jthomas
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Posts posted by jthomas
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This is cool - special trains to run from Raleigh to Pinehurst for the US Open this summer:
It looks like the new sidings are located just steps from the clubhouse at Pinehurst No. 2. I'm guessing trains will run down the S-line from Raleigh to Aberdeen and then up the ACWR to the course. From the article, it's unclear to me whether these will just be private charter trains, or if there will also be a special daily Amtrak train during the tournament.
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On 4/27/2024 at 11:28 AM, blt23 said:
This is the type of study that makes me frustrated we do so much rail planning at the route level rather than a system level where every small route wouldn’t have to justify its own maintenance facility and spare trainset.
I’m really curious what the economics would look like on additional frequencies or any options to reduce the travel time, because there’s clearly a lot of capital that needs to be invested into making any trips possible and there isn’t any evidence given that the proposed service level maximizes the return on that investment.
This is a great comment and seems to be (frustratingly) true of almost all American rail planning. We plan individual lines rather than creating networks, and we plan physical infrastructure and then run a couple trains on it at whatever speed is possible, rather than planning a service pattern and then building the appropriate infrastructure for the desired service. NCDOT Rail should be thinking "we want to connect x origin with y destination in z amount of time", and then planning whatever improvements are necessary to reach that goal.
I totally agree that 2/3 trains per day is paltry service for the level of investment it will take to get this line open. It seems like the marginal additional investment would not be that high to get service to a much more frequent level, and would give a much better return on investment.
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10 minutes ago, kermit said:
EDIT: jthomas scoped me by seconds. Damn.
LOL - guess we're both doing the same thing instead of working.
The potential for freight traffic on this line is an interesting angle and perhaps can help tip the scales in its favor. The article mentioned how it would provide a more direct connection to the CSX container hub in Rocky Mount. I would love for the state to buy the entire line between Goldsboro and Wilmington (I believe they already own the abandoned ROW between Wallace and Castle Hayne?). Perhaps CSX could be given access to Morehead City in exchange for NS getting access to Wilmington? That would definitely be in the best interests of both ports (and the state by extension).
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Feasibility study complete on Raleigh to Wilmington:
The price tag is not surprising considering the level of work needed on the line. Only thing disappointing to me is the proposed frequency - 2x/day to start with potential to expand to 3x/day.
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1 hour ago, HRVT said:
Honestly, even the flashier concept in the renderings appears to have a lackluster/unfinished back of the building (common in projects like these but often the back of the building is better hidden). While the outside of the building isn't as sleek as what was initially proposed, I'm glad they decided to cut costs on the exterior vs the actual function of the building: That being the theater itself. On the inside, it really is a great facility and it's awesome not having to go to Durham or Charlotte for high quality shows.
I agree with you about the interior being the most important part - it's a first-class venue and a huge asset for the city. One day, those surface lots will become to valuable to remain as parking, and the sides and back will be hidden better. The bigger problem for the Tanger IMO is the surroundings - just look at that aerial picture. Three bland office buildings with no ground-level activation, a parking deck, and the horrible 1970s concrete bunker that is the Marriott complex. You have to walk at least two dead blocks in any direction from the Tanger to reach any other street-level activity. This is the kind of stuff that DGI should be working on, rather than chasing flashy big projects or gimmicks like self-driving shuttles.
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The Alexander Company is the same company that recently completed the renovation of the Printworks Mill in northeast Greensboro, adjacent to Revolution Mill:
https://alexandercompany.com/projects/printworks-mill/
I agree that this is a much better outcome for the site than the standalone Lidl. Would be great to finally see something happen on this corner. At first, I had some reservations about the size of the proposed parking deck (530 spaces for 160 apartments). But it makes more sense if they are still pursuing a grocery store for the site. I also know that the city has been pursuing options for additional parking to serve the South Elm area, and this deck would fill that need.
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7 minutes ago, kermit said:I am just an observer of this situation but I would bet on the following:
- NS would be happy to walk away from the NCRR east of Greensboro (I have been in Durham for the past six weeks and I have not seen a single freight pass (but a bunch of NCDOT funded trains). This is a peripheral part of their network and I can't imagine the commodity freight they get from Morehead City and the surrounding lumber mills justifies the expense.
- The NCRR / NCDOT really does not want to pay for track maintenance on the NCRR (we saw this with the ARRA grant where they built Class 5 track west of Greensboro, but NCDOT never wanted to pay the incremental cost of inspections and maintenance so it has always been operated as class 4 (which NS was happy to maintain), I am not sure the NCDOT budget would allow for maintaining much mileage of passenger only tracks.
- The Charlotte-Greensboro portion of the NCRR is a critical piece of the NS network, I doubt they would ever be willing to walk away from it (and this would be doubly true if they actually allow CATS to begin operating on the O-Line)
All of this adds up to a big "I don't know'. I would think that NCDOT control of the NCRR would come at a cost that might be too high. But I guess this raises the question of how they plan to pay to maintain the S-Line tracks.
I wonder if the NCDOT rail division would be interested in hiring an unpaid intern in his mid 50s who mostly just ease-drops on office conversations.
Yeah - it's true that the cost would be quite high. But if NCDOT was able to think holistically, it would be evident that any future road-based capacity expansions would be quite expensive too. IMO, there are only three justifiable freeway expansion projects left in the entire NC urban crescent:
- I-40 to six lanes between 40/85 split and Chapel Hill (in progress)
- I-85 to six lanes between 40/85 split and Durham
- I-40 to six lanes in Forsyth County
Otherwise, the freeway network should be considered to be mature, and all future expansion should be focused on growing rail capacity. Adding additional lanes along the length of 40/85 would be a multi-billion dollar project with marginal additional utility, so the rail investments begin to look more attractive in comparison.
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1 hour ago, kermit said:
It feels weird that there will likely be regional rail on the S-Line long before we see it on the much more populated NCRR. I am starting to get the sense that NS and the NCRR are a big part of the ridiculously high budgets (and poor quality) of the last two Triangle Commuter rail proposals. I can at least understand NS’ position, but the mission of the NCRR is to “improve the lives of North Carolinians”.
I wonder what would be NS's price to be bought out of their last 15-year option on the NCRR which would begin in 2029, if such a thing is even possible? It seems that the terms of the current lease really limit the use of a crucial piece of state-owned infrastructure. Buying out the lease could well be less expensive than the over-engineered projects that NS seems to insist on, not to mention the opportunity cost of waiting until 2044 to renegotiate the lease to more favorable terms.
Thinking outside of the box - could it be cost-effective for the state to fund freight bypasses and upgrades to secondary lines which would allow most freight to move off the NCRR, clearing the way for much higher frequency of passenger service on the existing infrastructure?
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21 hours ago, kermit said:
Its not much but worthwhile and possibly a seed for regional rail on the NCRR some day
https://www.railwayage.com/regulatory/tod-planning-projects-to-receive-17-6mm/
Where do I sign up to perform this study?
Step 1 - sell the city-owned surface parking lots to somebody who wants to build something.Step 2 - make sure the new plans contain more floor space for people than for cars.
Step 3 - Profit
It ain't rocket science, folks. Where's my $500K?
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Good for Kansas City. The financials on that deal were horrible for the community.
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It's Li'l Sebastian!!!
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10 hours ago, Third Strike said:
Congress were the ones that passed the proposed I-73/74 extensions. Same reason why I-74 shouldn’t be used in NC (never mind interlining with US 74) and why I-99 in Pennsylvania violates our “interstate grid”. To be far, I doubt NC will ever build that part of I-74, especially since it cuts through wetlands and it is incredibly low on the state’s priorities, since it would only really benefit South Carolina. I can see I-73 getting built to Myrtle Beach from NC, but not I-74. It’ll probably quietly end before reaching Leland.
Yeah - I believe the legislation which authorized I-74 names either Myrtle Beach or Georgetown as the terminus of I-74. But you are right that the route makes zero sense, especially if I-73 gets built to Myrtle (which does make more sense). IMO it would be much more logical for I-74 to terminate in Wilmington, and for I-140 to extend down to Myrtle as a US 17 bypass. That configuration would fit the actual traffic patterns much better, but apparently would require an act of Congress for it to happen.
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1 minute ago, HRVT said:
The Alexander plan is the no brainer IMO. Downtown needs residents. Everything else is secondary for now.
I'm sure either would be better than that terrible Lidl plan. But I agree on the need for more residents downtown. I know I've said this before, but if we 3x'd the downtown residential population, everything else people want to see downtown would happen organically. Building residential buildings on the abundant vacant land downtown should be the #1 goal bar none.
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Agree - BRT only looks attractive because of this country’s complete inability to build rail at a reasonable price. Most of what gets billed as “BRT” is really just what regular bus service should look like.
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16 hours ago, DJ8hep said:
This may be the tiniest of nits to pick, but I'm not a fan of these small landscape buffers at the base of new buildings which seem to be a trend. IMO, a truly urban building interacts with the sidewalk (the public realm). To me, a landscape buffer belies a very suburban attitude - withdraw from the public realm and interact only where necessary. I'd rather see hardscape all the way up to the building and planter boxes used for greenery if desired, but YMMV.
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I look forward to the grand opening of both hotels in 2034.
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It's inevitable that the first wave of projects will stick out like a sore thumb in exclusive single-family areas. This is the phase where leaders will need to have courage to stay the course as the urban form evolves into something new.
I also don't think smaller missing-middle like triplexes and rowhomes should be thought of as creating transit-supporting density. Rather, they are building blocks towards walkable, 15-minute neighborhoods. I don't know what the UDO says (if anything) about small-scale neighborhood commercial, but that is a crucial component to avoiding the worst-case scenario of auto-oriented density. 16-to-20 dwelling units per acre is regarded as the minimum density to make neighborhood commercial viable. That density is achievable with triplexes and rowhomes. The goal would be for gently higher densities to enable neighborhood businesses which residents can reach without a car. That, I think, is a more palatable evolution for most neighborhoods to aspire to, rather than wholesale teardowns.
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IF (and clearly that's a big if) anyone cared about the intercity rail portion of this project, you could build a sidewalk and dropoff lane in the space available now, knock out the panels circled in red, and start running trains uptown in a matter of weeks. Heck, you wouldn't even have to close the current station if it was important to have station facilities somewhere - trains could stop at both stations. Just give people the ability to get on/off the train uptown if they want!
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Wow - that is the most "Atlanta" idea I have ever heard. Americans really will do anything to avoid the transit and land use solutions that work everywhere else in the world.
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57 minutes ago, KJHburg said:
I was thinking about this property the other day for no reason and went by and took a look at the site. Still a little bit of activity at the plant probably dismantling equipment etc. I hope 2024 is the year a major announcement happens with a new owner and my prediction if that does happen this could develop quicker than First Ward or maybe even Brooklyn. As this would be all private owners unlike involving reluctant landowners or government agencies.
55.5 acres but 31.4 acres is inside the 277 loop off Morehead and is a good bit vacant. 1200 feet on I-77. 1100 feet frontage on 277. 1200 feet on Morehead Street.
the smaller part is where the actual plant is located outside 277 loop. The views of the uptown skyline would be awesome. A few buildings on the larger north parcel including a training center for CP&F.
The Iron District (irondistrictcharlotte.com)
I will put this property on the 2024 watch list.
It would make a great location for a baseball stadium - home plate backing up to 77/277 interchange, outfield opening towards the skyline, plenty of room beyond for development.
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2 hours ago, Poo Diddy said:Along with many of y'all I sure hope the powers that be work to get a temporary depot setup in Charlotte. The last mile connectivity from Charlotte's current depot into uptown is atrocious. Greensboro's Pomona Yard had similar connection problems to downtown, but back in the 80's -early 2000's they rolled up the streets in downtown at 5pm. I would find it hard to believe even a temporary station in Charlotte would not boost ridership.
Count this Greensboro resident as someone who would make more day/overnight trips to Charlotte (for museum visits, games, etc.) if I could get off the train in uptown. Right now, I go to Raleigh instead because of how many places are within walking distance of Union Station there.
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10 hours ago, eastsider said:Ehhh I doubt the SEC wants them, they have North Florida covered with the Gators. Just waiting for the day that FSU joins the PAC2.
I know FSU's discontent has been brewing for a while, but I think the hurt feelings from their outrageous CFP snub are clouding their judgement. With the CFP going to 12 teams next year, they have a better chance of making it as an 11-1 or 12-0 ACC team than as a 9-3 SEC or B1G team. And I agree that there's a very real chance that the SEC and B1G don't want them - what would they bring to the table that those conferences don't already have? Obviously the revenue gap to those conferences is significant, but it has not hindered FSU's success to date.
I still think the current path of college athletics is completely unsustainable and likely to completely implode within the next decade. IMO, those in charge are following the NASCAR mistake of destroying the essence what the makes the sport special (in this case, regional rivalries) in search of a broader national appeal.
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On 12/17/2023 at 10:58 AM, CLT Development said:Nobody is being a booster/cheerleader, especially not me who criticizes this city publicly all the time. On the flip side, this board has gotten so impossibly negative all the time that it's tiresome to even share things here. We get it people don't like X project, but do we really have to rehash and beleaguer it every single time a new photo is shared? People spend so much time whining about things that cannot be changed it's crazy.
To me, the purpose of this board is to have conversations like this. And IMO, the reason the dead horse keeps getting beaten on this project is because it so perfectly encapsulates everything that is broken about modern American urban development. We have a building with an almost 1:1 ratio of car space to people space, directly adjacent to a multi-billion dollar public transit investment, in an extremely prominent location. This fundamental flaw is exacerbated by cheap, ugly, copy/paste modern architecture that is completely devoid of human scale and texture. Every time I see a picture, it offends me all over again, because there was no reason why it HAD to be this bad. Personally, I'm interested in analyzing this building both from a design perspective and to understand the regulatory and financial forces that shaped it. It's too late for this project, but those things CAN be changed for future projects. That's why this discussion is worth having.
When the best that can be said is "well, maybe it won't be so bad from ground level when it's done" - well, that's a pretty damning indictment of a multimillion dollar investment. And below are some ground-level views where it is indeed still terrible - the contrast with the human-scaled surroundings is shocking.
On 12/13/2023 at 2:06 PM, QCxpat said:Today 9:30 a.m. - 110 East, 23-story office tower, height: 305 ft./92.9 m.
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Since Virginia owns the S-line ROW all the way to Norlina, I wonder if funding for that portion of the line will come through them? Also, if I am understanding correctly, there will be multiple years of these grants, so NC and VA could apply for more federal funding next year. Thinking optimistically, both the Long Bridge project and the Wake County work were funded this year, and both with target completion dates of 2030. I'd have to think that those are two of the most complex pieces of the entire Raleigh to DC corridor, requiring the longest lead time. Perhaps we will see an application next year for the S-line reactivation work, which already has a completed EIS and would presumably be easier construction than the urban projects, with the goal of the entire line becoming active in 2030. The Long Bridge project is useful both locally and nationally, but the Wake County work makes no sense without the rest of the S-line project. That's why I think (hope?) that its approval is a sign of future additional funding to come.
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Downtown Greensboro Developments
in The NC Triad
Posted
Glad to hear something planned for this site, but I’ll be somewhat pessimistic until I see more specifics on what they plan. Trask’s website mainly showcases cookie cutter sprawl type projects, so I’m not yet confident in their ability to deliver an appropriately urban project.