I Visited the World's Busiest Train Station
Summary
TLDR東京の新宿駅は世界最大の交通ハブであり、日平均300万人の利用者を抱える。このビデオでは、新線や私鉄を含む多くの路線が集まる新宿の効率性と都市計画の模範について紹介。駅周辺には活気ある商店街や多様な飲食店があり、都市の機能と形が一体となった新宿の魅力を探求する。
Takeaways
- 🚉 東京には非常に多くの鉄道があり、その中心にあるのが新宿駅です。
- 🌆 新宿駅は世界で最も忙しい駅で、毎日約300万人が利用しています。
- 🗺️ 新宿駅は14の鉄道・地下鉄路線が交差する重要なハブであり、都市内の移動に欠かせません。
- 🚇 新宿駅には新幹線は停まりませんが、東京駅や品川駅、上野駅で新幹線が利用できます。
- 🚶♂️ 新宿駅は周囲の地域を結びつける優れた都市計画の例であり、歩行者にとっても快適です。
- 🚌 新宿駅には長距離バスや空港リムジンバスの主要ターミナルである新宿高速バスターミナルがあります。
- 🚏 駅には200以上の出口があり、ナビゲーションが非常に重要です。
- 🎨 新宿駅内には回転するアート展示などの魅力的な要素もあり、単なる交通ハブ以上の役割を果たしています。
- 🏢 新宿駅は鉄道会社が所有する不動産が多く、その収益が鉄道運営の財源の一部となっています。
- 🚦 新宿駅周辺は広い道路で分断されている場所もありますが、歩行者のための橋や地下通路も充実しています。
Q & A
東京にはどのくらいの鉄道や地下鉄の路線がありますか?
-東京には14の鉄道と地下鉄の路線があり、加えて新幹線も頻繁に発着しています。
世界で最も利用者が多い駅はどこですか?
-世界で最も利用者が多い駅は新宿駅で、1日あたり約300万人が利用します。
新宿駅が忙しい理由は何ですか?
-新宿駅が忙しい理由は、多くの目的地があることと、複数の異なる交通路線の接続点であるためです。
新宿駅にはどのくらいの出入口がありますか?
-新宿駅には200以上の出入口があり、十数箇所の改札口からアクセスできます。
新宿駅の構造について説明してください。
-新宿駅は複数の階層にわたって広がっており、一部のエリアは改札の内側にあるため、地図上では複雑に見えませんが実際には複雑です。
日本の電車の遅延状況はどうですか?
-東京の電車は約95%の確率で時間通りに運行しており、遅延が発生しても通常5分未満です。
新宿駅周辺の都市環境はどのように支えられていますか?
-新宿駅周辺の都市環境は、駅の利用者数が多いため、多くの独立したビジネスが繁栄しています。また、駅は近隣の多くの場所と直結しており、徒歩圏内で多くの施設にアクセスできます。
日本の鉄道会社はどのように収益を上げていますか?
-多くの日本の鉄道会社は、不動産の開発やリースを行うことで収益を上げています。乗客を運ぶこと自体よりも、不動産からの収益が重要となることが多いです。
新宿駅にはどのような施設や設備がありますか?
-新宿駅には多くのレストランや自動販売機、荷物預かり所、無料で清潔な公共トイレなどの施設があり、各鉄道会社の切符売り場もあります。
日本の改札機は他国と比べてどのような特徴がありますか?
-日本の改札機は非常に高速で応答し、ICカードや紙の切符を素早く処理します。多くの改札機はデフォルトで開いており、有効な切符がない場合にのみ閉じます。
Outlines
🚇 シンジュク駅の驚くべき規模と効率
東京のシンジュク駅は、世界で最も混雑している駅の一つであり、1日あたり約300万人の利用者がいます。東京駅にある新幹線とは違い、シンジュク駅には多くの目的地や交通機関への接続点として機能する多くの路線が存在します。駅周辺は非常に効率的で、都市計画の良い例であり、多くの人々を移動させるだけでなく、周辺地域の活性化にも寄与しています。
🌆 シンジュク駅の周辺環境と都市構造
シンジュク駅は、機能性の高い交通ハブであり、周辺に商店やレストラン、そして伝統的な通りが存在します。駅の多機能性と都市計画の良さが、独立したビジネスが活況を呈する繁華街を形成しています。また、駅の利用者が多いため、多くの人々が効率的に移動することができ、都市の質を高めることに寄与しています。
🏢 シンジュク駅の直結施設と多機能性
シンジュク駅からは多くの施設に室内で直結しており、ショッピングモールや地下道、さらには他のホテルやレストランなどがあります。駅は夜間も活きており、閉まる時間は午前12:30で、その後もバスなど他の交通手段は利用可能ではありません。駅内には多くのレストランやコンビニエンスストア、自動販売機があり、多くの人々が利用しています。
🛠️ シンジュク駅の改修と鉄道会社のビジネスモデル
シンジュク駅は常に建設中であり、駅のレイアウトを改善し、より分かりやすい空間にしようと努力しています。鉄道会社は私鉄企業であり、不動産開発を通じて利益を上げています。しかし、鉄道事業自体は利益を出すことの難しいため、鉄道会社の多くが不動産開発を通じてその不足を補っています。
🌐 シンジュク駅の交通網と都市計画の模範
シンジュク駅は、多くの人々を安全に運ぶだけでなく、周辺エリアとの連携も完璧に行われているため、都市計画の模範となっています。駅自体は清潔で、利便性が高く、多くの人々にとっては生活に欠かせない存在です。また、鉄道会社の私鉄化は、交通網の複雑さをもたらしていますが、それでもシンジュク駅は他の都市にとっても素晴らしい公共交通のモデルとなっています。
📹 独立創作者のビデオ制作とNebulaの紹介
このビデオは、独立したビデオクリエイターが制作しており、実際の場所を訪れて撮影することで、よりリアルな体験を提供しています。クリエイターはNebulaというプラットフォームを通じて、広告やスポンサーなしに視聴者に直接コンテンツを提供しています。Nebulaは独立創作者を支援するためだけでなく、高品質なコンテンツを提供するプラットフォームとして機能しています。
Mindmap
Keywords
💡新宿駅
💡都市計画
💡鉄道スパゲッティ
💡山手線
💡交通の効率性
💡私鉄
💡改札
💡都市貢献
💡鉄道の私営化
💡多摩都市モノレール
💡駅周辺開発
Highlights
东京拥有众多的火车线路,包括14条铁路和地铁线路以及频繁发车的高速新干线。
世界上最繁忙的火车站并非东京站,而是新宿站。
新宿站每天约有300万人通过,数量惊人。
新宿站不仅是高效的交通枢纽,也是周边社区发展的优秀典范。
新宿站繁忙的原因包括其作为多条交通线路的连接点以及拥有许多吸引人的目的地。
新宿站的布局虽然在地图上看起来不复杂,但实际上分布在多个不同的层面上。
新宿站的导向系统表现良好,只要知道铁路线的名字并注意观察,就相对容易找到目的地。
新宿站拥有超过200个出口,通过十多个检票口连接。
日本的新干线高速列车不在新宿站停靠,而是在东京站等其他站点。
新宿站的检票口响应速度非常快,与其他任何国家的检票口相比都有显著优势。
新宿站与周围环境的融合度很高,不仅仅是一个交通枢纽,更是整个社区的中心。
新宿站的周边地区因其巨大的人流量而支持了许多有趣独立商业的发展。
新宿站的站台虽然实用但不显眼,但它们能够高效地运送大量乘客。
新宿站的每个车厢门的位置都在站台上标记,这在日本很常见,有助于乘客排队和下车。
新宿站的改造计划预计在2047年完成,第一阶段将在2035年完成,将改善车站布局并提高导航的便利性。
尽管新宿站是一个私营铁路公司运营的车站,但它的运营效率和客户服务都有显著提升。
新宿站的运营展示了公共交通的高效实施,应该成为其他城市效仿的模范。
Transcripts
Tokyo has a lot of trains. And that’s an understatement.
So you might think that with 14 rail and metro lines,
and Shinkansen high-speed trains departing every few minutes,
That the busiest train station in the world would be Tokyo Station.
But it’s not.
This is a map of the trains in Tokyo. Oh wait, sorry, that’s just the metro.
This is the full map. Well, most of the lines anyway.
A few private lines are missing. But if you look closely at this map,
you’ll notice one station at the centre of all this railroad spaghetti.
Shinjuku Station.
About 3 million people pass through Shinjuku Station every day, which is an insane number.
Especially considering that the busiest train station outside of
Japan, which is Paris Gare du Nord, New York's Grand Central Terminal,
or Penn Station, depending on who you ask, transports only
about 700 thousand passengers per day. But despite, or rather, because of,
the massive number of people transported, the area around Shinjuku supports some great urbanism.
Because Shinjuku isn’t just a ridiculously efficient transportation hub,
it’s also an excellent example of how an effective train station can make the surrounding
neighbourhood truly great. [NJB Intro]
The first thing you’ll notice about my footage of Shinjuku is
just how many people are in every shot. When I film in public places I usually
prefer to go at less-busy times of the day. Afterall, I’m here to show you the station itself,
not hundreds of random people obscuring the station, but that’s just not feasible here.
This station is busy. Really busy.
At basically all times of the day. There are a total of 3 metro lines and 9
different rail lines that service this station Including local and inter-city trains.
But despite being the busiest station in Japan, there are no Shinkansen
high-speed trains that stop at Shinjuku. Tokyo station is still the place where you’ll
find the most Shinkansen, though they also stop at other Tokyo stations, such as Shinagawa and Ueno.
Shinjuku is busy for two reasons: it’s a place with a lot of desirable destinations,
but it also serves as a connection between multiple different transit lines.
About half of the 3 million daily users of Shinjuku are
transferring from one line to another. The station is very centrally located,
so many journeys within Tokyo involve a change at Shinjuku.
One of the most important rail lines in all of Tokyo is the Yamanote line, a circular
line that goes around the centre of the city. This one line alone carries up to 4 million
passengers per day across all of its stations, and it connects some of the
most important rail stations in the city. There are also multiple bus stations.
The Shinjuku Expressway Bus Terminal is the primary bus terminal for long-distance
highway buses and airport limousine buses. But there’s also the West Exit Bus Terminal
with a constant stream of local city buses and regional buses entering and exiting.
As well as several other bus stops around various exits to the station.
The layout of the station doesn’t look that complicated on a map,
but it’s spread across multiple different levels. And some of those areas are behind fare gates,
so you can’t always take the shortest path through the middle.
This incredible drawing by architect Tomoyuki Tanaka gives an idea of how it’s laid out,
though this drawing is out of date so don’t go memorising this, OK?
But in general, the wayfinding in Shinjuku is pretty good, so if you know the name of
your rail line, and you pay attention, it’s reasonably easy to get to where you’re going.
But you really do need to pay close attention to avoid missing a sign.
After a few days of staying nearby and using the station multiple times
per day I started to get the hang of it. But there were still a few times where I
got lost or ended up on the opposite side from where I wanted to be.
I’ve been reassured by several Japanese colleagues that even regular users get
lost sometimes when they’re taking a different route than usual,
and I’m going to assume that’s correct and they weren’t just
taking pity on my inability to navigate. In some places navigation is placed on the
floor making it really clear which way to go to get to your train.
Just follow the right stripe and it’ll take you right to where you’re going!
I also appreciated this message on the stairs that effectively tells you not to take these stairs.
I was going to individually talk about every entrance and exit to the station,
but then I read that there are over 200 exits accessed by over a dozen fare gates and I
decided that that would be really boring content. But just know that if you’re
meeting someone at the West gate, this is different from the Central West gate,
which is different again from the West Underground gate.
And don’t confuse the South Gate with the much nicer New South Gate.
The major exits are labelled however,
and navigation apps like Google Maps will tell you which exit brings you closest
to your destination, so that’s nice. And I love the ticket gates in Japan;
they are SO fast to respond compared to ticket gates in any other country.
When you tap your IC card, the gates respond with ninja-like reflexes.
And a paper ticket pops out the other side way faster than I would think is even possible.
And it’s been this way for years. I remember the gates reading tickets
this fast when visiting Japan over 15 years ago, so it always surprises me how
slow ticket gates still are in other countries. Some fare gates are set to be open by default,
assuming that the person will tap or insert a valid ticket, and only close if they don't,
speeding things up even more. For the busiest train station
in the world you might think that Shinjuku station would be some kind of grand building.
After all, Tokyo station looks like this. But it’s not.
The station itself isn’t really a recognizable building distinct from any other because it’s so
well integrated into everything else around it. Shinjuku is mostly a train
station of function over form. With many corridors that are purely utilitarian.
But they have brightened up other parts with rotating art exhibits.
I particularly enjoyed this pixel art. The train platforms themselves are also very
utilitarian, and not very impressive-looking. But they do their job well and manage to
move hundreds of people at a time. One really nice thing is that the
position where each car door will arrive is marked on the platforms, which is typical all over Japan.
This is important for so many reasons. They make it very clear where you should
queue up for the train, so that a space can be cleared for passengers who are exiting.
Some trains have different types of carriages, for wheelchairs, reserved seats, first class,
or any other special type of car. So these labels make it very easy
for you to stand in the right place for whatever type of carriage you require.
And when the cars are numbered, navigation apps can show which car you should ride in so that,
when you arrive, you are at the closest escalator for your exit,
or closest to whichever train line you need to transfer to.
These kind of details makes for a really nice experience as a transit rider of course,
But it also means that people arrive and depart at the right part of the platform,
so that everything can run more smoothly. This is part of the reason why the dwell times,
which is the time a train stops at a station, can be so short in Japan.
There’s this common meme that Japanese trains always run exactly on time and everybody will
commit Seppuku if it is a few seconds late. And while a Japanese train company did issue
a formal apology for a train that left 20 seconds early,
Trains in Japan do run late sometimes. When there are so many trains running on
a rail system, a small delay to one train can cascade through the entire system,
and I experienced a few train delays while I was in Japan, especially at rush hour.
However, trains in Tokyo run on time about 95% of the time, and even then a typical
delay is usually less than about 5 minutes. The other thing foreigners associate with
Japanese trains are oshiya or “pushers”, the people in white gloves, making sure
that every train is pushed to capacity. I didn’t see any examples of this myself
at Shinjuku, and several people told me that they are rare today.
This is because train capacity in Tokyo has increased significantly
over the past 40 years, work hours and locations have become more flexible, and
passenger volumes are lower after the pandemic. During rush hour, at several stations, I saw staff
controlling crowds and making sure that trains operated smoothly, but no pushing was required.
If the train was too full, many people would just wait for the next one which
was coming along in a minute or two anyway. Rush hour was definitely crowded but I never
found the crowds to be overwhelming Though it probably helps that
I’m taller than everyone else. Shinjuku station is impressive
in its efficiency, but it’s also impressive just how well it integrates with everything around it.
In previous videos I’ve talked about my “Hauptbahnhof test”,
where I judge a city based on how comfortable it is to walk out of the train station,
and how easy it is to transfer to other forms of public transit.
This immediately lets me know the priority a city places on its public transit,
and how much respect it has for transit users. Which in the case of my hometown, is none.
But for Shinjuku this “test” is basically irrelevant, not just
because it isn’t technically a Hauptbahnhof, but also because Shinjuku Station isn’t just
a train station building, it’s the central hub that connects the entire neighbourhood together.
The station is directly connected to dozens of interesting streets with places to live,
work, shop, or just meet up with friends. On the North side, just by the metro exits,
you’ll find Omoide yokochō (oh moi day yo ko cho), a traditional alley, with incredible
hole-in-the-wall restaurants and bars. This is a great place to stop
by for some beer and yakitori. This place used to be called “piss alley” but
thankfully, they now have public restrooms. While this traditional alley
is particularly interesting, Shinjuku is surrounded by lots of great streets.
These kinds of streets are found all over Japan and they are the key to
the great urbansim in many Japanese cities. But I’ll talk about that in a future video.
The Shinjuku area is well-known for its unique bars, restaurants, and shops,
And it’s a lively neighbourhood at night, too. The massive amount of foot traffic generated by
the busy station makes it possible for all of these interesting
independent businesses to flourish. There is literally no other method
of transportation that can move around 3 million people a day and support such a
high-quality walkable urban environment around it. A highway capable of moving 3 million people per
day would have to be well over 50 lanes wide, and at that point, there wouldn’t be any city left.
Which is why trains are ultimately the superior form of mass transportation for
cities, because they actively promote great urban places, rather than bulldozing them.
Of course Shinjuku station is also connected indoors directly to several destinations as well.
On the North-East side of the station there’s the metro mall,
an underground pathway connecting Shinjuku station to the metro stations to the East.
Following this for about 200 metres underground will bring you to Shinjuku-sanchome station,
serviced by 3 different metro lines. In total, there are 5 train and
metro stations that are accessible from Shinjuku station without going outside,
as well as additional 6 stations within 500 metres of an exit.
So it’s not surprising that Shinjuku station is busy at almost all times of
the day but it does actually close when the last trains stop running at around 12:30 AM.
Which I completely forgot about, so after going out drinking with a friend in Shibuya,
I had absolutely no way to get a train back to Shinjuku at 1AM.
That is, unless I wanted to wait for trains to start running again at 4:30.
It did surprise me that I couldn't even take a bus though.
For all its faults, Toronto actually has a pretty good night bus network
that can get you home after a night of drinking. Which is why the bus that runs along the subway
line is famously known as the “vomit comet”. But when it is open, Shinjuku station has
all of the amenities you would expect from a major train station.
There are many restaurants and other places to get something to eat.
And lots of vending machines if you want something quicker.
Or need to buy flowers on your way home. There are several places to lock
up your bags at the station too. And they were very well-used when I was there.
There are also lots and lots of free, clean, and accessible public restrooms,
which is typical for Japanese train stations. You might want to take the hint, Europe.
There are also ticket offices for various railways,
Where you can also pick up tickets and seat reservations for long-distance Shinkansen
trains, and other trains that don’t necessarily go through Shinjuku itself.
Like all Japanese train stations, it is impeccably clean, too.
Despite having minimal garbage bins. People tell me that this is because
Japanese people are deeply concerned about their environment and will carry
rubbish home rather than littering. And yeah, that may play a part.
But there are also dozens of people who go around cleaning up the place too,
which certainly helps as well. All levels and platforms at Shinjuku
station are accessible for people in wheelchairs, and every train I saw had level boarding.
As far as I’m concerned, level boarding should be an absolute requirement
for all new transit systems everywhere. Of course in practice it can still be difficult
to navigate Shinjuku station in a wheelchair as elevators can get very busy and there are still
several exits that only have stairs, but this is getting better with every
new construction project. And Shinjuku is basically
always under construction. A couple years ago a 72
billion yen renovation was started to improve the station’s layout and make it easier to navigate.
For example, they’re going to create another path to go from east to west without having to
go through the ticket gates, which would be nice. You can also see from these potato-quality images
provided by the municipality that this will be possible via a new pedestrianised roof deck.
The eloquently named Tokyo Municipal Project Plan for Shinjuku Station Proximity District Land
Readjustment Project is absolutely massive and it is expected to be completed on March 31 … of 2047.
But apparently Phase 1 will be complete in 2035, so some of us will live to see some of it.
These will be very welcome improvements because today, the North and South sides of the station
are bisected by this terrible road. Tokyo has way too many of these
ridiculously wide roads. Fortunately there is an option
of taking this pedestrian bridge, but this doesn’t bring you to the
rest of the station, it brings you outside.
Next to the eggslut. It’s much better to stay underground,
that is, if you’re able to navigate it, because it’s very easy to get lost.
It’s ridiculous that hundreds of people taking the most direct route between sections of the
world’s busiest train station need to wait for a few dozen motor vehicles to pass.
But this shouldn’t be too surprising because despite being a city covered in trains,
Tokyo can be remarkably car-friendly at times. Thankfully the station is built in a way that you
can generally avoid any busy roads around it. Instead of a terrible road, the New South
Gate is pedestrianised. With this nice seating area.
But don’t even think of doing anything fun because this is still private property.
There’s also a pedestrian bridge over the tracks here,
which is a great place to watch trains go in and out of the station.
This kid was lovin’ it and didn’t want to leave. At other exits there are direct connections from
the station to pedestrian bridges over busy roads. Other exits bypass the roads altogether and
go directly to smaller streets And there are several exits that
directly connect to buildings around the station. In fact, it’s sometimes difficult to determine
where “train station” stops and “shopping mall” begins, and this is very much intentional.
You might have noticed that the Keio department store is above the Keio line trains,
and the Odakyu department store is above the Odakyu lines.
The majority of Japan's railways are run by private companies, not the government.
Keio and Odakyu have always been private, but JR East was privatised in 1987.
There have been some benefits to this approach, with some railways becoming more operationally
efficient and improving customer service. But privatisation has also brought a constant
pressure on the government to allow rail companies to reduce service on
less-profitable routes, and to increase ticket prices to improve profitability.
It really annoys me when governments talk about how railways need to be
“run like a business” and need to turn a profit while they gleefully pour billions into wide roads
and highways, almost all of which are totally free to use and have no expectations of profit.
Because ultimately, it’s difficult to make transportation profitable.
Which is why most Japanese railways have an extensive real estate portfolio.
They develop and lease the buildings next to and above their rail stations, and use
the passenger train operations as a way to make their real estate more valuable.
In fact, the real estate can become more important than railway operations themselves.
The largest company serving Shinjuku station is JR East.
Their 2023 financials show 1.6 trillion in revenue from transportation, and about
770 billion from retail and real estate. But when you look at the profit, real estate
was 146 billion while transportation resulted in a loss of 24 billion yen.
And, to be fair, their transportation profits are on track, pun intended, to recover in 2024,
but real estate is clearly a major source of profit for this company.
So in some sense, these are not so much railway companies and they are real estate developers who
happen to run a bunch of trains. Of course, you could do just the
retail and real estate bit, ignore all that pesky low-profit railroad stuff
and become the richest person in Japan. Which makes me wonder what the future
is for this model. Will some of these
“property companies with railroads” decide to someday just ditch the railroads and build
giant American-style shopping centres next to those sweet, free, publicly-funded roads?
The privatisation of Japanese rail also makes Shinjuku
station more fractured than you might expect. For example, you can’t just look and see that
your train is leaving on, say, platform 3, because there are a lot of platform
3s in this station. Each private rail operator
manages their own section of the station, With their own platforms and fare gates.
This makes ticketing more complicated than it should be, as each rail operator will charge
you when you pass through their ticket gates. Getting to your destination can have wildly
different prices if you split that journey between multiple operators.
Helpfully, Google Maps will show you how much a trip will cost, but it is annoying
to have to think this way. Drivers, on the other hand,
just turn on their GPS and go. At most, they may want to avoid toll highways.
They never have to think which company owns the street that their destination is on.
There were several times where I was out filming around Tokyo.
I had a JR East pass and a 24-hour Tokyo Metro pass that allowed
me to take trains on either system for free. But when I got to the closest railway station
it was owned by another railway so both passes were useless.
London, real London that is, used to have many different train operators as well.
The Metropolitan line was a different operator than the District line for example..
Nowadays it’s all consolidated under the government agency Transport for London,
and fares are fully integrated, regardless of which path you take to your destination.
But despite the annoyances of navigating between privatised rail systems,
And the occasional exit near a needlessly wide road,
I’ve had good experiences using Shinjuku station over the years
And I think it’s an example of well-implemented public transit that
should be a model for other cities to follow. The station itself functions well and it safely
transports millions of passengers each day, With trains that are clean,
reliable, and frequent. But Shinjuku is also a transportation
hub that seamlessly connects to everything around it and makes the entire neighbourhood better.
There is honestly so much that I could say about transportation and urban planning in Japan.
It’s absolutely fascinating. I have several more videos planned,
so subscribe if you’d like to see them, But in the meantime I can highly recommend
the channel Life Where I’m From, who has made several videos on these topics.
Check out his video about How Tokyo's Subway Keeps On-time, Clean, and Safe,
And the best way to watch his videos is ad-free and sponsor-free on Nebula.
Nebula is the subscription streaming service built by and for independent creators and their fans.
There are lots of creators making high-quality content on Nebula.
I’ve mentioned Life Where I’m From, but there are many more, including some great city and
transportation channels like CityNerd,
RM Transit, And City Beautiful.
You’ll also find Nebula Originals, content that’s only available on Nebula.
Such as the Great Cities series by City Beautiful. My favourite part of Nebula is that it’s
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Not Just Bikes is a channel with original content. I don’t just summarise Wikipedia
over a bunch of stock footage. When I make a video about a place,
like Shinjuku station, I go there in person and I film it myself,
so that I can share the real experience of what it’s like to be there, not just a list
of facts that you could get from anywhere else. That’s time-consuming and expensive of course,
but I believe it results in much better quality videos.
I would not be able to make videos like this without the support I get from Nebula.
When you sign up to Nebula with my code, or even just watch my videos on Nebula,
a part of your subscription goes directly to supporting this channel, so that I
can continue to make high-quality videos. You’ll also get to see all of my content early,
before it gets to YouTube. All without any ads or
sponsorship reads, like this one. If that sounds good to you then you
can sign up at go.nebula.tv/notjustbikes to get 40% off an annual subscription.
That’s $30 per year or just $2.50 per month. It’s a great deal for the content you get,
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Thanks for watching, and maybe next time you’ll be watching early, on Nebula.
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