Tcmetro

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About Tcmetro

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    Chicago
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    Americana, D60LF, LFS

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  1. There is somewhat of a neighborhood between Rockwell and Wood, and stretching down to as far as Adams or Monroe that this station would serve. I believe that CHA is hoping to finish redevelopment of their lands there, and they are doing a renovation project on some of the existing (late 90s/early 00s) stock. This station would also allow for better access for westsiders to Malcolm X and a bus transfer to the Medical District. I imagine that much of the demand is expected to materialize by extending the development from the West Loop over to the UC area. I'm not sure how much demand for the United Center this station will pull. The Blue Line is just a slightly longer walk away.
  2. Looks like heavy construction is ready to begin at the Damen entrance. Jersey barriers were set up in the street and some equipment was on sight.
  3. There hasn't been any work done to the physical structure of the ramp at Paulina. I'm speculating that the wheelchair gates were put in at Paulina so that Damen can be closed for stationhouse remodeling and reconstructing the ramp (which I would imagine would have landings added and perhaps widened like at Halsted). Then once Damen is reconstructed, Paulina could be closed and have the stationhouse and ramp worked on. I wonder how the Ogden stationhouse plays into the construction schedule. CTA's website states that they want to be finished by "late 2017", but they also started about four months later than what was stated. The Intergovernmental Agreement (because this project is funded with TIF money) states that construction needs to be finished by the end of 2018. http://www.transitchicago.com/assets/1/agendas_minutes/016-104.pdf http://www.transitchicago.com/imd/
  4. Yes, the rotogates were replaced with two wheelchair gates. A temporary agent booth opened as well, along with blue screening placed over the chain link fence on the ramp.
  5. Supposedly the EIS for IDOT's 290 rebuild will be out soon. CTA put up a new presentation as well, a quick summary: - Recommendation to open secondary entrances at Keeler (Pulaski Stn) and Lavergne (Cicero Stn). The diagram shows a headhouse that is closer to the main street (i.e. no ramp), and a long ramp up to the secondary entrances (maybe about 600-700 feet long). - The presentation also mentions an auxiliary entrance at all single entry stations including Western. Perhaps this will mean a relocation of the platform directly under the avenue? - $1.7 billion estimate, includes tracks, FP Yard, stations, and 6 substations. - Public hearing on 1/25 and 1/26 - Next steps: NEPA, Design, Construction http://www.transitchicago.com/assets/1/planning/CTA_slides_from_I-290_CAG_22_2016Dec15_final.pdf IDOT's preferred alternative for 290 includes the extension to Mannheim Rd http://eisenhowerexpressway.com/pdfs/i290_cag22_2016-dec-15_final.pdf
  6. Just saw one of them on Clinton. Definitely said 54 Cicero to North. Weird.
  7. Megabus is supposedly moving the Midwest "Hub" (not clear from articles what this means) from Chicago to Cincinnati, and hiring 50 staff in Janesville, WI, and another 20 in "the Ohio operation based in Toledo, Cleveland, and Cincinnati." The Tribune article mentions 100 Chicago staff being laid off, presumably the 70 new staff in Ohio and Wisconsin are the replacements. http://www.wkow.com/story/33679414/2016/11/Thursday/megabuscom-adding-jobs-to-new-janesville-facility http://www.fox19.com/story/33678934/megabus-driver-cleveland-toledo-cincinnati
  8. The BRT is planned to have 20 minute frequencies. Supposedly the GPTC Board will decide the final south end routing at the November meeting. It looks like they're aiming for a system re-numbering, and a launch of the BRT next summer. http://www.gptcbus.com/board_files/Nov 3 2016.pdf
  9. That is because those pieces of infrastructure are heavily burdened with backlogged needs and unmanageable debts and are critical to the city functioning. They also have revenue streams that are politically more feasible to increase. Transit expansion is primarily funded by sales tax or state appropriations (besides federal funds) which are much more difficult to increase.
  10. You cannot transfer back. I used Wilson two nights ago, and the signage (at the street entrances) was modified to say Howard only or 95th/Loop only.
  11. Rode 124 today. It's on the fall schedule (every 22 min, vs 15 in summer) and no artics, meaning a very full trip. I watched a 40 foot pull into the station and there's plenty of room for the bus. I'd imagine a 60 footer could make it, and I don't think CTA would be foolish enough to build something that couldn't handle them.
  12. I was caught off guard by this yesterday, they only seemed to have notices at the stations that were skipped.
  13. Yes, but X3 and X4 buses existed alongside the Green Line. That's different than having no trains. If CTA wanted to cut train service then there is going to be a need for infrastructure like bus lanes so that people can get in and out of downtown in a reasonable time during rush hour.
  14. Cutting the Green Line would be a fool's move. The infrastructure and railcars are all relatively new, a yard exists at 63rd/King, and Woodlawn and Englewood are starting to get some meaningful development. U of C is interested in developing the empty lots in Washington Park. Closing the train just means less transit riders, and even though off-peak ridership is light, a significant increase in bus service would be necessary to manage peak commuters. Also, to manage better express bus service on King and Cottage some sort of infrastructure improvements are going to be needed. Real bus lanes (i.e. taking car lanes away) will be needed to ensure that travel times are competitive with rail. Off-board fare payment to speed boarding. More buses means more labor costs and garage expansions. This negates some of the supposed cost savings of closing the Green Line and would likely be a detriment to the low income communities that depend on reliable transit service for job access.
  15. MARC Weekly and Monthly fares (https://mta.maryland.gov/marc-fares) are good for local bus connections. Seattle Sound Transit Monthly and Annual passes simply have a fare denomination and are good for whatever regional transit services charge that fare or lower. More expensive services take the difference off of the store value in the e-purse. Single ride fares also allow transfers in a similar method. (http://www.soundtransit.org/orca) GO Transit has introduced tap-on, tap-off for commuter train fares, have reduced price transfers (typically 50-80 cents) with local providers, and after 40 rides, are free (capped fares). Of course, longer trips than usual will incur the surcharge. (http://www.gotransit.com/public/en/fares/presto.aspx#fares) Denver has completely integrated commuter rail fares into the bus and light rail fare system. (http://www.rtd-denver.com/Fares.shtml) SF Bay Area has a very byzantine fare structure, but there are transfer discounts between most agencies and BART and Caltrain, and a Caltrain pass is good for VTA and SamTrans travel (https://www.clippercard.com/ClipperWeb/) In Miami, the most expensive monthly regional pass is $145, and is good for local bus and commuter rail. (http://www.tri-rail.com/fares/easy-card/) There are also some transfer discounts for other fare types. Dallas regional commuter rail fares include local transfers. (http://www.trinityrailwayexpress.org/farezones.html) - The problem here (and in the US, in general) is that antiquated agency practices have direct impacts on transit usage because of artificial boundaries created by mode. The agencies already connect to each other and are providing service, why not provide discounts to improve service quality, and ultimately, ridership?