What I find most distressing about Chicago's former electric transport infrastructure, while shameful, isn't so much that they gave up on the trolley(we all know about the conspiracy, the "progress" brainwashing and the effect the fascination with the autotopia future had on American cities nationwide at that time), but what became of the actual power infrastructure later on.

Many on these boards may not be aware that many former streetcar routes didn't become diesel bus routes right away, many were converted to electric trolleybus, using the overhead catenary for many years—some well into the 1970's! Why in the world would the CTA completely destroy not just their streetcar system, but their entire pollution-free electric infrastructure?

Some die hard trolley enthusiasts may not want to here it, but in an ideal situation, streetcar reinstatement on some of those routes shown just isn't practical due to logistics, congestion and traffic patterns. Nor is it financially feasible. I would love to see trolley's return where to existing scale of the street can handle them... we could name many thoroughfares here. But on other streets, Clark or Broadway for example, electric trolleybuses could provide clean and quiet service that could still navigate congested streets, would not need a dedicated ROW and WOULD NOT BELCH NAUSEATING, POLLUTING EXHAUST and would not diminish urban quality of life.

http://www.trolleybuses.net/chi/jpg/...9730114_jt.jpg

http://www.sfu.ca/person/dearmond/set/van2101-7.jpg

Why are you going to feel ashamed being an Illinoisian because of that?

How do you know that they may have problems of theor own?

Sorry, I don't understand the question...I was trying to say that as an Illinois resident/native, it shames me that the state government would potentially overlook the massive financial problems that plague the RTA, which is the way it is simply because of a dated and inadequate funding formula for how public transportation in NE Illinois is sponsored.

Chicago Surface Lines carried about 900 million passengers in 1929, dropped by a third during the Depression, then peaked at 917 million in 1946. Beginning in 1927, CSL created bus extensions to its routes. The last streetcar line extension was in 1937. Chicago’s last carline (Broadway-State) was converted to buses in 1958.

For those imagining that they could simply glide across Chicago if we still had streetcars, it’s important not to confuse streetcars running in mixed traffic with the current wave of light-rail systems that have separate rights-of-way. Street running proved disastrous—all around the world—as auto ownership grew, and Toronto is the only North American city left with any significant amount of street running. Anyone who has crept across town on a Queen streetcar, and then stepped out the back door into a traffic lane, hoping the driver behind wasn’t on his cell phone, can testify to the drawbacks of actual streetcars. Only a couple of Chicago streets could realistically have reserved transit lanes: Ogden west of Ashland and Stony Island south of 71st.

The "NCL conspiracy" is a silly urban legend that refuses to die. It’s well refuted in Transportation Quarterly, Summer 1997 (on the web here)

Among other things:

• In the famous court case, GM/NCL was ACQUITTED of conspiring to take over various U.S. transit systems in order to create a captive market, not convicted.
  
• The number of US cities with street railways was nearly 700 in the 1920s, and was seven in 1975. NCL was only involved in about 45 cities, most of them very small (Joliet, Aurora, and Elgin are the closest examples).
  
• This "conspiracy" began 20 years before NCL was formed, lasted 20 years after it was dissolved, and even reached municipally owned systems. Meanwhile, streetcars also disappeared from every city in South America, and from virtually every city in Japan, Australia, China, Korea, India, Africa, Spain, France, Italy, Great Britain, Canada, and Mexico.

I think it was motivated primarily by the cost of maintaining the overhead and power distribution systems, and the increasing costs of the vehicles. Trolleybuses are (now) roughly two to three times the cost of diesel buses.

As diesel buses became more reliable and inexpensive, trolleybuses with their unsightly and costly overhead wiring and inflexible routing were eliminated in all but a few cities, usually those with steep hills (not a problem in Chicago). San Francisco has expanded its system since 1980, electrifying at least two lines--but then they have the free Hetch Hetchy power to use and hills to climb and high density. Seattle, also with cheap hydroelectricity, has expanded or at least solidified its system. Same with Vancouver. But Toronto has given up on trolleybuses, they’re “suspended” in Hamilton, and the systems in Toledo, Boston, and Edmonton are not very robust.

Electric infrastracture is anything but pollution free. It just moves the pollution from the exhaust to the power plant whch is actually less efficient since over 90% is lost as it makes its way to the vehicle.

^ Not meaning any nastiness, but would that Ogden Avenue line serve any real purpose? I don't want to disrespect Lawndale (which I generally am quite fond of), but there is such an abundance of good transit in that area now, and the density just isn't there... It's one of the last transit proposals for this region that I'd like to see.

Just an Idea
 

Someone already mentioned it, but I think it bears repeating, What about the possibility of establishing a Bus Rapid Transit line on some of the key thoroughfares, especially those that could link several L lines together.

New York City is in the process of establishing a new BRT line in each of the five boroughs. I believe it is supposed to commence operation in Fall, 2007. The URL for the project is as follows:

http://www.mta.info/mta/planning/brt/index.html

It will provide a dedicated bus lane, priority signaling, and limited stops for the five BRT lines.

My thought is that the CTA/RTA could experiment by establishing two north/south and two east/west routes. It would work similar to the proposed Circle Line, but much further away from the downtown area.

A Western Ave. route could link the Orange, Cermak Blue, Forest Park Blue, O'Hare Blue, and Brown Lines.

A Cicero Ave. route could link the Orange, Cermak Blue/Pink, Forest Park Blue, Green, O'Hare Blue, and the Metra UPNW.

An Irving Park route could link the Red, Brown, O'Hare Blue, and the Metra UPNW.

A Garfield route could link the Metra Electric, Green, Red, and Orange Lines.

All four of these routes already have Express routes during the rush hour, but the advantage of an Express is negated if it needs to slog through the same traffic as everyone else.

As far as pollution is concerned, I agree with Marcu that the pollution is merely moved elsewhere. Plus the cost of re-establishing the infrastructure for the overhead lines may prove to be too costly. But there are alternatives.

The city took delivery of 10 Diesel-Electric hybrids last year, and are slated for another ten more this year. A paltry sum, to be sure. But it is a start. These New Flyer DE40LF buses are not non-polluting, but they are a vast improvement over a standard diesel, both in terms of fuel used and emissions exhausted.

When other alternative, even cleaner bus technologies are perfected and made available at competitive prices, the diesel/electric hybrids could be replaced in much the same manner that the CTA replaces buses now.

Another thing that buses do provide over a rail-based system is flexibility. If the transit needs of the city change for whatever reason, a BRT lane could be easily changed back over for automotive use, with a minimum cost. A new BRT route could be established fairly quickly, provided a thoroughfare was able to provide the requisite dedicated BRT lane.

I know it isn't an ideal solution, and a bus doesn't have the same cache as streetcar or trolley, but I do believe it provides the best solution, given the city's infrastructure and financial handicaps.

Not sure about in Europe and elsewhere, but in Japan, streetcars were removed as subway lines were built to replace them. Pretty much every city that does not have a comprehensive network of subways, still has street railways.

Hiroshima, Fukui, Nagasaki, Matsuyama, Kagoshima, and Okayama come to mind right off the bat, but these are only the cities that I've actually visited and there are probably many more...

My point is, in other countries, streetcar lines were removed as more robust transit was implemented. In the US, they were removed and replaced with personal automobiles and wider highways.

I live in downtown and would actually disagree with that statement. I take the streetcars almost every day (it's how I get to work and back), and while they're obviously worse than dedicated rail lines, they are still far better than buses, IMO.

In North America, ordinary streetcars were replaced with buses. In sepia-toned nostalgic hindsight, we imagine sleek rapid streetcars being ignorantly or maliciously replaced by jerky, stinky buses. But at the time, the reality was that rattletrap 40-year-old streetcars stuck in traffic and loading passengers out in the middle of the street (anyone remember "safety islands"?) were being replaced by sleek new buses that rode smoothly and quietly and picked passengers up right at the curb. Ridership shot up (for a while) on lines where buses were substituted and the operating cost was nearly halved for the transit companies.

It's not a "conspiracy", and it's not a "silly argument", it's well-documented that GM was behind the inception and funding of the National City Lines in 1936 along with Standard Oil. Regardless of the numerous pro/con arguments over the course of the past 6-7 decades and attempts to discredit those who insisted that it was an act of sabotage on the part of GM et al., the fact remains that something did happen that did precipate the congressional hearings in 1974 and I'd thank you to not attack me regarding my post, all I was saying that there is a definite correlation between what was done in the 30's-50's with the untimely death of the street car and the more recent forced euthanasia of the GM electric car:

http://www.lovearth.net/gmdeliberatelydestroyed.htm

and watch "Who Killed the Electric Car?" before you make a judgement.

No one questions that GM invested in National City Lines and that NCL, worried about getting buses during wartime conditions, agreed to buy them from GM rather than Fageol, Mack or Ford. What's silly is the assertion that this had any bearing on the decision by a thousand cities around the world to use buses rather than streetcars for local transport.

Over the last 15 years, I've read all the reported court cases on NCL, the entire 1974 congressional antitrust committee report and volumes of testimony, all GM's rebuttals, Snell's "American Ground Transport" report, all the National City Lines annual reports from 1935-65, and all the scholarly articles (Barrett, Brodsly, Slater, Bianco, Adler, etc.) ever written about the conspiracy theory. I'll be happy to share the citations and bibliography with anyone who asks.

I stand by my statement that it's a "silly urban legend," and it gains no more truth by being repeated in a movie than by being repeated on a chat board.

^^ Actually now that you mention it, I would be interested in any information/links or biblio info. you have about the situation, as my curiousity about that whole history has been sparked now, if you could please send me something that would be great (you can send me a private message on here when you have a chance. Thanks!)

The North and NW Side lines are poorly designed. All Red, Purple, Yellow and Brown traffic feeds into the bottleneck between Clark Junction and the subway portal. The O'Hare branch is long, intersects no other lines and can't be rerouted onto the Loop. Heavy work is always going to be a problem.

For a "transit expert" he sure does a short memory. Every line rebuild has been a multi-year project. Remember they shut down the Green Line for two years and told its predominantly black ridership they were lucky it wasn't being torn down?? How about trains crawling over the Douglas at 5 mph?? Apparently now the CTA is supposed to levitate the trains over the work zones. White privilege and entitlement ooze out in some of the stupidest ways.

Of course, each segment was planned and designed at a different time, so it's all an interesting patchwork. The steel Ls were from the 1890s and 1900s, The north side main line and Evanston branch were from the 1920s, the subways were from the 40s (as part of an eventual citywide plan that would have had dozens more miles of interconnected subway routes replacing the Ls), the Kennedy extension was the 60s-70s, and the O'hare extension was the 80s.

Speaking of the connectedness of the blue line, incidentally there are 2 short stub tunnels as part of an unused flying junction under the Lake/Canal/Milwaukee intersection, that were to eventually connect the subways to the Lake street L.

Not news, but pertinent nonetheless since a number of times people have guesstimated the approximate personal cost of driving.....


http://www.chicagotribune.com/classi...6745696.column

Commuting costs continue to multiply


Published March 29, 2007


Don't need a few cups of caffeine this morning.

Simply consider the message delivered by the AAA to open the eyes wide.

If you commute by car, the AAA says, you spend about $62 for every 100 miles you travel.

Just one sobering thought in the AAA's just-released "Your Driving Costs" study, which calculates the annual cost to own and operate a car based on its size.

The 2007 results reveal that you have to dip into pocket or purse for 50.5 to 81.5 cents for every mile you travel based on 10,000 miles of driving annually.

That's $5,050 to $8,150 a year, no small sum.

The AAA bases its figures on costs for gas, oil, tires and maintenance, along with insurance, financing, depreciation, license, registration and taxes.

It says that those who drive a small car, such as a Chevy Cobalt, Ford Focus, Honda Civic, Nissan Sentra or Toyota Corolla, will spend that 50.5 cents a mile, or $5,050 a year, to own and operate that car in 2007. That's unchanged from 2006.

Those who opt for a midsize sedan such as a Chevy Impala, Ford Fusion, Honda Accord, Nissan Altima or Toyota Camry, will spend 61.8 cents a mile, or $6,180 a year. That's down less than a penny a mile from $62.4 cents, or $6,240, it cost a year ago.

Drivers of full-size sedans -- Buick Lucerne, Chrysler 300 Ford Five Hundred, Nissan Maxima or Toyota Avalon -- will spend 74.2 cents a mile, or $7,420 a year, up from 72.9 cents, or $7,290, in 2006.

Mini-van owners -- think Chevy Uplander, Dodge Caravan, Ford Freestar, Honda Odyssey or Toyota Sienna -- get off easier. They will spend 69.2 cents a mile, or $6,920 a year, down from 71.3 cents a mile, or $7,130 a year in 2006.

But not those with SUVs such as a Chevy TrailBlazer, Ford Explorer, Jeep Grand Cherokee or Nissan Pathfinder. It will cost them 81.5 cents a mile, or $8,150 a year, up from 79 cents, or $7,900, in 2006.

"As a rule, costs went down a bit because gas prices went down a bit, though those in big cars and especially SUVs didn't realize a savings because their gas mileage isn't very good," said Mike Calkins, manager of approved auto repair and author of the report.

Gas costs were based on a $2.25 a gallon national average in the fourth quarter of last year. In the Chicago area, it's running about $2.64 now, according to the AAA.

"We felt $3 a gallon last summer was an aberration and don't expect to see it reach that level again this year," Calkins said.

As if spending from $5,050 to $8,150 isn't tough enough to take, the figures don't include parking or tolls.

Well the big switch to three track operation on the north side line between Fulerton & Belmont is about to begin. Starting Monday it will be headaches for the next 2.5 years for northside residents. Guess I better make sure I use the El a lot this weekend before it turns into a mess.

Outside of rush hour, it shouldn't delay your commute that much. Maybe an extra 5 minutes. It's rush hour where all the problems are anticipated.

It always bothered me that the only stub tunnels in the whole Dearborn subway were directly underneath an already existing El. I realize this was probably to replace/link up with the Lake Street El, but still, you'd like to think they might have aimed for future expansion in a new direction. Instead we end up with 100' tunnels to nowhere for likely decades to come.

At the time they were designed/built, the subways were to be part of a citywide plan that would eventually replace just about all of those noisy, ugly old L structures ( ;) ) Nobody thought the Ls would still be around by now (and of course, many of them didn't make it)

^^Speaking of the EL Blue line...will enough buildings be going up in the area west of River Bend to qualify for a new station on the Blue line? Red Line at Division and Clybourne? Division and the Brownline?

There have been murmers of a Division/Orleans Brown Line stop, but I don't know if any signicant amount of design work has been done for it. I think the general idea is to wait and see how the Circle Line study ends up in terms of the "preferred alternative" (routing- and mode-choices for a potential new line, or "enhancements" to existing lines, etc.).

Unfortunately, new stations have become monstrously expensive, and no one seems to be concerned. A simple ground-level platform in Skokie, for instance, is slated to cost $14 million! Think about what a ground-level platform consists of--a small concrete pad, a couple of ramps, a small roofed area, and some light standards--and how it could possibly cost more than the most expensive house ever sold in Lake Forest. A quick glance at Bidclerk discloses that $14 million is enough to build an entire friggin Wal-Mart with long-span roof, mechanicals, hundreds of light fixtures and an enormous paved parking lot!

^ I don't get it---WHY?

Government Regulations -
- Brownfield environmental remediation and other site preparations (excavations, utilty relocations which are a total bear, and sometimes some significant structural/foundation challenges especially on the L structure)
- full ADA compliance (this is a biggy since it means stations takes up much more space due to ramps, wider platforms and costly heavy-duty elevators),
- multi-step procurement process for planning, design, and construction, and subsequent administration costs,
- the fact that its being done amidst an operating railroad which means the project takes much longer

In the old days, the private enterprise was given the right by government to operate a railroad over a certain public right of way (i.e. a street or alley) but also didn't operate under nearly the same level of scrutiny or regulation as today's public transit; so they could get things built and done alot faster and alot cheaper. (of course part of what drove many of the passenger railroads hopelessly bankrupt was that government started placing minimum service level requirements that could not possibly be self-sustaining given ridership demands....but that's a mostly unrelated tangent).

Yes they are certainly very expensive, but I'm not sure comparing it to a Wal-mart is particularly valid since most of the latter are built of a cookie-cutter design out in sprawlsville, in high volume.

ADA compliance has turned out to be more expensive than most people have anticipated. In some cases, we are paying hundreds of millions of dollars (and in the case of the brown line prolonged construction and chaos) so that a handful of people would be able to ride the train. It would be substantially cheaper for the city to hire those few people taxis for every trip they need to make and the result would be virtually identical.

Universal design assists far more people than the disabled. Ramps and elevators also help people with temporary injuries, bicycles and luggage. It makes the system more user freindly overall. Is it still worth the extra cost though, I don't know. Would it be better if a few lesser used stations could be built without the ADA stuff to keep costs down?

"Separate but equal" has proven a problematic way to provide public services in the past. Experience with a separate system of transit for the disabled in the 80s is what led to the lawsuit and consent decree under which CTA now operates.

More problematic, in my opinion, is the uncertainty about ADA requirements which leads CTA and its consultants to make unnecessarily expensive changes. For instance, I'm told that CTA interprets ADA to require room for two wheelchairs to pass on both sides of an obstruction in the middle of a platform--instead of the common-sense idea that wheelchairs could pass on either side. Congress chose to write ADA as abstract goals instead of detailed regulations, which means that agencies and developers have to go to absurd lengths hoping to immunize themselves from unpredictable lawsuits.

Why so expensive
 

There are a large number of reasons CTA or other federally funded transit projects are so expensive. As previously mentioned, ADA is a big one. Another killer when working on CTA projects is when you are actually allowed to do work. Building a new station in the middle of a field would be simple and cheap. Now try to do that same work limited to hours of 9AM to 3PM due to rush hour restrictions (yet you must pay your guys for a full 8 hours), surround your work area with often clueless pedestrians, require CTA personnal (flaggers) present whenever near tracks, keep in mind work must stop whenever a train goes by (approx every 7 mins), etc. Contractors add very large premiums to account for these difficulties, or else put themselves and their bid price at very high risk.

Government funded projects also demand very high quality workmanship, which on the surface sounds very good - public money deserves to be spend properly. Reality? Specifications are very difficult to meet (case in point - pouring a sidewalk requires testing of concrete, an expensive procedure totally unnecessary for a sidewalk). Huge amount of documentation to verify quality and safety are required, which in turn mean paying for employees not directly in production (this are costs that would almost never be included on a private job).

Finally, these requirements all add up to fewer contractors bidding the work, meaning higher margins for the ones that due, etc. Sorry to ramble, but there is no simple way to explain why CTA projects cost alot. However, when people say that "X Builiding" in my hometown only cost 5 million, how does this CTA project cost 100 times that, this is why. Hopefully that clears up a little confusions - the money does go somewhere - whether its the best way to do it is a good question.

^ Well-explained and well-put!

The Blue line station at Grand Ave. is easily walkable from those new buildings. I live just south of all that development and don't have an issue walking up there. In fact, I did it recently at 3AM and was afraid I might run into some sketchiness along the way, but didn't see anything to worry about.

Between Lake/LaSalle and Grand it is tons of development/density going in. It is about 1 mile between stations. Putting a stop at Fulton/Milwaukee/Clinton would put a stop right in the middle to service all the new condos, 1/4 mile from Oglavie Trainstation and 1/2 mile to Union Station, run buses Canal to Fulton to Jefferson and to Jackson to make rail/CTA connections easier. Also lots of developement is planned for the area between the river and 90/94.

Just a pipe dream.

good news
 

CTA commute 'better than most people feared'
Commutes fairly normal despite L reconstruction

April 3, 2007
BY ART GOLAB AND STEFANO ESPOSITO Staff Reporters
Commuters -- stone-faced, rushing and not wanting to be pestered -- poured out of the CTA's Fullerton L station Monday.

It was a fairly typical evening exodus from downtown to the North Side, despite widespread worries that the next phase of the Brown Line reconstruction might create all kinds of headaches.
"Overall, I'd say it went . . . a lot better than most people feared," CTA chief Frank Kruesi told reporters after Monday's commute.
Delays were in the minutes, not unusual for the peak rush-hour period, Kruesi said.

Kruesi attributed Monday's mostly problem-free morning and evening commutes to riders heeding warnings by taking advantage of alternate routes, including using express buses.

That doesn't mean riders should think it's business as usual on the L.

"Don't be lulled into a false sense that nothing is different or that we're using scare tactics," Kruesi said. "... Recognize that this is a long project. There are going to be some frustrations."

And there were. Some riders complained about evening delays of 15 to 20 minutes. A few commuters yelled, "It was terrible!" as they walked past reporters.


But spring break ends next week
The repairs limited all northbound traffic on the Red, Brown and Purple lines to one track instead of the two tracks the lines normally share. In order to squeeze all those trains onto one track, 24 fewer runs were scheduled for Monday's evening rush.
The morning commute was even more uneventful, mainly because both southbound tracks remained open. In fact, many riders reported faster travel times and less crowded trains.

"I think it was actually a shorter ride for me today," said Ann Wilcock, an Andersonville resident who boards the Red Line at Bryn Mawr. Wilcock even got a seat when she switched to the Brown Line train at Belmont, a rare occurrence. "I was surprised; it was less crowded."

According to Kruesi, the morning rush "went smoothly on both bus and rail," with rail travel times "similar to what we normally see."

While many morning trains were standing room only and a few were too packed to take on additional riders, the a.m. crowds were no bigger than usual, Kruesi said.

However, the Metra commuter rail service got some overflow from the CTA. Spokesman Patrick Waldron estimated about 200 CTA riders switched over to the Union Pacific North Line. Metra's service has stops in Evanston, Rogers Park and Ravenswood, serving the same corridor as the affected CTA lines.

Metra also added six trains and is running the Ravinia Special every evening, not just for concerts.

And if this week's commute seems rough, it was probably less hectic than it could have been.

When students and teachers return next week from the Chicago Public Schools spring break, the CTA expects 20,000 additional daily riders on the L and 125,000 more on the buses.

^^Kruesi is a liar. My three commutes so far have been BETTER than normal. What ever they are doing they need to do it for 2 more years. I am almost impressed!

It's the IDOT technique. Scare the hell out of people about how miserable the Dan Ryan will be during construction, and--surprise--people stay away. Motormen at Howard and Kimball on their best behavior and actually in their cabs when departure time comes. Supervisors at Tower 18 and Clark Junction watching everything carefully the first day.

What's painful for me is seeing Tribune suburbanites write about the CTA as if it's some exotic folk custom engaged in by colorful natives.

^ Yeah, my 3 commutes so far have been far better and far faster than almost all before.

I haven't taken the L, but people who did said they're pretty much abandoned, and everyone gets a seat. The bus was pretty packed, and the route I'm on use to run them every 10-12 minutes, but now there are huge packs of them everywhere. Yesterday morning there were 4 of them right in a row heading downtown together, on the way home there were 3 of them, and another joined in the rear as I got off the 3rd one in the line at Diversey. Kinda slowed us down though having all the busses together, especially when trying to turn left at lights.

Interestingly enough, CTA service is reliably on-time, clean, safe, and friendly as long as no one rides it.

Wait until school vacation is over and the kids (and their parents) are back. They picked this week since there is a significant reduction in ridership. The CTA is also at the top of it's game for this week, over the next month I'm afraid they'll start slacking and service will deteriorate. What we're seeing this week is what they can do when they stay on top of things.

Daley says CTA needs more state funding


By Brandon Glenn
April 04, 2007

(Crain’s) — Mayor Richard Daley has joined an ever-increasing crowd calling for the General Assembly to step up funding of the Chicago Transit Authority.
At a news conference Wednesday, Mr. Daley said that if Springfield lawmakers don’t heed his requests for more money, the CTA could be forced to cut service, according to a statement from the city.

The plea was a departure from the mayor’s recent protocol; typically, he has avoided making public remarks about the struggling CTA unless prompted by questions. The move could mark the beginning of a public push by Mr. Daley to obtain more cash for the CTA, which has come under fire recently for overcrowding, service delays and broken-down equipment.

A number of business and labor groups and suburban officials have called for increased state funding for transit, with some labeling the situation a “crisis.”

The Regional Transit Authority, which oversees the CTA and the suburban Metra train and Pace bus services, says it needs $12 billion over the next five years to fund capital projects and operations.

Separately, Mr. Daley again urged Springfield lawmakers to extend the 7% annual rate cap on property tax assessments.

“Unless the General Assembly acts within the next few weeks, homeowners are going to receive a rude shock this fall,” he said, according to the city release.

^

fiiiiiiiiinally

Did he explain why the City of Chicago is unable to increase its funding of CTA beyond $3 million a year?

Don't forget the 1 subway station per year that CDOT renovates too! It's great how the city really prioritizes getting it's downtown subway and L stations in good shape for tourists and residents/workers.

Oh, wait. And how much is that Loop TIF generating, again?

Also funny how he's saying the state needs to come up with more transit money, but also don't think about logical things to fund it, like a property tax.

All that said, Illinois's tax structure is so out of whack, and the nature of the creation of RTA almost dictates, that the wider problem indeed needs to be solved at the state level.

So realistically what are the chances of massive service cuts / fare increases / total funding meltdown within the next year?

One would think that a mayor so keen on being the "Greenest city in America" would shut up about the green roofs and fake bike paths and actually get seriously involved in the transit situation.

The spring legislative session will rock along with lots of posturing from everyone, but no actual legislation passed. CTA will talk about impending doom and even prepare a system map showing massive service cuts. The Sun-Times and RedEye will compete to see who can use the word Armageddon first to describe the impending situation for North Side commuters, with the Tribune tagging along behind trying to repeat unfamiliar words like rapid transit and farecard.

Sometime in the wee hours of July 1 (clocks in the General Assembly unplugged since 11.45 the night before) a three-way deal will land on legislators' desks, Emil Jones will hold his thumb up indicating they should vote "aye," and Illinois will magically have a new gross receipts tax, some shell-game scheme involving delayed pension funding, a new land-based casino or three, and some scattered downstate and suburban highway projects. Oh, and $150 million for the CTA.

Ha. Classic post.

And unfortunately, it is likely to be chillingly accurate.

Taft

^ Most definitely.

They have to do something this spring or the whole system will fall apart along with the service cuts. The business community can't let that happen though, especially not in the loop. As much as they try and ignore it, the power that be will have to come rolling their eyes and bail out the CTA again.

Hopefully this year we can actually change the fundamentals, instead of just throwing money at the CTA and then running away until the world ends again in another year or two.

Should replace CTA with Disney. Let them run the mass transit system. Just look at how efficient and great the transit system at Walt Disney World is. Monorail, Buses, Ferries, multiple railways at the parks. Yep yep. It's the solution to all the problems.

Sadly, Kyle, it's true.... Disney buses rock, although they didn't send enough to cover all the people at my resort... oh well.

Realistically, could they do that? Given enough funding, would Disney accept an offer like that? Of course, then we'd have Disney thigns up the wazoo. But seriously, would anyone buy the CTA and offer to fix it up?