I'm certainly not in favor of any plan that allows cars into the streetcar lanes.
Indeed, I thought that was your stance. And it has to be the bottom line no matter what/which option is chosen (It appears there are more than three). I go even further in touting that the track RoW must even be separated from pedestrians, save for light signalled crossings. If the streetcars are to do the speed necessary to increase present trip times, pedestrians must be protected from themselves. This is not a "pedestrian mall"...it's a "transit mall".
Edit to Add: Been Googling to find how others balance the speed limit to the physically segregated or not status of the RoW. If others could add to this, it would be most welcome.
Interesting blog here:
Australia is a hotbed of transit and pedestrian malls. Dialog ensues of comparing Melbourne's Bourke Mall speed restrictions to other Oz city ones. Typical limit appears as "10kmh" in shared pedestrian malls. That is very slow for King to be emulated to.
Portland is analyzed here, excellent pics and sections, as they detail every part of the system, including the mall section:
[...] (Note this is a diamond lane on a two lane one-way street)
In the CBD (both the original Blue & Red line east/west alignment as well as the north/south Portland Mall alignment) the speed limit is 15mph on the straight sections of track. Around some of the curves in this part of the alignment (Goose Hollow, PGE Park, Skidmore Fountain, 1st Ave, and that area up by Union Station), the speed limit will be 8mph or 10mph.
In the physically separated section, like Paris and many other cities, it's considerably better:
Holladay – eastbound from Oregon Convention Center to 7th & Holladay
Along Holladay in Portland and Washington St in Hillsboro (both pre-empt territory
), the speed limit is 25mph.
In the totall
On Karlsurhe, an excellent article for those familiar with the shared heavy rail/LRT interspersed usage that King Street could become if re-gauged to rail standard to run the Metrolinx LRTs as SmartTrack up the GO corridors.
To find out more about their 'shared roadway' running, use "pedestrian" for the the page search. W. K Lis has a good post there, but the following covered so much ground that I'll quote it:
Leo June 20, 2012 at 6:34 pm #
Sacramento LRT and similar system seems to be a Tram-Train as far as passenger operational characteristics. They just don’t share with non-LRT trains on the mainline. Sacramento’s corridors fanning out of the CBD shares ROW with the Union Pacific for most of its mileage. From the outer suburbs, the LRT travels up to 55mph, with station spacing of about a mile apart. Once it hits the CBD region, the trains (up to 4 LRV’s) run on surface streets with max speed of 25 mph and into 1 pedestrian malls(K Street ped mall recently opened to cars, O Street ped mall still for LRT). The pictures from above look very similar to Sacramento in CBD, and its suburb Folsom. As far as I know, San Diego Trolley and Dallas LRT is similar to this model, fast on suburbs, slow CBD, just not sharing with non-LRT mode. With that backdrop, what’s the difference other than mixing of modes with modern LRT and Tram-Trains?
So the answer appears to be 'if physically separated RoW's are used' for King Street, 25 mph (40 kph) can be expected as the upper speed limit, stops and track intersections excepted.