[🎞video:] Sometimes the Most Direct Route Isn’t the Best One

My hometown St Louis has been going back and forth for far too long with corridor fixation while trying to plan the North/South City Line to the Metrolink LRT… for 25 years in fact. But a lot of it had not only to do with focusing on a few street alignments, but also the changing demographics of the region as well as planned developments in and around those areas– none of which were effectively working together until the last 5 years.

@RM_Transit, if possible, please point me to a video that discusses this aspect of transit planning and the foolishness that ensues when the various agencies that surround urban development in any given region aren’t on the same page. In this case it stalled getting shovels in the ground for nearly 2 generations. In some others, things got built on the assumption all ducks were in a row with the other agencies, but 25 years later, nothing happened, and they’ve painted themselves into a corner. A good example of this includes MARTA’s Indian Creek station, the end point of East Rail line that’s currently just a park+ride lot exit off I-285 with no real connection to the area it’s actually in. It should’ve followed either I-20 or Memorial Drive to the south or CSX rail tracks and Ponce De Leon Av to the north in order to serve the actual neighborhoods in the area and also have a way to go further eastward into the ever-expanding sprawl of Atlanta suburbs.


One response
  1. The perfectly performing transit corridor doesn’t necessarily make for a pretty line on the map.
    +urbanism +transit