Bill McGee

Special for USA TODAY

Last week I traveled to Washington, D.C., to discuss the state of the airline industry in a public meeting at the U.S. Department of Transportation. I got there by Amtrak.

No, it's not an ironic statement. It's simply the most sensible way for me to travel from New England to the nation's capital. I save time, money, hassles and I can pack any size liquids and gels I like. But most of all I know I'll have an unimpeded personal work space, with a comfortable seat, no need for a Knee Defender, fairly consistent Wi-Fi access and no fighting for overhead bin space.

Little wonder I'm not alone. In the wake of last month's column on shrinking airline seats, I've heard from quite a few readers who now prefer to travel by train or bus rather than fly.

Big squeeze aloft

My last column addressed the Knee Defender debate with, "Think airline seats have gotten smaller? They have" The responses from readers and media outlets alike were quite extensive, with air travelers on both sides of the reclining seat war still weighing in.

Based on detailed analysis of airline seat data, I concluded that in 2014 U.S. airline cabins are fuller than ever, while seat width and seat pitch (legroom) have gotten tighter. Consumer advocate Ed Perkins argued seat width comparisons are somewhat apples-to-oranges today, since such calculations used to be armrest to armrest and now are cushion to cushion. But he agrees seats are tighter, with the "big changes" occurring back in the 1980s, when airlines reduced seat width in both narrowbody and widebody aircraft.

No matter how you measure it, passengers are feeling the squeeze. A few weeks ago Airfarewatchdog polled 1,700 fliers and found widespread unhappiness with economy-class seat comfort on U.S. carriers (JetBlue ranked first and US Airways was last). George Hobica, the founder of the site, asserted "even one or two inches" makes all the difference, but adds that "seat pitch isn't the only determinant of seat comfort. As airlines add new 'slim-line' seats with less padding, that also contributes. And some seats seem to have shallower seat-bottom cushions, which add to discomfort."

Several readers raised larger issues about shrinking seats, with some recommending FAA oversight on the issue. As one noted, "I hate government regulations but it just might be time that seat minimums be required. You know the airlines aren't going to do the right thing."

The National Association of Airline Passengers -- which notes seat pitch was 39 inches in the 1930s and 34 inches in the 1960s -- has publicly called for the Federal Aviation Administration to "set reasonable, minimum standards" for seating. NAAP also warns this isn't just about comfort, but due to deep-vein thrombosis it's a health issue as well.

Unfortunately, the airline industry is not responding to such concerns. In fact, earlier this month the Airline Passenger Experience Association reported economy-class seating will get even tighter in the decade to come: "Seat manufacturers are now under constant pressure from their airline customers to focus on three design parameters: lighter seats, increased number of seats abreast with varying widths and reduced seat pitch."

Seeking other modes

Airline executives like to suggest you "vote with your feet" if you're unhappy with a particular carrier's service. But what if you're unhappy with the entire industry? Some readers clearly are at that point, and instead are choosing Amtrak or Greyhound and other bus lines.

Consider this e-mail: "For a comfortable and pleasant travel experience I suggest -- Go Amtrak. You'll love it." Another reader stated: "You confirm why I have ceased to fly unless someone's life depends upon it. I take the train whenever possible. Much roomier, more comfortable." And still another reader stated: "I would rather go by bus. The seats are way better than on an airplane. They have foot rests and the bus is my sleep time."

Corporate travelers are particularly sensitive to comfort issues. Kevin Mitchell, chairman of the Business Travel Coalition, asserts, "Comparing the entire seating experience of most airlines to Amtrak and today's business-traveler focused buses is like comparing knee replacement surgery to an aromatherapy massage." Mitchell notes there aren't any "maddening hidden fees" for seat assignments like on airlines, adding, "In contrast, Amtrak and modern buses offer spacious comfort. It's all about comfort and productivity, and importantly, unlike a trip on airlines, no arduous physical therapy is required afterward."

Earlier this month, consumer advocate Charlie Leocha cited multiple reasons why he travels intercity by bus, noting the total travel time -- from downtown to downtown -- is much less without the airport side trips. He added, "Buses have free Wi-Fi. And luxury buses also allow workers room to spread out at a desk for less than the costs of flying."

Of course, trains or buses don't make sense for many itineraries. But on numerous routes, they offer sensible alternatives to flying. I noted this back in March when I compared trains vs. airlines on the basis of cost savings and time savings with "Train or plane? Which is the better choice?". In addition, I addressed the growing popularity of bus travel in 2009, with "Are buses the new way to go?".

Tale of the tape

So when it comes to personal comfort, how do the nation's passenger rail line and its largest motor coach company stack up against airlines? Last month I noted legroom as measured in seat pitch on the nation's four largest carriers—American, Delta, Southwest and United—now ranges from 30 inches to 33 inches. Meanwhile, seat width on the Big Four ranges from 17 inches to 18.5 inches.

With Amtrak, there is no comparison—taking the train is more comfortable. Amtrak's coach seat offers pitch of 39 inches (50 inches to 52 inches on Superliner sleepers) and width of 23 inches. Fold-down trays, reading lights, electric outlets and overhead storage are included; Wi-Fi is available nationwide for about 85% of all riders.

As for Greyhound, most of its fleet is comprised of two types of coaches that offer seat pitch of 30.5 inches to 31 inches; two other coach types offer pitch of 28 inches to 29.5 inches. Thus Greyhound's legroom ranges below the largest airlines' pitch; however, legroom as measured from the seat cushion to the seat in front is 11.5 inches. Meanwhile, the bus line's seat width of 17.5 inches is comparable to the airlines. As for amenities, Greyhound offers free Wi-Fi, power outlets, reclining seats, armrests and footrests, reading lights and lavatories.

An important note: overall, trains and buses are much less crowded than airplanes these days. According to Amtrak, its average load factor for 2013 was 51.3%, while the American Bus Association's latest average in 2012 was 36.9%. Contrast these percentages with the 84% occupancy rate posted by U.S. airlines last year and you realize this is not an inconsiderable point. A Boeing engineer discovered an adjacent empty economy seat equals another 4.25" in width, roughly equivalent to an upgrade to business or first class in some cases.

There's another critical difference. Whether you choose window or aisle, nearly all trains and buses don't offer seating of more than two abreast, so there's no dreaded middle seat. As Perkins says, "From personal experience, I'd note that the conventional 2x2 seats on Amtrak are noticeably wider than today's airline coach seats."

One final point. Measuring comfort -- like many other aspects of the travel experience -- varies considerably from traveler to traveler. What's clear is the squeeze in airline economy classes is having negative effects, as seen in the battles over Knee Defenders. Rail and bus currently offer attractive alternatives to flying on many routes. Of course, if trains and buses start reaching average load factors of 84% like the airlines, then all bets are off. But for now, that's not a concern.

Bill McGee, a contributing editor to Consumer Reports and the former editor of Consumer Reports Travel Letter, is an FAA-licensed aircraft dispatcher who worked in airline operations and management for several years. Tell him what you think of his latest column by sending him an e-mail at travel@usatoday.com. Include your name, hometown and daytime phone number, and he may use your feedback in a future column.