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eventos

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Don't know what is wrong what is rite but i know that every one has there own point of view and same goes to this one

D. P. Lubic

Thought this might be of interest:

http://www.funnyordie.com/videos/7e1b30b48b/mad-men-on-trains


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David Lambert

While $5/gallon gas may well slow car travel, it also affects every other mode of transportation, from diesel train engines to jet fuel to mass transit. So yes, people drive less, but in turn, people fly less, trains/buses cost more to operate and goods cost more to move. Ultimately these costs are passed onto the consumer. Those consumers then have less to spend on non-essentials, and it's that spending that is going to pull us out of the economic funk that we're in. I'm all for people driving less (more room on the road for me!), but considering the totality of the economic impact, it just doesn't make sense to root for higher gas prices. Additionally, at least in Wisconsin, I'm sure the current leadership would use this as an excuse to extract more concessions from public sector workers; after all, somehow they contributed to gas prices being higher.

D. P. Lubic

Below is a report that doesn’t state that staying home saves lives, but it does illustrate it, specifically in Chart 11. Overall traffic deaths per mile declined considerably as the Interstate system was built, but total deaths doubled, and essentially paralleled population and auto registrations.

http://john-adams.co.uk/wp-content/uploads/2006/smeed’s%20law.pdf

Of interest is just how old this study is.

Some people who fight rail service have an obsession with unit costs, claiming cars only require a subsidy of about a penny per passenger mile. What they don't talk about is how the unit cost becomes some huge figure when attached to the price of gasoline. Go 25 miles per gallon, and you have a cost of an extra 25 cents per gallon. Of course, that's only the level of subsidy on a cash flow basis at the federal level; include the state and local levels, and the cost is on the order of at least 50 cents per gallon, and can be argued as being much higher.

Unit costs (and per-mile costs are one example) are a legitimate measuring stick, but they are not the only one, and not always the most important one. Cost recovery is also important. For instance, you can have an oil refinery with a low unit cost that looses money and eventually goes bust (Atlantic-Richfield, or ARCO–how many here remember that firm, and Ashland Oil, which was one of its predecessors in Ashland, Ky.?), while another company, making a product with a much higher unit cost, does very nicely charging exorbitant prices for perfume, which is often petroleum based as well.

I think most business consultants would rather take a turn at a company with a fairly high rate of cost recovery than an enterprise with a lower unit cost and a very much lower recovery ratio.

A variation on this would also be in safety statistics, in fatalities per passenger mile traveled. I seem to recall, very early in the Interstate program, that there was a stretch of road between California and Los Vegas that was a notorious death trap, had many accidents on it. One or both highway departments began work on the replacement 4-lane road, and they cleared up the accident-prone section–but then another section which hadn’t been rebuilt yet, and which had a comparatively low accident rate, suddenly had the accident rate jump almost to that of the original death-trap stretch.

What turned out to be the key was driver fatigue. In both cases, a lot of the of the wrecks, possibly the bulk of them, were late on Friday nights or early Saturday mornings in a relatively narrow time band, and involved people who had worked all day and then put in several hours of driving to get to Los Vegas. They were falling asleep at the wheel at about the same time of day; the only difference was they had gotten further before sleep overcame them.

Your fatality rate per mile would go down in this case because drivers managed to to further before they conked out, but you still had the same number of people breaking their necks.


I’m not so certain the current auto fatality figure of over 100 fatalities per day, with this being the leading cause of death among teenagers, is a whopping sign of success, efficiency, or safety. Supposedly the financial cost of this is covered in insurance premiums, but how many of us would consider this adequate if we were to lose a loved one in a car wreck, whether our loved one was at fault or not?

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