KCRag Forum

KCATA's 2017 budget includes money to study upgrading #142 to MAX.

Hopefully it comes with ped improvements like Prospect Max. Much of this corridor has poor sidewalks, poor crossing spacing, bad sight lines for ped safety and so on. There's stops today there's absolutely no ped route.

And I say that having family that uses 142 to get to work daily.

When should it complete?

earthling wrote:When should it complete?

Too early to say, but IIRC most of the MAX projects have been completed within 5 years of being proposed.

Apologies for bringing up potentially fantastical thoughts, but I'm wondering why a N Oak MAX can't run one stop north to new KCI, combining with 229 for higher frequency? A MAX station curbside at a new KCI with frequent fare-free trips to downtown servicing Prairie View or N Oak along the way - wouldn't this be a possible and good way to improve airport transit? Or are these pony thoughts?

northlandnate wrote:Apologies for bringing up potentially fantastical thoughts, but I'm wondering why a N Oak MAX can't run one stop north to new KCI, combining with 229 for higher frequency? A MAX station curbside at a new KCI with frequent fare-free trips to downtown servicing Prairie View or N Oak along the way - wouldn't this be a possible and good way to improve airport transit? Or are these pony thoughts?

it's possible. you'll want to rally support for that early. from what i've been told, the airport is not in the "study area".

Online survey! http://ridekc.org/bulletins/north-oak-t ... y-meetings

This would be more effective if it went to Plaza, better yet to Waldo. If UMKC streetcar is going to kill MAX down Main, a N Oak to Waldo via Broadway true express bus would be a great complement.

Broadway through downtown would be a bad idea. Why not keep it on Grand?

Down Grand, cross to Broadway at either Pershing or maybe Linwood or Armour.

Seems like that's a really long run to get clear to 75th.

There won't be a single seat ride to Waldo or Plaza. It's coming from as far north as 152 and that makes no sense. It might run to Crown Center.

The most likely express through the urban core is a Plaza/Union Station airport express at a premium price.

Why do we always have to keep these lines running north/south? Same with traffic configurations. Everything orients for quicker traffic from “nice” suburbs to DT. Is there really no demand for an ECII/47th Max line or are we worried about crossing lines or “problems” on the Plaza?

beautyfromashes wrote: ↑Sun Mar 10, 2019 11:46 pm Why do we always have to keep these lines running north/south? Same with traffic configurations. Everything orients for quicker traffic from “nice” suburbs to DT. Is there really no demand for an ECII/47th Max line or are we worried about crossing lines or “problems” on the Plaza?

I’d imagine Independence Ave. (in the works) and Linwood/31st have the most demand of any potential east/west routes. Isn’t that sort of the reason why they were selected for streetcar in the first place?

A third of this route is going e/w.

normalthings wrote: ↑Mon Mar 11, 2019 12:29 am

beautyfromashes wrote: ↑Sun Mar 10, 2019 11:46 pm Why do we always have to keep these lines running north/south? Same with traffic configurations. Everything orients for quicker traffic from “nice” suburbs to DT. Is there really no demand for an ECII/47th Max line or are we worried about crossing lines or “problems” on the Plaza?

I’d imagine Independence Ave. (in the works) and Linwood/31st have the most demand of any potential east/west routes. Isn’t that sort of the reason why they were selected for streetcar in the first place?

+++39th Street+++

DaveKCMO wrote: ↑Sun Mar 10, 2019 8:39 pm There won't be a single seat ride to Waldo or Plaza. It's coming from as far north as 152 and that makes no sense. It might run to Crown Center.

The most likely express through the urban core is a Plaza/Union Station airport express at a premium price.

Does ending at 3rd/Grand versus Crown Center allow a decrease in headways?

beautyfromashes wrote: ↑Sun Mar 10, 2019 11:46 pm Why do we always have to keep these lines running north/south? Same with traffic configurations. Everything orients for quicker traffic from “nice” suburbs to DT. Is there really no demand for an ECII/47th Max line or are we worried about crossing lines or “problems” on the Plaza?

Downtown is still the densest job market in the region (and now it's a tourism destination), so that's why most lines still converge there. A grid network of frequent routes is where we're headed, which means fewer single seat rides (but more efficiency).

We don't have a grid network, we have *four* grid networks. That's the cause of a lot of connectivity problems.

Like if you want to go from NKC to 103rd and Metcalf you need to transfer busses twice. Changing the system into a single unifed grid allows for less transfers for more people.

The bus system should be gone through as a "six degrees" game and reduce the number of transfers system wide.

If this means busting the numbering system so be it. Number them based on where the most miles of the route are.

flyingember wrote: ↑Mon Mar 11, 2019 10:29 am We don't have a grid network, we have *four* grid networks. That's the cause of a lot of connectivity problems.

The person who actually works in transit is telling you we will likely move to more of a grid network than exists today.