It's just a highly, almost cruelly uneven process, and often the cities that would benefit the most from it are the last to get it due to their rough reputations, witness Lowell, Lawrence, Lynn, and Brockton, if we're going by the Boston area example.
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Replying to @W4nk_3ngine @ded_ruckus
definitely true--those are also imo the best prospects for trying new development patterns (eg mimicking Tokyo) because of the abundant vacant land...too bad the reputation makes it impossible
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Replying to @380kmh @ded_ruckus
Imho they're the strongest arguments for building the North-South Rail Link, as the electrified service with RER-style frequencies that it would allow would turn them into the next Walthams and Arlingtons more or less overnight as their centers see Assembly-tier TOD development.
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Which would simultaneously open a safety valve on Boston/Cambridge/Somerville prices while driving billions in new real estate development.
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Too bad MA's political climate will never allow for a flip towards true JR-style privatized operation of the T. The revenue from TOD development in every city inside 495 would easily pay for a 4-track NSRL if we let the T adopt the Japanese rail+development model.
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Replying to @W4nk_3ngine @ded_ruckus
first and foremost we have to adopt the Japanese "pay for trains through fare revenue" model
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Replying to @380kmh @W4nk_3ngine
wasn't there something about how most of the Japanese train revenue was coming through use-whenever passes, and these were somehow subsidizing single-use riders?
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Replying to @ded_ruckus @W4nk_3ngine
Other way around: single trip riders subsidize commuter and student passes
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Replying to @380kmh @ded_ruckus
As it is for most public transit systems, no?
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Replying to @W4nk_3ngine @ded_ruckus
Most outside Japan aren't profitable at all, and riders are subsidized by non-riders
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But ya ur point stands: single trip riders incur smaller losses than passholders
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