North America

The Car-Sharing Sheltered Bus Stop and Seasonal Bike Lane

In recent years there have been two excellent new technologies, car apps and transit apps, which have nevertheless been unable to successfully solve traffic problems. Transit apps, which tell you when buses or trains are coming and, in some cases, tell you how crowded each bus is*, are useful but are still no antidote to challenges such as getting to and from bus stops or waiting for buses in bad weather. Car apps, which can summon lifts or carpools or make it easy to rent a car, tend to do little or nothing to alleviate traffic jams, and can also be relatively costly or inconvenient, especially in bad weather when there are no vehicles nearby, or when demand for lifts outstrips supply.

*This is very useful because buses tend to bunch fairly close together, and the front bus in each grouping tends to be much more crowded than the buses behind them. With this information, people can simply wait a tiny bit longer to get on a less crowded bus, without taking the risk that the bus further behind will be just as crowded or will not arrive any time soon.

What might be needed, therefore, is a way to use these new technologies to get to and from transit, especially in bad weather, and make it easier to wait for buses in bad weather, and do so without adding to traffic jams that block more efficient modes of transportation such as buses or streetcars or (in good weather) bikes.

Here, then, is a possible solution: have car-sharing cars double as sheltered bus stops in bad weather.


Such a system could have a number of advantages:

  1. In suburban areas where people do not live near bus stops and where streets are not designed well for pedestrians, the car-sharing cars could be used to help people get to and from bus stops.
  2. In the event of an unexpected delay in the bus or streetcar system (e.g. a subway line is temporarily shut down or a streetcar line is temporarily obstructed, leading buses to become overcrowded) or if there is a sudden change in the weather (e.g. a sudden rainstorm), or if you have a personal emergency (e.g. you really have to go to the bathroom and your bus is late) you could have the option of simply paying to drive a car-sharing car to your destination
  3. the car-sharing car would not necessarily need to be a conventional car, but could instead be a tiny one-seater car, or an electric-assist pedal-car, or even an enclosed bicycle or tricycle. This would work very well on streets where there is a bike lane or a street-parking lane. Indeed, this would be ideal for a street in which a bike lane becomes a parking lane during winter. People in the winter want street parking so that they don’t have to worry about slipping on ice, and want sheltered bus stops where they can stay warm while they wait (often for a long time, since bus delays are more common in winter). When the weather is nice, on the other hand, people do not need street parking or sheltered bus stops, so the parking lane could instead become a bike lane. This bike lane could then be used not just by regular bicycles, but also by the car-share enclosed bicycles and tricycles and pedal-cars and one-seaters.
  4. The cars would not contribute too much to traffic jams or air pollution, as the cars would be used mainly to get to and from buses, and as most of the cars could be very small, lightweight, and possibly electric or pedal-powered or both.
  5. If they are electric, the car-sharing bus stop parking spots could perhaps double as charging stations. A car-sharing sheltered bus stop charging station might be an ideal charging station from both an economic and environmental point of view, because slow-charging batteries is better than fast-charging and as lightweight vehicles are far better than conventional electric cars
  6. The cars could perhaps also be vehicles that would facilitate carpooling. You could, for instance, have a car-sharing van or minibus that would serve as a sheltered bus  stop but could also be driven itself (if the bus or streetcar was running late, etc. etc.), if the passengers were willing to split the cost of driving it and if one of the passengers is willing and registered to drive it and then drop it off at another bus stop

It is not just car-sharing technologies that could make this idea viable, but also transit apps.

By having the cars equipped with these apps, people will able to use them as sheltered bus stops without needing to have a clear view of the horizon to see if a bus is approaching. Even though these cars would ideally be located immediately next to bus stops, the ability to know in advance when a bus is coming means that if necessary they could be located a bit further away from the bus stops, on an adjacent side street, without the risk of people missing their bus.

That might not even be needed though, since the car-sharing bus stops might not need to take up much more space than the current public bicycle-sharing systems often do, particularly if one-seaters or pedal-cars are used. (In Toronto, there are already 360 public bicycle-sharing stations, even though few people use them in the winter or during heat waves). People would then be able to use their transit passes to unlock the car’s door by prepaying their bus fare, so that the cars would not be misused too much.

So, if anyone influential happens to be reading this, please consider it the next time you are shivering or sweating at a bus stop. Oh, you don’t take the bus? The next time your Uber is stuck in traffic then.









North America

The Three Card Monty: A Bus, Bike, and One-Seater Car plan for cities like Scarborough

One-seater electric automobiles may be on the rise, thanks to vehicle-sharing apps and range improvements in batteries. It is possible that these one-seaters will be a slothful and anti-social mode of transportation, like they are in Wall-E. Perhaps more likely, however, is that one-seaters will facilitate transportation that is actually more healthy and social than our existing four-wheel-dominated system. One-seaters may promote cycling, either via velomobiles (one-seater lightweight pedal-cars with an electric motor so that cyclists don’t have to break a sweat going uphill) or via the creation of more bike lanes in cities with relatively extreme climates (lanes which one-seaters would have mostly to themselves whenever the weather is not friendly to bicycles). One-seaters may also promote transit ridership, by making it easier to get to or from stations.

How then should cities prepare for one-seaters? While it would be nice if streets had three separate lanes for buses, bicycles, and one-seaters, this is not likely to be politically viable any time soon. Cities may need to be more creative, and more compromising, in seeking ways to promote one-seaters as an alternative for normal cars without unduly limiting transit or bicycle usage.

One possible way of doing this would be a sort-of seasonal three card monty, using a bus lane and an adjacent bike lane. When the weather is bad – say, during winter or a long heat wave – one-seaters would share the bus lane with buses and use the bike lane as a parking lane. This would allow a senior citizen to park close to his or her destination (or his or her bus stop), to avoid slipping on ice. It would also allow one-seaters to overtake buses at bus stops: if the bus pulls up to the curb at stops, a one-seater could pass the bus on its left. Similarly, it would give one-seaters the option of pulling over to let a bus overtake them.

When the winter or heat wave ends, the one-seater-parking lane would become a bike lane, usable by bicycles and one-seaters both. This would create less traffic for buses, at a time when the weather is nice enough to make walking to and waiting at bus stops a convenience. One-seaters and cyclists would however also be able to use the bus lane in order to overtake slower cyclists ahead of them, and to overtake buses at bus stops. Indeed, at times when buses do not run too frequently (nights, weekends), the bus lane would be left more or less open for one-seaters and the bike lane more or less open for bicycles.

It is true that bicycles would, comparatively, be the losers in this relationship. They would have to give up their bike lanes during the winter (or, in very hot climates, during the summer), and share them with one-seaters during the rest of the year. Nevertheless, given how few streets currently have bike lanes, cyclists might still benefit hugely from this relationship, particularly in climates in which bicycling tends to be a seasonal pursuit.


Let’s use a real-world example of where such a system could maybe be effective: Scarborough, Ontario. Scarborough is a suburb of Toronto, where the weather and distances people travel can be difficult for cyclists in the winter – and often in summer as well.

Unlike Toronto’s other suburbs, the shape of Scarborough’s coastline is slanted, giving the city’s main cycling path, the Gatineau hydro corridor (image above, map below), a diagonal shortcut route through the fairly strict grid pattern of the city’s streets. In a few years this corridor will be linked with the city’s newest half-subway line, the Eglinton Crosstown. The hydro/cycling corridor already connects, more or less, to a another subway line (at Kennedy Station), a hospital, a university, and, via the Don Valley, to downtown Toronto.


Another, narrower diagonal hydro corridor, meanwhile, which nearly links up perpendicularly with the Gatineau around Lawrence East SRT station (which may eventually become a SmartTrack GO Train station, even if the SRT rail line is closed and is not replaced with an LRT along the same route), could become a shortcut route in another direction.

If one-seater lanes were built in these diagonal hydro corridors, and if a three card monty bus/bike/one-seater system were implemented on a number of Scarborough’s main streets intersecting these corridors, then the suburb’s transit, cycling, and driving might be significantly improved. Ideally, it will one day become easy to ride a bicycle or a velomobile from U of T Scarborough campus all the way to U of T in the heart of downtown T.