Is there no shelter at the Central Parkway stop?

 

I know there isn't at Washington Park to prevent blocking Music Hall.

So, does anyone know when they'll start testing car 1175?  I can't wait to see it rolling around the neighborhood!

Mid-November, on Sundays to start

 

I revisited Travis's idea from the map that he posted a few pages back dealing with an extension to Northside partially using the old subway tunnels and added my own details.  The existing line would be extended northward to McMicken where it cuts over Stark St. in the area of  Hanna Playground and then enters the underground.  The old Brighton station is used as a stop. The line emerges from the tunnels south or Marshall and travels in a dedicated right of way in between I-75 and Central Parkway.  with further stops at Marshall and Monmouth Avenues to try to serve Camp Washington.  The tracks get back on the Parkway for a Cincinnati State stop.  Then they can either go through Mt. Storm Park over a new dedicated viaduct to the Metro transit center in Northside as shown, or they could use the existing Ludlow viaduct and take a right on Spring Grove to get to the transit center. 

 

Putting a station at the new Hopple St. overpass could make a lot of sense if the City sells the maintenance garage property and encourages a high-density development on the site something like what exists at I-71 and Dorchester/Eden Park.  The site has great visibility and access from the interstate and combined with transit access it could make for a valuable office/hotel site.  Also, the county (I believe) owns the old Workhouse property across the highway, which is now the site of the salt dome and Camp Washington Urban Farm.  Assuming a transit line on the east side of I-75, development of that property on the west side would be helped with a pedestrian bridge over the interstate, since the new Monmouth St. overpass is a bit too far north.  There are also a lot of people living in the Clifton Colony and Forum apartment complexes east of Central Parkway.  Currently those complexes, which have several hundred units each, have no convenient bus access. 

 

I revisited Travis's idea from the map that he posted a few pages back dealing with an extension to Northside partially using the old subway tunnels and added my own details.  The existing line would be extended northward to McMicken where it cuts over Stark St. in the area of  Hanna Playground and then enters the underground.  The old Brighton station is used as a stop. The line emerges from the tunnels south or Marshall and travels in a dedicated right of way in between I-75 and Central Parkway.  with further stops at Marshall and Monmouth Avenues to try to serve Camp Washington.  The tracks get back on the Parkway for a Cincinnati State stop.  Then they can either go through Mt. Storm Park over a new dedicated viaduct to the Metro transit center in Northside as shown, or they could use the existing Ludlow viaduct and take a right on Spring Grove to get to the transit center. 

 

Putting a station at the new Hopple St. overpass could make a lot of sense if the City sells the maintenance garage property and encourages a high-density development on the site something like what exists at I-71 and Dorchester/Eden Park.  The site has great visibility and access from the interstate and combined with transit access it could make for a valuable office/hotel site.  Also, the county (I believe) owns the old Workhouse property across the highway, which is now the site of the salt dome and Camp Washington Urban Farm.  Assuming a transit line on the east side of I-75, development of that property on the west side would be helped with a pedestrian bridge over the interstate, since the new Monmouth St. overpass is a bit too far north.  There are also a lot of people living in the Clifton Colony and Forum apartment complexes east of Central Parkway.  Currently those complexes, which have several hundred units each, have no convenient bus access.

 

Wanted to ask about that. Where would the track be running as it passes Hopple? Aren't there existing tunnels there with a southbound portal but no northbound portals or something? Is the new Hopple Street bridge too elevated to have a station (requiring elevators to reach the bridge level from the tracks?) Is it pedestrian friendly enough? If these issues could be dealt with Hopple would make a great stop because it is closer to the heart of Camp Washington than the Monmouth stop I envisioned. But I agree there could be some great TOD along Central for example a residential mid rise replacing the stand alone Credit Union, something at those garages, etc.

 

EDIT: oh, you mean have the stop be slightly north of Hopple with a new pedestrian bridge over I-75 to serve the stop?

With the recent "improvements" Central Parkway at Hopple went from being an odd situation to a bizarre one.  The Hopple St. tunnel appears to have survived the affair completely intact, although I haven't walked in it for about five years so it's possible there is a pillar or some other intrusion into it (for example, the center pillars of the Music Hall skywalk block the narrow sliver of the southbound tube that the water main does not). 

 

The subway ROW emerged from the Hopple St. tunnel, rose on a berm, crossed Bates Ave. on a concrete overpass, then traveled through what is now the City Garage on another berm.  The path the berm followed is still visible.  The City Garage property is approximately 800x400 feet, and including the redevelopable flat land immediately east of Central Parkway (Rest Inn, White Castle office, Frisch's), the total site is about 800x800 feet.  So somewhere between 10-15 acres of buildable land.  Also, redevelopment of the city-owned land could include a legal apparatus that directs a fee (in addition to or in lieu of city property tax sort of like a TIF) to operation of the line. 

The Hopple Street subway tunnel (or at least the portals) was specifically mentioned in the Mill Creek Expressway EIS from a handful of years ago.  That doesn't mean they couldn't have messed it up, but my guess is they didn't.

The Hopple Street subway tunnel (or at least the portals) was specifically mentioned in the Mill Creek Expressway EIS from a handful of years ago.  That doesn't mean they couldn't have messed it up, but my guess is they didn't.

 

The tunnel isn't even necessary anymore because the 4-way intersection it traveled beneath doesn't exist anymore.  The I-75 work also eliminated a needed grade crossing or bridge/underpass at Bates Ave., and it appears that a transit line could be built beneath the new Monmouth St. bridge without modification.  The I-74/75 ramps near Cincinnati State will soon disappear, so that odd issue will suddenly become a non-issue. 

 

So if the old rapid transit ROW were put to use on its historic alignment after the reconstruction of I-75 is finished, just these few modifications to plain dirt would be needed:

-new railroad overpass over Marshall Ave.

-rebuild about 500 feet of Central Parkway about 20 feet east of current alignment just north of Marshall Ave.

-outfit existing Hopple St. tunnel with lights, etc.

-create ROW across City Garage property, possibly as part of redevelopment

-rebuild Ludlow Viaduct deck with streetcar/light rail tracks embedded

 

Of these items, rebuilding the viaduct deck is probably the most expensive and the only one that would be disruptive.  Other than the water main in the subway tunnel, there would be zero utility work until the line hits Hamilton Ave. in Northside.  The only problem with Northside is that there is no obvious turnaround point for streetcars after a line passes Hoffner Park until all the way up by the U-Haul place just uphill from The Comet.

What is the maximum capacity of the car and what kind of demand would make it worthwhile to operate between 1 or 1:30 and 2am?

 

You don't want the drunks on the thing.  They won't respect it.  Ride the NYC subway at 3am and you'll see the sort of idiocy we can expect here. 

 

I think Jake may be right about this.  Plus, having drunks possibly making nuisances of themselves at any of the stops during the wee hours wouldn't be so great for nearby residents either.  Better if the night owls just call Uber.

^^What if you went into the planned new Metro Transit Center (parking lot behind Django) an used that as your turnaround?  Or, make it to the transit center, then cross Blue Rock and get on the CH&D/B&O right of way in the American Can parking lot, follow it east to Crawford Ave, and then go up to College Hill on the College Hill Railroad Right of Way?  (Thanks jjakucyk[/member] for your website map without which I would not have been able to articulate that last sentence!)

I've seen the same late at night on the red line in Chicago though to be honest it's more people acting dumb than anything harmful and its probably better than having drunk drivers or drink people wandering at night.

I've seen the same late at night on the red line in Chicago though to be honest it's more people acting dumb than anything harmful and its probably better than having drunk drivers or drink people wandering at night.

 

The problem is that the streetcar pretty much only travels through entertainment areas.  Basically drunks and only drunks would be on the thing at closing time.  It wouldn't take long before a streetcar operator backed the thing into the garage for the night and found somebody passed out.

 

^^What if you went into the planned new Metro Transit Center (parking lot behind Django) an used that as your turnaround?  Or, make it to the transit center, then cross Blue Rock and get on the CH&D/B&O right of way in the American Can parking lot, follow it east to Crawford Ave, and then go up to College Hill on the College Hill Railroad Right of Way?  (Thanks jjakucyk[/member] for your website map without which I would not have been able to articulate that last sentence!)

 

The easiest turnaround would be to simply do a single-track circle of Hoffner Park using Palm St (yes, I know Northside well enough to know where Palm St.  There would be room for a layover track too in that area. 

That's very good news that we can expect 12 minute headways with only 3 cars running. We should never rely on all 5 cars running (one should be kept as a hot spare).

 

5 cars will never ever run at the same time.

I revisited Travis's idea from the map that he posted a few pages back dealing with an extension to Northside partially using the old subway tunnels and added my own details.  The existing line would be extended northward to McMicken where it cuts over Stark St. in the area of  Hanna Playground and then enters the underground.  The old Brighton station is used as a stop. The line emerges from the tunnels south or Marshall and travels in a dedicated right of way in between I-75 and Central Parkway.  with further stops at Marshall and Monmouth Avenues to try to serve Camp Washington.  The tracks get back on the Parkway for a Cincinnati State stop.  Then they can either go through Mt. Storm Park over a new dedicated viaduct to the Metro transit center in Northside as shown, or they could use the existing Ludlow viaduct and take a right on Spring Grove to get to the transit center. 

 

Putting a station at the new Hopple St. overpass could make a lot of sense if the City sells the maintenance garage property and encourages a high-density development on the site something like what exists at I-71 and Dorchester/Eden Park.  The site has great visibility and access from the interstate and combined with transit access it could make for a valuable office/hotel site.  Also, the county (I believe) owns the old Workhouse property across the highway, which is now the site of the salt dome and Camp Washington Urban Farm.  Assuming a transit line on the east side of I-75, development of that property on the west side would be helped with a pedestrian bridge over the interstate, since the new Monmouth St. overpass is a bit too far north.  There are also a lot of people living in the Clifton Colony and Forum apartment complexes east of Central Parkway.  Currently those complexes, which have several hundred units each, have no convenient bus access. 

 

 

Ehhhhhhhhhh. I'm gonna say yes to his first idea, which was Monmouth and that I don't think Hopple would work.  Hopple is a HORRENDOUS pedestrian experience.  Monmouth is a nice easy walk to Camp Washington.  Hopple is 100% for cars only now. The Camp has some room for growth and I feel that a station there would be easily accessble to that area. 

The Camp has some room for growth and I feel that a station there would be easily accessble to that area. 

 

I revisited Travis's idea from the map that he posted a few pages back dealing with an extension to Northside partially using the old subway tunnels and added my own details.  The existing line would be extended northward to McMicken where it cuts over Stark St. in the area of  Hanna Playground and then enters the underground.  The old Brighton station is used as a stop. The line emerges from the tunnels south or Marshall and travels in a dedicated right of way in between I-75 and Central Parkway.  with further stops at Marshall and Monmouth Avenues to try to serve Camp Washington.  The tracks get back on the Parkway for a Cincinnati State stop.  Then they can either go through Mt. Storm Park over a new dedicated viaduct to the Metro transit center in Northside as shown, or they could use the existing Ludlow viaduct and take a right on Spring Grove to get to the transit center. 

 

Putting a station at the new Hopple St. overpass could make a lot of sense if the City sells the maintenance garage property and encourages a high-density development on the site something like what exists at I-71 and Dorchester/Eden Park.  The site has great visibility and access from the interstate and combined with transit access it could make for a valuable office/hotel site.  Also, the county (I believe) owns the old Workhouse property across the highway, which is now the site of the salt dome and Camp Washington Urban Farm.  Assuming a transit line on the east side of I-75, development of that property on the west side would be helped with a pedestrian bridge over the interstate, since the new Monmouth St. overpass is a bit too far north.  There are also a lot of people living in the Clifton Colony and Forum apartment complexes east of Central Parkway.  Currently those complexes, which have several hundred units each, have no convenient bus access. 

 

 

Ehhhhhhhhhh. I'm gonna say yes to his first idea, which was Monmouth and that I don't think Hopple would work.  Hopple is a HORRENDOUS pedestrian experience.  Monmouth is a nice easy walk to Camp Washington.  Hopple is 100% for cars only now. The Camp has some room for growth and I feel that a station there would be easily accessble to that area.

 

A few additional thoughts:

 

1. I like the stop at Monmouth too.  It would serve the future renovated Crosley Building as well as the American Sign Museum, as well as some of the historic buildings in Camp Washington along Colerain.  Also Depaul Christo Rey High School on the Parkway side. And, you could still have a large transit oriented development at the City Garage site.

 

2.  I assume the City Garage needs to remain close to the salt pile… What if the Port Authority organized a land swap?  Build a new City Garage facility on a portion of the old Kahn's industrial site.  Then have the Port Authority take over the present City Garage site where it would have more options to build mixed use development including office, hotel, and residential that would be served by streetcar.

 

3.  You could also partner with Cincinnati State to include space for new facilities at the Port Authority developed City Garage site (or at another stop along the streetcar line.)  Part of the rationale for the Cincinnati State-South Cumminsville road bridge connector is providing room for the expansion of Cincinnati State.  Housing for students with children with day care facilities was mentioned.  What if instead the expansion was a short ride down the Parkway on frequent transit?  You could avoid the roughly $40 million cost of the bridge entirely, the facilities would be roughly the same distance away, and served by transit.   

 

You could eliminate the ask for the auto bridge, perhaps get a TIGER grant for the streetcar extension, and perhaps get a federal match for the value of the tunnels.  I like this idea more and more every time I think about it!

 

 

-rebuild Ludlow Viaduct deck with streetcar/light rail tracks embedded

 

Of these items, rebuilding the viaduct deck is probably the most expensive and the only one that would be disruptive. 

 

 

Maybe this is getting into "Beyond the Streetcar" thread territory but I had a question on this.  Would redecking the viaduct require the complete closure of the viaduct for any length of time?  Would redecking the existing viaduct add any years to its expected lifespan?  Or would the cost be so high it would rival the cost of just building a new transit viaduct in parallel?  Just wondering if it would be cost competitive to have something new with dedicated ROW, but if you did build new, you would have to maintain it, plow it in the winter , etc. 

 

Also tunnel entrances (relevant to the proposed Mt. Auburn tunnel as well): How do you keep people out of them?  Would they be blocked with something more extensive than a railroad arm?  I think it would be super stressful for train drivers if they always has to worry about kids playing near the tunnel entrances, etc.  How's it done in other cities?

I've seen the same late at night on the red line in Chicago though to be honest it's more people acting dumb than anything harmful and its probably better than having drunk drivers or drink people wandering at night.

 

Picture the riders of a pedal wagon waiting at a streetcar stop late at night. 

 

I only WISH they were "dumb", as in mute.  They're so loud and obnoxious that just about everyone we know who lives downtown hates the pedal wagons because of it.  I can imagine too easily how annoying it would be to live near a stop and have to listen to a series of drunks screaming night after night as they're waiting to board - or as they disembark - a streetcar.  I know I may sound like an old scold or shrew, harping about this type of thing, but honestly, the quality of life for downtown residents can be greatly harmed by the boorish behavior of some drunks.  It's as though they think they're in the middle of an amusement park instead of a neighborhood.  The same thing still happens in Mt. Adams even though the bar scene isn't as popular there as it once was.  And I won't be surprised if even more bars open along the streetcar route once it's operational.  Sorry, but I think taxis are more appropriate transport for people under the influence. 

 

 

Maybe this is getting into "Beyond the Streetcar" thread territory but I had a question on this.  Would redecking the viaduct require the complete closure of the viaduct for any length of time?  Would redecking the existing viaduct add any years to its expected lifespan?  Or would the cost be so high it would rival the cost of just building a new transit viaduct in parallel?  Just wondering if it would be cost competitive to have something new with dedicated ROW, but if you did build new, you would have to maintain it, plow it in the winter , etc. 

 

Also tunnel entrances (relevant to the proposed Mt. Auburn tunnel as well): How do you keep people out of them?  Would they be blocked with something more extensive than a railroad arm?  I think it would be super stressful for train drivers if they always has to worry about kids playing near the tunnel entrances, etc.  How's it done in other cities?

 

I'm definitely not an engineer but I assume that the center portion of the bridge deck would have to be modified beyond simply having the concrete jack hammered out.  I also assume that doing this would be significantly less expensive than construction of a purpose-built transit-only bridge nearby.  The current Ludlow Viaduct was built around 1992 so it surely has decades of life left in it.  I think the current concrete deck is the original deck, but I might be wrong.  The advantage of putting tracks on the existing viaduct is that a streetcar line from Corryville to Northside via Jefferson and Ludlow could use this same crossing of I-75 and the Mill Creek. 

 

I think pedestrians and cars could be kept out of a tunnel portal with an automated gate like what a parking garage has. 

 

 

 

 

 

 

Per Facebook, 5 years ago today:

And our (much better) streetcar will have its first dead pull on Sunday.

God that was five years ago...ugh.

 

I'm constantly thankful for the hard work people put in to make sure this project didn't just die during all those periods of heavy opposition, ballot initiatives, etc.

I am really excited about this.  The only complaint I have is that I wished the streetcar was red instead of the yellow, seems like it goes better with all the brick in the city.  But that is a very small complaint  :-)

It's not yellow, it's daffodil. :)

I don't know if it's my preference for a more contemporary aesthetic (which could be fleeting, as stylistic preferences often are), but the car delivered Friday is far more impressive-looking than the one displayed five years ago. Of course, the real superiority is not in aesthetics but the uniform low floor, which will be even with the boarding/alighting platform at every door. I wonder why there hasn't been more reporting on that feature in the media.

I don't know if it's my preference for a more contemporary aesthetic (which could be fleeting, as stylistic preferences often are), but the car delivered Friday is far more impressive-looking than the one displayed five years ago. Of course, the real superiority is not in aesthetics but the uniform low floor, which will be even with the boarding/alighting platform at every door. I wonder why there hasn't been more reporting on that feature in the media.

 

The media in this town does not understand what "low floor boarding" means nor would they understand its significance. They are still tweeting junk like, "The new streetcar is here, but will YOU ride it? VOTE NOW ON OUR WEBSITE."

I don't know if it's my preference for a more contemporary aesthetic (which could be fleeting, as stylistic preferences often are), but the car delivered Friday is far more impressive-looking than the one displayed five years ago. Of course, the real superiority is not in aesthetics but the uniform low floor, which will be even with the boarding/alighting platform at every door. I wonder why there hasn't been more reporting on that feature in the media.

 

The media in this town does not understand what "low floor boarding" means nor would they understand its significance. They are still tweeting junk like, "The new streetcar is here, but will YOU ride it? VOTE NOW ON OUR WEBSITE."

 

So few people have ridden the bus that they don't know what happens when somebody in a wheelchair gets on or gets off.  When people say the streetcar isn't faster than a bus on the same route, they're wrong because the boarding process (handicapped or otherwise) is much faster. 

 

So will there be a uniformed conductor to check tickets or plainclothes people to check tickets or both?

 

They will do random checks on board. You do not need to display your ticket when you board.

What is the fine for riding without a ticket? in Germany it's been bumped up to ~$64.

Also, the talk radio crowd seems to be unfamiliar with honors-system ticketing, which worldwide probably outnumbers controlled-access turnstiles like what exists in NYC and Washington. 

Aren't parking meters basically the honors system?  I've often not paid and not gotten a ticket.  Same thing.

The media in this town does not understand what "low floor boarding" means nor would they understand its significance. They are still tweeting junk like, "The new streetcar is here, but will YOU ride it? VOTE NOW ON OUR WEBSITE."

 

So few people have ridden the bus that they don't know what happens when somebody in a wheelchair gets on or gets off.  When people say the streetcar isn't faster than a bus on the same route, they're wrong because the boarding process (handicapped or otherwise) is much faster.

 

Amy Murray has often talked about how great the Southbank Shuttle is but I don't think she has ever witnessed its wheelchair boarding process. The driver has to park and get out to operate a lift at the back of the bus. Easily 5+ minutes; not great for traffic say around rush hour at the Walnut & Freedom Way stop.

 

Also, the steps on the shuttle are much steeper then Metro/Tank buses which I've seen cause boarding issues with older riders.

The media in this town does not understand what "low floor boarding" means nor would they understand its significance. They are still tweeting junk like, "The new streetcar is here, but will YOU ride it? VOTE NOW ON OUR WEBSITE."

 

So few people have ridden the bus that they don't know what happens when somebody in a wheelchair gets on or gets off.  When people say the streetcar isn't faster than a bus on the same route, they're wrong because the boarding process (handicapped or otherwise) is much faster.

 

Amy Murray has often talked about how great the Southbank Shuttle is but I don't think she has ever witnessed its wheelchair boarding process. The driver has to park and get out to operate a lift at the back of the bus. Easily 5+ minutes; not great for traffic say around rush hour at the Walnut & Freedom Way stop.

 

Also, the steps on the shuttle are much steeper then Metro/Tank buses which I've seen cause boarding issues with older riders.

 

Plus the ride is very rough -- rougher than a standard bus and much, much rougher than a modern streetcar

What is the fine for riding without a ticket? in Germany it's been bumped up to ~$64.

 

OnCleveland heavy rail & BRT, it's $25 and a civil matter if the fine is paid within 72 business hours. But if the fare violator doesn't pay within 72 hours, a criminal citation is filed:

http://www.riderta.com/fareviolations

I can just see so many people using it who are going to be surprised by how well it works.  Also, I believe the senior citizens who live along the route are going to love it and, if they ever interview riders, I am certain we will hear from them how nice it is, and that will get to the suburbs and start to turn the narrative around.

 

It's just like when they had the All-Star game and there were people from West Chester and Mason etc. who were interviewed on the news that said, wow I didn't realize how nice it was here on the riverfront considering I hadn't been down here in 10 years! 

 

If you ever watch the nightly news, all you hear about is shootings and this and that, and you know there is a huge amount of folks who are afraid to step foot in downtown.  The streetcar will be 99% good news once it starts running, I predict.

What is the fine for riding without a ticket? in Germany it's been bumped up to ~$64.

 

OnCleveland heavy rail & BRT, it's $25 and a civil matter if the fine is paid within 72 business hours. But if the fare violator doesn't pay within 72 hours, a criminal citation is filed:

http://www.riderta.com/fareviolations

 

Does the Rapid's system where you pay when you get off make this enforcement more difficult?

What is the fine for riding without a ticket? in Germany it's been bumped up to ~$64.

 

OnCleveland heavy rail & BRT, it's $25 and a civil matter if the fine is paid within 72 business hours. But if the fare violator doesn't pay within 72 hours, a criminal citation is filed:

http://www.riderta.com/fareviolations

 

Does the Rapid's system where you pay when you get off make this enforcement more difficult?

 

Every time I visit Cleveland, the Rapid's payment system confuses the heck out of me. Pittsburgh's is far worse though.

Does the Rapid's system where you pay when you get off make this enforcement more difficult?

 

The Proof of Payment system is not used on Cleveland's two light-rail lines. These are the Blue/Green lines, where you pay-enter outbound from the city and pay-exit inbound to the city. POP is used only on the heavy rail Red Line and the BRT HealthLine. The ClevelandStateLine BRT-lite to the west side is operated more like a regular bus route where you pay to enter the vehicle at every stop and in both directions.

 

BTW, if you buy a day pass for $5, you don't have to worry about any of those conditions. Just slide the pass through the fare machine or turnstile whenever you are faced with one. Ditto for when an RTA cop asks to see your fare media.

streetcar interior

Wonder when the opponents will figure out that while they were focusing on the limited-route streetcar, we actually built the core of a regional rail system complete with light rail vehicles

Wonder when the opponents will figure out that while they were focusing on the limited-route streetcar, we actually built the core of a regional rail system complete with light rail vehicles

 

I recently completely converted a coworker of mine who was a staunch opponent simply by spouting off some facts about light rail/ streetcar success in america and mentioning this very fact. I think people believe its a toy for tourists and dont understand the extent of how well redeveloped the route has been to maximize walkability and access without moving a few blocks to repay for parking etc until we mention those benefits to them.

So apparently the street car will have it's dead pull session around the OTR loop from 9-5pm on Sunday.

 

Can someone please record a few minutes of it traveling along the tracks in otr? I don't think I'll be able to make it down there that day, but I would love to see the passerby reaction. 

^sounds interesting! 9-5 is a broad window of time, anybody able to narrow it down a little more time specific? Also, "dead pull"? K, probably someone has posted 'bout this before but it's gotta have some power at least for brakes. How is this accomplished...and maybe lights and turn signals too?

It will be towed so the tow truck will be doing the braking. They were able to turn the lights on when unloading it so I imagine whatever tactic they were using then I'm sure they'll use now.

 

It will take from 9-5 to make it around the loop. It won't be traveling fast at all and will therefore be slowly making its way through the course over that time period. So at any point from 9-5 it will be somewhere along the line.

^ it's a beauty. The cabin is spacious and with soft, curvy lines that' s gonna make it really popular. If it's quiet and smooth-running, it's a real winner

Looks exactly like the streetcars we rode around in Berlin this spring.  They haven't even unwrapped it yet!

 

streetcar interior

The Enquirer followed it this morning.

 

http://www.cincinnati.com/story/news/2015/11/08/live-streetcars-first-trip-around-cincinnati/75410800/

 

If you don't want go there.

 

@PBrennanENQ and @MegVogelphoto have pics on their twitter feed.

 

And Derek Bauman[/member] recorded a couple Periscope sessions today:

 

https://www.periscope.tv/w/aQ-AijM3MDQyOXwxdk94d25YeXBibUpC6kEz85eXoKGhYwPo1RFHJaJ3RsTZJinVZrOMCVj1HPA=

https://www.periscope.tv/w/aQ-ErDM3MDQyOXwxdk94d25YTXdkTUpC58RbJumuZisr7y5K6FdU2QJVuL2aT9Zm7HAW5rNTx3E=

 

 

Also, four years ago today we were celebrating a No on 48 win.  :-D

Accidental cross post, but hey, new streetcar.

 

Looking great.