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There’s also a frequency disparity, but I could see every other train going to Midway—you could potentially have a Kimball-Loop Brown and Kimball-Midway Orange Line. As is they’re already running near-empty trains to Midway during the morning peak (and vice-versa in the afternoon). There might be some advantage in giving the Ravenswood Branch access to the Midway Yards, too (I think they do store some Brown Line trains there now, actually).
Given the overlap with the Red Line until the Belmont, relative quietness of much of the Ravenswood Branch post-1AM, and near-complete quietness/pedestrian hostility of a lot the Orange Line route I don’t think more 24 hour service is necessarily justified at this point. |
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Howard Red 2011- 40.85m Dan Ryan Red 2011 - 16.7m Howard carries 2.44x the riders O'Hare Blue 2011 - 23.58m Forest Park Blue 2011 - 9.2m O'Hare carries 2.56x the riders so.... Brown 2011 - 17.53m Orange 2011 - 8.22m Brown carries 2.13x the riders... seems to be on par with the other big lines, maybe even moreso than these numbers indicate due to the 6 stations whose numbers are shared with the Purple Express. |
<edited>It's not just an issue of total ridership; other considerations include but aren't limited to:
1. Demand at the peak flow point at each time period 2. Terminal to terminal running time, which in turn dictates the car/manpower requirements to meet a headway sufficient to accommodate point 1. 3. Yard/terminal capacity commensurate to 1 and 2. If one puts aside the terminal consideration, there is no need to "balance" the ridership demands of two through-routed branches, since it ultimately these pairings would have close to zero impact on your systemwide vehicle and manpower requirement. However, if the lines are heavily imbalanced in demand, then both terminals would need sufficient capacity to hold and perform light maintenance on cars to avoid major unnecessary deadheading. |
Couldn't you solve the imbalance with a well-designed and precisely dispatched holding track for short turns?
The only problem is that you need some flexibility in the location of the short turn to allow for growth. Chinatown and 35th should really have the frequency of the North Main and State St Subway, and Medical Center/Western really should have the frequency of the O'Hare branch, but they cannot because of the short turn placement on the Red and Blue Lines. |
I've always considered TODs near the Orange Line, but how feasible would they be? The stations are near some of the ugliest (not for us urban pioneers, but for the GP) areas in Chicago. There would have to be some serious investment in the area, with new greenspace, and new connections to the street grid. There are too many stations in which a commuter has to walk 20 minutes or so to the North just to get to the closest commercial area, and the Stevenson is a psychological barrier to the South.
However, if they were to build a theme park on the South Branch, I wouldn't complain. :D |
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The Orange Line also has been getting noticeably busier over the past couple of years. The rush hour runs in the peak directions are always crush loaded. |
Rush Hour rides on the orange line are awfully crowded. Not as bad as the blue or red, but it's getting there.
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As a city, you cater to those who are leaving at the expense of those who are coming to your own peril. |
A time-lapse video of the new South Shore Line bridge being moved into place over Torrence Ave. Saturday. Gives a whole new meaning to "moveable bridge."
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Bridge moving is awesome. This is the first new long-span truss structure I've seen in a very long time, at least in the Midwest.
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I Wasn't aware that they still built them , but its nice that they do...adds some variety..
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Chicago bus operator selects Cubic for open payment system
http://www.contactlessnews.com/2012/...payment-system
Cubic Transportation Systems has been approved by the Chicago Transit Authority (CTA) to deliver the agency's open standards fare system (OSFS) to suburban bus operator Pace. The open payment system will enable CTA and Pace customers to pay their transit fares with any contactless bank card that conforms to industry standards. NFC-enabled mobile phones with bank cards residing on them will also be accepted in the system. CTA rail station turnstiles and CTA and Pace buses will have card readers that accept payment with a simple tap of the card, or NFC-enabled mobile phone. For customers without a bankcard, contactless reloadable prepaid cards will be sold at more than 2,500 retail stores and vending machines across Chicago and neighboring communities. The deal expands the largest North America transit industry public private partnership for fare collection systems and services, increasing Cubic's original contract by approximately $50 million to $508.9 million. |
95th Street Terminal Improvements
http://www.transitchicago.com/95thTerminal/
95th Street Terminal Improvements In 2014, construction will begin on the 95th Street Terminal Improvement Project, a $240 million project (projected cost) that will expand and greatly improve the 95th/Dan Ryan station (the south terminal of the CTA Red Line)—a project that will bring significant improvements to a station that is a vital part of the South Side. The CTA is soliciting feedback from customers who use the terminal. Two open houses are scheduled in September. This is the public's chance to tell us how the terminal can be improved as we begin the design phase. Tuesday, September 11, 2012 5:00 to 7:00 p.m. Harlan High School 9652 S. Michigan Avenue This location is served by: Red Line (95th/Dan Ryan) and CTA Bus #34, #103, #106, and #119. Thursday, September 13, 2012 6:00 to 8:00 p.m. Palmer Park 201 E. 111th Street This location is served by: CTA Bus #34, #119, #353; Pace Bus #353; and Metra Electric 111th Street (Pullman). Built in 1969 and designed by architects at the famed Chicago architecture firm Skidmore, Owings & Merrill, the station serves as both a train terminal and an integrated bus terminal. The station is one of CTA's busiest, with 24-hour Red Line service and over 1,000 CTA and Pace bus trips on a typical weekday. These buses connect Far South Side communities to the CTA rail network. There are roughly 300,000 people who live within walking distance of the CTA bus routes serving the 95th/Dan Ryan Terminal. The station has seen a number of changes and improvements since it opened, including the addition of an elevator and other accessibility improvements, but nothing at the scale of what is proposed for this project. A brand new terminal would include a different design providing a better layout for customers accessing the terminal from 95th Street as well as boarding buses and trains once inside. New amenities will also improve comfort and the overall transit experience. What is the purpose of this project? The 95th/Dan Ryan station is a critical piece of the CTA's Red Line. It connects Far South Side communities, to job centers throughout the region and serves as a transit gateway for the South Side and suburbs. The rail terminal is located in the median of the I-94 Dan Ryan Expressway and the bus terminal flanks the expressway. The station site is highly constrained, bound by 95th Street on the South, State Street to the east, and Lafayette Avenue to the west, causing bus delays and traffic conflicts, due to limited space. In the current terminal there are only 20 bus bays which must accommodate dozens of CTA, Pace, Greyhound and Indian Trails intercity buses. The station does not currently have direct access to and from 95th Street, a problem that requires pedestrians to use terminal areas for street access, posing safety risks. Improvements are also needed to better serve existing high volume of riders, provide safer passenger access to buses and the train station, and expand passenger facilities that will lead to a modern, safe and pedestrian-friendly transit center with fewer delays and shorter travel times. What work will be done? While specific details on the expansion are still being discussed, major renovations and expansions to the station house are aimed at providing more space and improve the walking flow of passengers, with new or expanded bus terminal facilities—as well as Red Line platform improvements. Here are some basic features: New station building with bright, airy spaces and clear sightlines Expanded platforms to provide more room and easier flow of passengers Station will be largely enclosed in glass for maximum light and protection from the elements Wider bus lanes and increased spacing between bus bays to reduce congestion Wider sidewalks and waiting areas in bus terminal for increased passenger comfort and safety Sound panels at platform level to provide a more comfortable, less noisy space Additional escalators and elevators Additional space in front of ticket vending machines and fare gates How is the project to be funded? The projected cost of the project is $240 million. Funding would come from the following sources: $12 million from a TIGER grant $80 million from a TIFIA loan (low interest federal loan) $10 million from a Federal Bus Livability Grant $60 million in federal funds $50 million in State of Illinois funds $28 million from CTA bond proceeds More information Details about the final design and plan will be presented to the community and posted here as the planning for this project progresses. Construction is expected to begin in 2014, after the Red Line South Track Rehabilitation Project is completed. Please email your comments and questions about this project to: 95thTerminal@transitchicago.com. |
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