CategoryTransit

Jefferson Park station renovation highlights train station planning deficiencies

Jefferson Park train station rendering

Jefferson Park train station rendering from the City of Chicago. The only difference you see is canopies. What you don’t see is a walkable connection ut thisetween shops southeast of here and the train station – they’re separated by a strip of parking.

Plans for the renovation of the Jefferson Park CTA station are illustrative of the City’s failure to think deeply about how to design the projects that is funding in a way that maximizes potential for residential and commercial development around train stations.

The changes proposed for one of Chicagoland’s most important transit centers are weak. There’s no development plan, or any kind of neighborhood plan or “Corridor Development Initiative” for the Jefferson Park transit center.

Current city policy identifies train stations as optimal places to build new housing and commercial uses.

Without challenging the design to respond to this policy the transit center will continue to use neighborhood space inefficiently and doesn’t respond to demands from residents to improve pedestrian and bicyclist safety and increase economic development.

Judging by the renderings, nothing is changing at the Jefferson Park Blue Line station (4917 N Milwaukee Ave). All of the improvements save for the canopy are invisible in this rendering. The CTA’s list of improvements reads like the superficial makeover that many stations got in the Station Renewal program almost three years ago, a stopgap measure until Your New Blue could begin.

There will be LED lighting, new paint, new escalators and stairs, new paving, and a new canopy. Only a few of those things make the station easier to access and use.

Jefferson Park is a major asset to the neighborhood and the city. The station serves CTA trains, Metra trains, CTA buses, and Pace buses to Chicago’s suburbs. The CTA’s September 2014 ridership report [PDF] said there are an average of 7,420 people boarding the Blue Line here each weekday, a 0.1% increase over September 2013. It’s the busiest Blue Line station outside of the Loop and O’Hare airport.*

On Twitter I said that the station should be surrounded by buildings, not bus bays. I’m not familiar with how many routes and buses use the station daily, and I’m not suggesting that space for buses go away. I’m challenging the Chicago Transit Authority and Mayor Rahm Emanuel to come up with a better plan for vehicle and pedestrian movements, and to start welcoming new development.

I pointed out the new Wiehle-Reston Silver Line station in Virginia where a residential building was constructed atop a bus bay (where I transferred from the Washington Flyer bus from Dulles). A plaza connects the bus bay to and apartment lobby and the Metrorail station.

Bus bays under an apartment building in Reston

The bus bay at the Wiehle-Reston Silver Line station in Reston, Virginia, is under an apartment building and plaza linking it to the Metrorail station.

The Metropolitan Planning Council conducted a consultation for the Logan Square Blue Line station – Your New Blue will make upgrades here, too – and the next door city-owned parking lot. Their consultation involved 700 people to decide what development at this station should look like. Their desires were pretty specific: there should be affordable housing, but not any higher than six stories.

The current policy, enacted as an ordinance and expressed in other city documents, allows developers to build more units in the same plot and save them and their tenants money by building less parking. But this policy is insufficient in that has no design review or public consultation attached. It also provides no zoning recommendations to expand the number of places to which it can apply.

A development plan, for which the CDI serves as a good, starting model, would bring residents – and people who want to live in the neighborhood – to discussions about if and how the neighborhood should change. It would hook into another city proposal, from the Chicago Department of Transportation, to build protected bike lanes on Milwaukee, but which ultimately failed. The process would probably uncover latent demand to build new housing in the neighborhood that’s stymied by incompatible zoning.**

The city’s recent choices for development and (lack of) urban design at this station as well as across from the Halsted Green Line station in Englewood where the city is selling vacant land to build a Whole Foods-anchored strip mall demonstrates how little deliberation there is in maximizing transit-oriented development, or TOD.

Their suburban forms are the antithesis of how we should be designing the stations and their environs – they should have higher densities and walkable places.

* Metra has published its 2014 station-level counts! This station had 599 daily boardings, yet not every train stops here. The Union Pacific Northwest (UP-NW) line that stops at Jefferson Park saw a 3.8% increase in ridership [PDF] from January to September 2014 versus the same period in 2013.

** There are no parcels near the Jefferson Park transit center that allow the transit-adjacent development ordinance to take effect; developers have to go through an arduous and sometimes costly process to persuade the alderman to change the zoning. The ordinance only affects Bx-3 districts (where x is 1-3 and -3 is the allowable density identifier).

Exploring Pace’s locations for mysterious Arterial Rapid Transit bus stations on Milwaukee Avenue

intersection of Touchy and Milwaukee in Niles

This is the semi-urban scene at Touhy and Milwaukee Avenue. The police station is ahead on the right. The water fountain (described below) is behind the bus on the left. There are multi-unit buildings to the left and across the street on the right. Image: Google Streetview

Update, Jan 21, 2015: Pace unveiled their plan for ART and their request to Congress to make the ART plan a project of regional significance to attract more funding.

Pace, the suburban bus operator in Chicagoland, is constructed an Arterial Rapid Transit bus route on Milwaukee Avenue from the Jefferson Park Transit Center in Chicago – a busy intermodal station where Metra and CTA buses and trains stop – to Golf Mill Mall in Niles. Both of these are major transfer hubs.

I’ve never looked into ART bus systems before but it seems to resemble what many call BRT Lite. Pace has minimal information on its website. Daniel Hertz, notable bus transit supporter, pointed me to an RFP [PDF, 10 MB] that describes the location and scope of Pace’s first (of many) ART corridors.

The RFP describes this project as one of 24 corridors outlined in its Vision 2020 document “to provide a regional network of premium transit services”. It appears that premium is relative and that bus riders will have a more comfortable and easier-to-find bus station at which to wait – bus travel time will not change.

I’ll try to paint you a picture of the built environment going north to south at the eight intermediate stops.

Dempster Street, Niles

Milwaukee has six general purpose lanes here and Dempster has six, four of which go under Milwaukee; buildings are set back far from the curb and land uses are low-density and optimized for arriving in a car

Main Street, Niles

Milwaukee has four general purpose lanes and one wide parking lane here; Main is a two-lane street; there is some residential on both streets

Oakton Street, Niles

Milwaukee and Oakton both have four general purpose lanes

Harlem Avenue, Niles

this intersection has decades-old buildings that have limited parking up front and smaller setbacks; there’s a Dunkin Donuts here with a drive-through between the building and the sidewalk (that’s novel but awful)

Touhy Avenue, Niles

This intersection may be the most urban, despite its immense size. Touhy has six lanes here meaning pedestrians must cross 100 feet of pavement in a faded, stamped-asphalt crosswalk; there’s a massive police station building on one corner, a large multi-unit building on another, a strip mall that actually has entrances onto a  sidewalk plaza instead of just in the parking lot behind it (the Subway and Starbucks here even have sidewalk cafés), and a fountain rounding out the junction – I recommend demolishing the fountain in favor of selling the land to a developer who can build more of the multi-unit buildings like the ones behind the fountain while also getting rid of the pointless cul-de-sac

Highland Avenue, Chicago

This is one block south of Devon Avenue, in Norwood Park. There’s a conventional bike lane here but the Chicago Department of Transportation has noted that there just enough cars that reducing the number of general purpose lanes from four to two – part of a road diet that would add buffered or protected bike lanes – but many residents don’t support the project so the alderman has decided against supporting it.

The land use and design is a blend of what came before it and what’s typical in Chicago: old buildings up against the sidewalk, closer-built single-family homes, some multi-unit buildings.

Austin Avenue, Chicago

Like Highland but now seeing fewer surface parking lots.

Central Avenue, Chicago

Like the rest of the junctions we’re still in motordom; four of the six “first in line” motorists seen in Google Streetview are blocking the crosswalk while waiting for the light to turn green.

About the stations

Pace has established a $6 million budget for the station construction. The station platforms will span 40 to 110 feet, a raised platform that’s 12 inches tall, a new shelter, real-time bus tracker*, a common vertical marker, a single bike rack to hold two bicycles, and associated roadway, curb, and drainage improvements.

It’s unfortunate to learn that the RFP mentions that shelters in Chicago may have to be the insufficiently designed kind JCDecaux operates for the city as part of a very long advertising contract.

Pace ART station design

Pace shows a rendering mocking up a typical station design. I’m concerned the handrail at the rear of the bus will preclude using longer buses in the future, but that would be the least of Pace’s worries.

* It appears that Pace will be using NextBus‘s real-time arrival information services (page A-6 of 14); they’re a company founded in 1996 and now owned by Cubic, which operates Ventra.

The effects of TOD bonuses versus what a transit overlay district could do

I responded to Carter O’Brien’s comment on an EveryBlock discussion about a gentrification series on WBEZ, Chicago’s National Public Radio affiliate. I reposted the comment here because I want to talk about the problems of piecemeal zoning and how the city’s TOD ordinance can be improved to generate more and diverse housing types (by types I’m talking about quantity of units and stories, not rent vs. own).

@Carter: I think we might be on the same page about something. You wrote:

The question becomes to what degree should zoning be used to encourage one form of land use over another. That’s the tool in the City’s toolbox, so to speak.

Substantial zoning bonuses which will create brand new high rise towers in a neighborhood of lower-density historic architecture will encourage the settling of one economic class of people and the removal of another. [snip] The evidence is that we see shrinking populations of lower-middle class people raising families by the L stops in Wicker Park, Bucktown, Old Town, Lincoln Park and Lake View.

[Actually, pause now and go read Carter’s full comment – he mentions teardowns as an issue that should be part of a gentrifying neighborhood discussion.]

I like that the TOD ordinance seems to be fueling proposals to build many units near transit stations, but it may be building more many units than the community prefers.

I’d like to see transit-oriented zoning also used as a tool to also spur smaller, multi-unit buildings (two flats, three flats, four flats, courtyard buildings) by perhaps preventing low-density buildings so close to transit.

Across from Goethe Elementary School a huge parcel of land is being turned into 7 single-family homes on Medill Ave. That’s great land near a good school and 3 blocks from the California Blue Line station.

Zoning could have been used to require 2-4 unit buildings so that more families have a chance of benefiting from that location but instead the zoning district here makes building 2-4 unit residences on those parcels illegal.

A “transit overlay district” would be something new to Chicago and could do away with the piecemeal zoning of differing densities, one right next to or mixed in with the other. You might see Bx-1 next to Cx-2 and then a Rx-4. Create concentric zoning circles that keep the density uniformly high nearest the train station and then drop off the further away you get.

zoning districts around the California Blue Line station

This map includes the California Blue Line station and the Goethe school houses (empty area northwest of the RM-5 zone on Medill Avenue). The school is outlined inside PD 349.

Quick zoning primer

  • Adapted from Second City Zoning’s plain-English zoning district descriptions.
  • B = retail and apartments above
  • C = commercial (more business types than B) and apartments above
  • RS = single-family homes only
  • RT = 2-4 flats, single-family allowed
  • RM = multi-unit, single-family allowed

The -x number of a district indicates the density allowed (this works for single-family homes, too, setting the minimum parcel area upon which the house is built).

Note: This post has slightly different text from my EveryBlock comment because I had to edit that one for length (the site accepts 2,000 characters maximum).

The City of Chicago should implement filtered permeability immediately at Green Street and Milwaukee Avenue

This is not a bikeable block

The multiple threats to bicyclists, to pedestrians, and to motorists, are pervasive in the depicted scene. There is low visibility for turning motorists which in turn causes them to encroach on the right of way of other street users, including other motorists, bicyclists, and pedestrians.

This single image shows everything that is inefficient and dangerous to bicyclists and motorists about the intersection between north-south Green Street and diagonal Milwaukee Avenue in River West. Motorists should be physically blocked from entering or exiting Green Street at this point because of the danger inherent in the current intersection design. The block of Green Street south of Milwaukee Avenue is so insignificant to the driving network that no other design intervention should be implemented.

The situation depicted in this photograph demonstrates why the City should implement filtered permeability and close this entrance of the Green Street/Milwaukee Avenue intersection to motor vehicle movement. While motorists would be barred from entering or exiting Green Street here bicyclists would still have access to Green Street as part of the low-stress bicycling network of which Green Street is a part, between Milwaukee and Van Buren Street in Greektown.

I first wrote about this problematic intersection in June on Streetsblog Chicago and it remains an issue. One of the two motor vehicles ahead is blocking part of the bike lane while the second threatens to enter it. The bus on the left prevents the bicyclist in the bike lane from maneuvering around either vehicle. The photo below shows the situation from a different angle, that of the motorist wanting to turn left.

The vehicle operator on the left – a bus driver, in this case – has stopped the vehicle because they can occupy the intersection with the vehicle, or leave it open. Essentially, the bus driver has stopped to “let” the motorists on Green Street proceed across Milwaukee and further north into Green Street or turn left onto Milwaukee. Their movements would, again, put the bicyclist in danger, and put themselves and other motorists in danger because they are making nearly-blind turns into faster moving traffic.

The threats to the motorist are as limitless as the ones to the bicyclist (although the bicyclist will experience much greater injury if the threat is realized). As the motorist is paying attention to other motor vehicle traffic the bicyclist is coming down this bike lane – yep, I took the photograph – and is additionally obscured by the line of parked cars on the bicyclist’s right, and is in the shadow of the bus and the buildings. It’s like there’s a perfect storm of blind spots.

The quickest way to implement a system of filtered permeability and raise the significance and safety of the Green Street and intersecting Milwaukee Avenue blocks within the low-stress bicycling network would be to install a series of large planter boxes that prevent motorists from entering or exiting Green Street but allow bicyclists to filter through the planters.

And skip any traffic impact study. Not a single parking space will be lost or be made inaccessible with the implementation. A traffic study is not an experiment, but has practically been a foreboding document that has only ever said “things will be different”. (A good plenty of them have also suggested adding multiple $300,000 traffic signals.)

I read on Streetsblog USA recently about Pittsburgh’s new protected bike lanes:

“Instead of asking people to judge the unknown, the city’s leaders built something new and have proceded to let the public vet the idea once it’s already on the ground.”

Chicago maintains a Silver bike-friendly commenting ranking, yet my initial analysis shows that our metrics are below average among other Silver communities after which I’m led to believe we’re undeserving of the medal. Safety is a citizen’s number one concern when considering to use a bicycle for transportation and it will take an expansion of the low-stress bicycling network – currently not a priority – to deserve the current ranking or achieve anything higher.

Two bicyclists take different routes around this driver blocking the bike lane with their car

This photograph depicts a nearly identical situation but from the perspective of the motorist on Green Street approaching Milwaukee Avenue. Two bicyclists have taken two routes around the motorist blocking the bike lane with their vehicle.

Proposed residential high-rise injects TOD and population loss into Logan Square conversation

A public notice stands in front of an affected property

There used to be a Max Gerber plumbing supply store here that the absent landlord demolished to reduce his property taxes. A developer has proposed built 254 units in two towers here, in spitting distance from the CTA’s 24-hour Blue Line.

Developer Rob Buono has proposed two towers for a vacant property 400 feet away (walking distance) from the Chicago Transit Authority’s California Blue Line station. It has caused quite a stir in Logan Square about how much development is the right amount, and brings into question residents’ understanding of how the neighborhood demographics have changed.

It has also brought “TOD” into the local conversation. Buono will get some relief from exceptional car parking requirements because of the land’s proximity to the ‘L’ rapid transit station.

The process will be a long one. The first meeting, called by Alderman Moreno, was held on Thursday night. I counted over 70 people on the sign-in sheet when I came in, and many people arrive after so saying 100 people were there isn’t a stretch. Moreno described his development policy: whenever they need a zoning change they must present their proposal to the community so Moreno can get their feedback.

Before Buono spoke, though, Moreno asked Daniel Hertz to briefly talk about transit-oriented development and why the development (or at least the number of units and car parking spaces it proposes) is a good project for this place, and in this neighborhood. In balancing concerns about car traffic, keeping people close to the services and products they need, and making it easy to get around, it makes the most sense to put the highest number of housing units in close proximity to high-capacity transit versus anywhere else.

Essentially, Logan Square has lost residents – 10,000 people since 2000 – concentrating the burden of patronizing local businesses, seen as a distinguishing asset in the neighborhood, on fewer people. Additionally, adding housing is the best way to combat rising home prices (and unaffordable rents) by offering more supply which reduces demand on richer people buying, converting, or tearing down existing buildings.

While no building permits will be issued for the towers until Ald. Moreno, Plan Commission, and City Council approve the zoning change, you can track what other kinds of buildings developers are building in the area surrounding 2293 N Milwaukee on Chicago Cityscape.

You’ll see quickly that a majority of the projects permitted this year are for single-family houses. Some of these are built on vacant parcels while at least one is  being built where there was previously a multi-family house.

In 2014, within 1/8 mile of the site:

  • +0 units in multi-unit buildings
  • -1 deconversion, turning two units into one unit
  • -1 teardown, turning a two-unit property into a single-family property
  • +17 single-familiy homes
  • Net gain of a maximum of 15 units

At this rate, Logan Square may grow at an extremely low rate – these homes will likely be filled with small families. The decreasing household size is another factor in Logan Square’s population loss.

Read about people’s reactions to the towers on other sites:

Joe Moreno

1st Ward Alderman Proco “Joe” Moreno gracefully – given the circumstances – moderates the meeting.

Morgan CTA station is fueling new West Loop development

First day of CTA Morgan Station serving the Green and Pink Lines

The Morgan Station was designed by Ross Barney Architects.

DNA Info Chicago discusses an informal study the Chicago Transit Authority conducted that showed, “since the [Morgan Green/Pink Line] station opened in May 2012, residential and business development in the surrounding neighborhood has continued at a faster pace than nearly all other markets within the city during the post-recession period.”

Morgan connects two major restaurant rows, one on Randolph Street that stretches much further east at Jefferson all the way west to Racine, and another on Fulton Market that starts at Carnavale (next to the Kennedy Expressway) and stretches to Morgan. Google’s huge new headquarters (under construction) and Coyne College – an HVAC institute – are within walking distance.

Using ridership information and commercial rents data, as well as information from the Chicago open data portal, CTA spokesperson Catherine Hosinski listed the following findings in the study:

  1. “A more than 20 percent increase in new business licenses.”
  2. “New construction and demolition permits spiked from one to 15. (The new construction/demolition permits issued after the opening of the station were compared to a 21-month period during the construction from August 2010 through May 2012)”
  3. “Average weekday ridership increased 30 percent between May 2013 and May 2014, according to information reflecting a 12-month rolling average over a 36-month period.”
  4. “Average weekend ridership increased more than 20 percent.”

Item #2 is data that we can see on Licensed Chicago Contractors. To help CTA planners and residents see this information more readily I’ve added all 145 CTA stations as places you can explore from the Places page.

How can you use this new place in connection with CTA’s study? With it you’ll be able to easily see building permits issued within half a mile from the CTA station and download this data for the last 9 years. You can also sort by projects’ estimated costs to find the biggest investments near the station.

Hosinski admits an important part of the study when she told DNA Info, “the West Loop was showing signs of becoming a booming neighborhood before the station was built…its presence has contributed to the migration of commuters and residents to the area.” Hosinski also said that you’ll find CTA stations at the heart of “most” Chicago neighborhoods and now CTA stations are part of the heart of tracking building permits.

Here’s how to track building permits (including demolitions and new construction) around any CTA station:

  1. Open the Places page on Chicago Cityscape
  2. Search for a station name (like Morgan), route name, or click “CTA Rail Station” in the right sidebar.
  3. Done! The list is sorted by the permit’s issue date, but click on any of the table headers to sort differently.
Morgan station on Licensed Chicago Contractors

We’re tracking over 1,700 building permits within a half mile of the Morgan station since July 2005.

What’s up from Europe: A train station that looks like a train station

Walking towards the Hoxton station on Cremer Street. 

Train stations – metro and commuter rail – in the United States, outside city center terminals, are often simply queuing areas, with zero amenities (some don’t even have a shelter). In some locales, people getting dropped off in a car will sit in the car with their driver (a friend or family member) until they see a sign that the train is arriving.

In Europe, train stations are places. Places to hang out, conduct errands, and eat, so that your time is enjoyable and, to put it frankly, used efficiently.

One of my favorite train stations in London was Hoxton serving Overground trains. Overground trains started less than a decade ago and provide near-rapid transit levels of service (meaning they come almost as frequently as Underground trains). They use refurbished track and are almost always elevated. Bombardier built the trains to look a lot like the newest Underground trains.

The station plaza on Geffrye Street. I have a feeling this street used to ferry cars, but now it forms a car-free piece of the walking and bicycling network. 

Overground trains have a lot of space for sitting, standing, and moving about – after all, they’re articulated giving them the roomy feel and allowing one to board at one end and find a seat at the other.

When you approach Hoxton you’ll see that you’re near a train station because of the iconic Transport for London “roundel” on the tracks over the street. Just before you arrive the walls break open and there’s a large gap that opens into a plaza with the Beagle café.

The plaza also hosts a Barclays Cycle Hire (Boris bikes) and plenty of seating to relax and wait for a colleague. The station entrance stands out with a large, glass canopy, and noticeable, polished-metal walls flank the doorway.

You know you’re at a train station now. Feel free to stick around before or after your journey.

A northbound Overground station at Hoxton. You can see in this photo the only feature I disliked about the station: the narrow corridor that doesn’t allow you to see around the corners. 

Oh, by the way, I’m not in Europe anymore – I got back on Saturday and the first thing I did was eat a burrito, something I sorely missed.

What’s up from Europe: frequent diesel trains

I’m staying in Groningen for three nights, the northernmost big city in the Netherlands, with about 190,000 inhabitants. About 20 meters from my bedroom window is a passenger train line on which diesel multiple units (DMU) running frequently.

I hear the train come very often and I snapped a few photos, of course. As I saw the train frequently run, with 1-2 diesel cars, I thought that Metra – Chicago’s hub-and-spoke commuter rail system – needs to implement a nimbler operation with more runs to make it more convenient to use transit. I tweeted that thought.

The train is a “Stoptrein” because it makes all stops. This is one of four passenger train classes: “Intercity” trains make few and distant stops, the “Sneltrein” offers express service to a small number of local stops, the “Sprinter” class makes a medium number of local stops.

I can see from the schedule on 9292.nl that the train, after 21:00, runs every about every 26 minutes in each direction. At other times of the day there may be two trains four minutes apart or 15 or 24 minutes apart. Stadler in Switzerland built these “GTW” DMUs which accelerate faster which could improve the timetable.

I suggested that Metra run this rolling stock on the UP-West and UP-North lines because of their existing ridership and closely spaced stations. Also, UP-North doesn’t have freight trains so it should be easy to get a waiver from the Federal Railroad Administration to use lighter weight European trains. UP-West is another “streetcar suburb” line having trains stop frequently during rush hour in city centers; stations are 4-10 minutes away from each other so the train can’t reach high speeds quickly between them.

(I wish the train didn’t run so frequently here because I have only a single-pane window.)

Respect the corner!

Buildings on corners should have corner entrances or minimally deviate.

Contractors work on building the new entrance.*

The residential building on the northwest corner of Milwaukee Avenue and Halsted Street was built in 2003 with a first-floor commercial space with an entrance on the Milwaukee Avenue side. Normally this wouldn’t be such a big deal – Milwaukee is a busy street and this side of the street has a fair amount of foot traffic. But the other side of the building, on Halsted Street, faces one of two entrances to the Grand Blue Line subway station and a major transfer bus stop.

7-11 is moving into the building and have built a new entrance out of the corner space with floor-to-ceiling windows. Now it’ll be much easier for transit riders to get to a convenience store. The other advantage is the added visibility: seeing the entrance from far away, from all sides, saves milliseconds in our internal GPS processing time – make a bee-line to the entrance instead of “hunting” it down after you make your way in the general direction of the building.


View Larger Map

* You can see that there’s a step here so it’s not currently accessible. Originally this wasn’t the entrance so that makes sense. I don’t know what these contractors are doing but 7-11 must make the entrance accessible.

What if Metra employees were late to work as often as Metra passengers?

trainmageddon

A malfunctioning Metra Electric train in January. Photo by Eric Rogers.

It was a big deal to news media this morning when new Metra CEO Don Orseno reported at an Illinois House mass transit committee hearing that the commuter-focused rail system experienced a 30% on-time rating in January, when the “polar vortex” hit. (Apparently polar vortex is not an event that happens to a place, but is the name of a climate pattern that’s always there hovering above Canada and occasionally dips down over the United States.)

Most Metra passengers are commuters, going to work. A hair over 300,000 travel each weekday; service is drastically lowered on weekends and holidays, offering less than half the service of weekdays.

What if the organization of Metra, including all 2,500 employees in addition to the contracted railroad workers (let’s say 3,000 people), showed up to work with the same performance rating that their passengers experience?

First, Orseno – a career railroader who drives to work from Manhattan where a train comes leaves three times each day – would miss 11 work days of work each year (of 260 work days), based on their overall 95.8% on-time rating in 2012. Some routes are worse and others better. But collectively 3,000 people would miss 32,760 work days each year. That’s a lot of missed work.

Put another way, everybody – all 3,000 of them – is going to show up 20.16 minutes late to work because they’re missing 87.36 hours each year (of 2,080 hours they’re supposed to work and being 4.2% hours late). But again, I have no idea who’s working 8 hours and who’s working longer. (One of the problems Metra had during #Chiberia is that many workers hit the federally mandated limit and there weren’t always workers to take their place.)

Thankfully the Chicago Transit Authority, Pace, and ever-expanding highways and tollways are available to pick up the slack in Chicagoland’s transportation supply.

Another thing, this post is full of averages of averages, so it’s really imprecise. Today, Metra was reporting delays on a single train run of 16-100 minutes – a pretty broad estimate, but another train had a possible delay of 26-110 minutes. During the worst storm Metra experienced on January 5th and 6th, some train runs dumped passengers on platforms in subzero temperature.

Orseno reported today at the committee hearing that a “I don’t want to say middle-level” manager at Union Pacific made the call to dump the passengers. This has been “corrected” by only allowing a senior level staffer at Union Pacific make this call. Metra, which doesn’t have any performance-related incentives in its contracts with the freight railroads, apparently cannot stop this decision.

I’m waiting for the day when Metra is run like a transit system and not a railroad.

Note: I excluded vacation days because, well, no law requires organizations to offer paid or unpaid vacation days and there are probably several tiers of vacation-giving at Metra that I don’t know about.

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