In Japan, train companies can earn revenue from rents in surrounding station areas on top of fares. In CA, we can invest billions in infrastructure and subsequent spikes in nearby land/property values are captured almost wholly by the people who happen to own nearby property. https://twitter.com/dangillmor/status/1078168004360171520 …
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@SFBART and@Caltrain have some of the best farebox recovery ratios in North America but you really need the land rent/land value capture + density to make the#s and system work well. https://en.m.wikipedia.org/wiki/Farebox_recovery_ratio …Show this thread -
Attaching another discussion here:https://twitter.com/marketurbanism/status/1078176697114083329?s=21 …
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Also housing isn’t celebrated as a primary wealth accumulation tool in Japan the way it is in the US. So the cultural expectation that houses must appreciate is not amplified & embedded by lending, tax & zoning policy at every level of govt like it is herehttps://www.economist.com/finance-and-economics/2018/03/15/why-japanese-houses-have-such-limited-lifespans …
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I just want a Tokyu Hands somewhere I can catch a train to.
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The Japanese transit and land use model is properly symbiotic with addressing people’s wants and needs, so all profit: the US model is fundamentally broken, and discourages balance. Walkable density is vital, and missing in most of US: park & rides are failures by design.
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The Japanese Transit Platform Business Modelhttps://atadistance.net/2018/12/28/the-japanese-transit-platform-business-model/ …
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