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Transit Fan

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  1. Looks like either an EB 1 or MP sideswiped another vehicle pretty hard at the transitway crossing at 26th St SE this afternoon. Not entirely surprised given the close calls I see on a regular basis at these intersections. People are really bad with obeying those no right turn restrictions used during the u-turn light phases all along 17th Ave as well. Anyway, there was a pretty big emergency and transit response, hopefully everyone was okay.
  2. That is true but you have to consider that if they do build a station just south of that intersection at street level, it'd be hard to imagine how they would grade separate it in the future. Unless they want to tunnel 16th Ave underneath Centre St someday, you would need either a trenched station or build the station significantly further south of 16th Ave so that there's enough room to cross under 16th Ave in the future. Nothing presented thus far seems to indicate that the former is happening. The latter is still possible would make connections to Max Orange (one of the benefits that they're promoting) more difficult if the station is 2 blocks away.
  3. I've always had mixed thoughts about phase 1 only reaching out to 16th Ave N. With these latest proposals to run at-grade down Centre St, taking up two travel lanes, as well as having to cross 16th Ave at grade in the future, I honestly don't think it's even worth building this across the river. Given that all those buses running up and down Centre St today are still going to be required if this is built, this is going to be a downgrade with Centre St becoming more of a bottleneck. As much as some folks want to see LRT being built, if it's going to be some half-assed attempt which is still going to cost a ton, i'd rather not see it at all. Save the money, put it towards extending the Green line further south as well as putting in a proper MAX line for the north. The funding for a properly built North Central line is probably a long ways away. I'd rather see a decent MAX line being built along the whole north central route as opposed to have a partial LRT built which still requires the current BRT to exist. Just my $0.02.
  4. Hmm, if that artic is managing to max out and has to leave people behind, that is pretty darn good for ridership. Although that would suck having to wait 16 more minutes only for the next MO to be full as well! From the NE, I suspect that the MO route is currently most attractive to those whose destination is either 16th Ave, SAIT, UofC or the two hospitals. These same people are probably either: Living within walking distance of a MO station Taking a feeder bus which takes them to Saddletowne or Rundle stations This is a main one since if someone is already taking a bus to one of these two stations, they're not really going out of their way to catch the MO compared to someone who gets dropped off at a neighboring station. (See below). However, i'm curious what the percentage of people outside this category is. For example, there's many feeder buses that intersect with the MO on 52nd St as well as connect to nearby LRT stations like Whitehorn or Mcknight. How many people heading to those NW destinations are getting off and taking the MO at 52nd St or taking the train down to Rundle, getting off and taking the MO as opposed to just taking the Blue line downtown and transferring to the Red line. At the current frequencies, the MO may not be as enticing as just taking the train if you factor in the wait time. It sounds like a bump in frequency is warranted now. But taking the above thoughts into account, I wouldn't be surprised if a higher frequency also helps to attract additional ridership as well.
  5. Keep in mind that only one key on MO is using an artic. That particular trip might've been a regular bus and wouldve filled up quickly if so. Also, I doubt we'd be seeing changes unless buses were seeing extreme overloads on every trip on a consistent basis. Ridership can be a strange beast. Certain MP trips are often packed to the brim on some days. Those same trips are sometimes nearly empty on other days on the same day of the week.
  6. My wording might've been bad. I was saying that there WAS training for the MAX routes with transitways prior to launch. I assumed that operators needed this training before they would be able to drive these routes and not just ones pulled randomly at the last minute. Maybe in this case, no one else was available or perhaps the operator was just having an off day and made back-to-back mistakes on the same trip.
  7. I thought that operators needed to be trained on how to use the transit-ways? Although technically, it's just a regular road but wasn't there training done prior to the launch of MY and MP.
  8. Especially on a week like this, I can see why students would be upset. Compared to before, there's not really an upside to having to walk an extra few blocks in addition to not being able to wait inside an actual building. I can't help but feel certain MAX stations could've benefited from having large shelters given their location. MRU, SAIT and UofC for example.
  9. I haven't really been on 5th Ave much since they removed the 126. I would always go out of my way and walk further west to avoid the stop at 1 St SW though; always a big mess and super crowded. I can't imagine what it's like these days with multiple additional routes using 5th Ave. Another big thing is a lot more routes needing to turn right at 1 St SW (1, 7, 13, MY, 305). The express stop is almost right up to the crosswalk. With buses and other traffic trying to turn right, buses on layover, express buses trying to stop and proceed straight, that whole block and intersection is quite a mess.
  10. For what it's worth, MRU students are a sizable percentage of the expected ridership for the Max Yellow. It should be interesting to see how much busier it gets. A 7 minute mid-route layover does sound rough though, especially if someone had to endure the 4 minutes at Southland as well. The stretch along Crowchild/Glenmore is tricky. You gotta find the right balance of slack time based on the average amount of traffic. Once they get a general sense of ridership patterns and average waits at timepoints, we'll likely see appropriate tweaks in the next schedule. Thanks for the updates though; it's nice having a regular user of the service sharing their thoughts!
  11. It's possible for them to revise schedules prior to the next signup. However, it's not very common and i've really only seen it happen when buses are exceptionally late on a regular basis. Buses running super early and spending excessive time at timepoints isn't ideal but it's arguably better than being late all the time.
  12. If the verbatim comments from the recent and last year's service reviews are anything to go by, many complaints are often completely invalid or irrational. Way too many times there would be comments about a route being removed as if there was going to be no replacement whatsoever. In many cases, the replacement route was almost the exact same if not better. I swear there's people that would flip out if you changed just the route number. 😂 IMO, the only main complaint I would expect out of Lakeview is the need for an extra transfer to head east to Chinook. If anything, downtown travel is improved now that you have all-day service between Lakeview and downtown.
  13. I'm going to guess that the schedule has a lot of slack time built in as they monitor things like ridership, signal timings and travel times. On the bright side, you won't run into terrible schedule adherence issues that were present in the previous MAX rollout. Although, the downside is that if you're waiting like 5 minutes at every timepoint, that also makes the route seem excessively slow. Also, if the wait at Heritage is anything like the waits at 19 St SE on the MP transitway, I wouldn't be surprised at all. Between that and the turn at 75th Ave, perhaps that's why the Max Teal had a slight decrease in frequency? I get that they want to utilize the 75th Ave and Heritage Park stations but it definitely slows down the route compared to just using 14th St directly.
  14. I would've assumed that MT and 20 operators would get trained on the transitway in addition to the MAX Yellow operators. Although to be honest, I don't think this particular stretch of the transitway is particularly tricky. 17th Ave SE was unique in that it was the first ever median bus-only road in the city as well as the first set of U-turn signals. There's also the weird way the 1 has to enter and leave the transitway at 52nd St. For the most part, the MY transitway is kinda just off to the side away from other traffic outside of intersection crossings.
  15. That's a really detailed document with a more in-depth look and rationale for why certain design decisions were made. I don't remember there being anything like this for last year's much larger network changes. The "What We Did" report wasn't nearly as detailed as this one.
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