Houston averaged almost two wrecks per week its first year, but has the highest new start light rail ridership of the decade:

 

Apparently in most of these examples people turned left on reds or ran red lights. 

^---- I remember during the Metro Moves campaign that the Houston line was brought up a lot by opponents.

 

    Personally, I think Houston designers made a mistake in allowing those traffic patterns. Automobile drivers are not used to looking for passing traffic on the left before making a left turn.

 

  When I am talking about light rail accidents, I was thinking more of a head-on collision with a freight train where a lot of people die. That's the kind of accident that will suppress ridership due to the bad press.

^ Light rail trains never share the same tracks at the same time as mainline freight/commuter trains, so a head-on crash would be nearly impossible.

They can and do share secondary lines.  Read here about New Jersey's time-sharing agreement: http://en.wikipedia.org/wiki/River_Line_(New_Jersey_Transit)

 

  30,000 to 40,000 people die in automobile crashes in the United States each year. That's a whole lot more than we've lost in two wars!

 

 

Don't think so.

They can and do share secondary lines. Read here about New Jersey's time-sharing agreement: http://en.wikipedia.org/wiki/River_Line_(New_Jersey_Transit)

 

Right, but even in the case of the NJT River Line, freight trains and LRV's won't be on the same track at the same time, so the chances of a head-on collision would be almost nil.

 

This conversation got me thinking... In the US, has there ever been a collision between a mainline freight or passenger train and a streetcar, light rail, or subway train? There are only a few locations in the US where such a collision would even be physically possible.

They know the survivability of a 200mph crash is nill, so they emphasize avoiding crashes.

 

Ironically, the TGV has actually had a couple of derailments at high speed. But because of the stiff design of the articulated trainsets, the trains basically came to a very bumpy stop, remaining upright and parallel to the track. Some passengers had minor injuries, but there were no fatalities in either case.

They can and do share secondary lines.  Read here about New Jersey's time-sharing agreement: http://en.wikipedia.org/wiki/River_Line_(New_Jersey_Transit)

 

Right, but even in the case of the NJT River Line, freight trains and LRV's won't be on the same track at the same time, so the chances of a head-on collision would be almost nil.

 

This conversation got me thinking... In the US, has there ever been a collision between a mainline freight or passenger train and a streetcar, light rail, or subway train? There are only a few locations in the US where such a collision would even be physically possible.

 

 

100 years ago:

http://query.nytimes.com/mem/archive-free/pdf?_r=1&res=9B02E4DA1F31E733A25750C0A96F9C946897D6CF

 

While not exactly a train-on-train:

http://abclocal.go.com/kgo/story?section=news/state&id=6401307

 

And of course the infamous 2008 text-message train wreck:

http://www.msnbc.msn.com/id/26680908/

 

30,000 to 40,000 people die in automobile crashes in the United States each year. That's a whole lot more than we've lost in two wars!

 

 

Don't think so.

 

Maybe he means Iraq and Afghanistan? We have lost about 5,200 soldiers since 2001. I hope he doesn't mean the world wars. WWII alone killed 75 million people.

Personally, I think Houston designers made a mistake in allowing those traffic patterns. Automobile drivers are not used to looking for passing traffic on the left before making a left turn.

 

I'm inclined to agree... There isn't enough separation between the rail line and the automobile lanes.

 

I think Madrid has the right idea:

 

It's not too hard to imagine that photo being taken on Central Parkway, or any other major arterial street.

Kinda doubt you want center-street operation if you're trying to stimulate economic development in addition to providing a transportation benefit.

Kinda doubt you want center-street operation if you're trying to stimulate economic development in addition to providing a transportation benefit.

 

Scaleybark LYNX station in Charlotte. My team at my old job came up with this one, mainly to pull the rail ROW into the middle to get a surface street ROW on the west (left) side to activate those parcels. Shortly thereafter, every parcel on the west side got a private development proposal.

 

My first preference would be for any passenger rail to operate on a dedicated, fully grade-separated right-of-way. However, if that isn't feasible due to cost or other issues, then I think having it run on the surface in a nicely-landscaped center median would be the preferable option. The trains would be highly visible and easy to access, but would still be mostly separated from automobile traffic except at intersections. Proper design of the intersections, including left-turn lanes with dedicated traffic signals (coordinated with LRV preemption, and with no left turns permitted except on a green arrow), would be important, but it can be done.

 

I'm generally not a huge fan of Boston's Green Line (too slow and too crowded), but the rights-of-way along some areas are very nicely-done, and blend perfectly with the surrounding neighborhood.

 

Here are photos of the Anacostia DC streetcar lines currently being installed down the center of the street:

http://streetcars4dc.org/?p=74

 

I would show how were the 2nd largest metro without any form of passenger rail...Then list all the cities around our size or smaller that have rail. 

 

 

Amtrak?

 

^Sorry, a train that rolls through the ass end of the history museum at 3 in the morning isn't really "rail service." More like a Tim Burton movie plot.

In the past two days both major interstates through Cincinnati have been brought to a standstill b/c of accidents. I-71 was turned into a parking lot during rush hour b/c of a chemical spill and I-75 had an accident yesterday which sent a lot of people to I-71, which clogged it up even more. My point is, it would be nice if many of those folks who work downtown and live in the 'burbs had an option for getting to and from work that didn't involve their cars.

My point is, it would be nice if many of those folks who work downtown and live in the 'burbs had an option for getting to and from work that didn't involve their cars.

 

And, it would also be nice for those who live downtown but going to the burbs.  We met up with family last night for dinner, and it was a nightmare.  We skipped I71, but all the roads were congested with people trying to avoid the highways as well.  It took at least 70 minutes to get to the Kenwood Mall area.  It would have been nice to have taken light rail instead.

 

One argument people use against public transportation is that it takes too long and driving is just faster.  I don't understand how sitting in traffic saves anyone time.

I always like it when it snows and both the Kenwood Cut and the Cut in the Hill are totally toast. It's so awesome that there's no other way to get around than by car.

Don't worry, Cincinnati is far from alone.

 

Orlando's highways are almost perpetually at a standstill, especially I-4. They just passed Cincinnati in metro population and are sitting on Dayton-sized infrastructure. And no way to pay for more, especially now. The central nexus of Orlando highways has an interchange lane that is one lane wide. This backs up traffic for 6 miles in both directions.

 

Atlanta is a mess. Always. Even with rail. MARTA in Atlanta is like trying to save a man with a triple bypass when every artery in his body just exploded.

 

Chicago? Hahaha. YOU drive on the Kennedy any time before 2 in the morning. And they have more rail than anyone but New York. If it's not breaking down or plunging off the tracks.

 

It's not just Cincinnati that is a mess. America is a mess. We need three things to happen at once: Denser, better planned communities; rail infrastructure; the money to pay for it all.

Don't worry, Cincinnati is far from alone.

 

Orlando's highways are almost perpetually at a standstill, especially I-4. They just passed Cincinnati in metro population and are sitting on Dayton-sized infrastructure. And no way to pay for more, especially now. The central nexus of Orlando highways has an interchange lane that is one lane wide. This backs up traffic for 6 miles in both directions.

 

Atlanta is a mess. Always. Even with rail. MARTA in Atlanta is like trying to save a man with a triple bypass when every artery in his body just exploded.

 

Chicago? Hahaha. YOU drive on the Kennedy any time before 2 in the morning. And they have more rail than anyone but New York. If it's not breaking down or plunging off the tracks.

 

It's not just Cincinnati that is a mess. America is a mess. We need three things to happen at once: Denser, better planned communities; rail infrastructure; the money to pay for it all.

 

Orlando is close, but i don't think they have passed Cincinnati yet

http://en.wikipedia.org/wiki/Table_of_United_States_Metropolitan_Statistical_Areas

Economists have concluded that drivers who face uncertainty due to weather or accidents value their time lost due to these kinds of incidents at up to four times what they value their time in a non-eventful commute. As truck traffic increase by 2.5 times on I-75 over the next 25 years, there will be more events like this and more demand for rail running on its own guideway and unaffected by weather or accidents.

Don't worry, Cincinnati is far from alone.

 

Orlando's highways are almost perpetually at a standstill, especially I-4. They just passed Cincinnati in metro population and are sitting on Dayton-sized infrastructure. And no way to pay for more, especially now. The central nexus of Orlando highways has an interchange lane that is one lane wide. This backs up traffic for 6 miles in both directions.

 

Atlanta is a mess. Always. Even with rail. MARTA in Atlanta is like trying to save a man with a triple bypass when every artery in his body just exploded.

 

Chicago? Hahaha. YOU drive on the Kennedy any time before 2 in the morning. And they have more rail than anyone but New York. If it's not breaking down or plunging off the tracks.

 

It's not just Cincinnati that is a mess. America is a mess. We need three things to happen at once: Denser, better planned communities; rail infrastructure; the money to pay for it all.

 

Orlando is close, but i don't think they have passed Cincinnati yet

http://en.wikipedia.org/wiki/Table_of_United_States_Metropolitan_Statistical_Areas

 

I was using CSA, not MSA. http://www.census.gov/popest/metro/tables/2008/CBSA-EST2008-02.xls

 

Either way, I wouldn't be surprised if Orlando starts leveling off. Florida is a mess.

Just wait until the 75 widening starts. They are going to have to reduce the lanes. Too bad this town don't have another other options.

^Here's an example of an actual federal project that, aside from perhaps a couple of reconfigured interchanges, our officials should have been saying they absolutely don't want.

 

"As truck traffic increase by 2.5 times on I-75 over the next 25 years..."

 

I doubt it. Projections say that petroleum production is going to decrease from here on out.

Fuel costs are just one big issue. The other is: who's going to drive those trucks? The trucking companies have a serious driver shortage problem. They can't find enough people willing to drive trucks, especially for Over-The-Road trips.

 

Sorry to get this off truck, er, track!

I wouldn't be surprised to see Martin Luther King Dr's homes and apartments (stretch between the parkway and dixmyth) demo'd in the name of improving traffic flow, when really it's a UC effort to suburbanize its front door.  They're already crowing about the "signature" overpass planned for MLK over Central Parkway, ala the clunky Paddock Rd. "gateway" bridge. 

^UC will be sorry in about 10 years if it surburbanizes within the next few years. I have a feeling that kids hitting college in the next 10-15 years may vomit at anything associated with suburbs. Streetcars and light rail will draw them in, but if it ends up looking like a train ride through Florence they still won't attend the school.

I'm not sure I'd describe that removing the homes along that stretch as 'suburbanizing' and I don't think that if they did that the entrance to UC would ever look anything like Florence. I'd also add that UC has made itself more urban over the years as it swallowed up the parkland (and created MLK Drive) that had made the campus suburban when it was founded. UC has poor access and unless Jake's tunnels get built it is always going to continue to have problems. I guess I've got a bit of 20s progressive in me, but I'd be happy to see MLK look a bit more like Victory Parkway and less like it does now.

The homes along MLK up the hill from Hopple Street interchange to Dixmyth will almost certainly be removed when that interchange is reconfigured.  The whole place is going to look very, very different.  They aren't tearing them down to suburbanize, but actually to add a bike path and better pedestrian access to and from Camp Washington.  Plus, the planned I-75 light rail station for UC will be right there by the Hopple Street interchange.  To get to UC from there, people will walk this path.

 

Although, I can't imagine having to walk up that hill every day.. That's one of the biggest reasons I live in CUF as a UC student, instead of Camp Washington, where I found a lot of inexpensive nice places.  I couldn't bring myself to bike up that hill every day.. especially to and from my studio at 3 AM. 

 

    The U.C. area is the only area in the City of Cincinnati that is getting substantially denser. If they tear down some houses to widen MLK, all of the other new construction will more than make up for it.

 

 

Plus, the planned I-75 light rail station for UC will be right there by the Hopple Street interchange.

 

Is there an official plan?

Plus, the planned I-75 light rail station for UC will be right there by the Hopple Street interchange.

 

Is there an official plan?

 

Not exactly, but there's an ODOT plan for the Hopple Street interchange that preserves ROW for light rail.  The ROW is designed so that there's room for a station near the interchange.

From plans I've seen, the station appears to be located approximately where the cheap motel is now.

Can someone link any kind of concept plan for this one and also the I-71 MLK interchange proposal? I've googled but can't find much.

 

The U.C. area is the only area in the City of Cincinnati that is getting substantially denser. If they tear down some houses to widen MLK, all of the other new construction will more than make up for it.

 

 

 

otr?

 

    There are good things happening in OTR but I doubt if the new construction is keeping pace with the hundreds of vacant buildings that are gradually deteriorating.

 

  There may not have been many demolitions lately but if those buildings don't receive any attention soon, we are going to lose hundreds of them in the coming decade or two.

 

   

More progress to report, this time on the Fountain Square transit hub.

 

Click on the images below for the full-size versions:

 

 

Here's an enlarged section:

 

Are those 600ft. trains?  Jeepers. 

Make no little plans.

Corryville Station:

 

 

Highland Heights Station:

 

 

Entry kiosk at Fountain Square:

 

Great work LIG...really impressive stuff.

Corryville Station:

 

 

Highland Heights Station:

 

 

Entry kiosk at Fountain Square:

 

^Wow, amazing work.

Thanks... Much appreciated.

Station Architecture Pages Posted

 

I’ve uploaded the pages describing the Fountain Square transit center, Corryville station, and Highland Heights station. Fountain Square, at the intersection of the Red Line, Orange Line, Gold Line, and Green Line, is the primary transit hub of the Metro Cincinnati system and the gateway to downtown Cincinnati. Corryville was selected as an example of a typical deep-bore subway station in an urban setting, and Highland Heights was selected as an example of a typical above-ground station in a suburban location.

 

Forthcoming updates will include some fine-tuning of the routes and maps, further explanation of the design process for the station architecture, information regarding proposed streetcar service, and a written background exploring the history of urban rail transit in general and public transit in Cincinnati in particular. A final draft of the project will be ready for review by my academic committee by March 1st.

 

As always, your feedback is appreciated.

Good work.  Do you address the fact that the Highland Heights station to NKU is not really walkable (to the average NKU student)?  I see no mention of a circulator/shuttle ala UMD from the Green Line in Washington, DC. 

Ideally, I'd love to see a streetcar line running through Fort Thomas (my hometown -- not that I'm biased, mind you) that roughly follows the TANK #11 bus route and terminates on the NKU campus, with a stop at the Red Line station on US 27. Barring that, there would presumably be some sort of shuttle bus service between the Red Line station and the campus. My project doesn't deal with bus routing so I didn't really address it, but I've added some verbiage to the page indicating how the campus would be accessed.

 

I considered running the Red Line straight through campus from I-471 via a short stretch of I-275, but getting the line back over to US 27 from there would require either a fairly roundabout route, or the condemnation of quite a lot of private property.

if i had enough money, i would give enough to have this built.

I accept payment in the form of cash, PayPal, and single-malt scotch. :)