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Wednesday, September 8, 2010

The Crowder Plan: Use the High-Speed Rail project to remake the Capital Boulevard "Valley"

Posted by on Wed, Sep 8, 2010 at 11:31 AM

Image courtesy of Dont Railroad Historic Five Points
  • Photocomposition by Warren Gentry
  • Image courtesy of Don't Railroad Historic Five Points

What's the next big thing in Raleigh? Try this: We put together the Dan Douglas plan for an urban (even European) Capital Boulevard with TTA light-rail and one of the hybrid routes for the DOT's Southeast High-Speed Rail project, then add the plan so many have talked about for a greenway "riverwalk" on the it-doesn't-have-to-be-fetid Pigeon House Branch creek north of downtown.

It all adds up to City Councilor Thomas Crowder's proposal yesterday to "think big" about high-speed rail and the possibilities for Raleigh if we get it right and, first things first, don't get it wrong. Here's what Crowder said: SEHSR_Corrdor_Proposal.pdf

His takeaway message:

Therefore, I request the Council propose this partnership fund, carefully study and seriously consider extending the downtown road grid network north along the Capital Boulevard Valley to the intersection of US #1 and Wake Forest Road, aligning the SEHSR Corridor from this intersection south to West Street via an elevated viaduct shared with Triangle Transit lines over a rehabilitated and potentially realigned Pigeon House Branch watercourse integrated into a heavily landscaped urban greenway and a stormwater control system below it, creating the multi-modal transportation infrastructure needed for an urban scale mixed-use, mixed-income expansion of downtown.

The city already has a Capital Boulevard corridor study underway. The first meeting was in June. The next one is the last weekend in October. (Update: It's set for Saturday, October 30. 9-5 at the Carolina Trust Building, 230 Fayetteville Street — thanks, Trisha Hasch.)

The good news from DOT on the SEHSR project so far: They want to work with Raleigh to get this right. Or so they say.

The bad news: Raleigh doesn't have a plan for getting it right. Until citizens ginned up the hybrid routes, city officials were married to the NC3 alternative, which is better than the NC1/NC2 options, but not by a lot.

Whether the kind of ambitious, grand scheme Crowder has in mind is possible, who knows? He's imagining a sustained effort using federal, state and city funds from so many different sources (HUD, EPA, federal and state DOTs, etc.) that it sounds far-fetched. On the other hand, there was a report on NPR this morning from a reporter returning to duty in Shanghai, China after five years in Europe. When he left Shanghai, he said, the city had two subway lines. Five years later, it has 13.

To pull this kind of effort together, the first thing required is the vision. Well, as all those links I put up at the top of this post should demonstrate, lots of people in Raleigh have the vision. We have the planning expertise as well. What we need now is the leadership.

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The future of school zones: Uh, oh.

Posted by on Wed, Sep 8, 2010 at 9:43 AM

Wait, wasn't the whole idea of junking the diversity policy that it would put an end to "massive reshuffling" in the Wake school system? But as Charlotte-Mecklenburg foretells, when you create GOOD SCHOOLS and BAD SCHOOLS, guess what? People with money move to where the good schools are, and the bad schools empty out.

What happens next? "Massive reshuffling," as the Charlotte Observer reports.

The conservatives in Charlotte-Meck got rid of diversity seven years ago. They've been paying for it ever since.

And paying for it in more ways than just higher taxes.

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Wednesday, September 1, 2010

High-speed rail: Residents' "hybrid" plan gains with City Council, DOT

Posted by on Wed, Sep 1, 2010 at 9:18 AM

The big news out of last night's City Council hearing on the Southeast High-Speed Rail Project: The hybrid plan put forward by a citizens group — variously called NC4 and the NC1/NC2 Avoidance Alternative — will be given serious consideration by the Department of Transportation's Rail Division. Pat Simmons, head of the rail division, told the Council that his staff will work with the city's transportation staff to see whether the hybrid idea can be made to work and if so, exactly where that cross-Capital Boulevard railroad viaduct could be located and what its impacts would be.

Before the hearing, DOT had said the first version of the hybrid idea presented by citizens wouldn't work because the elevations required to lift the tracks over Capital Boulevard in that specific location would be too steep. A different version presented last night by lawyer Ben Kuhn, though, would push the bridge a little to the north, thus allowing a more gradual rise over an area where Capital Boulevard dips down.

Simmons told the Indy that DOT doesn't have the data it would need to assess all of the various locations where a cross-Capital bridge might go, but will work with the city to gather it in the coming weeks.

The Council should tell DOT what it wants, Simmons said at the hearing, and DOT will "faithfully try" to make it happen.

For background on the hybrid plan, see our previous Citizen posts here and here.

Following the session, City Councilor John Odom said the hybrid option "looked pretty good to me." Regardless of whether it survives scrutiny, however, Odom said, the NC3 option that is so unpopular with his constituents in the Five Points neighborhoods should be eliminated from consideration by DOT. Odom said he hopes the Council will join him in calling for the NC3 idea to be dropped when it decides what position(s) to take — if any — at next Tuesday's Council meeting.

Councilor Russ Stephenson, who's taken the lead in getting the hybrid idea in front of DOT, said he was pleased by Simmons' pledge "to give it full consideration." Stephenson said he concluded from what Simmons said that taking the time to study the hybrid option won't jeopardize DOT's ability to compete for federal funding down the line. Simmons did say, though, that in the new "competitive and discretionary" federal funding processes, time is of the essence — being "shovel-ready" is what helped DOT get $500 million for rail improvements between Raleigh and Charlotte, he said.

Councilor Mary-Ann Baldwin said she wanted time to digest what she heard. "We have a lot of neighborhoods with a lot of legitimate concerns," she said. And while the hybrid plan looks attractive now, she pointed out, no one has assessed what its negative impacts would be to the same degree that the negatives of NC3 and the NC1 and NC2 alternatives were revealed by DOT's Draft Environmental Impact Statement (DEIS).

Baldwin and Stephenson are the Council's two at-large members, elected citywide. Odom represents District B, where Five Points is located.

Also of note:

* The Council chamber was packed to overflowing by some 300 people. Most, but not all, were from Five Points and opposed NC3. But about 20 were residents of the West at North condominium, and they submitted petitions with 65 signatures opposing the NC1 and NC2 options as proposed, since either would force the closing of West and Harrington streets in Glenwood South.

* Speaking for the city administration, Raleigh transportation planner Eric Lamb said the staff supports NC3 because the positives outweigh the negatives, unlike with NC1 or NC2. Lamb asked the Council to endorse NC3 but with one change from what DOT proposed: Instead of bridging Hargett Street over the railroad tracks, Hargett could be closed if DOT would agree to extend West Street to connect with South Saunders Street.

* Extending West Street to the south, however, would destroy the developing and affordable Rosengarten Park community, said resident Dan Meyer. The conflicts between the HSR project and city streets in the area of West and Hargett streets have not been given much attention thus far, but they're just as real as the ones in the Glenwood South area.

* A continuing theme last night: "No rush to judgment." Stephenson used that term in an interview with us Monday. Last night, Tom Worth, an attorney working with the Five Points neighborhoods, picked up on it, saying decisions about the rail alignment are "a hundred-year play at least" for the city and "there should be no rush to judgment.

* Another theme: The city and DOT have done a poor job of bringing the public into the debate over where the HSR line should go if it should go through Raleigh at all. Carole Meyre, a leader of the Don't Railroad Historic Five Points group, accused Raleigh officialdom of "treating this as a neighborhood pothole issue" instead of a major land-use and transportation decision.

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