urbanMSP

I'm sorry if this has been covered before, but can someone explain how these issues can't just be fixed with 100% signal priority at intersections?

I've gotta imagine that, without cross streets and parking garage entrances, a Marquette tunnel would be able to handle all the Nicollet Mall local buses and Marq2 expresses (however many that ends up being in the flexible-work/suburban LRT world). Nicollet might be even better, but, y'know, rather not rebuild that again until the 2050s or so.

I'm sorry if this has been covered before, but can someone explain how these issues can't just be fixed with 100% signal priority at intersections?

You could probably fix the light rail issues that way, but it could potentially create issues for buses and cars that have to cross the light rail tracks. With blue line and green line trains headed in both directions potentially every ten minutes or ideally frequently, that could cause significant issues


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Back in the Minnescraper days, possibly before Target Field, I pined for a 6th Street tunnel.

It would have leveraged the Target Field and Metrodome excavations for eastern and western portals.

And, because it was already full unreality, I suggested a two-level tunnel akin to Market Street in SFO or the F tunnel which recently inaugurated LIRR to Grand Central. LRT on one level, heavy rail on another. Approached on both ends via the NP #9 bridge, NP bridge north of Lowry, and the 4th St Viaducts corridor to create a through-running loop for commuter and intercity trains between Northtown Yard and the Midway/Merriam Park subdivisions to St. Paul.

Ok I like the idea of an underground LRT tunnel.. I think of the possibilities! An underground connection directly into the US Bank Stadium, A direct connection to the Hennepin county courthouse tunnel/skyway corridor, An merged Hennepin/Nicollet Mall station that provides a pedestrian-only corridor in both directions to each street, and direct tunnel access to the Ramp B which will provide easy downtown parking and then ride access. For example taking the train to the farmers market when you already have a downtown monthly parking membership.

However wouldn't it be cheaper or better idea to make the streets disconnected or tunneled under the train one at a time? Maybe even it's just shutting them down at the train crossing during rush hour? I know downtown traffic can be pretty bad but why would we tolerate slowing down our public transit (a train of 300+ people) to let some 22 people in single occupancy cars go first?

I mean Nicollet, Hennepin 2nd & Marq, Park , and Portland could all be tunneled one at a time. Then close down half of the rest during rush hour and the rest are deprioritized to the max and let them eat cake in traffic.

EVEN if we did build a tunnel like people suggested it would have to be AT LEAST a 3 track tunnel that way we can close one track down for repairs and maintenance and maintain the other two tracks in normal operation. Yes, that means have 3 track stations so we don't have to do the whole bus bridge thing every few months or few years for repairs. Do we honestly think we are able to make THAT level of investment in our system to ensure we have a quality level of service?

If not wouldn't roadway tunnels be a better option?

How exactly would these staircases work in a 'deep bore' scenario? If the stations are 100' below the surface, I'd imagine that the stairs would need to wrap quite a few times to fit into a small portal? In that event, wouldn't such a stairway feel long/circuitious/dark ? Are there any examples of staircases this deep in other public transportation systems around the world?