If you want better transit in your city: forms.gle/VDADCMabA13qiTL37 EDIT #2: at 13:48, Steve is actually referring to the service cuts of 1980-83, not those in the 90s. It's a bit out of order as a result - sorry for the error :/ EDIT #1: this topic (and all of transit) is very nuanced! The goal of this video is not to put Chicago down or make definitive claims on what’s right vs wrong; it’s to explore the history of 3 proposals that didn’t happen - naturally a complicated story that requires far more than 25 mins to cover fully. You’re ofc welcome to disagree about any views shared - please just be respectful about it to others :)
Chicago so broke it’s ridiculous. The CTA is an absolute joke. I mean it’s great. They have it because some cities don’t have it like we do so we’re very fortunate credit to that but the biggest issues for me are the expensive prices the smoking the homelessness just these people think it’s their home on these trains and it’s not The other reason. It’s always late. You know it’s like these people on the train. They don’t care you know it’s just a few bad apples honestly but it’s if if if you really wanna take a train take the Metra. It’s more safer why they got Metra police and they it’s rarely late. The conductors are really nice. The prices are decent. I just wish they’d run it more often and they’d have more you know Metra trains and more stations but I understand it’s not like the CTA train system obviously well my final opinion is this if I had to pick one over the other, I mean it’s best to have both options if needed obviously but if I had to pick one over the other, I would choose the metra train
I think you hit the mark here “the issue is never a lack of money, just that it’s spend very inefficiently” that speaks to overall North American public infrastructure spending scheme
@@TheFlyingMooseCA and also a lack of political will among politicians representing a populace that largely has an auto-centric view of how cities work (or should 'work').
@@donc-m4900 Huh? Some scenarios do call for transportation infrastructure to be put underground - but the situations in which that's appropriate are few and far between, because doing so is always very expensive.
I am a native Chicagoan who loves transit. I enjoyed your video. Here are my 'pipe dreams' for transit in our region: 1. Convert Metra to a fully electrified [EMUs] system that is ADA compliant with 15 to 20 minute headways (ie, regional rail). 2. Connect all Metra downtown Chicago terminals via electric rail transit. 3. Build the circular Metra rail line [with EMUs] connecting Metra lines in the suburbs 4. Extend CTA rapid transit lines so their terminals connect with Metra 5. Build a CTA Crosstown line connecting the Green, Blue, Pink. Orange and Brown lines. Too bad I don't have the trillions of dollars to do it.
You need two double decked tunnels (8 tracks total) under Canal and Clinton connecting Northwestern and Union stations, then you can run most trains like the S-bahn in Munich.
It's only a couple billion if done correctly. Btw extending red line to Far South and adding more buses in SE Chicago would be good too. Man does it suck tryna get around in that area.
@@ALCRAN2010 There were so many stations (in some cases every block) that the trains couldn't get up to speed. Too few stops and less people ride because it takes too long to walk to/from them, too many and fewer people ride because it takes too long to get anywhere. There is a sweet spot to find, which many transit systems still haven't.
FINALLY a video that breaks down how bad Chicago transit is outside of the Loop. As a native Chicagoan, it infuriates me when people who aren't from the area think that Chicago has good transit because they visited the Loop once. So much of Chicago's inequality, crime, and failure to live up to its potential is due to a lack of density/transit/TOD and it's infuriating how incompetent the CTA/government is relative to other similar US metros
Yeah. MOST Chicagaons work and live on the outside of downtown. That's where life is. And that's why for a big city, Chicago is a pretty car dependent city. The train is great for play. But not for work/everyday needs.
Chicago transit is still 80% better than most of the US outside of of course DC and NY , so most people who visit aren’t from those specific places so to them the transit is really good.
I wouldnt say transit overall is bad. Even in the hood, the main arterial buses like the 4 the 3 and the 95 are still frequent enough and they pick up the slack and connect well to the L system. Only a few places on the far south side like altgeld gardens struggle with connectivity and that's something that's being worked on. Transit is more than trains
It's worth mentioning that the reason Chicago ended up with a downtown Loop in the first place is because of Charles Tyson Yerkes, who was also later involved with the London Underground. He created the Underground Electric Railways Company of London to take control of the District Railway and the partly built Baker Street and Waterloo Railway, Charing Cross, Euston and Hampstead Railway, and Great Northern, Piccadilly and Brompton Railway, and he helped electrify what's now the District line and open Bakerloo and Piccadilly lines and the Charing Cross section of what's now the Northern line though he died before they opened. Prior to construction of the Loop, Chicago's three elevated railway lines, the South Side Elevated Railroad, the Lake Street Elevated Railroad, and the Metropolitan West Side Elevated Railroad, each had their own terminal on the edges of downtown, where it was considered too expensive and politically inexpedient to build rapid transit. With Yerkes, the Union Elevated Railroad Company was created in 1894, whose purpose was to construct the loop. The Loop is the result of Yerkes aggregating the competing rapid transit lines and built a loop connecting them, which was constructed and opened between 1895 and 1897, finally completing its last connection in 1900 with the Northwestern Elevated Railroad. Upon completion, all the rail lines running downtown had to pay Yerkes's operation a fee, which raised fares for commuters. After bribery of the state legislature, where he secured legislation by which he claimed a fifty-year franchise, the resulting furor drove him out of town. Its steel structure was designed by bridge designer John Alexander Low Waddell. John Alexander Low Waddell is notable for the "A" Truss bridge, which allowed for cheap and rapid construction and contributed to the rapid expansion of several railway companies, as well as being the first to invent a modern vertical-lift bridge design. Besides the Loop, he also worked on the original Goethals Bridge, Outerbridge Crossing, Cleveland's Detroit-Superior Bridge, and the Lower Hack Lift used by NJ Transit. Yes, the Blue and Red Lines have subway sections, the Milwaukee-Dearborn and State Street Subways respectively. On the two lines, there are three stations that share a continuous platform, with the State Street Subway having the longest subway platform in the world at approximately 3,500 ft long (which includes a closed fourth station, Washington). As shown, the Yellow Line doesn't enter the Loop. The Yellow Line aka the Skokie Swift is quite unique. It's a two-car train that goes to Skokie, a suburb. It used to operate by switching between third-rail and catenary, as in half of it was third-rail while the other-half was catenary left over from the Chicago North Shore and Milwaukee Railroad. It switched between these while in motion, just like New Haven Line trains do. This unique operation stopped in 2004 when third-rail replaced the catenary portion. The line was once the Niles Center Branch of the old Chicago Rapid Transit Company. The rapid transit service began as part of the Chicago North Shore and Milwaukee Railroad's high-speed Skokie Valley interurban line between Howard Terminal and Dempster Street, Niles Center (wasn't renamed Skokie until 1940 to avoid confusion with nearby Niles). It was placed in operation in March 1925. The route included several intermediate stops through Evanston and Skokie at Ridge, Asbury, Dodge, Crawford/East Prairie, Kostner, Oakton and Main. In 1948, after purchasing the CRT in 1947, the CTA discontinued Niles Center Branch service and replaced it with a bus. When the Chicago North Shore and Milwaukee Railroad ceased operations in 1963, that's when CTA purchased the tracks on the line. When it re-opened in 1964, they wanted to present it as a "revolutionary" idea, a park-and-ride with a quick train ride from Dempster-Skokie to Howard, hence Skokie Swift. It reopened as a federally-aided mass transit demonstration project. Initially, none of the intermediate stations reopened, however there was interest in Skokie to reopen one of the stations, with Oakton selected because of its downtown location. Thus, Oakton-Skokie reopened in 2012. On its first day of service in 1964, it carried nearly 4K passengers in a 16-hour period compared to approximately 1,600 passengers carried by the North Shore Line from the Dempster Terminal in a 12-hour period before the railroad terminated. At the end of the two-year experimental period, 3.5 million people had used the new service and so it was made a permanent part of its system.
Awesome video. As a Chicagoan, I usually cringe when some of the non-Chicago based channels make content with constructive criticism about the city. You nailed it though. You captured what us locals want out of transit and brought a lot of new info to light. Thanks!
Really appreciate it - it's tough to capture the nuance with any story, and I'm lucky to have gotten in touch with others who know more about these proposals. Thanks for watching1
This north-south transit problem that Chicago has faced is the same problem that Long Island faces. The LIRR excels if you're going east-west or heading to NYC since it's of course NYC-centric, but if you're going from the North Shore to the South Shore, then that's where it falls flat. Let's say I'd want to go from Patchogue on the South Shore to Cold Spring Harbor on the North Shore. If I did that during rush-hour, then it'd be easy if the Montauk Branch train uses the Central Branch and stops at Hicksville, where I can then change to a Huntington-bound train to Cold Spring Harbor. But for every other time of the day, then I'd have to go all the way to Jamaica in Queens, just to back track and take a Huntington-bound train back east. So it's up to NICE of Nassau County or SCT of Suffolk County to fill in the gaps of the LIRR, and for North Shore-South Shore travel, not many NICE nor SCT routes actually go between the two shores, usually just stopping somewhere in between. But one that does, SCT's 1 between Amityville LIRR on the South Shore and Halesite on the North Shore which also stops at Huntington LIRR and Farmingdale State College, is one of SCT's busiest routes! So to address a lack of quality affordable rental housing, a lack of that type of housing in environments in which young people want to live (like walkable downtowns), high costs of living, auto-centric transportation system with limited north-south mobility, and a scarcity of high paying jobs, Suffolk County launched the Connect Long Island plan under former Democrat county executive Steve Bellone (who was executive from 2012 to 2023) to promote transit-oriented development, build a modern transportation system and support sustainable growth. Besides TOD projects (like at Riverhead, Patchogue, Wyandanch, and Ronkonkoma; the Ronkonkoma TOD includes a new airport terminal, convention center, and life sciences hub on top of housing), improving hiking and biking networks, and introducing Bethpage Ride bikeshare in 2019 (which Patchogue, Babylon, Gilgo Beach, Lindenhurst, Huntington, the Hamptons, and Riverhead all participate in bikeshare), the plan also included a continuous double track between Farmingdale and Ronkonkoma for East Side Access, expanding Ronkonkoma's yard as Mid-Suffolk Yard with 23 tracks, and redesigning the bus network, making many new routes with most routes having 30-minute headways. One of the routes kept was of course the 1. And to improve north-south corridors, part of the plan is studying BRT, specifically along Route 110 between Huntington and Amityville (the 1's route; which will also serve new TOD in East Farmingdale to coincide with the reopening of Republic station), along the Sagtikos Parkway from Babylon to Kings Park (which includes Suffolk County Community College’s Grant Campus in Brentwood, Kings Park LIRR, Heartland Town Square TOD in Brentwood, and Tanger Outlets), and along Nicolls Road from Patchogue to Stony Brook (serving Stony Brook University, Suffolk County Community College’s Ammerman Campus, St. Joseph's College, Ronkonkoma LIRR, and LI MacArthur Airport).
As an Illinois resident who used to work for IDOT, I loved your video. I did think you missed out by not mentioning or exploring the movement to combine the CTA, Metra and PACE.
@@TDSP9981 Why not do what was done in Philadelphia!? When they combined all of their lines to form SEPTA : Buses , L-Subwa Lines, Trolley and Light Rail Trolleys, and Regional Electric RAILROADS!?
@@albertcarello619 You telling me Philly made a SEPTA system? Sounds like crap! Also, this is a completely original joke that I'm sure no one has made or even thought of before.
CTA buses are not just a "social" service between the train lines as you mentioned early on. Buses in Chicago are generally used to travel shorter distances or where train service isn't present, and trains help you go farther faster in the city. Most people avoid taking the bus to go across town if the train will do the same thing and get you there faster. There are quite a few vibrant neighborhoods that do not have train service but do have bus service and their economies depend on them. And many of us here know that where the train ends and the bus continues, you can keep on going if you need to. In my mind, the best way to complete the Chicago transit system is to connect O'Hare Airport to Midway Airport via a western train line on mostly existing track. This allows you to connect southwest and northwest sides of the city, and also allows everybody to get to almost any part of the city by rail. And it would spur a lot of development on the west side of the city, though there may be some unintended consequences like higher rents and higher taxes.
Hey, a few others commented on that phrase as well so I want to clear it up: the intention was to highlight how buses don’t receive enough attention/care despite their high ridership, not to actually call it a social service - perhaps a strong way to word it but a touch of sarcasm was intended And yep, plenty of ways to improve the system - including your O’Hare Midway idea :)
@@TheFlyingMooseCA That could literally be done via the north-south leg of the Mid-City Transitway combined with the Blue Line from Montrose to O'Hare. Only reason that justifies the Mid-City being done via rail would be to make it compatible with running on the outer portions of the Blue Line's O'Hare branch, especially as the Mid-City would be dependent on bus transfers rather than walk-up traffic.
@@TheFlyingMooseCA Buses come like every 15 minutes. In what way are they not receiving enough care? There are brand new electric buses and tens of millions being spent to double that fleet.
Native Chicagoan here, the L is actually pretty decent compared to every other American city. Busses fill in the gaps, sure, but a service that runs 24/7, goes straight to downtown and o’hare? It’s pretty convenient
The transit/trains in NYC are by far superior to Chicago. With over 3× as many trains and stops. If you are Brooklyn and want to go to Queens, they got multiple triangle lines that are direct shots. You don't have to take a train to Manhattan to connect to Queens. Here if you're near Midway and need to go to Rosemont, you have to take the Orange line all the way to the Loop to connect to a Blue line to get to Rosemont. A north south train along Cicero Avenue connecting the airports as well as all the train lines from South Side all the way to Yellow line would make our transit system alot better for the people
@@jasondierbeck4392 NY is a population of 9M, and Chicago is 3M so yes, it stands to reason there’d be more stations, but station and car cleanliness and are far superior
The frequency is terrible however, and the speed is just so slow for a separated-grade line. If you're on the blue line to O'Hare, you'll just see the cars zooming past you.
Hey it's Austin! We had class together in UIC's urban planning program. I swear he knows everything there is to know about Chicago transit, so he's perfect for this video.
As a Chicagoan who's been living here their whole life, this opened my eyes and was super well done and explained. I'm used to the L and the bus system, but every year, it keeps declining even more lol (late busses and trains, safety, "ghost" busses and trains, and so much more). Thank you for the video, incredibly well done and informative. :)
the "train to nowhere" argument is nonsense in the context of an orbital line, because the point isn't to provide a service to the neighbors of that line, the point is to connect the existing radial lines to one another
The CTA does not have a high enough density of existing service to create a line entirely supported by transfers. The gaps between the radial lines are too large. So while the most useful aspect of the Cicero crosstown would certainly have been west side connections to the Blue, Green, Pink, Orange, and Brown(? not sure if the plan would have hit the west end of the Brown tracks) lines, those transfers alone would not be able to support the whole line as a useful project. The west side is somewhat of a transit desert (not as bad as the far south - it at least has some good busses and more L than the far south - but it’s still quite hard to get around by public transit outside the immediate vicinity of L lines) and the crosstown would have very little use if its non-transfer stations were hard to get to and use, since the biggest use cases for the line would have been getting from a radial line to a stop along the crosstown or getting from a stop along the crosstown to a radial line, and both require the crosstown to have a useful and populated route.
@@theevilmoppet that's why such a corridor (regardless of its alignement) shouldn't be its own line, but a connector between existing branches with existing stations and existing users. Hence my other comment
@@theevilmoppet that is why transit-oriented developments are a thing - densify all the land around railway stations - more housing, transit, and commercial spaces in one project. Queens in NYC was basically nothing before the railway line was built.
Fair - my goal with sharing that was to highlight how these projects aren't necessarily automatic generators of density / TOD. Not saying that the MCT was destined to be a "train to nowhere", but just that it was far from perfect
@@ianhomerpura8937 That sort of redevelop in the city would be opposed by the professional protesters aka "Local Activist Groups" any number of their victim mongering grifts. A good example is in Uptown when an old hospital parking garage was going to be demolished for an apartment building. All the usual opponents came out of the woodwork to assert that they have some sort of claim to the land and opposed any plans that didn't cater to them.
I found this video very interesting, I have just a couple of comments: 1) Part of the reason the L got to the way it is dates back to the original 4 private companies that built most of it. Many people know about this history, but what most don't realize is that those 4 companies operated much like Metra today, with stub terminals downtown and trains in and out. In those early days many of the companies were focused on extending existing lines, bringing the city farther and farther out much like suburban expansion in the 50s and 60s. It wasn't until the city funded the construction of the "Union Loop," much like a Union Station, that all four companies could run their trains around the loop and back out. This also allowed passengers to transfer from say a North Side train to a South Side train. Unification under Insull and Chicago Rapid Transit in the 1920s made it possible to run through trains from say Howard to 63rd. 2) The streetcars and buses were run by a separate company until the creation of CTA in the 1940s. They were jointly owned by Insull after the 1920s and collaborated, but were still somewhat separate. So there was in some cases duplication in stops and areas served. In those days, the streetcars and buses were largely thought of as feeders to the L. While you could take say a streetcar or bus down Western or Cicero, the thought was that you would transfer at the closest joint L station and then get off somewhere else. What this all means is that the idea of a unified bus and rail transit system doesn't completely start in Chicago until you're already in the era when many cities are discontinuing transit in favor of cars. 3) Pretty early on the city looked at removing the downtown loop and replacing it all with subways, but I'm not sure those plans would have actually improved transit as we think of it now. The goal was more to get rid of a perceived noisy and unsightly structure downtown, and go with something perceived as modern. It wouldn't have solved how you fill the gaps betweeen the ends of the lines. 4) While you mention the Paulina connector and the improved service on the Pink line, you miss one critical need for this section of track. This track was a remnant for how the Logan Square blue line originally connected to the loop L, but hadn't been used in revenue service for decades, and so was poorly maintained. However, it was the only physical connection between the then Blue line and the rest of the system. If this track had been severed, it would have been impossible to move equipment from the Blue Line to the rest of the system, or the main shops at Skokie. Completing this part of the Circle / Pink line first restored this critical link, and improved service. This is not unlike how we ended up with the Yellow line, which practically had to be purchased after the abandonment of the North Shore in 1963 to maintain access to Skokie shops. I think you could argue these are win-win projects, where it allows them to solve a critical internal business need, but also broadly improves service. 5) The idea of BRT (Bus Rapid Transit) or even dedicated bus lanes is not a bad idea, but whether it's for cost or other reasons even this concept seems to have poor execution in Chicago. I remember when they put in all that infrastructure downtown on the East-West streets, with platforms and all sorts of things. They announced, we doubled the speed of buses. The quiet part, the average speed was 3mph. So, the average speed went from 3mph to 6mph with millions of dollars in improvements. Not to mention, they still stop at the same stoplights and have to deal with other traffic in places. Some of the other 'dedicated' bus lines comingle with bike lanes, turn lanes, loading lanes. The buses still have to weave in and out of traffic. It's no wonder people prefer rail construction, at least then you know you have a dedicated right of way. 6) The last question I want to raise, you mention equity of service, but there are also questions about quality and level of service, especially with the buses. One thing that I rarely hear discussed is what the goal of CTA is. Is it to run the most efficient transit possible? Run the quickest service? Serve the most people? Because especially with budget cuts, it often seems like the goal of CTA is simply to exist, and operate some minimum level of service that will help as many people as possible. In other words, if your trip takes 2 hours and you have to transfer 3 or 4 times, at least it's better than walking or paying some other form of transport that might get you there quicker but would be more expensive. This is something that I think really needs to be addressed when we consider solving these issues, because one thing that is clear is that CTA is not really considered a priority. And how do you get to the point of convincing large portions of residents that it should be, or that certain improvements will actually be used? What is the actual potential ridership for something like a train from Midway to O'Hare, or even the crosstown line that was proposed? One issue that often thwarts current CTA and Metra ridership is that even when you get to a nearby station, how do you get to where you are ultimately going?
So simple to fix. Extend Ravenswood line via subway under Lawrence to Kenton & turn south to intersect with Montrose station on O'Hare line. Continue south & pop up to run elevated on old rail line a few blocks east of Cicero Avenue all the way to Midway, intersecting with Lake, Congress and Douglas lines along the way. Continue south to 63rd Street, then turn back east to run in a subway to the end of the Englewood line at Ashland. Now you have an outer loop. All you need is a transfer station with the Dan Ryan at 63rd and all lines connect with the outer loop. Won't ever happen because as a Northwestern graduate with a master's degree in transportation & former planner with CTA for 13 months of my life I'll never get back, I can tell you that people in charge of CTA have always been & will continue to be complete idiots.
It would be a tremendous boost if more than half of Chicago residents engaged in lawful productive employment and paid taxes. For too many Chicagoans the only tax they pay is the liquor tax.
@@imperialmotoring3789 It still represents a right of way in which additional trackage can be constructed, at minimal interference to what already exists.
Yeah, Chicago tried to bid for the same Summer Olympics/Paralympics that Rio de Janeiro did. The Olympic Stadium would've been in Washington Park alongside the aquatics center, Lincoln Park would've been the setting of tennis and triathlon, Northerly Island would've been the setting of beach volleyball, canoe slalom, and sailing, McCormick Place would've been the setting of 11 Olympic and 8 Paralympic events, the Olympic Village would've been just south of McCormick Place on a beachfront, United Center would've host gymnastics, basketball finals, and handball finals, Monroe Harbor would've been the home of rowing and canoe sprint, Grant Park would've been where the marathons start at Buckingham Fountain as well as the setting for archery, etc. Chicago was knocked out in the first round of voting. Of course, the 2016 games in Rio proved to be a financial disaster, and many have argued that the privately funded games that Chicago proposed, where most of the venues were existing or temporary ones, would have fared far better. This is the city's third Olympic failure, after two failed attempts for the 1952 and the 1956 Summer Olympics (and fourth overall attempt, as Chicago unanimously won the 1904 Olympics, but they were moved to St. Louis as the World's Fair was there and threatened to host a competing competition if the Olympics were not moved). Different reasons have been cited for why the bid failed, from Vancouver hosting the 2010 Winter Olympics which left a North American city having a lower chance, "bloc voting" and assumptions by others in the IOC that Chicago had enough votes to make it to the second round of voting led to its early demise according to Chicago bid CEO, or because when IOC officials visited the city, they noticed it faced considerable organized grassroots opposition from coalitions No Games Chicago and the Unlympics Organizing Committee, with these groups suggesting the money should be going to public clinics and schools instead in a time of debt. But yes, if you want to get big transport projects done that'll benefit tourists and residents for decades, the Olympics and Paralympics have always been a good reason to do just that as part of the legacy. For the 2022 Winter Olympics/Paralympics, China built the Beijing-Zhangjiakou HSR, the world's first fully driverless HSR, which connected the different venue clusters, connecting Beijing North with the venue clusters in Beijing's Yanqing District and Zhangjiakou. This shortened the traveling time from Beijing to Zhangjiakou from 3 hours 7 minutes to 47 minutes. It also serves Badaling's popular section of the Great Wall as the underground Badaling Great Wall station, the world's deepest HSR station! For Beijing 2008, the first Chinese HSR line, Beijing-Tianjin, opened 7 days before the games. It reduced travel time between the two cities from 70 to 30 minutes. The Beijing subway also expanded, like Line 8 serving the Olympic Green, or the Capital Airport Express. For Tokyo 1964, the Tokaido Shinkansen between Osaka and Tokyo opened to coincide with the Olympics, just days before the Games! And besides subway extensions like the Tozai Line, the Tokyo Monorail also opened, connecting Haneda Airport with Hamamatsuchō in the city center. For Nagano 1998 winter games, they opened the Nagano Shinkansen (now the Hokuriku Shinkansen), initially connecting Tokyo with Takasaki in Gunma and Nagano. Since then, it was extended to Toyama and Kanazawa in 2015, and Tsuruga in March 2024. The final section will reach Shin-Osaka, finalized in December 2016 as the Obama-Kyoto route. For Pyeongchang 2018, Incheon Airport opened Terminal 2 for the games. The airport temporarily got HSR trains between 2014 and 2018. The Gyeonggang Line opened in 2016 and 2017, serving Pyeongchang and Gangneung. KTX HSR service from Seoul to Gangneung began in 2017. While NYC wasn't awarded the 2012 Summer Olympics, the failed bid still reshaped the area! Like the NYC Ferry system (the bid proposed ferries on the East River to connect the venues and alleviate subway traffic), the Barclays Center, Citi Field, the MetLife Stadium being built in NJ as a 50/50 partnership between the Giants and Jets after the Jets's stadium plan in Hudson Yards failed, Flushing Meadows still building an aquatics center (which would've been the water polo venue) in 2008, and the Hudson Yards redevelopment with the High Line, Javits Center renovations, the construction of multiple buildings and mixed-used developments and 34th Street-Hudson Yards station! For Athens 2004, the modern Athens tram system opened in July (linking Athens city centre with the Faliro Coastal Zone Olympic complex, Agios Kosmas for sailing, Kraiskaki Stadium for football, and the Hellinikon Olympic Complex). In addition, the Metro and suburban rail systems built new stations, like Metro's Line 3 extended to serve Athens Airport, or Irini and Neratziotissa on Line 1 serving the main Athens Olympic Sports Complex. Athens International opened in 2001 after a need for a bigger airport to replace Ellinikon International. Ellinikon became abandoned and the home of the "temporary" Hellinikon Olympic complex (which turned one of the hangars into an area and its runways as paths to the venues), said complex became abandoned, and it's all now turned into a big metropolitan park. For Vancouver 2010, the Skytrain had a massive expansion with the Canada Line, connecting Waterfront downtown with YVR Airport and Richmond. It also serves the Olympic Village, which revitalized False Creek, and the Richmond Olympic Oval for speed skating. For London 2012, a cable car was built across the Thames linking the O2 to the Royal Victoria Dock (by ExCeL), a DLR line to Stratford International for the Olympic Park was built, and new Southeastern Javelin HSR trains served Stratford International on HS1 frequently. With the games and thus development centering on Stratford, it catapulted Stratford into becoming one of the UK's busiest stations, and now densely developed. The Jubilee line has served Stratford since 1999 as well as the Elizabeth Line since 2022, and Overground services.
Most of the North American city rail and transit systems are a radial design and were effective at the time of conception. The designers were short-sighted about the future expansion of a system, and so most older North American cities like NYC,Philadelphia, Boston, Chicago, Toronto suffer from the design failure and the correction is difficult and expensive to do. The necessity for urban areas to revive the surface transit systems with light rail is a viable alternative to fill on the gaps of the transit deserts that exist after the trolley systems were abandoned and replace with buses.
@@clownpendotfart I don't understand light rail either. Just expand bus service. Bus service is much cheaper to implement, cheaper to maintain and route flexible if a change is necessary. I just see no advantage with light rail service.
Really well researched! I would have thought you were a Chicagoan. Great job! You get an extra like for putting in a clip of Mark Buehrle's perfect game for the White Sox! Edit: As for the Circle Line, I don't mind it happening in small incriments (even if I won't live long enough to see it complete). Using the map on 9:38 for reference, I would say, extend the Brown Line to the Blue Line (the Jefferson Park, Montrose, or Irving Park stop), and that could create a northern part of the circle. Then, work its way down to the northern part of Green, the southern end of Blue, and to Pink. Then finish it off by ending in the Orange Line! If there is more funding, extend the southern end to the Green (since that Ashland Green Line stop is already sticking out, begging to be part of the Circle Line).
Glad you enjoyed! Yeah the Brown extension in particular would be a huge plus and seems like some low hanging fruit - not sure if you saw Stormy's video but they made one a while back on the topic: ua-cam.com/video/190lsoXATbw/v-deo.html Also I'm a Jays fan so Buehrle has a special place in my heart too 😍
Chicagoan here, great video! Makes me realize how much history I don’t know about. Who knew trains could be so interesting. Keep up the good work! Subbed!
I don't know anything about making videos, but I've been waiting for someone to make something talking about the 1939 world's fair and Futurama. The GMC sponsored display of a utopian city(made up of mega highways and suburbs). It was seen by 5 million people(including many politicians, lobbyist, planners, etc. and perpetrated GMC's idea of city planning as a default for the century to come. I know there's a lot more to the story, and it's a really big topic, but since learning about it in a design class a few years ago, I've been really interested in learning more!
Some of that rail is still in use, and even what isn't wouldn't exactly be compatible with 'L' trains. Still, the ROW absolutely exists there to construct the Mid-City relatively cheaply.
@@wheeliebeast7679 YEA i mean, even if they have to adapt/add on to the rail tracks, that's immensely cheaper and easier than going through the trouble of using eminent domain/purchasing properties and build new infrastructure for new ROW. They could have a new mid-city line in a tenth of the time and money it would take if they had to build everything from scratch.
@@mygetawayart Given what ridership would likely be, my 1st choice would usually be BRT in such a scenario, but given that this is a line that would subsist off bus transfers, compatibility with the Blue Line O'Hare branch IMO would be essential so no transfers would be needed to get between the airports.
As someone who's from Cicero knowing that the crosstown expressway section started here was wild to me. For me Cicero is a place where nothing really happens but we are jammed with history housing one of Al Capones houses and some of the tunnel systems he had here. Seeing you around Cicero just blew my mind since I never thought that anyone would want to film something here.
Chicago’s decisions with the metro have been… interesting. Like spending all the money on Clark and lake station making every other station a dump. Very, very interesting.
I cant tell you how infuriating it is to live in this city and rely soley on public transit as a means to get around. I live by midway airport, literally at the cross section of cicero and archer, and while the orange line is extremely close to get to by car, i have to rely on the bus to even get to the train station,as the walk to said midway stop would take at least half an hour due to the infrastructure of the airport getting in the way. Meanwhile to drive there would be less than 5 minutes on a good day. And then to have to go all the way into the loop just to go up to the Northside is such a pain and i would always have to account for that extra time it takes to go downtown as well as accounting for the inevitable delays that occur. I cant even visit my friends who live in places like Humboldt park without making it a whole day activity because nobody owned a car. the transit time alone was exhausting to say the least. Plus the transit is never reliable as there is always going to be a delay of some kind, even your bus being late by 5 mins can throw off your whole commute. And thats coming from someone who has the privilege to live next door to a cta train line and bus stop that runs fairly frequently. I cant even imagine the struggle it would be to get around the city if you cant have the comfort of an el line stop near you. And dont even get me started on the inadequacy that is the pace bus system 🙃
I was in Chicago last week so it was nice to find this in the list of recommended videos :D. To be honest I was pleasantly surprised that I could take a train from O'Hare to downtown. So thumbs up for blue line (I don't think that's very common, at least not in the US from my few visits there).
Chicago is unusual in the US that it has multiple frequent rail-to-city center connections from a major airport (the Orange Line has served Midway since '93). DC also has 2 such connections, but the 2nd one just opened a couple years ago vs 31 years ago. Lots of mid-tier major US cities have rail connections to the airport from their city centers, it's just that many of the big boys (LA, NYC, Philly, Houston, Boston) don't have frequent rail running directly from a major airport to downtown. Seattle, SF, Portland, Dallas, Miami, Cleveland (1st one in N. America in 1968 - bet you didn't expect that one lol), St. Louis, Minneapolis, Atlanta, Denver, & Salt Lake City are examples in lower-tier major cities with frequent rail to an airport from downtown (another in Honolulu is 7 years away.....yes the USA is very slow at getting public rail transport built).
Thank you for this video. I live in Brookfield, IL (near west suburb) and lived in the city for a few years as well. I have always wondered why there is neither a north-south expressway nor a rapid-transit beltline. Now I understand (sort of). North-south travel on the west side is aggravating via any mode. Nowadays my commute is suburb to suburb (Brookfield to Des Plaines), and I am angry and perplexed every day that the multi-billion dollar reconstruction of I-294 did not incorporate a rail component. It could have connected literally every single Metra line and facilitated suburb-to-suburb travel as well as getting people from the suburbs (and even from Indiana) to O'Hare by rail. My commute is a theoretical straight south-north, 17 miles as the crow-flies, a Metra station two blocks from home and another one 2 blocks from my destination, but if I attempted it by rail, I'd be in for 1 h 30 m - 2 h each way and have to leave so early in the morning I'd wish for death. A two-bus journey in surface street traffic would be similarly dreadful. Sigh. Thanks again for the informative content.
Glad you enjoyed and that I could shed a bit of light on this very complex question! There’s definitely energy in making some sort of orbital rapid transit happen, so hopefully things improve soon :)
Also from Detroit. The L looked like the gold standard for transit for years, so it was weird to realize it has limitations. In fact what has been even more shocking seeing all of this urbanist youtube content is that Detroit's transit issues aren't an outlier or low mark in America, it's a lot closer to average than say dead last (hello Arlington, Texas).
It's even worse out in the suburbs. I live in Willow Springs and work in Oak Brook. What would be a 22-minute trip by car takes over 2 hours by bus. I have to use a combination of Pace and CTA bus and train connections to get there depending on what day and time I'm scheduled, but I typically have to take 4 busses each way (or 2 busses and 2 trains). Whenever possible I'll take the 390 at Archer and Nolton either to Bridgeview or Chicago, but because service on that route is so limited I'll often have to walk 40 minutes down 87th to catch the 379 on 88th. I agree that Chicago's transit infrastructure needs a major update, but we need to see some of that outside the city as well
Been riding the CTA for ten years now and know quite a bit of its history but never had such a succinct explanation for the biggest most obvious failure of its service laid out before. Big ups!
Still amazed Chicago managed to connect it directly to O'Hare. I bet there is a interesting story of defeating political corruption and ineptitude surrounding that. It just makes too much common sense for it to exist the way it does.
From 1,000 feet its a great idea, in reality the blue line needs more security to make tourists feel comfortable to take the blue line to hotels downtown.
The blue line from o bare to downtown is not dangerous. It starts getting sketchy once u pass Dowtown towards forest park. But even then its not that bad. There's a huge racial dynamic that makes people think its "dangerous". Just cuz most of the riders from Downtown to forest park are poor and black doesnt make them dangerous, just poor and black.
@@DERRTYCHYBO Tourists are not afraid of poor black people, they're afraid of tweaking drug addicts. Most poor black people are not sleeping in puddles of their own urine on the blue line at 3:00am.
@@DERRTYCHYBOYeah, I don't often take the blue line but that has nothing to do with safety and everything to do with hating O'Hare with the passion of 1,000 dying suns, love taking the orange line in from Midway as long as it's not actively snowing.
For most of my time on Chicago transit I've taken the train, but I've recently started taking an express bus that happens to run close to my home and day job. When the trains run when they're supposed to at the speed they can, they're great. But Covid did a number that CTA seems unable to come back from. Infrequent trains during rush hour, ghost buses (often several in a row) make me really hate using transit. (And driving is just as awful... shiver.) I'd be much happier if CTA would just get back to pre-pandemic service, even if that's not as good as it was 10 years earlier.
If you join the Pink Line with the Purple Line and the Orange Line with the Brown Line, you could run trains _through_ the loop instead of just in and out. Bonus: each branch (Line) that feeds the loop gets twice as many trains without an increase in Loop train traffic or having to buy additional carriages.
Chicago Native as well. I'm glad, as mentioned in the video, an agreement is being met, and the redline is extending further South. Metra, CTA, and RTA lines to merge. Therefore, some of what is displayed here may finally come alive. It's desperately needed. The majority of the street before repaving still has the old rail lines and stone/brick streets, which are in prestine condition. I always wondered why a decision was made to no longer use it.
Great production quality, well researched, a good infusion of humor (love the eagle sounds) and a very pleasant narrator voice, this channel is extremely underrated
This video just infuriated me even more. I"m a recent Chicago transplant and the service here just pales in comparison to NJ/NY, hell the entire northeast corridor. The government seems so shortsighted that it's maddening, especially now when inter-neighborhood rail would be way better than the loop as a lot of people work from home. Then I think about rails in the rest of the world and it gets me even madder.
Absolutely awesome video, great presenter and thoroughly researched. You are the best UA-camr out there and most under-recognized for now, but just wait. Love whatever you do, especially your transit videos. You have a fan and will always follow you.
I love your channel so much, it is a great insight into these cities and the history behind their transit systems. Focusing on the funding portion is a great focus that really reveals the important mechanism behind building successful systems
as a new yorker who recently moved to the chicago area, i've been kind of surprised that my wishlist for train lines in the two cities is basically the same - new york has transit that's fairly centralized around manhattan, and although that's definitely way less cramped than the loop, it's still a problem when you're trying to travel around the outer boroughs. the cta just seems to have a larger scale version of that problem, and in both cases it would be really nice to have a line allowing transfers between radial lines at their outer ends.
Here is the short answer, Chicago is a global commerce hub. The south loop of someone mansion from a place you have never heard of, is getting another upgrade soon.
“We need 500 economic impact studies on this construction, it has to be equitable for all people to use, and we need to pay the workers above living wage, BUT we need the project done for a 1/4 of the cost” - big liberal cities
11:33 I feel like this point wasn't stressed strongly enough when Detroit started constructing their recent streetcar (QLine). A vox article called "The real reason behind the demise of America's streetcars" pointed out that streetcars did increasingly get stuck in traffic. The article was published well after Detroit's QLine had started construction but before it opened in 2017. People saw the decline of cities and the decreased ridership in transit seemed to match with the 1950s when Detroit and many other cities replaced their streetcars with buses. But the reality is the increasing popularity of cars would have made it difficult for any transit vehicle to do well while competing with car traffic. This is why I now believe it's far more important to have a transit only lane, than whether you use a bus or a streetcar.
@@TheFlyingMooseCA I just hope there's a way to convince MDoT of the need for transit priority on Gratiot Avenue in Detroit. And maybe better signage on transit should be considered commonplace. Would you put up a sign on the interstate that simply said "Exit" or "Interchange" without specifying which number or destination it leads to? Yet a lot of bus stops simply have a sign that says "Bus Stop" with the transit agency logo. Or how about having a car bridge/ramp with no guardrail, wall or any barrier to prevent you from flying off? Nobody would accept that. Yet it's not uncommon to see a painted bike lane on a high speed highway that just has the lane marking painted on, but without any buffer or barrier to prevent a car from ramming through it. Anything but a car is considered a luxury, an afterthought or bonus of some kind while a car is treated as a necessity.
This started out as a critique of hte Lopp 'L and never returned to that. That is a good thing as the Loop 'L is really the backbone and best part of Chicago's system. It is so deeply ingrained in the city's psyche that it will never be replaced.
Shoutout to Austin Busch for mentioning the Citizens Action Program (CAP)...growing up on the SW Side, it was organized largely by Fr. Leonard Dubi, who was an associate pastor at our parish church (St. Daniel the Prophet).
I grew up in a suburb that was originally at the end of the streetcar systems. You can still see several remnants today, including abandoned streetcar stops. Ultimately, the connection to the city was severed, and pushed onto traditional commuter trains
Once upon a time, there was talk of extending the Blue Line to Schaumburg. Currently, the line ends at O'Hare. The route would follow the Kennedy Expressway from O'Hare to Schaumburg. There was a massive project in the past 20 years to rebuild the Kennedy from O'Hare to the Wisconsin border. When the project was completed, no forethought was incorporated into the rebuild for any possible line expansion.
I was born and lived in Chicago most of my life, and I have been coast to coast, and North to south, and will still take it over LA, New York and many other larger city any day!
If you compare to other cities in America, Chicago is pretty advanced. Doesn’t mean it can’t be better. But how many cities can you name in America except NYC that has a better transit system then Chicago? At the very least, most of Chicago is fairly bikeable & walkable. In addition, the bus system is fairly reliable. You can bike fairly anywhere in Chicago. This video from its origin seemed to paint Chicago in a bad light. Why don’t you go and rate Houston’s Public transit or Los Angeles?
As someone from the burbs who went to uni in city, it’s insane to take the L and see the bustling and promising industry and security of the loop, which is nice but so relatively small to the rest of the city. In the north side, it’s insane to see the amount of gunfire and stabbings at stations, in the south side it’s insane to see the trains stop in the middle of tracks for HOURS. It’s even worse when I want to go somewhere that is only a mile away, and the entire commute is a 27 minute ride on the bus and a 12 minute walk and it’s fucking DECEMBER (Chicago December)
How can it possibly be 27 minutes on the bus to go 1 mile unless you are transferring halfway there? Sounds like the scenario to get out the bike, and not even ride it the whole distance, just ride it to the bus, put it on the bike rack on front of the bus, the ride the bike to your desination. Time the bus right and it probably take 6-8 mins at worst.
I want the highlight the point you made about Chicago leaving behind its industrial roots. You took the pink line to Cicero, while in between Clinton and Cicero you would have seen tech companies and condos, than after Polk you see the sad and abandoned warehouses. As a rider of the Pink line I always feel sadness thinking how all the jobs these warehouses had are now gone. All that space isn't being used! Chicago could do so much with those abandoned buildings!
why would they build the circle line as a new service increasing saturation downtown, instead of having the brown line continue south, take over the west englewood branch, go north along the CSX corridor until Western, turn west on W Lake St, and end at harlem/lake? thus connecting far more peripheral neighborhoods while increasing service on the already established green line stations, and reducing the load on the loop. Well i guess my random ideas cost 20 billion dollars
@@maoschanz4665the circle line wouldn’t increase train congestion in the loop for two key reasons: 1 - the loop is at capacity already. It is very hard to add more trains to a traffic jam. Any demand for additional circle line trains in the loop would be filled by cutting service from other lines. 2 - more importantly, there would be no demand for additional circle line trains in the loop because the circle line plan didn’t touch the loop. The four main sections of the plan were: the shared Pink Line alignment, just west of the loop; the connector from Pink to Orange, southwest of the loop; the subway up to the Red Line, northwest of the loop; and the shared Red line portion, which is a subway through downtown until it connects with the Orange and Green lines, where the circle line would then use the Orange tracks. None of those sections are the loop. Some, especially the transfer from Red track to Orange track, are extremely close, but if (as the video says) the planned connection to the Red line was at North/Clybourn, there would actually be no point at which the circle line spends a significant amount of time sharing track with more than one line.
@@theevilmoppet yes i realized it was the red line afterwards, i edited while you were answering, but this circle line plan would still be increasing the number of trains downtown (this tunnel can get saturated too i guess) while not addressing the current saturation of the loop. My point is that building the circle line doesn't connect peripheral neighborhoods well enough as they said in the end of the video, but more importantly it doesn't fix anything regarding the loop, despite what the title implies. Not building a full circle, but extending existing lines in weird ways, would get less trains on the loop while providing a service better than what they planned
If Chicago had more express Buses it would fix alot of this. Only Ashland, Western and Michigan have a few express ones. It should be way easier to cross long distances during peak hours. NYC buses also are connected wireless with the traffic 🚥 lights so they can Green light all day which express bus definitely needs. This is way cheaper than building a whole new train line. Just raises frequency of express, get wireless traffic light communication and add express to Irving park and Halsted as well from 8am-8pm
This sounded like (when they say no where!) the Queens Bridge line that ended in the largest residential public housing project in the nation. If you looked at the area besides the public housing, you will see why they say "no where" It was literally a warehouse area that happened to have a housing project built there. But in later years it was connected to the Queen Blvd line, which is one of the most crowded lines in the corridor beside the Flushing Line. But Queens suffers from the lack of heavy rail, so people use whatever capacity that is available. Chicago isn't suffering from a capacity issue. Because most people are shut out of the system, because it useability. The idea to have a separate line would solve the biggest problem. But extending some of these lines into each other just might work somewhat without the cost and funding issues of a new line. I don't know the CTA very much. But it just appears that this might help a little.
I'm already liking this video a lot, but I HAVE to give props to the editor on this with the baseball references. "Secure funding" with the Benintendi signing had me stop the video to laugh. You are seen, my man.
This is a great video, but I really wish you used freedom units (imperial) within your video. I get that yall are Canadian but as an American watching a video about an American city, dollars per kilometer is a little hard to understand. Just a little “__ kilometers or __ miles” or even a some side text edited in with the conversion would be nice.
For the capacity actually needed a full-blown subway under there would be downright idiotic due to cost. BRT done right with all the bells & whistles that would make it as fast as a subway would make for a much more economical and responsible solution.
@@ZhangWeiMenacing Is Evanston a crime haven because of the red line? South-siders already have access to the north side. It's time to give the city the transportation it deserves.
@@ZhangWeiMenacing you say that as if there aren't any sizable pockets of riffraff on the north side Red Line. Have you never been in the vicinity of Howard station itself, right next door to Evanston? Western and/or Ashland IMO should have proper BRT as IMO both streets need far faster transit but still won't have the ridership to justify the expense of a subway.
Born/Raised in the City here. I don't have many issues with the transit in Chicago, Now the roads are worse than most places on earth. But the L is actually OK. Can we do better? Sure, but until you take a bigger bite out of the corruption, whoever builds it will a) do it to their buddies benefit, and b) shave off funds at every turn, which then creates c) a messy, and often broken infrastructure. The Southside is neglected the most, when it has the most potential for interstate commerce. As it once was at one point, being the greatest hub in the history of the world for almost a century. Kinds threw the baby out with the bathwater. Yay, corruption.
Best quality I've ever seen out of a channel this small. You've earned yourself a subscriber and hopefully 100s of thousands more if there's any justice in the world.
You can build whatever you want here in Chicago. The problem is safety. That's another big reason why people don't want to take public transit. The Red-line is more than just dangerous, you're literally risking your life. 95th is the end of the line. They talking about extending to South suburbs like Dolton? You think it's dangerous now, it will be a bloodbath then.
Chicagoan who's ridden the L since childhood: People today don't appreciate the sheer destruction of neighborhoods that took place during the construction of the highways, but when the Crosstown Expressway (which would be nice) was under consideration people did remember the destruction, no doubt some were displaced. Today we are often reminded of the destruction of neighborhoods on the South Side that tore up Black neighborhoods, which was real and a real problem. Forgotten is the destruction of Irish and Polish neighborhoods. Some of the route planning had to do with the Chicago Machine which used the planning to help or harm Aldermen depending on how aligned with the Machine they were, with the near destruction of St. Stanislaus (right next to the Kennedy) due to the Polish Alderman not being aligned with the Machine being a reminder of the political wrangling every time you drive past the church where you can practically get communion from the far right southbound lane... And the BRT ideas neglect the sheer amount of traffic, automobile and commercial that use those streets (first Ashland and now Western), it would be one thing to widen the streets themselves, which is probably not feasible but the ideas have been to simply replace lanes with less frequently used bus lanes.
There was a proposal back in the 50s or 60s to dismantle the loop and build an underground subway. I think it would have been much better for downtown transit but would mean losing the elevated railway which Chicago is famous for
Yep, there have been plenty of proposals (since the Loop was built honestly) to tunnel/detangle it somehow. It's just part of the landscape now, for better or worse :)
Funny, you answered a LOT of my questions in the first two minutes of this video. I've traveled almost yearly to Chicago, and it would baffle me how neglected certain areas of the city were overtly disconnected from the rest of the city. Like, when the red line ends - it limits economic opportunities/accessibility significantly. It blows my mind how clear this is after watching this video. Great job
I like your video but you called the bus a social service. Most of the cities ridership is found on buses. I know you don’t live here but I’m a Chicagoan born and raised and the bus is how we travel to different neighborhoods that aren’t on the way to the loop.
Thanks for watching! That particular sentence was more sarcasm to reflect how buses haven't gotten the attention they deserve given their importance - intention wasn't to say they're actually a social service. Hope that clears it up :)
@@TheFlyingMooseCA If you had said something like "treated as a social service" or similar, I think we would've gotten the point much better. Great video!
Native Southsider here!! I work in west loop and the only public transportation is a train to lasalle/union + 2/3 buses or Ls. Lots of gaps in public transportation just steps away from the loop. Having a public route connecting Southside directly to Westside/northwest side (without 3+ transfers) would also be helpful for many!
Native Southsider here!!! 100% agree! I work in west loop and the only public transportation is a train to lasalle/union + 2/3 buses or Ls. Such a lack of public transportation just steps outside the loop. Having a public route connecting Southside directly to Westside/northwest side (without 3+ transfers) would also help so many!
I can get anywhere in and around the city in about 45 minutes. I can go from my neighborhood to the airport in less than thirty, which is one bus and one train away. I can go from 95th to Evanston in about 30 minutes. There are several N-S buses running on every major road, all the way out to the forest preserves. I can go from Edison Park to Oak Park in about 20 mins on just one bus.
If you want better transit in your city: forms.gle/VDADCMabA13qiTL37
EDIT #2: at 13:48, Steve is actually referring to the service cuts of 1980-83, not those in the 90s. It's a bit out of order as a result - sorry for the error :/
EDIT #1: this topic (and all of transit) is very nuanced! The goal of this video is not to put Chicago down or make definitive claims on what’s right vs wrong; it’s to explore the history of 3 proposals that didn’t happen - naturally a complicated story that requires far more than 25 mins to cover fully. You’re ofc welcome to disagree about any views shared - please just be respectful about it to others :)
get ready to read my essay
@@boomboxkat LOL time to clear my schedule
Let me know if you start making t-shirts - 100% cotton, of course! 👕
Chicago so broke it’s ridiculous. The CTA is an absolute joke. I mean it’s great. They have it because some cities don’t have it like we do so we’re very fortunate credit to that but the biggest issues for me are the expensive prices the smoking the homelessness just these people think it’s their home on these trains and it’s not The other reason. It’s always late. You know it’s like these people on the train. They don’t care you know it’s just a few bad apples honestly but it’s if if if you really wanna take a train take the Metra. It’s more safer why they got Metra police and they it’s rarely late. The conductors are really nice. The prices are decent. I just wish they’d run it more often and they’d have more you know Metra trains and more stations but I understand it’s not like the CTA train system obviously well my final opinion is this if I had to pick one over the other, I mean it’s best to have both options if needed obviously but if I had to pick one over the other, I would choose the metra train
Minneapolis has one of the best bus services in the USA due to having buss only lanes made in the 1980's to 2000's so
I know it can be done.
I think you hit the mark here “the issue is never a lack of money, just that it’s spend very inefficiently” that speaks to overall North American public infrastructure spending scheme
Unfortunately that’s the current state, but there’s a lot of good work being done to try and get this under control - hopefully we get there :)
@@TheFlyingMooseCA and also a lack of political will among politicians representing a populace that largely has an auto-centric view of how cities work (or should 'work').
Problem, not "issue."
Burry it -- Boston Big Dig.
@@donc-m4900 Huh? Some scenarios do call for transportation infrastructure to be put underground - but the situations in which that's appropriate are few and far between, because doing so is always very expensive.
I am a native Chicagoan who loves transit. I enjoyed your video. Here are my 'pipe dreams' for transit in our region:
1. Convert Metra to a fully electrified [EMUs] system that is ADA compliant with 15 to 20 minute headways (ie, regional rail).
2. Connect all Metra downtown Chicago terminals via electric rail transit.
3. Build the circular Metra rail line [with EMUs] connecting Metra lines in the suburbs
4. Extend CTA rapid transit lines so their terminals connect with Metra
5. Build a CTA Crosstown line connecting the Green, Blue, Pink. Orange and Brown lines.
Too bad I don't have the trillions of dollars to do it.
You need two double decked tunnels (8 tracks total) under Canal and Clinton connecting Northwestern and Union stations, then you can run most trains like the S-bahn in Munich.
Point 1 should not be a "dream".
Point 1 is a dream because class 1 railroads own most of the lines metra runs on, they block any electrification attempts and have
I'll give you all my trillions...once I have them.
It's only a couple billion if done correctly. Btw extending red line to Far South and adding more buses in SE Chicago would be good too. Man does it suck tryna get around in that area.
Fun fact: in the 60s Chicago ripped out 100 stops. That’s about the size of the entire system in Montreal…which they started to build in the 60s.
What was the benefit of that, if any?
I would assume it was for more car capacity on streets.
@@ALCRAN2010 There were so many stations (in some cases every block) that the trains couldn't get up to speed. Too few stops and less people ride because it takes too long to walk to/from them, too many and fewer people ride because it takes too long to get anywhere. There is a sweet spot to find, which many transit systems still haven't.
@@Tolonoprefect answer with knowledge of how trains work!
@@Tolono tbh i would put capacity over speed any day. Still faster than taking a car.
FINALLY a video that breaks down how bad Chicago transit is outside of the Loop. As a native Chicagoan, it infuriates me when people who aren't from the area think that Chicago has good transit because they visited the Loop once. So much of Chicago's inequality, crime, and failure to live up to its potential is due to a lack of density/transit/TOD and it's infuriating how incompetent the CTA/government is relative to other similar US metros
Yeah. MOST Chicagaons work and live on the outside of downtown. That's where life is. And that's why for a big city, Chicago is a pretty car dependent city. The train is great for play. But not for work/everyday needs.
Chicago transit is still 80% better than most of the US outside of of course DC and NY , so most people who visit aren’t from those specific places so to them the transit is really good.
Exactly, even the best transit in America is only good by American standards
U sure get infuriated a lot.
I wouldnt say transit overall is bad.
Even in the hood, the main arterial buses like the 4 the 3 and the 95 are still frequent enough and they pick up the slack and connect well to the L system.
Only a few places on the far south side like altgeld gardens struggle with connectivity and that's something that's being worked on.
Transit is more than trains
It's worth mentioning that the reason Chicago ended up with a downtown Loop in the first place is because of Charles Tyson Yerkes, who was also later involved with the London Underground. He created the Underground Electric Railways Company of London to take control of the District Railway and the partly built Baker Street and Waterloo Railway, Charing Cross, Euston and Hampstead Railway, and Great Northern, Piccadilly and Brompton Railway, and he helped electrify what's now the District line and open Bakerloo and Piccadilly lines and the Charing Cross section of what's now the Northern line though he died before they opened. Prior to construction of the Loop, Chicago's three elevated railway lines, the South Side Elevated Railroad, the Lake Street Elevated Railroad, and the Metropolitan West Side Elevated Railroad, each had their own terminal on the edges of downtown, where it was considered too expensive and politically inexpedient to build rapid transit. With Yerkes, the Union Elevated Railroad Company was created in 1894, whose purpose was to construct the loop. The Loop is the result of Yerkes aggregating the competing rapid transit lines and built a loop connecting them, which was constructed and opened between 1895 and 1897, finally completing its last connection in 1900 with the Northwestern Elevated Railroad. Upon completion, all the rail lines running downtown had to pay Yerkes's operation a fee, which raised fares for commuters. After bribery of the state legislature, where he secured legislation by which he claimed a fifty-year franchise, the resulting furor drove him out of town. Its steel structure was designed by bridge designer John Alexander Low Waddell. John Alexander Low Waddell is notable for the "A" Truss bridge, which allowed for cheap and rapid construction and contributed to the rapid expansion of several railway companies, as well as being the first to invent a modern vertical-lift bridge design. Besides the Loop, he also worked on the original Goethals Bridge, Outerbridge Crossing, Cleveland's Detroit-Superior Bridge, and the Lower Hack Lift used by NJ Transit.
Yes, the Blue and Red Lines have subway sections, the Milwaukee-Dearborn and State Street Subways respectively. On the two lines, there are three stations that share a continuous platform, with the State Street Subway having the longest subway platform in the world at approximately 3,500 ft long (which includes a closed fourth station, Washington). As shown, the Yellow Line doesn't enter the Loop. The Yellow Line aka the Skokie Swift is quite unique. It's a two-car train that goes to Skokie, a suburb. It used to operate by switching between third-rail and catenary, as in half of it was third-rail while the other-half was catenary left over from the Chicago North Shore and Milwaukee Railroad. It switched between these while in motion, just like New Haven Line trains do. This unique operation stopped in 2004 when third-rail replaced the catenary portion. The line was once the Niles Center Branch of the old Chicago Rapid Transit Company. The rapid transit service began as part of the Chicago North Shore and Milwaukee Railroad's high-speed Skokie Valley interurban line between Howard Terminal and Dempster Street, Niles Center (wasn't renamed Skokie until 1940 to avoid confusion with nearby Niles). It was placed in operation in March 1925. The route included several intermediate stops through Evanston and Skokie at Ridge, Asbury, Dodge, Crawford/East Prairie, Kostner, Oakton and Main. In 1948, after purchasing the CRT in 1947, the CTA discontinued Niles Center Branch service and replaced it with a bus. When the Chicago North Shore and Milwaukee Railroad ceased operations in 1963, that's when CTA purchased the tracks on the line. When it re-opened in 1964, they wanted to present it as a "revolutionary" idea, a park-and-ride with a quick train ride from Dempster-Skokie to Howard, hence Skokie Swift. It reopened as a federally-aided mass transit demonstration project. Initially, none of the intermediate stations reopened, however there was interest in Skokie to reopen one of the stations, with Oakton selected because of its downtown location. Thus, Oakton-Skokie reopened in 2012. On its first day of service in 1964, it carried nearly 4K passengers in a 16-hour period compared to approximately 1,600 passengers carried by the North Shore Line from the Dempster Terminal in a 12-hour period before the railroad terminated. At the end of the two-year experimental period, 3.5 million people had used the new service and so it was made a permanent part of its system.
Thanks for the detailed context - you explained it better than I could've!
Nothing hooks me into your videos more than when you talk about funding and I mean that sincerely
I am equally sincere when I say that this comment and your interest makes me happy :D
Awesome video. As a Chicagoan, I usually cringe when some of the non-Chicago based channels make content with constructive criticism about the city. You nailed it though. You captured what us locals want out of transit and brought a lot of new info to light. Thanks!
Really appreciate it - it's tough to capture the nuance with any story, and I'm lucky to have gotten in touch with others who know more about these proposals. Thanks for watching1
This north-south transit problem that Chicago has faced is the same problem that Long Island faces. The LIRR excels if you're going east-west or heading to NYC since it's of course NYC-centric, but if you're going from the North Shore to the South Shore, then that's where it falls flat. Let's say I'd want to go from Patchogue on the South Shore to Cold Spring Harbor on the North Shore. If I did that during rush-hour, then it'd be easy if the Montauk Branch train uses the Central Branch and stops at Hicksville, where I can then change to a Huntington-bound train to Cold Spring Harbor. But for every other time of the day, then I'd have to go all the way to Jamaica in Queens, just to back track and take a Huntington-bound train back east. So it's up to NICE of Nassau County or SCT of Suffolk County to fill in the gaps of the LIRR, and for North Shore-South Shore travel, not many NICE nor SCT routes actually go between the two shores, usually just stopping somewhere in between. But one that does, SCT's 1 between Amityville LIRR on the South Shore and Halesite on the North Shore which also stops at Huntington LIRR and Farmingdale State College, is one of SCT's busiest routes!
So to address a lack of quality affordable rental housing, a lack of that type of housing in environments in which young people want to live (like walkable downtowns), high costs of living, auto-centric transportation system with limited north-south mobility, and a scarcity of high paying jobs, Suffolk County launched the Connect Long Island plan under former Democrat county executive Steve Bellone (who was executive from 2012 to 2023) to promote transit-oriented development, build a modern transportation system and support sustainable growth. Besides TOD projects (like at Riverhead, Patchogue, Wyandanch, and Ronkonkoma; the Ronkonkoma TOD includes a new airport terminal, convention center, and life sciences hub on top of housing), improving hiking and biking networks, and introducing Bethpage Ride bikeshare in 2019 (which Patchogue, Babylon, Gilgo Beach, Lindenhurst, Huntington, the Hamptons, and Riverhead all participate in bikeshare), the plan also included a continuous double track between Farmingdale and Ronkonkoma for East Side Access, expanding Ronkonkoma's yard as Mid-Suffolk Yard with 23 tracks, and redesigning the bus network, making many new routes with most routes having 30-minute headways. One of the routes kept was of course the 1. And to improve north-south corridors, part of the plan is studying BRT, specifically along Route 110 between Huntington and Amityville (the 1's route; which will also serve new TOD in East Farmingdale to coincide with the reopening of Republic station), along the Sagtikos Parkway from Babylon to Kings Park (which includes Suffolk County Community College’s Grant Campus in Brentwood, Kings Park LIRR, Heartland Town Square TOD in Brentwood, and Tanger Outlets), and along Nicolls Road from Patchogue to Stony Brook (serving Stony Brook University, Suffolk County Community College’s Ammerman Campus, St. Joseph's College, Ronkonkoma LIRR, and LI MacArthur Airport).
CHICAGO MENTIONED 🎉🎊🥳
As an Illinois resident who used to work for IDOT, I loved your video. I did think you missed out by not mentioning or exploring the movement to combine the CTA, Metra and PACE.
Glad you enjoyed, and yep - definitely a lot more to this story than 24 mins 🥲
@@TDSP9981 Why not do what was done in Philadelphia!? When they combined all of their lines to form SEPTA : Buses , L-Subwa Lines, Trolley and Light Rail Trolleys, and Regional Electric RAILROADS!?
What would a hypothetical combination do? They're all already part of the same structure (RTA) just different arms
@@jacobmerrill693 One ticket on all transit
@@albertcarello619 You telling me Philly made a SEPTA system? Sounds like crap! Also, this is a completely original joke that I'm sure no one has made or even thought of before.
CTA buses are not just a "social" service between the train lines as you mentioned early on. Buses in Chicago are generally used to travel shorter distances or where train service isn't present, and trains help you go farther faster in the city. Most people avoid taking the bus to go across town if the train will do the same thing and get you there faster. There are quite a few vibrant neighborhoods that do not have train service but do have bus service and their economies depend on them. And many of us here know that where the train ends and the bus continues, you can keep on going if you need to. In my mind, the best way to complete the Chicago transit system is to connect O'Hare Airport to Midway Airport via a western train line on mostly existing track. This allows you to connect southwest and northwest sides of the city, and also allows everybody to get to almost any part of the city by rail. And it would spur a lot of development on the west side of the city, though there may be some unintended consequences like higher rents and higher taxes.
Hey, a few others commented on that phrase as well so I want to clear it up: the intention was to highlight how buses don’t receive enough attention/care despite their high ridership, not to actually call it a social service - perhaps a strong way to word it but a touch of sarcasm was intended
And yep, plenty of ways to improve the system - including your O’Hare Midway idea :)
@@TheFlyingMooseCA That could literally be done via the north-south leg of the Mid-City Transitway combined with the Blue Line from Montrose to O'Hare.
Only reason that justifies the Mid-City being done via rail would be to make it compatible with running on the outer portions of the Blue Line's O'Hare branch, especially as the Mid-City would be dependent on bus transfers rather than walk-up traffic.
@@TheFlyingMooseCAright. I understood what you meant
@@TheFlyingMooseCA Buses come like every 15 minutes. In what way are they not receiving enough care? There are brand new electric buses and tens of millions being spent to double that fleet.
Native Chicagoan here, the L is actually pretty decent compared to every other American city. Busses fill in the gaps, sure, but a service that runs 24/7, goes straight to downtown and o’hare? It’s pretty convenient
FYI only red line does that. Most trains stop running for a while. Buses too.
The transit/trains in NYC are by far superior to Chicago. With over 3× as many trains and stops. If you are Brooklyn and want to go to Queens, they got multiple triangle lines that are direct shots. You don't have to take a train to Manhattan to connect to Queens. Here if you're near Midway and need to go to Rosemont, you have to take the Orange line all the way to the Loop to connect to a Blue line to get to Rosemont. A north south train along Cicero Avenue connecting the airports as well as all the train lines from South Side all the way to Yellow line would make our transit system alot better for the people
@@ShinmegamiPersona blue line too
@@jasondierbeck4392 NY is a population of 9M, and Chicago is 3M so yes, it stands to reason there’d be more stations, but station and car cleanliness and are far superior
The frequency is terrible however, and the speed is just so slow for a separated-grade line. If you're on the blue line to O'Hare, you'll just see the cars zooming past you.
Hey it's Austin! We had class together in UIC's urban planning program. I swear he knows everything there is to know about Chicago transit, so he's perfect for this video.
As a Chicagoan who's been living here their whole life, this opened my eyes and was super well done and explained. I'm used to the L and the bus system, but every year, it keeps declining even more lol (late busses and trains, safety, "ghost" busses and trains, and so much more).
Thank you for the video, incredibly well done and informative. :)
Watching this while having lunch right next to the green line tracks. Great video man
haha glad you enjoyed :)
the "train to nowhere" argument is nonsense in the context of an orbital line, because the point isn't to provide a service to the neighbors of that line, the point is to connect the existing radial lines to one another
The CTA does not have a high enough density of existing service to create a line entirely supported by transfers. The gaps between the radial lines are too large. So while the most useful aspect of the Cicero crosstown would certainly have been west side connections to the Blue, Green, Pink, Orange, and Brown(? not sure if the plan would have hit the west end of the Brown tracks) lines, those transfers alone would not be able to support the whole line as a useful project. The west side is somewhat of a transit desert (not as bad as the far south - it at least has some good busses and more L than the far south - but it’s still quite hard to get around by public transit outside the immediate vicinity of L lines) and the crosstown would have very little use if its non-transfer stations were hard to get to and use, since the biggest use cases for the line would have been getting from a radial line to a stop along the crosstown or getting from a stop along the crosstown to a radial line, and both require the crosstown to have a useful and populated route.
@@theevilmoppet that's why such a corridor (regardless of its alignement) shouldn't be its own line, but a connector between existing branches with existing stations and existing users. Hence my other comment
@@theevilmoppet that is why transit-oriented developments are a thing - densify all the land around railway stations - more housing, transit, and commercial spaces in one project. Queens in NYC was basically nothing before the railway line was built.
Fair - my goal with sharing that was to highlight how these projects aren't necessarily automatic generators of density / TOD. Not saying that the MCT was destined to be a "train to nowhere", but just that it was far from perfect
@@ianhomerpura8937 That sort of redevelop in the city would be opposed by the professional protesters aka "Local Activist Groups" any number of their victim mongering grifts.
A good example is in Uptown when an old hospital parking garage was going to be demolished for an apartment building. All the usual opponents came out of the woodwork to assert that they have some sort of claim to the land and opposed any plans that didn't cater to them.
I found this video very interesting, I have just a couple of comments:
1) Part of the reason the L got to the way it is dates back to the original 4 private companies that built most of it. Many people know about this history, but what most don't realize is that those 4 companies operated much like Metra today, with stub terminals downtown and trains in and out. In those early days many of the companies were focused on extending existing lines, bringing the city farther and farther out much like suburban expansion in the 50s and 60s. It wasn't until the city funded the construction of the "Union Loop," much like a Union Station, that all four companies could run their trains around the loop and back out. This also allowed passengers to transfer from say a North Side train to a South Side train. Unification under Insull and Chicago Rapid Transit in the 1920s made it possible to run through trains from say Howard to 63rd.
2) The streetcars and buses were run by a separate company until the creation of CTA in the 1940s. They were jointly owned by Insull after the 1920s and collaborated, but were still somewhat separate. So there was in some cases duplication in stops and areas served. In those days, the streetcars and buses were largely thought of as feeders to the L. While you could take say a streetcar or bus down Western or Cicero, the thought was that you would transfer at the closest joint L station and then get off somewhere else. What this all means is that the idea of a unified bus and rail transit system doesn't completely start in Chicago until you're already in the era when many cities are discontinuing transit in favor of cars.
3) Pretty early on the city looked at removing the downtown loop and replacing it all with subways, but I'm not sure those plans would have actually improved transit as we think of it now. The goal was more to get rid of a perceived noisy and unsightly structure downtown, and go with something perceived as modern. It wouldn't have solved how you fill the gaps betweeen the ends of the lines.
4) While you mention the Paulina connector and the improved service on the Pink line, you miss one critical need for this section of track. This track was a remnant for how the Logan Square blue line originally connected to the loop L, but hadn't been used in revenue service for decades, and so was poorly maintained. However, it was the only physical connection between the then Blue line and the rest of the system. If this track had been severed, it would have been impossible to move equipment from the Blue Line to the rest of the system, or the main shops at Skokie. Completing this part of the Circle / Pink line first restored this critical link, and improved service. This is not unlike how we ended up with the Yellow line, which practically had to be purchased after the abandonment of the North Shore in 1963 to maintain access to Skokie shops. I think you could argue these are win-win projects, where it allows them to solve a critical internal business need, but also broadly improves service.
5) The idea of BRT (Bus Rapid Transit) or even dedicated bus lanes is not a bad idea, but whether it's for cost or other reasons even this concept seems to have poor execution in Chicago. I remember when they put in all that infrastructure downtown on the East-West streets, with platforms and all sorts of things. They announced, we doubled the speed of buses. The quiet part, the average speed was 3mph. So, the average speed went from 3mph to 6mph with millions of dollars in improvements. Not to mention, they still stop at the same stoplights and have to deal with other traffic in places. Some of the other 'dedicated' bus lines comingle with bike lanes, turn lanes, loading lanes. The buses still have to weave in and out of traffic. It's no wonder people prefer rail construction, at least then you know you have a dedicated right of way.
6) The last question I want to raise, you mention equity of service, but there are also questions about quality and level of service, especially with the buses. One thing that I rarely hear discussed is what the goal of CTA is. Is it to run the most efficient transit possible? Run the quickest service? Serve the most people? Because especially with budget cuts, it often seems like the goal of CTA is simply to exist, and operate some minimum level of service that will help as many people as possible. In other words, if your trip takes 2 hours and you have to transfer 3 or 4 times, at least it's better than walking or paying some other form of transport that might get you there quicker but would be more expensive. This is something that I think really needs to be addressed when we consider solving these issues, because one thing that is clear is that CTA is not really considered a priority. And how do you get to the point of convincing large portions of residents that it should be, or that certain improvements will actually be used? What is the actual potential ridership for something like a train from Midway to O'Hare, or even the crosstown line that was proposed? One issue that often thwarts current CTA and Metra ridership is that even when you get to a nearby station, how do you get to where you are ultimately going?
Loop lines are such an important thing
To you maybe, but not me.
But the CRIME! Bumbs peeing and crime!
@@MeaThreattoDemocracyto a lot of people, not just you. World doesn’t revolve around you.
@@MeaThreattoDemocracywe didn’t ask
So simple to fix. Extend Ravenswood line via subway under Lawrence to Kenton & turn south to intersect with Montrose station on O'Hare line. Continue south & pop up to run elevated on old rail line a few blocks east of Cicero Avenue all the way to Midway, intersecting with Lake, Congress and Douglas lines along the way. Continue south to 63rd Street, then turn back east to run in a subway to the end of the Englewood line at Ashland. Now you have an outer loop. All you need is a transfer station with the Dan Ryan at 63rd and all lines connect with the outer loop. Won't ever happen because as a Northwestern graduate with a master's degree in transportation & former planner with CTA for 13 months of my life I'll never get back, I can tell you that people in charge of CTA have always been & will continue to be complete idiots.
See the problem is you didn't give them billions of dollars to care
That "old rail line" is in constant use by freight trains.
It would be a tremendous boost if more than half of Chicago residents engaged in lawful productive employment and paid taxes. For too many Chicagoans the only tax they pay is the liquor tax.
@@MeaThreattoDemocracy Well, also property tax so we can give the illegals free everything.
@@imperialmotoring3789 It still represents a right of way in which additional trackage can be constructed, at minimal interference to what already exists.
Yeah, Chicago tried to bid for the same Summer Olympics/Paralympics that Rio de Janeiro did. The Olympic Stadium would've been in Washington Park alongside the aquatics center, Lincoln Park would've been the setting of tennis and triathlon, Northerly Island would've been the setting of beach volleyball, canoe slalom, and sailing, McCormick Place would've been the setting of 11 Olympic and 8 Paralympic events, the Olympic Village would've been just south of McCormick Place on a beachfront, United Center would've host gymnastics, basketball finals, and handball finals, Monroe Harbor would've been the home of rowing and canoe sprint, Grant Park would've been where the marathons start at Buckingham Fountain as well as the setting for archery, etc. Chicago was knocked out in the first round of voting. Of course, the 2016 games in Rio proved to be a financial disaster, and many have argued that the privately funded games that Chicago proposed, where most of the venues were existing or temporary ones, would have fared far better. This is the city's third Olympic failure, after two failed attempts for the 1952 and the 1956 Summer Olympics (and fourth overall attempt, as Chicago unanimously won the 1904 Olympics, but they were moved to St. Louis as the World's Fair was there and threatened to host a competing competition if the Olympics were not moved). Different reasons have been cited for why the bid failed, from Vancouver hosting the 2010 Winter Olympics which left a North American city having a lower chance, "bloc voting" and assumptions by others in the IOC that Chicago had enough votes to make it to the second round of voting led to its early demise according to Chicago bid CEO, or because when IOC officials visited the city, they noticed it faced considerable organized grassroots opposition from coalitions No Games Chicago and the Unlympics Organizing Committee, with these groups suggesting the money should be going to public clinics and schools instead in a time of debt. But yes, if you want to get big transport projects done that'll benefit tourists and residents for decades, the Olympics and Paralympics have always been a good reason to do just that as part of the legacy.
For the 2022 Winter Olympics/Paralympics, China built the Beijing-Zhangjiakou HSR, the world's first fully driverless HSR, which connected the different venue clusters, connecting Beijing North with the venue clusters in Beijing's Yanqing District and Zhangjiakou. This shortened the traveling time from Beijing to Zhangjiakou from 3 hours 7 minutes to 47 minutes. It also serves Badaling's popular section of the Great Wall as the underground Badaling Great Wall station, the world's deepest HSR station! For Beijing 2008, the first Chinese HSR line, Beijing-Tianjin, opened 7 days before the games. It reduced travel time between the two cities from 70 to 30 minutes. The Beijing subway also expanded, like Line 8 serving the Olympic Green, or the Capital Airport Express. For Tokyo 1964, the Tokaido Shinkansen between Osaka and Tokyo opened to coincide with the Olympics, just days before the Games! And besides subway extensions like the Tozai Line, the Tokyo Monorail also opened, connecting Haneda Airport with Hamamatsuchō in the city center. For Nagano 1998 winter games, they opened the Nagano Shinkansen (now the Hokuriku Shinkansen), initially connecting Tokyo with Takasaki in Gunma and Nagano. Since then, it was extended to Toyama and Kanazawa in 2015, and Tsuruga in March 2024. The final section will reach Shin-Osaka, finalized in December 2016 as the Obama-Kyoto route. For Pyeongchang 2018, Incheon Airport opened Terminal 2 for the games. The airport temporarily got HSR trains between 2014 and 2018. The Gyeonggang Line opened in 2016 and 2017, serving Pyeongchang and Gangneung. KTX HSR service from Seoul to Gangneung began in 2017.
While NYC wasn't awarded the 2012 Summer Olympics, the failed bid still reshaped the area! Like the NYC Ferry system (the bid proposed ferries on the East River to connect the venues and alleviate subway traffic), the Barclays Center, Citi Field, the MetLife Stadium being built in NJ as a 50/50 partnership between the Giants and Jets after the Jets's stadium plan in Hudson Yards failed, Flushing Meadows still building an aquatics center (which would've been the water polo venue) in 2008, and the Hudson Yards redevelopment with the High Line, Javits Center renovations, the construction of multiple buildings and mixed-used developments and 34th Street-Hudson Yards station! For Athens 2004, the modern Athens tram system opened in July (linking Athens city centre with the Faliro Coastal Zone Olympic complex, Agios Kosmas for sailing, Kraiskaki Stadium for football, and the Hellinikon Olympic Complex). In addition, the Metro and suburban rail systems built new stations, like Metro's Line 3 extended to serve Athens Airport, or Irini and Neratziotissa on Line 1 serving the main Athens Olympic Sports Complex. Athens International opened in 2001 after a need for a bigger airport to replace Ellinikon International. Ellinikon became abandoned and the home of the "temporary" Hellinikon Olympic complex (which turned one of the hangars into an area and its runways as paths to the venues), said complex became abandoned, and it's all now turned into a big metropolitan park. For Vancouver 2010, the Skytrain had a massive expansion with the Canada Line, connecting Waterfront downtown with YVR Airport and Richmond. It also serves the Olympic Village, which revitalized False Creek, and the Richmond Olympic Oval for speed skating. For London 2012, a cable car was built across the Thames linking the O2 to the Royal Victoria Dock (by ExCeL), a DLR line to Stratford International for the Olympic Park was built, and new Southeastern Javelin HSR trains served Stratford International on HS1 frequently. With the games and thus development centering on Stratford, it catapulted Stratford into becoming one of the UK's busiest stations, and now densely developed. The Jubilee line has served Stratford since 1999 as well as the Elizabeth Line since 2022, and Overground services.
Most of the North American city rail and transit systems are a radial design and were effective at the time of conception. The designers were short-sighted about the future expansion of a system, and so most older North American cities like NYC,Philadelphia, Boston, Chicago, Toronto suffer from the design failure and the correction is difficult and expensive to do. The necessity for urban areas to revive the surface transit systems with light rail is a viable alternative to fill on the gaps of the transit deserts that exist after the trolley systems were abandoned and replace with buses.
Why is it a necessity to use light rail rather than buses?
@@clownpendotfart I don't understand light rail either. Just expand bus service. Bus service is much cheaper to implement, cheaper to maintain and route flexible if a change is necessary. I just see no advantage with light rail service.
@@clownpendotfart It's far superior as it carries a lot more passengers at much lower costs. Just ask the French or Germans!
@@Tonydjjokerit I'm skeptical of the claim that light rail costs less than busses.
@@clownpendotfart I understand but it truly is long term! RTTransit explains this!
If you don't get at least 100 thousand subscribers very soon, there is a serious problem with youtube's algorithm.
too kind too kind 😌
This clip earned the channel at least one more subscriber today!! 🙂
@@TheFlyingMooseCA far too kind
But there IS a serious problem with UA-cam's algorithm
This IS good content and I'm honestly impressed❗
Guy, b. a mo before Daley died, Black, South Shore Chicagoan here.☝
Really well researched! I would have thought you were a Chicagoan. Great job! You get an extra like for putting in a clip of Mark Buehrle's perfect game for the White Sox!
Edit: As for the Circle Line, I don't mind it happening in small incriments (even if I won't live long enough to see it complete). Using the map on 9:38 for reference, I would say, extend the Brown Line to the Blue Line (the Jefferson Park, Montrose, or Irving Park stop), and that could create a northern part of the circle. Then, work its way down to the northern part of Green, the southern end of Blue, and to Pink. Then finish it off by ending in the Orange Line! If there is more funding, extend the southern end to the Green (since that Ashland Green Line stop is already sticking out, begging to be part of the Circle Line).
Glad you enjoyed! Yeah the Brown extension in particular would be a huge plus and seems like some low hanging fruit - not sure if you saw Stormy's video but they made one a while back on the topic: ua-cam.com/video/190lsoXATbw/v-deo.html
Also I'm a Jays fan so Buehrle has a special place in my heart too 😍
Chicagoan here, great video! Makes me realize how much history I don’t know about. Who knew trains could be so interesting. Keep up the good work! Subbed!
Watched this on the Amtrak by the way hah
Glad you enjoyed - and very apt viewing environment :^)
Chicago still needs a “mid-city” orbital rail transitway of some sort.
Fingers crossed it comes back to the table in…2040 or so.
Ain't gonna happen. You'll be getting a U-Haul truck before things get better there.
What is a orbital rail transitway? 🤔🧐
@paularc1899 it's a rail line that forms a circular path around the city
I hope your channel blows up it's really high quality
Southside deserves better
Not sure which is worse, the traffic or the clip of the White Sox signing Benitendi!😂😢
the Benintendi jokes just wrote themselves 😬 I do hope he turns it around tho, he's too talented ;(
All the pieces are in place, now. Trade 'consultant' LaRussa to the Cubs, replacing him with the younger Minnie Minnoso.
God I hate being a Sox fan
I don't know anything about making videos, but I've been waiting for someone to make something talking about the 1939 world's fair and Futurama. The GMC sponsored display of a utopian city(made up of mega highways and suburbs). It was seen by 5 million people(including many politicians, lobbyist, planners, etc. and perpetrated GMC's idea of city planning as a default for the century to come. I know there's a lot more to the story, and it's a really big topic, but since learning about it in a design class a few years ago, I've been really interested in learning more!
not doing the mid-city rail link when literally every foot of track is already there is top 10 most idiotic wasted potentials for transit in any city
Some of that rail is still in use, and even what isn't wouldn't exactly be compatible with 'L' trains.
Still, the ROW absolutely exists there to construct the Mid-City relatively cheaply.
@@wheeliebeast7679 YEA i mean, even if they have to adapt/add on to the rail tracks, that's immensely cheaper and easier than going through the trouble of using eminent domain/purchasing properties and build new infrastructure for new ROW. They could have a new mid-city line in a tenth of the time and money it would take if they had to build everything from scratch.
@@mygetawayart Given what ridership would likely be, my 1st choice would usually be BRT in such a scenario, but given that this is a line that would subsist off bus transfers, compatibility with the Blue Line O'Hare branch IMO would be essential so no transfers would be needed to get between the airports.
As someone who's from Cicero knowing that the crosstown expressway section started here was wild to me. For me Cicero is a place where nothing really happens but we are jammed with history housing one of Al Capones houses and some of the tunnel systems he had here. Seeing you around Cicero just blew my mind since I never thought that anyone would want to film something here.
Haha a fun field trip indeed 🤩
Chicago’s decisions with the metro have been… interesting. Like spending all the money on Clark and lake station making every other station a dump. Very, very interesting.
I cant tell you how infuriating it is to live in this city and rely soley on public transit as a means to get around. I live by midway airport, literally at the cross section of cicero and archer, and while the orange line is extremely close to get to by car, i have to rely on the bus to even get to the train station,as the walk to said midway stop would take at least half an hour due to the infrastructure of the airport getting in the way. Meanwhile to drive there would be less than 5 minutes on a good day. And then to have to go all the way into the loop just to go up to the Northside is such a pain and i would always have to account for that extra time it takes to go downtown as well as accounting for the inevitable delays that occur. I cant even visit my friends who live in places like Humboldt park without making it a whole day activity because nobody owned a car. the transit time alone was exhausting to say the least. Plus the transit is never reliable as there is always going to be a delay of some kind, even your bus being late by 5 mins can throw off your whole commute. And thats coming from someone who has the privilege to live next door to a cta train line and bus stop that runs fairly frequently. I cant even imagine the struggle it would be to get around the city if you cant have the comfort of an el line stop near you. And dont even get me started on the inadequacy that is the pace bus system 🙃
I was in Chicago last week so it was nice to find this in the list of recommended videos :D. To be honest I was pleasantly surprised that I could take a train from O'Hare to downtown. So thumbs up for blue line (I don't think that's very common, at least not in the US from my few visits there).
Chicago is unusual in the US that it has multiple frequent rail-to-city center connections from a major airport (the Orange Line has served Midway since '93). DC also has 2 such connections, but the 2nd one just opened a couple years ago vs 31 years ago.
Lots of mid-tier major US cities have rail connections to the airport from their city centers, it's just that many of the big boys (LA, NYC, Philly, Houston, Boston) don't have frequent rail running directly from a major airport to downtown.
Seattle, SF, Portland, Dallas, Miami, Cleveland (1st one in N. America in 1968 - bet you didn't expect that one lol), St. Louis, Minneapolis, Atlanta, Denver, & Salt Lake City are examples in lower-tier major cities with frequent rail to an airport from downtown (another in Honolulu is 7 years away.....yes the USA is very slow at getting public rail transport built).
Thank you for this video. I live in Brookfield, IL (near west suburb) and lived in the city for a few years as well. I have always wondered why there is neither a north-south expressway nor a rapid-transit beltline. Now I understand (sort of). North-south travel on the west side is aggravating via any mode. Nowadays my commute is suburb to suburb (Brookfield to Des Plaines), and I am angry and perplexed every day that the multi-billion dollar reconstruction of I-294 did not incorporate a rail component. It could have connected literally every single Metra line and facilitated suburb-to-suburb travel as well as getting people from the suburbs (and even from Indiana) to O'Hare by rail. My commute is a theoretical straight south-north, 17 miles as the crow-flies, a Metra station two blocks from home and another one 2 blocks from my destination, but if I attempted it by rail, I'd be in for 1 h 30 m - 2 h each way and have to leave so early in the morning I'd wish for death. A two-bus journey in surface street traffic would be similarly dreadful. Sigh. Thanks again for the informative content.
Glad you enjoyed and that I could shed a bit of light on this very complex question! There’s definitely energy in making some sort of orbital rapid transit happen, so hopefully things improve soon :)
As someone from Detroit it’s insane to see how flawed this system is.
I still wish everyday that Detroit had even a comparable system :(
Also from Detroit. The L looked like the gold standard for transit for years, so it was weird to realize it has limitations.
In fact what has been even more shocking seeing all of this urbanist youtube content is that Detroit's transit issues aren't an outlier or low mark in America, it's a lot closer to average than say dead last (hello Arlington, Texas).
Well researched?!?
Beautiful editing!!?
VIDEOS WITH EXPERTS?!?!?
woah
Woah
WOAHHHH
Steve Schlickman FTW
It's even worse out in the suburbs. I live in Willow Springs and work in Oak Brook. What would be a 22-minute trip by car takes over 2 hours by bus. I have to use a combination of Pace and CTA bus and train connections to get there depending on what day and time I'm scheduled, but I typically have to take 4 busses each way (or 2 busses and 2 trains). Whenever possible I'll take the 390 at Archer and Nolton either to Bridgeview or Chicago, but because service on that route is so limited I'll often have to walk 40 minutes down 87th to catch the 379 on 88th. I agree that Chicago's transit infrastructure needs a major update, but we need to see some of that outside the city as well
Been riding the CTA for ten years now and know quite a bit of its history but never had such a succinct explanation for the biggest most obvious failure of its service laid out before. Big ups!
Still amazed Chicago managed to connect it directly to O'Hare. I bet there is a interesting story of defeating political corruption and ineptitude surrounding that. It just makes too much common sense for it to exist the way it does.
From 1,000 feet its a great idea, in reality the blue line needs more security to make tourists feel comfortable to take the blue line to hotels downtown.
The blue line from o bare to downtown is not dangerous. It starts getting sketchy once u pass Dowtown towards forest park. But even then its not that bad. There's a huge racial dynamic that makes people think its "dangerous". Just cuz most of the riders from Downtown to forest park are poor and black doesnt make them dangerous, just poor and black.
@@DERRTYCHYBO Tourists are not afraid of poor black people, they're afraid of tweaking drug addicts. Most poor black people are not sleeping in puddles of their own urine on the blue line at 3:00am.
@@DERRTYCHYBOYeah, I don't often take the blue line but that has nothing to do with safety and everything to do with hating O'Hare with the passion of 1,000 dying suns, love taking the orange line in from Midway as long as it's not actively snowing.
@@DERRTYCHYBO They could deputize every person with a pulse in Chicago and they still wouldn't have enough security.
For most of my time on Chicago transit I've taken the train, but I've recently started taking an express bus that happens to run close to my home and day job. When the trains run when they're supposed to at the speed they can, they're great. But Covid did a number that CTA seems unable to come back from. Infrequent trains during rush hour, ghost buses (often several in a row) make me really hate using transit. (And driving is just as awful... shiver.) I'd be much happier if CTA would just get back to pre-pandemic service, even if that's not as good as it was 10 years earlier.
If you join the Pink Line with the Purple Line and the Orange Line with the Brown Line, you could run trains _through_ the loop instead of just in and out. Bonus: each branch (Line) that feeds the loop gets twice as many trains without an increase in Loop train traffic or having to buy additional carriages.
YES
Chicago Native as well. I'm glad, as mentioned in the video, an agreement is being met, and the redline is extending further South.
Metra, CTA, and RTA lines to merge. Therefore, some of what is displayed here may finally come alive.
It's desperately needed. The majority of the street before repaving still has the old rail lines and stone/brick streets, which are in prestine condition. I always wondered why a decision was made to no longer use it.
Great production quality, well researched, a good infusion of humor (love the eagle sounds) and a very pleasant narrator voice, this channel is extremely underrated
Every time I saw the clip of the Jose Ramirez - Tim Anderson fight I shouted Guardians announcer Hammy’s, “Down goes Anderson!” and I got distracted.
This video just infuriated me even more. I"m a recent Chicago transplant and the service here just pales in comparison to NJ/NY, hell the entire northeast corridor. The government seems so shortsighted that it's maddening, especially now when inter-neighborhood rail would be way better than the loop as a lot of people work from home. Then I think about rails in the rest of the world and it gets me even madder.
Absolutely awesome video, great presenter and thoroughly researched. You are the best UA-camr out there and most under-recognized for now, but just wait. Love whatever you do, especially your transit videos. You have a fan and will always follow you.
Really appreciate the kind words Michael - glad you enjoyed and see you around!
I love your channel so much, it is a great insight into these cities and the history behind their transit systems. Focusing on the funding portion is a great focus that really reveals the important mechanism behind building successful systems
Glad you enjoyed - and the funding aspect too!
As a white Sox fan- thank you for including the clip of TA getting knocked out 😂😂
as a new yorker who recently moved to the chicago area, i've been kind of surprised that my wishlist for train lines in the two cities is basically the same - new york has transit that's fairly centralized around manhattan, and although that's definitely way less cramped than the loop, it's still a problem when you're trying to travel around the outer boroughs. the cta just seems to have a larger scale version of that problem, and in both cases it would be really nice to have a line allowing transfers between radial lines at their outer ends.
I appreciate all the effort you put into this is pretty awesome👍
Idk what rabbit hole specifically led me here. But I'm glad I've decided to try and actively change recommendations
dude i absolutely love the little baseball inserts everywhere. makes it all easier to understand for a dumb baseball fan like me
🤓 the target audience has been reached
Your production quality is amazing for such a small channel!
Here is the short answer, Chicago is a global commerce hub. The south loop of someone mansion from a place you have never heard of, is getting another upgrade soon.
Slava Ukraine!!! 🤣🤣🤣🤣🤣
“We need 500 economic impact studies on this construction, it has to be equitable for all people to use, and we need to pay the workers above living wage, BUT we need the project done for a 1/4 of the cost” - big liberal cities
11:33 I feel like this point wasn't stressed strongly enough when Detroit started constructing their recent streetcar (QLine). A vox article called "The real reason behind the demise of America's streetcars" pointed out that streetcars did increasingly get stuck in traffic. The article was published well after Detroit's QLine had started construction but before it opened in 2017.
People saw the decline of cities and the decreased ridership in transit seemed to match with the 1950s when Detroit and many other cities replaced their streetcars with buses.
But the reality is the increasing popularity of cars would have made it difficult for any transit vehicle to do well while competing with car traffic.
This is why I now believe it's far more important to have a transit only lane, than whether you use a bus or a streetcar.
Glad you picked up on this! I tried to make sure to communicate exactly that point - it's not bus vs. streetcar, but really about transit priority.
@@TheFlyingMooseCA I just hope there's a way to convince MDoT of the need for transit priority on Gratiot Avenue in Detroit. And maybe better signage on transit should be considered commonplace.
Would you put up a sign on the interstate that simply said "Exit" or "Interchange" without specifying which number or destination it leads to? Yet a lot of bus stops simply have a sign that says "Bus Stop" with the transit agency logo.
Or how about having a car bridge/ramp with no guardrail, wall or any barrier to prevent you from flying off? Nobody would accept that. Yet it's not uncommon to see a painted bike lane on a high speed highway that just has the lane marking painted on, but without any buffer or barrier to prevent a car from ramming through it.
Anything but a car is considered a luxury, an afterthought or bonus of some kind while a car is treated as a necessity.
As a Dallasite, I wish we had a transit system that was 1/10th as useful as Chicago’s lmao
i thought this channel was huge based on how it was executed so far and im only 1 minute in. you deserve way more recognition bro! just dropped a sub
This started out as a critique of hte Lopp 'L and never returned to that. That is a good thing as the Loop 'L is really the backbone and best part of Chicago's system. It is so deeply ingrained in the city's psyche that it will never be replaced.
Shoutout to Austin Busch for mentioning the Citizens Action Program (CAP)...growing up on the SW Side, it was organized largely by Fr. Leonard Dubi, who was an associate pastor at our parish church (St. Daniel the Prophet).
Studs Turkel profiled Father Dubi (and his father) in his book "Working".
Let's go Chicago :)
It is a crime that you only have 24K subscribers! Your work is outstanding! Keep up the good work!
The REAL problem is that is called the "L" instead of the "W"
10/10 comment right here
I love how you say your A’s. Branch, half, path…I love it!
I grew up in a suburb that was originally at the end of the streetcar systems. You can still see several remnants today, including abandoned streetcar stops. Ultimately, the connection to the city was severed, and pushed onto traditional commuter trains
At 5:26, why do you have a picture of Parliament Hill in Ottawa. It has nothing to do with Chicago L system?
those are excerpts from my previous videos - the ottawa clip is from this one ua-cam.com/video/nrgPHgvxkcI/v-deo.html
Once upon a time, there was talk of extending the Blue Line to Schaumburg. Currently, the line ends at O'Hare. The route would follow the Kennedy Expressway from O'Hare to Schaumburg.
There was a massive project in the past 20 years to rebuild the Kennedy from O'Hare to the Wisconsin border. When the project was completed, no forethought was incorporated into the rebuild for any possible line expansion.
OH NO the cta with a camera in the middle of the day. So glad you made it out of there alive
@princessmiaxo haha no I think it’s sarcasm going both ways 😂
I was born and lived in Chicago most of my life, and I have been coast to coast, and North to south, and will still take it over LA, New York and many other larger city any day!
If you compare to other cities in America, Chicago is pretty advanced.
Doesn’t mean it can’t be better. But how many cities can you name in America except NYC that has a better transit system then Chicago?
At the very least, most of Chicago is fairly bikeable & walkable. In addition, the bus system is fairly reliable. You can bike fairly anywhere in Chicago.
This video from its origin seemed to paint Chicago in a bad light. Why don’t you go and rate Houston’s Public transit or Los Angeles?
Not the intention to put Chicago down - goal was to explain the history of these projects
Good question. DC?
such an underrated transit youtuber
Thank you 😊
As someone from the burbs who went to uni in city, it’s insane to take the L and see the bustling and promising industry and security of the loop, which is nice but so relatively small to the rest of the city. In the north side, it’s insane to see the amount of gunfire and stabbings at stations, in the south side it’s insane to see the trains stop in the middle of tracks for HOURS. It’s even worse when I want to go somewhere that is only a mile away, and the entire commute is a 27 minute ride on the bus and a 12 minute walk and it’s fucking DECEMBER (Chicago December)
Thats insane.
How can it possibly be 27 minutes on the bus to go 1 mile unless you are transferring halfway there?
Sounds like the scenario to get out the bike, and not even ride it the whole distance, just ride it to the bus, put it on the bike rack on front of the bus, the ride the bike to your desination.
Time the bus right and it probably take 6-8 mins at worst.
I want the highlight the point you made about Chicago leaving behind its industrial roots. You took the pink line to Cicero, while in between Clinton and Cicero you would have seen tech companies and condos, than after Polk you see the sad and abandoned warehouses. As a rider of the Pink line I always feel sadness thinking how all the jobs these warehouses had are now gone. All that space isn't being used! Chicago could do so much with those abandoned buildings!
why would they build phase 2 of the circle line as elevated tracks instead of using the very wide freight corridor which does the exact same thing?
why would they build the circle line as a new service increasing saturation downtown, instead of having the brown line continue south, take over the west englewood branch, go north along the CSX corridor until Western, turn west on W Lake St, and end at harlem/lake? thus connecting far more peripheral neighborhoods while increasing service on the already established green line stations, and reducing the load on the loop.
Well i guess my random ideas cost 20 billion dollars
@@maoschanz4665the circle line wouldn’t increase train congestion in the loop for two key reasons:
1 - the loop is at capacity already. It is very hard to add more trains to a traffic jam. Any demand for additional circle line trains in the loop would be filled by cutting service from other lines.
2 - more importantly, there would be no demand for additional circle line trains in the loop because the circle line plan didn’t touch the loop. The four main sections of the plan were: the shared Pink Line alignment, just west of the loop; the connector from Pink to Orange, southwest of the loop; the subway up to the Red Line, northwest of the loop; and the shared Red line portion, which is a subway through downtown until it connects with the Orange and Green lines, where the circle line would then use the Orange tracks. None of those sections are the loop. Some, especially the transfer from Red track to Orange track, are extremely close, but if (as the video says) the planned connection to the Red line was at North/Clybourn, there would actually be no point at which the circle line spends a significant amount of time sharing track with more than one line.
@@theevilmoppet yes i realized it was the red line afterwards, i edited while you were answering, but this circle line plan would still be increasing the number of trains downtown (this tunnel can get saturated too i guess) while not addressing the current saturation of the loop.
My point is that building the circle line doesn't connect peripheral neighborhoods well enough as they said in the end of the video, but more importantly it doesn't fix anything regarding the loop, despite what the title implies. Not building a full circle, but extending existing lines in weird ways, would get less trains on the loop while providing a service better than what they planned
@@maoschanz4665 Yes that would have been much more simple building along existing freight lines maybe around the Belt Railroad.
If Chicago had more express Buses it would fix alot of this. Only Ashland, Western and Michigan have a few express ones. It should be way easier to cross long distances during peak hours. NYC buses also are connected wireless with the traffic 🚥 lights so they can Green light all day which express bus definitely needs. This is way cheaper than building a whole new train line.
Just raises frequency of express, get wireless traffic light communication and add express to Irving park and Halsted as well from 8am-8pm
This sounded like (when they say no where!) the Queens Bridge line that ended in the largest residential public housing project in the nation.
If you looked at the area besides the public housing, you will see why they say "no where" It was literally a warehouse area that happened to have a housing project built there.
But in later years it was connected to the Queen Blvd line, which is one of the most crowded lines in the corridor beside the Flushing Line.
But Queens suffers from the lack of heavy rail, so people use whatever capacity that is available.
Chicago isn't suffering from a capacity issue. Because most people are shut out of the system, because it useability.
The idea to have a separate line would solve the biggest problem. But extending some of these lines into each other just might work somewhat without the cost and funding issues of a new line.
I don't know the CTA very much. But it just appears that this might help a little.
What a freaking amazing video. Between the very well informed research about Chicago plus an amazing baseball knowledge. Glad I found this vid/channel
Shit like this is why I don't see America catching up even a fraction of the way with places like Taipei, Japan or the Netherlands in my lifetime
I'm already liking this video a lot, but I HAVE to give props to the editor on this with the baseball references.
"Secure funding" with the Benintendi signing had me stop the video to laugh. You are seen, my man.
This is a great video, but I really wish you used freedom units (imperial) within your video. I get that yall are Canadian but as an American watching a video about an American city, dollars per kilometer is a little hard to understand. Just a little “__ kilometers or __ miles” or even a some side text edited in with the conversion would be nice.
Haha fair enough - I find that cost per km tends to be the measure even for US studies on transit costs, but will keep in mind for next time
@@TheFlyingMooseCA Thank you! I’m actually really surprised you responded :)
@ChadwickMann np! I try to - especially for a topic like this where its a liiiiitle contentious
Amazing video man. Really funny with the Chicago sports references, yet super informative. Really great stuff man
The city needs to get a subway under Western.
For the capacity actually needed a full-blown subway under there would be downright idiotic due to cost. BRT done right with all the bells & whistles that would make it as fast as a subway would make for a much more economical and responsible solution.
No. One of the draws of Chicago is that the riff raff on south side can't get easily get to north side
@@ZhangWeiMenacing Is Evanston a crime haven because of the red line? South-siders already have access to the north side. It's time to give the city the transportation it deserves.
@@Bluesourboy it takes an hour to get from south to north on red line. That good deterrent
@@ZhangWeiMenacing you say that as if there aren't any sizable pockets of riffraff on the north side Red Line. Have you never been in the vicinity of Howard station itself, right next door to Evanston?
Western and/or Ashland IMO should have proper BRT as IMO both streets need far faster transit but still won't have the ridership to justify the expense of a subway.
really loving the content man-- each video is an insta watch for me. The baseball references and your comments are also very much celebrated!
also do TORONTO
haha glad you enjoyed (and the baseball 😎) - toronto will probably be next 👀
@@TheFlyingMooseCA haha cant wait! what team do you follow??
Trust me, as a native Chicagoan in the south side of Chicago, the “L” is not what is keeping people down here poor
Good point. Pounding our neighborhoods with illegals is making us even more poor and unsafe.
Born/Raised in the City here. I don't have many issues with the transit in Chicago, Now the roads are worse than most places on earth. But the L is actually OK. Can we do better? Sure, but until you take a bigger bite out of the corruption, whoever builds it will a) do it to their buddies benefit, and b) shave off funds at every turn, which then creates c) a messy, and often broken infrastructure.
The Southside is neglected the most, when it has the most potential for interstate commerce. As it once was at one point, being the greatest hub in the history of the world for almost a century. Kinds threw the baby out with the bathwater. Yay, corruption.
Bro out here pronouncing it “Tronsportation” 😂
U wot m8 😤
Best quality I've ever seen out of a channel this small. You've earned yourself a subscriber and hopefully 100s of thousands more if there's any justice in the world.
Really appreciate it - thanks for watching!
You can build whatever you want here in Chicago. The problem is safety. That's another big reason why people don't want to take public transit. The Red-line is more than just dangerous, you're literally risking your life. 95th is the end of the line. They talking about extending to South suburbs like Dolton? You think it's dangerous now, it will be a bloodbath then.
Never commented on a UA-cam video before but want to boost for the algorithm! Really enjoyed your video!
Really appreciate it, thanks for watching!
Chicagoan who's ridden the L since childhood: People today don't appreciate the sheer destruction of neighborhoods that took place during the construction of the highways, but when the Crosstown Expressway (which would be nice) was under consideration people did remember the destruction, no doubt some were displaced. Today we are often reminded of the destruction of neighborhoods on the South Side that tore up Black neighborhoods, which was real and a real problem. Forgotten is the destruction of Irish and Polish neighborhoods. Some of the route planning had to do with the Chicago Machine which used the planning to help or harm Aldermen depending on how aligned with the Machine they were, with the near destruction of St. Stanislaus (right next to the Kennedy) due to the Polish Alderman not being aligned with the Machine being a reminder of the political wrangling every time you drive past the church where you can practically get communion from the far right southbound lane... And the BRT ideas neglect the sheer amount of traffic, automobile and commercial that use those streets (first Ashland and now Western), it would be one thing to widen the streets themselves, which is probably not feasible but the ideas have been to simply replace lanes with less frequently used bus lanes.
The illegals invading isn't helping much either. So much money wasted on them and property taxes driving us out of our homes.
There was a proposal back in the 50s or 60s to dismantle the loop and build an underground subway. I think it would have been much better for downtown transit but would mean losing the elevated railway which Chicago is famous for
Yep, there have been plenty of proposals (since the Loop was built honestly) to tunnel/detangle it somehow. It's just part of the landscape now, for better or worse :)
some casual racism from superstar ryan gosling at 20:12 how delightful
Lot more than casual. But it fits.
Funny, you answered a LOT of my questions in the first two minutes of this video. I've traveled almost yearly to Chicago, and it would baffle me how neglected certain areas of the city were overtly disconnected from the rest of the city. Like, when the red line ends - it limits economic opportunities/accessibility significantly. It blows my mind how clear this is after watching this video. Great job
Thanks for watching! This definitely isn't the full story but I try to make it a good starting point - glad you enjoyed :)
I like your video but you called the bus a social service. Most of the cities ridership is found on buses. I know you don’t live here but I’m a Chicagoan born and raised and the bus is how we travel to different neighborhoods that aren’t on the way to the loop.
Thanks for watching! That particular sentence was more sarcasm to reflect how buses haven't gotten the attention they deserve given their importance - intention wasn't to say they're actually a social service. Hope that clears it up :)
@@TheFlyingMooseCA If you had said something like "treated as a social service" or similar, I think we would've gotten the point much better. Great video!
Native Southsider here!! I work in west loop and the only public transportation is a train to lasalle/union + 2/3 buses or Ls. Lots of gaps in public transportation just steps away from the loop. Having a public route connecting Southside directly to Westside/northwest side (without 3+ transfers) would also be helpful for many!
I know stormy from miles and transit lol he knows the CTA well
yep, was great to meet up (+ super helpful to have a CTA guide haha)
Native Southsider here!!! 100% agree! I work in west loop and the only public transportation is a train to lasalle/union + 2/3 buses or Ls. Such a lack of public transportation just steps outside the loop. Having a public route connecting Southside directly to Westside/northwest side (without 3+ transfers) would also help so many!
Or bring back street cars!
I can get anywhere in and around the city in about 45 minutes. I can go from my neighborhood to the airport in less than thirty, which is one bus and one train away. I can go from 95th to Evanston in about 30 minutes. There are several N-S buses running on every major road, all the way out to the forest preserves. I can go from Edison Park to Oak Park in about 20 mins on just one bus.
Great to hear the system works well in these cases :)