Originally Posted by Abner (Post 4036393)

but is it that big a deal for Pink? You'd still go all the way around the Loop, it would just mean replacing one turn (at Tower 18) with a straight line.

Originally Posted by VivaLFuego (Post 4028349)

the only way to really ensure smooth operations all around would entail reducing the number of trains going through the junction, particularly those making the slow 10-15mph turning movements (straight movements can be taken at 35 mph).

Originally Posted by emathias (Post 4035343)

There are two south portals from the State Street subway to the non-subway routes. There is the one just before Chinatown/Cermak that it normally uses now to connect to the Dan Ryan, and there is one just after Roosevelt that was the original portal which connects to what is now the Green Line. That second portal is what could be used to route the Brown Line through the State Street subway to the Orange Line (or the Green Line).

Another, unrelated, routing - if you're building things - would be to complete the west-bound portal from the Dearborn Street subway and run the Green Line through the Lake Street subway, turning onto Dearborn subway and then using the new Block 37 connector to connect to the State Street subway and up the Roosevelt portal to the Green Line tracks. It would put into use the "airport connector" under Block 37. Then the City could focus on an airport express as part of a West Loop Transportation system under Clinton utilizing mostly Metra routes, which would be faster and put people closer to the Metra stops. Part of that, too, could be to through-route more Metra routes, which would enhance the efficiency of Metra routing. Coupled with a subway loop created with a Clinton Street subway and the extra routing possible with a Clinton Street subway, and a Circle Line, the central area would be set for decades of growth. Bloomingdale Trail's ROW could also be dug under the river and routed into either the State Street or new Clinton subways, adding central area train frequency while drawing in more west neighborhoods, and the Pink Line routing could be changed to go west through the South Loop connecting with the N/S routes there.

These are big ideas with big price tags, but coupled with appropriate TOD zoning they would set up the Central area and surrounding neighborhoods for decades of a type of growth making cars a luxury and not a necessity, putting Chicago into the same league as any international city for transit purposes.

Originally Posted by nomarandlee (Post 4036683)

I put together an MSN map with almost precisely as you described. One thing I have trouble with was figuring out where a Bloomingdale Line should turn south to head back downtown. Any ideas?

Originally Posted by emathias (Post 4036884)

I've had basically three ideas on what to do with a Bloomingdale subway connection:

1) Drive it to Clybourn and have it merge with the State Street subway.

2) Drive it to Clybourn and run it under the State Street subway until Larrabee where it'd turn south to become the Clinton subway.

3) Two routing no one in their right mind would propose (so of course I have to mention them), which is to run it under Armitage to Lincoln, or up Racine to Fullerton, then for either of those to Clark, Delaware and Fairbanks/Columbus to McCormick Place (and maybe eventually south). With this routing, instead of it being a CTA-style rail line, it could be a re-imagining of the Metra Electric service into rapid transit a la a super "Gray Line" implementation.

Originally Posted by the urban politician (Post 4040080)

Ahhh, a Chicago transit thread.

All talk and no action.

Great ideas but no money to implement them.

You gotta love the mental masturbation that goes on around here..

Originally Posted by the urban politician (Post 4040080)

Ahhh, a Chicago transit thread.

All talk and no action.

Great ideas but no money to implement them.

You gotta love the mental masturbation that goes on around here..

Originally Posted by Abner (Post 4040254)

I think the system might soon be in good enough shape that it would make sense to start thinking about expansion again. At least they've gotten the incredibly lengthy process to apply for federal funding going on the Red Line extension and Circle Line.

Originally Posted by Abner (Post 4040254)

I think the system might soon be in good enough shape that it would make sense to start thinking about expansion again.

Originally Posted by Ch.G, Ch.G (Post 4027028)

I'm surprised nobody has posted this yet:

http://www.transitchicago.com/news/d...ArticleId=2274



I wonder what numbers were like for November and December when oil prices tanked? They would be the best indicator of what we can expect going into '09, I think.

Originally Posted by schwerve (Post 4040601)

the system still needs ~6 Billion to get to a "state of good repair" so while some expansion might be on the docket let's not get ahead of ourselves because northside riders don't have a slow zone problem anymore.

Originally Posted by emathias (Post 4041333)

Actually, North Side riders are STILL the only side of the city with significant slow zones, so please avoid implying that "the CTA hates the South Side."

Originally Posted by arenn (Post 4041419)

The CTA has clearly invested in its system in inverse order of ridership. First the Green Line, then the Douglas, then the Ravenwood. Meanwhile the North Main, the crown jewel of the system, has received limited upgrades. Strange investment policy if you ask me.

Originally Posted by RedEye

Flight of the Clybourn
There are CTA bus routes running all over this fair city. Why then is there no dedicated bus route for Clybourn Avenue, some riders have asked. Fact: There was a Clybourn bus route, but it was discontinued in 1997 due to low ridership, Taylor said.

But the route could be back in business. The CTA recently received approval for a pilot program to provide service along Clybourn, Taylor said, adding that a start date is not yet available.