About a month ago, I signed up for a car2go account. So far I’ve used it twice already and I’ve been pretty happy with the experience.
In the case I miss the last SkyTrain home, the car2go would be a cheaper option than taking a taxi, and more time-efficient than waiting for the Night Bus. (It’s roughly $10 for a 20-minute car2go trip from downtown to Richmond, versus a $35 taxi ride. The earliest Night Bus gets me home around 3am).
I share cars with my parents, so in the rare case that they need the cars, I wanted to have a backup just in case. Since there’s no significant monthly fee, it would not hurt to keep the account just for the times that I need to use it. (There is a $2 annual fee though, but that’s pretty reasonable).
It’s the only car-sharing service to service Richmond (albeit only at Kwantlen University, but I live close by).
car2go does not require you to return the car to its original location—it’s a one-way service, which is perfect for my night-time trips.
Coming from driving 20+ year old minivans, the Smart car was comparatively very zippy, and reminded me of driving a go-kart. The accelerating and braking were quite sensitive, but that was not too difficult to get used to.
In case you’re interested in joining, if you get a referral code from someone you know, you can signup for free. (Send me a direct message on Twitter @DennisTT if you don’t know anyone with car2go).
I can’t believe it’s September already. The weather is starting to become cool and wet, days are becoming shorter, marking the end of what has been an incredible summer (and year to date). It’s been a while since I’ve written here, so with the changing season I thought I’d share a bit of an update of 2016 so far.
I commute from Richmond to Downtown Vancouver every day for work. Normally I take the Canada Line, which is a quick and reliable way to and from work. As much as I like trains, some days it just seems boring; after all, the majority of the ride is underground.
So I tasked myself to find five different ways to get to work (potentially one for each day of the week), if I wanted to take a break from the Canada Line. Let’s assume we’re commuting from Richmond Centre to Waterfront. Obviously we’re not optimizing for travel time.
Option 1: 403, 480, 44
A nice ride to UBC then along 4th Avenue, Burrard Street Bridge downtown. If you’re lucky, you can complete this entire route on articulated buses.
Option 2: 407, 22
I’d probably consider this one the most unscenic one, but it only involves one transfer and is a bus-only route. Probably a good one for napping.
Option 3: 430, Expo/Millennium Line
An express bus to Metrotown, then a ride on the SkyTrain downtown. If you’re extremely lucky, you may find a seat at the front of the SkyTrain.
Option 4: 410, Expo/Millennium Line
Kind of the same as the previous option except this one includes a highway run along Highway 91, but no express through the city. This has a longer SkyTrain ride too, which also includes passing the SkyTrain yard.
Option 5: 407, 480, 17, 50
And finally the crazy bus-only route. Almost guaranteed to ride four different types of buses – a New Flyer 40 footer on the 407, an articulated bus on the 480, a trolley bus on the 17 and most likely a Novabus on the 50.
Of course these options aren’t exhaustive; there are many other combinations that can loop through all parts of town. But these are the ones off the top of my head that balance being interesting and getting to work in a reasonable amount of time.
I was going through some of my photos and came across a set where I was comparing old and new signage on the SkyTrain. Below is one example from Granville Station. You can see the new sign in the foreground, with the existing sign further back. What struck me is how complex the information is on the new sign.
The primary emphasis (judging from the size of the text) of the new platform signs is placed on the platform numbers, as opposed to the direction of travel as is in the old sign. In fact, the direction of travel isn’t even on the new sign at all.
The subway rider should be given only information at the point of decision. Never before. Never after.
The decision to be made at the faregates is whether I want to cross the faregates or not. The information about the direction of the platforms is presented too early to the rider. The information that I’d expect to see above the faregates to help me with that decision would be something along the lines of “To Trains – Expo & Millennium Lines – Westbound to Downtown; Eastbound to Burnaby, New Westminster, Surrey“. This indicates that there are trains are behind the gates, which lines they run on, and where I could possibly go from here. The information about the specific platforms doesn’t need to be shown at the point of the faregates.
After that, at the intersection where the old sign is, the rider can be shown information on the different platforms and destinations. However, it would make more sense to me to emphasize the direction of travel, and the destination instead of the platform number, especially since most stations only have two platforms. Platform numbers are only be useful for people following a trip plan, or if there are two or more lines at a station; they aren’t really useful in any other circumstance.
The effect of giving people information too early can also be seen on the signage at Burrard Station, depicted below.
There should actually be two decision points: one at the faregates whether to enter or not, and the second one at the intersection of the corridors to decide which train to take. Since platform directions are given at the decision point of the faregates, the arrows pointing to the platforms go in all different directions. The existing signs above the corridors to each of the platforms is the correct decision point (whether to enter into the corridor or not) to give platform information.
The guideline in the old NYCTA Graphic Standards manual makes a lot of sense to me now. Putting relevant information only at the decision point makes signs less cluttered with information.