• Content count

  • Joined

  • Last visited

  • Days Won


jajuan last won the day on May 26

jajuan had the most liked content!

Community Reputation

988 Top Contributor

About jajuan

  • Rank
  • Birthday 03/23/75

Contact Methods

  • Website URL

Profile Information

  • Location
    West Rogers Park
  • Favorite Bus
    MAN Americana, NF D40LF 1000 series, NF DE40LF 800 series

Recent Profile Visitors

40033 profile views
  1. Route 151 in fact was the most recent route to have a cutback of owl hours just a couple of years ago. And the justification was just what @Busjack alluded to: low overnight because the Red Line was a parallel and handling much of the overnight lakefront area ridership. The 22 is also an overnight alternative for those who would prefer a bus instead of a train. At any rate those two alternatives coupled with it being a freshly made cut, make it unlikely that owl service for the 151 would be restored anytime soon,
  2. There were a few weeknights and weekends that Broadway was closed and the #36 had to be detoured to Sheridan, yes.
  3. Well the recent winter pick consolidation of artic assignments from four garages down to three with the remaining three garages having more artics than they may actually need should help minimize loss of coverage on artic routes for those who get upset about a few extra 1000s on a service day of the #6 or #147.
  4. 1991 if you count the Flx 5300s. They were air conditioned while as we know the TMC 4400s originally were not. Now the question is now that the Board has recommended the contract go to Cummins NPower how soon the rehabs might start up.
  5. Chicago Trib article from yesterday confirming that $54 million was approved for the 4000-series rehab at the Wednesday CTA board meeting among other things. But the reporter is mistaken that the 4000s are seen regularly on the 36 and X49 when she listed examples of routes they can be seen. In an unrelated aside from this thread, the article says CTA decided to keep promoting the #11 extension even though we know it's a good possibility the extension could be declared a failure next month and eliminated.
  6. That's semantics though at this point. The point is you posed the point that this might be similar with the 6000s in that they started late into service life also and all those didn't get rehabbed, and I'm pointing out to you that the 4400s rehab job was later into the service life than even the 6000s and all 4400s in service at the time got rehabbed.
  7. Your math is a little off. If it does take six months to go through the bid process before rehabs start, it would still be the eight year mark if the buses were from 2009. Per Kevin's initial write up on them, deliveries started in October 2008. I think we were still less than halfway through deliveries of the original 150 when Huberman yanked the 7500s in April 2009, if memories of the big 40 foot bus shuffle indicates anything. So yes you are right a good number of the buses are from 2009, making this year the eight year mark. A good number of the 1000s didn't get a rehab until their seven and eight year mark especially when we remember that they were rehabbed out of sequence. Some in fact were rehabbed at their four to five year mark if we look at the fact that last delivered 1000s were from 2008-2009 taken against a 2013 and 2014 rehab date. Getting back on track though, the first modern day CTA buses to go through a major overhaul rehab, the 4400s, didn't start undergoing their rehabs until 2001-02, ten to eleven years into their service lives. So CTA wouldn't be too off track in kicking off the 4000s' rehab this year.
  8. I wasn't born till the mid 1970s and was still a baby at the time , but you still get into further reasons and examples of how this is far more complicated than the governor and our one member who agrees with a sale because of not liking the "ugliness" of the Thompson Center building would wish us to believe. Your point of the city not wanting this to turn into another Block 37 situation and wanting the assurance that it won't shows that someone at City Hall is showing some desire to learn how not to make that same mistake.
  9. Well I think we can agree that even if the Mayor has some typical Emanuel style angle up his sleeve, this isn't a typical CTA wanting to do some major infrastructure renovation or new build with no clear plan communicated on how to pay for it. Yes the state has a right to sell off one of its properties. but the state did allow a CTA elevated station and subway station that connect with each other to be built in as part of that property, making that property a major transit hub as @Busjack acknowledges. So from that standpoint, CTA (and its passengers for that matter) does have a right to know if any potential sale will have an impact on service and the extent of that impact, or whether it will be forced into a renovation that it wasn't even planning. And it does appear that there is a rush to put the site up for sale with no clear plan or even any consultation with CTA of how service could potentially be affected at its rail stations at that site. Also from the standpoint that CTA could be forced into a renovation project it wasn't looking to have, in some small way the mayor does have a point on whether CTA should have to pay for it even if his motivation may not be totally pure (and I can't believe I'm agreeing with the mayor in one of his schemes ).
  10. That's not out of the ordinary as both 205 and 206 are shared between FG and NP.
  11. And even then, it's sometimes possible to repair a bus and get it back in service. Remember 4327 shortly before its transfer from K to 103rd? 1148 is another example. Our friend @garmon757 showed us a shot of it having smacked into a railroad viaduct support beam near what looked like Western and Archer while it was still assigned to 74th. A few short months after that photo, the bus was repaired and put back into service before transferring to NP for a short time then back to 74th and then its current home at 103rd garage. Either way, as @Busjack has alluded to, predicting 1805's retirement at this point is still premature.
  12. Yes your memories on this line up with mine on most items, though I didn't remember how far into the 4500s that transfers of TMCs to 74th went. Also I remember that a few years after 74th opened, 4490 through about 4502 would make their way from 74th to Kedzie along with a few 4480s from NP. If I'm not mistaken they were the first TMCs to return to Kedzie after Kedzie's 1990s casting off of TMCs in large part to Archer to make room for 6000s. In addition to the three you remember clearly, 8 and 67 were also among the first of 74th routes that were announced accessible. A relative short time after those announcements 44 and 59 would quickly become about the only routes at 74th not declared accessible for a while and further cutting 74th's Americana count down to barely 30-35 buses, taking into account Americanas that were retired. The transition from 69th to 74th by way of Americanas 4175-4221 approximately going to NP in addition to K starting to get back Americanas loaned out for two years for helping on the 38 Michigan Express had already reduced Americana numbers by about half. During the time of 44 and 59 being the two routes down there still not accessible, K would get back its Americanas sent south during the Green Line shutdown plus buses up to 4108 while NP would gradually get further Americanas down to as low as 4150 with 74th still having the surviving Americanas out of 4109-4149. At the retirement of the Flyers in 2002, about half those plus what surviving Americanas formerly assigned to 103rd made their way to FG, which gets into MRChiCity's questions about Americanas at FG in our discussions above.
  13. Don't forget Kedzie, which gets into Busjack's point below. I think it was more 1995 after 74th had replaced 69th as I don't remember seeing what was at that time FG's higher numbered assigned 5300s on the south side until about then. If I remember right, 77th most of the buses out of 5545 through maybe the 5620s, and Archer got 5600 up to the 5650s. In the mentioned moves of late 2001 to early 2002, which we know is when 6400s deliveries transitioned from 77th to Archer, the block of 4700s that you remember largely went to Kedzie to replace Americanas being retired and/or displaced, Not really. The TMCs were largely gone from FG by the time Americanas appeared at FG during the spring and summer of 2002. As @Busjack noted, any shared time at FG of TMCs and Americanas was very brief.
  14. I had been thinking 1996 for the move of Flyers from Kedzie to FG due to Kedzie getting back Americanas that had been loaned to 69th/74th for the #38 Michigan Express Green Line replacement after that route ended in May 1996 a few months after the Green Line reopened (plus some extras up to about 4108 from Americanas being increasingly displaced at 74th as that garage got the last of the Flxible 6000s). I had forgotten that some Flyers remained at Kedzie an extra year before getting pushed to FG, that move being part of the larger move in 1997 to fill in gaps left by the final retirements of Fishbowls at FG, Archer, and 77th, which unlke NP and 69th/74th didn't have Americanas that could operate service on routes not yet designated wheelchair accessible after the Fishbowls got retired.
  15. I take your question to be more a general one, and from that standpoint I don't think anyone has yet from what I've been seeing on OMSI. that's the one manufacturer of buses seen on American streets I haven't seen represented yet. Most of what I've seen on OMSI, as far as what would have been normal on Canadian and American streets in real life during the last 20 years, is NF, Gillig, MCI, Nova, and Flxble. Oh I almost forgot. I did see that someone recreated a GMC Fishbowl model along the lines of that which the old CTA 300s belonged to. I haven't seen NABI represented yet.