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RJL6000

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RJL6000 last won the day on January 4

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About RJL6000

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  1. Actually, between 2008 and 2012, the Pink Line did not have 2200-series cars at all. When the rush-hour runs on the Blue Line from O'Hare to 54th were discontinued in April 2008, all of the Pink Line's 2200s were moved back to the Blue Line, and the Pink Line was given a fleet made up entirely of the highest-numbered 2600-series cars (specifically, 3157-3200). Cars 3001-3022 were on the Pink Line between 2006 and 2008 when they were moved back to the Blue Line. So, when the 5000-series cars arrived, the Pink Line had been all-2600s for several years.
  2. No. The 30-footers will still be the EZ Rider II's, but in an updated design. The Axess is still officially available only in the 35- and 40-foot lengths. And more than half of the 2600s will be replaced. Buses 2728-2735 (2727 has been retired) will likely be moved from MV Batavia to the Niles service, replacing the 2600s that have been operating there. And one final note: The heavy-duty bus company is now no longer going by the ElDorado name, after the REV Group sold off the cutaway bus division along with the ElDorado National brand name to another company. The REV Group retained the heavy-duty bus division, which the EZ-Rider II and the Axess fall under, and the REV division now goes by the ENC brand name.
  3. This will revert back to the pre-2006 condition, requiring a transfer. At any rate, this will create a mess and a lot of confusion. And if IDOT has to stage for the rebuild, this may require the complete closure of the entire branch west of the LaSalle/Congress subway station during the construction period (as in, even the UIC-Halsted station and all other stations on the expressway median may have to be demolished and the trackage removed in favor of temporary automobile traffic lanes). The incline from the expressway median to the elevated structure near Paulina will have to be relocated and rebuilt, in this scenario.
  4. RJL6000

    More Bus Moves

    Corrected again. It is true that the 6800s did start out at FG, but many of those later got transferred to 77th, and then 74th before finally returning to the garage they started out at. That said, there are several buses in the upper 6700s and lower 6800s that spent their entire service lives (except for occasional temporary loans) officially assigned to FG.
  5. #3351 is now part of a mismate with #3448, whose original #3447 mate was also damaged. #3435-3436 have since been repaired and returned to service.
  6. As it turned out, that did not actually happen. The mass retirement of 2400s began shortly after the last of the 2200s were retired. And almost all of the 2400s that spent most of their remaining lives on the Purple Line have now been scrapped (2581-2582 was the very last 2400-series pair that was sent to the scrappers in the mass scrapping of the series.). The 2400-series pair that the IRM selected for preservation was 2433-2434, which spent nearly all of its time from 1996 to 2012 on the Green Line. As for the 2400s that remain on CTA property as part of its Heritage Fleet, three of them (2455-2456, 2489-2490 and 2537-2538) spent most of the 2000s on the Green Line (though 2537-2538 did get occasionally transferred to the Purple Line when that line needed more cars to fill its schedule). Which means that the singular pair of 2400s (other than the early work-motor-equipped units) that were on the Purple Line throughout the entire 2000s decade that is still extant (again, as part of the CTA Heritage Fleet) is 2543-2544.
  7. True. In fact, the old-school seats such as the Freedman Angel and the American Seating (AMSECO) 6468 were eventually discontinued. At AMSECO, the default seat choice is now the InSight Classic (it was just called InSight when the CTA and Pace ordered the buses that they were installed in) - the same design as the ones in the current 30-foot Eldos and most of the 1000-series CTA New Flyers.
  8. The 30-footers were already ordered, so Pace had no choice but to accept delivery of them. It's where they will be assigned to that's in question. And many, if not most, of the routes to be eliminated are operated by third-party contractors - and most of the contractor-operated routes are under the axe. The few that are currently contracted out that will survive the proposed cuts, such as the 715, will probably be reassigned to operate out of a normal Pace garage (meaning that a Pace division will assume direct operation of those routes). However, that does not eliminate the possibility that these same routes might be contracted out to a third party again.
  9. It's still the type of vehicle. Not the location. However, the first iteration of the 5-digit numbering system dated back to when most 30- and 40-foot buses still used the old 4-digit numbering system. But with the diesel 40-foot buses now beginning to use the new 5-digit system, the Xcelsiors now use the xx400-numbering group that was previously reserved for community vehicles, while the next batch of community vehicles will begin using the xx200 group of numbers (for example, 21201). The 30-foot Eldos are expected to have their numbers start at 21300. Paratransits will continue to use the xx000 and xx100 blocks.
  10. These are not the exact same (or more specific, they are the same type but not the same numbers). The River Division garage itself has room for a few of those 40-footers - but no more than what it currently has (after accounting for the 30-footers that are also based at that garage). The ones that are currently at River proper are 6379, 6380, 6382-6385 and 6389-6391. 6381 is at Southwest while 6386-6388 are at North Shore. River did have a few of the regular 40-foot Eldos (6559-6563 and 6703-6706, with 6558 added later). But these were all reassigned to West after the transfer of the highway Eldos from South to River as South transitioned entirely to CNG buses. The East Dundee outstation division should have only 6377, 6378 and 6485-6509. None of those that are actually assigned to the East Dundee outstation were ever run on the 606, even on weekdays. And 606 runs are divided between River and Northwest during the day on weekdays and Saturdays, with all evening trips and all Sunday trips being run from Northwest.
  11. West did run routes as far northwest as Roselle (the 608) until that route (along with several other lesser-used routes) suspended service during the COVID-19 pandemic. However, early and late 608 trips were interlined with the 757 (another route whose service has been suspended during the pandemic). Midday, a single 40-footer stayed up northwest, in the Schaumburg-Roselle area, until the 757 ran its afternoon rush trips back towards Forest Park and Oak Park. The 230 is in a tough spot right now: Too high of a ridership to justify the downgrade to 30-footers or paratransit equipment, too low of a ridership to expand beyond its current service levels and schedule. In fact, NW had run two low-ridership routes that would be better served by either a third-party contractor such as MV Transportation Niles (using 30-foot buses) or a reservation-based On-Demand service (I am talking about the 241 and the 694) prior to the temporary suspension of service on those two routes during the pandemic (or, in the case of the 241, Pace could eliminate that route completely and partially replace the stronger parts of the route with the 240). And yes, in order to make daily operation at Wheeling worthwhile, Pace would have to add Sunday service to (at least) the 604. Currently, that route operates Monday through Saturday. The 234 did have Saturday service, but that had been eliminated a few years ago. So did the 696.
  12. I was only stating the possibility of NW closing on Sudays because of the current transit situation in the vicinity of that soon-to-be garage location. All of the NW routes that currently run on Sundays are located towards the far south of the service area, and moving the garage further north would only increase deadhead distances substantially. Thus, Pace would have to add Suday service to that area or create a new daily bus route in order to make it worthwhile.
  13. RJL6000

    More Bus Moves

    Also, the 1790s that were at FG are now back at NP.
  14. When the Wheeling replacement garage opens, it will likely cause a shift in the bus route garage assignments. Some of the routes that are currently operated by the current Northwest Division (Des Plaines) will be shifted to the North Shore (Evanston), River (Elgin) and West (Melrose Park) Divisions; however, since the North Shore and River Division garages are currently closed on Sundays - and of those two, North Shore has only two Saturday routes (213 and most trips on the 215) to handle with all of its remaining routes operating only on weekdays, the routes that are currently handled by the Northwest Division that operate on Sundays will be mostly assumed by the Melrose Park (West) garage. The Sunday routes currently operated by Northwest are the Pulse Milwaukee line, the 208, 215, 223, 250, 270 and 290 and selected trips on the 606 (most weekday and Saturday trips on the 606 are operated out of Elgin). This assumes that the new Wheeling Garage will be closed on Sundays. However, it's too early to tell. Meanwhile, lesser-performing routes like the 209 and the 240 will be contracted out to MV Transportation's Niles facility when the Wheeling garage opens. The 694 and 696, idle since May, may be discontinued as fixed routes and replaced by a new On-Demand call-ahead bus service. And a major part of the reason for Pace leaving Des Plaines is that the land that surrounds that garage had been sold to developers, who have since built condominiums and apartments in that land.
  15. RJL6000

    CTA 'L' Rosters

    Slowly but surely, within a matter of months enough 3200s will be assigned to the Blue Line to cover base service on that line, while 2600s are to be used as ridership warrants (usually during the daytime and early evening hours).
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