Las Vegas is one big sprawling desert metropolis. Rapid transit such as LRT or subway is difficult to justify. Several monorail systems have been tried, but mostly they work to get riders from one casino to another of the same consortium, by-passing the casinos of competitors. And the routes go behind the buildings, away from the flashy strip where everyone wants to be. Casinos are all flash and fantasy; so is their rapid transit. If you can’t have trains, at least mock up the buses to look like trains. Funny thing is, just like the gaudy buildings are attractive (in … Continue reading Bus stop; Bus stop, part v; what happens on the bus stays on the bus
Seattle appeared to have local bus services (blue) as well as express ones (red) that ran with more limited stops between neighbourhoods. These Rapid routes made it easier to go long distances in a very spread out city (remember, most of its growth has been in the automobile era, and thus is sprawly). The Rapid routes had their own bus stops, with distinctive red branding. Electronic boards informed passengers when the next buses would arrive, and their destinations. The yellow box on the post is a fare card reader. In Ottawa, we buy a certain amount of time on the … Continue reading Bus stop; Bus stop, part iv: Seattle rapid transit bus stops
Recall that the current transitway, running in an open cut through the west side, will be replaced by rail tracks for the new Confederation Line LRT. There is a construction lead time to construct the tracks and the new stations at Tunney’s and Bayview and LeBreton, so the buses now on the transitway will have to be detoured during the construction period. Others are busy working on detours that do not involve Scott and Albert Streets. This is the second exploration of how the detour could occur on Scott-Albert. (for the first option, see: http:/www.westsideaction.com/putting-the-buses-onto-scott-albert/ ; the comments … Continue reading Yet another Scott Street > transitway option
Assuming that the LRT project about to announced on Wednesday at City Hall won’t be saying “the bids were too high, and as your fiscally prudent mayor, I am therefore cancelling it” …I think we can assume it will be going ahead. To construct it, the City is applying to close part of Old Wellington Street. Finding Wellington is rather like searching for a moving target when it crosses the Flats. Recall that the current Wellington runs down from Parliament, past the Archives building, intersects with Portage Bridge, and swings through the Flats to cross Booth and Vimy and then … Continue reading Side effects of the LRT construction
Ottawa will soon be getting a dozen or so LRT stations. We don’t know what the “final” design will be. The PAC for those stations hasn’t met for months. I do hope it gets one last kick at the penultimate designs of the winning contractor. PACs can and do offer good advice, very practical, from the user perspective. Until then, here’s a look at the Hyannis MA multi modal transfer station. Located in the downtown (such as there is in low density America) on former rail yards, it has a passenger rail terminus, the inter city bus station for buses … Continue reading Multi modal transfer station design
Let’s shake the planning etch-a-sketch by building that LRT out to Orleans right now. And charging them for it. The Sinkhole Incident on Hwy 174 has high lighted the lack of access to the former St Joseph d’Orleans. And its not just the lack of road access, it’s the lack of alternatives. If the sink hole happened on the road to Kanata, there are more alternative routes. The higher road capacity pushes off the breakeven point for extending LRT to Kanata. And remember, the nearest point of Kanata is further away than the farthest point in Orleans*. In this road shortage situation, Orleans … Continue reading Shake the planning etch-a-sketch: Build that LRT to Orleans, and charge them for it
The City engineers have voluminous tables of how much space to allocate to motorists. They use these all the time, requiring developers to provide turn lanes, traffic signals, and road widenings, at the developer’s expense, as a required part of the building approval process. Yet we are seeing more and more new buildings with minimal parking, which means lots of dependence on pedestrian access to the building. These people have to move to and from the building on the sidewalks. Yet I don’t recall the approvals of the new high rises on Parkdale, or Preston, or Carling, or anywhere else, getting into the … Continue reading Will Council give equal space to pedestrians?