Busjack

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  1. Getting past Rauner and Madigan going at it again, this Sun-Times article points out that one of the issues in selling the Thompson Center is: Madigan writes in the letter that he’ll continue to work with [Central Management Services] on issues related to the CTA station And in the attached letter I have directed my staff to provide any assistance necessary so that we may pass legislation advantageous to the State of Illinois, while providing the least disruption to CTA commuters utilizing the lines that feed into the Thompson Center. I am advised CMS is in negotiations with the City on issues related to the CTA station and the easement... At least someone is thinking about it.
  2. Are you also adding in that Howard also has most of Purple (and 6 Yellow)? It the L Rosters page is correct, Green and Pink have a total of 214 cars, which means that there are already 500 cars assigned to Red-Purple-Yellow. I don't know when CTA made its projections whether it figured it had or needs to get cars for the extension and any increase in trains it promised for when the Clark Jct. flyover is completed, but considering that the fleet has already gone up from 1190 (before the 5000s started arriving) to 1470 something, CTA has to store them somewhere, even if it isn't using them.
  3. Your 714 reference probably is the answer, 722 probably has a grant to build ridership, and if it doesn't build ridership, Pace will ask the communities to kick in. Unlike 714 serving COD (and whitefish) and unlike Streamwood kicking in to save 554, I'm not aware of any community with any interest in 722.
  4. As they said at the time they yanked the first 7000s spec, they lived with it for 4 years on the Red Line. Also the second spec provided that if Tomlinson couplers were proposed, an adapter would have to be provided for each car for that contingency. Nobody has said whether CTA accepted any alternatives in the solicitation. I indicated that I didn't think 7000s on the Red Line were likely, but it isn't like CTA didn't foresee the situation.
  5. I think he meant that there were some loaners on what were presumed to be Limits routes. Essentially Kedzie ended up getting most of Limits routes, other than those going north of Belmont that went to NP. In the latter regard, it didn't matter. Not having a northern terminal for 8 and 9 left them somewhat unbalanced with regard to needing southbound garage trips, but otherwise eliminating Limits didn't make much of any difference, as it didn't handle crosstown trips in its area (most of which were handled by North-Cicero) nor much of 22 or 36. The issue basically came down to the same as Archer. There was a proposal to build a garage at around Diversey and Elston, but CTA decided it didn't need it. One also has to consider that CTA had about 2400 some buses in the 1970s-1980s and about 1800 some now.
  6. It depends how far back. I was citing the mid 1970s, when most of the various LaSalle Express buses were basically unnumbered and were variants of 156 on the maps, and maybe into the first year (1976) of 135-136. Yours seem after that. The assignment of artics indicates that 136 must have had capacity problems that were addressed about 1979, when I wasn't around.
  7. Again, it is one of two things (given that the original assessment was 84 cars): The contract for the 7000s has 2 options for 100 and 90 cars each for "expansion." Andre indicated that the 5000s bloat indicates that CTA already has the cars, if it wants to keep the Red Line all 5000s. Capacity doesn't mean assignments. 54th Yard has capacity for 108 and has 50 assigned. But even if it is, and I don't know if your math considers the increment of 84, sure the 5000s could be restricted to the Red, as well as Yellow and Purple Lines at Howard Yard, and then they could put the option 7000s on the Green and Pink Lines. Or they could run the Red Line mixed (although not in the same train). Based on the need for 84 cars, I don't think any of these is necessary, but the possibility exists.
  8. On the issue of shops and yards, the EIS* says at 1.2.1: Provide a modern, efficient rail car storage yard and shop facility to provide storage and cost effective preventive maintenance for rail cars associated with the RLE Project, rail cars currently stored in the existing 98th Street Yard and Shop, and rail cars supporting additional Red Line expansion of service. Also: 1.3.6 The Need for a Rail Car Storage Yard and Maintenance Facility The existing 98th Street Yard does not have capacity to store rail cars required for any substantial increase in Red Line capacity accompanying future Red Line expansion. Two yard and shop facilities (Howard Yard at the north end of the Red Line and 98th Street Yard at the south end of the Red Line) provide storage for vehicles operating along the Red Line. Any Red Line expansion must consider the capacity of both yards. The Howard Yard and the 98th Street Yard together supply rail cars for both the northern and southern portion of the Red Line. Both yards are necessary to efficiently provide trains to meet the current and future operating plans for the entire Red Line. All northbound trains currently begin their run at 98th Street Yard, and any expansion of Red Line service would require expanded yard capacity at or near the southern end of the Red Line. The existing 98th Street Yard is landlocked between interstate ramps for I-94 and I-57. There is no room to expand the yard without major realignments of the two highways. In addition, the existing 98th Street Yard is oriented as a terminal yard for service to and north of the 95th Street Terminal. With the RLE Project expanding service to the south, use of the 98th Street Yard would lead to inefficient operations. Moving trains into and out of the existing yard, due to the orientation of the yard, would cause operational inefficiencies and potential capacity constraints to Red Line service. However, somewhat supporting you at page 2-9 Yard and Shop The 120th Street yard and shop, with a capacity of 340 train cars, would be sited on a combination of industrial and vacant land east of the CN/ME tracks and west of the NICTD/CSS & SBRR tracks near 120th Street and Cottage Grove Avenue. ... The existing 98th Street Yard and Shop at the south end of the existing Red Line would be used for other purposes, such as non-revenue equipment repairs once the 120th Street yard and shop is constructed. The yard could also function as a location where trains could be turned back from south to north for irregular or emergency service. *Looks like you have to click on RLE Draft EIS (Full .pdf).
  9. With all the swamp land south of 115th, they won't, and the plans do not indicate an intention to keep it. But, by that logic CTA should have kept the Wilson yard and shops, too. Either the new yard setup being proposed is more efficient or it isn't. For instance, I don't see anyone saying that sending the mid day Red Line layovers to Englewood is a permanent fix, but is only being done because the one yard track has been temporarily removed.It isn't a strategy to get the Garfield-Prairie station back up to capacity (although that might not be a bad idea). The other thing to figure is that the 98th shop will be 66 years old by the time this project is completed (if it is). That's older than most terminal shops, except maybe Forest Park, which probably also gets replaced if that project ever gets rolling.
  10. Sort of like the Nagle shop and yard on the Blue Line. I wondered how they were going to get the O'Hare extension over that. But I'm also not clear how they are going to get the Red Line to leap over the I-94/I-57 junction at 98th, either. Or maybe it is under and over. Plot your route here. It doesn't pay to predict what's going to happen 10 years down the road (such as whether the extension will be completed by then) but I don't think there are any votes to be bought short turning trains when the purpose of the extension is to move the bulk of the 11,000 average weekday boardings (and I assume 11,000 departures) at 95th further south.
  11. In the early 1970s, it was mostly 300s. It might have had a few 100s, but those seemed mostly at Beverly and Lawndale. When 69th was converted from propane to diesel in 1973, it got 100s and the 800s (the 800s were removed from Evanston). In the mid-1970s, the pine and lime buses had stickers about "Limits Garage, Quality Maintenance," but I think some other garages had comparable stickers. Most of those were Kedzie, especially when they had the 149 Stateliner roof signs. They usually did. I indicated also Sheridan-LaSalle. That kickstarted my memory that while there were some from NP, most were from Limits, and again I remember one in 1976 that was supposed to go to Devon (signed Broadway Rosemont) that turned south at Granville. Since I was transferring to 155, I called that in, asking for the Limits transportation office, and they connected me. When I worked on LaSalle and lived near Devon, it was a tossup whether the L or bus was quicker, but that lasted only about a year.
  12. As far as rail, the yard is supposed to be moved to about 122nd, and somehow they are supposed to get a double track on an elevated structure north of I-57 and then across I-57 around Stewart. If you are asking bus, I still don't see it, as there are supposed to be intermodal stations along the route, including a big one at Michigan-115th.
  13. The other thing to consider is that CTA has several inherited facilities that were small garages, capacity of something like 100-150 buses. In the 1970s, 52nd and 69th also qualified as that. Beverly apparently was also too small, which resulted in 103rd being built. It isn't like now where each garage is supposed to have about 250 buses minimum.
  14. Small garage. The only Flxs it got were 35 foot ones. Also, while CTA was not as anal compulsive as it is now about limiting series in garages, it was pretty rare than any garage got more than 2 series, and with 1870 1970s era fishbowls, there wasn't much choice. A big move in 1976 was getting the 7400s out of 69th and Limits and replacing them with 9000s.On the other hand, it appears that Limits, and certainly 69th, didn't get any of the 1991 Flxs and TMCs. I don't know of any famous hot dog stand, but there was a stand (don't remember if it was taco or hot dog) on some CBS documentary about being a hangout for cocaine dealers. This was while my sister had an apartment on Pine Grove overlooking it.
  15. There is no indication that the contract was ever awarded, just advertised. If awarded, it would have come up in the agenda for the Committee on Finance, Audit & Budget, but I looked back to Aug. 2016, and it isn't there.* Odds are, Mayor Rahm Emanuel would have posted a CTA Press Release, but there isn't one either. Both on the CTA and Pace fronts,there seem to be a lot of stuff that should have been done by now that hasn't. ___________ *And I looked too far; last indication on this forum was here.