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rookzie

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Posts posted by rookzie

  1. 9 hours ago, markhollin said:

    Metro Government has purchased the former CVS Pharmacy site at 3801 Hillsboro Pike for $7.35 million.  It will be razed in order to create a single intersection instead of two between Crestmoor Rd. and Glen Echo Rd. at Hillsboro Pike. No word on when work will get started.  CVS has relocated to a new site to the north of the intersection which has just opened. 

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    Screen Shot 2022-12-20 at 3.34.02 PM.png

    ...Probably around 2030 or so, about the same amount of elapsed time as it took for conception and approval...

    • Haha 4
  2. On 12/9/2022 at 12:07 PM, smeagolsfree said:

     

    Come on guys, how short is your memory????? Half of this crap has been tried before.  I do not know who came up with this survey, but they must have just moved here.

    This has been influenced by the mayor's office I am sure that has always pushed buses as a last and final resort. The buses do not run often, and they eliminated the downtown circulator which was free. That was the best thing they had going downtown. Why they eliminated it is beyond me. They should have expanded it. That would have solved a lot of the problems they are having issues with downtown. The only issue they had with the circulator was they had it running up and down Demonbreun which ended up being closed half of the time due to events.

    ….

     

    Just wanted to add to this, in total agreement BTW.

    As I recall, the Free Ride circulator Blue and Green routes were introduced during the Karl Dean administration, when Paul Ballard headed the MTA.  The effort to rebrand the MTA as WeGo Transit, including the Music City Star, began back around early-mid 2018 or so.  That coincided with the failed Transit Referendum, which followed soon after the exposure of then-Mayor Megan Barry’s unsurprising resignation.

    Without much notice, WeGo announced that it would be instituting major service cutbacks, with one of the most notable being the elimination of the Free Ride circulators.   Suddenly, it was announced that the city’s financial state had been revealed as “untenable”, and that funding cuts meant undoing much of what little perceived progress that had transpired during the previous 10 years.

    That affected not only downtown riders, but also those drivers of the  N° 29 Jefferson St. route, which had become an extension of the Free Ride Green Route in 2016.  IMO that had been one of the most outreaching of transit efforts by extending the fare-free privilege to a core sector community which needed it the most — along the entire Jefferson St. Corridor, including John Merritt Blvd.

    It’s not to discount the potential for providing such privileges to other routes serving similar demographics.  Mayor Barry also had proposed such service ailing the 12-South route (N° 17 12 th Ave S), particularly for those riders between Edgehill and downtown.  Some routes were realigned and combined with others (N° 8 8th Ave S with N° 1 Vine Hill [via Bransford Ave]), while some were eliminated altogether (N° 2 Belmont).  

    It didn’t help that the city’s liberal policy to developers to permit random and frequent closures of downtown streets, often led to unpredictable reliability of the Free Rides —  never showing up for uninformed riders — and the MTA rarely ever posted sufficient (if any at all) notices of detours in clear view at the stops.  At this point time, it may appear that past “progress” (as it were) never happened at all, and that long-range plans for more ambitious, high-capacity transit have all but languished.

    • Like 2
  3. 2 minutes ago, MLBrumby said:

    @rookzie, utilizing the rail r-o-w seems like such a natural for LRT, but for some reason the powers running Metro don't want to even mention it as a first step to transit. Do you think it's even remotely likely to happen, notwithstanding the tough negotiations that would have to happen between metro and CSX.  Am I wrong to see their removing tracks as an open door for Metro to approach them for that purpose?  Where would the possible routes go from there north/south?  Those tracks have not been removed and are unlikely to be. 

    No, I don't foresee any of that happening, because in part it requires a collaborative exchange and resolution proposals among members of the administration.  As yet, none of that even shows a sign of having been a concept, much less a subject of forum discussion.  Almost every trace of that prospect petered out in late spring 2018, with no momentum regained since then.   Then the pandemic came, and for all practical purposes that sealed the coffin.

    • Like 1
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  4. 19 hours ago, Nash_12South said:

    I’m really curious as to how soon the road realignment will occur after the new CVS opens. Hopefully soon. 

    Good concern.

    I wouldn't in the least be surprised if it (the realignment) has yet to become prioritized for funding, much less as next in line.  Wishing and hoping I'm wrong, but we've all "been there, done seen that" ─ how projects of that nature and proposed some 8 years ago seem to evolve toward the back of the line.  I concede that I've become too much of a pessimist with lost confidence in Metro, as I've aged, and that's just me.  One thing we probably can be safely assured of is that no new structure will be built at the old CVS, which many years ago had been SuperX Drugs.

  5. 5 hours ago, GregH said:

    A huge dropoff queue for cars seems like an incredibly wasteful process for a school right in the middle of the city.

    In a way, I understand the rationale for that queuing loop, although at glance it seems rather tight for both teachers' parking and drop-off scrunched into such a confined space.

    If Metro already owns that property (I'm assuming that it acquired it a while ago), then the site's location probably precludes the use of the property for construction of an occupied structure, without some kind of aerial bridge access.  The fact that Metro reopened W-B relatively recently as a school has brought along the issue of drop-off and pick-up that plagues so many other schools.  Reopening Waverly-Belmont has helped to address the needs for primary education within a historically dense inner-city district, but the same issue with traffic flow would have occurred regardless of whether or not the school had been shuttered around 1974, as the city undertook accelerated efforts to reorganize its school district, to meet court-ordered integration.  In retrospect, some of these measures arguably may have been misguided and short-sighted, while at the same time, the demand often could not be answered with funding to achieve goals with a reduced physical plant.  This was not limited to Waverly-Belmont, and sadly some structures in other inner-core districts were razed altogether ─ Ford Greene ES and Washington JH School in the Hadley neighborhood, both schools of which were razed in the mid-1980s ─ are prime examples that come to mind.

    The neighborhood had experienced a cycle of generational flourishing, followed with a downturn a decay and underserving, during early post-war decades, in part as of result of "White flight".  The resurgence of the community in recent decades, along with infill development and demographic evolution, has only exacerbated the congestion that returned to the school almost instantly beginning August 2015, and it only has become worse since then.   The booming 12South corridor only has added to the problem, as 12th Ave no longer affords uninterrupted passage through the district, resulting in spill-over cut-through traffic along 10th.  

    So without former Mayor Barry's ill-fated downtown transit tunnel (cough-cough) reincarnated and adapted into use as a widened parallel-lane underground tube below the surface of 10th Ave., I foresee no ready solution to that ongoing problem, other than the proposal as presented.  To be clear, I for one certainly am not advocating that use of the property.  The school is land-locked in part because it was allowed to close almost a half century ago, when land-acquisition was not so expensive and invasive as it is now.

    • Like 3
  6. 1 hour ago, MontanaGuy said:

    If it's going to be a big blank grey wall it's really going to be ugly.  I hope they do something to spice it up!

    It might even become a local tourist attraction, if they do what they did one of the old concrete elevator silos in the Nations some 6+ years ago.

    Hire Guido Van Helten to paint a mural of our Ron on each face of that thing and shine spotlights on it at night.

    • Like 2
  7. On 9/28/2022 at 11:12 AM, Nashvillain said:

    I don't know what I now know about anything having to do with Nashville now where I live or where the airport is

    That really threw a "Say what" moment upside the head..:D

    I get the drift though.  I was just trying to give Paul assurance that he's not alone.  My experience with roadways that connect to airports in general can be expressed with one simple analogy ─ more as an OVERsimplified one.   Major airports are like institutions or incorporations in their own rights.  Unlike with intercity bus stations, where a street or two can be expected to serve somewhat static needs over extended periods of time, airports, including all related facilities, tend to undergo a need to expand at rather predictable rates several times through the generations.

    In a manner of speaking, it might seem ironic that airports expansions usually mean more parking for more cars associated with the use of air travel, just as if it were a large suburban park and ride commuter-rail station.  It seems that no matter how many multilevel parking garages an airport authority builds on its grounds, that never seems to be enough.  The commercial airway network seems infinitely greater than that of passenger rail and intercity bus routes, and to a vast majority of travelers the choice and decision to fly, say, from BNA to Casper-Natrona County becomes a no-brainer in this day and age.  It wasn't that way when I was a teen, although it was well headed there even before then.   The roads that connect to these airport authority "hamlets", which morph into "boroughs" and then into "towns" so to speak, then turn into death traps, with congestion exacerbated by sprawl and indefinitely deferred infrastructure upgrades.  During my lifetime, the first direct access to Berry Field (BNA) was via either McGavock Pk. or from the Vultee Blvd. flyover from Murfreesboro Pk., the eastbound access to which began near what is now Thompson Ln.  Then a 2nd and "new" terminal was opened in 1961 with access from perhaps the now-oldest segment of Briley Pkwy.  The 3rd and current terminal was opened in 1987 with access from Donelson Pk. and an entirely new interchange from and to downtown Nashville.  BTW the Vultee Blvd. flyover bridge was dismantled beginning late 2017.  Only a short portion of that now blocked off east approach road remains.  Most Nashvillians (or Nashvillains :rolleyes:) of today don't' even know that Vultee Blvd. ever existed.

    But then more roadway access to airports has been the American way, since early post-WWII days.  Very little has been undertaken to provide local-level alternative airport access, which by nature is increasingly difficult for those with more than a single carry-on parcel for air travel.  Travel for U.S. passenger-miles by automobile for all rubber-tired types of vehicles, including motorcycles, bus (intercity and transit) and light-duty trucks, amounted to over 7 times that of air travel, including domestic and otherwise (originating or terminating in the U.S.), in 2019.  Total passenger (intercity) rail passenger-miles totaled to less than 1-tenth of 1% of automobile miles for that year.  Overall, this helps to illustrate the ongoing interrelationship of the highways and surface roadways with airport access, since the vast majority of airport access entails some form of automotive travel and in most cases exclusively ─ as with BNA.

    • Like 1
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  8. 17 hours ago, PaulChinetti said:

    All these great explanations and diagrams make me realize I have no idea about the roads around the airport. 

    Oh believe you me ─ you really do.

    You just don't know that you know, because its still in a state of fragmented abstraction to you.  In a way, I consider you lucky, because much of what you don't think you know about the roads around the airport probably stems from you're not having to deal with it ─ at least not on a periodic basis ─ and all the other roadways associated with that area in general.  That makes it a separation of concern for the most part.

    But you DO know that you know about Chestnut, Humphreys, Hart, and Houston streets, as well as 4th, 3rd, and 2nd Ave S.  IMO that's probably one of the most disjointed, misaligned, diagonalized, and convoluted sub-districts in the core of the city.  It's as if those streets were "broke-off" from the branches of a hackberry tree and just strewn around the tracks where they could fit.  I'm sure you know more about WeHo than I, simply because you have had to deal with it as routine.

    • Like 3
  9. On 9/23/2022 at 1:18 PM, MLBrumby said:

    When I read that the Rug Shop in Green Hills is closing, I was reminded of something I had wondered about. The shopping center where it is located and the Trader Joes are right in the middle of what could be a huge solution to the biggest traffic snafu in GH, the dog-leg drivers must navigate to go from Abbott-Martin to cross Hillsboro heading east toward Richard Jones Road.  That would be a new connector from Bandywood to Hillsboro to align with RJ Rd.  I guess the route of Bandywood is a legacy of its residential origins, but with all the retail on the street now, I've seen it get really clogged. And I have sat on Hillsboro for three full cycles on a busy day trying to turn left onto Richard Jones.  

    With the new residential towers at the corner of Hillsboro/RJ, it seems that the property where Trader Joes is would be worth even more if it were suddenly endowed with two corners.  I'm not sure how much property would be left after a road were cut through there, but it seems a savvy developer would see an opportunity for air rights over the street for a mixed-use building.  An urban style shopping center with additional stories of parking would be expensive, but that's probably the highest priced commercial land in the city.  With two more residential towers about to go up across Hillsboro, it appears that the cost-benefit is favorable for that side. I expect it would even promote walkability in GH, which is non existent today. 

    Contrast this idea with what I think Metro has been mulling of late, and that's some bypass-link from Abbott-Martin and Hillsboro to run behind the Levy's/Donut Den shopping center and behind Green Hills Grill to hook into Richard Jones.  At least I think I've seen that from some Metro proposals.  Anyway, too many turns and a complex matter of wrapping around that shopping center without having to demolish it completely. 

    That Abbott-Martin-to-Richard-Jones re-alignment was approved as a major component of a proposed Green Hills Plan of Transportation of 2011.  But it was deferred and basically eliminated with the adopted plan of 2014 ─ the same plan that I alluded to, when I complained in late August about the failure of Metro to take baby steps in efforts to acquire property for realignment of Shackleford Rd with Warfield Ave.

    As with Crestmoor Road with Glen Echo Road, the realignment of the intersections of Abbott Martin and Richard Jones roads  was considered but only in the 2011 Plan.  Instead, the 2014 adopted plan "settled" for turning-lane "improvements" as "concessions by Southern Land Co. for constructing its tower at the SE corner of that "Debacle Quadrant".   Due to the discussion and debate on whether or not Hillsboro High School would resolve to move into new tower or to expand on its existing campus, followed with the eventual and now nearly complete reconstruction of the campus layout, reportedly it was deemed at the time that the high school was located too close to the proposed realignment area for the realignment to have been implemented during that period of uncertainty of the high school's expansion plan.

    As an alternative in lieu of the realignment with Richard Jones, Abbott-Martin would have been shifted slightly north near its current east end,  cutting into the property of the existing 7-Eleven Exxon station at the NW corner with Hillsboro Rd, and a new Abbott-Martin Extension would have passed north of Fox's Doughnut Den and then along a path bordering the southern extent of the school campus proper, all the way to the campus' eastern boundary at Hillmont Dr.  In turn, Hillmont Dr. would have intersected with a then-to-be realigned Lone Oak Dr. at Richard Jones, transforming the current "dog-leg" offset signalized intersection into a standard 4-way set-up.  That would have eliminated the current separate signal timing allocation for each of 4 legs in the cycle sequence.  Also, Benham Ave. would have been extended past its T-intersection with Glen Echo to intersect with the new Abbott-Martin Extension and then terminate at Richard Jones.  The intent of all this would have been to provide a parallel bypass of Richard Jones and to add some grid structure to northeastern Green Hills commercial district. 

    But not even that ever materialized and it probably never will at this point.  The upgraded high school football field stands in the way of the Benham Rd extension, since the high school decided not to build a new tower complex and to move its extracurricular activities to an off-campus site.  It took 'til Kingdom Come before the new CVS began construction in preparation for the eventual Glen Echo Rd realignment component of the greater plan.  Then too in all fairness, CVS might have been under some lease-term agreement such that Metro determined it best to defer the project.  That said though, there just no longer seems to be a "Greater" plan, as it were ─ at most just a few chunks of upgrades at best.

    • Like 1
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  10. 1 hour ago, titanhog said:

    I really scratch my head on why in the world they continue to think that blue metal cladding on the front needs to stay.  There is nothing about this front facade, including the windows, that help this fit into the Lower Broadway “landscape.”  With Garth buying this and putting money into it, I had really hoped they would update the front to look more early 20th century / late 19th Century…but instead, they stick with 1970’s blue metal nonsense.

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    59 minutes ago, markhollin said:

    It was built in 1945, and very well may not have any red brick underneath Might just be  cinder block).  I know as long as I have been here (initial residency in 1982), it has always had that facade.  That being said, I agree that a redesign featuring brick and stonework on the facade would be complimentary to the rest of the street.  And when Garth dropped $48 million for the site, an extra million or two to do that wouldn't seem to be an issue. 

     

    Totally agree, 137%, ad infinitum......

    That blue metal cladding always was an atrocity to me  — just downright [email protected], especially for this day and age.  Even if it does happen to be nothing but structural block behind that cladding,  ANYthing other than the current material could be an improvement, except for maybe off-the-wall stuff like cedar shake or clapboard siding.  It might not be so bad, if the weren't corrugated cladding as it is now, and at the VERY least it should have been plain, smooth in finish and texture.  For many decades that front has stuck out like a thumb to the hammer.

    • Like 4
  11. 1 hour ago, PaulChinetti said:

    HAHAHAHA


    I've been on a roundabout kick lately, driving around early today, there are so many places where a roundabout could replace and light and would work better like 90% of the time. I wish Nashville would use them more. 

    I hope you don't do what I still do for entertainment now and then ─ drive around those things 2 or 3 times nonstop.   At my age it sometimes takes the simplest or even "simpleton" things to get my fix of levity.  The smaller ones are the "funnest", since they're like 360 hairpins, kind of like how the Tilt-O-Whirl used to get me in stitches (or donuts on a snowy plaza).:rolleyes:

    • Like 2
  12. 14 hours ago, MagicPotato said:

    Interesting.... So what's next? Maybe a transit system or will the land be used for something else?

    The Smeags posted this, this past Tuesday in the "Inner Loop - CBD, Downtown, East Bank, Germantown, Gulch, Rutledge" thread.
    ─ pp. 766-767

    Since it's relevance overlaps two separate topics, we (starting with me) digressed and discussed its significance in relation to transit (or not).  The jury is still out ─ way out.....

    • Thanks 1
  13. 21 minutes ago, Nashvillain said:

    Buses ARE a good way to get around when service is frequent and they're not stuck in vehicle traffic. Also, when not all routes lead downtown.

    Riding the bus is great. It's a great way to see the city. It's fun to people watch. There's WiFi. They have bike racks. They can get you home safely when you've been out drinking. 

    Not to say that buses are a curse.  During the mid'60s I rode the bus daily to high school in DC, and as a punk back then, I felt privileged to do so because it gave me some time alone between school and home.  That was important to me back then, since my aunt as a school teacher also had been one of my own at that school (Woodrow Wilson High in Tenleytown).  Sure, I had to transfer twice during the route, until I mapped out a longer route with just a single transfer, but either way that peak time of travel also was my peak of asylum, because that way I didn't have to ride to or from with my aunt.  And during my last ten years of employment here for the state, I preferred it because it was a one-seat ride with far less walk to the office and the house combined.  I actually got lazy about driving for that 10 years.

    Thing is, buses are great for local surface travel, if they're accessible and frequent and don't require going to or waiting 'til kingdom come to get from point A to B and from B to C & D before returning to A.   Buses are foundational and fundamental for mobility and access, but they pale as an attractive regional mass-transport option ─ even more so if they don't offer reverse-commutes and only run during peak hours.  Fact is, the administration seems to have buried its head in the sand, when it comes to taking a leadership role in pro-active pursuit of advanced-capacity regional transport, even with participation in a consortium of counties and sub-regions.

    And in reference to the recent CSXT activity in the South Gulch, it just might be premature to speculate, since at the moment there only are presumptions, presuppositions, and theory.  Railroads often remove from service tracks that are underused or no longer used, since the owners are required to maintain them as long as they are officially declared as active.  The least that would be done is to disconnect entry to these tracks, to allow restoring to service at a later date; otherwise the company will rip them up to save on the cost of maintenance.  That said, the remaining property at Kayne Ave. Yard isn't the most optimal for a commuter-rail facility other than perhaps for passenger loading.  It might even be a stretch for use as urban light rail, if the property could be formatted as two opposed stub-track arrays on such a narrow tract, especially if an easement would be required.

    • Like 3
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