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Found 66 results

  1. Subway development

    Hello, welcome to another entry from this city journal. The City council approved the Third line of the Metro with a slight change: The project initially ends the line in the front of the Sambadrome, that was already attended by the Station Aclimação. the new project includes the already revamped station Aclimação, with stubs for new lines in project. Here's a image that shows the change: The green circle indicates the new end of the line 3. Even with that discussions, some stations are already been created, even if they're in a different stage of development Construction site of the Estação Iguaçu, from the Avenida Bom-Retiro From Avenida Metropolitana New Station Bandeirantes, right next to the old one that will be deactivated. Plus: Transportation in Bellingham until now.
  2. Public Transport: Part 2

    Hello again. This will be a quick entry, that will finally fit in the description of the CJ: Me asking for help and doing stuff. This is how Bellingham looks right now: A Sprawling metropolis with almost 3 mi people in it. Every metropolis have its problems with transportation Bellingham's is called Bandeirantes Avenue. Crossing with Avenida dos Campeões, another big arterial road of the city In few years, the avenue became one of the biggest cores of the city, with 64000 vehicles per day in it's five lanes per direction. All this complex it's right now this avenue is being serviced only by one subway station, Estação Bandeirantes of Line 1, one of the most used stations of the metro system. Graphic representation of the usage of the stations and the services Image of the station itself This and the need of servicing more specifically like - Traditional neighborhoods Neighborhood Jardim 8 de Março and the Avenida 8 de Março Expressway Neighborhood Bom-Retiro - Another Crowded Metro station Nearby of the Finas Artes Station - Parks and Landmarks Parque Iguaçu in the left bottom Sambadrome of Bellingham Led the city to design a new subway line, linking those points: Map of the designed line: Line With stations: Transfer stations are in red Existing networks What do you think? Good Plan? Or waste of time and money? Another thing that you want to propose?
  3. Public Transport: Part 1

    Hello, welcome to another entry to the Bellingham Journal. This entry will deal with one of the most important matters of the city: Mass Public Transport. This is a real map from the transport in Bellingham Superscripion: Blue: Line 1 Metro Yellow: Line 2 Metro Orange: Suburban Railway (Lines A from D) Red: BRT (The colors are not the official ones, and are here just to separate the the lines) This is an tourist map about the stations for lines 1 and 2. They have the all the names of the stations and the integrations with the diverse forms of transportation. The next images will show a few of them: Costa Verde Station: The former end of the Line 1, now the infrastructure leads to the new access to the new station and is the integration between ferries and Line 1. This is the terminal of the BRT System in the CBD, side to side with the Rail terminal, a complex called "Terminal Central". The complex receives 160000 passengers/day. They're also integrated with line 1 of the metro and all the Railway Lines (A from D) with the Central station. The Complex also gives access to the biggest walkable complex of services in the region. This is Cosmos/Allianz Arena Station, One of the most used in the Bellingham. Is the Intersection between Line 2 of Metro and Line D of Commuter Rail. Due it's prime location, The station also attends universities, stadiums (That put the name on the station) and one of the most used avenues in the city, the Avenida Manchester. To ensure full access to the station, a footbridge was attached next to the station, crossing the rail and linking Estrada das Lágrimas and the end of Avenida Cosmos to Avenida Manchester. Vila Inglesa Station: Integrates Line 2 with Lines A and B. The station still retains the original characteristics of when it was a station that served a village inspired by the European concepts (mainly English) of architecture and urbanism.
  4. I've looked far and wide on here and sc4d and couldn't find any answers. I tried playing around with the Subway Placement Tuning Parameters to hopefully make the subway essentially ignore slope. So far I've failed. I have a few cities that have incredibly steep canyons right through the middle of them, and I would like to force the subway to cross it regardless. I don't care at all as far as realism goes for this. Just curious on what I should change to make that happen.
  5. This is definitely a mod issue, but I can't seem to figure out exactly where. And no, I only have one copy of NAM- Subway is the only thing with this issue.
  6. Just a little photo

    The story behind this abandoned subway will be told once i finish my city.
  7. Abandoned Subway

    From the album City Showcase (S3-23-M)

    Alrigght so this is something I decided to do while I was bored.
  8. When we place subway stations right now, we are limited to either north south and east west orientation. But I think we should be able to rotate it so that it can also go in north east to south west and north west to southeast orientation. This gives greater flexibility in the way we lay our subway tracks. Subway stations should have multiple platforms to accommodate different lines that intersect at the same station. This is how subway stations work in most Asian metropolises and it is more efficient because it will reduce traffic congestion. Subway stations, trams stops, and bus stops (and other public mass transportation systems that may be released in the future expansions) should have some kind of integration functions. For example, currently airports have subway stations build into the airport structures. Similarly, we should have subway stations that have tram and bus stops/bust interchanges build into the subway station structures. That way, passengers who just got out of subway station can immediately get onto the tram stops or bus stops. In effect, I realize that this feature is probably not necessary because all one has to do is to lay a tram/bus stops right next to the subway station in order to accomplish the same goal. But I thought having something like this is a nice touch. Subway stations, and parks (including gardens, playground, basketball courts) shouldn't need to be placed right next to the road as long as they are accessible by pedestrian walkways. I recommend a new park feature where you simply paint the squares much like you would paint residential/commerce/industrial areas. The painted squares would automatically generate nicely manicured grass areas with walkways and road lights. I recommend this because in my experience of building cities, I usually find that there are gaps between strips of residential or commercial areas. I find it too tedious to place trees and pedestrian path in these gaps to beautify the area; but to leave it unfurnished is a shame. Having this feature would make it easier for us.
  9. The M

    The Metro, or M, is Alexandria's subway system. With 4 lines and 30 stations, and a light rail line with 23 stations, it's unusually comprehensive for such a small city, particularly in the United States. Today it serves more than 150,000 riders each day. Each line is named after the color as it appears on the map, except for the Brookline Shuttle, which is orange, and the Capital Connect, which is lavender. Every line is subway and elevated rail, apart from the Black Line, which is light rail. Black Line stops are marked with dashes, but stop at the regular stations as well. Sanders used to be called Pullman Street, State House used to be called Central Station, and Capitol Commons used to be called State House (I know, it's confusing). The Madison Black Line Stop is actually nearly directly in front of Sanders Station, but for realism purposes and aesthetic reasons it made more sense for the Blue Line to continue straight west. History of the M Starting in the late 19th century, Alexandria had a network of rail lines running across town. From the west, lines ran from southern Yorktown and the Industrial District, in what is now Kensington. These converged roughly where Sanders Station is today and rose up onto a viaduct. This continued east, stopping at a Chapman Avenue station, and crossed the Seneca River. The Yorktown line then headed northeast before curving east to College Park, while the Industrial District line turned south, descending to ground level. It had two branches: one to Industrial Park, where Acton Park is now, and one to Brownsville, via Hartford and Burlington. The tracks were extended beyond College Park on the first line to Brownsville in 1908, closely following the present alignment of the Blue and Purple Lines. The Halifax line, some of which is still in operation, ran from Halifax to Central Station, near the State House. It passed under Chapman Avenue and ran along the same route as the Capital Connect does today. This line is still in operation. Additionally, two streetcars ran through Alexandria: the downtown Chapman Streetcar, opened in 1908, and the East Side's Brown Streetcar, opened in 1912. All of these were privately owned and operated. By the late 1940s, ridership on the train lines was declining, in part due to the rise of the automobile as the dominant form of transportation. When I-85 was completed in 1956, the lines' fate was effectively sealed, and they closed in 1959. However, with Alexandria growing and congestion increasing, it became clear that Alexandrians needed another way to get around. Studies commenced in 1963, and in 1964 recommended the construction of a rapid transit system. The plan was finalized in 1966, calling for purchasing the old rail right of way and rebuilding viaducts on the East Side with a tunnel under I-85 as well as elevated rail in Seneca and subways downtown. The Blue and Purple Lines would take the same route and stations as the old rail lines on the East Side, but would dive underground to cross the Seneca River. They would stop at Mattapan Square, then diverge. The Purple Line would stop at Camsden Square, the State House, and Central Station. The Blue Line would stop at the planned Robert B. Reich Convention Center, Pullman Street, Ellis Street, and Wellesley Hill. The Red Line, starting at the State House, would head north, stopping at the Convention Center station, continuing north into Seneca with an eastward curve through Kensington. The Chapman and Brown Streetcars would be converted into modern light rail, with their own rights of way and a tube under the Seneca River connecting the two. Construction began on January 25, 1967. Halifax wanted its own line, and the Green Line was added to the plan in 1968. The lines opened in phases, with the Blue Line from Brownsville to College Hill first, then the Red Line from Fisher Street to Kensington, then the Green Line from West Halifax to Yorktown, and then the Purple Line from Burlington to MacArthur. The Black Line opened next, followed by the underground section from Brownsville to Burlington, and finally the downtown subway. The system opened with the full Green Line, the Purple Line from Brownsville to Central Station (which has since been renamed State House), the Blue Line from Brownsville to Wellesley Hill, the Red Line from Fisher Street to State House (which has since been renamed Capitol Commons), and the Black Line from Hartford to Madison. The system has expanded several times since then. The Red Line was extended from Capitol Commons to Hartford as part of the Acton Park redevelopment in 1992; The Black Line was extended to Warren Street in 1998; the Purple Line between State House and Sanders and the Brookline Shuttle was built as part of the Capital Connect in 2015; and the Black Line branch to Newton was built in 2016. Today, 157,000 riders take the M each day, or 38% of all trips made within the city. Alexandria has the fourth-highest transit ridership of any U.S. city. However, problems still remain: the system's proved too popular and the network is over capacity, particularly on the Red Line. The Alexandria Transit Authority is considering options to address this, but no plans have gained traction. A Blue Line train leaving College Hill. The original brown-brick viaducts were restored in 1968. A Black Line train on Brown Street. A Green Line train. Yorktown residents refused a concrete viaduct, so the tracks were placed on an embankment.
  10. Entry 42 : Ashford Metro

    Welcome to Ashford! And today, we're talking a tour on two of the major links that connect Ashford : the Blue and Orange rapid transit lines. Ashford is a big city, which requires some form of heavy rail to avoid traffic problems. Let's take a tour of the Blue Line first. The Blue Line is a 15 km long line that links the northernmost parts of the town, the CBD, and the nearer east side. 30% of all journeys made on the entire transit network are made on the Blue Line. Trains run on a 10 minute headway at peak times, though half the trains northbound stop at Empire Park while only the other half terminates further at Coleridge Heights. Most of the Blue Line used to be part of a mainline which served several towns, now suburbs, in the Coleridge valley. We started at Coleridge Heights, so let's follow the rails! The line is still operated by old, twice-refurbished MP54 units, usually coupled in 4-car consists. Their replacement has been long overdue, but a referendum on a transit tax sales increase that would have gone to fund replacement of Blue and Orange rolling stock has been defeated twice in the past twenty years. Oh, and here's the entry to the Coleridge Railyard. For at least half a mile from Coleridge Heights station, the mainline from New Wellingborough parallels the metro line. Here's where they split, though they will merge again shortly before Central Station. You'll soon notice the lack of signals on the metro - that's because the two lines use moving block technology and run on automatic train operation, with a single train operator responsible for the safety of the carriage for the length of its journey. The most obvious advantage is optimized headways and wiggle room for expansion or heavier usage - but on several occasions the system has failed, forcing all trains to stop with no signals to run on and stranding passengers across the city. The system is also criticized for being expensive to maintain and unneeded since the shortest headway on the network are about 4-5 minutes on shared Blue/Orange Line tracks. Another view of the line split, as the mainline goes through a windfarm, because...why not? The city's power grid isn't gonna run itself and nobody cares what the reckless, billionaire President of Cathnoquey thinks of wind farms next to his golf courses. The mainline then crosses a bridge over the Coleridge Valley, which is easily one of the highest rail bridges in Cathnoquey. But before that, we arrive at King's Hill station, formerly King's Hill Road. Note how the road itself is sandwiched between the subway and mainline tracks. King's Hill does not see many customers, though there are only one train every 20 minutes calling here. The Blue Line then traces its way across hilly terrain to reach Empire Park. Empire Park station used to be small, too. However, it was greatly expanded on in 5E118, as the transit authority sought to adopt a hub-and-spoke model with the Blue Line as its cornerstone. Several bus lines terminate at Empire Park Bus Terminal (in the background), and half of all Blue Line trains terminate here, too. In 5E128, a new rail link, the underground, elevated Airport Shuttle now calls here too. The underground concourse linking all platforms now serves as a platform itself for the small automated shuttle. Empire Park is the largest used station outside of the CBD. The tracks then weave across Concord, one of the old late 4th Era plantations now merged into the city's spawling fabric. North Concord Station and its Park and Ride parking lot. Two minutes later, and we roll into Concord Institute Station. Those trains sure are rusty. A #10 red bus typical of Ashford rolls by Concord Institute station. The Institute itself is just a block away, and is a highly-ranked engineering university campus. Trains then go down the hill in a series of sharp curves across Sheldonville... ...then under the freeway bridge, where they rejoin with the mainline, at the entrance of the main industrial park. Central Station railyard. The metro tracks are on the left of the picture, you can see the Orange Line tracks merging into the Blue Line ones. Middle tracks are for mainline traffic. Here's a Blue Line train bound for Central Station. Finally, we arrive at Central Station, an important interchange point for most city buses as well as between the Blue and Orange lines. After a two-minute layover, we start again, and this time go underground. In the late 4th Era, not long after the end of the Civil War, Central Station did not exist, and there were three tunnel portals to what was then the main central station, State Street. And here it is! State Street station, nested in its trench. There were more tracks back then, now buried below where the tram tracks run. A brick building used to connect this sunken station, perpendicular to all six platforms, but it has since then been demolished and changed into that road you can see above the remainder of the station. The empty space that used to be the closed four platforms has been covered up below the plaza and converted into a parking lot. The Green Line tram still calls here, though, and State Street is still an important transport hub today. However, from street level, nobody would suspect one of the finest examples of Gothic architecture used to stand above the steam trains in the trenches below. We continue to University station, once known as University / State Capitol. This is the final station where Orange and Blue Lines share the same tracks, as the Orange splits northwards and the Blue continues eastwards. Here's where both lines split, as the tracks now run along the waterfront. At Morningside Station, a housing promoter got the idea of building his Railside Pyramid housing development on either side of the rail tracks. Skybridges were originally planned, but the city council deemed them overkill. This piece of track is new, and was built across the district as gentrification took hold and condos replaced run-down projects; there used to be an avenue instead of the trackage, which for years was known for the Morningside Market. There isn't much of a community to bring together here these days, but at the same time, someone had to do something about all the rat-infested buildings... The Blue Line tracks then continues into high-density development, all built on the site of Morningside Market Avenue... And finally the Blue Line turns northwards to serve some of the East Side. Loxborough / Grove Park, end of the line! There is an expansion project to the town of Balmung which would involve the Blue Line digging into these hills northbound, but once again, lack of funding has forced the Authority to shelf the whole project. We've seen the Blue Line; let's now take a gander at the Orange Line. The Orange Line is the city's main link linking the southern suburbs, but it actually starts north of the CBD. About 20% of all journeys made on the network are made using the Orange Line, which is a 10 km long line which runs mostly elevated. This is because unlike the older Blue Line, the Orange Line was built as a metro from the onset. Likewise, the Orange Line runs on a 10 minute headway though all services start and terminate at the termini (except for a few late-night and early-morning trains, which begin at Empire Park after coming out or heading into Coleridge Railyard). Let's start at Lafayette Boulevard station, on the newer Uptown Expansion line. Lafayette Boulevard, at the heart of Uptown (even though Downtown separates Midtown from Uptown, a quirk of the city's growth and the names not quite following through). Uptown is nested in the Ashford hillsides, and is easily one of the most diverse communities in the city : the original Dunmer settlers still live here, along with several other Elvish races that, back in old Tamriel, would be at each others' throats. The result is Hamilton "International" Avenue, seen here at the corner of Lafayette. This expansion relieved the CBD as several bus lines could be pushed back to end at Lafayette instead. Waiting for the train at Lafayette Boulevard. The station is two-tracked, but in normal service only Platform 1 (signed with an orange "Downtown & Newbury") is in service. Platform 2 (signed with a blue "Downtown & Empire Park") is used either for storage, in case of a breakdown on the other platform, or as a Blue Line platform for those trains heading back to the depot using the Blue Line tracks (or in case of shutdown on the Blue Line's eastern half). It is more economical to have them be in revenue service as much as possible, after all, and so they continue as Blue Line trains from University to Empire Park. Using elevated tracks the line then continues to North CBD / Silverwind Casino station, sponsored by said casino. The station is moderately used, but when the Silverwind hosts galas journeys to and from this station are free of charge. The line then comes to street level, and then digs down underground under the CBD. There should have been an underground station somewhere inside the CBD, but it was never built because - you guessed it - lack of funds. Sadly, most people consider urban rail to be for-profit, whereas it should not be, as it is a piece of infrastructure necessary to the nation's economy much like airports or roads, but oh well. The line emerges above ground and quickly merges with the Blue Line for that University - State Street - Central Station stretch. Before this Expansion opened, Orange Line trains terminated in a dedicated terminal at Feltonville on the Blue Line, which is now closed. The Orange Line parts from the Blue Line here. Trains run on these rickety bridges over the industrial canal.. ..Then merge back together. Note how these trains are electrified using conventional overhead lines, by the way - that's a remnant of the Blue Line's past as an electrified mainline railway, which carried over when it was time to connect the Orange Line to it. The Orange Line then curves over Moore Avenue, which it will now follow, with Bybury / Stadium station a staggering 5 blocks away from the stadium itself. View from the curve looking southwards. Wynesfield station with Raynoldstown station in the background, once the hill is cleared. As Moore Avenue swerves further and further way from the CBD, the Orange Line becomes at-grade and curves alongside the roadway. Orange Lines track split to accomodate a roadway pillar at the end of Moore Avenue. Brownsville Avenue station, serving the Wood Height Projects. Yes, that's a fairly inefficient roadway, but it looks unique and there are many roadways like that across the world. It separates the flow of traffic, it does its job, much as people might complain about the area's lack of walkability. Not everything needs to be game-mechanic-optimal. An Orange Line train about to enter Brownsville Ave station, bound for Newbury Quay. Talking of which : Finally, we arrive at the terminal station : Newbury Quay, along with a small railyard. The station is located just a block away from the bay itself. Handy for an afternoon out by the waterside. Newbury used to be a quaint resort town, but partly thanks to the subway, it has now developed into an entire residential suburb of Ashford, more than 7 km away. And what would this entry be without its own subway map? The Blue and Orange lines are the backbone of Ashford, along with the Green Line, which we haven't quite visited - but worry not, a new tram line is on its way, so we'll have plenty of time exploring it soon! Anyway, that's it for me, I hope you enjoy this very long entry but then again I love trains a lot - also I wanted to show that it is possible to make a compelling, yet functional metro link using conventional rail (which does make you think a lot more about spamming those subway trains, honestly). It's an extra challenge I recommend to anyone interested in some eye candy and also in a less easy alternative to subways. Sooo see you around
  11. Mass Transit Sign

    Version 1.1.0

    75 Downloads

    A nice billboard park telling sims to ride mass transit and the bus..
  12. Version 1.1.0

    103 Downloads

    This lot is a dual purpose. First its a sign tell sims to rid the bus and use mass transit. Second its a power plant providing 6000k in power. The screen shots and files r in the zip foled...just unzip to the SimCity 4 plugin folder...and have fun...will upload the regular park versions later. PowerMassTransBillBoard .zip
  13. Two views of the G2 line along the Northern Peripheral Freeway, first passing under the Crescent Lake exit bridge, then departing West Crescent Station towards Fawn Park and East Portal, with the CBD in the background.
  14. Diagonal Rail Tunnel

    Version 1.0.1

    805 Downloads

    Info: Have you ever wanted to make a diagonal rail tunnel? Well now you can! By recent request I'm releasing this file which was actually first seen in my CJ almost a year ago. The base version is a functional tunnel with a capacity of 5000 and can be found near the top of the rail menu. While a second higher capacity version added by request, has a capacity of 50,000. The lot will convert rail traffic into subway traffic and vice versa allowing you to create modular rail tunnels under any kind of terrain or development. Otherwise you can make use of it solely for cosmetic purposes. No dependencies are required.
  15. To all the modders doing great work, I have a question: Would it be possible to make a subway line connect to a regular railway line that was underground? The reason I ask is because there are places in the real world where the 'subway' isn't all underground. The tracks come up from underground and connect to street-level tracks as well as elevated tracks. In the game there's currently no way to bring the subway up from underground, but is that something that could be modded? For instance, you have a normal subway line with a few stops, then you bring the tracks away from a stop, then continue them with regular rail tracks, underground, then from there you bring the tracks up to street level and to a station, or to one of the elevated stations that are on the workshop. Then from there you could continue on to any number of street-level/elevated stations before taking the tracks back underground to re-connect with the original subway line to complete a loop, or to start a new branch. Whatever the case. Would this be possible?
  16. My mayor's term has come to an end here. My first and last post about Venemont, a city in which I can say I did invest some quality planning (most of the time ). Where it paid off to invest in transport solutions - subway especially. But also where mod incompatibility (haven't played since before AD) made it impossible to go on now... What could be considered the post card picture of Venemont, above, is taken from the Longpine TV Tower region. Where exuberant nature overlooks the city and also the very navigable Moselle river. Get familiarized with the neighborhoods: Longpine is East of Iron Plains, on the top right. Central Area: National Avenue Here's where modern development happened first. National Avenue, easily identifiable with its 12 lanes, is the main artery into the city, crossed by one of Venemont's two Diverging Diamond Interchanges http://steamcommunity.com/sharedfiles/filedetails/?id=453911819 Residential meets business and traditional commerce in the vicinity of Faun Quarter, home of the iconic Avalon Hotel and key to connecting the city center to Federation Square, across the river. View from Faun Quarter. Tranquil neighborhood of Penedo by Saint Michael Avenue, named after the church, which is part of a large property that extends itself up until Faun Quarter. Despite the general low attendance and religiousness, the city has many historical religious buildings. Venemont relies heavily on its subway system: Line 1, in green and orange, consists of a circular line with express and local trains in both orientations. And Line 2, for instance, goes uphill and connects Bentley Park to the western part of town, which includes the financial district of Sheffield Avenue. Heading West: Financial District The part of town with the highest concentration of serious people! Sheffield Avenue is the name of this region, but the avenue itself is further right. The expressway on the image is integrated to the main highway system, with a direct connection to National Avenue, Federation Square and industrial areas. Sheffield Avenue leads us to this vital roundabout. It's one of the main accesses to the densest residential areas of the city: Venemont Park. Residential High-rises: the Plateau The majority of the western neighborhoods are located on a large plateau. One can access its center from the expressway above. The other side - looking at the financial district from an overpass in the plateau region. An intersection is seen above, giving drivers access to the neighborhoods of Loften and Venemont Park. Venemont Park is the city's second largest park, several (!) square meters behind Bentley Park. But that doesn't diminish its importance: an incredible amount of community events happen here. It's also where you'll find dozens of bus lines as means of transportation. Lavender Street during the day. Aerial view with the Loften neighborhood on the center. The busy Loften Station leads passengers from Line 3 (a continuation of Line 2) to Line 5, an access to the Old Town district. Old Town and Goodbye The old Venemont Municipal Stadium still stands, right on the border of the Old Town and Venemont Park. The Basilica is the center of this district, surrounded by tourists and wealthy residences in this distant part of town. Yes, the architecture can be somewhat conflicting! Building regulations have been very loose in Venemont for a while now... Travel Agency shot. But it's time to jump to the opposite side of town. If you're still reading any of the captions, you probably saw me going on about Federation Square. This is it. A bohemian place with less noise during the day and more noise during the night. And, of course, offering a great view of other nice parts of town! From there, I'll take the highway up to the Longpine forests and find my next destination. Thanks for reading!
  17. Venish Transit Hub UG

    An underground view of the transit hub, where all the action's at. A mass or mess of tube lines! You can get to anywhere in the city from here!

    © Kyle Spokes

  18. Elevated Railway

    From the album Weekly Challenge C:S #1 - Street View

    Elevated railways..from street level! Glenvale's major rail line crosses over Commerce Avenue in downtown Glenvale. This train runs a commuter service to the state capital, Albany, about 70 miles away.

    © Linoa06

  19. NYC R22 TRAIN SET

    Version 1.0.0

    15,710 Downloads

    The New York City subway system used to have a huge diversity of train car models from clean to graffiti filled and grimey. That gave NYC a unique flavor. My aim with this series is to bring that diversity to train systems in Cities Skylines starting with the R22 model of the SMEE fleet now retired and sadly most cars are sitting on the bottom of the Atlantic. But now they are brought back in service for Cities Skylines! For more information on the history of the SMEE Fleet from R-12 to R36, you can find more info here http://www.nycsubway.org/wiki/The_IRT_SMEE_Fleet_(R-12_--_R-36) This is a set of 4 trains: Cities Skylines Edition, The White Shuttle, The Brooklyn Shuttle, and The RedBird. IMPORTANT TIP: I left these trains at the default 24 speed so it does not disrupt any regional train line traffic. However, the default speed is very unrealistic and you would not appreciate the liveries as intended. I strongly suggest using these trains on their own inner city lines separate from the regional ones and use Advanced Vehicle Options http://steamcommunity.com/sharedfiles/filedetails/?id=442167376 along with Improved Public Transportation http://steamcommunity.com/sharedfiles/filedetails/?id=424106600 In AVO, set the brakes and acceleration to .5 and the speed to 50. Make sure all trains on the same line are at the same speed. Then use IPT to control which liveries service your lines with precision. But you don't have to use them as I suggested. They can also run regional or however you like. To install .rar files, extract into a folder and copy/paste into your assets folder You can also get these trains at my Steam Workshop https://steamcommunity.com/profiles/76561198185148005/myworkshopfiles/ Special thanks to Cool_Z aka Zed68 aka Tony_R for his tremendous help. Also Sheltoe and BaskB who helped me through some tough times during beta testing. And Azurespecter, Michae95l, and Ized for support.
  20. COMMENT REPLIES:Torre Canne (SC4) Kim Sunwoo: The seawall are really beautiful but Vice City becomes a beautiful city Mafia Fort Staunton (SC4) Today I present a beautiful northern cities is this city is called Fort Staunton a very unique city with a Spanish origin (although old is gone except for a few old building is strong) Here are the Fort with an old University, with a beautiful seawall and with a highway bridge This town has two industrial areas: 1: The neighborhood of Peach Creek a small peninsula where the repurposing industrial highway overpass with a more modern structure 2: the second industrial district called Trenton is in the process of conversion of high-tech industries even if it remains the presence of heavy industries including subway structure that resembles the New York City subway In Downtown Fort Staunton is the new administrative seat of Blume Corporation (THE COMPANY WHO DEVELOPED THE "CenTral Operation System" OR "ctOS") with a singular style DAY NIGHT To conclude this small look at Fort Staunton I leave a small postcard of Downtown at night will also see it in the Gallery menu then: And with this news bomb, is now closing! See you next week
  21. Entry 13 - Of Mice and Metros (5E145)

    Heya there! Economic crashes, a sudden population slump as the boomtown cannot sustain endless growth, falling income...In just a few years Amesbury feels the combined effects of an economic recession, of an ageing population, of the end of the bipolar world order - Akavir's dictatorship fell in one swoop - and of the end of its own runaway growth rate. At just 200.000 inhabitants, the town has finally swung to the right-wing FP party who committed in their manifesto to rebuild a more sustainable economy. One thing both parties agree on - and even worked on together - is the need for a massive transit overhaul. Construction on a subway began in 5E140, taking over a test track in Lilydale built some thirty years prior and used as a movie set and finished in 5E145. In addition, a new commuter link, the Gold Line, now runs the major north-south axi in town. An InterCity train crosses a freight train, prior to commuter/intercity rail separation. Amesbury has become a mainline hub due to its status as a junction (stolen from Lorsdale, further away from the physical interchange). Amesbury General Mental Institution...not subway-related but there is now an asylum built on a whole island off the shores of Lake Amery. It also doubles as a retirement home and provides round-the-clock care. The administrator, Mike Hudson, also advised the City Council on potential subway routes. Map of the new system! The bus network has been completely revamped to link as best as it could to the train system. The Gold Line is a conventional metro while the Blue Line is more like regional rail. Projected ridership figures for the Gold Line are 20.000/day, and 10.000/day for the Blue Line. So let's begin our tour of the Blue Line! This is Grove Hill station, at the northern end of the line. Yes, there is an Ammunation shop opposite the street, in a climate highly polarized between open-carry activists and pro-licence followers. It is one of three in town. The mainline and commuter tracks have been separated...The rolling stock for the Blue Line is the 3-car E233 EMU, which comes straight from systems such as the very dense Balmora City Authority, in Morrowind. There are six sets assigned to the operation of the line as a whole; usually only four are needed at any given time. Two minutes later, our train pulls into Marigold / Lorsdale Park station. There is an underground parking lot nearby that serves as a Park and Ride facility. Another two minutes after, the train stops at Maple Hills station. It is the least used station on the network, mostly because most passengers can catch the same buses in the denser area served by the Gold Line. The hub of the train and bus network is at Central Station, where flocks of passengers wait for their train and transfer between the different modes. The whole plaza was rebuilt to accommodate more buses, as well as the metro. This is the main entrance to the Blue Line subway station, complete with in-station shops. The three coloured stripes symbolise the Blue Line, the Gold Line, and the bus network in general. Another view of the station building and of some of the bus stops. The skyline in this part of town is dominated by high-rises now, but a lot of room was spared in the expansion of the interchange hub. Buses are still coloured according to the line they travel on, however, as part of the rebranding of the bus fleet as a whole. This, however, might end pretty soon as people find it confusing when buses are assigned to another line. Two buses travel on a bridge above the tracks south of the central station towards Fairview Leys. View of the tracks under this bridge. Fairview Leys station serves the area directly south of the CBD. It is another covered station meant to be used as a bus hub for the southern parts of the city. Further south, Woodside station serves as an unofficial Park and Ride facility (as it has not yet been integrated to the fare system, which provides privileges and fare cuts for P&R riders) A train rolls under another railway bridge on its way towards Gilmore. Two E233 trains cross each other there. The red one is a regional Sprinter service that links Amesbury to Lorsdale. The commuter tracks go under the mainline tracks and then carry on their own way, while the mainline tracks carry on to the Highlands railyard and beyond. Gilmore station, which serves as a general bus hub for the southern parts of Amesbury and its surrounding communities. The creation of this hub has shortened many journeys into the CBD by 30%! Average value of course. Meanwhile the mainline tracks carry on across a calm treescape that hides the gravity of urban sprawl in southern Amesbury. Indeed, the whole forested area between Gilmore and Amesbury has been completely closed and some are wondering whether to upgrade the old rural highway to city avenue standards. The commuter Blue Line finally reaches its destination, a station south of the Highlands Yard which serves as another hub, this time for buses to the industrial zone. This station is expected to reduce road traffic into the industrial zone considerably. It is also home to the maintenance yard and depot for the Blue Line. Some would like to see the line further extended, but there are no viable options at the moment. Buses run along Wittenberg Avenue. Bus ridership is very high for a city the size of Amesbury and there are 32 lines that criss-cross the whole city. There is also the Gold Line metro which runs roughly along the river before reaching Wigston. This is one of its entrances at Haymarket/The Mall station. This particular station has three entrances, including one in the mall, that all link to an underground hallway parallel to the avenue. In the middle of this hallway, elevators and stairs go down to the station platforms aligned just under. Here is a typical bus totem. Buses have the general colour red for signage but each line has its own colour on maps and signs (as well as on the buses themselves) Secondary entrance to the North Ferry station. The subway platforms are directly under the streets here and the main entrance, along with ticket machines and elevators, is on the other end of the platform, into the ferry terminal building. This entrance leads directly to the platforms, and is in the middle of the bus station. Lilydale North station, empty in the very early morning. This station has very cheap furnishing like most of the stations on the network. Second Rail, which operates the second subway system in New Wigmore, had a notable surplus of compatible rolling stock. Amesbury bought most of the stock at a reduced price, though the liveries have not been changed to the white-and-stripes livery seen on the Blue Line. View into one of the downtown streets. That's when I realise how hilly the map gets sometimes. Hickory Circle station is not opened yet. There is a plan to connect the Highland District via bus rapid transit. The first lanes were installed at Hickory Circle and when completed the BRT should replace several overcrowded lines on its own fast right-of-way. The BRT station, though, is not fully built yet, but it should be by the end of the year. That bus is involved in a serious accident over there... Finally, one of the new ways to get around town is by helicopter! This is the Amesbury Municipal Heliport, built straight in the heart of the city on top of a tower. And that's it for now! Next time I might toy around with the Euro building set, or work more on the BRT, we'll see! Until then, thanks for following my CJ and for the feedback
  22. Why Sim City 4 very very long switches from the underground to the ground survey in the construction of the subway. (5-10 minutes).Stex collection installed,Nam installed.Plugins folder size iz 6,83Gb,not dat packed.
  23. Hey All I finally cannot bear to look at the default subway train anymore, they have really bad color, and they look drop-dead boring since they are usually just 5 rectangle boxes moving around. So, I'm wondering if there are some good replacements for the subway train, and where can I find them. Thanks!
  24. Version

    2,033 Downloads

    Hey there, Simtropolis!! It's been a while, but I'm happy to bring you another reskin! I'm uploading a GLR tram that is modeled after the Green Line trams of the MBTA in Boston, Massachusetts. These trains have been requested by both deathtopumpkins and novak253. After well over a year, I've followed through on my promise to make it! Without further ado, some specs and info: Original Model: vester_dk (Special thanks to vester for his 3D model!) Redesign: Nilo7 Testing: Nilo7 Background: This tram is based on the MBTA Green line trams in Boston, Massachusetts, USA. The Green line runs from Lechmere in the north to the termini of Boston College, Cleveland Circle, Riverside, and Heath. To install: Install either the .dat file with “hardware” or “software” on the end depending on how you run the game. To find out whether you run the game in hardware of software mode, click the button with the three dots in the region view and click the computer monitor. Place the correct .dat file in: My Documents → SimCity 4 → Plugins. To uninstall: Remove the file from the Plugins folder. Renderings: Hardware mode: 512x512 – High definition Software mode: 256x256 – Normal definition This model replaces the default in-game tram. Questions, comments, or concerns? Send a private message to me, Nilo7, by clicking here. Thanks for downloading, and I hope you enjoy the modd! -Nilo7 8) (formerly DCMetro34)
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