Traveling with many children or younger children adds a difficulty. Being disabled or older or worse disabled with children more difficult. For the young, childless, plenty of time on their hands or live next to a park of course walking a few steps is a no brainer.
But it's like buying a gym membership across town with the idea that you would walk everyday. You aren't going once winter hits.
Not American but have been young and took transit and walked everywhere but also seen seniors in wheelchairs who stopped going to the park after they stopped allowing cars to park.
What percentage of people driving around in their 3-ton trucks are disabled? This is an argument for fewer cars, not more: so that people who truly need it can use it more efficiently.
Disabled etc spots are different imo. But most sane places have a mixture of parks/shops/other facilities within the bounds of a small neighbourhood that are easily walkable for most.
What social contract? That's a convenient fiction, but no one ever agreed to any social contract anywhere.
My adopted home of Singapore goes a lot harder on private initiative than Thatcher and Reagan ever dreamed off. And thanks to that, and some other factors, they went from third world to first world (or arguably zeroth world) in less than a generation.
> The core problem with free markets being used as a mechanism to settle all societies ills is that theory ignores natural monopolies. You can't have a car parking space and a children's park in the same place: you must make a choice.
Revenue means people are willing to pay for something, something they value. So it's not the be-and-end-all for how to run your city, but it's better than many other ways political decisions are made. (And better than whatever political decision procedure leads to mandatory minimum parking requirements, IMHO.)
The fact that you didn't explicitly opt-in to it before you were born does not mean there is no implicit social contract between you and your fellow citizens.
Without trying to ridicule you, asking “what social contract?” In this kind of discussion is like a first year university student asking “what’s a fraction?” in first year maths classes.
An entire section of philosophy is built on this question alone, and why there is such a thing as a social contract.
> What social contract? That's a convenient fiction, but no one ever agreed to any social contract anywhere. My adopted home of Singapore goes a lot harder on private initiative than Thatcher and Reagan ever dreamed off.
Do you chew gum when you are at home in Singapore? No, you don't, because it's illegal. Did you agree to that, were even you given a choice? No, of course not.
Singapore is more authoritarian than most liberal democracies. That means you do as your told. That's the social contract. If you disagree with the people in power to loudly, you got to rot in jail. https://www.smh.com.au/world/lee-kuan-yew-a-towering-figure-...
As it happens, Singapore got lucky. The people in charge are good at running a country efficiently. In particular, they didn't line their own pockets too aggressively - certainly not in a way that was out of line with liberal democracies. The Singapore it's an outlier compared to other authoritarian countries. Generally, once politicians eliminate the competition, they use their control to milk the economy for all they are worth.
> Do you chew gum when you are at home in Singapore? No, you don't, because it's illegal. Did you agree to that, were even you given a choice? No, of course not.
It's more like a license than a contract.
> Singapore is more authoritarian than most liberal democracies.
The Singaporean government is a smaller part of life than in most other places. Much less red tape to fill out before you are allowed to do anything and regulations are simpler.
Yes, there are some weird regulations about how you can say things. But they affect the form more than the substance. You are pretty much allowed to say whatever you want, just not however you want it.
Yes, Singapore got lucky in that they had (and have) a hardworking population, and competent leadership.
Why do you insist that Singapore is authoritarian? We have free and fair elections, that are regularly observed to be so by international organisations.
Well I'm not going back to Singapore until they treat gay men like myself better. I've been there; Singapore is a private money pit/playground for Western and Asian high business, much like Dubai.
When have you last been? They have recently improved the de jure treatment of gay people. (The de facto treatment hasn't changed.)
I agree that the laws about homosexuality are weird, but they are also democratic: it's broadly in line with what the population wants as far as I can tell.
That's not what democratic means. If the people did not vote on them, it's not democratic, even if it appears as though they would hypothetically vote for it.
Huh? The people voted for the government that implemented the policy. Just like with every policy in any representative democracy anywhere around the world.
public transportation is not a viable option in the west. too much crime too many lenient judge. in asia it is top notch. because people are educated and this just works. once we fix this you can take our cars.
This is a really good comment thread and got me thinking.
However here in the UK I'm not sure your point about virtual subsidy quite computes. Most of the free to use parking in valuable areas is street parking outside homes. Seeing as housing costs are just a big sponge that absorbs any surplus productivity, I suspect if people had to rent or buy those parking spaces to use them then you would see a corresponding drop in house prices/rents.
Road wear scales with the fourth power of weight over the axle so, even with personal cars getting heavier, I’m not sure that moving people from cars to trains makes much of a difference – I think most wear typically comes from heavy vehicles or weathering – so it mightn’t make much difference to repair costs.
That doesn’t mean there aren’t other advantages. Eg reducing parking spaces (as a sibling points out) to increase urban density is probably good for the economy, and time on a train can be better spent than time in a car because one doesn’t need to pay as much attention, which could be a small improvement to many people’s lives.
> time on a train can be better spent than time in a car because one doesn’t need to pay as much attention, which could be a small improvement to many people’s lives.
This is not really true on busy trains. I've commuted both on trains and in cars, and when comparing transportation methods near the saturation point, cars win when it comes to personal comfort.
A traffic jam is no fun, but you can still sit, aren't jostled about by other people, have your personal space, and keep your climate controlled to a good level.
In a full train, you will be standing up, pressed against a bunch of other people. The climate will be other people's sweat. You may be able to use your phone, but not much more.
On a longer quiet route the train can be very nice. Get your laptop out, do a little work, nice coffee or tea with you. But on a busy commuter line it's more annoying than a car.
> I've commuted both on trains and in cars, and when comparing transportation methods near the saturation point, cars win when it comes to personal comfort.
Note that if you're at the saturation point of both modes, you're moving a lot more people with (light/heavy) rail:
Also worth considering that while it may be personally comfortable for you in on saturated rail, you're still moving towards your destination, whereas at car saturation you may be physically comfortable, but you are not making progress towards your goal of actually achieving your goal of getting to your destination while your speed is zero.
That is like saying that with pig factory farming (aka intensive pig farming) you can produce far more meat per square foot than with organic pig farming and therefore it must be better.
Or, from another perspective, you have a budget of $/€ y for transportation, what mode of transportation will allow you to move the most people for that money? Unless you believe in MMT, government budgets are a finite resource, so how do we get the most bang for our buck?
Certainly you need some roads as vehicles such as trucks (UK: lorries) are very handy for society in running the economy. I myself own a car, a motorcycle, a bicycle, and have a transit pass (though I can use debit/credit tap-to-pay) and use each mode when appropriate. But the overemphasis on automobiles—specifically for private transportation—is suffocating the availability for other options.
To go back to your analogy: if you have a starving population, then factory farming is better because you can provide more calories to more people (and probably at lower cost). In that case organic is worse because you may be sacrificing people's well-being by not having enough capacity. Once you solve your first problem (enough calories/capacity), then you have the luxury of other considerations.
Obviously it is better. The better alternative to intensive animal husbandry is not eating meat (or other animal products, but in a lesser way) than greenwashing via "organic" designation.
I.... I really don't feel like driving in a traffic jam is better than being in a train in anything except the most extreme cases of train crowding. I haven't experienced massive commuter driving but even the cases I've just been stuck in stop and go traffic for 30 minutes it felt worse than any train ride I've taken except for the few times I was in "I feel like I'm going to get crushed" levels of crowded.
And like... generally speaking, the crowded train is still going to get you where you need to go. I don't know how you walk away from the 30 minute trip that took 2+ hours with any happy feelings. To each their own of course
I want to preface this by saying that my favourite mode of transportation has been NS rail in the Netherlands, but that I do 99% of my travel (where I live, in Canada) by car since I live outside of the city.
>the cases I've just been stuck in stop and go traffic for 30 minutes it felt worse than any train ride I've taken except for the few times I was in "I feel like I'm going to get crushed" levels of crowded.
I would much rather sit in a seat that has been meticulously adjusted to fit my body perfectly, with climate controlled to the exact temperature I want, with music/audiobook/etc playing at the exact volume I want, with 0 encroachment on my personal space, than to sit on a crowded commuter train, where crowded == more or less every seat is taken, with some people likely standing. I don’t care if I have to be in stop and go traffic for a bit, I know how to drive smoothly (usually smoother than trains) and I have pretty good patience, so I just sit there and relax listening to music for a bit longer than normal.
Maybe if you drive a particularly barebones/uncomfortable car[0] I could see a train being preferable. Aside from that, I will take the car over the train for commuting pretty much every time. The exception is if the train is notably consistently faster, or if I’m somewhere like the Netherlands where cars are more of a general inconvenience.
[0] Or any modern non-luxury car, since every manufacturer has decided “sporty” sells so you need 20” wheels with rubber band tires and sports suspension on your commuter car. I would highly recommend driving something like a 1990s Buick Roadmaster or Chevrolet Caprice, or Lincoln Continental, or equivalent vehicle - we had figured out how to make commutes incredibly comfortable for little money 30 years ago, but it seems like pretty much everyone forgot.
> I don't know how you walk away from the 30 minute trip
You never drove with the DB before I take it (die Bahn - German trains). You routinely have that a 30min trip takes multiple times of what it should.
* train coming in late
* no replacement
* suddenly from another track
* people taking their life
* missing the follow train
* having to wait because an ICE gets priority
You don't know how many trips I had to cancel because coming 3 hours to late (when starting the trip 30min early) isn't viable.
Yeah sure being in a traffic jam sucks! Big time. I hate it with all my heart, but I then start playing a podcast or calming music and actually get something out of it. It's actually not so nervewracking if you change your mindset. It bothers me more that I know that my mileage will tank for that short while... But yeah if I can I stay at home...
I'm fortunate enough to have only taken trains in places where there's an understanding that people actually... really actually do need to get to where they're going.
If your network doesn't have any sort of resilliance to failure, not much to do really.
(Aside: for the longest time I was always a bit miffed at France's train network, because it's mostly "go to Paris"/"move away from Paris" and very few sideways connections. Germany's transit map has always looked more evenly spread out! But every German I know who tries to take train transport complains about this lack of resiliance and now I'm pretty convinced that the network is too thinly spread out)
i also live in germany and its crazy. we are one to of the most developed country in the world and our train suck that hard that beeing stuck in traffic is way more pleasant and faster then beeing stuck somewhere for hours because of die bahn.
and that’s frequent. i did have to take the train for 6 months with 1 change of train and it was completely full all the time and late half the time so a missed the other train. its not all trains but some are freaking late all the time. especially those between frankfort and stuttgart.
there is a talk from daniel kriesel on youtube called bahn mining. very worth it
edit:// i use the 49 ticket because it is nice to use trams and buses in towns.
But if the train is that busy it likely couldn’t be replaced by people travelling in personal cars anyway as they would take up to much road space and cause a huge traffic jam and there would be nowhere to park at the end of the journey in a presumably dense city centre.
German cities have much less parking lots than American ones because of the way they were built. There may be a few that you can replace with a building, but not a lot.
In the first comment you seemed to have commented on the effect of the Deutschland ticket and now you seem to comment on the difference between US and German cities. Somehow I don't understand the connection between the two / your point.
I‘m commenting on reduction of parking spaces. In Germany there’s not so much parking to observe any visible effects. USA was mentioned only for comparison, because they have a lot of parking and there it could be noticeable.
> In Germany there’s not so much parking to observe any visible effects.
That doesn't make sense. German streets are full of cars, partly because there's insufficient dedicated parking space. Lower car ownership would have a very visible effect on the streets.
Yes, you can remove cars from the streets. My point is, you cannot use that space to increase urban density, because that space aren't parking lots. You can plant more trees, add bike lanes or convert the entire street to a pedestrian zone with a playground. But you cannot build there.
Aren’t roads necessary from a “last mile” perspective for like, all sorts of things a functioning country needs? Last time I checked trains don’t run directly from farms to grocery stores and so we need trucks and therefore roads in order to get food to consumers, among other things.
> Aren’t roads necessary from a “last mile” perspective for like, all sorts of things a functioning country needs?
Yup, absolutely! But at least where I've worked on road design, the number of lanes on a local road is governed pretty much solely by the number of cars (trucks just have a larger impact on asphalt structure choices and, balance with the impacts of freeze-thaw, resurfacing schedule).
But this is about longer distance travel - trains generally being used for intercity travel vs highways. Even still, I don't argue against road subsidization, but rather in favour of more train subsidization.
They're necessary because cities are built around the idea that everything must be done through a car, so roads become necessary. It's a bit of a self-fulfilling prophecy. The underlying discussion is all about urban planning and how we want societies to organize space.
I do not know about Germany, but most countries have taxes on car ownership and fuel, so you need to offset those against the expenditure on roads. Road construction and maintenance also benefits other road users - transport vehicles, cyclists and pedestrians and emergency vehicles etc.
> The degradation of road surfaces is caused almost entirely by automobiles.
This should read: The degradation of road surfaces is caused almost entirely by heavy trucks.
Road wear is proportional to the fourth power of axle weight. A fully loaded cement truck or transport truck is doing way more damage than a fully loaded box truck, which is doing much more damage than a Hummer EV, which is doing much more damage than a Tesla Model S or F150, which is doing more damage than a Nissan Micra or Mazda Miata. Here’s[0] a page with a neat chart showing relative comparisons. Note that it tops out at 18k lb trucks, which are ~1200x as damaging as something like a Prius; it doesn’t include fully loaded trucks, which can exceed 80k lbs in North America. The amount of damage to roads they do compared to average or lightweight cars is mind boggling.
Once you get into those larger vehicles, vehicle weight doesn't matter so much (for regulations and for road wear). What matters is axle weight, which stays fairly consistent as you increase overall vehicle weight. eg for delivering bulk construction materials, dump trucks have either one, two, or three load axles (along with the steering axle, which is calculated separately), and the load it can carry scales pretty closely with that (gross around 10t per axle (22k lbs), net around 7t per load axle). Anything over the standard limit pays significant fees for a permit (at least where I am)
German chancellor plans to put road repairs into 2% mandatory defense budget to meet NATO requirements, so not that much of a load to overall german budget.
Not trying to detract discussion, just finding it hilarious that when facing a potentially existential threat from russians who repeatedly claim they will wipe them out, they will do just about anything rather than making their military into something a bit better than an chronically underfunded joke its now.
Actually, it makes quite a bit of sense to plan ahead to make sure that your infrastructure can efficiently transport the weapon systems you already have, or you are planning to have.
What's the use of tanks if you can't get them to the battlefield? [1]
Although some infrastructure was already built taking logistics into account [2], concrete structures have a life expectancy of about 50 years, and many bridges are past that age and need urgent replacement. And that costs a lot of money.
A small reminder on the importance of bridges: [3]
It is also important to make sure your military equipment can travel across rough ground after the retreating enemy has destroyed all roads, rails, and bridges. Of course in that situation you don't care much about saving the ground you are covering while chasing the enemy, but lack of roads is not fatal (there is good reason the military likes it - it makes their logistic much easier on safe ground)
Germany spends some 70 billion euros maintaining the road system, only about a third of which is offset by taxes on drivers [1]. If we accept that investments in roads reduce carbon emissions by 0 million tonnes per year, then that works out to NaN € per tonne -- much worse than other carbon abatement methods!
Naturally there might be other positive externalities to owning a car, but I don't own a car and therefore wouldn't be privy to them. Instead I rely almost exclusively on Germany's public transport for my daily commutes, which I find perfectly satisfactory for this purpose and significantly more convenient than parking and maintaining a car.
A third can't be right. 15 billion from petrol and 18.2 billion from diesel alone make up almost half of that. 48.76 million vehicles times €100 (back of the envelope calculation) for vehicle tax puts that number above half.
From the article (sorry for the bad link before; fixed below [1]):
> The revenue from taxes and levies on road traffic amounts to around 50 billion euros annually. Around half of this is earmarked by law via the mineral oil tax, i.e. around 25 billion euros. This means that just over a third (36%) of the earmarked revenue from road traffic covers the costs of roads and other facilities such as parking lots and the like. It is therefore clear that the public sector is heavily subsidizing road traffic.
My understanding is that these two forms of taxes add to more than 50%, but then almost half of those taxes must be reinvested elsewhere by law (i.e., not into roads), hence the 1/3 figure. But even if you ignore this reallocation of taxes, you still have a deficit of around 20 billion euros.
That's because the selection of numbers is a little bit weird. The 70 billion on the cost side are composed of 38 billion for construction and maintenance, 14 billion for traffic police and 18 billion for public funds spent for accidents. The generated income is only taxes on fuel and the tax car owners have to pay.
If you include the cost of the traffic police, there is way more stuff that you can include on the income side like taxes on car sales and part of the cost comes also back to the government in the form of taxes. There is likely also a large part of the costs that is missing. Doing this properly is a lot of work and doing it precisely is hard to impossible. These sort of things almost always include estimates for the higher order effects.
Btw: I googled the study[1] and apparently it was funded by the "Netzwerk Europäischer Eisenbahnen e.V." (Network of European Railways Association). I would take any statements and numbers with a huge grain of salt.
Maybe in UK local roads are funded differently? If you counted only national roads in Poland it would seem that Poland takes more in revenue than spends on roads, which isn't true if you count expenses on all the local roads that aren't in national budget.
Even if you don't drive a car yourself you depend a lot on things delivered by road. Most of the road wear is done by trucks bringing you food, construction materials and whatever else. You can't exactly replenish your local grocery store by rail or cargo bike.
Most of the need for roads though is cars. It is rare to see a multi-lane road where trucks are restricted to only 1 lane and cars allowed the rest - if though trucks wouldn't fill that single lane and in turn the other lanes could be built much cheaper. (in part because the road needed for a car isn't that much cheaper than the road needed for a truck - labor is about the same, and weather is often a large factor)
Focusing on the cost-per-tonne for carbon reduction misses the broader value of railways. They're not just about reducing emission! They facilitate daily commutes, expand job opportunities, and help drive the economy. It’s a subsidy for businesses too.
"These things aren't important unless you can wedge them into my spreadsheet" is the time of consultant-brained nonsense that got us the world we're living in.
We spend public money on things that are almost impossible to put a concrete value on all the time. Parks. NASA. University subsidies. Animal welfare. The list goes on. "How much are we willing to pay" is entirely subjective and can't be produced by a nice clean spreadsheet.
If you could make a park for 5 million dollars, or the same park for 3 million, you would do the latter, would you not? Then you'd have 2 million left to do something else with.
Because that is the comparison being drawn here. A valid objection would be that there are other axes that are material but are not being considered when we reduce the question to dollars per ton of CO2 -- but arguing that we ought not even try to put a value on how we spend public money will not be a reasonable stance until public money is infinite.
This analogy simply doesn't work because transit isn't fungible. Trains and air travel or cars simply aren't "the same park". The benefit of trains is objectively not just the carbon footprint. The money spent by the government benefits the public in other ways, not just environmentally. Ignoring the wear on (and cost of ownership of) personal vehicles, for instance, dismisses a huge amount of savings for folks who can take trains instead. Rail travel is safer and results in fewer deaths. The list goes on. Even "having a train that takes me to work so I can relax on my commute" is an important one. And many of those things are almost impossible to truly quantify the monetary value of and jam into a spreadsheet.
All the things you listed are examples of "other axes" that I listed as being valid objections. I also agree that it's hard to estimate the dollar cost or benefit of these things. But I think we do have to attempt to estimate it, since we have no other sensible way to decide how to allocate public funds.
It's not even all that difficult to estimate, really. For example, every business does it, of necessity.
Markets are a useful tool that societies use to optimize certain kinds of capital allocation and goods production, where that makes sense. No more no less.
Most of the things societies value most highly don't fit into the market hole.
If trains were exclusively a mechanism for capturing or avoiding carbon, then the metric of $ / tons would be valid. Trains very obviously are not that.
> It's not even all that difficult to estimate, really. For example, every business does it, of necessity.
This isn't even true. I run a business, and I frequently make decisions based on what I believe to be the right thing to do rather than what the data shows as being the most profitable outcome. The very notion of a "loss leader" is driven on fuzzy data where execs simply hope the loss in revenue from sales is made up for in other benefits that can't be concretely valued.
Numbers vary around the world, but FEMA in the US decided on $7.5M in 2020.
Financial investments are economic decisions. Whether or not you like the idea of assigning financial value to fuzzy concepts like happiness or quality adjusted life years, you still have to do it. The simple act of choosing to spend $N or not choosing to spend $N puts an implicit price on the result.
By putting approximate numbers in the spreadsheet - no matter how crude - we can at least end up consistent and fair. Otherwise we could end up spending vast sums to make a few people a little happier instead of smaller sums to make lots of people a lot happier.
No, but we can look at the amount of misery, that is prevented by not using cars. Traffic jams, pollution, accidents, waste of resources,...
The difference is so huge, we don't need to put a number on it. Public transport might be unpleasant for the individual, but is clearly very much better for everyone than using cars.
The park to park comparison is the opposite of what's being discussed. That's comparing the value of apple to another from the same tree - there are many subjective elements to compare but given that they're both nearly identical it's quite easy. Still doesn't fit on a spreadsheet e.g. bitterness, likelihood of having a worm inside, prettiness, whatever.
What is being suggested is comparing a train subsidy to... Unknown. Other modes of transportation? The money being spent on other carbon reduction efforts?
I don't understand why carbon reduction is the primary topic for discussion when trying to put a dollar value on the thing. Two apples are still a little difficult to compare but you at least can agree that the bigger tastier one is probably better value (unless the smaller is cheaper and you need to do gram for dollar value, idk, good luck). A train vs other things though is imo essentially impossible to compare, a genuine apples to oranges comparison.
For carbon reduction, I challenge the OP estimate. It assumes everyone drives if no train, as I understand it. So that's the carbon reduction comparison - wow great so many people not driving. But it's not just that. Less parking lots need to be constructed. Less concrete, less carbon. Less roads need re paving every 10 years or whatever - let's compare the carbon of rail maintenance to an asphalt road. Less car accidents, less cars needing to be recycled at plants. Maybe city designs start accommodating the train subsidy, less car centric design, more vertical and dense, less car travel that wouldn't have been served by the train but is now served by walking. On and on and on.
You can't compare these two on carbon alone, and that's not even considering the fact that I find it kinda ridiculous to focus on just carbon as a measure of worth-to-humans. There's so many other factors at play that I genuinely think it's impossible to put a dollar value on. Reduction in road noise for people near the highway. Reduction in smog and thus a reduction in lung cancer and related medical costs. Reduction in human deaths from car accidents. Increase in psychological happiness in commuters not exposed to daily road rage and also suddenly having more time to read or play games. Endless, endless comparisons.
Dollars are a bad way to measure value. We either need a new way to describe value-for-dollars or a new way to describe actual value. Conflating the two was capitalism's ultimate coup and this thread is a great example of why.
>Less parking lots need to be constructed. Less concrete, less carbon. Less roads need re paving every 10 years or whatever - let's compare the carbon of rail maintenance to an asphalt road.
Yes, these are all valid other axes to consider. I nevertheless think it's necessary to estimate each of their values as so many "points", which, yes, may be subjective. Those points might as well be dollars, because dollars are what we (as the local government) finally wind up spending on whatever projects we decide on.
Why "might as well be?" Dollars can't accurately determine something's real value and I'm baffled that people continually assume this.
A teacher is more valuable than an investment banker and yet the investment banker is paid more. Maybe I can make a spreadsheet of all the instances of such things and it would reach tens of thousands of rows. It seems to me plain as day so I don't get it.
Sometimes the dollar value is accurate, often not. The frequency that it's incorrect makes me wonder at the authority we grant dollar valuations.
Who's "we"? The public is mostly not made up of consultants and do not appreciate consultant logic being applied to everything. People would prefer to define values and then act on those values.
So you would be good with spending more money and even increasing total carbon footprint, if it just felt good?
Seriously, if you're not going to measure anything or use logic, I'm not sure how you can even call them "defined" or "values". It sounds like, "I saw it on TV/internet/billboard so it must be true".
Yes, because that is exactly how American cities are currently built today -- expensive carbon-intensive roads paved out to sprawling suburbs, the independent financial upkeep of which is not sustainable long-term. [0]
The costs for car-based infrastructure are also sky high: $1+ million per mile of new road, excluding constant maintenance in repavings, potholes, and drainage systems. [1]
From an economic lens, transportation infrastructure is a net gain to the economy. To me, there is no reason why public transit subsidies should be scrutinized on financials above and beyond how public roads are scrutinized.
If we recognize roads are useful, then public transit should be an even more efficient use of taxpayer dollars on mobility per infrastructure footprint costs alone -- even before carbon reductions are considered at all.
Strong towns is a terrible source of numbers and has been debunked many times. Streetcar suburbs have been sustaining themselves for 140 years - rebuilding their infrastructure. Infrastructure is a tiny % of any government budget (https://pedestrianobservations.com/2024/10/07/taxes-are-not-...) and so infrastructure spending could go up a lot.
I didn't say that. The OP argued "Actually this is bad because the cost per ton of carbon saved is higher than some other way to save carbon."
The original replyer pointed out that "ways to save carbon" are not necessarily fungible and there are other benefits to subsidized rail travel. The followon dismissal was to throw back and come up with a way to "price" those other benefits.
What I am objecting to is the entire chain of thinking that starts with trying to do simplistic, reductionist price comparisons and then refusing to consider other factors that don't fit in the pricing exercise.
That isn't "consultant logic", that's the way the world works. Resources are finite. We can't do everything everyone wants to do, so we need some means of prioritizing which things we are to do. You can call names all you want, but this is an unavoidable reality of existence.
> "how much are we willing to pay for this good thing"
We don't even do that for cars. We shifted most of the transport cost to the individuals without any calculation. Nowadays, cars are the most costly item in a household besides the house itself, is that okay? I'm not so sure.
A car is an incredibly complex and incredibly useful machine. In a non-feudal banker run economy, a car would cost 5 times as much as a house. Or rather the house would be 5 times cheaper than the car.
The cost of something is not related to what it is worth to life. In any case the real measure is what someone is willing to pay. I'm driving a 25 year old car because I choose to buy a more expensive house, and put my kids in various activities - as a result I don't have enough money left over to pay for a new car. I do have enough money to pay for a used car when the current one breaks and is unfixable, but I have choosen to spend elsewhere - those used cars provide exactly as much value to me as a new car and save me money. (I save even more money by riding my bike where possible so I rarely drive)
Neither land nor materials are scarce. They've been artificially made expensive to prop up the feudal system. This planet is still mostly wilderness - go zoom in anywhere on Google Maps and you'll see. And building materials are easy to find in nature everywhere except for in the oceans and the deserts.
I know it's easy and a habit to always defend the status quo, no matter what it is, but when it comes to housing the situation is much beyond ridiculous. I can purchase a literal airplane for half of what it would cost me to buy a run-down shack where I'm from, which is a region that neither has any high paying jobs nor lack of space. It's a mostly deserted, low-population density region, with population shrinking every year because people cannot afford a fucking simple house to live in. Housing prices has nothing to do with economy nor supply and demand. It is all politics and it's all a scam.
By the way, what do you think it takes in energy, factories and labour to make the material needed for a car? A whole lot more than what it takes for a house.
Ah, you made the classical blunder of forgetting location matters!
Living in the woods sounds grand until you have to live in the woods. The vast majority of humans prefer to live in Urban areas, where land is more expensive.
Living in the woods also sounds fun until you realize you have no infrastructure for anything. How will you shop? Cook? Entertain yourself?
There is a lifestyle there, yes. But that's the trick - lifestyle. You have to dedicate your life to achieving just the basics.
I wrote in the comment above that land and housing is expensive also in regions with low population density. Because the land owners there also demand top dollar for the land they have. The same problems are in rural areas as in urban areas, of course it is accentuated more in urban areas since those are also places where people can make a high income and population is denser.
I've lived in the woods, so I know exactly how it is. As long as you have a vehicle you are fine. Haven't you ever been outside of a city in your life? They have energy and modern comforts. I've lived off grid as well, and that was fine. You have to plan differently.
You are arguing from obsolete standpoints, which probably have never been true. Why? To defend a status quo that is strangling generations of people?
Right, so a vehicle... and a road and a city and thousands of years of human innovation.
> They have energy and modern comforts
Right, at the expense of the city which keeps the rural and even suburban areas on Welfare. Because providing funding to places where nobody lives in a money burner. Luckily, the "status-quo" is 100% to burn money on rural and suburban areas.
Yes, that is right. Opinion building is a thing in a democracy.
The problem with op is that he attaches a strong value statement ("isn't good value") to an incomplete assessment. Now that's doing politics! Isn't that what we want to get away from? Don't we want to have it all objective and fact based?
So here is the question: How should we make decisions? Is it possible to use $ as a neutral decision making data point? Or do we have to discuss things broadly, and include elements that haven't been broken down to the cent, to reach a consensus about how we want to organise society?
I believe that this idiotic short-sighted minmaxing (mainly due to the conservative party) has led to many of Germany's current infrastructure issues. Laying fiber? VDSL is cheap and has been good enough so far. Renewable energies? Importing Russian gas halves CO2 emissions compared to coal and is way cheaper (surely Russia would never think of abusing the dependence). Maintaining the railway network? That would cost money, and it wasn't broken yet.
I agree with you that it's important to avoid using such a bad strategy as feel good vibes, which could easily happen if one is careless.
However it might suffice to find a strong justification, rather than a pure quantification. One way to build such a justification is to consider rail transport as a part of a coherent whole, as part of a broader vision.
Indeed I think such a strategy can result in a better outcome than the one arising from optimizing everything in isolation; the latter risks leading to a local optimum.
However it is key that the vision is feasible and correctly evaluated. If one were to bet everything on one vision and that vision failed, if say one important factor was forgotten and not accounted for, the result might be rather unfortunate.
So concretely, making local public transport cheaps could fit into a vision of "where will people live, where will they work, and how will they commute from the first place to the second". Whereas including intercity rail and bus is harder to understand maybe it would fit into a vision of "how people will keep in contact with old friends and relatives after moving cities". Maybe "how people will spend their vaction, or go on business trips"?
Let's focus on the former one. It could then go hand in hand with zoning regulation, public-private partnership of building housing+utilities etc. Trying to encourage certain industries to provide jobs.
Ok, the GP is only using carbon offsets, but the economic one are just as good. Forgoing car ownership allows for that money to then go other economic uses. Forgoing fuel costs, $20 for electric, $100 for gas, again allows that to go into the other areas of the economy. These are easy to calculate, why not use them?
No. This is something Texas is having to come to terms with right now. Cars and roads only scale so much before you physically can't move more people fast enough even with more roads and more lanes. Rail scales way better.
So Texas is pushing a high speed rail line that will allow people to commute 30-90min into a city from locations that currently are 1.5-3 hours away. And at that allow those people to commute to cities on either ends of the line while still being a relatively accessible commute for anyone in between the cities.
And of course as great as that is, the rail line will be able to relatively trivially scale capacity by adding more trains to the same line at a rate far above massively expensive road expansion projects that cost comparable to the entire planned rail line.
So if you want to grow past a certain density you do have to start switching to rail and higher density does mean more business opportunities and generally greater options for prosperity for the populations in the area.
Is Texas "coming to terms" with it, though? Cars don't scale infinitely but are also way more flexible than rail lines could ever be. If your goal is to have everyone work in downtown Dallas then yes, they suck. But you can just build offices and manufacturing facilities all around the state instead, avoiding the creation of single bottlenecks.
> has huge ongoing costs in terms of resource and energy use
TxDOT (government organization responsible for road maintenance) has a budget of $30B/year or about 10% of the total state's budget. Not that big of a deal for Texas.
That figure includes every single government-owned street, AFAIK. Total infrastructure costs are higher but don't seem that much higher than in Germany?
> Cars don't scale infinitely but are also way more flexible than rail lines could ever be
I'm not convinced this is true. Because a train enables more density, it enables more places you can reach once on it. A car enables more geographical area, but there is a lot less things to do in that area, and those things to do are what matters. If you want to go camping miles from anyone else than a car will get you there, but if you want to do a city activity (restaurant, movies, live music, show, work) a train can get you to a much greater variety of those things.
Note that with both the real question is the network. A car where there are not roads won't get you anywhere. A car where there is one road doesn't get you far. Same for a train - I live in a city without a train and so obviously I can't get anywhere on it. I've been in cities with trains and I was able to get places on it - enough that I didn't need to have a car.
At this rate I would be surprised if the Texas HSR is complete before 2050. Texas has not come to terms with anything. I say that as a resident for the last 10 years.
> Cars and roads only scale so much before you physically can't move more people fast enough even with more roads and more lanes. Rail scales way better.
Before scaling people moving up so much, I'd question why encourage so much movement.
Instead, let's encourage local areas which are walkable/cycleable that contain 95% of what people need. By eliminating the need for 95% of high-speed people moving (whether by car, train, bus, no matter), that problem becomes automatically solved. And we get a nicer life walking/biking to most places and when we need/want to drive farther, there's no congestion.
95% is way too high a target! I sometimes want to get supplies at the special Asian food store - there won't be one in my 95% neighborhood - nearly everybody has enough of their own special hobby/interests that they cannot live 95% in their neighborhood. Note that I only counted for me - in the real world most people are in a marriage like relationship, each of the pair has their own interests and different jobs.
What we should aim for is everybody is in walking distance of 5 restaurants, 1 grocery store, 1 general goods store, 1 library, 1 elementary school (but not higher level - after about 6th grade students benefit from larger schools where they can take classes different from their neighbors), 2 parks, 3 churches. Then put them in close walking distance of good public transit so they can do other things that they do in life all the time (Note in particular going to work every day is not in the above list for most!). You should of course debate exactly what should be on the list and exact numbers, but the above is a good starting point.
> nearly everybody has enough of their own special hobby/interests that they cannot live 95% in their neighborhood
Agreed. I did mistype what I was thinking though. Not 95% of destinations one might ever want, but my thought was 95% of trips. Nearly all my trips are routine, either to/from office (bikeable) or supermarkets (walkable), movies/library/restaurants/misc shops (all walkable), parks/sports (walkable), basic medical care (walkable).
I certainly have hobbies/needs I must to drive for, but those are fairly occasional trips. My thought is that if we as a society make it so that nearly all routine trips can be local (walk or bike) then the exception will be rare enough that we don't need more road capacity.
> Instead, let's encourage local areas which are walkable/cycleable that contain 95% of what people need
The only way to achieve this is density. Urban areas.
When people want to live in big sprawling suburbs with nice homes, you just can't get this. It's not possible.
The problem is that you can make MUCH more money building huge homes than affordable housing. And people, being ultra-individualistic, believe they need the huge home as opposed to denser housing. So here we are.
> When people want to live in big sprawling suburbs with nice homes, you just can't get this. It's not possible.
What you call "not possible" is where I live, so clearly it is possible.
Trying to shoehorn all solutions into one and only one way of doing things turns people off and hinders progress.
Sure you can have dense urban areas that are walkable/cycleable. You can also have suburbs that are walkable/cycleable. Instead of turning people away from a good cause by telling them they can't have the life they want, let's promote walkable/cycleable communities in all areas.
> You can also have suburbs that are walkable/cycleable
You can, but not to the same degree. Because it's just a matter of distance and density.
If you have a store and you have to service, say, 1,000 people to make it profitable you might have a store every .5 miles in the city. Maybe that then translates to 5 miles in the suburb. Well... it's not very easy to walk 5 miles. It's trivial to walk .5 miles.
Stores are one example, but this really applies to literally everything. Besides things like parks, which don't need to turn a profit.
Sure, you can have walkable suburbs in that you can walk in the suburbs. But, to me, that's not what walkable means. Walkable means I should be able to do ALL of my tasks, whatever they may be, without a car. That's not possible in a suburb. I can't walk to the office, or the store, or the bank, or whatever. But it's very possible, and even trivial, in cities.
"Walkable" infrastructure only really matters if there's somewhere to walk to. Sure, it's nice having sidewalks that lead nowhere, but people won't turn to them like they would in Chicago.
> You can, but not to the same degree. Because it's just a matter of distance and density.
Agreed, but you don't actually need the same amount for the suburban demographic.
For example where my friend lived in Manhattan (and I spent most weekends) we could walk to tons and tons of bars, multiple clubs, music venues and such, in addition to stores for food/medicine/etc. The sheer volume of that can't be replicated in a suburb.
But.. it is also not needed. Ones moves to the suburb when being a bit older, less single and more parent. So I don't need to be able to walk to dozens of bars anymore.
> That's not possible in a suburb. I can't walk to the office, or the store, or the bank, or whatever.
Sure it's possible. Like I said in original comment, that's where I live, a walkable suburb. I can walk/bike to the office, two supermarkets, theater, daycare, middle school, movies, at least 3 banks, library, pharmacies, clothing stores, restaurants and many other specialty stores I'm not listing. Also a couple city parks and a state park. The only thing in short supply are bars (one brewery within walking distance) and music venues (one bar/restaurant/live music hall within walking distance). But given the older married parent demographic, that's plenty for me.
Induced Demand needs to DIE as a concept. It is a GOOD thing - if you build any infrastructure and people change their behavior because of it, that means your city wasn't meeting the needs of the people. The whole point of a city is all the things people can do in them - if you just want to stay you get out of the city: you can find cheap houses in Montana with nothing around that will meet your needs just was well. The rest of us live in/near a city because as romantic as the cabin sounds, we overall prefer all the options a city gives us.
Note that I didn't specify you should get ahead of induced demand, only that you should. Trains are much cheaper in the long run for most cities but it requires a large investment to make them useful.
I don’t think you understand how this concept works. Because commuting by car after increasing the road capacity gets easy again, and because it’s also the most co convenient and (for a brief moment) fastest way to commute from point A to B, people switch over from using other means and the roads get saturated again soon after. You cannot increase the capacity to accommodate everyone driving, and everyone absolutely would want to drive if possible. It has nothing to do with the city’s ability to deliver, it’s about human condition and our innate need to make lowest effort possible.
Also, this is such a wildly American take, from a European perspective. No one expects city to somehow make driving cars easy here, not anymore. Would also be wild from NYC or Chicago perspective. Having lived in NYC I would not replace Subway with a car in that large of a place. Even without traffic it would take too long to move about.
Good comment except for the first word. Obviously cars enable all sorts of movement and economic activity, so why not just admit it? The rest of your comment is just talking about how rail may do all those things to a greater extent than cars. You don’t need to deny benefits of cars, it doesn’t bolster your arguments. Better to just be honest and then extol the virtues of rail and other transportation methods.
I actually do stand by my assertion in this case. The reason is because unfortunately, after a certain scale, cars are actually actively harmful to growth.
That's why I brought up Texas in particular. Interstate 45 as an example is effectively at saturation. Even if you add new lanes to it, you only get marginal throughput benefits when you actually try to get between Dallas and Houston or commute to either city from the region between them. The same goes for I-10 out of Houston.
Texas has reached the point where car ownership is actually costing the state and local governments astronomical amounts of money for marginal amounts of congestion relief (that is then immediately saturated).
I don't deny that cars have a place in low density regions and I think they are great for specific uses or areas but generally I believe that cars hinder growth in any metro environment in the long term. Doubly so because car centric infrastructure is extremely hostile to anyone who doesn't use a car which makes transition at that density threshold extremely painful for everyone involved.
Of course a car does, but does that mean you should ignore all the benefits brought by bicycles? And if we go that far, should we overlook our own muscular locomotion? It all enables the same mobility after all.
Cycling at 110F ambient temperature can be outright hazardous (speaking of Texas).
Cycling at 80F is okay as long as you have a shower at the destination. (Most offices don't.)
Also, cycling in a city, when you cycle for 2-3, maybe 5 miles, is fine. Cycling for 20 miles is pretty taxing and time-consuming, but in a low-density, car-oriented environment 20 miles correctly qualifies as "nearby".
> Cycling at 80F is okay as long as you have a shower at the destination. (Most offices don't.)
1. Shower at home.
2. Have a change of clothes.
In the Before Times (pre-COVID) I cycled to work five days a week and never showered there (even though available). (And believe me: people I worked with would have told me if it was a problem. )
Sweating does not make you stinky. Sweat is not stinky. It is bacteria that causes the stinkiness. If your skin is (relatively) clean, there would not be any (food for) bacteria and you won't stink.
Also:
3. How much you sweat depends on your exertion level: take it easy and you don't sweat as much, at least in the morning when it's cooler. (I'm in Toronto, where summer afternoons are sometimes >30C, and I've cycled home in 35C weather; high-ish humidity too.)
> Sweating does not make you stinky. Sweat is not stinky. It is bacteria that causes the stinkiness. If your skin is (relatively) clean, there would not be any (food for) bacteria and you won't stink.
As much as I agree with your general point, this isn't strictly true.
For a sizable chunk of the population, sweat doesn't contain high concentration of compounds that when digested by bacteria produce body odor.
However, despite being a sizable population, people lucky enough to have this trait are in the minority. I don't know the actual percentage but among European populations it's as low as 2% and among east Asian populations it's as high as 50%. Either way less than half the population.
The rest of the population has variations of that trait and their sweat produces moderate to extreme amounts of amino acid based compounds that when digested by bacteria produces the VOCs that make up the infamous body odor smell.
You can't just compare the entire multi purpose road network of the US to a single rail company. That's just not a serious comparison.
Besides, you didn't include the cost of the vehicles or the cost of fuel for the cars. I presume the number for Amtrak include all operating costs.
The truth is that different modes of transport have different strengths and weaknesses. In densely urbanized areas trains and trams are typically more efficient than cars.
There are definitely places where rail is awesome, a great example is New York to DC. Better than driving or flying by a mile.
But on a purely cost basis, rail is very expensive. It just more expensive for the government to build an operate rail than it is for them to build and operate roads. You’re right that part of it is because some of the cost is shouldered by the car owner. But, even in Europe, car ownership is very common outside of city centers. You can’t really expect there to be a rail station taking you from anywhere you want to go to anywhere else you wanna go unless you’re in an urban hub.
I gave data showing that the hundreds of billions of tax dollars spent on roads supports trillions of miles traveled, while billions of dollars spent on Amtrak (largest rail system in the US) leads to an order of magnitude less miles traveled
Yes but like I said the comparison is totally flawed since you counted all costs for Amtrak but only a subset of costs for car traffic.
If you are convinced roads+cars is an order of magnitude more efficient than rail, maybe you can explain what you think is the cause of that difference. Does rail require more land? Does it require more maintenance hours? Does it require more expensive materials? Does it require higher insurance fees? What's the reason?
operating and capital costs for transit in the USA are absolutely sky-high compared to the rest of the world. It doesn’t cost Japan billions to extend their subway a couple miles, but it does in NYC. The “why” is complex but well documented.
> rail station taking you from anywhere you want to go to anywhere else you wanna go unless you’re in an urban hub.
The specific people pushing this form of development also want you to live in ultra-high-density housing in an urban center - that's the whole idea and eventuality of this type of development.
You WILL raise your family in an apartment, they WILL ride a bicycle everywhere they aren't using mass transit. You will own nothing and like it.
I don’t really need to jump to that conclusion. I think there’s a certain naïveté that if high-speed rail is ever built in America, it’ll be this wonderfully efficient, cheap system that takes me exactly from where I am to where I wanna go faster than flying. When the reality is that high-speed rail really only makes sense for certain very dense corridors then things like the Philly to Pittsburgh high-speed rail wish is the kind of thing that would be an economic disaster.
The idea isn't to "force" people to do anything, it's to stop PRIORITIZING those people.
Suburbs are on heavy welfare from city centers, who pretty much provide all the money. Roads are prioritized to such an insane degree that everyone suffers. The people you may identify with - low-density huge homeowners - don't realize it, but they're being heavily subsidized by everyone. Particularly those in denser areas.
People would like to live in denser areas and have it, you know, not suck ass. They would like to be able to go anywhere without 1 hour of traffic. They would like to be able to bike without risking their lives. That means SOME money given to urban sprawl and roads needs to be diverted to public transit. Boo hoo.
Anecdotally, I frequently take day (or weekend) trips to other European cities by rail. It is usually quicker than the roads but also crucially you can be productive on the train. If I had to drive my car there then I probably wouldn't bother.
This reminds me of this Swedish office on a train https://www.youtube.com/watch?v=3HbrI3refig , made for a company which had an hour train commute from Stockholm. It's even got 8 telephone line (4 in and 4 out)!
I guess a lot of people would use work booths/conference rooms on trains, but the price/profit has to work for both sides (the train company and users). As for trains, the old-fashioned 6 seater compartments offer more privacy for groups.
This is an aside, but I’d never seen that “Beyond 2000” show before.
Retro future is a favorite topic of mine, so thanks for sharing.
Yeeesh though, re: part 2 of that episode, it’s wild to watch people in 1988 articulate the looming threat of global warming, and to hear them say on this 25 year old program “we’ve known about this for 30 years”
Yeah - as someone born in 1979, I find repetitions of the idea that global warming / climate change only came into public awareness 'in the last 15 to 20 years' on TV news and in documentaries deeply troubling. Global warming was constantly discussed on (British) television during my childhood. At least as much as the hole in the ozone layer and acid rain. Perhaps this wasn't the case in America?
The funny thing is that people were calling for protecting the future of the children - and now we've just moved the goalposts to those children's children.
you could also work from a car if someone else is driving it like a taxi, but imagine the price difference to travel such a long distance every day over rail versus metro + rail.
Another point I haven't seen mentioned much is safety. Rail is vastly safer than cars and results in less strain on the medical system.
We could bring down the cost of the taxi by putting more people in the car, to share the cost of the driver. That'll bring the costs down significantly.
If the car is sufficiently large, we can get, say, 50 people in a car with a single driver. That should make the extra cost of the driver split between the 50 lassengers significantly cheaper.
We could go further and link multiple cars together, with a single driver up front. They will be driving on one another's slipstream vastly improving fuel efficiency which will bring down costs even further.
Imagine if we can get them to run on some sort of rail or metal track, which makes rolling resistance of the wheels basically 0. No more expensive rubber tyres that need replacing and yet again improved fuel efficiency. This will bring down the costs even further!
And if we put those rails in a tunnel or on a elevated structure we can automate the whole process and get rid of that driver. (we cannot automate anything where humans or animals might get in the way - it remains to be seen if we ever will)
Europe is not exactly the standard bearer for productivity though, is it? If one wants to advance an argument for emulating European style passenger rail, this is really not the right argument.
Cars destroy walkability, cyclability, ability for kids to freely play outside, enable sprawl (hence more energy consumption hence more carbon emissions).
There’s no free lunch with using more surface area, which cars greatly expand people’s ability to consume.
True to a degree but cars also make parenting easier: you get bigger houses, bigger backyards, don't have lug your kids around on public transit, deal with the weather, don't need to worry about rail worker strikes, etc.
All America's missing is laws that allow kids to walk to school and adding more sidewalks to enable this, but this is changing over time (see Utah's free range parenting law).
Do bigger houses make parenting easier, do bigger backyards? I’m inclined towards a large communual yard (a park, if you will) being many times more efficient at keeping them busy, especially if you have a single child.
Lugging your children around on public transit builds character that chauffeuring them around in a car does not. They’ll be exposed to a variety of people and situations they’d otherwise never experience.
Similar thing for the weather. I don’t want my children to grow up thinking that any kind of weather limits their options if a car is not available.
I realize my opinions might be different if I were living in a US city, just wanted to give a different perspective.
The other great thing about public transport is you don't have to "lug" / "chauffer" them at all after about 8 or so (what age makes sense depends on area and the kid of course). They can exercise some independence.
Maybe that's true in small, peaceful countries like Denmark, but in the US children "excersising some independence" would likely be kidnapped, raped or killed.
This has never been significantly true, and becomes less true every year.
The probability that any given child will be kidnapped or otherwise threatened by a stranger is minuscule compared to the chance that they will be abused, kidnapped, or killed by a family member.
By that thinking, looking at the data, you should prevent kids from seeing their family… Understand the nonsense? But nonsense gets often commonsensical when everyone in your circle believes it. Going outside has more benefits than risks. Like biking, yes you are at risk of accident, but in the average you’ll be fitter and live longer.
The US has much better access to mental health care than any European country. Not to mention everyone who lives in a walkable city there lives in a state where healthcare access is good.
> Lugging your children around on public transit builds character that chauffeuring them around in a car does not
I'm talking about ages 0 to 3 when parents need to use a stroller. It's a huge pain to do this in public transit. It's easier when the kids are older but if you have more than one child the car still wins.
Both my kids were born in Berlin (now 6 & 8 years old) and we never owned a car. In some ways transit is even easier with a stroller as you can just roll into the subway/train instead of having the disassemble the stroller and put it into the trunk. Buses require a bit more effort to board with a stroller but newer busses allow the driver to lower them near the curb to make boarding with stroller easier. We’ve done that for the entire time our kids used strollers.
I'd bet good money on your life being overall easier in a less dense city and two cars. But yes, you can do it and people have raised kids without cars for millenia.
Life in a less dense city itself would be different (fewer career opportunities - despite remote work, less cultural opportunities, etc). Also kids become more independent earlier so we won't have to drive them everywhere as teens etc.
>All America's missing is laws that allow kids to walk to school and adding more sidewalks to enable this, but this is changing over time (see Utah's free range parenting law).
Laws and sidewalk curbs don’t stop a giant SUV/pickup truck driven by someone looking at their mobile at 40mph in a residential area.
And crossing a 50ft+ wide intersection of a 40mph road (which means people drive 50mph) is daunting even for adults, and simply not advisable after the sun goes down. Those arterial roads basically box in your kids’ roaming area.
> And crossing a 50ft+ wide intersection of a 40mph road (which means people drive 50mph) is daunting even for adults, and simply not advisable after the sun goes down.
At least here (California) those intersections have stoplights and pedestrian crossings, so the width and moving speed of the road are not relevant. The cars will be stopped when you cross by walking.
I don't remember exact age but certainly before kindergarden age my child (and all the neighborhood friends in that age range) knew how to operate the pedestrian walk buttons and cross safely.
I fully agree it can be nicer walk when you don't have to cross a larger road. But at the same time, the difficulty of doing it is often greatly overstated. Press button, wait a bit, cross. Done. This is not in the top-100 things I'd like to see improved in society.
> The cars will be stopped when you cross by walking.
You live in a place with some combination of far more traffic enforcement or far more conscientious drivers than me.
All I see when I look around is a sea of people glancing up and down between the road and their phone. It would be negligent to let my kids cross an arterial road, especially after dark.
Not sure about far more conscientious, but people do stop at red lights. Seeing someone run a red light is very rare, maybe once every 3-4 years. And even those aren't blatant, they are people trying to get through before the red but failing. So what I do (and teach the kids) is that when the pedestrian crossing goes green (or white, technically) then wait a second, look left & right, and if everyone is stopped, then cross. That eliminates the risk of someone trying to rush through in the last second, and at that point it is perfectly safe to cross.
It's currently being discussed in Europe, since the "independent import" route to import a special vehicle has started to be exploited to import unsafe American vehicles. (The Cybertruck is one example.)
And yet I frequently see (in New Zealand), properties with oversized double garages (often built to fit oversized American vehicles) and driveways that take up half the land on the property. Cars use a huge amount of space in roads, carparks, garages, and are responsible for pushing things further and further away from the home. And then somehow cars are seen as the solution for the very problems they create. There's plenty of real world evidence that there are better ways to solve this.
I don't think cars are responsible for bigger backyards at all. The size of the average property where I live only seems to be shrinking as the roads get more and more congested.
Honestly, I don't want that lifestyle. I live in the burbs with a big house and yard. We travel plenty and go to places that are dense/walkable but I love coming back home to my carbrained neighborhood with an HOA.
That's really too bad: your lifestyle does not support maximal economic output of the land you are using and tax dollars you're paying.
HOA? Hah!- those shouldn't be allowed, neither should home ownership generally. You really need to live and raise your family in an apartment.. taxes should be raised enough that we can phase out private home ownership.
Your children will attend a public school and understand and implement equity from an early age. They will learn to use and love mass transit, only the approved destinations are necessary.
The Party may decide that the 50% of your income you are generously allowed to spend on approved items is too much. Social programs aren't free, you know, you need to pay "your share."
As someone who grew up in suburban sprawl, maybe it makes parenting easier, maybe. But they also had to drive me to and from school every day, and band practice, and every single game, and whenever I wanted to hang out with my friends. I would argue my parents basically were moonlighting as my Uber driver for about 16 years until I got my own car.
Big yards are great, but empty. Mom, can you drive me to my friend's bigger backyard? That times the 5 other friends that want to go to the friend's house that has the biggest backyard. Comically the 5 cars all waiting at the same stop light before the final turn, taking up the entire residential street as we all get dropped off and later picked up.
Eh, going to my friend's house is tedious. I'll just fully immerse myself in world of Warcraft, get fat, get socially maladjusted by spending all my time on the internet and 4chan, and enter college as a practically sociopathic asshole with no social skills.
Could just be me. But if I have kids, I'm raising them somewhere where they can just get on a train to get to band practice.
This was the life of my farmland friends in Wisconsin. In Houston if I had ridden my bicycle the mere 2 miles to my friend's house (half mile to leave my neighborhood, half mile to enter his, one mile or so on actual roads), I would almost certainly have one day been killed by a car or truck that failed to expect a kid on a bike.
We didn't have sidewalks. That area is still missing sidewalks actually.
In some ways our beautiful outside world is safer than it was 60 years ago, in others perhaps it's more dangerous.
Trains scale better than cars in dense areas and offer more than just emissions reductions. Good rail infrastructure is a big part of makes a large city world-class and improves everyday lives. Subsidizing trains is better than a lot of other uses of government funds.
Germany has a pretty high population density and the metropolitan areas have evolved around medieval cities, so they are sometimes very bad a carrying a lot of traffic. Getting around by car in lots of major German cities is a major PITA and parking your car there (if you live there) is just as horrible. Inside cities, public transport is much more efficient.
How much of the increased rail use is helping increase GDP, though, rather than being purely leisurely trips with little long term value for the economy? More people going to hike in the forest on the weekend technically increases GDP but doesn't add much value to the economy overall.
Keep in mind there’s only about 50 miles of high-speed rail in the U.S. so far. With major cities like Dallas and Houston or San Francisco and LA still unconnected by fast rail, there's significant room to boost GDP and improve lives. Expanding rail isn't just about GDP growth, it's about enhancing daily living and connecting communities more effectively. As RFK famously noted, GDP measures everything ‘except that which makes life worthwhile’. Rail development does both, supporting the economy and enriching our lives.
Almost nobody will take that train daily, and it is stupid to think anyone would or should. However it is reasonable to expect the train will be crowded from all the people who take it less often. Companies send their people to other cities often for various business reasons. People take several vacations per year. Nobody is doing this daily - but the sum total of weekly, monthly, yearly, and once in a lifetime trips add up to a lot of people very day.
If I could take a train instead of a plane, I would. Doubly so if it saved me money. Savings for individuals means more money to spend on other things.
For many it helps cover the gigantic rent hikes. Many workers need public transportation to commute because they can’t afford a car, which keep becoming more expensive because cheap cars don’t make profits. It was not rare before for public transport subs to cost upwards of 100 EUR
I find the word subsidy to be a possible weasel word here. I don't know all the details but a railway system has certain costs (fuel, personnel, water, upkeep, the trains themselves and so on) and takes in a certain amount of revenue (fares and subsidies, also food etc). It might be true that the government increased the subsidy in order to support the cheaper tickets. But that's not the same as "requires". Perhaps I'm splitting hairs but there's a strong danger of comparing apples and oranges if these things aren't spelled out imo.
I remember Brad deLong did back of the napkin analysis to determine how much a bart fare should be including the cost of freeways. It was minus $2.00 or something.
Everyone has access to a road. Not everyone has access to rail. No business can run without access to road, most businesses can run without access to rail.
There is basically no way to compare rail vs roads and making some arguments based on that.
Everyone who don't own a car have significantly less access to roads than someone who do.
Of course it's possible to compare the advantages and drawbacks of different modes of transport. No society can function without roads, but it's still a question of priorities.
A lot less! So we (society) should be promoting cycling as much as feasible. Also bike parking, which is often forgotten. My town is very bike friendly in nearly every way, except there's no secure bike parking which limits which stores I can bike to.
> Everyone has access to a road. Not everyone has access to rail.
Similar argument can be made about highways to which not everybody has (direct) access, they are not a matter of life and death for most businesses and are heavily subsidized.
A subsidy is only a subsidy if users don't necessarily pay the full cost, and the rest is borne by some other group of people who _don't_ use the service.
One issue is that people often benefit from infrastructure without explicitly using it.
Example, road network isn't paid by car owners. But non-drivers clearly benefit from the road network, is the road network subsidized?
Other example, people who rarely take the train still benefit from rail infrastructure (freight, reduced congestion etc). Is the rail network subsidized?
At least in the US, those taxes are nowhere near enough to pay for maintenance, let alone new construction. The rest is a straight subsidy from the general fund, typically paid for by passing the debt to our children.
You don’t generally see figures from any jurisdiction (and I’ve seen numbers for a lot of countries and states) where those charges and taxes make much more than 50% or so of the actual costs of building and maintaining road networks, and that’s just the actual spend before even trying to quantify all the social and environmental costs!
Calculating the subsidy associated with state maintenance of roads for private vehicles is difficult.
Some basic level of signage and hazard prevention (potholes, ice etc) is necessary for emergency vehicles and other government operations.
Thereafter, although there is some maintenance cost associated with the road wear from private vehicles and the additional infrastructure required for higher traffic volumes, we don’t have an easy way to calculate the cost.
Wouldn't the very patterns of development be different (and more amenable to rail) if the state didn't spend oodles of money building nice roads to make sprawl livable?
There is plenty of undeveloped land that people don't move to because there are no roads to get to.
We have more than a century of data showing that roads are subject to induced demand. If you build more roads, people move and sprawl (and take more trips in general) until traffic is once again unbearably bad.
If you build more lanes, more people move further out. Roads create sprawl.
I disagree that it's difficult: excepting toll roads and "unassumed" roads‡, the subsidy is 100% (and most toll roads are likely subsidized at a substantial fraction of their cost, since the tolls are rarely high enough to be self-sufficient).
It doesn't matter whether the money used to pay for road maintenance comes from property taxes (like in Toronto), income taxes (Ontario areas not maintained by cities / regions / counties), or gas taxes (much of the U.S.?). If you're not paying per use of the road, there is a 100% subsidy on the maintenance of the road.
There are definite costs to not maintaining those roads (people won't move where there aren't roads; unmaintained roads will result in more costs to the people using those roads as their vehicles are damaged more frequently—which may result in costs to the municipality for not properly maintaining those roads), but we should not pretend roads are self-sustaining or aren't entirely subsidized.
‡ Unassumed roads are those built privately by the landowners in common and are not maintained by the local government. When used for private dwellings, these roads usually fall under the sway of the local government after a period of time, even if they were built initially by a subdivision subcontractor.
I’m not sure if it’s the case here with Germany, but typically we refer to transit spending like this as “subsidies” but for some reason we forget that building and maintaining roads and highways and such are subsidies too.
In the case of the US and probably everywhere else, the highway subsidies are a little insidious too because not only do you pay a boatload of money for highway expansion you have to then go and buy an expensive car and fuel too.
Not much. A lot more comes from state funding, which can be anything from property tax to sales tax to additional fuel taxes. Because you pay about the same fuel tax per mile on a 60 mph road as a 25 mph road (but the 60mph road costs 100x as much), you also find driving on slow roads becomes a subsidy to building fast roads.
I'm not aware of any subsidies openAi has received. Did I miss something or is this one of the situations we're we are making up new definitions for words?
A contract isn't a subsidy... A subsidy would be giving them dollars without any particular strings attached except perhaps to use those funds to develop the product. If the contract is to provide money in exchange for services, that's called a transaction.
I see it differently: for example the fact that the US government spends a lot of money on military can in my opinion clearly be called a subsidy for the military-industrial complex.
So then if the government buys pens and reams of paper, then it's the government subsidizing office supply stores? But it's not a subsidy if a corporation spends money on the same supplies?
My employer does business with the DoD and with private corporate entities. Both the government and the private sector spend the same money and receive the same products and services. I appreciate that you have a different perspective, but I have a hard time considering my employer "subsidized by the US government" just because the government purchases our product.
Do you have a different term you use for when the government is not simply a customer, buying what they need, but intentionally funding a company in excess of the goods and services it receives? This would be more in line with the traditional definition.
I think a company can make 100% of its revenue from the government, but that doesn't mean it is subsidized. The critical criteria is if the government is directing funds for reasons other than pure procurement, such as buying votes, stimulating jobs, ect.
paying for part of the ticket is not an investment, as there's no residual value from this payment. An investment must have some sort of residual value, which over time, is recouped and perhaps even makes a return (hopefully).
> paying for part of the ticket is not an investment, as there's no residual value from this payment
Disagree. There is a lot of residual value in reducing congestion and road usage. Roads need fewer repairs, CO2 impacts the atmosphere less, cities move more efficiently, etc.
There’s residual value also in people spending more time on tax-paying activities and running the economy instead of being stuck alone in their cars. Etc.
If you pay $50 more in taxes because you got a $40 train ticket subsidy that’s a huge win. I don’t know if that’s how the numbers shake out, but governments are def not doing stuff like this just to throw money in the furnace.
It’s not a weasel word, it’s a word used to describe any program provided by the government that does not bring in enough revenue on its own to pay for itself.
The same word applies to roads that do not pay for themselves through gas tax and/or tolls.
If the government pays for something through a general fund from income/property/corporate taxes, it’s subsidized.
It’s important to call these out whenever they are because it means the program is not sustainable on its own and that puts it at risk during austerity, etc.
> The same word applies to roads that do not pay for themselves through gas tax and/or tolls.
It’s very weird how people talk about roads as a sort of universal public good whose construction and maintenance needs to be financed by local authorities and taxation. Yet rail is expected to not just stand on its own two feet but to yield a profit. Both facilitate commerce and improve a regions productivity (rail inarguably does so with greater efficiency, especially when integrated into a public transport system) - why is rail treated so differently?
Because there's a huge ecosystem that is substantially dependent on private use of roadways - car manufacturers, sellers, insurers, storage facilities, cleaners, and repairers; petrol extractors, refiners, transporters and sellers; and so on.
Each of these parties has a vested interest in maintaining the perception that driving is the baseline mode of transport and anything else is a deviation from that which requires extra consideration before it should receive any resources.
On the one hand that's also a lot of jobs and profits, but on the other hand if all this activity is in service of a mode of transport that causes considerable short and long-term damage, and is less efficient for many journeys, then it means we're wasting labor and resources that could be put to better use.
There's also a large percentage of the country that simply wouldn't benefit from rail in their day to day lives, because most of the country doesn't have the population density to make rail make sense. It would at best be an alternative to flying, assuming it didn't take longer.
These are the same people for whom owning a car is an essential part of life.
And all those people are going to look at proposals for rail spending and say "what's in this for me?" This will produce strong headwinds to any rail expansion proposal.
> It’s very weird how people talk about roads as a sort of universal public good whose construction and maintenance needs to be financed by local authorities and taxation.
Because you need roads to e.g., get produce from a farm to the grocery store. You can’t have a functioning society that doesn’t involve roadways for moving people and goods the “last mile.”
roads are much cheaper per mile than rail, so you can have more roads than you can have rail.
you can also have lower grade roads, which is once again, cheaper (so you can have more of it). You cannot have lower-grade rail - the train will crash.
Therefore, to provide a massive network of transport, roads are the only option. Rail provide cheap point-to-point transport, but only make sense between heavily populated centers, and therefore, you can expect to make back the cost of the rail from this dense usage.
In the US, we see many places where rail has been abandoned. In the place I live (upstate NY, Finger Lakes) there are multiple walking trails that were previously locations of rail lines, which shut down more than half a century ago. The rails themselves are long gone. In some places you can see where earth was moved and concrete structures were installed to allow drainage. Maintaining these lines made no sense with the existence of a road network carrying motor vehicles. There are also abandoned canals from an even earlier time.
People certainly didn't complain about having paved roads, or being able to buy their own automobiles. I understand it's frustrating when the public goes charging off in a direction you don't want them to.
Another bad-faith argument. A built-up railway network is not incompatible with a built-up road network. Many countries have both working together (each serving use cases with their own strengths).
>The same word applies to roads that do not pay for themselves through gas tax and/or tolls.
I'm German and I can tell you it really does not. Like in a lot of countries car infrastructure is treated like the state of nature, it's just somehow there, and the infrastructure burden of parking, road construction and what have you isn't a topic. It's the 'default culture' and the support it gets is just the status quo, when you try to internalize the cost you cause a shitstorm. Look at how well surge pricing or road toll debates go over in most places, or how sensitive people are to fuel prices.
Rail transport be it commercial or individual despite the fact that it's so much cheaper (in particular on emissions as well) is always one political decision away from being privatized or culled.
The far-right Berlin government is currently doing its darnedest to build the most expensive highway in all of Germany, that nobody actually wants, through a cultural area. Probably because their friend owns the highway construction company.
Oh please, far-right? It is leftists, that sees everything beside them as far-right. I would call it conservative. Something the 'left' forgets, that there are also some real people, who do not want to pay for the leftist dreamworld. Yuck.
> people, who do not want to pay for the leftist dreamworld
Except that time and time again, it turns out that the "leftist dreamworld" is actually cheaper.
Providing subsidized housing for poor people costs less in the long run than dealing with homelessness.
Providing nationalized or strictly regulated healthcare costs less than fully privatized systems where healthcare operators do as they please.
Facilitating active transport such as bike lanes costs cities less, and moves more people more quickly, than focusing exclusively on cars.
What these people actually want is not to save money, but to carefully ensure that any money spent suits only their preferences and identity groups rather than benefiting society as a whole.
The thing is, it is never enough and ends up usually in a disaster and people lose their life, because their opinions get in the way.
Subsidy kills innovation. There is no incentive anymore to make things better. You always must know someone, you can bribe, so that something gets done.
I get it, hackernews is flooded with well meaning people making way more money than normal people do. They see, how 'unfair' the world is: why am i making so much more and they so little. It is the ground, where this despicable left mind virus can grow, and then they start to steal people's money for their grandiose ideas.
I don't see how any government, regardless of location, that spends large sums of taxpayer money on a construction project could ever be considered to be "right wing" in any way, let alone "far-right".
Such behaviour fundamentally contradicts even the mildest of right-of-centre ideologies.
An actual right-of-centre government would never even consider starting such a project.
If a right-of-centre government happened to inherit one that had been started by a previous administration, for example, such a project would be immediately terminated, any assets liquidated, and the proceeds directly returned to the taxpayers.
The only way that such a project would ever exist under a right-of-centre government would be if it were initiated, funded, built, operated, and maintained solely by the private sector, without any government involvement at all.
Practices such as the collection of taxes, raising public debt, and government built/run infrastructure are part of left-of-centre ideologies, and certainly not right-of-centre in any way.
Sure if you define terms in your own strict way you can write a long comment on how everybody else is using the term wrong. Why should people use your definition though?
Left-wing ideologies inherently promote concepts like collectivist big government, high taxation, massive government spending, and government-controlled infrastructure.
Right-wing ideologies, on the other hand, inherently promote individualism, minimal to no taxation, minimal to no government spending, and privately-controlled infrastructure.
That's just the fundamental nature of a two-dimensional political spectrum. It has nothing to do with me.
Anyone claiming that a government exhibiting decidedly left-wing traits is somehow "far right" is simply making a wrong analysis.
> Left-wing ideologies inherently promote concepts like collectivist big government, high taxation, massive government spending, and government-controlled infrastructure.
Incorrect. Left-wing ideologies promote downward distribution of power from established elites; one particular subset of left-wing ideologies (socialism) promotes labor control of the means of production, and one particular subset of socialism promotes a situation in which the working class controls the state which then acts as the vehicle through which control of the means of production is exercised (but libertarian socialism, for instance, also exists.)
Right-wing ideologies instead promote systems which concentrate power in narrow elites; different varieties of right-wing ideology justify this based in various mixes kf views of inherent merit, whether based on sex/gender, race, individual bloodline, “revealed merit” in notionally competitive environments where capacity at time t is heavily influenced by success at t-1, or whatever else.
You are confusing the left-right axis with the libertarian-authoritarian axis, which is a different axis of ideological (or sometimes merely praxis) variation.
> Right-wing ideologies, on the other hand, inherently promote individualism
Right wing promotes authoritanism, which is pretty much the opposite of individual rights. Right wing governments stand for strict laws and strong enforcement, where the people must obey or else.
This is observably false. One observation is that the US government debt grows more quickly when the Republican party is in power.
What is true is that left-wing ideology promotes taking a bit from everyone to give a lot to everyone, while right-wing ideology does not promote giving a lot, or anything, to everyone, but often still promotes taking a bit, or a lot, from everyone and funneling it to places that do not benefit very many people.
Leftists will promote plans like: tax carbon emissions and use the money to subsidize clean power plants. Rightists will enact (without promoting) plans like: give a lot of taxpayer money to this company for unclear reasons, and don't worry about how to raise the money - make it the next government's problem to deal with the debt pile. The latter is, of course, individualist.
Destroying "degenerate" cultural institutions is very much right wing; so is giving taxpayer money to cronies; so is overloading the government with debt.
This entity you're describing clearly isn't "right wing" if it uses left-wing practices like taxation, public debt, and government-funded "cultural institutions" (whatever that actually means).
Taxation is inherently a left-wing concept. Under right-wing ideologies, there would not be any taxpayer money to give "cronies" because such funds never would be collected from taxpayers in the first place.
Public debt is inherently a left-wing concept. Under right-wing ideologies, there wouldn't even be any government entity capable of incurring debt.
"Cultural institutions" involving the government are inherently a left-wing concept. Under right-wing ideologies, the government simply wouldn't have the resources to create "cultural institutions" and any such entities that did exist would be created, funded, and operated by the private sector alone.
If you're truly upset about the things you just described, then it's because you dislike left-wing ideologies, even if you don't recognize it.
Unfortunately right wing parties throughout the West have been taken over by grifters, and anything like traditional conservatism has been tossed by the wayside.
You're absolutely right that some political parties wrongly use a term like "conservative" in their party name, or otherwise incorrectly portray themselves as being "right wing".
Ultimately, though, they're still left-wing parties in practice, pushing left-wing ideologies, regardless of the facade they might try to put up.
A party doesn't just become "right wing" because they claim to be, especially when their actions and policies are decidedly left-wing.
Left wing, due to the use of large and intrusive government, collectivism, government-run make-work projects, government-run infrastructure projects, central economic planning, conscription, a disregard for individualism, and other policies that are inherently incompatible with right-wing ideology.
Or it is something that provides a benefit to society as a whole and therefore deserves to be maintained by the institution established by society to do such things, government, without assuming economic efficiency is 100% correlated with societal benefit.
If I tell you that the air is clear, and you respond "That applies to all air on earth", you've provided no additional information.
If I tell you that humans are generally between zero and 120 years of age, and you respond "That applies to most humans", you've provided no additional information.
If I tell you "most comments on HN are well-written and thoughtfully constructed" and you respond "That doesn't apply to yours", you've provided some additional information.
Or maybe, governments have programs that are funded by all to benefit all, because they are onlt beneficial when they are society-scale? 1/350,000,000th of the US army won't be very useful to any individual American on its own.
There seems to be, implict in the term "subsidy," the notion that it is government largesse. My notion is to rebut that pointing out we do not expect a positive ROI on most government expenditures.
Most of the value created by public transit goes into the land near the stations. Employers want offices near stations and employees want homes near stations.
You can recover as lot more money from taxing the land than from fares.
Road vehicles are heavily taxed in European countries. I don't have the figures for Germany, but the UK spends £12bn per year on roads, while it collects £25bn in road fuel duty and £7bn in vehicle excise duty.
According to a study by the HTW Berlin, Germany collects €50 billion in road taxes and duties, but spends €30 billion on road maintenance and €30 billion on traffic police and road accident victims. Add to this an estimated €10-30 billion in environmental damage due to air and noise pollution.
I dont know how things are in germany but in the netherlands a lot more people own cars which slows down traffic.
All over the world they keep rebuilding congestion points only for traffic to increase.
If making public transport cheaper attracts more travelers there will be fewer cars on the road. The money spend on public transport will aso make car travel more efficiënt. Roads will last longer. Fewer upgrades are needed. Cars will last longer. etc
It is hard to picture how many cars it takes to move a train full of people.
> 7.6 percent fewer kilometres travelled by car.
> German cars were recorded to have travelled 582.4 billion kilometers.
That's why motorists should always vote for more public transport, instead of increasing road lanes - road per user is improved if you reduce the number of other cars
It saves the commuters the cost of buying a car, insurance, gas and maintenance. it saves building new roads and lifecycle costs of maintaining a road. Trains allow dense developments with a little bit of walking. Walking is healthy, a bit of exercise saves a ton on healthcare costs. Density makes everything cheaper. Carbon emissions are just a bonus.
The only carbon capture/sequestration method I’m aware of without significant tradeoffs outside of price is direct air capture, and last I saw, that clocked in at $600-1200/ton (Climeworks). So maybe not such a terrible deal?
The startups in this space were targeting $100/ton before the recent inflation hit.
It turns out if you divide the $/ton by 100, you get $/gallon of gas equivalent.
Burning a gallon of gas emits 20 lbs of CO2 (most of the weight is in the oxygen), and a ton is 2000 lbs.
Anyway, at $6-12 dollars per gallon of gasoline, direct air capture is clearly much worse than just not burning oil. At $1-2, it’s less than the current gasoline taxes in the US.
Disturbingly, your link includes Carbon capture and storage from a fossil power plant, which has never been demonstrated practically and is basically a scam at this point, pushed by oil companies.
Second, you are conflating subsidy with cost. If everyone switches to electric trucks, cost is enormous, but subsidy is zero because private sector pays for it themselves. For electrics freight trains, cost could be lower, but the government has to pay for it.
However, everyone with a grasp of physics knows that freight train is more efficient, so focusing on subsidy is stupid
Well it's not just a carbon credit, it also provides subsidized public transport to everyone, reduces congestion, improves city air and likely cuts road deaths. Arguably tax dollars extremely well spent.
Except that due to this cheaper ticket congestion on trains is horrible and since the infrastructure is poorly maintained it’s quite common to be late by 1-2 hours while being packed in a sardine tin.
That's a matter of train infrastructure and frequency keeping up with demand. There's a big lag there. You don't just buy 100 new trains overnight. It's a symptom of ramping up. Not of high usage.
I live in Barcelona and here the metro comes every 2-3 minutes. Even during the night it might be 7 minutes. This helps so much with congestion but also trip planning: no need to check train times before you go. Id imagine busy routes in Germany could do similar.
The big benefit of this is also not needing a car. Not having to worry about maintenance, write-off, finding parking and the cost thereof, summer and winter tyres, damage, no-claim bonus, travelling while having drunk, going back from a different place than you arrived. It's so incredibly more convenient than having a car. All at a flat rate of 21€ here.I hope never having to need one again.
€21.35 for a T-Usual card which allows unlimited travel on all public transport for 30 days, yet you still have people in here kicking and screaming to use their car and roads
I suspect the key is to find ways to run railways cheaper. It has been a long time since railways were under severe cost competition encouraging people to look for efficiencies.
I think the main one would be to find a way for railways to operate with no staff. Just like a typical road operates most of the time with no staff.
That means you need to redesign everything that currently uses people to not need people. Sure - there would still be occasional maintenance - but nobody always on duty driving trains (automated), nobody selling tickets (online), nobody cleaning stuff (automated cleaning of trains inside and out) etc.
In Japan, rail companies also own the land around the station. There is often a mall or office right on top of the station. So they capture a more of the value of having public transport.
In western countries land lords benefit a lot from nearby public transport for free and maybe only contribute in taxes.
Originally, rail worked kind of like this in the US too. Alternating squares of land adjacent to tracks were ceded to railroads, so you'd have sections of public land and private land beside each other.
I learned about this when someone was trying to make a test case of "corner crossing" from one patch of public land to another a while back.
You can be smack in the middle of Central, and then walk up a path behind the Cathedral of the Immaculate Conception and be on Old Peak Road hiking up to Victoria Peak. Or be in Wan Chai, take the stairs next to the Rolls Royce car dealer, and be on Bowen Road Fitness Trail and in Aberdeen Park within minutes.
HK island, New Territories, the outer islands and even large parts of Kowloon are predominantly green, parks and forests.
As GP mentioned, occasionally the subway operator MTR will build a new station, build a shopping mall on top, and housing for 50,000 people.
Opening the railways to competition has utterly ruined the UK's rail network. Ticket price has skyrocketed while service quality has fallen.
In the 30s, French rail companies begged and lobbied the government to nationalize them, so they could exit the burden that was maintaining a rail network.
Rail just isn't profitable, but is vital to society, and will become even more so as gas becomes increasingly expensive/lacking. Some things should just never be opened to competition.
According to GPT, the price per kilometre for rail travel is between €0.23-0.46 in the UK and €0.13-0.20 in Germany. I'm not able to verify those numbers but from my own personal experience I wouldn't doubt it.
Rail in the UK is just so bad that I stopped using it to go to the airport. Everything is constantly delayed or cancelled like I can plan a journey to arrive 2hrs before my flight and the train will randomly pause for 1hr when I'm half way... also the luggage situation is extremely stressful as the racks are out of sight and generally full, like where else am I meant to put my large suitcase after that?
It seems like trains are much larger in Europe with a lot of double deckers.
If there's two of us it's easier and sometimes cheaper to pay £100 for a taxi to the airport door to door (we're fairly rural)
There is very little true competition on UK railways. Most services are run on Government-granted franchises which give a monopoly or at best a duopoly on specific routes.
There are a handful of open-access train operators who operate outside the franchises, but they can't just decide to compete on a route if that route is already covered by a franchise.
To create true competition, the infrastructure and stations would need to be taken into public ownership and the train operators would run whatever services they see fit.
> To create true competition, the infrastructure and stations would need to be taken into public ownership and the train operators would run whatever services they see fit.
The problem with that is that on a mixed-traffic railway it's very easy to run out of capacity once you have a mixture of trains with differing stopping patterns (and perhaps some freight on top) running along the same line. Once you reach that point, competition stops being directly about passengers and starts being about train paths, which can have rather annoying side effects for passengers.
Plus connections don't really work well with competition, either, because a) that'd require coordination between possibly differing operators, which is anathema to unfettered competition, and b) where a regional feeder route might only run hourly or half-hourly, it's impossible to have good connections with more than one or at most two sets of connecting trains anyway.
(Also c) through-ticketing with sufficient passenger rights in case you miss a connection enroute – at least the UK kept a national ticketing system even throughout privatisation and including all open-access operators, whereas in Germany it's an incompatible free-for-all, despite a legal obligation for railway companies to ostensibly offer through-tickets.)
When installed and kept up properly with good policymaking railways are always a positive for the economy. They cause a huge amount of cheap movement that increases business activity. Little towns that become railway stops develop much faster. The bigger stations are great for shops and food. The access to education and high-value driving extracurricular activities increase for younger people too. They overall make the economy resilient against all sorts of crisis (energy, markets)
The more railways are used for commuting, the less people are on the road. So it increases the road efficiency too and reduces degradation. Railways are great drivers of innovation and the technology they generate can be backported to cars, they are initial investment drivers.
However, the first if/when is a big one. You can half ass roads. You pay compensation for a pothole every now and then and make small improvement to get votes. You cannot half ass railways. They require constant maintenance and a whole mindset built around them.
Japan does railways correctly. China is getting there. The Netherlands is nearly a paradise of bike and railways. Germany isn't.
The countries with almost the same culture, Austria and Switzerland, care much more about their railways and invest them properly however their government aligns. Germans keep electing the right wing party with their ministers of ~BMW~ transport and then complain about 50% of the non-cancelled trains are late and the maintenance cost of the falling apart rail system is quadrupled.
That is so the wrong approach. If I’m very reductive, I could say that if we automate everything there would be no one to commute left. Staffing is good for people: for safety, information, help for the vulnerable, expertise, robustness of the system, etc.
Perhaps some public services can’t turn a profit but are still necessary. Perhaps they can turn a profit if even more people use them. Perhaps other economic models are needed for these companies, see for example Singapore and Hong Kong where the rail company owns the land at stations and are allowed to develop there which funds the network and incentivizes buildout.
I doubt that moves the needle a lot unless you're making _everything_ fully automatic, i.e. including the infrastructure creation & maintenance and streamline that extremely well.
If you take a ride from Hamburg to Berlin with the ICE, there's maybe 8 staff on board, 200-300 passengers, it takes ~2 hours and the average ticket price is 77€ according to some travel app.
Even if you get rid of all 8 of them, the price per ticket isn't going to be lowered significantly.
The staff on board also contribute to keeping the train safe and pleasant - if there’s an unruly passenger, or a washroom malfunctions, I’m happy to have paid a bit extra for my ticket for a couple of people to be on hand to deal with the problem instead of being trapped for two hours.
But there is also the ~80 staff manning stations at each end and along the route, and more staff in the control room, the cleaning staff, the people who manually do maintenance checks every single night, etc.
You can get rid of the cleaning staff right now. The terminals will become disgusting and people will stop using them. There is no way around this type of overhead. If you have larger numbers of people passing through, you need cleaning and maintenance.
Your original point isn’t even true - in California there is constant maintenance of the road network and crews of community service workers doing their sentence cleaning trash on the highway shoulder.
Lol, that depends heavily what you consider staff. E.g. look at freight, if you move cargo by trucks you need 1 staff member (sometimes called drivers) per truck. Train on the other hand needs only 2 people per hundreds of meters of train...
Even worse for individual car transport. You need one staff (driver) per vehicle...
I don't know. They have the restaurant car on some trains so that's another 2-3 people, and I really have no idea about their operation so I added some buffer. I wouldn't expect there to be more than 8 on a train unless it's some special event.
For some high speed routes there’s a limit on how many carriages one attendant can supervise (maybe to ensure timely evacuation?) so a 12 carriage ICE train needs 3 attendants to fully operate.
Yeah, it seems that "self-driving trains" are a much, much more tractable problem than self-driving cars. On the other hand, the cost of the driver is amortized over many passengers, and much of the labor isn't driving but rather serving as conductor, etc, so it may not even matter too much.
> automated cleaning of trains inside and out)
For the outside, you can imagine a carwash.
For the inside, my brain goes to scary dystopian places. Like, "what if we make the inside out of chemically-inert glass-based materials, and clean it by immersion in pirhana solution?" One would just need to recycle the solution, and recharge it with hydrogen peroxide. This would rule out the use of plastics in the interior, however.
Maybe something more like a dishwasher could also work, but I'm not sure it'd be Strong Enough for Tough Stains. It could even just make a mess. I've heard stories of Roombas that encounter dog poop; they say it goes badly...
When you rent each carriage from a rolling stock company you’re incentivized to run as short trains as possible to keep them as full as a sardine can. Renationalize the whole lot.
Longer isn’t always better for trains. Longer trains need bigger platforms and stations are often the most expensive parts of the network. Big trains also weigh more, so they accelerate slower and have longer trip times.
Weight savings can also translate into cheaper bridges and viaducts, though that’s only true for dedicated track. If you’re sharing with freight they are always going to be far heavier.
Much better is upgrading signalling, automating the train, and running far more service because frequency is king for public transit. Many short trains at high headways vs less frequent long trains has the same total capacity but the short, frequent trains provide far more value. When people don’t have to think about the schedule and can just show up and ride public transit is great.
There are also limits to the value of standardizing rolling stock. You don’t want every train set to be bespoke, but there is also danger in every train being exactly the same. If there is a parts shortage or identified design flaw your whole fleet can be grounded all at once. If you have some diversity you can limp along if one design has to be sidelined.
At some point the train is longer than the station platform. Then you need to extend the platform, or passengers have to know that they need to be in specific cars to be able to exit.
This analysis is too simple. Roads need to be maintained, road accidents are a burden on the national health service and air pollution has a long term negative impact on people's health
Germany actually subsidises fossil fuels to the tune of €20bn/year, so in that context €3bn doesn't sound so bad. Some of the latest estimates of the true cost per ton of carbon put it around $1000 USD, so in purely economic terms it's still a win.
I’d ignore unpriced other externalities, that is a large rabbit hole. (Do people increase consumption of other goods thanks to the savings of this ticket…)
I’d rather look at the project, subsidies again and the cost and realise that at this scale there are few individual projects. So this is a very large knob to dial down the emissions.
Secondly, the subsidies go into the German economy. The rail system is very domestic economy heavy, so at a time where the German economy is going into a recession, spending 3bn to subsidise transport and reduce people’s cost of living and pay for German workers and investments is not such a terrible idea.
So while the price tag is high, the money isn’t turned into trees or buried like in pure abatement projects and at this scale it is a nice leaver to pull.
A more fitting complaint about cats would be the Pendlerpauschale, which is paid out to people driving to and from work in their car. It's a much larger sum than the €3b spent on the train ticket subsidy.
It used to be different, but these days that one is paid to everybody who commutes, no matter by which mode. And people who commute by public transport are actually slightly privileged, in that they can claim their actual ticket costs if that works out more advantageous, whereas everybody else is limited to the basic km-dependent allowance, even if their car commutes maybe actually costs more.
And while there are arguments to be had about negative incentives posed by it with regards to incentivising people to commute farther than necessary, the original basic principle is quite simple: Just as companies are mostly only taxed on their profits, so workers ought to pay their income tax only on the money made after deducting any work-related expenses.
And Germany hasn't solved the cost-of-housing problem, either, so a certain degree of commuting is unavoidable. In fact, recently the housing minister basically declared her defeat by announcing that her latest plan for dealing with that problem wasn't building more where people want to live and can make a living, it was subsidising people to move back to the countryside.
There are generally taxes (e.g., car or gas taxes) that cover the costs. I don't know about Germany's situation, but it is not impossible to make that net zero.
And these comparisons often exclude externalities like carbon emissions, pollution from tires and brakes, road accident costs, noise pollution and the cost of suburban sprawl.
If you would even attempt it to make it net zero you would get truly ungodly amounts of pushback, I don't think you understand how bad it would be. Truly, for those used to a privilege, fairness is an attack.
Furthermore: you have a state of affairs where you are pretty much forced to own and drive a car to e.g. get to work or move around. You make it reflect its true cost making it impossible to afford for anyone except the rich. What now?
The system simply doesn't have more capacity right now.
Germany neglected or even removed their rail infrastructure, especially for the past 25 or so years, after privatization. These "subsidies" are a course correction.
These investments also make it a real pain to use the system right now, because a lot of lines are closing months at a time and the alternatives are already overloaded. I'd rather have a car for the next 5-10 years too - and I live very central with many connections.
For people less familiar. Germany privatised its national rail company in the 90s but the federal government is the only shareholder. It’s a weird model that doesn’t make much sense. DB is a monopoly so the rules of competition don’t apply (and don’t work with railways anyway) it’s led to perverse cost cutting incentives and fat bonus programs for C level employees. Combine that with a conservative government’s austerity politics since the GFC and the whole system is at breaking point at the moment. Reforms and work is happening but the amount of work is staggering and means frequent line closures. DB estimates its trains to be running reliably in 2070.
Expat in Germany since 2014.
(Also, I do not own a car).
I can confirm that Dbahn service was not so great from the start, and became noticeably worse after COVID.
I live in Rostock. 2 weeks ago I landed in Hamburg at 2:30pm and tried to return home by train. Distance is 185 km, and I arrived home at 10:00pm
Reasons: works on the line that forced us to go to Lubeck first, then take two more regional trains to reach Rostock. On top of that, one train from Lubeck to the next stop was so full that a hundred passenger could not get in (me included).
The next train was canceled.
Finally we got a (packed) train at around 8pm.
All "fine" except that this is the third time in the last 12 months that the same line undergoes maintenance forcing you to move to Lubeck first and adding 1 hour to your trip.
Rostock-Berlin: similar story. For three times in the last year there were some problems between Oranienburg and Berlin, forcing you to either travel around it with a 1 hour detour or to disembark in Oraniemburg and move to S-Bahn (sort like BART).
In other words: railways are overstressed and failing repeatedly causing massive delays; Oraniemburg is 40km from Berlin Central Station. I find it unconceivable that you have to repair the same short segment thrice in 12 months.
> All "fine" except that this is the third time in the last 12 months that the same line undergoes maintenance forcing you to move to Lubeck first and adding 1 hour to your trip.
And there are even longer interruptions scheduled for the RE1 between Rostock and Hamburg in 2025. As someone who strongly prefers bikes and trains it forces me to commute by car. It's a disaster.
So it is still a state enterprise in all but in name.
The swiss federal railyway has the exact same model (a company fully owned by the federal government) and it works very well.
Blaming the ownership model for the DB's woes is just wrong in my opinion. German railways have been chronically underfunded, overburdening the company with below cost ticket and the company has some perverse incentives with respect to rail maintenance and other things.
If the state had any control over DB, they wouldn't have been invested in Arriva (a bus company) until a few months ago, and they wouldn't make most of their cargo revenue with trucks (DB Schenker).
The state is the owner of the DB company. If they didn't like where the company is going they could just fire the CEO and board and pick other people and then define any goal they want. To me it looks that the bund is not active enough in their oversight (as 100% owners) of the DB. I assume no one wants to take the blame because it is such a shitshow.
I can't answer why DB is doing certain things which Arriva and their cargo division.
The DB is losing more than EUR2 billions per year[1] so the managment is probably trying hard to get this trainwreck under control. Kinda ironic that their truck business is actually doing the heavy lifting. It's one of the only divisions besides energy that actually makes money subsdizing the other failing parts of the railway. Withouth those you would be looking at EUR2.6 billion losses per year[2]. Great thing they have DB Schenker going for them! I don't undestand the complaints about that.
Also I don't think it is possible to fix the DB without more government subsidies. It looks like they barely get any (sometimes discounts on power but thats it)[2].
If you check the SBB (a very well run operation) you can see from the public finances
that about half of the operating income is from public-sector funding (aka government subsidies) without that it would be in deep red[3].
Me and my wife are certainly considering getting a car. Cars are a pain in cities, but it would save literally hundreds of hours over the course of even a single year due to just how poor the infra is.
It's head and shoulders above all the subsidies to the car industry that just increase emissions. In terms of value it can't even be compared, one is positive and the other negative.
E.g. during the original 9 Euro Ticket, the government also reduced taxes on gas to fight inflation, and this cost as much as the subsidies for the 9 Euro Ticket. The gas tax reduction's costs were 3 billion, and the 9 Euro Ticket costs were 2.5 billion.
So I would call it exceptional value when compared to other things.
Roads, highways and gas are massively subsidized, much more per kilometer travelled than rail. I think if you factor in spared road maintenance alone, from travellers using the train instead of their cars, you might see the operation is actually saving public money.
It’s arguable that $100 per ton is a real carbon price.
It translates to about $1 a gallon tax on gasoline which is (a) not enough to change people’s behavior (at its peak gas was almost $2 more than it is now and I drove just the same) but (b) people in 2024 will complain bitterly about it anyway. That is, polities are hypersensitized to that sort of imposed solution right now: for a long time people in the US accepted fluctuations in the gas price because it was seen as a market price so we only had riots whenever a black person was shot by the cops; in “normal” countries (including France and Egypt) you have riots when the price of petroleum goes up because it is seen as being controlled by the state. I think the US has gotten more “normal” post COVID-19 and with GHG controls on the horizon. $1 a gallon is not quite going to make EVs beat gas but it certainly happens at a price below $500 a tonne.
Favorable CCS from industrial sources is quoted around $100 a tonne but that is (c) from a plant that runs 24-7 (e.g. if your natural gas plant runs 20% of the time the capital cost of CCS is multiplied 5x at least disregarding that the plant might not run well when it is starting up and shutting down) and (d) has few realizations.
The biggest positive externality of rail is suppressed traffic congestion, it is a big quality of life thing if you can avoid sitting in a traffic jam. (Reminds me of posters I saw in Germany that said Zukunft onhe Stau)
I find rail tourism to be luxurious compared to motortourism in that one gets to the center of town and doesn’t need to stress about parking, traffic and all that. Contrast that to the fight to refuel your rental car at the airport.
Not disagreeing but it’s important to point out that the US is a different beast because of the car and roadway dependency. In Europe a large part of the population lives in places easily reachable without a car. But in the US EVs are completely central to reducing CO2 from transportation, unless you’d rather rebuild the entire country. In Europe you can make meaningful changes by simply improving, expanding, investing in existing infrastructure. Most people I know who have a car in EU region are not fully dependent, but enjoy more convenience due to overcrowded or unreliable public transit, grocery stores being further away etc. Those problems are orders of magnitude easier to solve than “let’s build rail through a giant web of sparse suburbs”.
When I spent a year in Dresden I greatly enjoyed using the train instead of the plane for travel around the area as far as London in one direction and Sunny Beach, Bulgaria in the other. I lived close enough to walk to work and could do a lot of shopping on foot (great bakery 2 blocks away, a fancy chocolate store, a butcher, etc.) but sometimes used the tram to go to the city center and to further out towns.
I was maybe 3-4 blocks from a regional rail or S-Bahn station which that ticket entitles you to ride and it is a great ticket that can get you to nearby mountains or the Czech Republic or nearby cities like Leipzig. Really you could ride across Germany on the S-Bahn comfortably stopping where you want and staying overnight in a hotel occasionally. Nothing beat those sleeper trains which eliminated the hotel stay then you wake up in Dortmund and change trains for Amsterdam.
(EMEA people in 1998 seemed more inclined to use airlines than rail to go to distant domestic and international cities, they had service that was better and cheaper than the US; air service has become even more competitive in EMEA since then)
Dresdenites I knew who had cars would drive them to the appliance and furniture stores and even to nearby places like Quedlinburg and even to Berlin, Munich, Bremen, etc. with a resignation to traffic jams like that of the Los Angelino.
Delivery service is far along in the US and I would expect a truck to deliver anything larger than 7 cubic feet of sawdust even on my farm so I don’t need a truck. I have 8 horses but no trailer because we know many people who will move a horse for us for less than a month’s payment on a big ass truck.
If we look past carbon emission, we can see that the value is much bigger.
You mention that the rail industry is already substantially subsidized. What you did not mention is that the automotive industry is as well. Roads are paid by state and republic. Car purchases are often subsidized via a flat return by the republic (which primarily benefits the rich). Petrol is also subsidized.
Now all these automotive subsidiaries benefit only the people who own cars, and much more the wealthy ones. In Germany, only 43 million private households own a car. That's just roughly 50 %.
But if you get people to choose public transport over your auto, then this benefits everyone. Better air quality, less noise pollution, less streets and more space for pedestrians. Anecdotally, a close neighbourhood removed some parking spots in favour of space for local cafes and public benches with plants. Removing just two parking spots give enough places for 10 people to sit together and enjoy a sunny Sunday -- which otherwise would be dead space occupied by the cars of two or even one household.
I'm not sure you've fully accounted for the full carbon reduction here, which is not just the replacement of cars from the road but also the transition to a car-free lifestyle.
It gets people out of their cars because it's cheaper than petrol. When train tickets (in other countries) cost more than the cost of petrol for the journey, commuters who already sank the cost of buying a car + insurance ask why they should bother paying a premium for the train ticket when the cost of petrol will be cheaper.
Only after people transition to taking the train in the morning, do they then start to ask questions like "do I get value out of paying for insurance on a car I don't drive?" and start to make decisions like selling their cars. In this case the carbon reduction is not only the carbon reduction of the trips that would have been taken by train, but the carbon reduction from the use of the car altogether, and future car maintenance and replacement.
How many tons of CO2 are in 1 degree of global temperature? This idea that removing “a lot” is somehow “helping” just seems hand-wavy to me. If the goal is “reduce temperatures,” then what precisely is the goal number? And then, how much CO2 equals that? And how much is the cost per degree to reduce and what is the cost per degree to not reduce?
There is a lot of “modeling” but has anyone actually proven “reducing 8000 tons of carbon reduces temperatures by n degrees?” And is it beneficial to lower temperatures? Are there benefits to higher temperatures that haven’t been quantified?
Just seems like the plan is “spend whatever it takes forever” — when whatever it takes isn’t even quantifiable. Basically investing without ever knowing the return on the investment.
Fewer people in cars means fewer road deaths, safer streets for walking and cycling, quieter cities, less nimby obstructionism due to parking complaints, and less inhaled tyre participates, among other benefits.
If you recognise that there are other positive impacts that you haven't allowed for, then why stating that your incomplete assessment shows that it isn't good value? Does that show bias?
> That really isn't good value - most carbon abatement methods cost well under $100 per tonne.
That assumes that there is still sufficient potential for additional use of these cheaper carbon abatement methods. The tricky part about fighting climate change is that we have to make change in many different places. Each partial solution has only a limited capacity for deployment.
"social cost of driving" and "vehicle mile travelled" are two key phrases that will lead you to research on various costs of car travel e.g.
> The air pollution-related damage attributable to driving, therefore, can be estimated at $10.7 billion to $41.6 billion per year – an average of between $93 and $360 per U.S. household per year.
- Air Pollution and related deaths / morbidities
- Road tear and wear
- Congestion related loss of business and time
- Can actually work on train or rest
Many of these can be calculated and measured.
Rail doesn’t significantly pollute more or deprecate faster on the infrastructure side empty or full.
> That really isn't good value - most carbon abatement methods cost well under $100 per tonne.
You spelled “counterfeit carbon credit” wrong. There's no carbon sequestration technology that can fix carbon at industrial scale at that cost yet (and maybe never).
They are certainly very big. Rail is extremely safe so you reduce deaths and injuries from accidents. You reduce other types of pollution. You make towns and cities a lot pleasanter. You save individuals a lot of money.
How much does it cost to keep up the motor roads in Germany? Likewise, how much do the externalities of it (like pollution, and massive numbers of deaths and injuries) cost?
But the roads and cars are used less, which means they require less maintenance. CO2 emission isn't the only pollution caused by cars either. People get cheaper transport options available to them.
All those other wins for society should be counted too, there may not even be a cost left to count towards CO2 reduction.
But most importantly, taking 3 billion in taxes and handing them out as subsidised pricing to some of the people isnt really a cost (to society as a whole), it's an income redistribution.
In the short run, the trains are running anyway, so you might as well fill them up.
This is something that particularly frustates me in the case of buses the UK. They're ridiculously expensive (well, except for the temporary current £2 scheme), and empty. There seems to be a political consensus that we should have them, so it would make far more sense for them to be free in all instances, except when demand is so high they're full (e.g. rush hour)
Maybe but it’s also subsidizing travel for people, possibly increasing revenue for tourist spots and restaurants, it could keep people from buying a new ICE vehicle etc. It seems like one of those things that has a lot of benefits outside the immediate situation.
One other positive externality could be this: The health effects of tire abrasion in cars are not clear yet, not least because tire manufacturers don’t disclose their ingredients. For all we know these fine particulates could be as bad as PFAS.
> Providing these €49 tickets requires an annual subsidy of around €3bn, on top of already substantial subsidies for the rail industry.
I'm perplexed by the way you omitted the fact that these subsidies cover bus services, both local and regional (it's in the article's leading sentence).
From there you proceeded to use that cherry-picking to single out a specific type of service while also cherry-picking the tradeoffs.
Where are you reading that? The 2 billion (2.3 billions exactly) figure was for 2023 and only covered the period from the ticket's introduction in May through to December, i.e. only two thirds of a fully year.
This is so wrong, I don't even know where to begin, my head is spinning. Luckily HN came to the rescue for once. But sadly this is the kind of reasoning that actually works in politics and finance.
The cost of carbon capture is not equal to the value it provides to humanity. In fact, not emitting CO2 that you could have, is even more valuable than CO2 you remove later from the atmosphere.
I do recognise that modal shift towards rail may have other positive externalities, but I don't know how to price any of them.
https://www.iea.org/data-and-statistics/charts/ghg-abatement...