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The poor transit in these areas can be addressed incredibly quickly and cheaply by implementing Rocket bus routes on arterial roads...the nodal nature of all the apartment clusters makes this a no brainer. It may not be life-altering for people at Kipling & Finch or Kingston & Lawrence, but it'd be an easy partial solution.
The problem remains that the development around these buildings isn’t enough to support a regular bus service. You’d need to specifically tailor a shuttle service for the buildings which wouldn’t be cost-effective. Problem with buses/transit all over the city remains no right of way. If they had right of way/dedicated lanes, transit would run soo much more effectively.
 
The problem remains that the development around these buildings isn’t enough to support a regular bus service. You’d need to specifically tailor a shuttle service for the buildings which wouldn’t be cost-effective. Problem with buses/transit all over the city remains no right of way. If they had right of way/dedicated lanes, transit would run soo much more effectively.

???

Uh, of course there's enough demand for buses on roads like Kipling or Finch...the 20,000+ daily riders on most arterial routes kind of suggests this. Virtually all apartment clusters are located right on arterial roads. I said it'd be a partial solution, something that can be done really quickly and have instant results. You really think we shouldn't bother because traffic will still exist? That's like saying there's no point treating cancer because patients will still die of heart disease eventually.
 
Most of the inner suburban arterials have more than enough density to support at least decent bus service, and many do in fact have at least decent service already... I don't know where Grey's comment comes from... I think there is so much misconceptions about these areas.
 
I think grey thought I was proposing door to door express service provided by the TTC...all I'm proposing for every major route is Rocket service like the 190 (which has seen its frequency upped yet again in the latest round of improvements).

If there's one thing the inner suburbs have in surprising abundance, it's density - and it's concentrated, which is more easily served by transit.

To address the frequent lack of nearby shopping and employment opportunities in some of the more isolated, car-oriented inner suburan areas, perhaps the Avenues plan should be expanded beyond stretches of roads that are exclusively pre-war retail strips or post-war plazas. Just because a neighbourhood has been designated "stable" doesn't mean it's perfect as is and wouldn't be better off with a bit of tweaking.
 
The 190 is far from a Rocket. So what if it skips Chichester, that's only like the odd person wanting on/off there. Virtually every major stop gets served en route such that it is (or certainly feels like it is) meandering on.

I think an important thing to tackle when suggesting possible express routes is scheduling. The de-branching of 96 Wilson which has A/B/C/D/E/F/G/S, for instance, could provide better transit options in the northwest quadrant. Utilizing the highways more, would also open transit options for alot of people. Everyone who lives north of the 401/Eglinton should not be subjected to a long trip south to the subway just to get around and frankly local east-west buses presently suck.
 
Once again, the purpose of transit is not to take you from your front door to your destination, it's to take everybody...this means it has to stop once in a while.

The 190 saves time; Rocket service over a longer route would save lots of time...this is absolutely undeniable. You should try watching buses leave Don Mills station...watch the 190s leave 5 minutes after the 85s and catch up to them by Victoria Park.
 
Even with Rocket service, it can be jammed up easy in traffic.
 
Once again, the purpose of transit is not to take you from your front door to your destination, it's to take everybody...this means it has to stop once in a while.

The 190 saves time; Rocket service over a longer route would save lots of time...this is absolutely undeniable. You should try watching buses leave Don Mills station...watch the 190s leave 5 minutes after the 85s and catch up to them by Victoria Park.

But when parallel to the 85, should service overlap that much? You realize this bus stops more often than a subway extenson would (Pharmacy, Birchmount and Allenford) right? The 190 should only be serving a niche, premium market, SCC to Fairview direct. More people, not less, would start riding it because finally it gets them to their destinations in a timely, cost-productive manner (unless of course the 401's congested, which rarely occurs along this particular stretch).

Your front-door analogy is precisely what the 190 does now since the one-quarter of total passengers per trip that need of in-between stops could easy well ride the 85, which shock-and-awe routes even more frequently than the 190 and doesn't annoy everyone else with deadlines to reach.

Keeping the 190 in its current configuration I'd only keep the Kennedy stop and disregard the rest of the route to a gangway. Only the 85 would serve local stops between Kennedy and Don Mills Stn, shaving at least 5 mins off a one-way trip. The 24A, 165, and 167 should also cease or limit pickup/dropoff along Sheppard and ditto for other similar routes city-wide e.g. Eglinton East to Leslie.
 
No, dentrobate, far less people would ride it if it took the 401, because no one would be able to get on or off and no one would switch from the 85. This is really obvious. Allanford's often the busiest stop, too. I'd say 50-75% of 190 riders get on or off between Don Mills and STC; turnover is sometimes over 100% along the route, especially when kids get out of school.
 
Scarberian is correct on all his points about the 190. I suggest that those of you who doubt the 190's speed and passenger distribution actually go take a ride on the 190 someday (preferably during rush hour).

I like the way that the 190 is right now. Victoria Park and Warden are pretty well-used stops, although they are not as busy as Kennedy. The people who use those stops probably find it more comfortable to use the 190 to travel between the Victoria Park or Warden bus to the subway, rather than going all the way to Victoria Park or Warden stations on the B-D subway.
 
I think a decent model for how an express bus can get peope would be the iXpress route in K/W/C. It cuts off a huge amount of time compared to the regular 7 routes, and stops at the major desinations people want. But it's major advantage is that they actually took the time to make it stand out from the regular bus network by actually writing iXpress on the side of most buses, having distinctive stops, and advertising it in the region. It's similar to Viva in ways, but without the pimped out buses (which I really am suspect to consider their price)

300px-IXpress_CST.jpg

I did some work for the Region to study the pedestrian accessibility around the proposed stops for the iXpress. That was during my 4th year at UW so I never actually got to try it out once the service started since I moved back to Scarborough. i'm glad to hear that there are some positive comments about the service.
 
Scarberian is correct on all his points about the 190. I suggest that those of you who doubt the 190's speed and passenger distribution actually go take a ride on the 190 someday (preferably during rush hour).

I like the way that the 190 is right now. Victoria Park and Warden are pretty well-used stops, although they are not as busy as Kennedy. The people who use those stops probably find it more comfortable to use the 190 to travel between the Victoria Park or Warden bus to the subway, rather than going all the way to Victoria Park or Warden stations on the B-D subway.

I think I know enough about the 190 to provide an informed opinion. No one's discounting the 190's worthiness to Sheppard local, what I'm saying is why people who want Sheppard local can't take a Sheppard local bus? If the Kennedy stop is kept people could use there as the transfer point between Fairview and Scarborough Town Ctr. All in all these 190 riders now taking the 85 are no less for wear, while Point A-B/NYCC-SCC riders get a major ride boost. VP/Warden bus riders obviously can transfer onto the 85.

We should remember that the 190's an express/limited stop route. Serving everywhere west of Kennedy sans Bay Farm, Chichester, Lansing, Consumers and Yorklands is a headache especially considering only one or two people at most would board/get off at those stops in contrast to dozens at the present transfer points.
 
Is America's Suburban Dream Collapsing into a Nightmare?

http://www.cnn.com/2008/TECH/06/16/suburb.city/index.html

Is America's Suburban Dream Collapsing into a Nightmare?
By Lara Farrar
For CNN

(CNN) -- When Shaun Yandell proposed to his longtime girlfriend Gina Marasco on the doorstep of their new home in the sunny suburb of Elk Grove, California, four years ago, he never imagined things would get this bad. But they did, and it happened almost overnight.

"It is going to be heartbreak," Yandell told CNN. "But we are hanging on."

Yandell's marriage isn't falling apart: his neighborhood is.

Devastated by the subprime mortgage crisis, hundreds of homes have been foreclosed and thousands of residents have been forced to move, leaving in their wake a not-so-pleasant path of empty houses, unkempt lawns, vacant strip malls, graffiti-sprayed desolate sidewalks and even increased crime.

In Elk Grove, some homeowners not only cut their own grass but also trim the yards of vacant homes on their streets, hoping to deter gangs and criminals from moving in.

Other residents discovered that with some of the empty houses, it wasn't what was growing outside that was the problem. Susan McDonald, president of a local neighborhood association aimed at saving the lost suburban paradise, told CNN that around her cul-de-sac, federal agents recently busted several pot homes with vast crops of marijuana growing from floor to ceiling.

And only a couple of weeks ago, Yandell said he overheard a group of teenagers gathered on the street outside his back patio, talking about a robbery they had just committed.

When they lit a street sign on fire, Yandell called the cops.

"This is not like a rare thing anymore," he said. "I get big congregations of people cussing -- stuff I can't even fathom doing when I was a kid."

For Yandell, his wife and many other residents trying to stick it out, the white picket fence of an American dream has faded into a seemingly hopeless suburban nightmare. "The forecast is gloomy," he told CNN.

While the foreclosure epidemic has left communities across the United States overrun with unoccupied houses and overgrown grass, underneath the chaos another trend is quietly emerging that, over the next several decades, could change the face of suburban American life as we know it.

This trend, according to Christopher Leinberger, an urban planning professor at the University of Michigan and visiting fellow at the Brookings Institution, stems not only from changing demographics but also from a major shift in the way an increasing number of Americans -- especially younger generations -- want to live and work.

"The American dream is absolutely changing," he told CNN.

This change can be witnessed in places like Atlanta, Georgia, Detroit, Michigan, and Dallas, Texas, said Leinberger, where once rundown downtowns are being revitalized by well-educated, young professionals who have no desire to live in a detached single family home typical of a suburbia where life is often centered around long commutes and cars.

Instead, they are looking for what Leinberger calls "walkable urbanism" -- both small communities and big cities characterized by efficient mass transit systems and high density developments enabling residents to walk virtually everywhere for everything -- from home to work to restaurants to movie theaters.

The so-called New Urbanism movement emerged in the mid-90s and has been steadily gaining momentum, especially with rising energy costs, environmental concerns and health problems associated with what Leinberger calls "drivable suburbanism" -- a low-density built environment plan that emerged around the end of the World War II and has been the dominant design in the U.S. ever since.

Thirty-five percent of the nation's wealth, according to Leinberger, has been invested in constructing this drivable suburban landscape.

But now, Leinberger told CNN, it appears the pendulum is beginning to swing back in favor of the type of walkable community that existed long before the advent of the once fashionable suburbs in the 1940s. He says it is being driven by generations molded by television shows like "Seinfeld" and "Friends," where city life is shown as being cool again -- a thing to flock to, rather than flee.

"The image of the city was once something to be left behind," said Leinberger.

Changing demographics are also fueling new demands as the number of households with children continues to decline. By the end of the next decade, the number of single-person households in the United States will almost equal those with kids, Leinberger said.

And aging baby boomers are looking for a more urban lifestyle as they downsize from large homes in the suburbs to more compact town houses in more densely built locations.

Recent market research indicates that up to 40 percent of households surveyed in selected metropolitan areas want to live in walkable urban areas, said Leinberger. The desire is also substantiated by real estate prices for urban residential space, which are 40 to 200 percent higher than in traditional suburban neighborhoods -- this price variation can be found both in cities and small communities equipped with walkable infrastructure, he said.

The result is an oversupply of depreciating suburban housing and a pent-up demand for walkable urban space, which is unlikely to be met for a number of years. That's mainly, according to Leinberger, because the built environment changes very slowly; and also because governmental policies and zoning laws are largely prohibitive to the construction of complicated high-density developments.

But as the market catches up to the demand for more mixed use communities, the United States could see a notable structural transformation in the way its population lives -- Arthur C. Nelson, director of Virginia Tech's Metropolitan Institute, estimates, for example, that half of the real-estate development built by 2025 will not have existed in 2000.

Yet Nelson also estimates that in 2025 there will be a surplus of 22 million large-lot homes that will not be left vacant in a suburban wasteland but instead occupied by lower classes who have been driven out of their once affordable inner-city apartments and houses.

The so-called McMansion, he said, will become the new multi-family home for the poor.

"What is going to happen is lower and lower-middle income families squeezed out of downtown and glamorous suburban locations are going to be pushed economically into these McMansions at the suburban fringe," said Nelson. "There will probably be 10 people living in one house."

In Shaun Yandell's neighborhood, this has already started to happen. Houses once filled with single families are now rented out by low-income tenants. Yandell speculates that they're coming from nearby Sacramento, where the downtown is undergoing substantial gentrification, or perhaps from some other area where prices have gotten too high. He isn't really sure.

But one thing Yandell is sure about is that he isn't going to leave his sunny suburban neighborhood unless he has to, and if that happens, he says he would only want to move to another one just like it.

"It's the American dream, you know," he said. "The American dream."
 

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