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Nearing dusk at
#Tøyenparken in#Oslo. Not a stellar example of an urban park, but a great place for evening walks.pic.twitter.com/L8WmJDtQ1N
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The new development to the right of the top blue circle could've included a new tunnel from the metro station, but didn't. I'm not sure if it's anybody's job to think about these things, but in any case there's not enough *prestige* in this to justify spending the money.
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Longer pedestrian tunnels between the metro station and the two bus/tram stops would have solved all this. Somewhat expensive, but in any case a small price to pay for a lot of accumulated saved time, stress and possible injuries/deaths between station opening in 1966 and today.
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...causing 1) unpredictable delays in their commute and stress from not being sure whether they're going to be able to catch their bus/tram, 2) more congestion and 3) a higher risk of accidents (or near-accidents that slow everything down).
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Another example: this underground metro station at dense
#CarlBernersPlass (rough location shown) in Oslo is poorly connected to environs, but particularly to bus/tram stops (in blue). Commuters have to cross the square on foot to get to their buses/trams...pic.twitter.com/HPu4dAFh8R
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Based on my experience with
#metro and other#PublicTransport stations around the world, this is not unique to#Oslo. Stations in downtowns are usually well-connected to their surroundings, while where people live this is neglected despite cheap improvements being possible.Prikaži ovu nitHvala. Twitter će to iskoristiti za poboljšanje vaše vremenske crte. PoništiPoništi -
To make it worse, the *second* metro station is also not accessible from the north. And 500 metres further along the line there's yet another station (C) that could easily serve everyone living north of station (B) while station (A) serves everyone living south of it.
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There's more: there's *another* metro station just north of this one, less than 300 metres along the line. These improvements could possibly make it viable to close the second station, cutting several minutes of total travel time, without inconveniencing nearby residents much.pic.twitter.com/dWsxhjwXJ0
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If a little more school property was purchased, the second issue could be fixed as well: dig a pedestrian tunnel between the open area in the north-east and the new path. Costlier but still most likely cost effective.
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Several reasons why this won't happen here/elsewhere: 1) public transport officials gain no prestige from these mini projects, 2) negotiations with school/city govt too much work, 3) would attract attention/squabbling from angry car-friendly neighbours.
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...purchase right-of-way through the driveway of the property at the other end of the path. Likely no need for expropriation – even if it costs 2M NOK (100k USD) to buy, that is better value-for-money than most public transport projects.pic.twitter.com/Yywe7t62SG
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In principle, the first issue can be fixed as follows: purchase a tiny sliver of the school's property in order to construct a narrow path (no need for anything wider than a wheelchair and a half), and...pic.twitter.com/HkjTEOGupF
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2) The western (southbound) platform is not easy to access from the east: commuters first have to walk down a ramp in the opposite direction, then have to walk under the metro bridge, before finally walking up another ramp (+3-4 minutes).
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This metro station at
#Tåsen in#Oslo has several issues that could be fixed at little expense: 1) It's inaccessible from the north-west, adding 5 minutes to the commute of *everyone* living on the other side of the adjacent school.pic.twitter.com/qzAT5QyVpl
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Hvala. Twitter će to iskoristiti za poboljšanje vaše vremenske crte. PoništiPoništi
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Just behind the buildings to the left, however... a post WW2 imposition of office buildings on the preexisting human-scale neighbourhood adjacent to it.
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Very little in this extremely narrow street that is not either wood, stone or clay.
#GoodUrbanism#Bergen#Norwaypic.twitter.com/W3kpjbPv0q
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