CHICAGO: Transit Developments

[pip]

umm.... they sure as hell fixed the slow zones on the Blue line from Belmont to O' Hare. I took it for the first time in a while a couple of days ago. Those old trains were moving.

[emathias]

Originally Posted by BorisMolotov

An Oswego stop would need to be like Schaumburg's on the Milwaukee West Line where it is basically a park and ride. Which I think given the suburban sprawly nature of Oswego and Yorkville would be acceptable.

I've always wondered why Chicago and Rockford don't work to be more connected. There is ROW all the way to Rockford, through Marengo and Belvedere. Not exactly high-population centers, but bigger than Harvard and not far off Oswego. I'd think extending from Elgin with the MD-W line would make the most sense if they're using exist ROW. That picks up Marengo and Belvedere and could bring it right downtown Rockford. It seems like a few express trains between Rockford and Chicago could be scheduled such that they could make the trip in under 90 minutes - maybe as low as an hour if the speeds on the parts between Rockford and Elgin were upped beyond the current 75mph limit most of Metra has.

[k1052]

Originally Posted by ardecila

Thank god - but they can't use the Great Hall as a permanent waiting room, because Amtrak gets a significant amount of money from renting it out.

I'm not saying they shouldn't install much better communications systems in the Great Hall, and more/better benches, to allow it to be used as a waiting room. But Amtrak needs that money, so they'd have to find some way to do without it.

The Oswego extension is interesting. I'm probably gonna take a lot of flak for this, but the extension should go all the way to Plano. Oswego's downtown isn't on the BNSF, so any station there would be in the middle of cornfields. Plano has an existing, sizable downtown with an existing, beautiful station currently served by Amtrak. Plus, it would be easier/cheaper to construct a holding yard in Plano where the land is not under severe development pressure.

As Amtrak redevelops the Great Hall building they'll start getting rent from offices and retail that would offset their lost event revenue, a bonus that it's also a much more predictable revenue stream for them.

[J_M_Tungsten]

From offices around the great hall?

[k1052]

Originally Posted by J_M_Tungsten

From offices around the great hall?

Above. The office floors have been unused for decades. Amtrak is already in the process of environmental remediation (asbestos and lead paint) and mechanical upgrades.

[k1052]

Originally Posted by emathias

I've always wondered why Chicago and Rockford don't work to be more connected. There is ROW all the way to Rockford, through Marengo and Belvedere. Not exactly high-population centers, but bigger than Harvard and not far off Oswego. I'd think extending from Elgin with the MD-W line would make the most sense if they're using exist ROW. That picks up Marengo and Belvedere and could bring it right downtown Rockford. It seems like a few express trains between Rockford and Chicago could be scheduled such that they could make the trip in under 90 minutes - maybe as low as an hour if the speeds on the parts between Rockford and Elgin were upped beyond the current 75mph limit most of Metra has.

Amtrak Black Hawk service is supposed to resume in 2014 over the CN. Rockford and Belvedere REALLY wanted the UP route from Big Timber for both Amtrak and METRA instead but the IDOT study said the costs were 3 times more than using CN. Metra would have to start it's own negotiation with CN for trackage rights and get the new counties to join the RTA.

[VivaLFuego]

Originally Posted by k1052

Amtrak Black Hawk service is supposed to resume in 2014 over the CN. Rockford and Belvedere REALLY wanted the UP route from Big Timber for both Amtrak and METRA instead but the IDOT study said the costs were 3 times more than using CN. Metra would have to start it's own negotiation with CN for trackage rights and get the new counties to join the RTA.

This is the ROW that runs SW from Union Station, then veers NW through Berwyn, running alongside the Loyola Maywood campus, Bloomingdale, South Elgin, etc... correct?

EDIT: Google is our friend. Study here: http://www.dot.il.gov/DPIT/Chicago-R...L%20101208.pdf

also: http://members.trainorders.com/dr04/BlackHawk/

Unless Amktrak can negotiate a better travel time between Chicago and Rockford, it seems hard to justify the investment in a new once-daily rail service when the intercity bus industry could otherwise carry this market.

[k1052]

Originally Posted by VivaLFuego

This is the ROW that runs SW from Union Station, then veers NW through Berwyn, running alongside the Loyola Maywood campus, Bloomingdale, South Elgin, etc... correct?

EDIT: Google is our friend. Study here: http://www.dot.il.gov/DPIT/Chicago-R...L%20101208.pdf

also: http://members.trainorders.com/dr04/BlackHawk/

Unless Amktrak can negotiate a better travel time between Chicago and Rockford, it seems hard to justify the investment in a new once-daily rail service when the intercity bus industry could otherwise carry this market.

Correct.

I have no doubt that Amtrak knows they have to get those times down and that certainly will be a focus of their negotiation with CN. They are also going for multiple daily trips instead of just one.The prospects for Metra service along the same corridor are going to be more difficult, which is why Rockford and Belvedere desperately wanted the UP route for Amtrak so Metra service could come on later with a lot less hassle.

Once the rebuild project starts on the Jane Addams the Black Hawk will be selling out as an already congested road trip becomes almost impossible.

[ardecila]

Using CN might offer slightly better travel times, but it's worse from the perspective of regional connectivity. The Black Hawk will be operating on a line without a single connection to Metra service until one reaches Chicago. Not only that, but there is no stop in the vast territory between Elgin and Chicago, while Rockford gets TWO stops, and due to Byzantine arrangements with the RTA, Amtrak cannot pick up passengers on Chicago-bound trains within the RTA service area (i.e. South Elgin). I don't think this applies to all Amtrak lines, since you CAN go from Glenview to Union Station on the Hiawatha, but the price is double that of Metra.

I thought we were trying to build a connective system where Amtrak passengers could switch to Metra at an outlying station to reach any number of suburban destinations? Co-locating commuter and intercity rail is just more efficient, since it allows the two services to share responsibility for the maintenance and expansion of tracks and facilities, and provides the greatest mobility to each individual passenger.

I don't have an opinion on whether Belvidere or Genoa should get Amtrak service, but east of Elgin, the train should operate via Metra.

[denizen467]

^ I wonder if the folks of FlyRFD.com doing anything proactive about this. Not that the western suburbs lack good airport access, but there are some incredibly cheap fares out of RFD that people living downtown - or people seeking to visit Chicago (Lolla, Pitchfork, students, on and on) - would jump on if highway congestion weren't a potluck proposition.

[ardecila]

One of the original routing options went past RFD. I think they ruled it out due to a high capital cost and a 6-mile detour via Davis Junction, as well as the massive unreliability issues that typically come with running (ir)regular train service over poorly-managed short line railroads.

I agree with you that an RFD station would be much better choice for suburban Rockford than the current Alpine Road location. As is often the case, though, the terminal was built on the opposite side of the airport from the tracks to avoid a grade crossing, so getting from the terminal to the hypothetical platform would require a bus.

[BorisMolotov]

Using CN might offer slightly better travel times, but it's worse from the perspective of regional connectivity.

Also all of the western suburbs are gonna flip shit when they find out that even more trains are being added to the line.

[k1052]

Originally Posted by ardecila

One of the original routing options went past RFD. I think they ruled it out due to a high capital cost and a 6-mile detour via Davis Junction, as well as the massive unreliability issues that typically come with running (ir)regular train service over poorly-managed short line railroads.

I agree with you that an RFD station would be much better choice for suburban Rockford than the current Alpine Road location. As is often the case, though, the terminal was built on the opposite side of the airport from the tracks to avoid a grade crossing, so getting from the terminal to the hypothetical platform would require a bus.

CP is now again in possession of all of the Elgin Subdivision including the part it sold off in the 90s that recently belonged to the IC&E when the IDOT study was done. The route has a number of advantages that the CN and UP does not. For one the entire length to Davis junction was formerly double tracked and some portions remain so. In addition to running right by RFD a connection to CN already exists just south of the Rock River and the CN bridge across it was also formerly double tracked.

[ardecila]

edit: dp

[ardecila]

Intriguing. I guess the only stumbling block is capital cost, then - even Genoa would still get their much-desired rail service.

I'm interested to see what kind of schedule IDOT can work out with CN. I wonder if there is the will to run service to Rockford on semi-commuter frequencies? Dubuque service could remain less frequent.

It seems like the line should be able to support a fairly robust level of passenger service due to the relatively low amount of freight traffic. Looking into the future, perhaps we can get 2 or 3 suburban infill stations. Glendale Heights, South Elmhurst, and the Hines VA/Loyola Medical seem like the best choices.

[Nowhereman1280]

Originally Posted by untitledreality

With Loyola being designated a transfer station in every RPM option, is this station remodel just a short term (10~ year) solution or does anyone think it will be compatible with the future arrangement?

Either way, its nice to see them pull Loyola west across Sheridan

It will be compatible with all the potential future plans for the Red Line. The reconstruction of the Loyola stop is going to be the first phase in all of the plans and Loyola's capital planning department is working hand in hand with the city on the reconstruction. LUC hates the current configuration as they feel it damages the image of the university because it is so grimy and dangerous. Not only does it constantly feel like you are going to be mugged when you are in that station (despite the fact that it is a very safe station), the crossing situation on Sheridan is extremely hazardous. Loyola Students are often in danger of being hit when they try to play frogger to catch the next train. That bulky viaduct just further inflames the situation as no one can see what's going on on the other side of it. All in all its a bad situation that makes Loyola nervous, they don't need any headlines about a Loyola student getting pancaked on campus.

Anyhow, all of Loyola's new facilities are being designed with the reconstruction of the viaduct and station in mind. I believe part of the plans are to elevate the structure and open up more of the campus between the new student center and Sheridan road which will allow Fordham Hall/Grenada Center more direct access to campus under the tracks.

[tintinex]

$7.3 million OKed for downtown ‘bus rapid transit

...The money will combine with an announced $24.6 million from the Federal Transit Administration to speed up trips between Union Station, the Ogilvie Transportation Center, several Chicago Transit Authority lines, Streeterville and Navy Pier...

http://www.wbez.org/story/story/city...own-brt-96580#

[M II A II R II K]

Chicago Commits to Downtown Bus Priority


February 22nd, 2012

By Yonah Freemark

Read More: http://www.thetransportpolitic.com/2...-bus-priority/

A series of bus lanes will link commuter rail stations, downtown, and the Navy Pier. It’s not quite a transitway — despite the branding — but it will speed movement for thousands of passengers.

- Though the improvements will be most visible to customers using the new dedicated “Central Area Transitway” connecting Union Station and the Navy Pier northeast of the loop, the new lanes will also be used by seven existing Chicago Transit Authority bus routes which already collectively carry 32,000 riders a day on 1,700 buses.

- Unlike these previous plans, the new proposal for Chicago will offer only minimal improvements to circulation in the downtown core: Customers will save an estimated 1.1 minutes on travel between Union Station and Michigan Avenue. The priority lanes will be beneficial, but buses will continue to stop at almost every cross street on Madison and Washington, limiting the amount of travel time that can actually be reduced. And the focus on serving the Navy Pier — a tourist trap that is scheduled for a major renovation – speaks to the limited degree to which this route will serve actual commuters.

.....

For lack of funding, it will be a long time before any such routes see the light of day. In the meantime, painting a few bus lanes and offering existing lines priority at signals represent a reasonable step forward.

[chicagopcclcar1]

As long as you allow automobiles to make right turns from "bus lanes" the lanes are rendered useless as the autos have to wait for legal crossing pedestrians to clear, and then wait for the jaywalking pedestrians who ignore the "don't walk" signals.

DH

[k1052]

The overall benefits seem pretty negligible except for the new bus depot on the south side of Union Station. Canal is a total frigging nightmare with CTA/intercity/taxis/livery/private cars all over the place. Hopefully the city can better organize loading areas on Canal and Adams for each service.