Inspired by The Potential Columbus Light Rail Map, which is this site’s second most viewed post ever, I decided to try my hand at creating a commuter rail map. Click on the image below to open the file, open the .PDF version, or try the Google Map.
There are fewer stops on this map than on the Light Rail Map, but that’s to be expected, since it’s commuter rail. I like to think this commuter rail plan is more financially feasible than the light rail plan. According to our readers, the Canal Winchester (Green), Grove City-Worthington-Delaware-Marion (Red), and Marysville (Blue) lines would be the easiest to start due to limited freight activity. I took the liberty of extending the Green Line to Athens, extending the proposed High St streetcar to North Broadway in Clintonville and south to approximately Hosack, adding a Main St streetcar to Bexley, and a streetcar or light rail link to the Airport.
Obviously, this is just a fun little map, and no routes, modes, or station locations are set in stone. Oh yeah, it’s clearly not to scale either, especially outside the outerbelt.
I really think this is a cool thing to think about for the city. Being a suburbanite from the north I would love the Gold line.
I wonder about adding another finger coming off the red line in Worthington east through Westerville?
Thanks for putting this together.
So how does this interact with a streetcar or light rail network to circulate people from the main hub?
Circulation:
The High Streetcar, as currently planned, would run at grade in the street. Let’s assume that my imaginary Main Streetcar would also take a turn up High Street and go to the Arena District terminal. I didn’t show any routes as light rail on this map, but that could definitely still be an option for many of the routes.
The trains coming into the Arena District terminal would be below grade at Nationwide & High, where the current tracks are under the Convention Center. I have some concerns about the capacity of those tracks to handle eight commuter rail lines, so I’m guessing some serious expansion would be needed, probably further underground ($$$).
Nevertheless, you should be able to get off a train, go upstairs, and board a couple of streetcars or a whole lot of buses. Don’t forget that regardless of how much rail we build, buses are probably still going to carry the bulk of passengers. In Chicago, which has a very extensive commuter rail system and urban heavy rail system, the CTA rail system carries about 540,000 trips on an average summer weekday and the Metra commuter rail system carries approximately 310,000 trips. The CTA buses carry 950,000 trips and the PACE suburban buses carry just 105,000 trips. So that’s bus = 1,055,000 and rail = 571,000.
Westerville: I didn’t want to slight Westerville, but I only know of one ROW that gets close – The Westerville-Arena District bikeway proposal – and it sort of dead-ends in Cooper Park before the heart of Westerville.
John,
Looks fantastic!
Hopefully next fed administration is willing to fund commuter rail projects (as these lines are not going to be funded by Columbus alone).
Other than the two most feasible lines you mentioned, the purple line, which would ease some of the worst congestions in the roads from the city to Blacklick/Brice Rd./Pickerington, should get a serous consideration.
And, of course, shuttle service to the Port Columbus airport must be a priority; maybe Downtown-Stelzer service (light diesel train) plus a shuttle bus (or, even better, ULTra system: http://en.wikipedia.org/wiki/ULTra?!) between the rail station, the airport (stops at parking lots & rent-a-car lots), and if Wexner & cos are willing, to Easton/Morse Rd. (along Stelzer). We can always dream, right?
Thanks for the fun, John!
TK
Almost approaching a few too many stops, but this is a terrific map and a concept that goes to what Central Ohio really needs… a truly regional transportation Authority that encompasses Franklin and the contiguous counties.
An expensive plan? Absolutely, but when you spread the cost… and the benefits….you can build the political will to make commuter rail happen. My personal choice for corridors would be Newark-Columbus, Marysville-Columbus and Lancaster-Columbus (possibly extending to Athens).
Expensive…yes. But if this can allow suburban and exurban families to get by with 1 car and skirt high gas prices, I bet it can be a net gain of wealth for the region.
It’s fun to dream!!!
I think it looks like too many stops because it’s not to scale. When you space it out, it seems more rational. I would expect some express trains so people far out don’t have to make every stop during peak service.
I would love to see something like this happen. If it does, I think it would be great to have a line connecting to Dublin, too. I’m also wondering about connecting the lines by a ring line, maybe roughly along the city limits. This should greatly increase opportunities for people who don’t want to go through the city to get, e.g. from Hilliard to Worthington. Travel time would be shorter and the whole system might get much more attractive for people who don’t live and work along the exact same line.
It would be great to include Dublin since it has a high concentration of jobs. Unfortunately it lacks an existing rail line. I had the same problem with Westerville.
I think a connecting bus route from the Avery Road station north to Glick, east to the Zoo, and east to the Powell station would make sense.
I love it. Would be nice to see this become a reality in my lifetime.
[...] Rail In Columbus To carry the idea further, Transportation Engineer John Wirtz proposed another map today on the Xing Columbus site that extends rail transportation into more a Commuter Rail system [...]
Okay, so I did the first map, and this map is really good. I think it represents where people really are… subways in NYC are packed in, but we have a population near that order of magnitude in the area depicted on this map. I think that people on the outer edges of this graph would want to come into town more often given a system like this. If COTA’s buses were rearranged to augment this system, you wouldn’t have to go downtown exclusively, I wouldn’t think.
Plus the train rides outside of 270 would be great scenery!
Thank you so much for doing this, and keeping the conversation going.
Thomas,
I think our maps are very similar, except I left off a few lines and extended others to Columbus’ satellite cities. Anyway, thanks for the inspiration. I have a lot of fun making maps, much to the chagrin of my wife, and I never would have known about Inkskape if I had not seen the post about your map.
That’s apretty good map! The only change I’d make would be to extend the Delaware line to Marion. Other than that, it’s very logically done.
I think Columbus might be a bit of an anomaly in that it might make more sense to have a commuter rail system layered on top of a network of Streetcar lines in Columbus and its inner ring suburbs.
Of course, we’d have to have a nice, shiny intermodal hub downtown to make a smooth transfer possible between the commuter trains and the streetcars.
One last thoght: Just because the initial segment will be in the street, that does not mean all an entire system will be. We could see some dedicated right of way, such as medians (Northewest Blvd comes to mind) or other private ROW. Streetcars could move along much more quickly in some areas if this is done.
Marion? Sure, why not? I updated the map.
To me, it seems that some of the corridors might be better suited for light rail as opposed to commuter rail. My choice for light rail lines would be purple, red, yellow/brown, and a hybrid of the west-blue line. Another potential light rail line could be the line the leads from downtown to Westerville. The reason I say this for these lines is that majority of the population is centered inside and just beyond I-270 (e.g. Pickerington, Grove City, Hilliard/Dublin, Westerville). Making them go much beyond the I-270 boundary may carry heavy operating expenses without strong ridership.
The other lines – Eastern Blue, Northern Red, Green have populated areas that would be well served and have a strong attraction to the Columbus downtown. Those cities are Newark, Heath, Lancaster, Canal Winchester, Deleware, and possibly Zanesville.
As for streetcar lines to inner rings, lines out to Bexley (as shown) and Franklinton/Hilltop area would also serve a large population.
And maybe a thought to address the capacity issue at one intermodal hub could be to integrate the light rail lines into transit hub in the River South/City Center area. One of the Scioto River Bridges could be used to accomplish this – the new Town/Rich Street bridge perhaps? Some of the lines could still pass through the Arena District transit hub, but also go on to the downtown proper area.
Those are some good ideas Ty. I especially like the idea of bringing some lines in at grade to free up space at the Arena Terminal. I also agree that some of the corridors may be better as light rail. I support a full alternatives analysis (consultant employment) before implementing any route
Some of my thoughts.
1. That yellow/brown line that goes by Lennox, OSU, and Powell is supposed to be gold.
2. Just because a line goes all the way to Marion, Marysville, Athens, etc… doesn’t mean that every trip has to go all the way out there. For example, I ride a train line daily that goes as far north as Kenosha, Wisconsin, but Kenosha only gets 9 trips per day to the city, compared to 29 trips from my station (Main St), and 34 from the station one mile north of me (Davis St). Maybe the blue line to Marysville could run hourly or more often to Hilliard, with extra peak hour trips, but only during peak hours to Marysville. That could help keep operating costs down.
3. I think it’s important that we get some transit out into the cornfields where there is no current development. We need to give the region a way to grow smartly around transit, instead of trying to catch up and retrofit later. This is the main thing that bugs me about spending $100 Million + on the High streetcar. The streetcar is very likely to spur development downtown and be a net economic benefit, but it really doesn’t increase regional mobility and I don’t expect it to have much impact on regional land use patterns. It could slightly slow sprawl by diverting development to downtown, but it isn’t going to change the way the suburbs are developed on its own. Nevertheless, I like the funding plan and will support it.
4. I think the red line is better suited to commuter rail, at least on the north end. COTA already tried pushing this as a light rail line and the feds ended up pulling funding. Costs need to come down (or the feds need to get more generous). Plus, keeping it as commuter rail makes it more compatible with inter-city service to Cleveland.
John,
I was wondering why you appear to be disdainful about the proposed High St. streetcar on Underground. Now I see why.
I agree with you that commuter rail and light rail lines, even intercity lines, offer a more effective solution to the city’s current (and future) problems.
Remember, however, that COTA light rail (North corridor) was decisively voted down only several years ago, so I understand Mayor’s strategy to “start small” without significant pubilc money (so no city- or county-wide vote), and start with the most promising, ridership-wise, route.
As soon as the first line is deemed successful by (stubbornly autocentric) Columbus public & media, and the car-commuting suburbanites see the success of streetcar in downtown where they work, I think the next step (extension, addition of streetcar lines, like one you propose to Bexley on Main) as well as a few startar commuter/light rail lines, should be an easier one.
TK,
I hope you’re right that the streetcar can sell the public on transit. I think there’s a good chance it will. However, I also hope we don’t have to wait until the streetcar is deemed a success to at least start the planning for regional commuter or light rail lines like those on my fantasy map. If we don’t start planning the next line until 2013 (give the streetcar a year to be “successful” ) then we won’t have a single regional line until at least 2017.
How far will the auto-dependent land use have spread by that point? I’m guessing somewhere near a new outer-outerbelt (I-471?) between Marion and Delaware, and I’ll have to extend that red line to Upper Sandusky to get a jump on development.
Maybe I’m being pessimistic though. Maybe high energy prices, changing demographics, and streetcars will further the nascent back-to-the-city movement I perceive happening around the country, thus stopping sprawl in its tracks. Maybe we won’t need transit out in the current cornfields. But I wouldn’t bet on it.
John,
I hear ya. I SOOO wish that the North corridor light rail was up and running by now. (I moved here only a year ago, so it was not my fault that it was voted down!!)
While I support Mayor’s “starting small” strategy, I think the public should pressure the city, county, and COTA to start developing the plans for starter commuter rail and/or light rail lines BEFORE the introduction of High St. streetcar line in (presumably) 2012.
From what I understand, the financing plan should be approved by the end of this year, engineering & designing should be done next year, and the actual construction will start 2010. As soon as it becomes official (i.e., construction starting date is set during 2009), I see no reason that we can’t push for the other plans before 2013. Unlike relatively inexpensive streetcar, commuter/light rails cannot be built w/o substantial contribution from the state & Fed. anyway.
We may be even able to capitalize on suburbanites’ frustration with the current streetcar project (“downtown line doesn’t help us! What about our suburb-to-downtown commuting woes?!” ) to kick-start the campaign for swift planning of the commuter/light rail lines.
I like the map, not a big fan of street car as you said doesn’t solve the regional mobility issue. I commute in my 4 door suburban dad mobile and don’t ride the bus as not really any faster than driving and who wants to smell diesel all the way there.
No money is always going to be raised as lack of resources issue, but exactly how much is the 170/I71 split proposed to cost (over $1.2 Billion?). What if moved 70 down to 104 as a downtown bypass, use 315 to 670 to 70, then used the current 70 for light rail and downtown traffic only. Kind of like Chicago to get downtown from airport? You could go from @ Cooper Stadium to Hamilton Rd, with a hope of connecting to a line to Airport that way? ODOT has to stop being the department of asphalt paving and think beyond highways. Not widening roads will lower maintenace and be less to plow right?
The start somewhere philosphy is fine, but start somewhere that has a bigger impact that a 2 mile novelty ride to nowhere. The streetcar would have a benefit to get to campus & Arena district if a regional line was dropping people off @ the courthouse line under I70 (maybe even cap the station there so reconnect GV to downtown.
BTW, didn’t City of Columbus eminient domain an abandoned rail line in the 90’s that runs to Westerville for its Electricity Division?
Tom,
I think the relocation of I-70 is a great idea and I regret to inform you that ODOT evaluated this option and discarded it due to hospital access concerns (Grant, Children’s, Mt. Carmel) and impacts to cemeteries on the west side.
http://www.dot.state.oh.us/7071study/Newsroom/02-07-04Dispatch.htm
http://www.dot.state.oh.us/7071study/Newsroom/05-11-043Dispatch.htm
I think the Westerville rail line you are referring to is the proposed Westerville-Arena District bikeway, which I mentioned
here.
I lived in Columbus until 1995 around the Hard Rd. area, and I think commuter rail is a logical step for Columbus. It would be great to give “Columbusites” another option besides driving on congested roads. Right now, car = freedom in Columbus. Even walking or riding a bike to the corner store is near impossible in some places.
I now live in Boston, and the commuter rail network is extensive. There are developments centered around train stops here, and several of the terminal cities have experienced a great deal of urban rebirth (may/ may not be due entirely to commuter rail).
Anyway, if the streetcars are pulled off right, it might generate enough excitement to move things forward, but commuter rail should be considered, too.
Thanks for at least looking over the idea. got more attention than ODOT ever gave the plan.
Too bad about the Westerville bikeway. It is neat to think people will use bike paths, but for what 5 months out of year and the rest of time? I’d rather see it go to commuter options that don’t involve a car.
Loved your map. I’ve drawn several similar ones myself. My first choice for a starter line would be to combine the Delaware West line with the eastern half of the Blue line. This would provide fast-growing Delaware and western Licking Counties with direct access to OSU, Downtown, and Port Columbus/DSCC (via shuttle bus to Stelzer). The more likely starter line, however, would be Delaware East to London, along the 3C route.
As for downtown, there could be a temporary station underneath the 3rd St. overpass serving the 3C and possibly some commuter lines as well. That way, train service could be up and running much sooner, without having to wait till the Arena District Multimodal Station gets built.
I listened to a forum on 820 am radio today discussing the future down town Columbus public transportation system (Mayor Colman’s pet project. on High street.
Thinking outside the box for other ideas was mentioned, well I know this idea fits that category.
How about building a public monorail system using the center divider area between the main Auto lanes around the entire outerbelt circle to locate a monorail railway’s supporting structure, parking areas would be located at main locatoins, I.e. Sawmill rd. West Broad St., Cleveland Ave., etc, etc, on each side of the Outerbelt, connected by overhead walkway’s for instance, or under ground passage.
This would cut down on car’s using the freeway, polution, gasoline, frayed nerves,besides giving the rider time to relax going to work, AND be able to make connections to the main railway systems going to Cleaveland, Cinn, etc.( per the above railway map now shown in grey).
Well there you have it, possible??
regard Tom
Tom,
I think “thinking outside the box” was mentioned from a funding standpoint (ex: public/private partnerships).
What you described would be extremely expensive, and might not be all that functional. Anytime you get into elevating or tunneling, you’re talking HUGE $$$. Also, I don’t think crosstown routes (like those around the outerbelt) would be all that functional. A hub and spoke approach radiating from downtown would have much higher ridership. Finally, people don’t like to live next to highways, so developers wouldn’t be able to create walkable communities around the transit stops. Your plan sounds like would still require people to do lots of driving, and would still require lots of space for car storage.
Other countries and vibrant US cities have already figured out the planning side of transit (build fixed-guideway systems and watch the communities develop around them), so there’s no need to re-invent that wheel. What we need are lots and lots of dollars and a commitment from everyone to keep funding it as a vital peice of infrastructure. Like the interviewees on 820 were saying…these persistent high energy prices have woken a lot of people up, and we should see this as a huge opportunity.
Tom,
Your idea, like nearly all ideas, is most certainly possible. The real question is if it is practical? I think that’s a mixed answer. Eric covered some good reasons why it might not be especially great from a residential development perspective and why radial lines should probably be built first. Nevertheless, there are a ton of jobs clustered around the outerbelt that could be served with a system like your idea. Transfers could work. I think the tricky part is the engineering details. Some questions:
-How high in the air is this thing to get over bridges with adequate vertical clearance for trucks on streets like Sawmill?
-How big would the support columns have to be?
-Would a lane of vehicle traffic be removed to maintain a shoulder?
-If so, how would this affect traffic?
-Could it be built on the sides of the freeway instead of in the median?
-Monorails do not allow much flexibility in system expansions because they’re only on one track instead of two. Are we okay with that?
-How much would it cost?
I don’t expect you to answer any of these questions, but these are things that would have to be answered by a feasibility study. Don’t stop dreaming though. If anything, dream more and get more answers.
Thank you johnwirtz, and Eric for you’re interest, yes I have wondered about all the hugh problems and high cost you both mentoned and I agree with you, I have even made a cross section of an existing Japanese monorail system using Autocad, and found the space below existing bridges to be very very tight. Well I know this is all “Pie in The Sky” stuff, but hey, things sometimes start this way, i.e. Johnwirtz mentioned building around the “sides” of the outerbelt for instance with spokes leading to the center of the city.
“What goes around comes around” I believe is the expression, well here we are trying to resurect the system again after a generation of neglect, when other countries have had fast moving rail systems going for past years, now the cost to catch-up is very dear.
Hey thanks again for the replys, I would like to see other thoughts on the subject.
regards Tmac.
[...] rail map for Columbus. This time the proposed rail lines all follow existing tracks, much like my potential commuter rail map from March, 2008. I think Mike’s got mad graphic design [...]
What kind of connection/link do you propose for all the people who live on either side of Cleveland Avenue from South Linden (around 11th ave.) all the way to Morse Road (and even beyond). Your map is convenient for those who live in the center of town or on the west side but not for these people who currently ride the buses in large numbers.
SJ,
First, this is just a fantasy map. It’s just for fun and has little to no basis in reality. Most of these existing freight lines are too busy to accommodate commuter rail.
However, if you find these maps fun and you don’t think people in Linden would use the stops at 5th or 17th, you can check out another of my fun maps here:
http://xingcolumbus.wordpress.com/2008/12/13/northeast-busway/
[...] I was not remotely impressed with the plans that the developers had to offer. While I have certainly seen worse when it comes to new developments, lacking here was any trace of originality for one of the last remaining and unique open spaces between Delaware and Columbus. While I am no fan of golf courses, just because there currently exists an underutilized golf course at this site does not mean that any other use is inherently better. In fact, I believe that placing another suburban node at this location will only do more to snarl traffic on Route 23. It is exceedingly foolish in the twenty first century to continue building communities as if oil will remain cheaper than bottled water. The plans presented last week were simply not in touch with reality. I might feel slightly different about this project were there plans to incorporate commuter rail or perhaps a light rail line. In the early 1900s, the Columbus Delaware, and Marion Railway offered extensive interurban electric rail service between these destinations. Today, the Columbus metropolitan area could certainly benefit from a commuter rail system, perhaps like this. [...]