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Pace831 last won the day on January 11

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  1. The school opened before the station did, which is perhaps an example of failure to plan for transit before construction, but not what you described. According to the Will County Supervisor of Assessments, your claim that "all the land around the station is state owned" is false.
  2. The goal isn’t necessarily as simple as “build sidewalks on every street within 1/2 mile to boost ridership”. Rather, they want to fill in gaps between the station and popular destinations. For example, University Park is listed as a high opportunity station. The main attraction there is Governors State University, which already has a path to the edge of the campus near the station. It would not be difficult or expensive to install a crosswalk and a walkway that connects the existing path with the station entrance. Another consideration is, as you noted, potential future developments which should be designed to minimize car dependency. There’s also a social justice aspect, as the sidewalks would increase independence for people who cannot easily access cars due to low income, age, disabilities, etc.
  3. So you’re using one personal anecdote as “proof” that the correlation between sidewalks and transit use is imaginary? There are other influences affecting ridership on the MED (by which I assume you mean the in-city segment), allegedly including expensive fares, preference for buses, outdated system, personal safety concerns, etc. All of these deterrents combined can easily overcome the relative advantage of a sidewalk. You’ll note the report generally names city stations as having the least opportunities for investment in sidewalks. The issues described are mainly in the suburbs, where traffic volume and speed are the main deterrents to walking.
  4. CMAP issued a report on sidewalk availability within a half mile of rail stations. Most CTA stations were found to have generally good sidewalk coverage, while only 35 Metra stations had an "excellent" rating. Opportunities for improvement are discussed. The data came from the Regional Sidewalk Inventory which was published in July.
  5. These photos were from Pace HQ, but the buses are planned to go in service at West Division. It looks like 20401 has been to West already based on the picture in the board meeting video, which shows it as a training bus with the West Towns legacy bus in the background.
  6. Even with the five digit numbers, Pace's numbering scheme as hard to rationalize as it ever was. Busjack used to think the third digit signified the type of equipment, but 4 has already been used for community vehicles (14400s/16400s).
  7. Presumably they are for expansion of I-55 service.
  8. Pace will be acquiring two OTR coaches from the City of DeKalb, according to the January board meeting.
  9. The January board meeting video (start at 54 minute mark) mentions the first New Flyer prototype has arrived. Features of the bus are described in the video. Deliveries are expected from "mid-March to the end of June". There's a picture of the bus, number 20401, in the December video at the 31 minute mark.
  10. The materials from the meeting are on the Pulse site.
  11. eBid Nashville auctioned eight bilevel cars in September 2019, which were owned by the Nashville RTA, the agency that oversees Music City Star. I don't know if anyone bought them, as the auction listing is expired. Apparently these never made it into service. Going back through Google Earth imagery, various bilevel cars were moved in and out of the bus depot location since 2004, including five that were in a flood in 2010. Those cars not stored there seem to have been at the Music City Star yard in Lebanon, which is at the Nashville & Eastern Railroad shop. Presumably, these were purchased for parts or planned expansion that never materialized. The original plan called for six additional lines and more service on the existing route. The spreadsheet posted by @Eric95 lists the eight car numbers as 7755, 7780, 7837, 7839, 7845, 7854, 7856, and 8762. If you go back to the April 2009 image on Street View, there are seven cars there. "V457" is visible on the car in RTA paint, which means that one would be 7854. If that's the correct number, there seems to be a discrepancy in the spreadsheet, which lists that car as going to "Army".
  12. Your claim was that you had no idea there would be ANY cuts to 270. As I said, give Pace time to respond and adjust. Once ridership patterns settle down, they'll be able to make an informed decision. That time probably isn't far away. Historically, Pace has not continued to run empty buses, and has added service if they get too crowded. This brings up the point made in another thread about the pitfalls of viewing transit as welfare for "those desperate enough to ride the bus". Even if Milwaukee Pulse fails, I give Pace credit for trying to improve service. There's value in knowing what doesn't work to help guide future projects.
  13. The exhibit from the first meeting in April clearly states that 270 service would be reduced. That fact was repeatedly stated throughout the project. Don’t blame Pace because you missed it or forgot about it. There were not many comments received at the hearings about having to walk farther. That particular issue seems to come up on this forum more than anywhere else. It is still too early to declare Pulse a failure. The implementation may not have been perfect, but that is not unexpected for an entirely new type of service. The example of two people on the bus “late in the evening” isn’t representative, and there is still time for ridership to grow. What really matters is how Pace responds to current criticism and adds future Pulse lines. Give them some time to gather ridership data and make adjustments if deemed necessary. Contrary to your claim that “Pace hates its riders”, they have made changes in response to passenger feedback many times.
  14. But cars aren’t the exclusive reason, as was discussed here.
  15. The only lost connection is to 208. I wouldn't count 234 because most of its trips interline with 209. Since 208 and 226 run parallel, a good portion of riders who currently transfer between the two at Des Plaines could have an alternate way to get close to their destination by transferring to one of the north-south routes instead.
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