KJP

That matters less than a faster, more reliable trip for the largest sources of ridership. That means segregating freight and passenger trains wherever possible. Through Middletown, the freight trains should be on NS because of the large source of freight tonnage generated by AK Steel's Middletown Works. The only reasons why I have the freight and passenger tracks trading rights of way just north of there is because CSX trains would have to switch to the north side of the passenger tracks someplace and central Dayton doesn't easily allow for it. And I propose to move Queensgate Yard to near Miamisburg. But even without relocating Queensgate, there's a good reason for making CSX the main freight routing from Miamisburg north to Dayton.

Advertising never dictated the content of editorial product at media outlets that I and friends of mine worked at. Journalists tend report on things that affect greater numbers of people. Let's be honest -- how many people are actually affected by a "disturbance" at Tower City or by a partial closure of Tower City after hours?

No, the MORPC plan is to use one of the three CSX lines heading northward out of Columbus through Marysville to Dunkirk, restore a track connection to the Fort Wayne Line and go west from there to Lima, Fort Wayne and Chicago. If I were king, I would reroute north-south CSX traffic out of Hamilton over to NS and detour the few CSX trains from Indianapolis over to NS and into Cincy on NS tracks. I'd also move most of Queensgate's operations to a new yard built just south of Dayton, shown in white on the map. Red is freight-only tracks and blue is passenger tracks (the line west of Hamilton to Indiapolis could be mixed passenger-freight since there are so few freight trains). The freight-passenger railroad crossings in/near Hamilton would be grade-separated.

EPA Orders Norfolk Southern to Conduct All Cleanup Actions Associated with the East Palestine Train Derailment EPA order comes as state-led emergency response transitions to environmental cleanup phase; EPA will continue to work with local, state, and federal partners to ensure the health and safety of East Palestine community https://www.epa.gov/newsreleases/epa-orders-norfolk-southern-conduct-all-cleanup-actions-associated-east-palestine

When we tried to take the train from my wife's hometown to Lviv a few years ago, the reservation system showed the train we wanted to be sold out. My wife said just wait a few days and it won't be. I said how can that be? She said they add more cars to the train to respond to demand. Coming from capitalist America, I was stunned. How could the railroad of a former Soviet republic be able to respond to market pressures while our own nation's passenger railroad could not? The answer was simple -- Ukraine funds its railroad to have enough extra cars to be flexible. Sure enough, we were able to book a sleeper a couple of days later without any increase in price.

Unfortunately there's no rail line between Columbus and Indianapolis anymore, unless you want to dip south to Hamilton and make a future transfer or right turn.

I see some skin on those bones....

What are the penalties?

Is that new? They've had construction equipment there for the first phase inside Lerner. Wouldn't be surprised if they did a groundbreaking for phase two before city approvals. They did the same thing with Cole's expansion.

Probably. But Geis doesn't want to develop it themselves. It's why they put the property on the market in 2021. I'm sure they would be happy being the construction manager and then maintain a building once built. I'm kind of surprised it doesn't, yes.

It's funny how the perception is that there's more travel between the 3Cs and Chicago than there is among the 3Cs. The 3C corridor is one of the most heavily traveled in the nation. I haven't seen updated Bureau of Transportation Statistics data on travel between city pairs since 1995, but this is what it was back then.... # Metro Area #1 Metro Area #2 Person Trips 1 Los Angeles San Diego 10,466,883 2 Las Vegas Los Angeles 9,120,296 3 New York Philadelphia 8, 476,339 4 New York Washington DC 7,773,377 5 Los Angeles San Francisco 7,049,954 6 Sacramento San Francisco 5,337,613 7 Philadelphia Washington DC 4,678,680 8 Dallas Houston 3,097,228 9 Portland Seattle 2,605,223 10 Norfolk Washington DC 2,590,212 11 Los Angeles Phoenix 2,472,665 12 San Diego San Francisco 2,415,188 13 Dallas San Antonio 2,286,587 14 Las Vegas San Diego 2,213,871 15 Boston New York 2,121,134 16 Albany New York 2,073,199 17 Harrisburg Philadelphia 2,060,693 18 Los Angeles Santa Barbara 2,036,605 19 Austin Houston 2,032,380 20 Lakeland Sarasota 1,940,000 21 Atlanta Nashville 1,893,454 22 Phoenix Tucson 1,811,036 23 Austin Dallas 1,805,389 24 Cleveland Columbus 1,800,126 25 Houston San Antonio 1,744,368 26 Miami New York 1,712,677 27 Reno San Francisco 1,704,123 28 Eugene Portland 1,666,301 29 Los Angeles Sacramento 1,631,660 30 Chicago Detroit 1,614,286 31 Beaumont Houston 1,450,625 32 Detroit Grand Rapids 1,411,112 33 Corpus Christi San Antonio 1,392,317 34 Oklahoma City Tulsa 1,344,266 35 Richmond Washington DC 1,327,046 36 Cincinnati Columbus 1,310,511 37 Hartford New York 1,285,033 38 Los Angeles New York 1,257,041 39 Atlanta Birmingham 1,219,047 40 Pittsburgh Washington DC 1,196,211 49 Cincinnati Indianapolis 1,029,824 51 Cleveland Detroit 987,179 80 Cleveland Pittsburgh 716,468 93 Cincinnati Cleveland 640,136 (Knowing how they operate, I fully expect the anti-rail cabal to use only this 3-C city-pair as a reason why there shouldn't be train service!) ** Cleveland - Columbus - Cincinnati 3,750,772 (if CLE-COL, COL-CIN, and CLE-CIN were added together, but doesn't include Dayton which didn't make it into the top 100 city pair markets) Not a single Ohio city to Chicago city-pair made it into the top 100 intercity travel markets. I realize that was 28 years ago, but I think most of these city-pair rankings still hold true.

That's going to get some interest in a follow-on project. The question is where and how are they going to be able to afford it with these construction costs and interest rates. Maybe the tennis courts on Carlton? Or on the north side of Carlton?

Demolition permit submitted for the older parking garage to make way for the Bolivar Apartments. Nice to see some movement on this project.

Disagree. What was left of the shopping demand downtown that was satisfied since the turn of the prior century by Euclid Avenue stores was redirected to Tower City and to a lesser extent the Galleria. Soon after, the shopping and office demand was shifted to the I-271 Corridor after it was widened in the mid-90s from six lanes to 10, added the Harvard interchange and spurred a ton of development along it, with residential pushed into Geauga and Summit counties. Before that, people used to park along the driveways at the Green Road rapid station and on the sidestreets near stations farther west because they couldn't find any open parking spaces. Look on the 1993 Google Earth historic images if you don't believe me. Now the Rapid runs half-empty at rush hours. When we kept expanding farther out, no needed to go downtown anymore for anything except a sporting event or Playhouse Square. Maybe Tower City and the Galleria were brief shooting stars, but in reality they were the finale of a century-plus-long era of downtown shopping. We need a lot more bodies with fat wallets downtown to restart some retail. Tower City and other residential projects will need to more than double the current population of downtown and surrounding neighborhoods to offset remote working which has likely erased the residential gains of the past 20-plus years. As long as we continue to support and subsidize sprawl, downtown retail isn't coming back.

Video of the explosion

I responded here

Redirect from the visualizations thread... Both 500-footers are proposed to be apartment buildings, so they would be built on speculation no matter what.

It's being considered. But CWRU isn't eager to let it go to private developers because there's only so many places they can expand in UC.

A thread

Ohio hates its biggest cities/metros even though Ohio would be impoverished and fading away without them

CWRU seeks more housing By Ken Prendergast / February 18, 2023 Symbolism comes in many forms. A compelling symbol for the University Circle-area economy is seeing a building which housed people at the end of their working lives be turned into one for people preparing to start their careers. That’s the plan for the McGregor At Overlook, 2187 Overlook Rd., which Case Western Reserve University (CWRU) wants to buy and convert into student housing. When you need space for a growing number of students, you do what you can to accommodate them. MORE https://neo-trans.blog/2023/02/18/cwru-seeks-more-housing/

Plans are often shared with the city without them becoming public for many months. I follow the building department applications pretty closely and there's stuff on their web portal that was submitted six months ago or longer that hasn't been processed yet. And we're talking relatively simple stuff.

Some cops suck, too

The 2010 money was divvyed up among multiple states, not just California. Among them was Michigan. And I've noticed in recent days that there seems to be a recurring theme among anti-rail folks in Ohio who keep referring to California's very expensive high-speed rail project as a reason not to do an Amtrak 3C Corridor. The differences are so many I couldn't even begin to list them all here in a reasonable period of time. And that's how the rail-phobes can win again. When an anti- campaign is trying to turn out a quick-hit reason to just say no, it's a lot easier for vulnerable brains to absorb that than all of the reasons why these aren't parallel projects.

Yes it did and no they aren't. The line west/north of the B&O station was abandoned and removed in early 1980s. After 40 years, the B&O's two bascule bridges are thoroughly rusted in place.