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jacksone44 last won the day on June 25 2017

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About jacksone44

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  • Birthday 02/11/1986

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  1. That certainly is not the only way a P3 is possible in this context. There are a handful of ways this could be structured. If a deal were to materialize in which a % of fares had to be dedicated to paying back funding partners, it certainly would not be structured the way the parking and tolling deals took place (given the nature of mass transit, and the amount of scrutiny it would get). Your reference to "strange" leases on the Nova's and the Green Line aren't so strange in a global context. Many other parts of the world use leasebacks to finance infrastructure.
  2. These are capital expenditures, given the board had to approve them. If a P3 is going to be the financing mechanism for this project, its highly likely funds will be repaid with future anticipated capital dollars from state and federal sources over 30 or 40 years (which is how existing CTA bonds are structured, to some degree). I thinking the CTA is seeking a plan B and C if full state, federal, and local funding doesn't materialize for this project... which makes sense given the scope of repairs that are needed.
  3. The lights themselves aren't different, just the color. 4150-4156, 4159, 4166, 4192, 4197, 4207 have the the blueish white lights, while the remainder have the yellowish white lights.
  4. The work rules that are published to the public are borderline insane. Instead of instantly going to the state or feds for additional funding, I'm very encouraged that Claypool is attacking the "structural" problems with the CTA before instantly resorting to fare increases or service reductions if they arent bailed out. The state legislature bailed out the CTA in 2008, riders forked over more through a fare increase in 2009, riders also dealt with service reductions in 2010, and the non-unionized workforce and management layoffs that has occurred in the last few years. Everyone has given something substantial over the last few years except the unions. I sure hope Claypool and management role up their sleeves high for a long and tough fight over the next few months to fight for what is deserved. It would be completely unfair to the stakeholders of the CTA (riders, taxpayers, etc) to fork over more if these work rules aren't changed. I work at the MTA in NYC and our union contracts are up at the end of the year as well, and were gearing up for a similar fight.
  5. There was an article a month or two ago stating that out of the various rail line extension that are being considered (Red, Orange, Yellow, Circle), the Red Line extension to 130th is the first priority. http://www.chicagotribune.com/classified/automotive/traffic/ct-met-getting-around-0927-20100926,0,5288541.column
  6. Bi State Development Agency has been DBA Metro since 2/1/2003. No stimulus money for buses purchases went to St. Louis. Even though the St. Clair County Transit District is there to support Illinois operations, the bus and rail equipment is pooled on both sides of the river.
  7. Great pictures. It looks like WAMTA is removing the wheel skirts off the New Flyer BRT's.
  8. jacksone44

    More Bus Moves

    Well technically it started as a North Park bus, then went to 103rd, now back at NP.
  9. TIGER (Funds from ARRA) have been exhausted. TIGGER and TIGER II funds are now annual approriations.
  10. Specifically with new trains, many new ones have bugs that need to be worked out before they are out of the final phases of testing. Much of the technology on these trains isnt new to market, so I would imagine its will be a matter of time before they are working the way they should.
  11. jacksone44

    More Bus Moves

    I saw artics on this route every blue moon...
  12. Given that banks typically have far greater technology (and financial) resources than transit authorities, I would imagine the amount of complaints would go down regarding that...
  13. Being a former banker, I could shed one scenario of how this could work: Given the size and scope of the investment that would need to be made in new fare infrastructure, I could only imagine a large bank bidding on this (BofA, Citi, Chase, Wells, etc.). Citi has a little expierience with this as they are working with the NY MTA. Mastercard also is working with PATH, NJ Transit, and NY MTA as well (www.ridenewyorknewjersey.com). I doubt BofA will bid, even though that's the CTA's current bank. Currently when a customer buys a good with a credit/debit card, there is an interchange fee charged to the business (a % of the transaction amount) that the bank and the card issuer splits. This fee would unquestionably be charged to the CTA as a way for the bank of make money (and to pay for the cost of the fare infrastructure over time). There isnt going to be a single bank that will bid on this if there isnt going be an exchange fee, which means either: 1. The CTA will eat the cost (500M/yr + rides taken times the exchange fee will be a large cost to eat). 2. Fares will rise to cover the exchange fee. With the role out of this, there needs to be a hard look at distance based pricing for rides. The current system is beyond broken.
  14. Can someone help me understand why this project is taking 8 years? Really? What are they doing it by hand?
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