...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
The second problem is that Kotoden is already a private company which owns its track, its stations, other real estate etc...
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...this gives it a flexibility that Boston doesn't have (for now). So--what WOULD be enough to make Boston's commuter rail profitable?
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Remember that we've been comparing Boston to a city 20% of its size. A five-fold increase in ridership is a crucial hurdle here.
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Is that particularly likely? Depends on how commuter rail is improved. Would it be easy? Definitely not.
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But it is definitely possible, given the popularity of the existing system and the degree to which it can be improved.
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Anyway--that wraps it up for this investigation. Stay tuned for investigations of other lines, profitable and subsidized alike...
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...as we explore the boundaries of profitable ridership.
#TrainTwitter
End of conversation
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Does Kotoden derive profitability from the surrounding real estate, or is ridership profitable on its own?
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I'm not sure about the balance for them--in cities like Tokyo or Osaka, the ridership is much more profitable
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but in a small city like this, the department store and other attractions probably make up a more significant portion
End of conversation
New conversation -
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