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Anthony Devera

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Everything posted by Anthony Devera

  1. Similarly, I feel like the Rock Island Beverly Branch could be completely eliminated, at least when the Red Line extension happens. At that point, people could just take a bus to the Red Line. People could even do this now. I feel like Metra should focus on the suburbs more and let CTA take care of the city. There has long been discussion of increasing service on the ME in Hyde Park and allowing CTA fare integration. I feel that if transportation in Hyde Park should be improved, it should be through bus service. Currently, many Hyde Park residents use the ME because the buses often get stuck in traffic, both within Hyde Park and on Lake Shore Drive. I think that if the South Chicago branch is to be eliminated, then Route 26 should run all-day on weekdays and make limited stops along South Shore Dr, Route 28 should keep its routing on Lake Park at all times (this should happen anyway), and Route 6 can be cut south of 71st. I would also appreciate bus lanes on Lake Shore Drive, though that might be too much of a stretch.
  2. That would be quite a deviation, whereas the 95 still stays pretty much on a straight path. Routes 103 and 106 will probably be combined after the Red Line gets extended south.
  3. Personally, I think the best solution would be as follows: Blue line gets rerouted via Pink Line, and Pink Line is temporarily discontinued (though RJL6000 said CTA doesn't want to do this) Extra Green Line trains terminate in the Loop, and Green Line gets more 8-car trains Buses that currently terminate at Forest Park are rerouted to various Green Line Stations (Harlem, Oak Park, Ridgeland) Route 7 gets weekend service This way, the Loop wouldn't get overcrowded. Discontinuing the Pink Line will free up some capacity for Loop-terminating Green Line trains. Also, instead of rerouting all Forest Park buses to Harlem/Lake, the buses are spread out a bit more.
  4. Maybe the new Berwyn station could have entrances at both Berwyn and Foster. The platform could be in between the two streets. I do agree that stops on that stretch of the Red Line are too close to each other, but I always see a lot of people at all those stops, and if some (e.g. Lawrence, Argyle) get shuttered, other stations would get overcrowded. A while back I was thinking Wilson should get moved to Montrose, and Argyle, Granville, and Jarvis could get shuttered, and Sheridan would become a Red/Purple stop, but that wouldn't make sense now. Ideally, the 92 would get rerouted to Argyle, but I don't think buses would fit there. Lawrence will be closed, and Wilson is a bit far, so it might be better if the 92 gets rerouted to Bryn Mawr.
  5. Yes, at this very moment I am on #8342 on the 29.
  6. I think these would definitely make sense when the Red Line gets extended to 130th. Then West 111th riders would get a faster connection to the Red Line.
  7. Plus, Navy Pier would lose its connection to Union Station.
  8. 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.
  9. One could also transfer to the Metra Electric at 93rd, but the ME is very infrequent.
  10. 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.
  11. 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.
  12. 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)
  13. 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.
  14. 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.
  15. 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.
  16. 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.
  17. 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.
  18. 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?
  19. 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
  20. 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?
  21. 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.
  22. I think Route 36 should be extended to Howard station via Sheridan. This would duplicate Route 147, but I feel that it would create a better grid.
  23. Considering how the 11 failed, I doubt that the 41 would have much success now. Plus, the 41 has been gone for more than 20 years, while the 11 has been gone for only 5 years. However, the 41 would serve DeVry University and Lane Tech High School, so it might have a better chance. I think a good Downtown routing for the 41 would be via either State or LaSalle. A southern terminus could be either Union Station or Congress Plaza.
  24. Right now I feel that there are some bus routes that could be combined to create a better grid. A lot of times there is a CTA route that only reaches the city border, and then a Pace route continues from there. One might argue about funding, but a good portion of Route 21 runs outside the city borders. Here are my ideas for combined routes: 12–305 20–320 60–124 63W–386 86–314 90–307 91–315
  25. Just wondering, are the old Optima Opus buses still at any garage, or have they already been scrapped?
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