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Dates Announced for CDOT’s Bike Classes, Suitable for Absolute Beginners

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Bike ambassadors (in red) in the parking lot of the Garfield Workforce Center, where the West Side classes will be taught. Photo: CDOT

Today the Chicago Department of Transportation announced the dates and locations for its free adult bike-handling classes on the South and West sides, part of the department’s strategy to encourage more use of the Divvy bike-share system in low-to-moderate-income communities of color. Here’s the info:

Garfield Workforce Center 
10 S. Kedzie Avenue

  • July 25-29, 6:00 pm – 8:00 pm
  • August 8-12, 6:00 pm – 8:00 pm

Kennedy King College
 710 W. 65th Street

  • August 15-19 , 6:00 pm – 8:00 pm
  • August 22-29, 6:00 pm – 8:00 pm
  • August 29 – September 2, 6:00 pm – 8:00 pm

These one-time classes, suitable for people who never learned to ride a bike, as well as those who wish to brush up rusty cycling skills, will be taught by CDOT’s Bicycling Ambassadors outreach team. Divvy bikes will be provided as loaners, so participants won’t need to bring their own cycles. Attendees will also get free helmets, funded by Blue Cross Blue Shield of Illinois, the Divvy sponsor. Slow Roll Chicago and other community organizations are helping to promote the classes.

An RSVP is required to attend a class to make sure there are enough instructors available. To RSVP any time before the class, call 312-744-8147.

The seminars are geared towards adults, but they’re also open to children if space is available. However, kids under 16 need to bring their own bikes, since the Divvy system is only available to riders 16 and older.

Participants will start out by riding on a Divvy bike with the pedals removed to get the hang of coasting, steering, and braking, until they can coast for at least 20 seconds without putting a foot down. Next the instructor will add one pedal so that the students can try starting the bike with the pedal. Once they’ve mastered that, the second pedal will be installed.

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What’s Up With Evanston’s Unusual Divvy Station Location Pattern?

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A Divvy station at Church and Dodge in Evanston, at the intersection of two protected bikeways. Photo: Steven Vance

As I pointed out back in early June when the new Divvy expansion map was released, which included the system’s first suburban docking stations in Evanston and Oak Park, the locations of the ten Evanston stations seemed a little odd.

When Chicago originally launched the bike-share system in 2013, a high number of stations were concentrated downtown and in dense, relatively affluent Near-North Lakefront areas, with roughly quarter-mile spacing between stations, in an effort to make the system financially sustainable. The rest of the coverage area generally got less convenient half-mile spacing, using a fairly consistent grid pattern. This half-mile grid pattern was also used for Chicago’s 2015 and 2016 expansions.

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The 2016 Divvy expansion areas are show in red on this service area map. Click for a larger image.

One notable exception in Chicago this year is Rogers Park, where there’s a dense cluster of new stations near Howard Street, the Evanston border. “There are a number of logistical and practical factors which have to be balanced when siting stations and it’s really more of an art than a science,” Chicago Department of Transportation spokesman Michael Claffey stated when I asked for an explanation of the Rogers Park layout. “These include availability of off-street right of way, parking restrictions and aldermanic support, among other issues.”

Oak Park has distributed its 13 stations using a fairly consistent half-mile grid pattern, similar to what’s been done in much of Chicago.

However, the Evanston locations seem scattershot by comparison. There’s no grid pattern, most of the stations are located in the northeast portion of the suburb, and there are almost none in the southwest quadrant, which is relatively close to Chicago.

Divvy’s Evanston webpage notes that eight of the ten Evanston stations were purchased via a state grant, with matching funds from the suburb. These station locations were chosen based on data from a survey conducted during Evanston’s bike plan update, a Northwestern University industrial engineering research project, a community meeting, an online survey with over a thousand participants, and paper surveys distributed at a senior center and the suburb’s main libraries. This data was used to identify trip generators and destination points.

The other two stations were paid for by Northwestern, so their locations were chosen to provide access between the other eight stations and the campus, according to the Divvy website.

Evanston’s transportation and mobility coordinator Katherine Knapp provided some additional info on the thought processes behind the location choices. “It’s important to note that we not only have to take into account the street grid, which [isn’t as consistent] in Evanston, but also land use, the distribution of employment centers, and where community resources are located.”

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The Evanston Divvy locations, plus trip generators like transit stations, schools, and workplaces. Click for a larger image. Map: City of Evanston

Knapp noted that Oak Park had 13 stations to spread over a suburb with an area of 4.7 square miles and a population of about 52,000. Meanwhile, Evanston’s ten stations had to serve a city of 7.8 square miles and about 75,000 people, which made it especially important to be strategic about locations. Why did Evanston buy fewer stations? “We were trying to strike a balance of community needs with the size of the grant,” she said.

There’s a strong correlation between the Evanston station locations and transit, Knapp said. She also noted that stations were placed along Dodge Avenue (the same longitude as Chicago’s California Avenue), where a protected bike lane was recently installed.

Weight was also given to the parts of town with the lowest rates of car ownership, based on U.S. Census data. This includes northeast Evanston, which features plenty of high-rise housing and “a surprising mix of students and young professionals,” according to Knapp. She noted that the area around the Davis CTA and Metra stops is especially dense with residents and retail.

“When you step back and look at the [Evanston Divvy location] map, it’s been called ‘zany,’” Knapp said. “But when you drill down and look at the demand and what the travel patterns tell us, it makes sense.” The city of Evanston’s Divvy webpage includes detailed information about the destinations served by each of the ten stations.

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New County Policy Supports Active Transportation, Lacks Specific Goals

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Cook County’s Long-Range Transportation Plan mimics existing regional plan to increase transit ridership while changing little in county governance.

Cook County’s new “Long Range Transportation Plan,” released last week, is the first such document published since 1940 and is a policy platform that will guide decisions about transportation spending for the next 24 years. To the credit of county officials, the plan voices strong support for improving walking, biking, and transit, which represents a major change for a governmental body that has focused on facilitating driving for many decades. However, I’d argue that the document, called “Connecting Cook County,” falls short of being a plan when it come to setting concrete goals for promoting sustainable transportation, and that’s a missed opportunity.

On the plus side, the language of the report acknowledges the mistakes of the past and emphasizes the benefits of active transportation. “Cook County, like the rest of the country, has long prioritized the automobile as the preferred mode of personal travel,” it states. It outlines the safety, mobility, and health benefits of better pedestrian and bike facilities and commits to improving this infrastructure across the county.

In particular, the document calls transit “the single-most important” mode for helping Cook County compete with peer urban areas around the world that offer businesses and residents “realistic, high-quality” transportation options. It argues that public transportation is also a way to shore up the county’s economic development strategies.

According to county spokesperson Becky Schlikerman, the document wasn’t intended to be a check list of goals to accomplish over the next few years, but rather a set of general policy guidelines. “The Long Range Transportation Plan is a long-term policy document that will serve as a roadmap for transportation priorities and policies for decades to come,” Schlickerman said  “This document is not a list of projects that will be completed in the short-term.”

But for the $1.4 million it cost to create the report, Cook County county taxpayers – who provided feedback in 2014 – should have gotten something more specific. Effective transportation plans set measurable goals, detail objectives on how to achieve them, and detail current statistical benchmarks against which future achievements will be measured.

Despite the fuzzy targets, the policy platform is a big move in the right direction for an a county whose transportation policies have long been stuck in a 1950s mindset. Its goals essentially match the priorities set forth in the Chicago Metropolitan Agency for Planning’s comprehensive GO TO 2040 plan. That document calls on counties and municipalities in northeast Illinois to make measurable improvements over the next 24 years, with specific goals like doubling transit ridership, improving access to jobs, and reducing pollution caused by highway driving.

Admirably, Connecting Cook County states that supporting transit-oriented development – mixed-use development around transit stations – is the single most important investment the county can make to strengthen the transportation network and make the vast county a more desirable place to live. The document explains that “improvements to be supported by the department include sidewalks, facilities for bicycles, and community plazas.” Since there are over 260 CTA and Metra rail stations in the county, that strategy could indeed have widespread benefits.

The report doesn’t have a lot of specifics on the kinds of projects Cook County should implement, but it does include a few examples. It states that the county’s Department of Transportation and Highways “will assist Pace in its efforts to provide expedited bus service on arterial roads and expressways,” and coordinate traffic signals and transit signal priority for Pace’s Arterial Rapid Transit project.

Where it falls short

One issue with Connecting Cook County is that some of the statistics it uses are outdated, which may have resulted in some misinformed policies. It includes stats on county residents’ travel habits that are based on CMAP’s Travel Tracker, a detailed survey of all kinds of household trips, which supplements U.S. Census commuting figures, which only cover work commutes. The Travel Tracker survey was last conducted in 2008, but the county document argues that “the order of magnitude and character of those trips are not likely to have changed materially” since then.

However, downtown Chicago has gained tens of thousands of jobs, and thousands of new residences since 2008, CTA rail ridership has grown 20 percent while bus ridership has fallen 12 percent, and the number of people walking and biking has increased. Therefore the “character and magnitude” of urban travel has probably changed significantly over the last eight years.

Chart showing CTA ridership changes since 2008

“Connecting Cook County” was informed by data about Cook County residents’ travel patterns, but a lot about how we get around has changed since the survey was done in 2008. This chart shows how ridership on just the Chicago Transit Authority has changed. Chart: Yonah Freemark/Metropolitan Planning Council

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Lakeview News: Right Turns Are Back at Grace/Halsted, Curbside Cafes Debut

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El Nuevo Mexicano owner Maria Rodiguez cuts the ribbon on the restaurant’s Curbside Cafe. Photo: Lakeview East Chamber of Commerce.

The controversial right-turn ban at Grace/Halsted/Broadway in Lakeview East may have created a new Chicago record for the number of community meetings held over a pair of traffic signs. Fortunately, it appears that a compromise has been reached which should satisfy the drivers who groused about the turn ban, as well as folks who are concerned about improving pedestrian safety.

Last December the Chicago Department of Transportation recently put up “Do Not Enter” and “No Right Turn” signs by the slip lane that previously allowed drivers to make quick turns from northbound Halsted to southeast-bound Broadway. Slip lanes, also called channelized right turns or “porkchop islands,” are problematic because they allow motorists to whip around corners at high speeds into the path of people on foot, and they create longer pedestrian crossing distances.

CDOT decided to try banning the right turn as a test, in advance of a street repaving project on Broadway between Belmont and Irving Park, slated for late 2016 or early 2017. If the test was deemed a success, the slip lane would be replaced by a curb extension during the road project.

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Banning right turns onto Broadway kept pedestrians from being endangered by quick-turning drivers. Photo: John Greenfield

But some residents, merchants, and the Lakeview East Chamber of Commerce weren’t happy about the turn ban, and the chamber launched an online petition asking CDOT to take down the signs. They argued that the new rule made it harder to drive in the neighborhood, and caused motorist to take circuitous routes on residential streets to access Broadway south of Grace.

However, northbound drivers on Halsted who needed to access the the 3700 block of North Broadway could do so by turning east on Waveland, a block south of Grace. Moreover, CDOT rush hour traffic counts done on a single day last October found that, even during the busiest hour, 8 to 9 a.m., only 14 northbound drivers made the hard right turn onto Broadway. Overall, only 4.5 percent of all northbound motorists used the slip lane during the a.m. rush, and a mere 3.9 percent used it during the p.m. rush.

Nevertheless, CDOT recently took down the turn-ban signs and replaced them with a “No U-Turn for Trucks” sign. When I asked CDOT spokesman Mike Claffey about the change, he referred me to local alderman James Cappleman’s latest newsletter.

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Transit TIF Districts Pass State House and Senate, Would Fund CTA Projects

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The CTA wants to modernize the Blue Line’s Congress branch, and onedesign some of the stations and possibly reopen some closed entrances at single-entry stations. Image: CTA

A new bill that would generate more funding for four large-scale Chicago transit infrastructure projects, without diverting tax revenues from schools, passed the Illinois House and Senate today. The original bill was introduced in January 2015, spearheaded by the Metropolitan Planning Council. It awaits Governor Bruce Rauner’s signature, who is expected to sign a budget today after a year of operating the state without a budget for a year – reducing funding for transit agencies, schools, and social services.

The funding would come from “transit TIF districts” that would have boundaries extended up to a half mile around Chicago’s Union Station (to fund the changes in its master plan), the CTA’s North Side Main Line, the CTA’s Red Line extension, and the CTA’s Blue Line Congress branch modernization and possible extension. The bill (pdf) enables the Chicago City Council to pass a similar law to create the actual districts, but sets limits on how far the districts can extend from the proposed projects’ area.

They would work much like existing TIF districts, where the property taxes assessed on any incremental increase in property values since a district’s inception is deposited in a separate fund. This is a form of value capture in that an increase in property values spurred by the transit infrastructure is used to help pay for it.

Other key differences are that the transit TIF districts would expire in 35 years instead of the originally-proposed 50, and that instead of a blanket maximum length of six miles, each district has a specific maximum length. Fifty years was proposed because that is the useful life of a transit facility.

The most important difference between common TIF districts and the transit TIF districts is that the new transit TIF district doesn’t divert any money from schools. The legislation says that any school district overlapping the transit TIF district will receive all the money due to it as if the transit TIF district didn’t exist.

After making the payment from the transit TIF district fund to the school district, 80 percent of the remaining portion would go to pay for the transit project, and 20 percent of the remaining portion would go to all other taxing districts – library, city colleges, etc. – in the proportions as if the transit TIF district didn’t exist.

Mayor Rahm Emanuel issued a statement about the bill’s passage in the state House and Senate, saying, “Today marks the next chapter in the work we started shortly after I took office, to modernize the Red Line from 95th to Howard” and building the extension to 130th Street. “With this bill,” it said, “in just a few years we will have done what once seemed impossible.”

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Rosemont Transit Center Rehab, Bus Lanes on I-90 Could Spur New Ridership

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The Rosemont Transit Center. Photo: Jeff Zoline

Pace Suburban Bus is starting a $1.5 million dollar project to modernize and rebuild the Rosemont Transit Center to increase capacity, improve service and maximize efficiency of traffic flow between buses, cars and pedestrians. The project is being coordinated with the Cook County Department of Transportation and Highways and the Chicago Transit Authority. The scope of the program details is as follows:

  • Expand the bus station islands to accommodate two buses in each bay for additional boarding capacity
  • Construct two new bus bays for additional boarding and one new bus bay for extra buses to sit on layovers
  • Upgrade sidewalks and bus boarding islands for improved ADA compliance
  • Improve pedestrian and bicycle access and safety around the transit center with additional sidewalks, crosswalks and bike racks
  • Improve the flow of traffic for taxi, shuttle, and Kiss-n-Ride zones to avoid conflict and congestion
  • Realign the bus lanes from the Tollway exit to reduce conflict with vehicular traffic around the parking lots upon entry into the Transit Center
  • Repair pavement and construct new parking lot gates

Pace will reimburse Cook County for the cost of the project because Cook County owns the land where the project will occur. The project is expected to start this summer and to be completed around October. However, according to northwest suburban news site Journal & Topics, Pace is still finalizing selection of a construction manager.

The Rosemont Transit Center was built in 1983 during the extension of the CTA Blue Line from Jefferson Park to O’Hare Airport. Today, the center is a busy multi-modal station hub located in the northwest suburban village of Rosemont serving over 6,000 riders a day. Rosemont is a small town with a large concentration of businesses, entertainment, restaurants and lodging adjacent to O’Hare Airport. In addition to the Blue Line, it’s served by 12 Pace bus routes. Additionally, the station is served by taxis as well as corporate and hotel shuttles. The station also has a 798-space Park & Ride lot for commuters and a drop off (Kiss-n-Ride) area.

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Manor Greenway Could Become City’s Best By Cutting Cut-Through Motorists

The Manor neighborhood greenway builds two new connections to Horner and Ronan Parks, and adds biking and walking infrastructure to an on-street segment highlighted in green.

The Manor neighborhood greenway builds two new connections to Horner and Ronan Parks, and adds biking and walking infrastructure to an on-street segment highlighted in green.

Last week, the Chicago Department of Transportation revealed its proposal to connect riverfront paths, reduce cut through traffic, and make it safer to walk and bike along streets in the Ravenswood Manor neighborhood. CDOT developed the plan for a “neighborhood greenway” between Horner Park and Ronan Park along the north branch of the Chicago River over the past two years, at the request of 33rd Ward Alder Deb Mell, and the Transportation Action Committee she started.

I’ve been a member of the TAC since its beginning, and I know the plan well. While I wasn’t able to attend the meeting, I think that Patty Wetli’s article in DNAinfo thoroughly captured the concerns people have.

The project was initiated because there’s a gap between two riverfront trails in Horner and Ronan Parks, and Ravenswood Manor residents have been complaining about cut-through traffic, motorists who roll past stop signs, and speeding, for decades. The neighborhood greenway plan includes redesigning a handful of intersections, laying down a short multi-use paths to connect the parks to the streets, and pilot what would be a pioneering traffic diverter.

Homes abut the river in Ravenswood Manor, so there is no public space along the river on which to build a trail. The neighborhood greenway  would be an on-street connection.

On the project’s south end, CDOT would build a small path in the park so people in the park could reach the start of the on-street route at the intersection of Montrose Ave. and Manor Ave. To create a safer crossing here, CDOT would build a concrete island with two waiting areas, one for people using the route, and another for people walking on the sidewalk. This way, people can cross one direction of traffic at a time. The island blocks left turns from Manor Ave. onto Montrose Ave. and left turns from Montrose Ave. to Manor Ave. would use a dedicated lane. CDOT would build a raised crosswalk across Manor Ave. to slow incoming motorists.

CDOT showed this rendering of how the traffic diverter. Previous versions used concrete to physically prevent going straight. Image: CDOT

CDOT showed this rendering, looking north on Manor at Wilson, of how the traffic diverter would work. Previous proposals, presented to the TAC, used concrete to physically prevent vehicles from going straight. Image: CDOT

On the north end, CDOT proposed building a new, short trail on an extended parkway along Lawrence between Manor Ave. and the Ronan Park entrance. A traffic island that’s nearly identically to the one at Montrose would offer a safe waiting area for people to cross in two-stages. There would be another raised crosswalk here at the entry of the neighborhood greenway.

The neighborhood greenway’s on-street route would be the city’s third. The first was installed on Berteau Avenue in Lakeview in 2014, and the second, albeit without any infrastructure changes, was built on Wood Street in Wicker Park.

The best way to increase safety for people walking and biking on neighborhood greenways is to limit speed and reduce the number of cars. Manor Ave.’s speed limit is already 20 m.p.h. but residents had said it was common to see people driving faster. The neighborhood’s many families, a park and a ballet school, all mean that lots of children are crossing Manor Ave. Read more…

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West Garfield and Austin Got Divvy Bikes Last Week. Will Anyone Use Them?

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Rob, an Austin resident and substitute teacher, by the new Divvy station at Austin Park. Photo: John Greenfield

[Last November the Chicago Reader launched a weekly transportation column written by Streetsblog Chicago editor John Greenfield. This partnership allows Streetsblog to extend the reach of our livable streets advocacy. We syndicate a portion of the column on the day it comes out online; you can read the remainder on the Reader’s website or in print. The paper hits the streets on Thursdays.]

Imagine if the Chicago Transit Authority, a public transportation system that’s subsidized by taxpayer dollars, were mostly serving wealthy white folks. That would be messed up, right?

Last year the Chicago Department of Transportation admitted to a similarly lopsided situation with the publicly funded Divvy network, which was launched in 2013. Its survey of annual members revealed that, as is the case with most U.S. bike-share systems, membership skewed heavily white, affluent, well educated, young, and male.

That finding was no surprise. Arguably, Divvy got off on the wrong foot from a social justice standpoint in 2013, when the city concentrated most of the first 300 docking stations in dense, well-off areas downtown and on the near-north lakefront in an effort to make the system financially sustainable.

And while stations in these areas were generally installed with tight quarter-mile spacing, making it easy to walk to and from the docks from many destinations, the rest of the city typically got less-convenient half-mile spacing. Moreover, the $75 (now $99) annual membership fee and credit card requirements were financial barriers to low-income and unbanked Chicagoans.

To its credit, CDOT has recently taken steps to address Divvy’s equity problem. When the system added 175 more stations last summer, many of them went to low-to-moderate-income, predominantly African-American and Latino communities on the south and west sides.

And last July the department rolled out the Divvy for Everyone (D4E) program, which offers onetime $5 annual memberships to Chicagoans making $35,310 or less a year and waives the credit card requirement. More than 1,300 residents have signed up so far, well over CDOT’s target of 750 for the year.

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Here’s How the Wood Street Greenway Could Better Prioritize Bicycling

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The Wood Street neighborhood greenway is supposed to be specially designed to make cycling safer and more convenient. The black line shows where a curb could go to solidify the turn as part of the route. Image: Google Street View

Over the past few years the city has built a handful of “neighborhood greenways,” projects that involve small changes to side streets that can have a big impact in making them more bikeable, while connecting residential areas to the wider network of bike lanes. If the Chicago Department of Transportation picks up the pace on building these bikeways, it could actually create the kind of “8 to 80” bike network that the department says is its goal, and the Active Transportation Alliance and other advocates have been pushing for.

Neighborhood greenways can involve a number of different strategies that discourage cut-through traffic and speeding on residential streets, while making cycling more efficient and comfortable. For example, Chicago’s first neighborhood greenway on Berteau between Lincoln and Clark, completed in 2013, involved removing four-way stop signs at an intersection and replaced them with a traffic circle. This forces drivers to slow down to maneuver around the circle, but it doesn’t hinder bicyclists.

The Berteau route also includes sections of contraflow bike lane that allow two-way cycling on one-way segments of the street; a reduced 20 mph speed limit; curb bump-outs that shorten crossing distances for pedestrians and discourage fast turns by drivers; and a pedestrian island at Clark with a special cut-through that allows eastbound contraflow bike traffic to turn north onto Clark.

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The route of the Wood Street greenway between Division and Milwaukee. Image: Google Maps

However, the city’s second neighborhood greenway, completed in 2014 on Wood Street between Augusta and Milwaukee, doesn’t include any concrete infrastructure but only street markings. As such, the project was less effective making the street more bike-friendly. A bike infrastructure design from the Netherlands offers inspiration for additional changes that could be made to Wood that would emphasize the greenway’s role in the network and pilot a new kind of traffic calming in Chicago.

The Wood bike route makes three turns at Ellen, Wicker Park Avenue, and Wolcott – all within the span of two blocks. At the tricky “T” intersection of Wicker Park and Wolcott, bicyclists aren’t given any sort of priority.

Southbound bicyclists have to make a left turn from Wolcott to Wicker Park Ave. Signs here tell southbound cyclists that the greenway continues to the left, but they’re placed too close to the intersection. By the time a cyclist is close enough to read the sign and realize they need to turn left, it’s a little too late to conveniently merge left, and it’s also necessary to yield to oncoming traffic on Wolcott before turning. I’d argue that this doesn’t embody the safe and comfortable riding experience you’re supposed to enjoy on an neighborhood greenway.

In contrast, when you’re biking on a Dutch “fietsstraat” (bicycle street) in a town like Nijmegen (nigh-may-hen), cycling is prioritized even when the bike route turns from one street to another at a “T” intersection. This is indicated with signs and the red pavement – kind of like a red carpet – which is used throughout the Netherlands to denote bike-priority and bike-only routes. As the bikeway turns from one street to another at an intersection, the red pavement does, too.

“Shark’s teeth,” white triangular street markings that point in the opposite direction of traffic, indicate that those cyclists and motorists outside the red pavement must yield to those riding and driving on the red route.

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Prepaid Boarding Debuts on Belmont, But Why Doesn’t Loop Link Have It Yet?

[Last year the Chicago Reader launched a weekly transportation column written by Streetsblog Chicago editor John Greenfield. This partnership allows Streetsblog to extend the reach of our livable streets advocacy. We syndicate a portion of the column on the day it comes out online; you can read the remainder on the Reader’s website or in print. The paper hits the streets on Thursdays.]

Earlier this month, when the CTA announced its plan to test a faster bus-boarding method on the #77 Belmont Avenue route, my first reaction was “huh?”

The six-month pilot, which started last Monday and is in effect from 3 to 7 PM on weekdays, has customers who catch the westbound Belmont bus from the Blue Line’s Belmont-Kimball station paying their fares in advance. When the bus arrives, they walk right on via both the front and rear doors without having to pay onboard—just like getting on an el car.

Prepaid, all-door boarding is a key time-saving feature of fast bus systems around the country (including New York City’s Select Bus Service lines and Seattle’s RapidRide routes) because it shortens “dwell time” at the stops. So the decision to try it in Chicago was a no-brainer.

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Customers tap their fare card at the portable reader before entering the Belmont waiting area. Photo: John Greenfield

The head-scratcher for me was that the CTA has been planning to implement off-board fare collection along the Loop Link bus-rapid-transit corridor for years. But nearly six months after that route launched last December, prepaid boarding still hasn’t materialized.

In contrast, there was no advance notice about the Belmont experiment until this month.

Why did the CTA decide to test prepaid boarding on the #77 before making this long-awaited upgrade to Loop Link?

The downtown BRT corridor already features red bus-only lanes, limited stops, raised boarding platforms, and special signals that give buses a head start at traffic lights—all of which help shorten travel times. But in 2014, before construction on the corridor began, the city revealed that it planned to implement prepaid boarding only at one of the eight Loop Link stations, located at Madison and Dearborn.

And in fall 2015, the city announced that prepaid boarding wouldn’t even be in place at that station in time for the system’s December debut. Instead, the CTA planned to pilot it at Madison-Dearborn sometime this summer.

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