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Thread: Transit Fantasy Maps

  1. #3796
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    Quote Originally Posted by dunkalunk View Post
    There has to be a better option for a short-turn of the Lakeshore West bus route than at Humber Loop. Perhaps you could run it up the Kingsway to Jane to interchange with the subway there?
    That could work. I mainly just wanted to avoid running the buses on the Queensway section of the 501, since it's dedicated lanes there and already semi-express. A parallel bus route there would be redundant. I picked Humber Loop because it's a frequent short-turn location for the 501.
    Twitter: @JAndrewJ86


  2. #3797
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    Quote Originally Posted by gweed123 View Post
    I had some spare time yesterday, so I started making a map of this service pattern that you described, because I think it's a really great idea. The basic principle that I came up with after playing around with it is this:

    -Implement the express service on both the Queen and King streetcars during rush hour.
    -Implement 3 local bus routes: Long Branch to Humber Loop (serving Southern Etobicoke), Dundas West Stn to Neville Park via Roncesvalles and Queen, Dundas West Stn to Broadview Stn via Roncesvalles, King, and Broadview.

    I decided to split up the Queen local bus into 2 routes for a couple reasons. Firstly, because the full 501 route is pretty long for a local bus, and 2 shorter routes would be easier to manage frequencies. Secondly, because it beefs up local service to Dundas West station, and randomly stopping at Roncesvalles is kind of weird.

    The map isn't done yet, but I thought I'd get some comments on my changes. Again, props to reaperexpress for the idea. I think it's a great one.
    I'd totally forgotten about this. Your concept sounds pretty similar to what I had in mind, but I'll throw together a quick map over the next few hours so we can have a couple implementation styles to compare.

  3. #3798
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  4. #3799
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    So here's what I came up with:


    Link: https://dl.dropboxusercontent.com/u/...0Streetcar.jpg

    The red and orange routes are streetcars, the rest (aside from the subways, obviously) are supplementary bus routes. Rather than attaching unique route numbers, I figured that using the same number as the regular route, but attaching an "L" or an "E" onto the end would be easier for people to understand.

    One thing that I really noticed when doing this map was how many streetcar stops there are in between what we would consider to be "major" streets. Cutting them out reduces the number of stops between Point A and Point B pretty substantially.
    Twitter: @JAndrewJ86

  5. #3800
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    Quote Originally Posted by gweed123 View Post
    So here's what I came up with:

    The red and orange routes are streetcars, the rest (aside from the subways, obviously) are supplementary bus routes. Rather than attaching unique route numbers, I figured that using the same number as the regular route, but attaching an "L" or an "E" onto the end would be easier for people to understand.

    One thing that I really noticed when doing this map was how many streetcar stops there are in between what we would consider to be "major" streets. Cutting them out reduces the number of stops between Point A and Point B pretty substantially.
    Nice map!

    A couple comments:
    - There can't be limited-stop services on Roncesvalles, because the street arrangement doesn't allow overtaking. I think the first stop north of Queen is the only one that has a bay.
    - I don't think there's really a benefit in having express service east of Coxwell, because in that segment the route serves a local function. The demand is really dispersed, and the route isn't a through route to anywhere else at that point. I figured it'd make more sense to split up the routes and send one up Kingston, as you can see in my map.

  6. #3801
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    Very nice map. I agree with reaper, I would send the bus route up Kingston to Eglinton. (Where it would meet Eglinton-Malvern LRT)

    I wonder what the ridership numbers for those streetcar and bus lanes would be.

  7. #3802
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    Good points guys, and nice map as well reaper! It's interesting how starting from the same basic concept can yield some pretty different results.

    As for Roncesvalles, yes it's true that overtaking can't happen at stops, but in between stops the configuration is generally 4 lanes, isn't it? There really isn't another N-S corridor where that kind of service would work. Streetcar-only would work, but then it would need to stop at every stop, eliminating part of the express nature of it all.

    The lack of express service east of Coxwell I can agree with, although I think east of Woodbine is probably better. I figure it could potentially overlap the Woodbine bus during peak periods.
    Twitter: @JAndrewJ86

  8. #3803

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    Nice map! Our downtown surface rail network can only improve from here on (as it should). I guess you kinda kept it realistic in relation to the present, but I was surprised that you didn't have Lake Shore East as an "express" route. I know Lake Shore is pretty far south and that waterfront development hasn't reached there yet, but I think it could prove to be a good bypass of the current mixed traffic/local service on Queen East. And naturally it could connect to East Bayfront and offer direct service to Union.

    *Although I've went on at length in another thread that I have a bias against the Union-centric 509/510/East Bayfront situation, and would rather cross-waterfront E/W service along QQ or Lake Shore bypassing Union altogether.

  9. #3804
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    Quote Originally Posted by gweed123 View Post
    As for Roncesvalles, yes it's true that overtaking can't happen at stops, but in between stops the configuration is generally 4 lanes, isn't it? There really isn't another N-S corridor where that kind of service would work. Streetcar-only would work, but then it would need to stop at every stop, eliminating part of the express nature of it all.
    Ever since the reconstruction, Roncy is two lanes, period. There are parking lanes but I don't think they're wide enough to use as a bus layby, and even if they were, they're pretty well spoken for as parking spaces. There is simply no possibility of overtaking, so there wouldn't be much point in the express service skipping more than a couple stops. I'm a bit torn on the need for a King express at all, the 504 is much more local in nature, since longer distance trips are all at least partly served by subway.

    The lack of express service east of Coxwell I can agree with, although I think east of Woodbine is probably better. I figure it could potentially overlap the Woodbine bus during peak periods.
    Coxwell is simply because I sent the local up Kingston starting at Eastern. Not worth providing duplicate service just for the chance of skipping that one local stop between Coxwell and Woodbine.

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