The best way to think about a transit network is as a set of stops--where are you able to access the network?
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Replying to @380kmh
The purpose of transit routes is to minimize the amount of time it takes to get between any two stops in the set.
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Replying to @380kmh
To achieve this, you have to prioritize frequency and accommodate transfers between routes.
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Replying to @380kmh
So looking at these three factors--frequency, stops, and transfers--what part of the private sector handles all three best?
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Replying to @380kmh
Japanese transit providers know the answer to this--public transit is a *real estate venture* before anything else.
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Replying to @380kmh
...wait, what? The Japanese providers have rail-real estate syncretism, which isn't the same as "real estate before anything else."
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Replying to @alon_levy
my point is that these companies would be viable if they were only in real estate, but not viable if they were only in rail
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Replying to @380kmh
I don't think that's true. For nearly all private railroads, both divisions are profitable, though real estate has higher margins.
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Replying to @alon_levy
no, not the profitability--what I mean is they *need* ownership of their own land (at minimum) to do justice to their rail
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Replying to @380kmh
Do they? Tokyo Metro and Toei don't. JR East does, but not much, and it's recent developments.
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Odakyu, Keio, Seibu, Tobu, Keisei, Keikyu, etc...
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Replying to @380kmh @alon_levy
where would Tokyo's subways be without those companies too, for that matter
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