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MetroShadow

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Posts posted by MetroShadow


  1. 5 hours ago, west towns said:

    why cant it stop on il 83 ?  routes 223 and 757 makes stops on Il 83 in Elk Grove and Bensenville

     

    4 hours ago, NewFlyerMCI said:

    Serving that Walmart would require a full-on detour into the parking lot, since there is a barrier btwn the service road that has access to the walmart and Kingery Hwy. Also no where to really stop, there isn't a full-size shoulder or sidewalk or grass or anything like that

    Bus stop standards won’t allow it, ADA requirements won’t allow it. Walkability isn’t allowed either. 


  2. 8 hours ago, WCR said:

    I see everyone else already posted their shots, but here are mine anyway! Also, thanks to guy who gave me this Pulse drawstring backpack!

    I do like the purple theme featured on both the interior and exterior of the buses. Also, the Nortran Legacy Fleet bus made an appearance at Golf Mill, running the 208. And if anyone is wondering about the artics at Jefferson Park, they were blue line shuttles, as service was suspended between there and Harlem.

    20190812_003550_crop_569x548.jpg

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    Great shots. 

    /just a little homesick right now

    • Upvote 2

  3. 1 hour ago, CircleSeven said:

    Don't CTA have to have a public hearing on the discontinuation of the #54a (similar to what they did for the #205), plus the board have to approve it before it gets implemented? 

    The same goes for Pace. Don't their board have to approve the Round 2 changes before it goes in effect? The board only approved the Round 1 changes last year. And even after approving it, it took a couple of months before the changes went into effect.

    Stuff like this takes time, and I don't think these changes will go in effect before the end of the year.

    Not necessarily. You can do them wholesale and implement changes incrementally. Doesn’t violate title VI, especially with wholesale restructuring. Boards may approve or amend at the monthly meetings

    Case in point, AC Transit has two restructuring: local service was done in phases with the public hearings done before them. 

    Public Hearings: 2014-15

    implementation dates: 2015, Summer 2016, March 2017, June 2018, December 2019, 2020-21 

    local: public hearing in 2017

    implementation: 2018-present (the closure of Salesforce TC and driver shortages can stall it). My students wants AC transit to reject the F line changes after I spoke at the hearing and the board approved all of the changes. 


  4. 9 hours ago, Tcmetro said:

    The Rosemont stop on the 330 will help build connections between the west and northwest suburban lines. Airport workers are able to get regular fares on the Blue Line, so the fare increase amounts to a quarter for the L-bus transfer. 

    I think Pace should look into running the 250 or the Dempster Pulse line to Rosemont Blue Line for a better connection to Desk Plaines. 

     

    2 hours ago, NewFlyerMCI said:

    Probably also worthwhile to consider increased service on the 230

    Neither idea works. 230 is one of those connector routes whose sole purpose to connecting mount prospect with DP and Rosemont; 250/Pulse D can make connections at DP without going out of the way back to Rosemont.


  5. 7 hours ago, trainman8119 said:

    As far as I am concerned, it is a terrible money wasting idea. Pace has been on this band wagon for 20+ years.

    You watch, just like the CTA x routes, these buses will be empty or close to it. Once again, the bread and butter

    riders get the shaft. This is one type of reason I left Pace many many years ago now...and the new ED fits the mold

    so well ☹️ 

     

    Rocky Donohue was so against taking care of the little guy or the grandma who needed to go shopping

    or something. He was more into smoozing politicians. I see that nothing has really changed.

    I really disliked it when he became my supervisor.

    Having worked there myself (different unit), from the planning/analysis side (and having taken 270 a lot), I was often frustrated with the concept that the local was slower. Not everyone is going to take the route from stop to stop; and if there's ridership between the transfer points, then great. Bus speeds are important too. The existing 270 is slow because of congestion and that lower bus speeds costs money (say $78/operating hour). The more time you spend on the road, the more it costs to operate (and those numbers add up). Remember that we can only go as fast as the idiot in front of you.

    The rapid/local hybrid with 10/30 overlay makes sense if your destination is a transfer point or the end of the lines. Local riders, less so. Take for example when I worked at Samtrans briefly. The ECR route (evolved from a 390/391 clusterfunk) is a 2.5 hour jaunt (3.0 hours plus in peak) running time one-way. Yes, that's a core route (several attempts to break that up, even after I left) where it is the spine of the network. The Rapid was put in place (Daly City BART to Redwood City TC/ Caltrain) to speed up trips between the two (it's faster even without TSP - and don't get me started on that). Now, the Rapid overlay is different (20 minutes peak/30 weekends) compared to Local (15 minutes all day/20 weekends). Maybe that could be the guidepost for future service (VTA 22/522 and 23/523) has similar overlays to 270/Pulse M.

    And I always thought that Pace was the bastard stepchild for the RTA compared to the other agencies. For us to do more, great, but also not at the risk of losing more riders.


  6. 1 hour ago, artthouwill said:

    With respect to the 330, this routing change makes no sense.  As I stated before, the 303 covers Irving Park between 25th and River Rd and River Rd between Irving Pk and Rosemont CTA.  The 326 only ran weekday rush periods.  Also, the 332 provides service along Manheim from Seymour to Lawrence, Lawrence from Manheim to River Rd and River Rd from Lawrence to the Rosemont CTA,.  The portion of the 326 from 25th Ave//Lawrence to Rosemont CTA was part of the 326.

    I guess one unintended benefit is passengers at the Kiss N Fly can now ride to Rosemont CTA and avoid the $5 fare from O'Hare as well as the ATS/Shuttle bus.  Outside of that,  route duplication is in full effect.

    With respect to the 331, I'm not sure that this is a good idea.   From past observations,  the 304 wasn't brimming with riders from LaGrange Metra.  Besides that,  doesn't the 302 cover that area?

    330 and 303 are two different markets - duplication doesn't apply in this case, especially along Balmoral. Balmoral isn't served outside of the Shuttle; Important connections are available at Rosemont. 326 provided an important link back when that segment was added (2013?) 332 is a different market in its own right. 

    331 takes the west end of the 304 and creates a deviation at 60' frequencies. This protects any losses with 304 since 331 had better ridership and a newer market (LaGrange - Lyons - Brookfield/Riverside HS). 302 trips keep going east to Cicero.

    1 hour ago, artthouwill said:

    Looking at the 330 map, it looks like the 332 is being rerouted to run 25th Ave between Irving Pk and Lawrence.  If that's the case,  then there is no reason to reroute the 330 since the suburban portion of the 326 is now completely covered by the 303 and 332.

    Plus there's mad traffic on I 190 between the airport and the Kennedy. 

    Duplication is more of an issue for longer stretches of road. To get to separate markets on shorter lengths isn't the case (see Higgins and 223/600's, 209/234)...332 covers 25th on parts and is still not a concern. Think about your destination, not so much the segment.

    I-190 is gonna I-190 regardless.

    • Upvote 1

  7. On 7/27/2019 at 1:16 PM, west towns said:

    then why does Metra operate express trains?   using that arguement  all metra trains should be local

    Wrong. Apples to oranges comparison, especially (as Trainman mentioned), primarily peak service. 

    And design standards of service would dictate that rapid rail, rapid bus, heavy rail, commuter rail are designed to take more people, farther and faster. You’re not going to do that with 1500 ridehail vehicles. 

    And wait until the true price of a TNC vehicle becomes revealed to the passenger. The bottom has to dip elsewhere (or which is why TNC companies have started acquiring mobility companies like bikeshare or scooters)


  8. 7 hours ago, busfan2847 said:

    On the Pace front page in the following section (scroll down on the page):

    "Pace Eliminating Three Poorly Performing Services

    Several routes approved for elimination as part of the Pace 2019 budget will take their last trips this summer. Pace's 2019 budget included the elimination of 12 poorly performing services in total and the reallocation $1.2 million into a $1.7 million service enhancement effort that will reduce overcrowding, improve on-time performance, and support the launch of the Pulse Milwaukee Line, which is expected this fall.

    On August 9, Pace Routes 304 and 326 will take their last trips.

    Service enhancements on nearby Routes 330 and 331 will help compensate for the elimination of these two routes. Pace has worked to encourage ridership on these routes, but they have not performed to the agency's standards. As a responsible steward of taxpayer dollars, Pace can no longer support these routes which do not generate the necessary fare revenue.

    Service has already been cut on several other routes this year. Routes 362, 532, 661, 809 and 824 were eliminated, and Saturday service was eliminated on Routes 209, 348, 540, 504 and 546."

    My advice is to watch the service alerts. The fall changers won’t likely be posted for another week-plus. 


  9. 4 hours ago, artthouwill said:

    Dempster is also slated to have Pulse service eventually.   Dempster and Milwaukee cross each other

      There has to be some way to identify these routes other than Milwaukee Pulse or Dempstet Pulse.  I guess we will get some idea soon.

    It’ll be pulse. Routes externally don’t necessarily need a number for it to matter. There will likely be an internal number that planners and analysts will use, but to the usual eye, it’s Pulse. 


  10. 9 hours ago, NewFlyerMCI said:

     

    Reading this makes me wonder why the 210 hasn't been cut. I always assumed it was Glenview and Oakton-Skokie keeping the line alive

    Lincolnwood and the McCormick/Lincoln transfer point were the logical points for folks going south/east or to the mall (Glenview/Golf stations were for those North and Northwest), and CTA would take the passengers to the respective transit stations. 

    The terminal changed as a result of the 2009-10 recession and pruning the routes made more sense then (as opposed to cutting everything to the bone).


  11. On 7/13/2019 at 11:19 PM, renardo870 said:

    Looking at the 210 ridership it seems to average over 330 passengers monthly so I am curious on why service would be cut. I mean it's doing better than the 304 and 326, which will be discontinued after Friday August 9th, 2019 with averages in the 60s and 130s passenger range, respectively. I'm surprised there wasn't any uproar about the cut or is it still under consideration?

    From a planning and evaluation. standpoint (and I also wrote the standards), comparing 210 with 304 and 326 may not be in the best interests of comparison.

    Different markets, same terrible ridership. Doesn’t detract from your thesis (or mine) that the routes have to go.


  12. On 7/13/2019 at 11:19 PM, renardo870 said:

    Looking at the 210 ridership it seems to average over 330 passengers monthly so I am curious on why service would be cut. I mean it's doing better than the 304 and 326, which will be discontinued after Friday August 9th, 2019 with averages in the 60s and 130s passenger range, respectively. I'm surprised there wasn't any uproar about the cut or is it still under consideration?

    210 has been historically dismal since the 2004 restructuring (and even more with the cut from the Brown Line). That’s 330 passengers spread against 13 hours a day (still 16.5 passengers/revenue hour) where ridership is spread with no clear objective or destination (crosstown services and whatever is in glenview can make it up)...not to mention if you compared 210 to the route classification (with the rest of the routes OR within Northwest/North Shore), it still ranks badly. 

    Pulling resources from the 210 to cover better service (Crawford and 225/226) where markets justify it would be a better trade off. 

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