Pace831

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  1. Only thing to do is increase frequency to about every 10 minutes or so during the rush. Or if another Park n Ride is to be built, have a separate route for each stop. Since you correctly noted that the biggest problem is in Plainfield, those people don't have any transit options other than drive farther north to the BNSF. A significant percentage of BOS riders are people who used to ride the BNSF, but realized the bus was better. One person I talked to at the bus stop said he switched because he didn't like dealing with the crowds at Union Station. Plus the bus gets closer to employment destinations downtown, and for many people it is a faster and more direct route to work. That gets to the issue in Bolingbrook, where people have other options, but have already made a choice not to use them. I'm not sure how many riders from Plainfield and Bolingbrook would actually use the Romeoville Metra station, if it were built. I think the market area would be Romeoville (the biggest proponent of the project), and the fringes of Lockport and Joliet. While some of those people currently catch the bus in Bolingbrook, they'd have to be convinced that the HC is a better option. I don't think the station would help crowding much on route 855 (Plainfield).
  2. Passenger notice about crowded trips on I-55. Perhaps this is the "Bus on shoulder expansion" previously mentioned. And look what is on Webwatch:
  3. Not yet, according to the public hearing results.
  4. This got me thinking that most of the effects come down to whether peak pricing is implemented (and I bet it will be). Prices of all ticket types except weekend passes are based on multiplying the one way ticket cost. So what happens if there are two prices for one ways - peak and off peak? If 10 ride tickets are kept, would there need to be a "peak" stamp or punch box? The proposal to replace them with 7 day passes raises a similar issue. If they would be priced the same as 8 one ways, the implication is that the calculation would be based on peak price one ways. The same applies to 1 day passes, priced at 2 one ways. That leaves monthly passes, which currently cost the same as 28.5 one ways. It's hard to say whether peak pricing will change the multiplier, especially considering that any fare structure changes would probably be implemented at the same time as the next annual fare increase in February. We also have to consider who uses each ticket type. Monthly passes are almost exclusively used by rush hour commuters. Other than the person Busjack knew, people in this group usually make no more than one round trip on most weekdays. Rush hour riders can expect to see their fare go up due to peak pricing. The next group is those who use 10 ride tickets. This group isn't as well defined. 10 rides are used by rush hour commuters who don't take the train more than a few times a week, as well as occasional leisure travelers. If 10 rides were replaced with 7 day passes, most of this group would probably switch to 1 day passes instead. It's almost misleading to use the word "replaced", as 10 rides are useful for occasional riders, but 7 day passes have too much of a time constraint to be considered by that group. For someone who doesn't always ride at the same time of day, 10 rides are less useful if they require paying a surcharge or buying another ticket to travel on a rush hour train. One proposal would make weekend passes valid on Friday nights. I've actually heard several people under the false impression that they already are. I have no doubt that there is demand for this change, especially among college students going home for the weekend. Many workers have the day off or go home earlier on Fridays, so this may also be a way to fill seats. If nothing else, I bet the price of weekend passes will increase. It seems a goal of these proposed changes is to increase nontraditional ridership. That includes off peak travel, transfers between lines, and non-work trips. My conclusion is that the proposed changes do have potential to attract new riders to those markets, especially the 1 and 7 day passes. However, current riders can expect to pay more due to peak pricing and possible elimination of 10 ride tickets. On the vending machine point, I don't see that happening either. Metra doesn't want any more capital projects right now. That's probably the same reason that the list of potential changes has been narrowed to ticket types, rather than more substantial changes to zone structure or collection methods.
  5. In the survey, it said a one day pass would cost the same as two one way tickets. The "similar to a monthly pass" reference just means that it has zone limits, as opposed to a weekend pass. Another proposal was a 7-day pass, for the price of 8 one ways. One question asked about replacing 10 ride tickets with 7 day passes. The "hand it to someone else" issue is the same one they already have on weekends. There's no practical way to enforce it. I also wonder whether 1 day passes would be sold on board, which would require conductors to carry an extra ticket book.
  6. Metra has released a survey about potential changes to the fare system, available until March 31. I personally like the idea of the one day pass.
  7. I'll second that bet. Pace seems like they are moving a lot more quickly toward converting the entire system. Those "H Trips" signs are part of the new standard for trip variants, and putting signs along both route segments covers most of what is left of that route that didn't already have signs.
  8. Here is the westbound bus leaving Rochelle at 6:15 PM tonight (Tuesday 2/21). Only one passenger on board. I agree the seats looked comfortable.
  9. High ridership is the cited reason, which can probably be attributed to the new connecting routes at NWTC. Ridership was already very good even before the improvements. I drove the tollway west of Schaumburg Thursday night. All the pavement and lighting is finished, all the way to Rockford. The overhead digital signs are all in place but not yet activated. At Barrington Road, they are starting to put up the steel structure for the pedestrian bridge. The ramps and the tunnels under them were completed a while ago. Randall Road had about 25 cars in the park n ride.
  10. The ridership numbers for 465 indicate, on average, about 5 passengers per trip. Of course, that doesn't account for certain trips being busier than others. Your observation of 11 people getting on is definitely significant. 829 should have 8-9 passengers per trip, so 12 is still above average, especially with the timing of those buses that you noted. I don't know how many people board 877/888 at the Esplanade, but I doubt many would consider that as an alternate to the train. Current riders of 465 could utilize 715, or take 877/888 to Yorktown and transfer to 722 or 834.
  11. I found it here on River Valley Metro's website. I rode both 500s and 600s in Spring 2016, but I didn't remember which was which. I do have pictures of the inside of one of the ex-CTA ones, but unfortunately the number wasn't visible. The blue seats with black inserts and the decals inside left no doubt that it was once a CTA bus. Look at RVM's website , which has a picture of 508. It is a 35' bus, so that one must have been an Indygo one. Also check out this picture of 601, in which the blue seat handle is visible if you look closely. That means the only anomaly is what 510 is.
  12. 465 is now up for elimination.
  13. Here's what was at South Holland the evening of 1/31/17: Pulse buses: 6519 & 6520 4 retired Orions, including 6083 and 6140 A few dozen new community vehicles, numbered in the 16400s. The highest I saw was 16433, so the whole series was probably there.
  14. Of the 5 Optimas that went to River Valley Metro in 2015, only 510 matches their active fleet list (see page 35). I supposed the remaining four were for parts, but then I Noticed there is a 507 is on RVM's active list, and also CTA's 2016 scrap list. So my impression that RVM's Optimas kept their CTA numbers must be incorrect.
  15. The hypothetical route I mentioned would replace 610 by providing a last mile connection to 603 and 605. According to RTAMS, 555 had about 70 riders per day. With the new express network now in place, I don't think it would be too hard to increase ridership by at least that much. Because Elgin to Prairie Stone is a small market, it isn't practical to create a separate route for it, but it can still be served by adjusting the existing service. That's correct, but I was referring to the fact that Prairie Stone doesn't have bus service to anywhere other than Rosemont, to make the case for changes to 610 which would not affect the "Barrington Road distributor" that Pace plans to implement.