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Anthony Devera

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About Anthony Devera

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  1. Bringing Back a Route and/or Segment

    Plus, Navy Pier would lose its connection to Union Station.
  2. Bringing Back a Route and/or Segment

    I might be wrong, but I think in 2008, Route 3 was moved to run on Michigan on both directions instead of running on Indiana in one direction. The 12 was rerouted to replace the 3 service. CTA decided to then route the 146 onto State and Roosevelt rather than Balbo and Columbus to keep the connection between the Red/Green/Orange station and the Museum Campus. I do agree the 18 should have been routed to Museum Campus, or the 12 kept the way it was and the 18 serving the current 12 loop.
  3. Bringing Back a Route and/or Segment

    One could also transfer to the Metra Electric at 93rd, but the ME is very infrequent.
  4. Bringing Back a Route and/or Segment

    I came up with that idea without knowing that Fullerton east of Halsted is too narrow for buses to pass each other. But knowing that, an eastward extension of the 74 really would make things worse for the neighborhood, not better. The 74 should just stay the way it is now.
  5. Bringing Back a Route and/or Segment

    I know this topic has been dead for a while, but I thought I might bring it back because just recently, the 31 pilot was canceled and then reinstated. I have a couple ideas for routes that CTA could try and see how successful they are. 41 Clybourn: This route would start at the DeVry/Lane Tech campus (similar to the current 52 loop), run on the whole length of Clybourn between Belmont and Division. I'm not sure what the Downtown routing should be, but I think State, LaSalle, or Orleans/Wells would be good. Passenger generators could be DeVry, Lane Tech, and the shopping district along Clybourn. This route should run between morning rush and evening rush to serve the students at DeVry and Lane Tech. 74 extension: East of Halsted, Route 74 would run via Fullerton and Cannon to the Nature Museum. This would connect more people to Lincoln Park, and also connect that part of Lincoln Park with the Red Line, considering the Red Line does not stop at Diversey. This extension should be implemented for all 74 trips. 157 extension: West of Western, Route 157 would run via Ogden to Pulaski Pink Line. This would connect more people to UIC and the hospitals near Illinois Medical District. Considering Route 157 is already weekday only, this extension should be implemented for all 157 trips. One problem would be that it partly duplicates the Pink Line. 83 83rd: This route would run on 83rd between Kedzie and South Shore, then run via South Shore and Lake Shore to 79th/Lake Shore. There would be a deviation via Holland Rd, 87th, and State (eastbound) or Lafayette (westbound) to serve the Walmart Supercenter and 87th Red Line. Passenger generators would be Simeon Career Academy, Walmart Supercenter and the whole Chatham Market area, and 87th Red Line. This route could also reduce crowding on Routes 79 and 87. This route should run between morning rush and evening rush.
  6. What to Do With Surplus Artics

    I had been looking through the "More Bus Moves" topic, and there was a discussion about what to do about the surplus of articulated buses. CTA tried them on several local routes but saw that reliability got worse. I do not completely understand why artics work on some local routes, such as the 22 and 151, but not others, such as the 66 and 79. For a while the 4000 series DE60LF will be under rehab, so the surplus artics can fill in for those, but there should be something else to be done with the artics afterward. Below I have thought of a few possible solutions. *This would require a garage re-assignment. Also, Ashland and Western now have TSP, and I am not sure if the artics are designed for that. 1. Continue testing the artics on other local routes and see which routes are not drastically affected. Possible routes: 8, 9*, 15, 36, 49*, 53, 124 2. Use the artics on peak-only express routes that currently do not use artics. Possible routes: 2, X9*, 28 (to Downtown), X49*, the Union/Ogilvie downtown expresses 3. Use the artics during times when the streets are less congested, such as on weekends and at night. However, during these times the ridership would probably be lower, so it would not make much sense for an articulated bus to have a load that a regular bus could easily take. 4. Use the artics on Pace routes, mainly the downtown expresses. The main problem with this is that Pace garages are not designed for artics, so Pace would have to borrow a CTA garage or upgrade its own facilities. 5. Sell all the non-hybrid artics (D60LFR)
  7. two-way buses on narrow streets

    I have heard many people complain about Route 96 on Lunt because Lunt is a very narrow street. The best alternative to Lunt appears to be Pratt, which would be advantageous because not only is it much wider than Lunt, but the route would be much better spaced, as it would be farther from Touhy (290) while not being too close to Devon (155). I definitely agree that moving Route 96 to Pratt would be a good move, but unfortunately it does not seem like CTA wants to do anything like that, as it keeps Route 96 the same in the North Shore Coordination Plan. I also notice that Route 2 going in both directions on E 60th St is a similar situation. Although Route 2 runs peak-only, in the morning peak it goes in the opposite direction on 60th St as routes 171 and 172. I have seen two buses trying to pass each other on 60th, and it seems like the drivers have a hard time. I think the morning peak Route 2 should run westbound via E 59th St rather than 60th. 59th is not too far from 60th, and it already has existing bus stops currently used by the 171, 172, and 192. If there are any other examples of two-way buses on narrow streets, feel free to post them below.
  8. Random Metra

    I was thinking the light rail line would run all the way to Downtown and be operated by CTA rather than Metra. But yes, this would be too expensive. Speaking of the Metra Electric, I also feel like the 27th station is a bit unnecessary now, considering Michael Reese hospital is no longer there, and I almost never see anyone getting on or off at that station Plus, the 23rd/McCormick Place station is not too far away.. The only way 27th could have a purpose is if the city somehow develops the land formerly occupied by the hospital.
  9. Random CTA

    It might be nice to see the South Chicago branch of the Metra Electric converted into a light rail line, similar to the Gold Line plan from many years back. Though maintenance costs might be high, LRVs would probably be quieter than the trains used on the Metra Electric. LRVs would also run well at the grade crossings, at least better than L rolling stock with third rail, and they could take advantage of the existing overhead wire. However, I'm not entirely sure how much demand there would be for such a project. Plus, it would be much cheaper to simply increase headways on the Metra Electric.
  10. Bus Stop Spacing

    So would that mean that stop-spacing might work better on a higher-ridership route? I was thinking it would make a lower-ridership route a faster alternative to a parallel high-ridership route, and maybe some riders would move to the lower-ridership route. I think stop-spacing would probably work best on a route that does not run parallel to a rail corridor so that riders would not already have a faster option. If not a general stop-spacing project, there could be all-day X routes running together with all-day local routes on the streets where this is possible, and the two would be coordinated somehow. The local routes would keep their current stop-spacing, and the X routes would have stops every 1/2 mile.
  11. Bus Stop Spacing

    I was reading the thread about bus moves and what to do about the surplus of artics. People mentioned that certain popular corridors could benefit well from limited-stop peak-only expresses, as riders would have faster travel times during peak hours. I feel like basically every corridor could benefit from a bit of stop spacing. Right now I feel like having stops basically every block is a bit excessive, though I do understand that people do like to have door-to-door service. I feel like if stops are spaced to about every 1/4 mile, travel times could improve significantly. Some riders might have to spend more time walking, but I feel like for many riders the total travel times could be reduced significantly. However, there should still be stops at places such as train stations, shopping malls, and hospitals. Stop-spacing projects could start out on the lower-ridership routes, where there would be less people getting on at every stop.
  12. More Bus Moves

    I'm sorry if someone answered this earlier, but why did artics fail on the 66 and 79? I heard it was slowing down the travel times, but what was the problem with using artics on these routes?
  13. Archer Garage Assigned Routes

    According to chicagorailfan.com there was also the following: 43 43rd 47 47th (until 2008) 51 51st (until 2008) 52A South Kedzie (until 2008) 53A South Pulaski (until 2008) 54B South Cicero 55A 55th-Austin 55N 55th-Narragansett 60 Blue Island/26th 62H Archer/Harlem 63W West 63rd There might have been a couple that I missed
  14. 6400-series Nova LFS - Updates & Retirements

    I see them quite frequently on routes out of Forest Glen, such as the #152 and #92. Just wanted to ask, how many of them are still in service?
  15. Bringing Back a Route and/or Segment

    Again, this was just a suggestion, not something that is absolutely necessary. One problem with the transfer at Sheridan/Devon is that people have to walk between the bus stops. It would be a different story if Route 147 ran via Broadway between Devon and Foster, where the buses would share some stops, but since it does not, maybe extending Route 36 could streamline the service a bit more. However, the stops are not too far from each other, so it should be fine. Route 147 should not be reduced to rush hour only because it currently has very good ridership.
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