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Below is a summary of the most common modes of trail transit, with the common characteristics of each. Typically used for circulation within dense urban areas, although many historic streetcar lines extended into the suburbs. Modern streetcar systems can be found in Portland, Oregon and Seattle, Washington; historic streetcar lines exist in San Francisco, Toronto, Boston, and Philadelphia. Fares may be collected on board, via a proof-of-payment system, or via fare gates in stations. Typically used for commuter travel within large, higher-density cities and metropolitan areas. Runs in a fully dedicated right-of-way, and is thus able to attain higher speeds than light rail. Typically used for commuter service between urban cores and outer neighborhoods and suburbs. Examples include Metra (Chicago), NJ Transit, Long Island Rail Road, Metro North Railroad, SEPTA Regional Rail (Philadelphia), and MBTA Commuter Rail (Boston).
On-board amenities may include first-class seating, sleeper cars, dining cars, cafe cars, and checked baggage service. Runs on dedicated grade-separated tracks on high-speed segments, may share mainline tracks with other trains while approaching stations in urban areas.
On-board amenities may include first-class seating, cafe cars, and checked baggage service. Typically powered by overhead catenary; some diesel-powered trains may reach speeds up to 110 MPH. Current transportation planning includes proposals to link Cincinnati to other cities in the Midwest via conventional intercity rail and high-speed rail.
Most of the recent proposals for rail transit within the Greater Cincinnati region, notably the 2002 Metro Moves initiative, have proposed a three-tier system incorporating commuter rail, light rail, and streetcar service. Light rail lines do not need to be fully grade-separated, and often run on surface streets. Light rail trains are typically shorter than heavy rail metro trains, requiring shorter platforms and smaller stations.
As fare collection is usually via a proof-of-payment system, light rail stations do not require fare gates and strict separation between paid and unpaid areas, nor ticket agents at each station to collect fares. Running on surface streets, light rail trains must contend with other street traffic, pedestrians, and traffic signals at cross streets. Light rail trains, being shorter and narrower than most heavy rail metro trains, offer substantially reduced passenger capacity than would otherwise be possible. As ridership increases, a proof-of-payment fare system may prove inadequate, necessitating the need for fare gates.
With the benefits and drawbacks above in mind, the ideal scenario over the long-term leans strongly toward a heavy rail mode of transit. The existing subway tunnels and stations under Central Parkway are already built to heavy rail specifications, with a fully grade-separated right-of-way and high-level platforms.


Much of the existing rights-of-way set aside for transit use in Cincinnati, including existing railroad alignments and rights-of-way along expressways, have a minimum of grade crossings. The city’s hilly topography favors deep-bore tunneling in several areas, as opposed to surface-running light rail transit. The original objective of the Metro Cincinnati project was to provide a vision of an ideal rail transit system that could be constructed as if funding were not a limitation, and the design of the system’s physical infrastructure in this project is based on that assumption.
Most of the discussion about a regional rail system for Greater Cincinnati has focused on the development of a light rail system, which incorporates a number of cost-saving measures compared to the heavy rail system proposed on these pages, but at the expense of speed and passenger capacity.
However, there are measures that can be taken to combine the cost-saving measures of light rail with the capacity and speed benefits of heavy rail. WMATA specifications call for the trains to be arranged in married pairs, in which pairs of railcars are semipermanently coupled, with operating controls located at the outer ends of the pair. The Metro Cincinnati departs from this aspect of the WMATA design, choosing instead to arrange trains into four-unit articulated trainsets with an operating cab at each end of the trainset. The Metro Cincinnati system proposes using a network of modern, low-floor streetcars to serve as neighborhood circulators and as feeders into the rapid transit lines. The passenger facilities needed for the streetcar system are minimal, and typically consist of raised curbs and sidewalk shelter structures. Graffiti plug-in—Over 50 Graffiti Images Scaled Down to Add to your Rolling Stock and Buildings!!
Graffiti plug-in contains over FIFTY different scaleable Graffiti Images Scaled to Add to your Rolling Stock and Structures. If you are modeling for any period from 1950 to the present, graffiti was and is an increasingly common sight on buildings, billboards, walls, trucks and rolling stock. From the old favorite "Killroy was here" to the new "Wild Style" and "Throw Up," tagging is everywhere. There are lots of types, from the old "Killroy was here" design to the new "Wild Style" and "Throw Up" styles. We print all of our graffiti-filled wall designs using an ordinary $99 Inkjet Printer and Matte Photo Paper for best image quality.
Above are just a few of hundreds of our fonts (these fonts are NOT related to Graffiti plug-in or model trains). There are a wide variety of rail travel modes, ranging from streetcars running short distances on surface streets to high-speed trains running hundreds of miles, and the physical infrastructure designed to interface with these modes can vary widely. Note that these are not rigid definitions, as many rail transit systems utilize a hybrid approach that may incorporate features of more than one mode of rail travel. Overseas high-speed rail systems can be found in France, the United Kingdom, Germany, Spain, Japan, and China. However, as the Metro Cincinnati project deals primarily with rail transit within the metropolitan area, these modes are outside the scope of this project. For rail transit within the region, the question then becomes: What form will a regional rail system will ultimately take? The city is proceeding with plans to build a modern streetcar line connecting downtown and the uptown area, and the streetcar line is incorporated into the Metro Cincinnati project. Compared to modern heavy rail systems such as the Washington Metro, light rail offers a number of cost-saving benefits that allow cities to implement rail transit while minimizing upfront capital costs.


Future expansion of passenger capacity may involve costly capital improvements (such as grade separation or lengthening of platforms) and disruptions to existing rail service. Given the choice between compromising long-term speed and capacity to minimize upfront capital costs, or providing the highest levels of service quality, the Metro Cincinnati project choses to err on the side of the latter option and propose a two-tier system comprised of a heavy rail metro system comparable in nature to the Washington Metro system, complimented by a network of surface-running streetcars. The existing infrastructure is very similar to what is now the MBTA Red Line serving Boston and Cambridge, Massachusetts.
Without drastic changes in current priorities in transportation funding at the federal level, however, it is unlikely that such a system will be built in its proposed form. Such a hybrid approach may resemble the TransPerth system in Australia, which utilizes Bombardier B-Series trainsets that are similar to Washington Metro trains in many respects, including high-level boarding and increased passenger capacity.
The maximum train length is four pairs (eight cars) for a total length of approximately 600 feet. The articulated design allows for increased passenger capacity and enhanced security, as the articulated units allow for free passage between train cars in the event of a security and safety hazard, as well as increased visibility within the train. Such a streetcar system is currently under development by the City of Cincinnati, is modeled after similar projects in Portland, Oregon and Seattle, Washington using rolling stock developed by Czech Republic-based SKODA and manufactured by Oregon-based United Streetcar, LLC.
Then decorate your: buildingsstone retaining wallswater towersbillboardsbridges and bridge abutmentsarchwayssubwaysboxcarstanker carslocomotivesgarageswall muralsand any other area in your layout ordiorama scenery that needs someextra touches of realism. Graffiti has found its way out of the subways and onto boxcars, tanker cars, locomotives, water towers, garages, public places, wall murals, restrooms, stop signs, and more. We have captured many of great graffiti images and styles, and collected them in glorious color onto this Graffiti CD! Or print out the Graffiti images by themselves onto Decal Paper, cut them out and put your graffiti images onto your rolling stock, existing plastic and scratch-built structures, and anything you can think of—like the spray-can artists do!
Planning for commuter rail and light rail have remained stalled since the Metro Moves ballot initiative was defeated.
Unlike the Washington Metro, the TransPerth trains are run via overhead catenary wires and incorporate surface-running segments with grade crossings, which eliminate the need for costly grade-separation for the entire right-of-way.
You will be able to select it as an option when you purchase Model Builder—you needn't return to this site from the shopping cart to get this plugin product.
The designs in Graffiti plug-in will import into Model Builder as another palette to work with.
Given that the existing Central Parkway subway is already designed with high-level platforms, such an approach would also negate the need for the costly reconfiguration of the subway for low-floor light rail trains. Fare collection could initially be via a proof-of-payment system, thus eliminating the need for costly fare gates and staffed stations. Provisions can be included to facilitate the future installation of a fare gate system if warranted by increasing ridership.




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