Thursday, July 31, 2014

Double Parking in the Bank St. Bike Lane

I'm getting really sick of hearing about bike share and bike lanes and bike helmets and bike locks and bike seats and bike videos from The Netherlands.  Why?  Because most of the people doing all this talking don't ride bicycles much at all.  

People who really bike -- who have been biking continuously since they were kids -- don't wait around for other people to tell them where to ride and what to ride and how to ride it.  But the new crop of people who started biking in the past few years seem to spend most of their time making excuses for not riding and poo-pooing real bikers.  
 
Anyway, check out this hot double-parking action on Bank St. the other night:







Wednesday, March 19, 2014

WCPO publishes Osborne - Qualls interview one day before Osborne is named Cranley's spokesman!

Kevin Osborne used to write some of the best criticism of the COAST/Smitherman crowd for Citybeat.  Now he's one of them.

What a coincidence -- WCPO.com published this fluff interview of Qualls just 24 hours before Osborne was named Cranley's spokesman.  What a dick!






Thursday, February 27, 2014

Nirvana never played Sudsy's. They played at "Shorty's", a defunct Short Vine club.

There are persistent urban legends surrounding where and when Nirvana played in Cincinnati.  Contrary to popular belief, they NEVER played Bogart's and they NEVER played Sudsy's.  They did play Murphy's Pub in 1989 (still there on W. Clifton) and twice within three weeks at "Shorty's Underground", a club in the building that now houses the CD/Game Exchange at the corner of Corry and Short Vine.  




According to this website, Nirvana played Cincinnati on these dates:

10/6/89 Murphy's Pub
4/14/90 Shorty's
5/10/90 Shorty's 

Nirvana was also scheduled to play a defunct Newport bar called the "Top Hat" on 7/18/89 but cancelled.  They were also scheduled to headline Lallapalooza's 7/20/94 stop at Riverbend but unfortunately the band no longer existed.   

Further Reading 

Monday, January 20, 2014

Not all in-street Light Rail is created equal

In-street light rail was first constructed in Buffalo, NY, Baltimore, and Long Beach, CA.  In each case the end-product was clumsy and none of those projects have motivated much development.

But light rail technology -- both the trains themselves and the tracks they run on -- has evolved profoundly in the past 30 years.  About a dozen new lines are under construction right now in as many cities around the United States, but their design strategies vary wildly from one to the next.  

Some cities have built hardly any in-street track whereas others are building in-street track on a large scale, with few examples of grade separation.  The greatest example of the slower, lower-cost strategy is Houston, where the highest per-mile ridership light rail line in the United States opened back in the early 2000s.  Their network is now expanding in several directions from downtown, but unfortunately the new streetscapes that are being created are quite unattractive:
   


Meanwhile Seattle's first light rail line, opened 2009, travels to SeaTac Airport in the median of Martin Luther King, Jr. Way.  Starting in the second minute, you will see the far more attractive track work (note the tinted concrete), overhead wire, station design, and general streetscape that characterizes this project:

Design matters, people!  Talk of expanding our new streetcar system will be accompanied by demands to expand outside city limits and onto big suburban avenues.  Seattle has proven that construction of a light rail line in the center of a radial avenue can add significant value to a formerly sleepy part of town.  Houston's example, unfortunately, illustrates what happens when something is done as cheaply as possible.