Jump to content


  • Posts

  • Joined

  • Last visited

  • Days Won


Everything posted by BrandonTO416

  1. Thanks for the recommendations, it still looks like not a single place in town caters specifically to EDM, kind of making my point. However, its good to see those that do incorporate it. BTW Titan, I have always heard the reasons why people don't like EDM and I'm used to it. Too much energy, too busy, too this, too that. I strongly disagree of course, just as I'm sure plenty of people would say the same thing about my comments on country. To each their own. I just wished there were more EDM lovers in Nashville, its not quite as mainstream as it is in other areas. And as I said in the other topic, I am happy to hear projects like 505/CST is coming to fruition. Now if West End Summit could be resurrected from the dead that'd be great.
  2. Well, I haven't found any good electro/house venue in the tourist areas. Considering electro has went from underground to mainstream, its painfully missing in the Nashville music scene from what I've seen. And I've been in town several times in the past year. I will be in town soon again this coming month. This is just a personal preference, I'm not against country fans. Its fine to say Nashville is more than country, but let's also not deny Nashville's core is still country. It is big business in Nashville and its a core tourist attraction. Unfortunately I would rather have ear plugs in, but it is reality. The native TN population is quite diverse, I'm not the only one who feels this way. It is just opinion, afterall. FWIW, I am not particularly keen on hip hop either. And pop'i'fied electro often sucks. I might as well grab the ear plugs for that junk as well. Music to me is about more than just lyrics, I want to walk away feeling energized, like I have been uplifted, I enjoy a positive experience. Listening to hip hop kind of makes me depressed most of the time. Let's just say I don't see Nashville hosting Tomorrowland anytime soon. LOL If you want, google it or youtube it to know what I'm talking about. If you have any advice for venues to check out that might be of interest to me while I'm back in town, my ears and eyes are open. Tell me what to check out, I'm game for it.
  3. Yes, this many times over. I know Nashville is known for a certain style of music and it is (somewhat) native to the region. But there are a ton of natives to middle Tennessee - like myself - that never liked the country genre and its whiney, moaning, twangy sound. Listening to a lot of country is like listening to nails on slate. Hell, I like the music scene in Memphis more than Nashville. The rock and blues and soul is so much more appealing to me than the twang. I'll listen to the tunes coming out of the bars on Beale well before I will pay attention to Lower Broadway in Nashville. It is interesting you bring this up, because I just wrote about this topic on in the Coffeehouse section on Nashville in the past decade. I wrote enough there, so I will spare writing more here. LOL
  4. Love the system, downtown local transit lines are a good idea to invest in.
  5. I'm actually not anti-highway, but I've said before that it should be appropriate investments. For example, I'm not opposed to upgrading I-24 to 8 lanes/4 bi-directional all the way to Clarksville. Clarksville is growing fast thanks to its military presence, and it'll likely be a metropolitan area of 400,000 people by 2040 which is centered only 40 miles from downtown Nashville. Forward thinking has to realize this is going to be a problem and I-24 in its present form can't handle that. It takes years to plan and fund and build an upgrade that significant, and planning has to begin today. I also support a rail line like the STAR service between the two cities as well. But on the contrary, I'd support destructing the central highway system around Nashville as I mentioned much earlier here on this forum. Central Nashville is eaten alive with criss-cross Interstate highway hell. Its more dangerous driving on these merging-hell highways than it is to drive the FDR freeway in Manhattan. Anyway, the point is that infrastructure needs to be updated now, not in 20 or 30 years. Nashville needs governing bodies that fund projects and isn't put to a vote. Although that didn't seem to help AMP, the point still remains something needs to be done about transport in middle Tennessee. The highway system is a mess and there's no rapid transit system.
  6. I'm unsure why these transportation initiatives are often put up to a vote. Did anyone ever have a vote on whether TN-840 would be constructed? Did we ever vote if we wanted to repave West End Avenue? Cincinnati voted to fund and build the Streetcar they've got planned, Charlotte likewise voted for and funded the Lynx system. It seems transit initiatives always face extra scrutiny for some reason, while a mega-highway project wouldn't require a vote, these projects do. Was there a vote to expand I-65 north into Hendersonville to 5-7 lanes bi-directional? No. Did anyone vote on whether or not there should be a multi-level interchange installed at I-440 and 65? No.
  7. I agree that its sad the AMP BRT project can't go forward and be shovel in the ground, ready to construct this next year. I am still for it, but given light of Karl Dean's announcement I don't see how the project has a future. BRT honestly isn't flexible if its done as professional grade. What makes high class BRT service as good as LRT is the fact that it has high concrete platforms where people stand safely away from traffic, and the electronic traffic systems that give light priority status, provide timing and updates, etc. That can't be moved from one location to another. I'm truly technology agnostic. BRT I think would work very well for Nashville, but since Karl Dean is abandoning support (which is disappointing), I think it'd be better to get behind something all transit enthusiasts would support with a unified voice. I think a Nashville Streetcar has aspects that are more agreeable: lowest cost rail option (it doesn't cost much more than BRT), frequent service levels, and for Tennessee's new transit gestapo laws it bypasses the legislature's rules stating you can't have central street platforms. I'm sure a streetcar will face just as much anti-government opposition, but at least the transit community could get behind it with a more solid "yes" voice.
  8. When it comes to mode, here is my preference for different modes of 'rapid transit': *BRT or Streetcars for local transit/small distances in the core. *Articulated LRT or subway/elevated heavy rail for longer distances (however, LRT in this fashion has to be done correctly, it can't have any in-street portions, and it needs to be entirely and completely in its own right of way with no intersections) *Commuter trains either with electrified trains (like Philadelphia) or diesel units (like METRA or Nashville's own STAR service) for very long distances (25, 35, or even 50+ miles) Where I tend to have disagreements is when I hear people try to do everything with one technology. A single LRT line can't be a fast, commuter rail system outside downtown and then all of a sudden switch to in-street operation and maintain service levels. For in-street transport over small local distances, BRT is perfect, as are Streetcars. But articulated LRT meant to service a larger corridor? It makes the system too slow to make it a hybrid that is in-street then pops into its own ROW. I'm technology agnostic, but I'm for the proper use of technology as opposed to one size fits all.
  9. Streetcars are dirt cheap for rail transit though: they don't require huge platforms to board (look at the video earlier for reference). Just a bus-like shelter and notification that its a stop. They are often uni-directional, which saves money. And a uni-directional system allows for higher frequency utilizing fewer vehicles (that's better service/frequency for lower cost than other LRT systems). Since its a circulation system, the frequency is determined by the amount of LRV's they order and install. If they ordered 6 LRV's for the 6.5 mile system, a train would come by every few minutes. Lets say the trains average 15mph as they have to stop at stoplights, on a 6.5 mile route that means one train could come around about 2 times every hour, if you had 6 trains you could easily get that to 12 trains per hour. Since there are 60 minutes in an hour, you could easily expect a train every 5 minutes. You would never need to refer to a schedule.
  10. I'm technology agnostic. I'm thinking about cost per mile vs frequency. The truth is, Streetcars *are* light rail. They're just usually smaller vehicles, lower to the ground, and many systems operate in a unidirectional pattern as opposed to bi-directional. Streetcars are local service, they aren't intended nor are they expected to be an entire city or regional wide transit system. "Light Rail Transit" systems can also be city-wide transit systems with larger, articulated trains that are higher and require platforms to board. You also have systems that have both, in Pittsburgh the T system has high platform doors, and a low street level door up front to board passengers in areas where the T is in-street. LRT is versatile, it comes in many forms. What I'm against is building any form of LRT in street that has long distance. Why? Because its a lot of money to spend for low speed. You want lines like this optimally to never be more than 10 miles in length. If you look at Berlin, they have a massive streetcar/light rail system. But the lines usually feed into commuter rail and subway systems and are usually 5-15km long. The reason why is because in-street rail is too slow to go long distances. BUT, for a central city circulation system they're great. They need their own rights of way outside the core.
  11. ^I don't have the answers, but research can further understand what happened. Divide and conquer is a technique used by many groups. Anti-transit interests clearly were able to get pro-transit people divided. You had people who support transit - but only in the form of rail - who couldn't agree with people like me that are more agnostic toward technology. I clearly outlined how much high frequency you could get for low cost with BRT earlier in this thread, but the fact is many people out there don't care. They want rail. Divide and conquer is also useful for what you described: get people not directly affected by the project against it because they don't want resources and funding to go to it. They'd still want projects for themselves, but not dare go to THIS project. Its death by a million little cuts as opposed to a single event. Nashville doesn't have to stop dead in the water, $75 million in funding from the federal government is not pocket change. If you could get that re-allocated for a redesigned Streetcar system I'd see if something could be done as a new mayor steps into office. But someone is going to have to run on it and get ideas flowing today. Otherwise, it really will be beyond 2020 before Nashville sees any system, if at all. When I was discussing how high frequency BRT can potentially be earlier in this topic, I forgot to mention that Streetcars can have the same low cost and high frequency. Bi-directional LRT in the street really doesn't appeal to me for speed reasons relative to cost to build, but a Streetcar (which is just a lowered Light Rail Vehicle that may or may not have its own dedicated lane) certainly can be cheap enough and frequent enough. You don't have to build expensive stations and just essentially board like a bus and this cuts out tremendous costs.
  12. BTW, a Streetcar system - not a bi-directional in street LRT system - appears to be dirt cheap for steel wheels. All these projects I'm researching are impressive. Cities not that far away from Nashville are building Streetcars as we speak. Atlanta's is about to open, Cincinnati's is under construction. http://www.cincinnati-oh.gov/streetcar/design-route/ http://www.cincinnati-oh.gov/streetcar/streetcar-funding/ Cincinnati appears to be embarking on a 3.6 mile route at a cost of $148 million in the budget already passed. EDIT: my revised concept also bypasses the Beaman lot on West End in favor of the higher density Gulch and Midtown offices/condos to Music City Circle.
  13. I'm not being enthusiastic as much as I'm open minded about transit options as long as its done right. Observing all these battles you have to learn from the lessons they teach. 1) Some West End business elite and country club types are going to strongly oppose transit on their turf 2) You now have to expect big-money, anti-government out of state activists will try to influence local transit projects as we saw the state legislature's handling of AMP 3) The media and politicians in general across Middle Tennessee (not all, but most) really don't understand transit issues enough to properly educate or present ideas to the public 4) People have shown a disinterest in rubber wheels, even among transit supporters. I know it is illogical, I know it is absurd. But it is something that cannot be ignored. With the few facts at hand, I would adjust a project along the following principles: 1) Don't extend any rapid transport system into the same West End neighborhoods where they have not been welcomed before and focus on other corridors. 2) Have a better communications structure, educate the media and public better on what is being done 3) Any future project might as well have rail since you need to get transit supporters in a singular, unified YES voice Lets face it, AMP is dead. Karl Dean just killed it. The next mayor is going to have to pick up the pieces, and yes Nashville is going to be without a real transit circulation system in the core for years to come.
  14. BTW, that routing can be altered for each neighborhood it services. But it hits a lot of important locations with an easy walking distance: Schemerhorn center, lower broadway, Music City Center, Gulch, Music Row (this route has it going through the traffic circle), the central midtown area where most offices and condos are going up, Vanderbilt, it isn't a long walk from the medical district, Centennial Park, One City, then a quick express route back into downtown on Charlotte passing right through the heart of government in front of the capitol. I have it going down 3rd ave so that its closer to the downtown office buildings. It is a very, very good idea IMO. And since its a circular pattern, it wouldn't take many vehicles (another cost savings) to create frequency of all day having a vehicle pass by every 5 minutes so that its actually a usable system. And if any of you in here have better cost estimates, please opine. The initial Portland Streetcar line was 4.1 miles in length and cost only $57 million to build. Source: http://www.portlandstreetcar.org/pdf/capital_and_operations_detail_20100908.pdf Of course this is from 2001, so inflation would make it more expensive today. It is plausible given how much cheaper streetcars are than bi-directional light rail service you could build my concept with a similar or less $175 estimate AMP would have been. Price is going to have to be discussed by people with more knowledge, because prices are all over the map when you look at example systems. Atlanta's 2.7 mile system is costing about $100 million and it opens in December this year. Source: http://en.wikipedia.org/wiki/Atlanta_Streetcar $100 million includes some cost overruns they've experienced, at that price it'd be roughly $240 million for a 6.5 mile Nashville streetcar loop if they had similar costs to construct. And since most of Nashville outside the core is so low density, it may be best to focus on transit in the core, while BRT lite and better traditional bus services bring people into the core from lower density areas (including continued and expanded STAR commuter rail). ALSO, since it is focused on the central city, I think it'd be great to build a parking garage along Charlotte and maybe another location along its route to help dedicate those parking funds to Streetcar operation to see if you could make it fare-free. Just hop on and ride without regard to payment if you can get a dedicated funding source, similar to how Chattanooga did its Electric Bus shuttle. It isn't unprecedented. Buffalo's METRO rail and Pittsburgh's T systems both operate free in the downtown portions.
  15. I'm not sure how Bland fits into the equation, but its an interesting thought that he may be behind this idea to not go forward with AMP. That's a fantastic map and concept UTgrad. I actually think I'd alter my conceptual streetcar map from earlier and have it go down Demonbreun instead of Broadway. You can walk from the Gulch up 12th Ave to hop on the service. I'd have it go outbound from downtown on Demonbreun to West End, then inbound to downtown on Charlotte. The length is about 6.5 miles, and at the average cost of construction most cities have experienced this would be about a $300 million project based on the technology. You could have one dedicated lane - on the edge of each street - which bypasses the new state laws that make it illegal to do central street stations. And you'd have modern light rail vehicles in use, such as this example for the Portland Streetcar going through various areas. You can even allow a Streetcar to travel through a park if you wanted to do something different such as have it go through Centennial Park around the Parthenon into One City and back.
  16. I'm beginning to think that if AMP is to be scrapped, they should see if they can get those federal funds reallocated to a Nashville Streetcar. A uni-directional streetcar going down Broadway and West End to 31st, then back up to downtown on Charlotte in a circulation pattern would be lower cost than bi-directional in-street LRT and frequent. It'd be RAIL so it'd avoid this silly rubber vs steel wheel debate. If you purchased enough LRV's then the service could technically run every 5 minutes all day long, and it wouldn't be illegal to run a single dedicated lane and leave the other lanes for other traffic. An investment into a central Streetcar circulator would also make additional BRT lite corridors and expanded, more frequent STAR commuter rail services more usable.
  17. I find it a bit whimsical that this announcement was made as I've been discussing transit at length here on the forum. Not that there is a connection since the council meeting on this was pre-scheduled... Regardless, it is a sad day for Nashville. Dean is basically throwing in the towel on the AMP despite any PR language around how he wants the city to proceed after he's out of office. Any future mayor will have a blank slate to do as they wish. I have zero power and only one voice on these issues, but if I could get anything through to anyone in Nashville who has power on these issues it is to impress upon everyone that you need to focus on what delivers maximum frequency (it has to be better than every 20-30 minutes during off peak hours) AND it needs to be speedy if you're going to invest hundreds of millions or even billions of dollars. This is at the core of what I've been trying to say all along in this discussion so far. Ensure high frequency and make sure if you spend more money on rail, that has its own right of way so the train service can travel quickly. If you're going to invest into an in-street option, use less money and do a uni-directional Streetcar or a BRT system so its cost effective and matches the speed, because a system that is slow will be limited in ridership potential. It becomes less competitive and has less utility. Whoever takes up transit seriously again needs to keep some of these principles in mind. Oh, and while its important to take citizen input seriously, you can't let NIMBY attitudes runaway and control the debate.
  18. White Bridge Rd/West End is an employment hub with the hospital, other offices, as well as a handful of condos and apartments. Maybe it was chosen for this reason in terms of jobs density? I don't see that East Nashville has been slighted on transit. The BRT lite service initiated on Gallatin Pike and is already in operation, the AMP goes to Five Points which is the heart of the east side. I don't agree with the assessment that East Nashville is somehow slighted on transit. You're free to have other opinions on it. I also think the Woodland/Main St corridor has the most potential to advance with high density development so it makes sense to focus on this corridor. As I said before, if they lump off the route from 440 to White Bridge Road, I wouldn't cry any tears. That's where the bulk of the opposition has come from.
  19. I'm all for the development of East Nashville into a more urban environment. In regards to this transit plan, I don't have the answers you're looking for on why its not further than Five Points. But the density of East Nashville is relatively low because its mostly single family homes beyond Five Points. I would guess - and its just a personal opinion - that the Main and Woodland St corridor down to Five Points is likely to develop the dense, multi-family residential needed to support and foster transit usage. Beyond that hasn't been seen as capable to do that as you'd have to tear down historic bungalows that no one really is interested in tearing down. Plus, Federal funding for transit projects many times does have density or projected density requirements. Maybe they couldn't get federal funding if it went deep into the single family homes of East Nashville? I have no idea.
  20. EDIT: I am researching the funding issue, and as confusing as it is, I can't find any articles indicating that funding wasn't approved this year. All I am coming up with are the typical Jim Tracy and Beth Harwell anti-government, anti-AMP stuff that everyone is aware of. The bargain earlier this year that allowed AMP to proceed, was this not a funding item? Anyone here with more information please post, because I haven't found much information regarding state funding, just a "bargain" that was reached that allows BRT to proceed from back in the early summer. None of the links provide any funding information, however.
  21. It is likely that when the state budget is crafted, Bill Haslam will put the AMP in the budget (he's former mayor of Knoxville and probably supports infrastructure dollars) and it'll be negotiated in the context of a general budget announcement. It will be hard for the anti-government faction of his party to get it out of a general budget since it'll be tied to other items. ^^^In regards to East Nashville, the Five Points location can serve as an end station and transfer point where standard buses can drop passengers off to transfer after they are collected in the lower density single family home neighborhoods. And not to forget Gallatin BRT lite already exists for communities further up toward Madison. East Nashville is being served, it was the first choice for the BRT lite service. I don't see that the area of town is being left out at all. Five Points isn't exactly just across the river in the Titans parking lot. I'm also well aware that there are some transit supporters who oppose AMP since they don't like the routing or the fact it isn't in the form of rail transport and I outlined this point earlier. Transit isn't a zero sum game and once AMP BRT is completed, the debate can instantly turn to readying the city for a heavier rail form of transport in the future. That debate will take years onto itself and meanwhile Nashville will have a usable, professional grade BRT system to utilize during this phase of the city's growth.
  22. If AMP isn't going to work as BRT, I think a Streetcar system utilizing a slightly reduced route than I outlined would be worth debating (if it really is easier to get rail approved just because its rail). Streetcars are typically unidirectional so going to Germantown may not be a good idea, but the simplified design doesn't require platforms in the middle of the street, which overcomes the insane new law the state passed saying you can't have central street platforms. If costs are roughly $50 million per mile (as it has been in Atlanta's recent construction project), a 1st Ave-Broadway/West End-31st-Charlotte-Union/1st connection would probably be around $300 million as its about 6 miles. BRT lite is going to be the best bet for Charlotte, Gallatin, Murfreesboro, and Nolensville corridors based on projected riders vs cost of installation not to mention how slow light rail is in the street for that cost. Nashville could use a frequent city circulator as much as anything, especially if the RTA eventually builds more commuter trains out with these BRT lite services.
  23. He had a great list and those points aren't mutually exclusive. Most people who oppose AMP usually fall into several of his categories instead of just one. AMP as a name is purely marketing, I don't care if its AMP or PUNK or FUNK or FML as long as it works. In regards to planning, the MTA originally planned this route years ago. You can find documents (the library has Tennessean copies from the 90's) and it shows the exact same route. The general routing for this hasn't changed in 20 years. Its not a Karl Dean thing, the same plan was discussed under many administrations. Karl Dean is the only mayor to take transit and push it from talk to action. Re: East Nashville, I thought a line from downtown to Five Points is serving the entire East Nashville region? The traditional bus system could be re-worked to pull in riders and transfer at AMP stations that live further away.
  24. Here is the above concept visualized. An alternative that I think would also work is instead of Broadway, have it follow 1st Ave down to Demonbreun, travel through the roundabout over to Division and 17th, then left onto West End. If it has to be in-street light rail this would probably be better. EDIT: this routing is approximately 8 miles, which is about 3x the length of the Atlanta Streetcar. If estimations are similar, this idea would cost roughly $300 million for light rail trams in-street, of course that'd require costs to build to be similar per mile and I'm unsure how that translates between this concept and their new system.
  • Create New...

Important Information

By using this site you agree to our Terms of Use and Privacy Policy. We have placed cookies on your device to help make this website better. You can adjust your cookie settings, otherwise we'll assume you're okay to continue.