Then imagine how drivers would make turns right and left from Kapiolani onto intersecting streets such as Ward Avenue, Pensacola, Piikoi and Cooke. They’d have to cross over the tracks and through the pathway of the at-grade trains – a maneuver that has resulted in dozens of vehicle-train crashes in the first year of Phoenix’s new at-grade system.
Also for the sake of discussion, let’s say the double tracks are in the center lanes, which would require passengers to wait for a “walk” signal (or go against the light) to cross the outside two lanes to go to and from the at-grade system’s “stations.” That hardly seems conducive to building ridership.
And if six lanes were to be retained for traffic while adding two tracks of rail, Kapiolani would have to be widened. Do you see any way that could happen without taking dozens of properties along Kapiolani Boulevard alone?
The editorial also dismantles the AIA’s arguments on expense and timing, issues covered in our two most recent posts here on Thursday and Friday – the summaries of the City’s response to the AIA’s hearing in a news conference. The editorial’s final sentence wraps up the issues nicely: