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PruneTracy last won the day on May 30 2015

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  1. Project Thread/New Construction/Photo du jour/Const. CAMs

    The quarry in the video is located off Robertson Avenue in Cockrill Bend. I think it is or was owned by Rogers Group. Filled up with seven billion gallons of water in five hours, took months to pump out.
  2. The Transportation and Mass Transit Megathread

    The system gets built in phases over a number of years. But I think the better question is whether Metro and MTA, having already secured funding for the other legs, would ever make that decision. If you open up a revenue stream that isn't contingent on a performance metric, there's no reason to decline to spend that revenue based on performance.
  3. I'm going to pick the No Rush option so I can get some vouchers for groceries.
  4. The Transportation and Mass Transit Megathread

    This was studied early on for the Amp. The main benefit isn't so much cost as it is the reduced street width dedicated to the track. On West End, for example, a single track would have opened up the possibility of retaining three vehicular lanes in each direction east of I-440 (thereby eliminating one of the loudest functional complaints about the proposal). Or the width could have been dedicated to bicycle lanes or wider sidewalks. The main drawback is the hard limit on capacity, can't run trains in the opposite direction on the same track. You need more stations to increase the number of passing sections (and in turn the capacity), but more stations degrade the speed and capacity of the service, so there is a delicate balance that can't easily be adjusted as demand warrants. For example, if you want more trains running in one direction than the other (e.g., commuter peak periods) you have to have extra trains to park at the end of the line since you can't easily get them back to where you need them. Of course it's possible to construct additional passing sections outside stations, to a degree perhaps where the single track is the exception rather than the rule. It would be good to have this in the current plan as a value engineering option in the more densely-developed areas where you just can't give up any right-of-way, as long as you can still site stations where there is both space and demand.
  5. Nashville International Airport

    BNA Vision retains the pier layout through the plan horizon. It's probably the best choice for the airport, which, barring some major airline returning it to hub status, is not likely to hit the upper traffic limit of that layout in the foreseeable future. (CLT is a much larger airport with a pier layout. It's awful to connect through, but it's functional.) Also, unlike some ATL passengers last month, you don't have to find your way through dark tunnels under aprons when the lights go out.
  6. Cambria Suites Hotel|255 Room|19 Stories|200 feet

    I thought the Ryman was the True Grand Ole Opry.
  7. The Transportation and Mass Transit Megathread

    There exist systems that use an energized third rail at the ground surface or embedded in a conduit. This is similar to most subway systems, but with measures to allow the third rail to be walked or driven over without frying the public. This was previously accomplished by either burying the rail in a narrow trench or insulating the top (with trains making contact on the side or bottom). Some newer trams in France have sensors that only energize sections of the third rail when the train is passing over, which obviates the need for those measures. But the problem with these is that they are more expensive both to construct and maintain.
  8. MSA South - Williamson & Rutherford Counties

    The potential for commuter rail on the CSX line was considered but given a low weighting when comparing options. The primary factors were a site less than one mile from the Rutherford County Courthouse, larger than 2.5 acres, with good access and low environmental impacts. So yes, but it's more coincidental than intentional.
  9. The Transportation and Mass Transit Megathread

    I said I didn't want to restart the transit argument, and here I am doing it, so I'll stop here. Streetsblog, to keep picking on them, is run by OpenPlans, which is a non-profit in NYC. Two large donors to OpenPlans are NACTO (National Association of City Transportation Officials) and ITDP (Institute for Transportation and Development Policy). Why NACTO wants more transit funding is pretty obvious. ITDP seems a little more tangential, but some of their large donors include the architects and engineers I was referring to earlier. If you like tentacles, it seems Google and the World Bank (I guess for the international programs) lend a lot of help as well. [For better or worse, there is a lot of money in transit; I don't remember the exact number but public transportation agencies in the US spend something like $60 billion per year on transit (operation, maintenance, and capital improvement). It's not Koch Industries but it's nothing to sneeze at.] Now maybe the motivations of a bunch of non-profits are more pure than those of industrial conglomerates, I don't know, but again there's still a lot of money flying around either way. I read a fair amount of Streetsblog and, just like Randall O'Toole hasn't met a transit plan he likes, Streetsblog hasn't met one they don't like. I have a hard time believing that either party is simply pro-truth when the truth just so happens to always be the same position, or that one is just trying to bring some transparency and honesty to the debate when doing so happens to fit their position on it. Surely there exist both good and bad transit plans? Anyway, again my point is that there seem to be a lot of external actors who know what's best for Nashville, one way or the other.
  10. The Transportation and Mass Transit Megathread

    I was thinking more about, say, the architects and engineers who could stand to get tens of millions in planning and design work from this (I'm one of them), or (hypothetically, don't know which ones spoke) a public transit employees union who would secure jobs for their members, and pocket their dues in return. My firm has flown in several not-cheap colleagues to talk to public officials about the plan and engage in other fact-finding activities; they aren't paying to do it because they're just so gung-ho about making sure Nashvillians get light rail. Or for that matter, even Streetsblog (among other sites), it's not immediately clear why a writer in Cleveland with no apparent ties to Middle Tennessee feels compelled to take the time to warn us off a writer in Portland with no apparent ties to Middle Tennessee. If O'Toole is only speaking out against transit because he's a hired gun, then why is Streetsblog only speaking out for transit? My point is not to just flip the same fallacious argument, but nonetheless it concerns me when issues so decidedly local in scope attract the attention of those elsewhere.
  11. The Transportation and Mass Transit Megathread

    I'm not trying to reignite the same old transit-versus-no-transit discussion, but it's interesting to me that guys like Randall O'Toole who speak out against this plan get called out for being paid shills, while the groups in favor, some of whom clearly have a financial interest in seeing it approved, seem to get a free pass.
  12. Are the height restrictions really affecting development, though? It would be one thing if Nashville's CBD were filled up with buildings at the limit, and new projects were maximizing their available height. But there are still plenty of low-rise or vacant lots and, like this project, the plans get downsized early on. It's not like Metro won't approve variances for the legit proposals, anyway.
  13. This is what was there five years before that:
  14. Soccer in Nashville

    If it can be quantified with detailed yet arbitrary standards, you can bet there is a Wikipedia article on it.