Probably. The Circle Line proposal never really made much sense anyway. The CTA system works as a grid of frequent bus lines combined with a radial network of fast rail lines for easy downtown access. Much of the ridership on the rail system comes from bus transfers. For the Circle Line, those bus transfers wouldn't occur at the same level, so the density around each station would have to increase dramatically to drive ridership.

The Western/Ashland BRT achieves most of the goals of the Circle Line (serving travel to non-downtown markets), but doesn't require insanely high ridership to justify insanely high costs.

I don't know what your situation is, but why wouldn't the Western or Ashland BRT lines serve your needs? Remember that the projected travel times (over an equivalent distance) are only a few minutes longer via BRT than via rail, so going from Lawrence to Madison on the bus might be smarter than doing it on the Red Line.

Thank You emathias -- YOU said it much better than I could have (and I tend to overreact to things).

Circle Line has been dead for nearly six years now. Its advocates are all long-gone from CTA.

It never made a lot of sense for Chicago. Sure; it looks more direct on a map, but unless you posit unrealistic headways on all lines, you can quickly calculate that making one transfer downtown only costs about a minute more than making two transfers at 1700W.

^ Right... And we haven't even set up proper transfers downtown! Where's the passage from subway to elevated at State/Lake? Where's the one at State/Van Buren? The one at Clark/Lake exists but it's confusing and labyrinthine.

Why not build these connections properly (with a single flight of escalators, and elevators), for a microscopic fraction of the cost to build a whole new line along Ashland. The site at State/Van Buren is even conveniently empty. The State/Lake transfer can be done inside the Page Brothers Building.

The whole "connecting to the Red Line" thing poses a fairly big problem.

Not really. If you need to go somewhere on the Red Line, then take an east-bound bus to the Red Line as your start of trip.

Maybe I'm missing something, but describe a trip where having Western or Ashland directly connect to the Red Line would serve a utility greater than taking an east-bound bus to the Red Line does now.

I will say that I think it would be useful for the Ashland bus to connect to the Red Line at Howard, and maybe the Western bus, too, but I don't see much utility in having them connect to the Red Line mid-point.

The current Ashland bus connects at Irving Park, though it doesn’t seem to in the BRT plans. On one level, I can see why—a system is as reliable as its least-reliable point, if there’s not space on Irving Park for fully separated lanes muck-ups there would propagate along the entire lane, messing up on-time-performance.

However, I’d think the benefits of two extra stops (at Clark and terminating at Sheridan Red Line), perhaps with Jeffrey Jump-style measures, might be worth the risk to OTP.

As for extending up to Howard, I know the Anderson Development Corp. wants any Ashland BRT to eventually be extended further north—eyeballing things, it does look like median lanes would be possible up to Clark and Devon.

There's definitely room for bus lanes along that stretch of Irving Park. Half the segment runs through a cemetary, and the remaining 2-3 blocks can get curbside lanes with parking removed. Existing parking doesn't appear to be metered so the only problem is political. I assume the eventual rebuild of Sheridan will include enough space for a nice off-street bus terminal like the one at Western.

I visit Ukranian Village and Humboldt Park on a weekly basis and the North Avenue and Division Street buses are very slow in my opinion. It is quicker for me to ride my bicycle from the north side. I come from NYC and spent time in Tokyo so I am spoiled when it comes to train systems with multiple transfers to outer neighborhoods. I work downtown, but I spend my nights and weekends elsewhere.

I agree that the density along the circle line does not justify the capital investment, but I hope neighborhoods eventually grow to a point where system expansion turns economically feasible. I could never live in Pilsen without a rail connection.

Now that the Lincoln Avenue bus is cancelled, my trips to Koreatown take forever!!! Haha

First, I agree with you, Ashland routing through Ridge to Howard is a great idea. Connecting Western to Howard would seem unwieldy, so maybe connecting to the potential Asbury station would be a reasonable end point?

I also agree with ardecila, the rail to rail transfers that actually do exist in Chicago are terrible. Improving those alone would make a huge difference in the efficiency of the system.

Back to the Circle Line...

Making train to bus connecting sucks. Plain and simple. In a city where the weather sucks five months a year and the buses are extremely unreliable (and slow) having contained, rail to rail connections is a huge plus. Traveling from Belmont to the United Center would be a piece of cake with the Circle Line... but now? Ride the Red all the way downtown, get out in crappy weather, walk a block, wait for a bus (that will likely be bunched up with others), sit through downtown traffic and enjoy 25 stops on your way out to the UC.

Or... Belmont to North/Clybourn, transfer within the station, ride five stops... and your done. All warm. No Bus.

Or... Red Line to Jackson, up a new escalator in Pritzker Park, then Pink Line to Madison.

I mean, you can already do this by transferring to Blue at Jackson then walking from the IMD station up Damen.

United Center is great example, but I admittedly take the Red/Green Line route. However, I enjoy stopping in Wicker Park for post game dinner (Damen Bus) and always take a cab home due to unreliable bus service at night. If the local economy was booming and our state was not loaded with debt, the Circle and Gray lines would be my pet projects.

Can someone explain to me why the Redline modernization proposal cancelled the subway option? Was it purely due to cost overrun risk? I wonder how much eminent domain will cost to straighten the Sheridan curve. It will be interesting to see how the CTA manages that section of the plan. I was personally hoping for the subway component to extend to the Wilson redline.

Thank You Justin -- Boosts like that are part of what keeps me going, watch the next few weeks and months leading up to the RL Shutdown.

Cost and having to close stops (huge community/alderman opposition) basically made the subway option a non-starter.

My office building has a 360 view of Chicago and I find it fascinating comparing high rise construction on the north and south sides of Chicago. I believe the southside would experience a boom of high rise construction along the lakefront if we had CTA equivalent service running south. I have a few co-workers that take the Metra south shore line and I always feel bad when they have to wait around for 30+ minutes compared to my efficient redline. I would visit places, such as Hyde Park, more frequently if the commute did not involve a Metra line or Bus transfer from the Red.

I recall reading about a Columbus Drive subway for the Lakeshore East complex. It would be amazing if Chicago took over the Metra Electric and created subway stops in Lakeshore East and Navy Pier.

I know the Lakeside development is a pipe dream, but that would be the cornerstone for the CTA Gray line.

One can dream.

Justin -- Can you spell P O L I T I C S ?

Hey guys, I was hunting for old NYC, B&O, PRR, Nickel Plate, and Erie routings into Chicago recently, and was struck by the lack of Metra commuter service into Indiana*, despite the wealth of rail lines and useful termini like Valparaiso, Notre Dame, and Dyer. Why is that?
_______
*Also, is the South Shore Line a Metra line?

Eight Car L Charter Sunday, March 24, 2013 Sponsored By IRM
 

The annual Snowflake Special 'L' Charter sponsored by the Illinois Railway Museum is set for Sunday, March 24, 2013 and this year features an eight car train composed of four married pair doubles of each of four types of CTA DC powered high performance rail cars. Combining all of the DC types is possible because retirements have been postponed to allow for a larger 'L' car fleet. The 2013 Snowflake runs from Midway Terminal departing at 0900 and returning at 1800. The DC rail cars include the Budd 2200 series, the Boeing 2400 series, the Budd/Transit America 2600 series, and the Morrison-Knudsen 3200 series. The train should be in numerical order as it travels to the system's extremes.....airport to airport, Midway to O'Hare and north to south, Skokie Shops to 98th Street yard in the Bishop Ford Freeway. This never-before itinerary will cost $47, remarkable as the CTA this year has increased its rates 100 percent. Details and ticket sales are being handled on the IRM Store website

http://www3.irm.org/store/index.php?...index&cPath=10


A limited number of tickets at $55 will include the shuttle trips from Forest Park to Midway to ferry two types of rail cars needed to assemble the eight car train. The Forest Park schedules are 0800 departure and 1915 return.

2013 IRM Snowflake Special Highlights........Eight Car "L" Train; 2200 series, built by Budd in 1969-1970. Running on Blue and Pink Lines- many have already been scrapped......2400 series, built by Boeing in 1976-1978. Found on Green, Red, and Orange, and next to be replaced by 5000s......2600 series, built by Budd/Transit America in 1981-1987. Largest fleet of any type- they run on several lines.....3200 series, built by Morrison-Knudsen in 1992-1994. First computerized cars, on Brown, Orange, and Yellow.

Entire airport to airport trip, Midway to O'Hare via Loop 'L', Paulina Connector, since Block 37 isn't completed, LOL. Trips through both subways of Chicago's Initial Subway System.

David Harrison

A Budd 2200 heads up a previous IRM Snowflake Special at a photo stop northbound at Fullerton Ave. on the north side main. IRM Specials usually feature several front-end signs from years past and this charter probably also was adorned with a "toilet seat" at some time during the day since the holder for the "Identra Coil/ Train Identification Coil" is still on the right corner post.

http://i155.photobucket.com/albums/s...f/P1060766.jpg

Never been any. Metra is an Illinois agency that taxes and operates in the six-county RTA area, and can't even extend BNSF service to Oswego because that's in Kendall County. The Kenosha terminal was kept merely because the North Western had facilities there that would be costly to replicate south of the border.

South Shore Service eventually required its own Indiana agency, NICTD, to fund it. It hasn't served downtown South Bend or Notre Dame in decades. The RTA map is careful to show it in a completely different color.

NYC had a few rush hour commuter runs to Chesterton with a couple continuing to Elkhart until 1961. The Pennsy operation to Valpo lasted until 1991 under Amtrak 403(b) arrangements.

From a socioeconomic standpoint, Northwest Indiana traditionally was a big employment center in its own right, and didn't send that many workers to downtown Chicago. As all the mills have closed, the South Shore has become an economic lifeline, allowing white- and pink-collar workers access to Loop jobs. There's occasional talk about a second NICTD line, but even the Hammond area bus service closed down last year.

Right. The plan was for two new lines: a restoration of service to Valpo, and a line to Lowell. The Lowell line was selected as the first line to get built, but these are all just the ramblings of Northwest Indiana politicians.

As Mr. D mentioned, there's no funding to expand the South Shore, between the Tea Party governor and the general, post-industrial economic malaise in Northwest Indiana. NICTD/South Shore can't even afford to relocate a problematic on-street segment in Michigan City, which is a fraction of the cost of a whole new service.

Peterson/Ridge Station

http://img407.imageshack.us/img407/7...rsonridge1.jpg

http://img442.imageshack.us/img442/5...rsonridge2.jpg

http://www.jaguarforums.com/forum/at...d_facepalm-jpg

Citizens participate in South Shore Line realignment options
 

A FINE EXAMPLE of how Transit Planning SHOULD work -- As opposed to CTA's attitude of: "We DON'T give a FLYING P H U C K what you want or don't want!!!

http://thenewsdispatch.com/articles/...b342123491.txt

By Michigan City Mayor Ron Meer and City Planner Craig Phillips
Michigan City, IN

Published: Friday, February 15, 2013 5:06 PM CST

More than 130 citizens gathered for a workshop last Thursday on the South Shore realignment project and work they did! After remarks by Mayor Meer and City Planning Director Craig Phillips and a presentation by the City’s consultant, Stuart Sirota, of TND Planning Group, who presented several updated alignment concepts for consideration, citizens gathered in small groups at tables and discussed the pros and cons of each alignment alternative. The updated concepts were developed in order to explore ways to overcome the negative impacts associated with the earlier options presented in the formal TIGER II Realignment Study, while providing substantial benefits to both Michigan City and NICTD.

After an hour of deliberation, a spokesperson for each table presented the results to the full group. The overwhelming result by citizens was support for the revised central option, which keeps the South Shore Line on 10th and 11th Streets but provides a more incremental approach to improving South Shore Line operations without many of the negative impacts associated with the earlier proposal. While the northern option variant also was highly supported, it was felt that there are also numerous potential impacts which could impede revitalization of the North End. At the same time, the southern option variant was ruled out by a majority of the tables taking part in the discussion because most participants understood the importance of keeping the South Shore Line station in close proximity to Downtown in order to leverage redevelopment opportunities associated with Transit Oriented Development (TOD).

It is important to note that although there are differing viewpoints, the process in which we engage the community to help inform the decision is every bit as important as the final outcome. It was inspiring to see a room full of citizens engaged in this critical issue that will impact Michigan City for the next 100 years.

There is no doubt that the road ahead will have bumps and detours as we negotiate with NICTD, but the public process worked last Thursday and will have an impact on the position that the city takes regarding the realignment alternative. The Central option variant has not been ruled out by NICTD, and is actually a major subject of current negotiations with them. We are hopeful that NICTD will stay engaged with the city and show willingness to compromise in order to achieve a fair and balanced outcome.

Mr. Sirota and the team of railroad experts he has assembled from world renowned transportation consulting firm Parsons Brinckerhoff collectively bring over 100 years of technical expertise about rail operations, design, engineering and city planning to Michigan City and will continue to advise the city on the best course of action.

It is critical that the public stays engaged in this issue by continuing to participate in the public process and by visiting the “South Shore Realignment in Michigan City” Facebook page, which shares regular updates on the project and has links to the City’s NICTD realignment webpage.

^ I'm not understanding the reason for the facepalm. Care to elaborate?

I'm guessing it's because the design is unspeakably hideous?

Yeah, that. I also think the station needs a higher level of amenity - a full-length canopy like Ravenswood is getting, and a decent stationhouse with some retail. The cul-de-sac is also a problem; what if CTA wants to run a bus to this station in the future?

I support a station at this location but the details are all wrong. Metra set a high standard at 35th. Maybe IIT or the city forced them to hire SOM instead of the normal schlock.

I disagree. They wasted four years and how many millions of dollars to end up back where they started. The first proposal in 2009 was to take a bunch of property on 10th and 11th. Citizens rejected it. Then there was an alternate plan still running on 10th and 11th with less takings. Citizens rejected it. Then they studied a northern path, central path, and a southern path(rejected it for the umpteenth time), finally settling on a northern path along US-12. Now that is rejected by the citizens who now are overwhelmingly backing an incremental 10th/11th realignment. Give me a break, pick one and let's start trying to find a funding source to build it.

Is this being built so that it can only load six cars? Damn I hate that. And that cul-de-sac is ridiculous. The faux traditional crap I can at least handle because it is a matter of taste but Metra please build something functional.

Shit, I didn't even notice that.

The same problem cropped up at Ravenswood; Metra claimed that keeping the station south of Lawrence would require the Leland overpass to be rebuilt at some absurd cost. Eventually the alderman made them do it. The weird thing is, they're replacing all the bridges anyway. Adding a platform extension to a brand-new bridge seems like only a marginal cost.

Why must everything "new" being done at Metra be 20-30 years behind the times in both form and function? They make the CTA look like cutting edge radicals.

BECAUSE this is Chicago -- Things are N O T done here to provide adequate service to the Public.

THINGS are done here to Provide "Corporate Welfare" to Campaign Contributors, connected Construction Companies and Consultants, etc....

The Agencies all must take their time to discover and vet someone "Connected" enough to lavish all that Welfare on.

Ooo la la! split face block on that metra station.

My god, this is like a downgrade version of my class B high school's football concession stand paid for by candy sale donations.

CTA already runs a bus (the 84) to this station. If they want to use it as a terminal, which seems unlikely, they can just cut the cul-de-sac through to Ridge.

As for why so the design is so retardataire, I think Metra is simply an old railroader culture. You're rewarded for following orders, paying your dues, and achieving consistent results, not for taking chances or thinking creatively.

Metra is appalling, anachronistic, slightly to the right of James Fisk & Jay Gould; and, with its sacred suburban-souls-hauling mission pretty much tells the city to go to hell. And there is no political will or guts for it to be otherwise. A hugely wasted potential resource for the city as well as the region. Don't ever look for any envelopes to be pushed there. Its keepers, like the denizens of "Our Town," like it just the way it is.

<<< I disagree. They wasted four years and how many millions of dollars to end up back where they started. The first proposal in 2009 was to take a bunch of property on 10th and 11th. Citizens rejected it. Then there was an alternate plan still running on 10th and 11th with less takings. Citizens rejected it. Then they studied a northern path, central path, and a southern path(rejected it for the umpteenth time), finally settling on a northern path along US-12. Now that is rejected by the citizens who now are overwhelmingly backing an incremental 10th/11th realignment. Give me a break, pick one and let's start trying to find a funding source to build it. >>>

I agree with your disagreement! I'm not trashing community involvement - - just the intelligence of this particular community. The only good is, they will probably eventually get exactly what they deserve. Hope to hell they're happy with it.

You should have Capitalized this part DCC -- METRA...."Pretty much tells the City to GO TO H E L L"

The lack of a direct transfer from UP-North to the Red Line is frustrating. Even if Metra added an infill station at Howard there's still a 2-block walk. Hopefully CTA converts the Purple Line into a full-time express service so that Metra riders can make the one convenient transfer at Davis St and access the North Side.

CMAP-RTA merger
 

It seems some high level activists/influencers are critical with the accomplishments and direction of the RTA.

RTA-CMAP merger

Under the legislation, the new agency would have specific goals, particularly "doubling the use of public transit" by 2040 and eliminating waste and duplicate efforts by RTA and CMAP.

"You've got to set goals," said State Sen. Terry Link, D-Waukegan, the bill's sponsor. "If you don't set goals, there's no incentive to work harder."

Link said his bill, the Transportation Modernization Act, would streamline the planning and oversight agencies "to more effectively address the region's growth and transportation challenges."

Critics contend the RTA hasn't provided strong enough oversight of the CTA, Metra and Pace. They also blame it for a decline in public transit ridership from 700 million trips in 1983 to 652 million trips in 2011.

"We've given (the RTA) more teeth to do what they need to do, but I don't think they've accomplished what they should have," Link said. "This (merger) is one of the ways we can make it better for everybody."

A civic group, Metropolis Strategies, began calling last year for an end to the RTA and the merger of the agencies. Its campaign was spearheaded by the group's president and CEO, George Ranney, who is credited with being the architect of the RTA when it was created nearly 40 years ago.

Another goal, Link said, would be to reduce the cost of governance. He estimates a merger would save $10 million a year "but not cost the taxpayers of Illinois a dime."

This is why I wish there was a circle line or at least the return of express buses. We need easier connections across all of the rail lines. Once the city cancelled the x80 express down Irving Park, I stopped traveling to Albany Park for grub. I would love to visit Devon Ave and Koreatown for ethnic eats, but in the dead of winter, I rather wait until the summer.

Adding a stop at Addison for that matter would be smart and useful, too.

Currently, from where I live, the most reliable way to get to the nearest Metra station requires going south, which takes about 15 minutes under best conditions. Then to get about to where an Addison stop would be is about 11 minutes. So that's 26 minutes.

To get from my place to the Addison Brown Line station is 22 minutes. Either would requires some buffer, but that saves 4 minutes both ways as well as gives Roscoe Village/West Lakeview an express commuter option to the West Loop. If you worked at the CME, from Roscoe and Damen your commute is probably around 35-40 minutes. With a Metra option, that could be cut to 25-30, a 25-30% cut.

What happened to the Central Loop (East - West) BRT Plan? I have not seen any news on it since May and the CTA Website does not have the project listed in their expansion section. Are we still on schedule to begin construction in 2014 with the Union Station Transportation Center?

CTA approves purchase of 8 more aisle-facing rail cars
 

http://www.redeyechicago.com/news/ch...,4474247.story

By Jon Hilkevitch Tribune reporter

7:09 p.m. CST, February 13, 2013

If 706 rail cars with center-facing seats are 706 too many for some CTA riders who hate being squeezed from both sides and having their view of the city replaced by the paunch of standing passengers, well, 714 of the same cars doesn’t have any better ring to it.

But the CTA board, without public discussion about riders’ reaction to the new rail fleet, on Wednesday unanimously approved a CTA staff recommendation to supplement the original purchase by buying eight additional Bombardier Transportation cars with the aisle-facing seats.

The primary reason for the mini spending spree is that the CTA amassed an estimated $30 million credit with Bombardier. After ordering too many spare parts for the 5000 Series rail cars under the 2006 contract, the CTA subsequently reduced the spare parts procurement, said Phil Lamont, CTA vice president of bus and rail maintenance.

The CTA then struck a deal with Bombardier on the eight extra cars — about $300,000 off the sticker price of each car, officials said.

In addition, part of the credit will be used to replace the fluorescent interior lighting with LED fixtures on all 714 rail cars. The LED lights are brighter, use less electricity and last longer, officials said.

“The traditional fluorescent lights, as time goes by, they yellow, whereas the LEDs will retain their clean, bright look,’’ CTA President Forrest Claypool said.

The contract changes on the 5000 Series fleet have helped the CTA retire the $30 million credit balance, officials said.

The CTA will pay $1,034,831 for each of the eight extra cars. The per-car cost was $1,336,596 in the initial order, officials said.

As part of the upgrade, the CTA agreed to make an accelerated payment of $61 million to Bombardier for the rail car contract, which totals more than $1.14 billion.

Bombardier has delivered 202 cars to the CTA, officials said. The remaining cars, arriving at a rate of one per weekday, will be delivered through 2015.

More cars will follow.

The CTA last week requested design and bid proposals from rail car manufacturers for a potential order of up to 846 next-generation rail cars, to be called the 7000 Series.

The CTA said it plans to spend up to $2 billion on the cars, which could start rolling off assembly lines as early as 2016.

Transit officials promised to conduct customer surveys about rider preferences for seating and other comfort-related features, observe commuters on trains, and conduct other analysis before making decisions on the 7000 Series design.

“This is the first design I am overseeing, and we are going to do the type of research to get it right,’’ Claypool said.

Meanwhile, CTA Chairman Terry Peterson announced specific start and end dates — May 19 and Oct. 19 — for the $425 million project to renovate the tracks on the Dan Ryan branch of the Red Line.

The branch will be closed between Cermak-Chinatown and 95th Street over the five months, officials said. Alternative shuttle bus service to the Green Line will be offered.

CTA officials also are negotiating with Metra to possibly expand service temporarily on the Electric District, Peterson said.

Jhilkevitch@tribune.com

Twitter @jhilkevitch

I'm liking the aisle facing seats now. Never bothered me in NYC. It's only annoying when the driver slams on the brakes and everyone jerks side to side.

But the aisle facing seats have some advantages.

Reduction in vandalism: No more carving or marking up window sills or back of seats.
Uncomfortable for sleeping: The reason why the CTA smells so bad is it's basically nightime housing for the homeless that opt out of shelters. The CTA must make a decision about what they are in business for. Are they in business to provide sleeping conditions for the homeless, or a clean transportation service.
More visibility: You can now see more easily who is coming from each side of the train.

It wouldn't be on the CTA pages because it's a CDOT project.

Construction for it isn't planned until 2014. There is a Chicago BRT event later this month you may be interested in:
http://brtchicago.com/brtevent.html

Thank you! This BRT should help commuters working in the Prudential, AON and BCBS buildings.

I am surprised there is not a proposed route down Jackson Avenue for those working at CME and CNA. I live in the city and take the redline on a daily basis, so this Central BRT will not affect my daily commute, but I always feel bad for my co-workers traveling from Union/Ogilvie to the Lakeshore East office buildings.

After walking north from the South Loop to 900 N Michigan, I noticed many empty lots and garage parking structures. There are still many opportunities for Office buildings along the East side of the Loop, but developers are more likely to focus on the West Loop unless we improve transportation around the entire Central Business District.

It’s pretty simple—Jackson-Adams or Jackson-Van Buren isn’t used by as many buses as the Washington-Madison pair.

Most of them probably just walk to work in the Loop—Wacker drive and the River are hardly insurmountable barriers.

Bill would merge transportation, planning agencies
 

http://www.chicagotribune.com/news/l...,4979648.story

Goal is increased transit use, elimination of duplicate services, legislator says

By Richard Wronski, Chicago Tribune reporter

February 18, 2013

In response to critics who contend the Regional Transportation Authority is broken, legislation has been introduced in Springfield that calls for merging the RTA and the Chicago Metropolitan Agency for Planning into a new entity.

The reborn agency — the bill doesn't specify a name — would have the transportation oversight power of the RTA along with the planning, land-use and funding authority of CMAP.

Its 18-member board would be similar in political and geographical representation to the RTA's and CMAP's, coming from Chicago and the surrounding counties. But there would be a new political wrinkle: Three additional members would be appointed by the governor.

Under the legislation, the new agency would have specific goals, particularly "doubling the use of public transit" by 2040 and eliminating waste and duplicate efforts by RTA and CMAP.

"You've got to set goals," said State Sen. Terry Link, D-Waukegan, the bill's sponsor. "If you don't set goals, there's no incentive to work harder."

Link said his bill, the Transportation Modernization Act, would streamline the planning and oversight agencies "to more effectively address the region's growth and transportation challenges."

Critics contend the RTA hasn't provided strong enough oversight of the CTA, Metra and Pace. They also blame it for a decline in public transit ridership from 700 million trips in 1983 to 652 million trips in 2011.

"We've given (the RTA) more teeth to do what they need to do, but I don't think they've accomplished what they should have," Link said. "This (merger) is one of the ways we can make it better for everybody."

A civic group, Metropolis Strategies, began calling last year for an end to the RTA and the merger of the agencies. Its campaign was spearheaded by the group's president and CEO, George Ranney, who is credited with being the architect of the RTA when it was created nearly 40 years ago.

Another goal, Link said, would be to reduce the cost of governance. He estimates a merger would save $10 million a year "but not cost the taxpayers of Illinois a dime."

The agencies are similar in many ways, and frequently collaborate and share research.

The RTA has a staff of about 119, and its 2013 budget is $32.9 million; CMAP's workforce is 102 with a $15.7 million budget for 2013, according to the agencies.

The RTA is the umbrella agency overseeing public transportation in northeastern Illinois. It was created in 1974 with approval of a referendum proposal in the six-county region, but has evolved over the decades.

Amendments to the RTA Act in 1983 and again in 2008 substantially changed the agency's organization, funding and operations and boosted its oversight of the CTA, Metra and Pace.

CMAP is a relatively new and low-profile agency. It was formed in 2005 when the legislature merged the Chicago Area Transportation Study and the Northeastern Illinois Planning Commission.

The RTA has a 16-member board appointed by political leaders from each of the six counties. Five members are appointed by the mayor of Chicago.

In a statement Friday, RTA Executive Director Joe Costello said the merger bill "does not change any of the RTA's responsibilities and will not improve mass transit."

CMAP's 15-member board is appointed by political leaders from seven counties. CMAP's board has discussed the idea of merging with the RTA but has not taken a position on the proposal.

The board, a spokesman said, believes "we need to take a regional approach to funding and (the) provision of transit services."

rwronski@tribune.com

Twitter @richwronski

It is still a 15-18 minute walk from Union Station to office buildings near Michigan Avenue. The city needs to improve East-West transit for those traveling in by commuter trains. I have been lucky since all of my employers have been located within 2-3 blocks of a redline stop, but if office construction grows westward, I will deal with the same unpleasant walk in the rain and snow for a job in the West Loop.

Possible Improvements to LaSalle Street Station?
 

I was going through the February, 2013 presentation to the Metra board, which can be found here, and I saw an entry on page 90, under State of Good Repair Projects, which allocates $2.6 million for "LaSalle Street Concourse & Engineering for retail at LaSalle Street Station".

Does anyone have any idea what Metra might have up its sleeve on this one?

So the General Development thread doesn’t get too off-topic with talk about the proposed tourism initiative, I’ve put my response here.

Where’s the extra capacity on the Blue Line? It’s crush-loaded during peak, and closing off the first carriage to tourists will generally annoy people along the line without bringing in any new revenue. I guess you could conceivably do some kind of ten-car thing, but you’ll still have a train ride that’s just as long as a regular Blue Line ride and won’t be able to get off at a number of stations. And again, if you’re going to add cars to the Blue Line, they’d be better put to use in general commuter service—the city and CTA are already looking into bringing more private money and stuff like DBOM—putting it towards regular service will have a higher ROI than a specific airport service.

This is basically my view—the only FRA-compliant DMUs are ancient or untested, so they’re not ideal, but if they’re determined to get an airport express quickly it’s the best option.

Indeed, it's probably faster and easier to do an airport line from Union or Ogilvie over steam road trackage—but that would help reinforce the idea that Canal Street is the center of the office district. It's in the city's long-term interest for Dearborn Street to again become the center of downtown. That was the rationale behind the Block 37 terminal.

Among the non-quick-non-cheap-but-partially-already-prepped options, the Blue Line tunnels do have a stub headed west under Lake Street. If there was interest that could be used as a portal to get trains to/from Block 37 to what you're calling "steam road trackage" ROW. The narrowness of the tunnels would limit your options somewhat, but it would only have to get past one station so there could be creative solutions although keeping the trains compatible with all stations would likely be a preferred option of course.