KJP

I think we need to start a new string about funny/scary transit/driving stories....

Nice article, Ms. Pettypiece, if that is in fact your real name

By the way, I love your new avatar, X!

http://www.latimes.com/news/local/la-me-larail26feb26,1,6780085.story?ctrack=1&cset=true Gov.'s Plan Is a Boon to Area Rail Infrastructure proposal aims to cut truck traffic and overall pollution by unclogging train routes. But it depends heavily on private sector funds. By Caitlin Liu and Amanda Covarrubias, Times Staff Writers February 26, 2006 Gov. Arnold Schwarzenegger's $222-billion infrastructure improvement plan for California has the potential to transform the region's antiquated rail system, which has become increasingly congested with freight and passenger traffic. Southern California's railways remain a relic of the pre-World War II era even as the region has become one of the world's top gateways for goods in the 21st century. With rail space at a premium, freight carriers compete for time with burgeoning commuter rail lines — an arrangement that has left the Southland's Metrolink system struggling to keep its trains on time. Officials estimate that rail traffic will increase more than 40% in the next decade, creating more-severe congestion. Although the governor's freeway improvement proposals have garnered the most attention, transportation experts say his ideas about rail expansion might have a much greater effect on Southern California in terms of transit and the economy. The governor's proposal calls for spending billions of dollars on rail line improvements, such as adding tracks, creating grade separations — overpasses or underpasses to keep train and auto traffic separate — at dozens of rail crossings, and expanding cargo-loading facilities in an effort to speed up trains. The goal, administration officials say, is to encourage more use of freight trains to help clear freeways of cargo-carrying trucks — and, it is hoped, reduce diesel pollution. "The freeways are already too congested, and so part of the governor's strategic growth plan is for capital investments," said Sunne Wright McPeak, Schwarzenegger's secretary for business, transportation and housing. The governor's plan is generating excitement in rail and commerce circles, with officials saying it has the potential to make significant improvements in the movement of goods. But some Democratic legislators believe some of the financial details are too optimistic. Some leaders of the Legislature last week said they wanted to scale down the infrastructure plan. Furthermore, communities along rail lines worry about the noise and pollution that would come with more trains. In the city of Commerce, officials say residents suffer health problems from truck and train shipping centers in and around the community. Three years ago, an out-of-control freight train derailed in a residential area, flattening several homes. "We suffer the impacts of overflow…. We've seen increased incidents of cancer, asthma, bronchitis and learning disabilities," said Councilwoman Nancy Ramos, who calls herself a "second-generation asthmatic" whose children and grandchildren are now "third- and fourth-generation asthmatics." "We are against rail expansion," she said. Hundreds of steel boxes packed with tennis shoes from Malaysia, dolls from Indonesia and electronics from China cover nearly every square inch of the 243-acre Hobart train yard just south of downtown Los Angeles. Hard-hatted workers in two-story mechanical lifts operate metal arms with claw-like steel fingers that grab the containers and place them on freight cars bound for cities across the nation. But with more and more cargo from the ports of Los Angeles and Long Beach arriving around the clock, the mechanical lifts and 8,000-foot trains sometimes have a hard time keeping up. Today the Los Angeles-Long Beach seaport complex is the fifth-busiest in the world, after booming ports in Asia, including Hong Kong and Singapore. Container traffic, which more than doubled in the last decade, is expected to nearly triple in the next 15 years. To keep up, about 114 freight trains now roll across the region on mainline railroad tracks, shared with 70 commuter trains, every day. By 2010, train traffic is expected to grow by 44%, to about 165 cargo and 100 passenger trains a day, according to the Southern California Assn. of Governments. If nothing is done by then, tracks could get so backed up that each train would take an extra three hours and 20 minutes to crawl through the region. By 2025, rail traffic is expected to grow 47% more, to nearly 390 trains a day. The growth in train traffic alarms experts because of potential ripple effects: Delays along rail lines increase the cost of hauling freight, which could cause companies to switch to trucks — further clogging freeways and polluting the air with toxic exhaust fumes. The Southland also depends on a healthy freight transport system for its employment base, economists say. An estimated 550,000 jobs in the region are directly or indirectly associated with trade and transportation activities stemming from the twin ports, which saw trade volumes more than double over the last decade, according to the Los Angeles Economic Development Corp. Planners and economists say trade volume could triple in the next 20 years. Schwarzenegger's plan, now being considered by the Legislature, is the biggest of several efforts in recent years to improve Southern California's rail system. Until now, the biggest project was the $2.5-billion Alameda Corridor, a freight train superhighway opened in 2002 that runs 20 miles from the ports to near downtown Los Angeles. The region's two major railroads — Burlington Northern Santa Fe and Union Pacific — are in the midst of their own infrastructure expansions. Burlington Northern is planning to build a new rail yard in Long Beach to handle the increasing volume of freight from overseas. The company also is building a third set of tracks through the Cajon Pass in San Bernardino County, a key corridor between the San Gabriel and San Bernardino mountains. Yet planners say the congested pass already could use quadruple tracks, and they predict it will need a fifth set of tracks by 2010. Union Pacific is double-tracking portions of its mainline route in the region, including congested areas of Pomona, in east Los Angeles County, and Fontana, in San Bernardino County. Despite these projects, railroad representatives and transportation experts say the system is still in dire need of help. In Colton in San Bernardino County, Union Pacific and Burlington Northern tracks intersect at a 90-degree angle — which means trains sometimes have to wait for each other to cross. The Colton crossing "is a major element in slowing down all the freight in Southern California," said John Husing, a consultant to SCAG. "The whole rail system in Southern California is reaching capacity. The tracks are overwhelmed." The rising freight traffic is also causing problems for Metrolink, which runs about 40 trains a day between downtown Los Angeles and outlying suburbs. "We'd like to go up to 56 trains by 2010," said David Solow, chief executive of the commuter rail service that serves L.A., Orange, Riverside, San Bernardino and Ventura counties. "It's a struggle. I can't add any more trains without more track investment." Metrolink leases nearly half of its 400-mile track system from Union Pacific and Burlington Northern. And their track-sharing arrangement has become increasingly tense. On a recent morning, Metrolink canceled train No. 401 on its Riverside Line after freight cars blocked its path, delaying about 180 passengers for an hour. The next day, the same commuter train was delayed 28 minutes, again because of conflicts with freight haulers. Schwarzenegger's plan would eliminate some street-level crossings and would extend existing tracks around Union Station, allowing trains to move in and out of the depot more freely and without having to reverse directions. The governor also proposes triple-tracking an eight-mile stretch east of downtown to reduce congestion caused by passenger trains sharing tracks with freight trains serving the two ports. The governor also wants the state to borrow $3 billion over the next decade to upgrade the region's freight transport system. The state would provide 20% in seed money, while the private sector and other public sources would contribute the remainder. But critics question whether the private sector will be able to come up with its share of the 80% to cover some of the projects. They also chafe at Schwarzenegger's plan to have state officials, rather than local agencies, determine which projects receive funding. "We tried that approach in the past with the [Gov. Gray] Davis administration, and I don't think it worked very well," said Assemblywoman Jenny Oropeza (D-Long Beach), chairwoman of the body's transportation committee. Oropeza said that instead of earmarking specific projects, the governor should make available a pool of money and allow local transportation officials to determine how best to use it. On this much, many experts agree: Increasing the use of rail is one of the region's best and quickest hopes for reducing freeway congestion and improving air quality. The average freight train, with about 280 cars, takes an equivalent number of trucks off freeways and environmentally is three to four times cleaner, experts say. Also, expanding the freeway network, such as building toll lanes for trucks, could take a decade or more to complete. In contrast, major rail improvement projects could be done in a few years — a much quicker fix for the region's transportation woes and clean air needs. "The governor's plan is a good step forward," said Hasan Ikhrata, director of transportation policy and planning for the Southern California Assn. of Governments. "Something has to be done, and done fast, to keep this region competitive. Now the private sector has to step to the table." ######

As a transit advocate, I have to deal with this at the office all the time. A few folks at the office occasionally take transit, and come back with stories about this crazy guy or that weird person. Others in the office use that as a reason for not riding the bus/train. Yet, when someone comes back with a story about the guy who cut him off on I-480, threw a beer bottle out the window at him, and then followed him off the highway to the police station, no one finds that as a sufficient reason to avoid driving. What's the difference? I suspect it's because we contend that we have to drive and feel somewhat protected by the steel and glass box around us. Yet, the other guy also is driving in such a box, but may use it as a 3,000-pound weapon. Some people just like to rationalize I guess....

All they're doing is filling in the median. That's even more expensive than the third lane addition to I-90 in western Cuyahoga and eastern Lorain counties, completed in 2002. That was a $22.6 million project, for eight miles of widening (but very few bridges). Yet, the proposed new I-90 interchange in eastern Lorain County is projected to cost up to $10 million. Why the new interchange (Of course, I don't have to tell you why, X!)? Avon’s population is projected to skyrocket from 12,000 residents to at least 40,000 to as much as 70,000 people. Since the region isn't growing, this is economic dislocation, as most of these residents are projected to come from Cuyahoga County in search of status, amenity-laden McMansions, and lots of debt-financed stuff to put in them. On the other hand, a stagnant population spread over a larger area must pay increasingly higher taxes per-capita to maintain an infrastructure built for a developed area that's several times larger than it needs to be. Dear exurbanites and to those aspiring to join them: You can run, but you can't hide. You are only exacerbating premature obsolesence and abandonment of existing communities. You remember how successful that practice was on Cleveland? Now, Cuyahoga County as a whole is at risk. Perhaps 50-100 years into the future, if all other things remain equal, the next ring of counties will fall victim to this outward rolling wave of prosperity that never stays in one community for more than a few decades. Surf's up!

Here's the information that was on the PDF.... Urban Design, Land Development and the Innerbelt ... ...what we need to know about the ODOT Plan The panel will include: Steve Rugare Cleveland Urban Design Collaborative Craig Hebebrand ODOT Project Manager James Haviland Executive Director, MidTown Cleveland Hunter Morrison Director, Center for Urban & Regional Studies Youngstown State University Mark Duluk, AIA Arkinetics 7:30 AM - March 13, 2006 U.S. Bank Centre Auditorium 1350 Euclid Avenue, Playhouse Square A joint program of AIA Cleveland, Downtown Cleveland Alliance and Kent State University Cleveland Urban Design Collective Continental breakfast will be served. There is no cost for this event. Please confirm your attendance by contacting AIA Cleveland (216) 575-1242 or e-mail [email protected] AIA Members will receive 1.5 continuing education learning unit (AIA/CES) for attending the event.

^ Is that supposed to be an "I know you are but what am I" type of response? Next thing we'll read is that the corpse had no pulse.

^ Good point. Glad they Believe in Cleveland. I'm telling ya guys, I'm thirsting for the chance to start up my own core-city Internet newspaper. All I need is a few hundred thousand dollars!

Funny you should mention the county's Neighborhood Family Services Center in Ohio City.... I just finished writing an article about its relocation to Old Brooklyn, which will happen Oct. 1. I didn't realize it occupied five floors of the old bank building at West 25th and Lorain. That's going to be a substantial tenant loss for that building -- and a loss of about 300 jobs to the neighborhood. But Ohio City's loss will be Old Brooklyn's gain.

The current Tier I ranking of projects (meaning they are ODOT-funded for a particular year - see http://www.dot.state.oh.us/trac/PDFfiles/2005-2010Tier1+2.pdf ) shows that I-77 will be widened in 2008 from four to six lanes total from Pleasant Valley Road to State Route 82 in Brecksville for $34.8 million. A second phase, now ranked as a Tier II project (meaning its preliminary planning has received ODOT funding), proposes to extend that widening farther south from SR82 to the Ohio Turnpike. Its cost is projected to be $11.6 million.

There also was a PDF sent to me about this Downtown Cleveland Partnership forum, but I won't be able to post its contents until later this evening after I return to my humble abode. ________________________ Dear DCP Members and Friends: We invite you to join us at this informative panel discussion about the Innerbelt reconstruction project: Monday 13 March 2006 7:30 am US Bank Centre Auditorium 1350 Euclid Avenue at Playhouse Square The Cleveland Innerbelt Improvement is an enormous building project for the city of Cleveland - probably the largest single construction project that the city has ever seen. While not a lot of architects, city planners or even urban designers will be involved with its planning, it will have an enormous impact on our city, its future, its access and convenience as well as its livability and vitality. Yet as the proposed plan has developed over the past couple of years, few have been able to take the time or energy to follow its development. Never the less, it is important to know that it will have a profound affect on our lives. Now is a critically important time to know more about this project and better understand what is being proposed. Urban Design, Land Development and the Innerbelt - what we need to know about the ODOT Plan AIA Cleveland, a Chapter of the American Institute of Architects along with the Kent State University Urban Design Center and the Downtown Cleveland Alliance are planning a joint information-sharing meeting next Monday morning, the 13th March, in the Conference room at the U.S. Bank in Playhouse Square. Mr. Craig Hebebrand, Project Manager for ODOT will present the Recommended Preferred Alternative plan along with any other alternatives currently under consideration. James Haviland, Executive Director of MidTown Cleveland will present the perspective of the affected, adjacent communities and their stakeholders. Mr. Hunter Morrison will discuss the opportunities presented by land assembly and real estate development. And Mr. Mark W. Duluk, AIA, will speak on the topic of opportunities for creative urban design. He will focus on the challenges and outcomes of strategies used in the Central Artery project in Boston. As a follow up to this meeting AIA Cleveland through its Executive Board may wish to take a position on important aspects of the plan and the KSU Urban Design Center proposes to work with representatives from several Cleveland architectural firms to react to the submission, and possibly, to suggest some alternative design ideas and concepts for consideration. Your participation in this informative and stimulating event is urgently requested.

Aren't rankings fun? What's the next ranking that we're going to see? That oranges are rated more highly than apples?

Damn, you beat me to it by posting that article. I think it's a tremendous piece, especially since it comes out of the Heartland, rather than from the coasts.

That string was moved to Urbanbar where it died. I've tried to keep interest in the subject, but apparently not many people visit that section.

So would I. If you have any luck finding it, please post it (or a leak).

What? I know, once again I'm being an :ass:

That's why I didn't respond to it.

For someone who just graduated from photographing drunk girls at frat parties, I think you've got a very good eye for architecture. This looks like one of them (and a puker to boot!).... :-D Now, I say this all the time with other photographers (so don't take it personally) -- it looks like we had another neutron bomb attack downtown because it's awfully devoid of people! Also, I love photos that take a couple seconds to discern objects. Thus, this is my favorite photo... Keep 'em coming and welcome to the forum!

And it's not just about rail troubles, but as Gunn points out, transportation troubles overall.

Bizbiz, let me suggest you call Dave Plata at Sun Newspapers. Your story is worth some coverage to light a fire under those who aren't responding. Call the switchboard at (440) 777-3800 and ask the receptionist to be transferred to Dave's desk. Do not say that I asked you to call.

Here's a list of some of their projects... http://www.neighborhoodprogress.org/desktopdefault.aspx?tabid=146

Yes, it can, but at great expense. The problem is the hillside rock formations beneath the soil are shale, which isn't stable. The most common solution is to dig and pour concrete caissons down 200 feet or so to bedrock.

I'm passing this e-mail/press release along as it might interest to many of you.... ______________ I thought you might like to know that in a new national report by PolicyLink, several innovative Cleveland programs are featured as models for ways to revitalize America’s cities. “The Cleveland programs cited in the report could be adapted in other older urban centers to support economic revitalization and expand opportunity for all residents,” said Radhika K. Fox, principal author of the new PolicyLink report Shared Prosperity, Stronger Regions: An Agenda for Rebuilding America’s Older Core Cities. “These Cleveland programs,” she continued, “deserve recognition for supporting the well-being of the city and its residents. The city should be proud of the success these programs have demonstrated.” The programs cited include: The Westside Industrial Retention and Expansion Network (WIRE-Net), for helping companies stay and prosper in the region, and for helping thousands of West Side residents begin careers in manufacturing. While the region as a whole experienced a 21 percent decline in manufacturing jobs between 1993 and 2000, the West Side community experienced a 9 percent increase. The Cleveland Land Bank, for providing community developers with a reliable source of buildable land for three decades. Neighborhood Progress, Inc.’s Retail Initiative, for revitalizing underutilized retail centers and developing new establishments, including two supermarket projects and two shopping center projects in four different neighborhoods, all for the benefit of inner city residents. Cleveland is one of five cities featured in Shared Prosperity, Stronger Regions. The others are Baltimore, Detroit, Philadelphia, and Pittsburgh. Through extensive research, interviews, and analysis, the report identifies over 50 promising policies and programs pointing the way back from stagnation to a future where older core cities are economically competitive places where all residents have the opportunity to participate and prosper. Shared Prosperity, Stronger Regions is the result of collaboration between PolicyLink -- the national organization that uses research, communications, capacity-building, and advocacy to recommend solutions to some of the nation’s seemingly most intractable problems related to economic and social inequity -- and five local community development leaders. The Cleveland partner is Neighborhood Progress, Inc. Shared Prosperity, Stronger Regions: An Agenda for Rebuilding America’s Older Core Cities can be found at www.policylink.org/Research/OlderCoreCities.

I'm pretty sure those stats are covered by Plant Closures magazine. :weird: But in all seriousness, why should a magazine like Site Selection care about business closures? They're weighing the desireability of a given market to new business. That's a better "leading economic indicator" of a region's business climate than a closure, which can be caused by a myriad of factors, most of which have little to do with a region's business climate.