...seven days a week, as late as 1:45 AM. By synchronizing buses with trains, it dramatically increases catchment areas for each station.
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This synchronization works in reverse, too--ride a train from Zurich to Winterthur, you'll be in time to connect to Bauma, then Sternenberg.
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This is the NETWORK EFFECT. This is how public transit works with itself to be useful *anywhere* it goes, no matter how rural.
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I mentioned that Mees does not discuss Japan--does Japan use this network effect, too? Sort of...
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Mees sought to show that density is not the final arbiter of transit's usefulness. But it *does* still play a role, which he acknowledges.
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Density is a big factor in determining frequency--note the low frequency in Sternenberg. In Japanese cities, density is usually a given...
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...so there's no difficulty in justifying high frequency service. Where frequency is high enough, timed connections become moot...
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...bc the waiting times are so low that there's always a connection in a minute or two. In rural areas, Japan times its connections though.
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But for places like Massachusetts? Density isn't going to justify service in most places unless the network is INTEGRATED like the Swiss one
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All other factors aside, service frequency--aka, how long do I have to wait?--is the main driver of transit ridership.
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Density, in turn, is main driver of frequency. What an integrated network does is put low freq service into a context that makes it USEFUL!
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Those 7 buses to Sternenberg would have no riders if they didn't connect to trains at Bauma, EVEN IF THEY STILL WENT TO BAUMA!
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This is because Sternenberg-Bauma is not a very demanded route *on its own.* But Sternenberg to Bauma/Winterthur/Zurich/Airport?
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Network effects in transit MULTIPLY the number of trips that are possible from a given point of origin. We can do this in the USA!
End of conversation
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