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jajuan

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jajuan last won the day on December 24 2019

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About jajuan

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  • Birthday 03/23/1975

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

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  1. Right. 804 has been in that part of the lot before only to return to K too many times to say for sure this is finally it for this lone wolf DE40LF.
  2. jajuan

    More Bus Moves

    Makes sense they're getting so few so far. And there aren't that many buses needed to do owl service. Given that owl runs tend to start at times outside of the midnight to 4 AM threshold that CTA considers owl service times, I think CTA feels it's not worth the complication of having day and evening route out of K but the owl service part of the route coming out of C. It's basically similar to keeping the N5 based out of 103rd instead of operating out of 77th to get Novas on the route because of the N5 being interlined with the present day 95.
  3. Well our forum leader Kevin and the forum moderators considered them so when drafting the list of all more modern CTA bus types and models that have been and currently still are in revenue service.😂
  4. jajuan

    More Bus Moves

    Interesting that they are using Novas from different garages because withing the last few weeks I've seen 8260 on the 12 as a K run a couple of times, and I've seen I believe it was 8250 on the 7 siring two consecutive Fridays operating each time on the same exact run. Plus tomorrow being the start of winter pick service updates going into effect brings up the question whether this latest sighting today is more than just for a test.
  5. Plus what our old fiscal conservative friend Busjack was getting at in that statement was that CTA put money into purchasing the series he mentioned only for there not to be a long term use or need from them. The Optimas were indeed used on really lightly used bus routes, but the problem was they had a really crappy suspension system and couldn't handle Chicago streets very well. So they spent too much time in the garage maintenance bays when they should have been on the street. With the NABIs, at the time of purchase CTA was in a desperate need of new buses because a majority of the fleet was approaching, at or far beyond the federally recommended minimum service life for retirement eligibility. So they end up having NABI take advantage of that desperation to sell them the NABI 60 LFW model, which was an unproven model in terms revenue operation by any TA. That was one red flag. It couldn't even pass the Altoona engineering standards testing which is a requirement for any bus model to be on the road for any TA. That was another red flag. CTA gets the buses and as the warning signs suggested, the bus was poorly designed with poor suspension and other problems that kept them stuck in the garage for maintenance more than they were on the road. The final straw came when a bus was found to have a splitting at the articulation joint, leading CTA to pull every artic from service with the exception of at time what few NF artics they had. There was a huge reshuffle of buses among all the garages with the lighter route garages loaning 40 foot buses to the artic garages to help shore them up until more NF 4000s arrived to replace lost artics. Our friend Busjack would tell you that the evidence says that this is the real reason CTA got the 4000s. Also CTA sued NABI over this debacle. It was this incident that led CTA to totally revamp its vehicle purchase protocols to include the now strict standards it imposes on manufacturers before it accepts ownership of any vehicle purchased as part of any order. In the case of the NF LFR 4300s, the only true need CTA had for more articulated buses was for use on the Red Line replacement shuttle routes that were placed in service during the time that CTA demolished and completely rebuilt the Dan Ryan section of the Red Line. After that work was done, CTA has pretty much easily had 100 artics parked across the artic garages at any given time including during rush periods when looking at the average number of artics in service on a route dureing different times of the day. That's even with 40 foot buses being seen on the 6, 146 and 147 for example being an extremely rare occurrence when historically 40 foot buses on those routes were more mixed in with artics than they are today. That's also even with accounting for expanded artic use on the 12, 22, 26, and 151 as examples of routes that didn't have as heavy an artic presence just a few years ago. When examining artic deployments with the help of Maths22's tracker, the numbers show that CTA just doesn't need anywhere near the just over 300 artics it current has. It needs not much more than the just over 200 it had in the 4000s before getting the 4300s. That's pretty much the background and context of what Busjack was getting at in his comment that was quoted. Two series CTA only ran in service for only a few years out of the initial longer term planned use. The third it purchased in the long term but only had a shorter term need.
  6. Now if the city can just get more aggressive about enforcing the parking restrictions on that stretch during the posted rush hour thresholds so that buses can actually use the darn lanes. Here it is almost two months later and cars are still parked in the NB bus lane during the heart of rush hour, even though the signs clearly say buses and right turns only between 4 PM and 6 PM.
  7. 800-809 and 900-909 were purchased as test buses during the time that they purchased and took delivery of 1000-2029. At that time, CTA was running a test on which hybrid bus technology worked best on Chicago streets and could survive Chicago's sometimes brutal winter conditions better. The two choices were parallel hybrids (800-809) and series (900-909). CTA liked the parallel drive hybrids' performance more. So it's not much of a surprise that the next purchase of hybrid buses after that that CTA had sayso on the specs, NF artics 4000-4207 ended up being parallel drive hybrids. I don't count 4300-4332 out of the 4300s purchase, because the 4300s were purchased as part of a piggyback deal CTA made to purchase part of options originally meant for the Seattle area's King County Metro and therefore probably wouldn't have had much say on engine specs if any. Also because 800-809 and 900-909 were considered as test buses, they weren't as bound by the 12 year minimum rule that 1000-2029 are bound by. That's why 900-909 were able to be retired and sold off for scrap when those buses hadn't even reached ten years of service. CTA could have retired them at any time after the test on their technologies were done. CTA decided to keep them around for a while though, and the maintenance folks at Kedzie used their expertise to help the 900s in service for eight years and the 800s for thirteen and counting through the survival of now lone wolf 804.
  8. Those painted on Western between the 606 bike and pedestrian pathway and up to just north of Armitage are not helping as much as they could because folks are still parking their freaking cars on the lane during the 4-6 PM threshold that buses and right turning vehicles are supposed to have exclusive access to the lanes. On the topic of this thread, those Proterras are indeed looking good so far. Now to get them in their official liveries and testing started for their debut in service set for spring of next year.
  9. jajuan

    More Bus Moves

    To further clarify on the already stated, C helps K by doing a few runs on the 12 during morning rush. Outside that time frame, it's all K on the 12. So if you see a Nova on K when it's not morning rush, then it's an odd occurrence. 😄
  10. jajuan

    More Bus Moves

    CTA has a very high spare ratio for artics now even during weekday rush hour periods. A minimum of 100 can still be sitting inside the garages that run them at any given time including rush periods. So the Blue Line shuttles won't interfere with normal artic operations during the Blue Line partial shutdown. For the more newer members who may not know, the CTA has 100 more artics than it actually needs because the only reason it really needed them was to run the Red Line replacement shuttle bus routes during the complete shutdown and rebuilding of the Dan Ryan leg of the Red Line a few years ago.
  11. jajuan

    More Bus Moves

    No it's not random. It's an annual thing that CTA bus operations bosses plan out every summer season.
  12. jajuan

    More Bus Moves

    The swap was because with the summer season, 103rd didn't need as many buses with the high schools its routes served closed for summer break. Meanwhile K needed extra buses to help cover the 10 and 130 as well as summertime extended hours on the 124. Similar reasons behind a few 103rd buses being sent up to C for the summer. The buses were needed for the beefed up service on the 72, which gets extended to the beach during the summer.
  13. Thanks. And I've been extremely busy over the summer. So I haven't caught up yet on all the things I missed in those topics I haven't had as much time to follow. 😁
  14. Hey guys. While out this morning running errands, I noticed with a couple of New Novas operating on the #84 Peterson that when each bus stopped at bus stops, the rear route number displays flashed "84" and then "STOP". Does anyone know if this is a new feature added to buses during this new fall pick, or is it a recent tweak that happened earlier but I'm just noticing today? I pose the question that way because other destination display tweaks don't always happen right at a system pick change. Some examples of tweaks in the middle of a pick are northbound 22's and 147's current flip displaying "TO HOWARD L STN" behind the route number happening some weeks into the winter pick, SB 147 buses displaying "147 to IDA B WELLS DR/MICHIGAN" (in slimmer font) some time during July and most recently SB 146 signs flipping from route name to "146 TO MUSEUM CAMP SHEDD/FLD/ADLER" (on two lines and in slim font) to "146 VIA SOLDIER FIELD" during around late July/early Aug.
  15. So speeding up service for your passengers you have left is a bad idea? Doesn't sound very smart for transit agencies trying to survive the challenges of increased auto traffic making bus traffic slower and therefore discretionary passengers go elsewhere. And that's before even getting into the challenges of rideshare services eating into that along what used to be attractive corridors for transit (i.e CTA's recent attempt to reintroduce #11 bus service south of the Western Brown Line being a dismal failure). The main issue it seems, is that transit agencies have to monitor these services when introduced and make tweaks as needed based on ridership patterns. And let's be completely honest here. CTA's X express routes weren't cut for low ridership reasons across the board. The ridership was actually there for many of them actually with the X20 being the one real low performer that stood out. And that was because CTA made the dumb decision to make the route do local stops west of Central Park along the portion that operated on Madison. It wasn't much of an express at that point since it already had local stop only zone in the downtown portion. But back to my point, CTA's X routes got cut because CTA was strapped for cash and was trying to go for a service cut option that wouldn't be a hard hit from the passenger point of view. That would be seen by many who follow transit in the media, along with us transit advocates and enthusiasts, as part of the contributing factors into why CTA bus service became slower and lost customers because of it. Granted in that it could be argued that former Mayor Emanuel may have been trying to lure in southside votes had he decided to go for a third term, but that's still too easy a dismissal without attempting to look at all the facts since. As pointed out, the X9 and X49 were not hurting for passengers when they got cut in 2010, and they are not hurting for passengers now, three months shy of completing four years after being resurrected. I happen to use both routes for work commute options, and in this almost four years I've observed how the numbers of riders opting for the express over the local continually increase especially when they discover and realize that the express stops at their intersecting rail and bus routes to which they transfer. In regards to the relation between the Milwaukee Pulse Line and local 270, wasn't the local 270 bus service north of Golf Mill already limited due to the fact that the 272 extended further south to start at Golf Mill at its southernmost terminus? It seems the larger reduction effect to local service is that between Golf Mill and Jefferson Park.
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