Skyway Could Be Torn Down.....In 2036!

[Charles Hunter]

Getting Federal permits to go through a park, and adjacent to historical properties (Bethel Church, for example) would probably squash this route for a Skyway extension.

[thelakelander]

Probably so.  Too bad this route lost out to the convention center in the 1980s.  If built, the Skyway would be way more successful than it is today.  Having a major medical facility like Shands anchoring an end point would have provided a huge boost in consistent daily ridership.

[dougskiles]

How would the park make it more difficult?  And it could be on the opposite side of Hogan Creek from Bethel Baptist Church.  I think it could help both the creek and the park by bringing more exposure and infrastructure improvements to the area.

Ultimately, it would be nice to have both the skyway and the streetcar going north into Springfield, but I can understand that if the streetcar happens first then the skyway would never happen.  However, it would be helpful to thoroughly evaluate the pros and cons of each before committing.

[thelakelander]

It would pass right by the historic Bethel Baptist sanctuary off Hogan (its called something else today) and 1st.  An alternatives analysis study would have to be done before either could be built (unless we would be willing to commit 100% local funding).

[tufsu1]

How would the park make it more difficult? 

Because you would be dealing with Section 4(f)...which would add significant cost and time to the environmental studies....and might lead to the no-build alternative being selected

http://environment.fhwa.dot.gov/4f/index.asp

[dougskiles]

So if it were paid for 100% locally then neither of these issues would be a problem?  Assuming the community was in support of it.  If I lived in the area, I would find it much less intrusive to the neighborhood to have an elevated system run along the boundary of the park than to have it run through the middle of a historic neighborhood.

But, I see the point that a streetcar would likely be even better as long as the transfer from Skyway to Streetcar is fairly simple.

How far would one have to walk to get from the FSCJ Skyway station to the Streetcar that would potentially run up Main Street and then 8th to Shands?  Or would the connection be better made at either Hemming Plaza or Central Station?

Lastly, would the Streetcar have difficulty getting across the Beaver/Union/State street corridor?  I assume that there would be some kind of signal timing priority.

[thelakelander]

The transfer would be made at the JRTC or Central Station.  Also, there should be no difficulty in getting a streetcar across Union & State.  It could be done with or without signal timing priority.  I've seen it work well with both options in peer communities.  It really depends on how much money you want to put into your system.

[Non-RedNeck Westsider]

Also, there should be no difficulty in getting a streetcar across Union & State.

Of course not, JTA would build an overpass at Main St & Laura St.

[dougskiles]

Will the FSCJ station still function as a local bus terminal once the JRTC is operational?  Or will all of those functions move to JRTC?

[thelakelander]

Rosa Parks (FSCJ) will still function as a bus/skyway terminal from my understanding.

[Doctor_K]

Rosa Parks (FSCJ) will still function as a bus/skyway terminal from my understanding.

And since they'd already be linked via the Skyway, you can bet your bottom dollar that a bus route will also compete.

It's the JTA way.

[tufsu1]

So if it were paid for 100% locally then neither of these issues would be a problem? 

correct...capital AND all operating funds would have to be local

[ChriswUfGator]

People deserve to have a decent transit system, whether they are stuck with it or not.

You managed to eloquently sum up in a single short sentence what JTA has been unable to grasp in 2 decades.

[Charles Hunter]

The Skyway already has federal funds, so wouldn't any extension have to meet federal rules - no matter the funding source?

[Ocklawaha]

Charles, there is always a legal way around the regulatory stranglehold. Past or present when a railroad line wants to expand it is almost always done under a completely new 'independent' corporation. For example the CSX holds paper on  the 'Three Rivers Railroad' which is/was to be built from High Springs to the Suwannee American Cement Plant near Branford. Once built, it would then be brought under the CSX banner. I see no reason why in a city that talks public-private partnerships, the same pattern couldn't be followed to get past difficult territory.

North Jacksonville Skyway, Inc. has a ring to it. Trackage rights into Rosa Parks Station and an 'independent' railroad to the new VA and Shand's. If there was just a will, I'm sure there is a way.

OCKLAWAHA