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    In such a hurry that they’ll drive on the sidewalk. But yet they spend, who knows how much time arguing and threatening.

    True genius. Or in this case. Douchebags.


    C Monroe

    Sorry, concrete median…underpass..cloverleaf…no sidewalks..that is a highway even if you are trying to fool yourself and your agency.


    Eric McClure

    Faith in humanity restored. Except for those jerks driving on the sidewalk.


    Margaret Williams

    And there is no suburb in St. Louis called Lindbergh…



    You from STL?

    We are going to resist this. We shouldn’t let the Ram’s owner extort us out of money. There is already productive city at that site.



    WE WIN!!!!

    Just to clarify a few things. This shot is from St Louis county, not St Louis City… The city has notably better infrastructure than the county, but we still aren’t that walkable.

    St Louis county is an amalgamation of some really affluent municipalities (Clayton), and some really bankrupt ones (Ferguson).

    These municipalities are always busy fighting over who gets the next big box store, and not really coordinating well with each other. (This may have something to do with how a bus stop ended up in such as bad place).


    Ed Lincoln

    There’s no money left for bus stops when it’s all being used to subsidize pro sports teams!


    Jake Wegmann

    Wow. Absolute fearlessness. I’d say I admire those guys–and I guess I do–but I couldn’t condone anyone copying their tactics.

    One thing that strikes me in that video is the fury with which entitled people react when their privileges are directly threatened. I don’t think that’s just in Russia, that’s universal.


    joe redford

    I thought asholes were only in America. Why are they driving on the sidewalk?


    Patrick Kennedy

    I will answer the question as to why city council matters. First, TxDOT has said they want to do what Dallas wants. Second, we have 6 of 14 council seats opening up due to term limits and none term limited in two years, meaning the next council will sit for four years. This is unprecedented. 345 is but one issue, it just so happens to be the most pressing since it is falling down and we don’t really care to spend $240 million to keep it standing for 20 years. Third, we have some great leadership at TxDOT who are beginning a public visioning process to explore all possibilities of all highways in and around downtown. The new council will help guide the city through that process. And then every issue thereafter where we want smart, independent thinking people focused on making Dallas a better city as a priority.


    Alex Brideau III

    Even better would be some street furniture (perhaps benches or potted trees bisecting the sidewalk every few feet or so) as they would not only discourage illegal driving but also add some pleasant amenities for those walking.



    The issue is that what probably was a standard intersection was converted into a freeway style cloverleaf. The counter to this would be a signalized intersection with triple lefts and channelizers like Valley View and Katella in Orange County, CA. That would not necessarily be more pedestrian friendly.,-118.0287987,204m/data=!3m1!1e3!4m2!3m1!1s0x80dd2ecfe8973eb3:0x7b675c50d6fade4d



    I love these guys! However, based on what I know of Russia I really fear things will not end well for them.



    When I moved to Mountain View in 1986, there were similar “bus pads” at Moffett Field that had signs encouraging you to pick up hitchhiking servicemen.


    Joe Enoch

    I discovered these last week and was transfixed for at least an hour. The bravery and (mostly) calm demeanor of the activists in the face of such hatred and entitlement is astonishing. It seems to be working though because in some of the later videos, the drivers immediately back up or acknowledge they’ve been had by the “stop a douchebag” movement.



    Wow, by comparison the 1950s-era “bus pads” along Highway 101 in Marin County, California look positively civilized!×163.jpg


    Jeffrey Baker

    Bah, discus is eating all google maps links these days.


    Jeffrey Baker

    It’s not a freeway but it’s wider than I-5 and has cloverleaf overpasses. What’s the difference?



    As seen from the videos, it’s amazingly how many people are driving on sidewalks. It seems like some bollards would go a long way, although they seem to be driving up curbs too.


    Larry Readman

    Finally an article telling the facts not government fantasy!



    OMG…they really do not screw around over there eh?



    Yes the problem with some of these horrible stops is that eliminating them would make life much worse for people who are forced to use them and instead would have to walk longer distances along the same poor conditions. One option is to detour the bus into private parking lots, as is done with major malls, but you need both approval of the owner, and you risk adding minutes to the trip to accommodate one person.


    Anthony Robert Rayson

    Well articulated, Kathleen! And yes, the Peotone Airport should be stopped, too! Remove the guns from the heads of Eastern Will County farmers. The solutions to the economic problems in Cook County, need to be developed in Cook County. Transportation solutions need to include the input from genuinely interested citizens, who have the welfare of their communities at heart and those running transportation systems – not politicians looking for votes with wild job-projections using inflated projections, and deflated cost-projections. Be honest with people and give them a real stake in their future – not empty promises. Let Peotone finally celebrate being Peotone!



    I do wonder what you think a highway widening would provide, given the manifest failure of such belt-loosenings to solve obesity, err, congestion over the last 50 years or so. Or what, is there not enough evidence yet for induced demand?



    $3 Billion spent on active transportation infrastructure instead of this boondoggle wold make Indiana and Illinois world leaders.


    Austin H

    I largely agree… although hopefully the states that do decide to build their own systems do so in a way that they can actually be linked – choosing the same technologies and standards for both infrastructure (track widths, station platform heights, etc.) and train cars (height, power source, etc.). Otherwise, when we *eventually* get to linking them up into a regional or national network, we might find we then have to spend *even more* billions of dollars on retrofitting each individual system to work with each other.

    I estimate that, without any federal involvement though, the chances that states will arrive at that same conclusion on their own to be approximately zero. There’s always a reason (usually cost) to select a different supplier, who will suggest their own way of installing the infrastructure/building the train cars that *just happens* to slightly differ from (and render useless) everyone else’s similar product… conveniently locking in that supplier as the sole source for all future replacement and expansion needs for that rail line. (See Vancouver’s SkyTrain for an example of how proprietary rights lock-in a vendor in regards to a rail line.)



    “Shrinking” northern Ohio? The freeways here are very congested. In Akron, mainline interstates narrow down to a single lane in at least four locations. I-271 is only four lanes south of I-480 and is a parking lot every day.



    Time to widen the Borman to 8 lanes in each direction, with separate lanes for trucks.



    I hope the new airport down by the Illiana faces the same scrutiny. Chicago already has “third” airports in Gary and Rockford.


    Bill Eastman

    The existing Red Line already serves ACC Highland and others that were in the LRT plan. Route 1 is OVER CROWDED because Capital Metro cut the frequency trying to force riders to the 801, which runs more frequently and cost more. Like Wikipedia says, Rapid in name only. It still gets delayed by traffic and it takes a long time to go from Tech Ridge to Southpark Meadown. Try riding it from end to end around the time a UT Football game gets done, or during SXSW. Capital Metro can’t figure out to run ADDITIONAL buses on Routes 1,3,5,7 during SXSW and ACL. Put me in charge of Capital Metro and I’ll make some real changes. With the first one being IF you work at Capital Metro or any of its contractors, you WILL ride Capital Metro to and from work, no exceptions. If the bus doesn’t come where you live, drive to the nearest park and ride. Then the existing garage for the employess could become additional paid parking downtown.


    Bill Eastman

    IF the powers the be would have proposed a different route for the train, then it might have passed. As always, they catered to UT and downtown. I feel that if the train is going to server ACC, UT, and downtown business alliance, then THEY can pay for it and voted NO. I live in north Austin and if the train had been on either Burnet Rd or North Lamar, then I would have voted YES. The existing Red Line already serves ACC Highland and downtown. And before I vote yes, I want to know how often it is going to run (both days and frequency). I have friends that live near Lakeline and they wished the existing Red Line operated on Saturday and Sunday. Part of the problem is Capital Metro thinks frequency only makes a difference during the week, and some buses on Sundays only operate once per hour, which is UNACCEPTABLE. Bus frequency needs to be every 15 minutes – half hour EVERY DAY (including weekends) if you want to get more people to ride transit. I ride because I don’t have a car. I take MetroAccess to and from work daily. The more bus stops Capital Metro REMOVES, the MORE places I can ride MetroAccess to, though Capital Metro claims MetroAccess is more expensive.


    betty barcode

    Here’s a suggestion: add language to the proposed bill that automatically assumes that drivers are negligent if they strike a cyclist in compliant hi-vis gear, and has a minimum, mandatory license suspension of eight weeks.



    Of course it hasn’t happened. Cyclists going out in winter know that they need to wear a jacket and be prepared. We aren’t going from a heated garage to a heated car to a heated office. It makes us more prepared for the possibility of having to walk the bike if conditions aren’t easily rideable (usually because cars have rutted out the roads in an attempt to drive when it’s ridiculous to do so). Requiring rescue? Doubt it ever happens in towns. We’re talking about commuters here, not Alaskan adventurers.


    joe cipale

    Thank you for proving my point, fool.



    A set amount of revenue to earn for a toll road? Isn’t that the antithesis of the benefits that a good public-private partnership is supposed to provide?



    While it may seem hard to imagine this awful project getting commitments of support from the Illinois governor at this point, if a private bidder emerged, it could change the politics. There needs to be more official recognition that this isn’t a favored project.


    Just Wondering

    Sounds like an interesting idea. But, if it’s an interstate, I wonder where the Texas congressional delegation would stand on the issue. Also, where would the existing auto traffic be re-routed to?



    The national rail system may have to come down to states building their own HSR systems, because Amtrak is certainly not going to grow on its government stipend and run one train a day service. Given Portland-Vancouver HSR recently came up, if it is implemented, I can see them wanting to connect with California’s and so on. It will just be easier to do it piecemeal than to think of upgrading at a national level.



    if we’re talking expansion – the single biggest need right now is orange line south – there are 9 bus lines that run the mile between roslindale square and forest hills – this stretch is often congested, the buses are often full during rush hour. They could easily do one stop to roslindale to help reduce congestion on washington and at forest hills – likely save between 500k and a million a year in operating costs – and then plan to replace the needham line with orange line service – which will need happen eventually anyway. The roslindale stop is by far the easiest, least costly expansion they could do (since there is existing right-of-way and space for a station) – this stop alone would have over twice as many daily riders as the entire south-coast rail project’s most optimistic projections at a tiny fraction of the cost.

    What really bothers me about seeming lack of interest in this project is that the T could more easily find funding for it (both federal and state) – and this would actually save the T money in the long run – it would help the city solve a chronic traffic problem in a major intersection… shave 30-40 minutes off the daily commute of several thousand people… make the southwest part of the city more enticing to much needed development and housing (Roslindale is one of the few receptive neighborhoods to added density). While there are definitely many worthwhile projects that should happen – but this is by far the easiest, cheapest, and would make the biggest impact for the dollar.


    Joe Linton

    that graph is awesome!



    As a long-time transit planner, I can tell you that sometimes you find yourself in a situation where there is no good location for a bus stop. You then have to decide whether no stop is better than a bad stop. Local residents often advocate for the latter, as without a stop they’re stuck. Many jurisdictions don’t want to spend the money needed for even minimal physical improvements, figuring that’s “the bus system’s problem.” Transit systems, on the other hand, don’t want to set a precedent for making street improvements all over town. It’s a difficult situation, made worse by the reluctance of both governments and local residents to compromise auto speed for pedestrian safety. And, yes, this conflict often exists among residents within the same neighborhood. Let’s hope that the examples shown here are the exceptions rather than the rule.


    Angie Schmitt

    Texas DOT has been waiting for guidance from the city and is currently considering a teardown proposal among some other options. Oh, and Dallas has a weak mayor form of government.



    Yeah, how would a majority on City Council give you power to tear down an Interstate? That’s TxDOT’s purview…



    Hmm…is city council the right place to focus this energy/money? It is a state highway we’re talking about, after all.



    Well, then I am happy to be your explanation.



    If you knew where Watertown is located, you’d hardly call it “East Coast.”



    I think you’ve misunderstood me. My mockery was aimed at the motorists.



    Yeah I remember there’s actually plenty of room between the street and the railway–there’s even a gentle slope of a little hill separating the two, but no buildings on the hill side.

    So from the perspective of a bikeway maybe the planners in Amersfoort decided that there was *too much nothing* on the other side (if you live on that street, to go down the street on your bike everyone would have to cross the street from their house mid-block just to get to the cycletrack across the street then cross back anyway once they reached their destination).

    And, as you point out, intersections and driveways are frequent but these are low-car-traffic due to the single-family low-density nature of the neighborhood.



    Uh no one from mariemont wants to travel to mt orab.. it’s suppose to be easier for you country folk to travel downtown.. and crime and trouble? The biggest crime in mariemont is running a stop sign…



    The railway is on the other side of the street. There are intersections, but only with minor streets serving the housing development, not with any major streets.