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  1. While this indication to the operators makes sense, who is in charge then for enforcing the fares (I know about peace officers, but I've never seen them on buses, just trains)?
  2. There are quite a few buses with pantographs in Europe - called trolleybuses. Correct me if I'm wrong, but I think there were a few of those in Edmonton as well.
  3. I think there's another key issue with extended service that may not being taken into account: If we assume that the extended service will keep a few drunk drivers off the road, it would save a few pennies on EMS, police services which are required to take care of them. If those drivers make an accident, city infrastructure such as lights, signs etc. also need a replacement. Now I wonder how can this influence be calculated properly.
  4. I rode on the 6067 today (line 301, on Center St. going north some time between 6:00 PM and 7:00 PM). The bus is very quiet, still has a bit of the "new bus" smell. First squeaks can already be heard. New seats are reasonably comfortable. The gearbox acts in a very abrupt fashion when the driver performs a "kick-down" and than get "stuck" on the lower gear for a prolonged time. Not a great performance but at least when accelerating it shifts gears quickly. As for power - not very impressive but no worse than the D60LFR's
  5. I would have to disagree here. If your destination is Market Mall for example, you see a large gray building from the window and the CAD system announces "market mall" you know you are there and the map can stay in the bag/phone. it is much simpler. Also take into account that my suggestion includes both options which means that there no choosing necessary to be made.
  6. The idea about mentioning the main attractions is that many people use them as an anchor for guiding anchors (for example if somebody is looking to get to the Ctrain, using bus number 10: - "take bus no. 10, get off near Calgary Tower and than head north to the nearest Ctrain station"). people also look to get to main, large attractions without bothering with the adjacent street name/junction - for example, which name is clearer to a potential customer - "Macleod Trail and X street" or "Macleod trail and X street, Chinook Mall"?
  7. I was basing my comment on the fact that only major stops would be announced. I don't think the station names need to be changed on the city database but the CAD system should be more informative - especially since the bulk of its intended audience are people who are unfamiliar with the city.
  8. I think that that the best way is to mention the street name and a major attraction in the area. For example, the first station on Center st. in downtown after going off the bridge should be named "Center st. Chinatown station".
  9. I saw 8201 on Center St. and 12 Ave, on the 300, heading north. The time was today at roughly 09:30 AM.
  10. I wonder if you can separate (on the computer programming level) between a door that encounters an obstacle while closing and a door that is blocked before even starting to move. If that separation is possible, I would program the computer to close the door anyway after 30 seconds that it is kept completely open, but slower than normal.
  11. For #3 - Yes, I mean an automatic stop announcement system, just like we have on the trains. If that system works in Europe, no reason it shouldn't work here As for the maps - the example shown is good but I was thinking if an even simpler approach - each line would have a line and points where the main bus exchanges are made.
  12. 1. Frequency: frequency usually creates demand in transit systems. The goal should be that 80% of the users can be connected to their main points of interest with a bus/LRV line that runs at least every 10 minutes throughout most of the day. 2. Real time destination signs: The ones on the Ctrains should be fixed and work correctly. the main bus stations should also be equipped with such signs. 3. Next station signs on the buses - a friendlier system will encourage usage. 4. Maps on the bus stations - even schematic, not to scale ones would help. 5. AC - that's a problematic venue since AC is really needed for about 2-3 months each year. I would equip AC on buses doing longer and/or higher density routes to save on costs - 3, 301, 72, 73, 20, rush hour 302 etc. On the other hand partially equipping the system may hinder flexibility, I'm not sure which way is best.
  13. It's obvious that it wouldn't justify the cost but I believe that transit should be used as a service more than a source for income. There is another point - the people who buy a car because they can't use transit at night would use the car in the day (increasing city expenditures on roads). In other words - more transit at night also equals less cars on the roads during the day.
  14. I was thinking for quite a while that the CTrain could be operated year round at night with a 30 minute frequency. This service should be interlined with a 300 nighttime service.
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