CTA's bus and rail decrowding plan is working

The plan to reduce crowding on buses and trains is working, according to a first quarter "report card" issued today by the CTA.

  • The CTA's decrowding plan reduced overcrowding on many bus routes by 28 percent in the first quarter of 2013 when compared to the first quarter of 2012.
  • On CTA's rail lines, overcrowding was reduced by 35 percent in the first quarter of 2013 compared to the same time frame in 2012.

(Note: All first quarter 2013 bus and rail data excludes the period of March 4-8, 2013, related to the shutdown of the Wells Street Bridge to allow reconstruction of the bridge. Because that extraordinary event dramatically affected scheduled service and ridership patterns, the first quarter data includes an average of 12 weeks instead of 13 weeks of data.)

Under the CTA's decrowding plan, 48 bus routes and six rail lines received additional service primarily during peak times, financed by the discontinuation of 12 "duplicative" and low-ridership bus routes. The crowding-reduction plan provided the equivalent of $16 million in added service to the busiest routes, at no cost to taxpayers.

The service changes were based on the first holistic review of service the CTA had conducted in 15 years. Working in concert with Northwestern University’s Transportation Center (NUTC), the CTA analyzed data on ridership numbers, ridership patterns and route configurations, as well as the availability of other transit options, to maximize service quality.

On CTA buses, here on some examples of reduced crowding in comparing the first quarter of this year to Q1 of 2012:

  • #26 South Shore Express: crowding declined 59 percent and average wait times fell 12 percent, as ridership increased 3 percent.
  • #3 King Drive: crowding fell 20 percent and wait times declined 6 percent, as ridership remained steady #76 Diversey – crowding fell 35 percent and wait times decreased 6 percent, as ridership grew 2 percent.
  • #134 Stockton/LaSalle Express: 33 percent reduction in crowding and a 12 percent decline in wait times, with a 13 percent increase in ridership.
  • #49 Western: crowding fell 37 percent and wait times declined 7 percent amid a slight decline in ridership of 3 percent.

Overall, ridership on the bus routes receiving additional service grew by 1 percent in the quarter, even as bus ridership systemwide fell by 4 percent. The CTA says this is evidence that CTA is "putting service where the demand is highest." The CTA added more than 9,000 bus seats on the 48 routes and reduced wait times by nearly 8 percent.

On the six rail lines with more service, the CTA increased capacity by 12 percent, adding 18 additional trips during the weekday rush periods -- the equivalent of more than 5,800 additional seats during a rush period. Average wait times for trains were reduced by nearly 12 percent.

Crowding on each line declined as follows:

  • Blue, 54 percent
  • Brown, 61 percent
  • Green, 68 percent
  • Orange, 55 percent
  • Red, 37 percent
  • Purple, 21 percent



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  • I wonder if CTA is going to publish verifiable numbers, such as a spreadsheet of entries and exits based on the Clever Devices 4 laser thingamabobs on each doorway. Nothing here on the methodology used.

    And I'm sure that Cheryl will point out that crowding was eliminated 100% on the Lincoln bus.

  • You're just never satisfied, are you Jack?

  • In reply to Kevin O’Neil:

    As the people at Aquinas Wired can attest, I don't worship at the altar at the Church of Sts. Frank and Forrest.

    If the underlying numbers are there, CTA can post them.

    Other than that, I won't repeat what CCWriter and Scooter said.

  • Maybe I missed it, but what is the unit of measure of crowding or crowdedness that changes by 28 or 35 percent or whatever?

  • Hasn't done a damn thing for the #4!
    It's still a mess all day long.

    Plus Jack is correct. Just what are these numbers based on, other than the likelihood of being pulled out of Claypool's ass?

  • Regarding the numbers: The CTA said they used daily weekday boardings/entries during the times service was added (primarily AM and PM rush) for the three month-period and compared to Q4 2012.

  • In reply to Kevin O’Neil:

    So the data are there. CTA could publish it in the same manner as the monthly ridership report including all the explanatory notes, such as that it includes estimated cross platform transfers and unlinked trips instead of originating fares.

    Also, they would have to reshuffle the numbers, such as that there really isn't more service on Inner LSD, just that 145s were converted to 146s and the only substantive change is that nothing runs on Wilson.

    Also, they would have to use the exit data, too. There is a bigger difference in crowding if the average ride is 2 miles (claimed for Ashland) or 6 (probable for 147). For instance, the 60 bus may have high boarding numbers, but from my experience isn't that crowded because people are getting on and off, the only big loading centers being UIC and 26th and California (maybe also Juarez HS).

    Given CTA's history of fudging the numbers (such as the goat herder saying CTA is subsidized only 91 cents a ride without disclosing that those were boardings and it collected only 93 cents in fares), the request for the underlying data is reasonable.

  • In reply to jack:

    Actually, the data are published every month in the ridership reports: http://www.transitchicago.com/news_initiatives/ridershipreports.aspx

  • In reply to Kevin O’Neil:

    1. CTA didn't say to the public that that was their source, as opposed to, say, the supervisor boarding the bus and seeing if riders are packed like sardines.

    2. Read the caveats to that data I noted in the preceding post. Do "estimated" cross platform transfers really tell how crowded an L car is? Or are they making the assumption that if the interval was cut from 5.5 to 5 minutes, people can get past the doorwells to exit when they couldn't before?

    On the latter one, I am not arguing against some service improvement resulting from short turning Blue Line trains at UIC and Jefferson Park, but that isn't going to be obvious from the Ridership Report. And since the Ridership reports only indicate who goes in the turnstiles, not exits, there is no idea how long the average ride is, other than making assumptions about flipping the boarding numbers.

  • Now when will cta restore the 11 Lincoln for it's entire street length?

  • In reply to ibilldavis:

    Never, for reasons it won't tell the public.

    Anyway, the public has forgotten all of the Terry Peterson lies about "we listened." The next story on unDemocracy in Chicago will be the school closing hearings, and the real question is whether that will have any real political impact.

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    There has been a definite improvement on the Red Line. I ride all the way from Rogers Park and it's been great.

  • On the Red Line, there has been an increase in NorthBound express trains during the AM rush in order to get them back to Howard to keep the SB runs on time. The NB Reds also are often pulling into the SB platform at Howard, making it more inconvenient for NB commuters transferring to the Purple or Yellow Lines. So, while this plan may be helping the SB riders, it is at the expense of the NB riders.

  • In reply to Edgewater Roadie:

    Which would indicate the despite supposedly putting on more equipment freed by cutting back the Blue, schedule adherence is bad, maybe for reasons said by Kevin a couple of days ago (i.e. they didn't really fix the slow zone problem).

    Looks like a mixed bag for someone going to Howard in that you get a late express train but have to change platforms. On the other hand, riders south of there obtain no benefit at all, since they have to pack the following train (unless the reverse commute isn't that crowded).

  • In reply to jack:

    The express trains only help if you are on them. They don't help as you stand on the platform watching them pass your station.

  • In reply to Edgewater Roadie:

    What I meant by "south of there." I guess I should have added "coming or going."

  • My anecdotal experience is that the 152 bus is less crowded on a daily basis, mostly due to longer buses being used I think. As for the blue line, it does seem to run more often during the rush now, even if it short turns at UIC, which is probably fine for most riders. The changes are probably more noticeable on the bus as I used to never get a seat and now I sit most days.

    As for the 54% de-crowding for blue line, I agree with Jack that I'm not sure how you really reach that number unless you know where the riders exit. It would get even more confusing if you tried to figure in the transfers in the Loop. Is it better, yes? Is it 54% better, I'm not so sure.

  • In reply to chris:

    The longer buses are not an effect of the crowd reduction plan (as that plan was represented), but of the near completion of deliveries of 100 4300 series buses. After 103rd garage received some, some of their articulated buses were transferred to North Park garage, resulting in the ones you saw on 152 and the ones Kevin reported on 49.

    On the other hand, there is the "strange coincidence" that 100 buses will be needed for Red Line replacement starting in a little over than a week. Therefore, there is the question how many of them are going to stay on the north side.

  • In reply to jack:

    Thanks for clarifying. I wasn't sure if the reduction plan included the articulated buses or not. If they cancelled some routes and cut back on others, I thought maybe it could have freed some articulated buses up. We will see soon enough if they disappear to the south side.

    Either way, there is an improvement in regularity as well, which is also nice when combined with the bigger buses.

  • In reply to chris:

    Except for whatever was saved cutting service on Wilson itself (as opposed to transferring the rest of 145 to 146), the types of routes cut would not have supported articulated buses, especially those routes on the periphery given to Pace.

  • Bah. When I'm standing at Chicago and Franklin waiting for a westbound #66 bus, and it pulls up completely full, and I decide to walk home, my ride is not counted in the metrics, as there is no provision of opt-outs.

    I can't see that the de-crowding has helped the #66. The westbound buses are almost always jammed during the evening rush.

  • In reply to SpinyNorman:

    Which makes the point I made about the ridership report before. The ridership report indicates that 66 has boardings that justify articulated buses, but obviously didn't get them, and your opt out doesn't count, except for the observations in the press release that ridership on certain lines has also declined.

  • In reply to jack:

    I once had a conversation with a regional sales manager for Kohls. I told him that they don't carry enough 2XL shirts. He said they don't sell a lot, so they don't carry as many. I told him that just about every time I visit the store I look for a shirt, but never find one, and leave without purchasing one. Of course they don't sell them.

    A proper metrics program would include a way to calculate missed opportunities, possibly by random sampling riders with Chicago Plus Cards, and asking them about skipped trips due to overcrowding.

    By the way, I've seen at least 2 articulated buses on the eastbound #66 in the morning over the past few months. It's not a daily occurrence, so I'm curious how often they run them.

  • In reply to SpinyNorman:

    In effect you make Cheryl's point below. It is fundamental, sometimes even in transit, that market research has to be done, especially to note missing opportunities. For instance Pace says it contacted employers and preachers before instituting the South Cook-Will restructuring.

    Maybe after market research, Kohls decided that an insufficient number of customers would buy that size, and you have to go to Big and Tall. In any event, without the independent market research, CTA does not know what the real demand for the 66 bus would be if it were properly decroweded, nor, in the Lincoln case, what happened to the riders who used to ride it, even if that number was small (not that they ever said). For instance, the justifications for cutting 11 would have more justified cutting 56, which definitely is parallel to the Blue Line, but it was never explained why 56 didn't get the axe.

    It really does get to CCWriter's point about that the unit of measurement is either unknown or inadequate. A true market survey would flesh that out.

  • In reply to SpinyNorman:

    Kohl's gave the classic corporate BS.
    Many years ago, when the Evanston Home Depot opened, I went in there for white, high temperature spray paint. They were out of it.
    Here's the response from the asst. manager: "We don't carry it anymore because it sold out as soon as it went on the shelf"
    See if you can figure that one out before your head explodes!

  • In reply to ScooterLibbby:

    That probably explains why despite 150,000 square feet of merchandise, Home Depot usually doesn't have what I want. Unless Lowe's doesn't.

    However, that might have been code for "Mayor Daley doesn't want us to sell it over the border." Not sure if Chicago still bars sales of spray paint.

  • In reply to jack:

    Chicago still bans spray paint, but you can buy it at a few hardware stores if you have a store charge with them. The paint is locked up in the back room.
    Home Depot in Evanston no longer has outdoor TV antennas, but Lowe's in Lincolnwood does.

  • I'd like to see a study done by some outside firm before I'll believe what the CTA says about de-crowding.

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    If you consider seeing TWO (2) 2/3 empty long 146 buses in a row after a long ONE 91) 146 1/2-filled bus just pass you and now you have to get onto a crammed-up-to-the-front-window 135 bus or wait another 10 minutes to make you late to work a WORKING DECROWDING PROGRAM, fine.

  • In reply to Paul Aman:

    Lol. Yea, see it all the time on the #66. The first bus is packed solid, and the 2nd bus 30 seconds behind it is 90% empty.

    Now, the CTA would take the total boardings divided by 2 buses, and say that the average number of riders was 1/2 capacity, so the de-crowding is certainly working! Oy.

  • In reply to SpinyNorman:

    They also claimed on WTTW's Chicago Tonight that their control center in a secret location has cured bus bunching.

  • In reply to jack:

    Not today, when I looked at 22 Clark today at 2pm in bus tracker, EVERY NB and SB was paired with another bus within one block of each other. I thought maybe because of the RED and BROWN interruption south of Belmont, not necessarily status quo.

  • In reply to JohnT:

    Ha! That's nothing. Yesterday at ~5 pm I got off the Brown line at Chicago and Franklin, and there were *four* westbound #66 buses within a block of each other.

    How the hell do 4 buses get bunched between Navy Pier and Wells St, a distance of 1.5 miles? I got on the third bus, and of course at each stop the driver had to wait for each of the buses in front of him to discharge/load passengers. Talk about a snail's crawl.

  • In reply to SpinyNorman:

    4 buses might have reach Navy Pier at the same time, three late.

    But, as noted above, some spokesmodel said on WTTW that the secret control center has cured the problem.

    Now one can see why we aren't buying the main story. The so called statistics mean nothing if the buses are bunched. I'm sure bus #3 was decrowded.

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    Rule #1 for the CTA - never, ever show anyone how you arrived at your figures.

  • Spiny,

    You need to go to the far non-south side/Indiana suburbs to find XXL bliss. Hawthorne and like-demo'd locations would be ideal. Larger people who have a penchant for wearing baggy clothes mean that XXLs simply do not last on the shelves very long the closer to the inner city you are.

  • In reply to urbanleftbehind:

    Lol. That was years ago when I lived in the western burbs. Yes, us middle-age fat guys like out clothes baggy, especially when you sit at a computer for 8+ hours a day.

    I solved the problem by shopping on the web. No more wasted trips to the store to find that they have no shirts in your size.

  • It's a miracle!
    They're going to use granite ballast on the Ryan rebuild.
    But Hilkevitch then goes & repeats the bullshit that it's from the 1980s & not the 2005 rebuild.

  • In reply to ScooterLibbby:

    Some reverend must be eyeballing this site to pick up on the benefits of granite.

  • In reply to urbanleftbehind:

    Stoning the heretics?

  • In reply to urbanleftbehind:

    Crush the evildoers and their limey ways, remove them from our worn down path, and replace them with solid granite stone so all that may follow will have a sturdy path.

  • In reply to ScooterLibbby:

    How can it be "bullshit about the 2005 so-called rebuild" when it was written here in this very blog and all of YOUR mistaken notions about work on the 2005 Ryan Red line work were individually listed, corrected, and documented and I don't remember seeing any counter argument from YOU which would lead to an assumption by ordinary people that the listed facts were indeed TRUE and CORRECT.

    Here's a memory refresher.......
    chicagopcc1 said February 23, 2013 at 12:00 am
    Your memory is flawed. There weren't "miles of shooflys." The shooflys were at interlocking crossovers and not all along the mainline. Admittedly, I'll be the first to admit that the CTA cannot do complicated switchwork with the smoothness you witness on Amtrak's NEC or on Dallas Dart or on European systems. The outside contractor that did Tower 12 on the Loop 'L' however did a marvelous job. No vibration, no noise, no shaking even when Orange and Green line trains do straight through moves at 35 MPH.

    chicagopcc1 said February 23, 2013 at 12:00 am
    Don't believe me, maybe you trust the noted website "Chicago-L.org"
    "The major portion of the Dan Ryan Red Line Rehabilitation Project began in 2004 and consisted of three phases. Phase I replaced crossover track, installed a temporary signal system to support existing and upcoming track work, and began contact rail replacement from Cermak Road to 95th Street. Phase II involved constructing two new substations, upgrading two existing substations and demolishing one substation; installing a new bi-directional signal system; finishing replacing the contact rail; and installing new fiber optic cable. Station renovations were performed during Phase III, including elevator installations at 47th and 69th stations and refurbishment of platform canopies at eight stations from Sox-35th to 87th, inclusive. The three phases were performed in successive order, although each phase overlapped with the next one by several months.......
    "Mayor Daley, President Kruesi, and other officials formally kicked off the Dan Ryan Red Line Rehabilitation Project at a press conference on March 24, 2004, although some preliminary work began in early March......
    "The crossover and signal improvements on the Dan Ryan resulted in some interesting temporary operations to allow the new interlockings to be installed: the creation of temporary runaround "shoo-fly" tracks.......
    "The shoo-flies consisted of bypass tracks in each direction located outside the current CTA right-of-way on the left Dan Ryan Expressway shoulder (adjacent to the CTA right-of-way) in each direction. The creation of these bypass tracks, each of which stretched between 1,000 and 2,000 feet, allowed the CTA to maintain uninterrupted bi-directional traffic on the Red Line while taking the permanent tracks out of service for replacement. Work performed in the bypass areas included the replacement of tracks and ties, installation of new specialwork such as crossovers, and the sinking of new traction power cables and substation connections. The runarounds were only being established where certain work was required, not along the entire branch."
    Admittedly 2000 feet is a long stretch and perhaps gave you the impression that the entire track wasa b eing replaced. A standard city block is only 660 ft. long.

    chicagopcc1 said February 25, 2013 at 12:00 am
    In reply to ScooterLibbby:
    You don't realize how stupid it looks when you make such erroneous statements. But then that can be expected from people who declare that everyone else lies and they alone know the truth.
    Scooter "everyone else lies" Libbby said, "You don't replace multiple sections of 1000 or 2000 feet of track in both directions just to replace a crossover."
    Shooflys of that length were built leaving room on both sides. You evidently didn't notice that the crossover north of 63rd St. station involves a "middle track" and the lead switch is north of the 59th St. viaduct. The matching switch at the other end is just north of the Norfolk Southern railroad viaduct, at 62nd St which is about three blocks. Let's see, new math is 3 times 660 ft, equals 1,980 ft. That would surely take a 2,000 ft. shoofly track plus. Score that "truth" one, Mr. Libbby zero. Add in the length stated truthfully and its "truth" two, Libbby zero.
    Mr. Scooter "knows all, never lies" Libbby said, "... crossover is never more than 150 feet long on the CTA."
    Shooflys were built at nine locations for crossovers on the Dan Ryan. Besides the 59th St. middle track, already accounted for, ONLY ONE of the remaining eight is a diamond double crossover, the shortest possible crossover. It's at 93rd/94th. But a simple Google Map search shows it to be almost 2/3 a block in length. 440 ft, not 150 ft.
But its shoofly began at the north end of the 95th St. platform. The north end of its shoofly had to avoid the 93rd St. pedestrian overpass crossing the expressway, so the shoofly was much longer.
    All seven of the remaining crossovers use two pairs of switches back to back; two right hand switches and two left hand switches. That makes a crossing of almost a block long, 660 ft., way longer than any 150 ft. Seven quick Google Map searches would show this. But maybe Google Maps lie too.
    Railroads like the paired switch crossings because it's less trackwork, less involved, cheaper to build and cheaper and easier to maintain. The only drawback is the extra space that's needed but the CTA has plenty of right of way in the Dan Ryan median. Tally up eight more crossovers all longer than 150 ft. and eight more shooflys approaching 1,000 ft. Score now is "truth" eighteen, Libbby zero.
    In the future exercise more care before making erroneous statements because there are people capable of checking you.
    And as a postnote...what's with this name.....Scooter Libbby? Why the three letter "B's"? Spelling???
    The URL above is a picture of the shoofly north of the 95th St. station taken from the pedestrian overpass at 93rd St. . Notice the relocation of the driving lanes to the outside shoulders. The view is looking north towards 91st St. and the two railroad crossings there. Notice the planked crossing on the northbound 'L' track for vehicles to carry materials into and out of the work area. The third rail is interrupted of course, to allow for this. Notice that there is no construction from the crossover site all the way north to the next station, 87th St.

  • In reply to chicagopcc1:

    Cool it asshole!
    I have repeatedly said that I only rode to Garfield & that all the tracks from 31st to Garfield were rebuilt, except for the station sections.
    Like Jack, I don't give a shit about you & your lies.

  • In reply to ScooterLibbby:

    BTW Scooter, David had acknowledged that "apologize" is not in his vernacular.

    I am also amazed by people on here or district299reader who think they know who is on the other side.

  • In reply to ScooterLibbby:

    Scooter: Consider this a final warning - if you resort to name-calling again, you will be banned from commenting.

  • In reply to ScooterLibbby:

    It's well known that when a person has no facts to refute or substantiate their position, they resort to name calling or in this case, "old fashion cursing." Sorry, Kevin, but I differentiate between name calling and cursing. Readers still note however, that despite a half dozen posts between Scooter Libbby and Jack, neither posted one instance where I was wrong.

    Here are facts about the past Ryan work, the "special trackwork" are the crossovers at the interlockings in eight locations: "One of the very unique aspects of this project is how the CTA is accomplishing the replacement of some special trackwork and certain other infrastructure improvements within the right-of-way while minimizing disruptions to service: the creation of temporary runaround "shoo-fly" tracks.

    "The shoo-flies consist of bypass tracks in each direction located outside the current CTA right-of-way on what is now the expressway's left shoulder in each direction.  The creation of these bypass tracks, each of which stretch between 1,000 and 2,000 feet, allows the CTA to maintain uninterrupted bi-directional traffic on the Red Line while taking the permanent Dan Ryan branch tracks out of service for replacement.  Work to be performed in the bypass areas  includes the replacement of tracks and ties, installation of new special work such as crossovers, and the sinking of new traction power cables and substation connections.  The runarounds are only being established where certain work is required, not along the entire branch.

    "To create the bypasses, crews first have to prepare and pave the right shoulder of the expressway and occasionally close an entrance or exit ramp, as the creation of the rail bypass encroaches on the expressway lanes, taking up the left shoulder and half of the inside lane, necessitating a shift toward the outside of the highway. No auto lanes are actually closed or eliminated.  Next, crews cut the concrete barrier wall that protects expressway drivers from the rail right-of-way.  A bed of ballast is then laid inside the new alignment and pre-made sections of track are installed.  This work typically involves a series of single-track operations at night and on weekends while crews work from within the CTA right-of-way to install this infrastructure.  Over a weekend, the permanent tracks are severed and a connection is made at both ends of the temporary runaround.  The shoo-flies are protected from auto traffic by concrete jersey barriers with chainlink fences atop them.  The temporary tracks are fully signaled with Automatic Train Control (ATC). 

    "The CTA plans to implement runarounds at eight locations.  Not all shoo-flies will be in service concurrently.  Typically, only two will be in use at a time and each will last approximately six to nine weeks per location."

    Now if either of you can find any errors, please, point them out.....just remember calling people "liars", calling people names, is NOT a fact.  And I could go further by listing errors posted here about New York's subways and the CTA's Granville interlocking, but I won't.

  • In reply to chicagopcc1:

    As you said, David, we are on a need to know basis.

    We don't need to know any of your name calling, especially when you like the word "troll." Or any other so called facts your retired brain seems to want to type.

  • In reply to chicagopcc1:

    David, I already put you on the ignore list at chicagobus.org, and regret that I can't do the same here.

    Thus, Scooter is correct in his conclusion.

  • In reply to jack:

    Thanks. I just can't understand why this guy can't comprehend the scope of what was done in 2005.
    And how he ignores that the contractors hired by CTA built at least two massive ramps north of Garfield from the overpasses that could support semis carrying full loads of gravel from track level to remove the old ballast & tracks & then bring in the new & now worthless limestone, ties & ballast. Again, I don't know what was south of Garfield.
    For example, you don't have to build shooflies & replace all the track structure from just south of the 47th overpass to 54th, about 4,500 feet to fix a pair of crossovers. The same for 36th to 45th.
    Now I'm certainly not going to take credit for the granite as I hope that somebody at CTA or City Hall finally figured that limestone is worthless as ballast in median strips.

  • In reply to ScooterLibbby:

    He claims to be arrogant about knowing only what he needs to know, but when you confront him with his contradictions, he is only a thug.

    Since he claims to be a retired CTA employee (I have no way of verifying that), maybe that shows you what a mess CTA staff was and probably still is. Must have been real fun to work with.

    Still, I have said around Chicago Now that I am not a psychiatrist.

  • As usual CTA are not telling the truth,like when they kick you off because they screw up and then tell you we have a immediate follower,I have to stand on every orange line trip to midway in the early afternoon as the short train is overpacked and even the red line north just after midnight,I get on at Roosevelt and by the time the train is at grand it is packed so CTA stop telling another lie

  • I'm generally pretty positive about the CTA, but I don't buy those numbers about the Brown at all. Even not including the Wells Street Bridge days, I've had to wait for 3 or 4 trains at Chicago before being able to get on several times in the past few months. On a handful of occasions my coworker and I left to catch a cab so we could get home at a decent time. And how is it that they're calculating the numbers for stations that service multiple trains? If Purple line ridership is down, does that make the Brown look less crowded?

  • In reply to Myshkin:

    Since the Ridership Report only mentions boardings and estimated cross platform transfers, that's a good question.

    For instance, Howard shows up only under Red Line, and as having two entrances at the north and south ends of the platform. Purple Line counts only Evanston stations, and Yellow Line counts only Skokie stations (but, again two entrances at Oakton). So, there is no accounting for riders entering at Howard going north, nor taking the Purple Express.

    Belmont and Fullerton are not listed under Brown Line.

    So, you found another hole in a bogus use of statistics that make the news release about as full of holes as a piece of Emmentaler.

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