Jump to content

artthouwill

Members
  • Content Count

    3128
  • Joined

  • Last visited

  • Days Won

    79

artthouwill last won the day on January 25

artthouwill had the most liked content!

Community Reputation

617 Top Contributor

1 Follower

About artthouwill

  • Rank
    Member

Recent Profile Visitors

27635 profile views
  1. Years ago Humboldt Park had an L toutw. It encompassed part of the Blue Line but after Damen it ran south on Paulina over to Van Buren, then into the Loop. I believe that was shut down when the Congress/Douglas/Milwaukee subway to Logan Square and Kimball was built. If you ride the Green or Pink Line you will see a standalone bridge over the UP/MD tracks. That bridge is the last remnant of the Humboldt Park route. There used to be pillars you could see when the Blue Line descended into the subway between Damen and Division, but those are gone. Like I said before, CTA missed an opportunity to somewhat bring back Humboldt Park service by building a route on what is now the 606 trail . The current California portion of the 52 is 3/4 mile from Kimball as opposed to 1/4 mile between Kedzie and Kimball. By moving the California portion to Kedzie, you create a 1 mile gap between Western and Kedzie. California fills that gap. The 53 doesn't need to serve the Orange Line. If serves Pink and Blue .
  2. Too bad RTA didn't order the New Flyers that Pace ordered. The RTA might have been able to order enough for Pace and CTA. I think the 8000s and 9600s is the only order RTA ever made for CTA and the suburban agencies simultaneously. Also unfortunate that Pace didn't add any options that it could use itself or transfer to CTA.
  3. I understand what you are saying. But I have personally seen a mixed consist on the Brown Line, although it was 6 3200s and 2 2600s (3457/8 weren't in this consist). Because of the lack of space in Kimball Yard. they may not be able to make 2600s belly cars, but I still won't be surprised to see some more mixed consists there. It is different in that the 2200s weren't ADA accessible so each 3200 series pair had to have a 2600 series pair coupled with them.
  4. A lot of suburban stations have ample parking. Also, a lot of stations are in the downtown area of the suburbs while other (the Highlands on the BNSF) are kind of neighborhood stops. If the neighborhood doesn't have sidewalks, apparently the people in the neighborhood are okay with that. I get that possibly some of the suburbs have major streets without sidewalks limiting safe access to buses and trains. A lot of the Metra stations I've seen on the majority of Metea Lines have good sidewalk access. I just don't think that building sidewalks out to 1/2 miles of every station that is deemed inaccessible will somehow increase ridership significantly. The majority of Metra riders drive to their stations ( or taxi, Uber, or get a ride) with others linking by Pace. When building new housing near a train station, municipalities and builders should incorporate sidewalks to access the station. One glaring example to support that is the O'Hare Transfer Station. The City didn't consider linking the station to the Consolidated Rental Facility and ATS station (although I think that's being rectified). Outside of that. I believe there are other factors besides sidewalks.
  5. Supposedly, there's a correlation between sidewalks and transit use. If there were more sidewalks closer to the Metra stations. people would be more inclined to walk to those stations. Hogwash. With no sidewalks (unless I took the long way), I walked to the Belmont station on the BNSF. Though Belmont had sidewalks. it was quicker for me to cut through the residential streets. Sidewalk access isn't helping the MED.
  6. I would think the game plan would be to make the 2600s belly cars with the 3200s on the ends, similar to what the Blue Line did with the 2200s. Plus, if you make the Brown Line 5000s (which they won't), you would also have to make the Orange Line 5000s. The Pink and Green 5000s don't have enough cars to swap with Brown and Orange. While Brown is a busier Line passenger wise, the 2600s would be doing more work on the Pink and Green Lines. Brown can ru some 2600 series consists during Rush hour only, giving those cars ample rest during midday. Nights, and weekends, which couldn't happen on Pink or Green.
  7. Instead of 12 eight car consists there will be 18 eight car consists on the Blue Line. Don't forget the 2 5000s consists that run during the rush periods. Even so, half of the route is still 2600s.
  8. They will get less work and last longer on the Brown Line rather than the Blue Line
  9. I guess that would depend on the frequency I'd imagine that the alternate trips to Ford City would continue .
  10. I only chose the 5 because it matched the current N5. 67 South Shore/67th works too. I suppose certain trips can still serve LaRabida, but now it can be in both directions, giving those South of 67th access to the hospital.
  11. No. You do know that currently all 71 trips run the full route. That changed about 2 to 3 years ago. Before then, trips alternated ending at 73rd and Exchange and 112th and Torrence.
  12. The portion of the 67 east of the Red Line would become the 5 (like the N5) except the 5 runs to the Lake (like the 77) but then proceeds south on South Shore Drive to 83rd, then over the current 71 to 112th. The number 67 would no longer be needed. The alternative is to make the 71 a 24 hrs route with owl service truncated to 92nd and interlining with an N95 with service from 92nd/Buffalo to 95th Red Line.
  13. In the spirit of the 52 and 94 swapping on their north Terminals, I propose the following,: 5 South Shore operating between 69th Red Line and 112th and Torrance bis 69th, Keefe. Rhodes. 67th, South Shore Drive and over the current 71 routing south of 75th. The N5 would remain unchanged. 71 69,/71 would operate between 73rd and Exchange and Ford City running the current 71 between 73rd and the Red Line and the current 67 from the Red Line to Ford City. My new 71 would match the hours of service on both ends of the current 71 and 67 west of the Red Line and providing consistency east of the Red Line (and a 24 hrs route) along the current 67 . The other minor change would be to rename the 95th portion of the N5 N95 95th. The N5 and N95 would interline so it still would operate as one route. 103rd garage would operate the 5 and 74th would operate my 71 69/71.
  14. Who says that the Green Line is less crowded? When you factor in frequency ( Green Line trains run every 7 to 8 minutes during the rush) and the fact that Green Line trains are only 6 cars long during rush periods, riders that normally use the Blue Line won't find this a better option. It could have been a great option IF the Green Line trains were 8 cars long. However, because Cottage Grove can't berth 8 car trains, its stuck. But I wondered why Ashland trains can't be 8 cars long and Cottage Grove trains remain 6 cars? There's no law that says every train has to be equal length. As it is, 6 and 8 car trains berth in the same location on the Green Line. This will help give any former Blue Line riders a 50% better chance of finding a seat or ample standing room on a Green Line train. As it is now, inbound Green Line trains are packed in the a.m. rush.
  15. The 54B is a perfect example. Even though passing 24th allows it to connect to the Pink Line, it really doesn't have the ridership to connect to it since its mostly industrial south of 31st to about 44th, then you are in Midway territory. The 53 and 53A share the same Terminal at 31st even though there's an unused turnaround at the Pink Line Pulaski station. I wonder if the 157 will use that turnaround. When the 1 went to 83rd and South Shore, it was the 1 Drexel/Hyde Park, which Northern Terminal was Northwestern (Ogilvie) Station. The 38 Indiana ran between 63rd and Union Station. CTA decided to cut back the 1 to 63rd/Stony AND combine it with the 38 to become the 1 Indiana/Hyde Park. Ironically, the justification was to eliminate duplication as the 4 Cottage Grove bus ran one block west of Drexel and paralleled the 4 all the way downtown. Never mind the fact that the 1 had good ridership and the 38 really didn't. The portion of the 1 between 63rd and 83rd was covered by a rerouted 27 South Deering . We know the 27 eventually was combined with the 71 to form the current 71. The 1 Indiana/Hyde Park was a failure from jump, which is why it got reduced to rush hour only, then cut to Drexel Square, then cut again to 35th. Back to the 157. The Ogden corridor has access to the Cermak to 24th shopping area via either the Pink Line or the 21 which is just south of the Pink Line. The 26th to 31st shopping area is different. but the way the 157 and 60 has to access Cicero Avenue. there really isn't an easy way to get there unless you walk from 26th and Ogden, so to me. that shopping area isn't a good case for extending the 157. The best access to there is the 54B. I would be glad to be wrong, but I don't think any extension past California will work be it Pulaski or Cicero.
×
×
  • Create New...