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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South Station is the busiest stop--consider it Boston's Kawaramachi--on the commuter rail, with 21,772 daily boardspic.twitter.com/ACeeWwyT2L
The second busiest--Boston's Takamatsu Chikko--is North Station, with 16,436 daily boardspic.twitter.com/xQwEFwCaB7
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
On balance? Boston's doing pretty well given the prevailing culture, infrequent schedules, and outdated technology
Addressing these problems--switching from peak-heavy to all-day timetables, replacing locomotives with DMUs, etc--would boost ridership
Is the demand there? Given the overcrowding on *existing* commuter rail in Boston, I would assume so--people want more service!pic.twitter.com/vjSuTvJS7L
Is this enough for profitability in Boston? Unfortunately, no--for two crucial reasons, as far as I can tell.
The first problem for Boston is that its network is much more extensive than Kotoden's, in terms of mileage--more costly to maintain!
The second problem is that Kotoden is already a private company which owns its track, its stations, other real estate etc...
Does Kotoden derive profitability from the surrounding real estate, or is ridership profitable on its own?
I'm not sure about the balance for them--in cities like Tokyo or Osaka, the ridership is much more profitable
but in a small city like this, the department store and other attractions probably make up a more significant portion
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