I'll say this, as someone who lives relatively close to the Blue line I appreciate its existence despite its flaws. From my door to O'hare is about 45 minutes total ride time. However, I HATE coming home from visiting my family across the country, and after a 4 hour flight having to immediately jump onto a train that's absolutely crawling for those first handful of stops. I realize that's a very first world problem, hell not even New York City has a subway line that runs directly to any of the airports, but I feel like the CTA overall is a 7/10 system that *could* be a 10/10 with just a bit of care, planning, and resources.
i used to operate on the blue line, and if you think the slow zones between ohare and logan square or wicker park are bad, the stretch from forest park all the way til IMD is basically 15 mph max. some spots pick up to 25 or 35 for a quarter mile or so, but mostly you’re stuck crawling by while cars speed past along the highway. what a slog!
NYC subway may not connect to any of the airports, but JFK and Newark Liberty still have trains that go to them. Both have AirTrain (AirTrain Newark is terminal to terminal, while JFK goes to Jamaica and the Rockaways, through which it connects to the subway and LIRR), and Newark Liberty has access to both NJT and Amtrak trains that head to Trenton and Philly going South and into Penn Station going North.
The Blue line has too many stops between O’hare and downtown. CTA should divide them up between an A and B train. Leaving O’hare minutes apart, and stopping at alternate stations. The empty station at Block 37 would be the end of the line for one of the lines
In NYC, there used to be a service ran by the NYC Subway called the JFK Express, aka Take the Train to the Plane! It was a limited express service that operated between 1978 and 1990, mostly between 57th Street station (on the IND Sixth Avenue Line) and Howard Beach, where people would then take a shuttle bus. Unlike the other NYC Subway route bullets that are either numbered or lettered, the JFK Express's route bullet was an aircraft symbol! Passengers paid premium fares to ride the JFK Express. In 1979, employees working for the airport or for airlines were provided a discounted book of twenty tickets, selling for $25. While around 5K used it per day when it started, by 1989, ridership declined, they realized most passengers were actually commuters from Howard Beach and the Rockaways, and so they wanted to eliminate the service to free 144 workers and 12 subway cars for more cost-efficient runs. During the JFK Express's last six months of operation, it was extended northward along the IND 63rd Street Line to 21st Street-Queensbridge. The shuttle bus continued until AirTrain JFK opened in 2003.
I once took Long Island Railroad express train from JFK to Manhattan and it was much faster than taking the subway. They could promote it more as JFK express :)
In a world where we properly funded public transit (at least as well as car infrastructure), there should be a dedicated express O'hare line, but increasing capacity and frequency on the blue line in particular makes much more sense in the current situation. I do think it would be nice to have cars that are designed to handle luggage as they can really get in the way on the blue line, but that only makes sense with an express service or double decker cars like metra has.
2:15 and yes that same Mills Corporation that built Gurnee Mills. The Mills really tried too much, too fast and got dissolved out by Simon Malls in 2007.
*The CTA did have a "limited stop" express service until some time in the 1990s -- known as the A/B skip stop service.* They should bring back that service on the O'hare branch of the Blue Line, i.e., between the airport and the UIC/Halsted station. Just past UIC, there's a third track which could be used by some trains to reverse and head back to O'hare. So between O'hare and UIC, "A" and "B" trains would run, stopping only at designated "A" or "B" stations (or "All Stop" stations). Eliminating roughly half the stops along this portion of the Blue Line would cut travel time between O'hare and the Loop by 10 to 15 minutes. At UIC, half of the trains (either all "A" trains or all "B" trains) would reverse direction and head back to O'hare. Of course, this would result in more frequent service on the O'hare portion of the Blue Line, but that's OK because the Forest Park portion has lower ridership and doesn't need such frequent service.
That's a CTA funding issue, which I'm sure you're aware may or may not be a corruption issue. Also, the stigma of using public transit, The Rona, and the now prevalent work from home in the wake of The Rona has all caused low ridership and low profit from fares, even if the previously mentioned stigma is dissipating in the wake of ridiculously overpriced cars. CTA would die tomorrow if those tax subsidies disappeared.
NYC was close to having a good airport rail link similar to what was proposed in Chicago. Before they ended up with a peoplemover for the AirTrain JFK (which connects the JFK terminals with Howard Beach and Jamaica), when the MTA first proposed a direct rail link to JFK, they wanted it to serve both LGA and JFK. They wanted it to begin in Midtown, cross the East River into Queens via the Queensboro Bridge, travel to LaGuardia Airport, then make two additional stops at the former Shea Stadium and Jamaica before proceeding to JFK. This plan was cancelled in 1995 as it wasn't popular politically and involved increasing road tolls and PATH train fares to pay for the new link. The day the AirTrain opened in 2003, Senator Schumer and then Governor Pataki wanted to extend the AirTrain to Lower Manhattan using the LIRR Atlantic Branch and a new tunnel under the East River, and terminate at World Trade Center! This would've benefited not just those taking the AirTrain, but also LIRR riders as 100,000 LIRR riders were predicted to use it on an average weekday, and it would've reduced crowding on several subway lines However, it wasn't a top priority for the governors after Pataki, especially when compared to projects like the Second Ave Subway and East Side Access. The Bush administration approved 2 billion for the project in June 2004 as Pataki wanted to use unused federal funds aimed at rebuilding Lower Manhattan, but this approval was blocked by the Senate. And the projected total cost rose from $6 billion to between $8.6 and $9.9 billion.
I remember being so annoyed by the never ending proposals for the O'Hare express train, like most of them seemed like a waste of money for a nice to have service. The CTA still needs a lot of other things worked out before such a service would make sense IMO. I'm frustrated that the "superstation" removed a really nice 2nd transfer between the blue and red lines in the loop too for something that was just boneheaded. You are right about the musk tunnel being a dodged bullet too, I was overjoyed that both mayoral candidates then didn't want it. I did use airport expresses in both London and Tokyo, but those are cities that have way better transit networks than Chicago does, I feel like they've earned the rights to have it. The CTA should get better before it pursues these nice to have projects. Btw, I've argued for years that the NCS makes the most sense for an express train to O'Hare, I hope that's what it eventually gets used for, I'd love to see it fully electrified and have frequent service but that could be just a pipe dream...
As someone who works in the Loop, the Metra NCS is amazing for the use-case of needing to get to O'Hare after work. The blue line is at capacity and fully packed during rush hour which makes it really inconvenient if you have luggage. The slightly faster time, especially if traveling to terminal 5, is a bonus as well. The NCS is really nice at providing extra capacity in the Loop->O'Hare direction during peak times and reliving pressure from the blue line.
An improvement in service on the NCS Metra line would be better, the trains are higher capacity, have more luggage space, and toilets. With Metra being about 10 minutes faster, the fact there are a lot more amenities on Metra trains, and almost every station between O'Hare and Union has a passing track of some sort (except for River Grove and Western Avenue), an express service on the NCS would be cheaper and make more sense in my eyes.
The Metra option makes by far the most sense. The freight companies allowed it for the DNC, I know it was temporary but that’s proof they’re willing to budge. So that just leaves the need for track and station upgrades, just do it, it’s clearly worth the investment, and if it was a freeway project trust me, they would have done it a long time ago.
The freight companies, specifically CN, are NOT willing to budge. CN is the reason why there are only six trains to O'Hare. CN is the reason why there's no weekend service on this lune. The only reason CN agreed to the temporary DNC service is that they didn't want to come under government scrutiny for not allowing expansion of commuter service, especially if they denied the access and the Democratic won the White House. CN is interested in moving freight, not people. CN is so bad that Amtrak has applied for grants so they can reroute their Chicago trains from St Louis OFF THE CN and onto Metra tracks to get downtown . CN will extort as much money out of Metra as possible but will give Metra as little leeway as possible.
I transfer between the red and blues every day at Block 37. About once a week, I giggle at the thought of that giant empty void just sitting back there. I bet it’ll never get used for its intended purpose in my lifetime.
Black 37 is the reason we don't have a Washington red line stop anymore, and why we don't have a 2nd free transfer tunnel like what we have at Jackson. So it annoys me that this block 37 "station" is in the way, and it will probably never be used.
The dnc ncs service having relatively low ridership really shows how inconvenient taking Metra to O'Hare is. The station is just too far from the terminals and it being only 5 minutes faster than the blue line (walk and ats ride not included) is the nail in the coffin. I think an express would be great and should be easy to do well but ofc isn't a priority right now
The most important thing missing in Chicago's transit system is the ridership... Where are the passengers? There are tramway lines in Europe with the daily ridership of the entire L network. Sure, it's not as low as LA Metro, but still, it's abysmal ridership for such a system. If there's one pressing issue, it is to restore the system's ridership by making services that are practical and attractive for people to ride.
Have flown in/out of London a few times, and well, the "Heathrow Express" doesn't really work unless one is headed to Paddington or towards the East or South via the Bakerloo, Circle, or Picaddily lines . . . otherwise, 2 transfers and one might do better. Same with Chicago and the Blue line . . . great for getting to the Northern or Eastern loop, but otherwise, I often hop off Belmont or Logan Square and catch a bus to the North Side. So some of those intermediate stops are probably necessary.
My idea would be cheaper, if not controversial The express tracks to O'Hare should be built on what is currently the reversible lanes on the Kennedy Expressway Then 1. Express trains can make local stops from Jefferson Park to O'Hare, stopping at HO, Harlem, Cumberland, and Rosemont. Other than connecting the Lake Street tunnel to the express lanes, that's the biggest cost and reduces travel time as the express trains would have their own right of way for half the distance of the route. 2. For more money, express tracks can be built to Rosemont with one additional outer track in each direction. In exchange this would make a true downtown to O'Hare express train Obviously the controversial topic is removing the reversible express lanes. For Midway express trains the only way to make this happen is to build a subway following the current Orange Line to west of Ashland where it would arise into the median of the Stevenson Expressway to west of Pulaski where it would elevate and turn south to parallel with the CN tracks until joining the Orange Line tracks just north of 55th heading into Midway Station.
The "Block 37" concept and unfortunate end result kinda reminds me of the 2nd Ave subway plan for the NYMTA in Manhattan, NY. Tunnel right-of-way started in the 1970s. However, progress came to a complete halt around 1975. It wasn't until around 2007-08 that funding for the first phase of this subway right-of-way became available; stations from 72nd to 96th streets were finally open for service in early 2017. The second phase, when and IF it's ever completed, will run north from 96th street to 125th street in Harlem. But, for what it's worth, at least a portion of it IS up and running, serving people on Manhattan's upper east side.
Yes, I do think that there is value in an O'Hare Express Train. The Blue Line is good but its biggest issue for airport use is that it is very crowded and has no luggage racks. The speed isn´t as big of an issue as trying to haul luggage on a crushload L train imo. Trying to make a Blue Line express is a cool idea - maybe it could be more useful as a limited stop service that still makes a few big stops along the way, but ultimately the investment needed for it would be crazy. Metra's O'Hare Express idea is likely the most viable, especially since NCS deserves more service in general. IMO, the best version of a Metra O'Hare Express would use something like Stadler FLIRTs (maybe like the battery trains they are getting for Rock Island?) with luggage racks, comfy seating, level boarding, and on-board screens about flight info. It could make a minor stop at Western to allow for local transfers too.
The idea of a Chicago Airport Express reminds me of Taipei's Airport Line. That is also a very metro-like service with both locals and expresses, proving that it can work if you install lots of passing loops for the Locals, which is very common in Taiwan and Japan. I think the main issue is capacity; the Taipei Airport Line runs 8 trains per hour, 4 Locals and 4 Expresses. That's good for what is essentially a commuter line that happens to use metro-style trains, but not really for a Chicago L-style service. I think that if you want express service on the Blue Line, you need to think of it as a whole line express with stops every 5-ish stations, and not just a direct airport to downtown link (which I suspect would be better as a METRA service than an L one). Maybe I am just an 'every railway should be like the Keihan Main Line' evangelist, but that's my thought on the issue.
I took the blue line to and from ohare when we took a trip back in 2018 and it worked great other than dealing with our luggage, I wouldn’t have paid for an express line if it was an option
The easiest solution is to upgrade the existing Metra line that drops you off at the rental garage and people mover. Increase the frequency and move the station closer to the terminals.
The Union Pearson Express costs 25 CAD for a return trip (currently ~18 USD), or 19 with a Presto card (~13 USD). When I visited Chicago for Midwest Furfest two weeks ago, I got a 7-day CTA pass for 20 USD (+ cost to purchase a Ventra card). It was super nice for sightseeing after the convention. Although it was definitely difficult to keep two large suitcases full of fursuits in place on the Red and Orange line (flew into MDW instead of ORD and took the train to Rosemont). (Meanwhile, Ottawa is building a 3-stop airport shuttle line that branches off from Line 2, which uses mainline tracks and does not directly pass through the CBD)
I think the trains are awesome plan is still better than anything. The CTA tried to do. I just proposed that they make a spur off of the North Central service to go straight to the terminal
Also, a buisness focused express could be made by constructing a tunnel from O'hare to the Metra North-Central Service, where there would be a 20-minute service every 15 minutes between the airport and Union Station.
A tunnel would be way too expensive, but you're on the right track with Metra's North Central service (pun intended). If Metra can't turn up more service for that whole line, they could at the very least turn up more regular service just between O'Hare's station and Union like they temporarily did during the DNC. that could very much so serve as an express as there's already very little Metra stops between O'Hare and Union, and it would be a very cost-effective way to utilize existing services and infastructure.
Metra NCS being faster is half the story unfortunately. You still have to walk over the to the MMF to catch the airport tram system. When all things considered, Metra NCS and Blue line end being about the same time, yet with Metra you get a quieter more comfortable ride at the expense of an extra transfer
Great video as always. Personally I think the solution is to contract The Boring Company to build tunnels but run conventional driverless metro trains in them. While it may seem like a loopy idea the 12' internal diameter is actually 4" larger than MOST of London's Deep Tube train network which runs in 11'8" tunnels. So in theory you wouldn't have to design new larger TBM's to get the job done if these things are actually revolutionary and faster than existing ones. Personally? I have my doubts for several reasons including the proof being in the pudding or not. Everywhere he proposes quick build tunnels? They seem to take much longer than traditional TBM's using existing off the shelf technology. Hell even in the seemingly ill-fated Valley Line project here in Edmonton? The TBM bored tunnel under the quicksand prone banks of the North Saskatchewan River was the least of the design and construction projects concerns. That was sitting empty and complete in like under 6 months. It was every other over-stressed section of pre-stressed concrete slab that was built to Tofu Dreg standards by mediocre contractors had the P3 project years behind schedule and over budget... BUT if TBC truly is real and effective it might just create a second renaissance is building affordable driverless train networks in cities for a fraction of the price of say SAS in NYC which is running at what $2B/mile? Even for NYC that isn't good value for $$...
I think what we need is a O’Hare - Midway is more necessary. I read something on Reddit on “The silver line” and I believe that’s a more viable option. The Blue Line should build noise-dampening stations instead.
At least Metra is doing a better job serving the airport than Metrolink's Riverside Line in Ontario. Those ex-Surfliner F59's that were left in the original livery are never going to not look funny to me 😄
The challenge is the lack of available track. Metra and CN (who owns the track) have such a bad relationship that any permanent connection would go along with a realignment of the entire line and the blue line doesn’t have the room to expand on either its highway or elevated sections. Maybe something like a special blue line express train running outside of rush hours would work but I don’t know how that would affect the system when it just saves 10-15 minutes. I agree that the CTA should expand connections outside of the loop rather than mess with existing track
EXPRESS TO OHARE? Here’s a crazy thought to express trains to O’Hare. Forget ELON MUSK tunneling idea. Doesn’t t the BLUE LINE subway go under METRA Tracks near 400 N. Halsted? Also Blue Line tracks go under METRA North Central tracks near O’Hare? Let’s content these Tracks? ELON MUSK could design special Electric/ Diesel Cars to run on both rail systems? You could board a train on the Blue Line ( or even Union Station) using the METRA Tracks (Express) out to near O’Hare and then switch into the CTA tracks (near Rosemont) going to the O’Hare CTA Station. Comments ?
I lived in Chicagoland '99-'06 and remember hearing about Block 37 but had no idea that they'd actually built the station shell. CTA is right, this is a "future asset" just not likely useful for getting to ORD or MDW. As for Metra Sevice ... Metra (or RTA or the state or some subdivision thereof) owns the line from CUS out to Franklin Park (and far beyond) so expansion shouldn't be a big deal. CP has trackage rights but "ownership is 9/10th of the law" ... or was that possession? But after Franklin Park, you're on CN and that's a more painful issue, esp given the yard at Schiller Park. A decade after CN bought WC (previous owner of that line), they bought the EJ&E ... did that reduce traffic on that line or increase it? I know they bought the J to get around Chicago, but some of that traffic had been using the IHB and ex-WC lines to get through the city ... In any case, all it takes is cash, an extra track here and there, and maybe a widened bridge and you're good. And it would likely work, unlike mElon's thing. Excellent video _as usual_.
I cut this out of the video for flow reasons, but the Request for Qualifications (that led to the Loop tunnel thing) offered a potential alignment that used the empty ROW adjacent to the Blue Line in the Eisenhower, then a lightly-used freight track that swung north by Forest Park (possibly connecting with the transit center there), and joined back with the NCS at Franklin Park. Which is all fine and dandy but then you have the same issue of dealing with CN after Franklin Park (and stopping two miles out of O'Hare)...
@@karatransitfur That makes your graphic at 3:50 pretty misleading then since it would share no trackage with the existing O'Hare branch of the Blue Line.
Improving existing services sounds like the best strategy for now. Great video with lots of valuable info! I'm so happy I found your channel!
I'll say this, as someone who lives relatively close to the Blue line I appreciate its existence despite its flaws. From my door to O'hare is about 45 minutes total ride time. However, I HATE coming home from visiting my family across the country, and after a 4 hour flight having to immediately jump onto a train that's absolutely crawling for those first handful of stops. I realize that's a very first world problem, hell not even New York City has a subway line that runs directly to any of the airports, but I feel like the CTA overall is a 7/10 system that *could* be a 10/10 with just a bit of care, planning, and resources.
i used to operate on the blue line, and if you think the slow zones between ohare and logan square or wicker park are bad, the stretch from forest park all the way til IMD is basically 15 mph max. some spots pick up to 25 or 35 for a quarter mile or so, but mostly you’re stuck crawling by while cars speed past along the highway. what a slog!
NYC subway may not connect to any of the airports, but JFK and Newark Liberty still have trains that go to them. Both have AirTrain (AirTrain Newark is terminal to terminal, while JFK goes to Jamaica and the Rockaways, through which it connects to the subway and LIRR), and Newark Liberty has access to both NJT and Amtrak trains that head to Trenton and Philly going South and into Penn Station going North.
The Blue line has too many stops between O’hare and downtown. CTA should divide them up between an A and B train. Leaving O’hare minutes apart, and stopping at alternate stations. The empty station at Block 37 would be the end of the line for one of the lines
In NYC, there used to be a service ran by the NYC Subway called the JFK Express, aka Take the Train to the Plane! It was a limited express service that operated between 1978 and 1990, mostly between 57th Street station (on the IND Sixth Avenue Line) and Howard Beach, where people would then take a shuttle bus. Unlike the other NYC Subway route bullets that are either numbered or lettered, the JFK Express's route bullet was an aircraft symbol! Passengers paid premium fares to ride the JFK Express. In 1979, employees working for the airport or for airlines were provided a discounted book of twenty tickets, selling for $25. While around 5K used it per day when it started, by 1989, ridership declined, they realized most passengers were actually commuters from Howard Beach and the Rockaways, and so they wanted to eliminate the service to free 144 workers and 12 subway cars for more cost-efficient runs. During the JFK Express's last six months of operation, it was extended northward along the IND 63rd Street Line to 21st Street-Queensbridge. The shuttle bus continued until AirTrain JFK opened in 2003.
I think that's why the "A" was local outside rush hours. When the JFK Express was gone. The "A" Express service times expanded.
I once took Long Island Railroad express train from JFK to Manhattan and it was much faster than taking the subway. They could promote it more as JFK express :)
@@TheTransitNomad Agreed. LIRR to Jamaica to AirTrain is quite under-promoted
In a world where we properly funded public transit (at least as well as car infrastructure), there should be a dedicated express O'hare line, but increasing capacity and frequency on the blue line in particular makes much more sense in the current situation. I do think it would be nice to have cars that are designed to handle luggage as they can really get in the way on the blue line, but that only makes sense with an express service or double decker cars like metra has.
2:15 and yes that same Mills Corporation that built Gurnee Mills. The Mills really tried too much, too fast and got dissolved out by Simon Malls in 2007.
*The CTA did have a "limited stop" express service until some time in the 1990s -- known as the A/B skip stop service.* They should bring back that service on the O'hare branch of the Blue Line, i.e., between the airport and the UIC/Halsted station. Just past UIC, there's a third track which could be used by some trains to reverse and head back to O'hare. So between O'hare and UIC, "A" and "B" trains would run, stopping only at designated "A" or "B" stations (or "All Stop" stations). Eliminating roughly half the stops along this portion of the Blue Line would cut travel time between O'hare and the Loop by 10 to 15 minutes.
At UIC, half of the trains (either all "A" trains or all "B" trains) would reverse direction and head back to O'hare. Of course, this would result in more frequent service on the O'hare portion of the Blue Line, but that's OK because the Forest Park portion has lower ridership and doesn't need such frequent service.
What Chicago should do is to get rid of the slow zones on the blue line, which will make the journey from State/Lake to O'hare 30 minutes.
That's a CTA funding issue, which I'm sure you're aware may or may not be a corruption issue. Also, the stigma of using public transit, The Rona, and the now prevalent work from home in the wake of The Rona has all caused low ridership and low profit from fares, even if the previously mentioned stigma is dissipating in the wake of ridiculously overpriced cars. CTA would die tomorrow if those tax subsidies disappeared.
NYC was close to having a good airport rail link similar to what was proposed in Chicago. Before they ended up with a peoplemover for the AirTrain JFK (which connects the JFK terminals with Howard Beach and Jamaica), when the MTA first proposed a direct rail link to JFK, they wanted it to serve both LGA and JFK. They wanted it to begin in Midtown, cross the East River into Queens via the Queensboro Bridge, travel to LaGuardia Airport, then make two additional stops at the former Shea Stadium and Jamaica before proceeding to JFK. This plan was cancelled in 1995 as it wasn't popular politically and involved increasing road tolls and PATH train fares to pay for the new link. The day the AirTrain opened in 2003, Senator Schumer and then Governor Pataki wanted to extend the AirTrain to Lower Manhattan using the LIRR Atlantic Branch and a new tunnel under the East River, and terminate at World Trade Center! This would've benefited not just those taking the AirTrain, but also LIRR riders as 100,000 LIRR riders were predicted to use it on an average weekday, and it would've reduced crowding on several subway lines
However, it wasn't a top priority for the governors after Pataki, especially when compared to projects like the Second Ave Subway and East Side Access. The Bush administration approved 2 billion for the project in June 2004 as Pataki wanted to use unused federal funds aimed at rebuilding Lower Manhattan, but this approval was blocked by the Senate. And the projected total cost rose from $6 billion to between $8.6 and $9.9 billion.
the furry cow transit person is back
moooooo
I remember being so annoyed by the never ending proposals for the O'Hare express train, like most of them seemed like a waste of money for a nice to have service. The CTA still needs a lot of other things worked out before such a service would make sense IMO. I'm frustrated that the "superstation" removed a really nice 2nd transfer between the blue and red lines in the loop too for something that was just boneheaded. You are right about the musk tunnel being a dodged bullet too, I was overjoyed that both mayoral candidates then didn't want it. I did use airport expresses in both London and Tokyo, but those are cities that have way better transit networks than Chicago does, I feel like they've earned the rights to have it. The CTA should get better before it pursues these nice to have projects.
Btw, I've argued for years that the NCS makes the most sense for an express train to O'Hare, I hope that's what it eventually gets used for, I'd love to see it fully electrified and have frequent service but that could be just a pipe dream...
As someone who works in the Loop, the Metra NCS is amazing for the use-case of needing to get to O'Hare after work. The blue line is at capacity and fully packed during rush hour which makes it really inconvenient if you have luggage. The slightly faster time, especially if traveling to terminal 5, is a bonus as well. The NCS is really nice at providing extra capacity in the Loop->O'Hare direction during peak times and reliving pressure from the blue line.
An improvement in service on the NCS Metra line would be better, the trains are higher capacity, have more luggage space, and toilets. With Metra being about 10 minutes faster, the fact there are a lot more amenities on Metra trains, and almost every station between O'Hare and Union has a passing track of some sort (except for River Grove and Western Avenue), an express service on the NCS would be cheaper and make more sense in my eyes.
The Metra option makes by far the most sense.
The freight companies allowed it for the DNC, I know it was temporary but that’s proof they’re willing to budge. So that just leaves the need for track and station upgrades, just do it, it’s clearly worth the investment, and if it was a freeway project trust me, they would have done it a long time ago.
The freight companies, specifically CN, are NOT willing to budge. CN is the reason why there are only six trains to O'Hare. CN is the reason why there's no weekend service on this lune. The only reason CN agreed to the temporary DNC service is that they didn't want to come under government scrutiny for not allowing expansion of commuter service, especially if they denied the access and the Democratic won the White House. CN is interested in moving freight, not people.
CN is so bad that Amtrak has applied for grants so they can reroute their Chicago trains from St Louis OFF THE CN and onto Metra tracks to get downtown . CN will extort as much money out of Metra as possible but will give Metra as little leeway as possible.
@ that’s disappointing
I transfer between the red and blues every day at Block 37. About once a week, I giggle at the thought of that giant empty void just sitting back there. I bet it’ll never get used for its intended purpose in my lifetime.
Black 37 is the reason we don't have a Washington red line stop anymore, and why we don't have a 2nd free transfer tunnel like what we have at Jackson. So it annoys me that this block 37 "station" is in the way, and it will probably never be used.
Absolutely STELLAR video, Stormy! So much cool stuff I had no idea about, slick editing, and all-around impeccable work
The dnc ncs service having relatively low ridership really shows how inconvenient taking Metra to O'Hare is. The station is just too far from the terminals and it being only 5 minutes faster than the blue line (walk and ats ride not included) is the nail in the coffin. I think an express would be great and should be easy to do well but ofc isn't a priority right now
Hell yeah, new Stormy video
On the side of the highway there is space to build a sky train that could connect the O'Hare and Chicago stations.
great visuals!
Master Planned Music!!! Incredible choice
The most important thing missing in Chicago's transit system is the ridership...
Where are the passengers?
There are tramway lines in Europe with the daily ridership of the entire L network.
Sure, it's not as low as LA Metro, but still, it's abysmal ridership for such a system.
If there's one pressing issue, it is to restore the system's ridership by making services that are practical and attractive for people to ride.
Have flown in/out of London a few times, and well, the "Heathrow Express" doesn't really work unless one is headed to Paddington or towards the East or South via the Bakerloo, Circle, or Picaddily lines . . . otherwise, 2 transfers and one might do better.
Same with Chicago and the Blue line . . . great for getting to the Northern or Eastern loop, but otherwise, I often hop off Belmont or Logan Square and catch a bus to the North Side. So some of those intermediate stops are probably necessary.
Such a fantastic video Stormy! Great production!
My idea would be cheaper, if not controversial The express tracks to O'Hare should be built on what is currently the reversible lanes on the Kennedy Expressway Then
1. Express trains can make local stops from Jefferson Park to O'Hare, stopping at HO, Harlem, Cumberland, and Rosemont. Other than connecting the Lake Street tunnel to the express lanes, that's the biggest cost and reduces travel time as the express trains would have their own right of way for half the distance of the route.
2. For more money, express tracks can be built to Rosemont with one additional outer track in each direction. In exchange this would make a true downtown to O'Hare express train
Obviously the controversial topic is removing the reversible express lanes.
For Midway express trains the only way to make this happen is to build a subway following the current Orange Line to west of Ashland where it would arise into the median of the Stevenson Expressway to west of Pulaski where it would elevate and turn south to parallel with the CN tracks until joining the Orange Line tracks just north of 55th heading into Midway Station.
Flying cars will change that 🗣️🗣️🗣️🔥🔥🔥
only in books, movies, and videogames
The "Block 37" concept and unfortunate end result kinda reminds me of the 2nd Ave subway plan for the NYMTA in Manhattan, NY. Tunnel right-of-way started in the 1970s. However, progress came to a complete halt around 1975. It wasn't until around 2007-08 that funding for the first phase of this subway right-of-way became available; stations from 72nd to 96th streets were finally open for service in early 2017. The second phase, when and IF it's ever completed, will run north from 96th street to 125th street in Harlem. But, for what it's worth, at least a portion of it IS up and running, serving people on Manhattan's upper east side.
Yay a new video
its hard to build extra track for the express trains when the blue line runs between the highway for a good amount of its route to ohare
Yes, I do think that there is value in an O'Hare Express Train. The Blue Line is good but its biggest issue for airport use is that it is very crowded and has no luggage racks. The speed isn´t as big of an issue as trying to haul luggage on a crushload L train imo. Trying to make a Blue Line express is a cool idea - maybe it could be more useful as a limited stop service that still makes a few big stops along the way, but ultimately the investment needed for it would be crazy. Metra's O'Hare Express idea is likely the most viable, especially since NCS deserves more service in general. IMO, the best version of a Metra O'Hare Express would use something like Stadler FLIRTs (maybe like the battery trains they are getting for Rock Island?) with luggage racks, comfy seating, level boarding, and on-board screens about flight info. It could make a minor stop at Western to allow for local transfers too.
Definitely dodged a bullet lol
The idea of a Chicago Airport Express reminds me of Taipei's Airport Line. That is also a very metro-like service with both locals and expresses, proving that it can work if you install lots of passing loops for the Locals, which is very common in Taiwan and Japan. I think the main issue is capacity; the Taipei Airport Line runs 8 trains per hour, 4 Locals and 4 Expresses. That's good for what is essentially a commuter line that happens to use metro-style trains, but not really for a Chicago L-style service. I think that if you want express service on the Blue Line, you need to think of it as a whole line express with stops every 5-ish stations, and not just a direct airport to downtown link (which I suspect would be better as a METRA service than an L one). Maybe I am just an 'every railway should be like the Keihan Main Line' evangelist, but that's my thought on the issue.
I took the blue line to and from ohare when we took a trip back in 2018 and it worked great other than dealing with our luggage, I wouldn’t have paid for an express line if it was an option
I had no idea this was a thing! Interesting
A certain high-ranking politician once claimed that express trains would run on existing Blue Line tracks ...
The easiest solution is to upgrade the existing Metra line that drops you off at the rental garage and people mover. Increase the frequency and move the station closer to the terminals.
You would have to deal with CN (and to a lesser extent CPKC) with that
I feel like the NCS with daily hourly service would be the best alternative
RAVENSWOOD EL SHOULD BE CONNECTED TO O'ARE.
We have a metra that goes to the airport. No one knows about it and it barely runs.
The O’hare Tram should be extended to River’s Casino. Stopping at the Metra station along the way.
don't plan on that to get free parking for your airport trip
If Blue could be quad tracked, then the Pink line would become the express to ORD, freeing up capacity in the loop
My favorite Chicago furry is back
Unnecessary use of the word wild! Ok!
The Union Pearson Express costs 25 CAD for a return trip (currently ~18 USD), or 19 with a Presto card (~13 USD). When I visited Chicago for Midwest Furfest two weeks ago, I got a 7-day CTA pass for 20 USD (+ cost to purchase a Ventra card). It was super nice for sightseeing after the convention.
Although it was definitely difficult to keep two large suitcases full of fursuits in place on the Red and Orange line (flew into MDW instead of ORD and took the train to Rosemont).
(Meanwhile, Ottawa is building a 3-stop airport shuttle line that branches off from Line 2, which uses mainline tracks and does not directly pass through the CBD)
I think the trains are awesome plan is still better than anything. The CTA tried to do.
I just proposed that they make a spur off of the North Central service to go straight to the terminal
Also, a buisness focused express could be made by constructing a tunnel from O'hare to the Metra North-Central Service, where there would be a 20-minute service every 15 minutes between the airport and Union Station.
A tunnel would be way too expensive, but you're on the right track with Metra's North Central service (pun intended). If Metra can't turn up more service for that whole line, they could at the very least turn up more regular service just between O'Hare's station and Union like they temporarily did during the DNC. that could very much so serve as an express as there's already very little Metra stops between O'Hare and Union, and it would be a very cost-effective way to utilize existing services and infastructure.
Metra NCS being faster is half the story unfortunately. You still have to walk over the to the MMF to catch the airport tram system. When all things considered, Metra NCS and Blue line end being about the same time, yet with Metra you get a quieter more comfortable ride at the expense of an extra transfer
Great video as always. Personally I think the solution is to contract The Boring Company to build tunnels but run conventional driverless metro trains in them. While it may seem like a loopy idea the 12' internal diameter is actually 4" larger than MOST of London's Deep Tube train network which runs in 11'8" tunnels. So in theory you wouldn't have to design new larger TBM's to get the job done if these things are actually revolutionary and faster than existing ones. Personally? I have my doubts for several reasons including the proof being in the pudding or not. Everywhere he proposes quick build tunnels? They seem to take much longer than traditional TBM's using existing off the shelf technology.
Hell even in the seemingly ill-fated Valley Line project here in Edmonton? The TBM bored tunnel under the quicksand prone banks of the North Saskatchewan River was the least of the design and construction projects concerns. That was sitting empty and complete in like under 6 months. It was every other over-stressed section of pre-stressed concrete slab that was built to Tofu Dreg standards by mediocre contractors had the P3 project years behind schedule and over budget...
BUT if TBC truly is real and effective it might just create a second renaissance is building affordable driverless train networks in cities for a fraction of the price of say SAS in NYC which is running at what $2B/mile? Even for NYC that isn't good value for $$...
I think what we need is a O’Hare - Midway is more necessary. I read something on Reddit on “The silver line” and I believe that’s a more viable option.
The Blue Line should build noise-dampening stations instead.
At least Metra is doing a better job serving the airport than Metrolink's Riverside Line in Ontario. Those ex-Surfliner F59's that were left in the original livery are never going to not look funny to me 😄
The challenge is the lack of available track. Metra and CN (who owns the track) have such a bad relationship that any permanent connection would go along with a realignment of the entire line and the blue line doesn’t have the room to expand on either its highway or elevated sections.
Maybe something like a special blue line express train running outside of rush hours would work but I don’t know how that would affect the system when it just saves 10-15 minutes. I agree that the CTA should expand connections outside of the loop rather than mess with existing track
Another JFK failure!
EXPRESS TO OHARE?
Here’s a crazy thought to express trains to O’Hare. Forget ELON MUSK tunneling idea.
Doesn’t t the BLUE LINE subway go under METRA Tracks near 400 N. Halsted?
Also Blue Line tracks go under METRA North Central tracks near O’Hare?
Let’s content these Tracks? ELON MUSK could design special Electric/ Diesel Cars to run on both rail systems?
You could board a train on the Blue Line ( or even Union Station) using the METRA Tracks (Express) out to near O’Hare and then switch into the CTA tracks (near Rosemont) going to the O’Hare CTA Station. Comments ?
First!
I lived in Chicagoland '99-'06 and remember hearing about Block 37 but had no idea that they'd actually built the station shell. CTA is right, this is a "future asset" just not likely useful for getting to ORD or MDW.
As for Metra Sevice ... Metra (or RTA or the state or some subdivision thereof) owns the line from CUS out to Franklin Park (and far beyond) so expansion shouldn't be a big deal. CP has trackage rights but "ownership is 9/10th of the law" ... or was that possession? But after Franklin Park, you're on CN and that's a more painful issue, esp given the yard at Schiller Park. A decade after CN bought WC (previous owner of that line), they bought the EJ&E ... did that reduce traffic on that line or increase it? I know they bought the J to get around Chicago, but some of that traffic had been using the IHB and ex-WC lines to get through the city ...
In any case, all it takes is cash, an extra track here and there, and maybe a widened bridge and you're good.
And it would likely work, unlike mElon's thing.
Excellent video _as usual_.
I cut this out of the video for flow reasons, but the Request for Qualifications (that led to the Loop tunnel thing) offered a potential alignment that used the empty ROW adjacent to the Blue Line in the Eisenhower, then a lightly-used freight track that swung north by Forest Park (possibly connecting with the transit center there), and joined back with the NCS at Franklin Park. Which is all fine and dandy but then you have the same issue of dealing with CN after Franklin Park (and stopping two miles out of O'Hare)...
@@karatransitfur That makes your graphic at 3:50 pretty misleading then since it would share no trackage with the existing O'Hare branch of the Blue Line.
The original planned express service would have used existing ‘L’ tracks (unless a new ROW was built) - this was after the Block 37 plan fell through
@@karatransitfur Ah, that makes sense. Running the forest park branch to O'Hare (with dedicated trains) is a really interesting idea though.