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Re: METRO Heavy Rail Well...Let's spend 8 billion on a line for 250,000 daily riders?
Author: BOB2
Date: 06-04-2019 - 02:03
Most of the comments on compatibility would likely affect the two different systems being proposed by the OCTA "trolley" project, and the full access cross door boarding for three car high level boarding stations that MTA has chosen for its LRT lines.
And, of course, let's spend scarce taxpayer dollars to build a heavy rail line, with six car stations, like the Red Line in the WASB corridor at a cost of around 8 billion?
So, in your best "expert" opinion Mr. Ruiz, where did you get your demand estimates that would justify spending that kind of money to move 250,000 to 300,000 daily riders?
The travel demand estimates are for around 90,000 daily riders for the combined UP/WSAB corridor segment to the I-605, with LRT allowing for more stations (allowing more trips and faster individual user trips due to less travel time from greater access to stations). Which is in a travel demand and on-off trip carrying capacity for that corridor, quite reasonably and cost effectively met by LRT systems around the world.
Like the Gold Line in the 210 corridor, the UP/WSAB Metro segment, will be a relatively high speed LRT line, connecting a series of reasonably spaced stations, serving reasonably good concentrations of multiple overlapping, station to station trips.
The current planning for the $3 billion UP/WSAB Metro LRT segment does include a number of proposed grade separations, making for a partially grade separated, but not totally grade separated LRT system, that would seem to meet well the projected travel demand, in a more cost effective manner?
But hey, if you can convince and justify to Metro (and the taxpayers who will have to pay for it) that they need to spend $8 or $9 billion for a minimum of 250,000 riders a day, on a heavy rail system for the UP/WSAB alignment, then you are free to present "your" new professional travel demand analysis showing this level of demand, and your new financial plan on how to pay for it, to the MTA, and set them straight about these things, right?
And, of course, let's spend scarce taxpayer dollars to build a heavy rail line, with six car stations, like the Red Line in the WASB corridor at a cost of around 8 billion?
So, in your best "expert" opinion Mr. Ruiz, where did you get your demand estimates that would justify spending that kind of money to move 250,000 to 300,000 daily riders?
The travel demand estimates are for around 90,000 daily riders for the combined UP/WSAB corridor segment to the I-605, with LRT allowing for more stations (allowing more trips and faster individual user trips due to less travel time from greater access to stations). Which is in a travel demand and on-off trip carrying capacity for that corridor, quite reasonably and cost effectively met by LRT systems around the world.
Like the Gold Line in the 210 corridor, the UP/WSAB Metro segment, will be a relatively high speed LRT line, connecting a series of reasonably spaced stations, serving reasonably good concentrations of multiple overlapping, station to station trips.
The current planning for the $3 billion UP/WSAB Metro LRT segment does include a number of proposed grade separations, making for a partially grade separated, but not totally grade separated LRT system, that would seem to meet well the projected travel demand, in a more cost effective manner?
But hey, if you can convince and justify to Metro (and the taxpayers who will have to pay for it) that they need to spend $8 or $9 billion for a minimum of 250,000 riders a day, on a heavy rail system for the UP/WSAB alignment, then you are free to present "your" new professional travel demand analysis showing this level of demand, and your new financial plan on how to pay for it, to the MTA, and set them straight about these things, right?
