...since it is assumed that (and scheduled accordingly) most trips are suburb-to-downtown in AM, reverse in PM, instead of two-way all day
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Replying to @380kmh
In other words: ridership totals that I present for Boston are lower than what is actually there--but not by very much.
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Replying to @380kmh
South Station is the busiest stop--consider it Boston's Kawaramachi--on the commuter rail, with 21,772 daily boardspic.twitter.com/ACeeWwyT2L
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Replying to @380kmh
The second busiest--Boston's Takamatsu Chikko--is North Station, with 16,436 daily boardspic.twitter.com/xQwEFwCaB7
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Replying to @380kmh
So, Boston's two terminals are much busier than Kotoden's terminals--but the rest of Boston's network is a bit anemic by comparisonpic.twitter.com/W64fVDDyvt
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Replying to @380kmh
On balance? Boston's doing pretty well given the prevailing culture, infrequent schedules, and outdated technology
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Replying to @380kmh
Addressing these problems--switching from peak-heavy to all-day timetables, replacing locomotives with DMUs, etc--would boost ridership
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Replying to @380kmh
What is the largest city in Japan that runs a DMU on its commuter rail network? Sapporo?
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Replying to @alon_levy
Sapporo electrified the commuter portion of the Sassho Line recently--I'm not sure they use any DMUs for commuter travel anymore
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Replying to @380kmh
Okay, so if even Sapporo electrified, what is Boston's excuse to ever use DMUs?
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Sapporo used DMUs for decades *before* electrifying--still *much* more economical than locomotives
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Replying to @380kmh @alon_levy
Boston can't switch to EMUs until its electrified its network--which it ought to do
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