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I also think that there should be no classification gaps for major
routes. <br>
<br>
But it might be good to define some criteria as for what qualifies
as major. I'd like to suggest to only apply this to ferries that
have either continuous service (ferry leaves whenever full) or at
least multiple scheduled trips every day.<br>
<br>
Best Regards,<br>
Timmy<br>
<br>
<br>
<div class="moz-cite-prefix">On 2021-06-09 03:33, Jherome Miguel
wrote:<br>
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<blockquote type="cite" cite="mid:CAFQ7s77Q+09gnHNGk6x+Rty6djuKvF1kZQZXH8BGha1gfNUBrQ@mail.gmail.com">
<div dir="auto">Just another point, I think we should be extending
major roads to ferry terminals so to ensure network connectivity
across islands. I've been noticing the prevailing practice in
the Philippines is to end a major road at the port gates, but
this breaks connectivity of the road network across islands at a
closer zoom level. I'm citing examples of major roads extending
to ferry terminals in places like the US (e.g. US-10 connecting
with the Maniwotoc-Ludington ferry, roads connecting with
ferries across the Puget Sound in Washington State) Canada (e.g.
the Trans-Canada connecting with the Nanaimo-Horseshoe Bay and
Sydney-Port aux Basques ferries), Russia (e.g. roads connecting
A-376 and A-392 with the Vanino-Kolmsk ferry), and Sweden and
Finland (e.g. E12 between Umeå and Vaasa across the Gulf of
Bothnia) to justify this change in practice, though elsewhere,
especially where OSM classifications matched well with official
designations often indicated by route number signs with a
specific numbering scheme and/or color combination, like with
most of Europe (including the UK), Japan and Indonesia, it’s
fine to end major classifications outside the port gates and tag
the roads inside the ferry terminal with lower classifications
(usually service, sometimes tertiary for the major access
roads). In those places, their roads networks are connected well
even if it's only true at higher zoom, or the scale for a
printed country or region map.</div>
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