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admin 19.08.2015

There is nothing new about the idea of improved circulator service in Chicago’s downtown core. Nevertheless, the connection between the commuter rail stations west of the Loop and the central business core provided by the bus link will offer the potential for improved circulation downtown.
Under Mayor Rahm Emanuel’s leadership, Chicago is taking an incremental approach to the improvement of public transportation in the city, steering away from the mega-fantasies of the Daley era.
There are three significant problems facing bus service in the Loop: 1) many of the already-existing bus lanes transform into right-turn lanes at intersections, 2) turning maneuvers for vehicles (buses or autos) are very difficult because there are few left- or right-turn cycles at lights (this makes number 1 even worse because there is often significant backup in right-turn lanes), and 3) bus lanes are frequently blocked by delivery trucks, taxis, or other illegally stopped vehicles. I think all CTA Loop bus operators and their passengers are extremely familiar with all three factors.
Isn’t a potential solution to run the BRT in the left lanes and ban left turns by private autos on these streets?
Most of the streets in the loop are one-way, and most of the bus stops there are placed nearside of cross-streets that go to the left.
From what I understand current plans for the west loop are pretty much in flux—the original plans show tunnels under canal and imply to me an underground terminal underneath where they’re currently making the above-ground terminal. I believe that for the purposes of ADA-compliance there is no such thing as level boarding with BRT.
The Western BRT study done by the Metropolitan Planning Council showed no difference in total ridership between running BRT alone and running BRT along with traditional bus service, which means CTA service on Western would be terminated.
It would make sense to transform Monroe into a two-way bus-only lane which should at least knock out any travel delays on Washington, Madison, or Adams. From what I understand development in the eighties and nineties covered up the old ROW, so it doesn’t really exist east of Rush or Michigan anymore.
Each guide has general route information, timetables (for the route and each station) and more information. NCPD thanks all its major donors & grantors for their generous support which enables NCPD to carry out its ministry. Following the failed efforts of planners in the 1960s and 1970s to expand the city’s subway system, Mayor Richard M. 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.


Improved service to Union Station must be a priority, since it is not linked to the L rail rapid transit network (the nearest station is about half a mile away) and it is the focus of the region’s commuter rail and intercity rail improvement efforts. It should be clear to customers that if they want to take a certain trip, they have several options.
The CTA is already planning to invest in similar bus priority improvements on Jeffery Boulevard in the South Side for the #14 bus and along the north-south spine of Western Avenue as part of a citywide BRT plan that would fill in the gaps missing from inadequate rail service in certain areas. In the application for the federal urban circulator grant in 2010, the city included the following map, documenting potential new transit routes for the center city along dedicated rights-of-way, clearly modeled after the improvements suggested by the 2009 Central Area Action Plan, which proposed light rail lines on the Carroll, Clinton, Monroe, and Lakefront Corridors. In the meantime, painting a few bus lanes and offering existing lines priority at signals represent a reasonable step forward. Also, there are plenty of other origins and destinations along the way there from the West Loop, and there’s already a bus terminal there that serves as the endpoint and transfer point for a number of other routes.
There are the people who have jobs serving the tourists, but also people who work in company offices there. In the case of my particular commute, generally half of the total trip time is used for the first 5 miles and half for the last mile in the Loop. Since this encompasses only a small percent of Loop roadway, I would imagine that this could be done without causing an uproar among drivers, especially since these types of no-left-turn intersections already exist in Chicago (see Clark and Diversey). The place where that map comes from—an older draft of the plan (pdf)—describes all of them as bus rapid transit, with the Carroll Avenue transitway connecting Union Station and Navy Pier being described as having LRT-like special buses and other routes, like the Monroe and Clinton Street transitways—as being more like Open BRT, funneling line-haul routes through tunnels so as to avoid the sort of conflicts Jacob describes above. Furthermore, preliminary Union Station plans (pdf) are weighing having through tracks connecting the two stations underneath Canal rather than Clinton, which implies to me that a Clinton bus subway is becoming less and less likely (and a Monroe one too as well)—perhaps Chicago will eventually take the plunge and dedicate more space on the streets to transit (two lanes for transit a la Minneapolis). Only rail has the tolerances to allow platform-to-vehicle boarding for ADA-compliance under the law. So the new BRT would have stops every half-mile in the center of the road instead of every block at the roadside.
Indeed, that limits Monroe being so close to both Madison and Adams (going westbound), but at the same time, if you want to improve travel time going across the loop (which can take over 10 minutes, and at that point i prefer to walk), transform Monroe and it would lessen up traffic issues to an extent. Daley announced in his first year of office (1989) that he wanted to construct a center-city light rail line linking major tourist attractions, commuter rail stations, and the business center. The seven bus lines that will share parts of the route will split off and continue to other parts of the city, meaning that customers who are arriving on the #14 from Jeffery in the South Side, for instance, will have a quicker trip once they reach downtown.


They would either be placed underground or along dedicated transit routes, like the McCormick Center busway (for the Lakefront route). While I’m happy to see this particular circulator moving forward, I would really like to see transit getting real priority throughout the Loop and the near North Side. The place is flat as a pancake, or even the Netherlands, which has most likely the strongest biking infrastructure in the world. On the next page is a bus schedule ( R3 - Northbound) from the closest Metro Station, Fort Totten.
Cross Michigan Avenue and then South Dakota Avenue (these are larger intersections, with traffic lights). Business leaders suggested they might double or triple their contribution to the project through neighborhood taxes, but North Michigan Avenue leaders pushed back, suggesting the project gave an unfair advantage to retailers in the Loop. If the Loop could be made a bit more bike friendly that’d make as big a difference as this bus plan. Nope, there’s a lot more than raising the price of parking that needs to happen to reduce congestion. The project died. By 2006, hoping to do something, the city had settled on the idea of a Navy Pier-Union Station busway. At the second traffic light, just past an elementary school, turn left onto Galloway Street.
You will see two signs on this corner, welcoming you to Maryland and for the Archdiocesan Pastoral Center. You will see two signs to the right, welcoming you to Maryland and for the Archdiocesan Pastoral Center.



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