Downtown Journal Online has a follow-up to their article on streetcars in Minneapolis. Seems opinion is mixed. Of course the person from the streetcar museum was in favor.
Nexus group has unveiled its new Home Page for Nexus: Researching Networks, Economics & Urban Systems.
This site is the product of a class project at Metropolitan State University where Nexus was the client. The students did an excellent job (as did the two groups whose product was not selected), and the final site largely reflects their design. There are still a few things to debug and certainly to update, but I think it looks significantly better than our 20th century website (which was really slick for 1996, moderately slick for 1999, and barely acceptable for 2006 … although eventually may come back into fashion as a retro design).
According to http://www.portlandtribune.com/rethinking/story.php?story_id=116425643065543400″>
I have now been credited as advisor to “nearly every president on transportation since Truman”. For the record, I was born in the Lyndon Johnson administration (and near the end of that), not the Andrew Johnson administration.
Cars at crux of tension between Metro and suburbs
FRESH LOOK — Transit road map hinges on city, county, region agreement
By Nick Budnick
The Portland Tribune Nov 27, 2006
One day, while swiping my Oyster card on the reader at a tube station I got the “See attendant” message. The gate remained open.
A) supposed to go through and ignore the message
B) go through and then find the attendant
C) not go through and back out of the line and find the attendant?
How will this affect “don’t touch in and you will pay the maximum fare”?
In the course of events I backed out and the attendent told me to go through and ignore the message. I have no clue as to whether I was charged £1.50 or £4.00 for the journey.
According to Wikipedia, London Buses route 22 was introduced on May 17, 1909. By 1911 it had evolved into the route that serve as the link between my current home near Putney Commons and Piccadilly Circus. (It was extended from Putney Bridge to Putney Commons in 1916). The route has evolved some since that time mainly being split into two pieces, the northern branch “shortworkings” designeated 22A, 22B, and 22C and later 242. The 22 was later stopped at Piccadilly and the Northern shortworkings were fully separate routes.
Why is this of interest?
Not only is continuous service provided on the same route, a continuously numbered bus route has managed to last nearly 100 years on largely the same route, longer than most rail services.
One could attribute this to bureaucratic intertia, but it also helps locals at least retain knowledge about their transport geography.
While consistent bus numbering was a positive aspect to come out of the reorganization of the London buses through the twentieth century, much was lost in term of information by the use of red for all city buses.
The distinction between the red city buses and green country buses is well known (the green buses have lost their distinction with privatization). However, prior to that, buses along certain services in fact had their own colors (based on which Association was operating the service (Reed p. 10). The “General” was red, and since they were the survivors of consolidation, buses in London are today red. This is clearly much less useful for navigation than one color for each route, but if the companies each operated only one route (or several very similar routes) they would be equivalent.
Having all buses be red might help branding, on the other hand, buses are pretty easy to distinguish based on shape, and don’t really need to have a single color for branding at the expense of wasting that parameter for passenger information.
Reference: Reed, J. (2000) London Buses: A Brief History. Capital Transport.
The Weather Forecast is not looking good.
Heathrow is near closure, and it is colder than Minnesota right now, and English people who wish to leave the Blessed Isles for the holiday are potentially trapped.