Ah, the 80s. Neon lights, big hair, and even bigger ideas about what the future might look like. Back then, Columbus nearly added one more thing to that list: a sleek monorail gliding above downtown streets.
In May 1987, the city seriously considered a proposal that could have reshaped how we move around downtown. It felt bold. It felt futuristic. And for a moment, it seemed possible.
Let’s take a look back at the monorail that never was — and the Columbus that might have been.
In the spring of ’87, Swiss manufacturer Von Roll Habegger pitched an elevated rail line connecting major downtown destinations, including the Ohio Center, the Ohio Penitentiary, Central High School, Columbus City Center, and possibly even the Ohio State Fairgrounds.
The timeline was ambitious. If the city signed a contract by 1988, the system could be up and running by 1992. The estimated cost was $40 million to build, with about $2 million a year to operate. For four miles of futuristic transit, it sounded almost attainable. People were intrigued.
By July 13, 1987, the idea started to feel more real.
Von Roll presented what they described as a “very loose” plan to city leaders and members of the 1992 commission. The proposal included an elevated loop running along 3rd and High Streets, tying the Ohio Center complex to county offices at Mound Street.
There was talk of expanding it someday to German Village and the Brewery District. Other possible loops would stretch west toward the Ohio Penitentiary, Veterans Memorial, and Central High School. It wasn’t just a train. It was a vision for a more connected downtown.
The price tag shifted as details came into focus.
The initial downtown loop was estimated at $27 million, not including passenger stations. Von Roll suggested nearby property owners could help cover station costs since they would benefit from increased foot traffic.
The system would carry between 4,000 and 8,000 passengers per hour, reaching speeds of up to 30 miles per hour. The cars would run on rubber tires along welded steel box girders, designed to blend into the city rather than overwhelm it.
City officials and representatives from COTA even traveled to Vancouver, British Columbia, to see a similar Von Roll system in action. There was real momentum. It didn’t feel like fantasy.
But by the fall of 1987, the enthusiasm started to cool.
In November, a committee led by Upper Arlington Mayor Priscilla Mead reviewed the proposal. Instead of backing the monorail, they recommended considering an automated people mover similar to systems in Detroit or Miami.
That option came with a much higher construction cost, estimated between $60 and $80 million, along with projected annual operating deficits of up to $4 million. Expected daily ridership ranged from 6,000 to 8,000 people. The numbers were workable, but not overwhelming.
In the end, neither system moved forward.
The proposals quietly faded, and Columbus stuck with buses, cars, and growing traffic.
Looking back, it’s hard not to wonder what might have changed if those elevated tracks had been built. Would downtown feel different today? Would Columbus have leaned earlier into rail transit? Would we be talking about expansions instead of starting from scratch?
Instead, the monorail lives on as a fascinating “what if.” It’s a reminder that Columbus has never lacked big ideas. Sometimes they just don’t make it past the drawing board.
