The nexus between transportation and land use.

Category: Transportation Policy Page 1 of 4

The real Blue Line problem

Boarding signs at Jackson. Source: CTA

After reading and discussing the article, The CTA’s Blue Line has a big problem, I’ve decided I need to weigh in on this. Because, guess what, the Blue Line does not actually have a big problem – in

fact, it’s a victim of its own success! That doesn’t mean there isn’t any problems that can’t be addressed, and the author points out a few of them. They are:

So why do I say that the CTA Blue Line is a victim of its own success? What can be done about the real problems the Blue Line does have?

The Blue Line is a Success

At a time when CTA bus ridership is in decline and rideshare (Uber and Lyft) are chipping away at overall CTA ridership, the ridership increases on the Blue Line are an unheralded success. As fare revenue supports operations, the CTA depends heavily on its riders to subsidize the service. Larger urban planning goals like transit-oriented development also support the sunk costs of the CTA by generating a market dependent on transit for at least some of its trips. As a larger policy goal, we should be supporting TOD in every place it can be built, while also doing transit system planning to accommodate market demand. The Blue Line ridership is approaching historic highs. That is a testament to how well the CTA runs the line as much as it is to policy and geography.

What are the Real Problems of the Blue Line

That said, TOD has strained the Blue Line and presented some very real problems. These problems are antiquated train sets, congested stations, ADA accessibility, capacity and power constraints. Let’s take a closer look at each problem:

Antiquated Train Sets

MP 05 train, Paris Metro. Source: Wikipedia

The Blue Line runs the oldest train sets in the CTA roster, the 2600 series. These cars were built in the early to mid 1980s for the CTA, though they’ve been rehabbed since then. The 2600 series train sets are not optimized for efficient passenger loading, due to their perpendicular seating arrangement, which creates bottlenecks in each of the vestibules. The newer 5000 series train sets that are on the CTA Red and Green Lines have longitudinal aisle-facing seating that allow for wider aisles. This seating configuration increases passenger capacity by 20-30% per train car.

The proposed 7000 series cars that the CTA is purchasing will also have longitudinal seating and will replace the 2600 series cars on the Blue Line by 2020. While they will not be open gangway, a style of train design that allows a passenger to walk from car to car seamlessly (shown at right), they should also increase capacity similarly to the 5000 series. That said, the Blue Line has a track configuration which would be optimal for open gangway design, which would drastically improve train capacity.

A more radical solution than open gangway design would be a move to driverless trains. Train sets like this dramatically reduce labor costs, thus allowing more frequent train service all day. Driverless trains could give the CTA the flexibility to run rush hour service virtually the entire day if it wanted, due to the substantial labor savings.

Congested Stations

Weekday ridership at certain stations on the Blue Line have grown significantly since 2002 including California (109%), Western (75%), Logan Square (64%), O’Hare (58%), Division (54%), Belmont (32%) and Damen (29%). My own Blue Line station (Jefferson Park) saw a 7% increase during this time period.

These increases in ridership have contributed to increased passenger crowding per train car, platform crowding at the station level, train delays due to boarding/alighting, all of which may cause some passengers to wait for several trains before boarding. Ways to alleviate this might mean creating more access and egress points at certain stations. Line level improvements might mean extending all station platforms to accommodate 10 or 12 car train sets. A 10 car train allows for 25% more capacity than an existing 8 car train.

ADA Accessibility

Per the Americans with Disabilities Act, public transit providers like the CTA are required to make their system accessible to the public. In practice, this means that any significant station renovations include accessibility features, most notably elevators. The Your New Blue program added an elevator at Addison, though not at California, Damen or Division, where ridership growth has been strongest.

Capacity Constraints

Capacity constraints occur not just in terms of passenger volume, but also in the number of trains running along the line at any given time. And the number of trains run is governed by schedule, availability of equipment, capacity at the rail storage yard, signaling equipment and power capacity. Your New Blue is modernizing signal technology, which will allow the CTA to reduce headway, or space, between trains.

Modernization of the power substations will allow for more trains. The existing Blue Line is constrained by its power plant, which is largely maxed out.

However, even with a modern power plant, the CTA still needs somewhere to store the trains. And storage yard capacity, particularly in Forest Park, would need to be increased to allow more train sets on the line.

When all else fails, a more drastic solution to capacity constraints may involve the addition of railway sidings and/or additional mainline track. Existing Blue Line two-track configuration precludes the kinds of express services that might be offered. Additional mainline track allows the CTA flexibility to segment its route based on passenger volume. It may even allow express O’Hare trains. However, this solution is probably least likely if only because land acquisition and/or tunneling would likely be cost prohibitive.

So how do we fix it?

It is easy to blame the transit for your commuting headaches. And it is even easier to blame new people for crowding your train. But don’t blame the service provider. Demand better service. Because in the end, transit is by far the most efficient way to get around the City of Chicago.

 

The latest example proving the nexus between transportation and land use…

Crossrail Line 1. Source: David Arthur

…Comes to us from London, my brief one-time home. Courtesy of Crossrail, the major commuter rail project linking East and West London together more seamlessly with dramatic expected time savings. While Crossrail is not scheduled to open until 2018, the benefits that the Crossrail project is promising to deliver have already impacted the local real estate market.

Goldman’s employees would be able to reach Heathrow Airport from Farringdon in about 30 minutes on Crossrail, compared with more than an hour on the London Underground. Travel to east London’s Canary Wharf financial district will take 9 minutes, from about 25 minutes today. The City Thameslink system already takes passengers to Gatwick Airport to the south and Luton Airport north of the City.

“That’s what makes this the crossroads of central London,” Rees, the City’s top planner, said in an interview.

Crossrail will build 9 new stations in Central London, provide up to 24 trains per hour (1 train every two and a half minutes!) carrying 1,500 riders each. It will increase the rail network capacity while simultaneously reducing travel times by up to 50%. Transit-oriented development is already taking place, capitalizing on new areas of Central London becoming more accessible. More than 3 million square feet of residential and retail development are anticipated to take place, just over the stations sites.

This is the benefit that transportation infrastructure can bear on a place. It is smart development – taking advantage of the high-capacity, incredibly expensive infrastructure by also providing high density land uses to leverage that infrastructure investment.

See video.

 

Transit Mode and Development Opportunities

I have not mentioned this before, but my favorite planning book  in the last year has to be Human Transit. Authored by Jarrett Walker, the book is based on much of what he has been saying on his blog by the same name. Reading his interview with the Urban Land Institute on how developers need to think like transit planners has resonated with me in my own practice.

A significant aspect of my job involves transit-oriented development. My role is to represent my agency as the planning stakeholder. TOD has been the rage in many suburbs in Chicago, particularly the ones with commuter rail. I have a good feeling when I go into a town for a TOD plan which one will succeed and which one will fail. As Walker states:

Even if your development is at a rail station, the bus system is almost always a key part of how a transit-oriented, low-car style actually becomes viable. That’s why it’s important for developers to think about what makes transit useful, which is often very different from what makes it superficially appealing. Only the useful is an enduring value.

I see too many towns that believe that by building development near their train stations that they can breed success. Of course, many of these places do not have bus service of any meaningful kind to provide a modal connection between the commuter rail and the rest of the surrounding area, nor are they willing to drop the parking minimums in the TOD area. Thus, it’s not really transit-oriented but rather transit-adjacent development that is planned. And by not taking into account frequency of service and multimodal connections between bus and rail, many TODs are simply not viable and are instead designed to support the car rather than stand independent of it.

 

 

Traffic Signal Synchronization – Why not?

I was having a debate over John Hilkevitch’s article a while back in the Tribune about synchronized traffic signals with a friend of mine. My friend was surprised that this technology, most impressively shown in the movie, The Italian Job, was not widely deployed in many major cities such as Chicago. Alas, we still rely on, in some cases, 1950s technology to power our traffic signals. The essence of his thinking was why had it taken so long to roll out this technology given its substantial benefits.

My response, colored by my experience (cynicism?) in transportation, was to be skeptical. Traffic engineering has long been full of promises on solving road congestion, with many solutions worse than the problem. When roads have been widened or new roads built, induced demand has been the result. If we make all of our signals “smart” and easy for people to drive in the city, what happens then? We’ll see a mode shift away from alternative transportation options as people discover that synchronized traffic signals make driving easier, thus increasing demand for driving. As Todd Litman notes,

Field tests indicate that shifting from congested to uncongested traffic conditions significantly reduces pollution emissions, but traffic signal synchronization on congested roads provides little measurable benefit, and can increase emissions in some situations (Frey and Rouphail 2001).

Making driving easier brings all the negative externalities to the fore: increased auto emissions, gas consumption and pressure on land uses to accommodate cars. Thus, while traffic signal synchronization seems like a good idea, the unintended consequences are likely to make the existing traffic congestion status quo even worse.

Update: Dom Nozzi, making many of the same points, explains this in better detail here.

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