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A Thanksgiving blessing: Four tracks rule at Fullerton

Mayor Daley's City Hall is known for issuing press releases with bad news late on Friday afternoons. So it was odd to see the CTA issue its own press release late Friday announcing great news -- the end of three-tracking at Fullerton.

Of course, the CTA has told us all along the Fullerton project would end before Thanksgiving. So it's not really "news" But great news it is for CTA rail riders in the heavily traveled Fullerton to Belmont corridor.

Track 1 being open now at Fullerton should open things up a bit between Belmont and Fullerton. But don't expect miracles. The same number of trains will run until Track 1 is open at Belmont, sometime before the end of the year.

Till then, we give thanks for the end of three-tracking at Fullerton.

Comments

Well, I took the red line in today and experienced the 4 track from Belmont to fullerton....so, with no traffic in the corridor and only travelling less than 15MPH there was still an almost stop at Diversey and a couple slowdowns...

I had hopes, but somehow, I think come Monday, there will be the regular phantom slowdowns/stops courtesy of the ATC


KevinB

I assume, Kevin B., that you took "the red in today" either before 6:30 or after 3:00. Otherwise you would surely not be complaining. You did notice the alert that was posted by Kevin in the last thread, right:


"BROWN LINE

Sat, Nov 22
6:30am to 3pm
Boarding Change at Belmont Station, Loop-bound Trains Bypass Diversey Station

How does this affect my trip?
Belmont Station:
To Loop, 95th: Board/exit all trains on the Red Line side of the Howard-bound platform.

To Howard, Kimball: Board/exit all trains on the Brown Line side of the Howard-bound platform.

Diversey Station:
Loop-bound trains will not stop at the Diversey station.

For service to this station, take a Loop-bound train to Fullerton and transfer to a Kimball-bound train.

For service from this station, take a Kimball-bound train to Belmont and transfer to a Loop-bound train.

Allow extra travel time.

Why is service being changed?
We are performing station construction to modernize and expand stations along the Brown Line. "


And by the way, how would you know that there was not any traffic in the corrider?

Well, gee, I almost always sit in the first car, and I can visually see that there is no train anywhere in the vicinity.

It's the same issue that I had when there was 3-tracking, that I've noted before. The one week I counted, it was 5 minutes, 8 minutes, 5 minutes, 12 minutes, 6 minutes, but then that was a couple months ago. I got bored with writing it down and I just know that it adds time to my commute.

As you might know, there is a good length of track between Belmont and Fullerton.

On, almost any day, you can see the Fullerton platform from the Belmont one and it's not a stretch to notice if there's another red line train in front of you. You can almost see to the tunnel if you look carefully.

My point was that there should be NO stops, slowdowns, etc after a train leaves the Belmont station (and continues straight on the red line track) until it hits the signal right before Fullerton station) under 3-track. It should not stop along side a purple or brown line track sitting at the station or slow down for non-existent, phantom traffic in that stretch. It should have been able to proceed at the fully allowed speed between those two stops. I noted several times before in the Tattler where it could take anywhere from 5-12 minutes to just get through that stretch which I see as an "unnecessary delay", i.e., a delay for no reason that any of the train operatoirs or supervisors standing at Belmont doing nothing could come up with. The delays were at the direction of the ATC (or whatever they call it, the thing that beeps at the operator and tells them to slow down or stop (like when they are very close to a signal. I can't imagine that there should be any reason for a stop parallel with the Diversey stop for any reason other than a train directly ahead. The delay times seems to be dependent on whether the train operator ignores the beeps or faithfully follows them. You can always tell the more experienced operators, they ignore them..

Now that the 3-tracking is over, there is even less of a reason since there is now no contention for the Fullerton station, so since there is no switching other than right past the Belmont station if the switch that the brown/purple use to go back to their tracks keeps the Red line train from proceeding has not reset from the last purple/brown train or there is a red line train in front of it.

SO, my contention is that there should be absolutely no justifiable reason why a red line train cannot go the full speed limit between Belmont and Fullerton on my commute on Monday morning with the small exception of an immediate leader.

Since the trains leave about every 3 minutes and the delays at Belmont with brown/purple already keep the spacing pretty consistent, I doubt whether that would be an issue either.

So, if you want to repeat my experiments, next time you take the red line, ride in the first car, look out the left cab window, list for the beeps and see for yourself.

I just reported that on a less congested day, Saturday, with less congestion and more spacing between red line trains, no visible train in the Belmont/Fullerton corridor, we still almost came to a complete stop parallel to the Diversey station and there were several other slowdowns for no apparent reason.

It's something I've asked about and it was one of my questions at the coffee, but Ron thought I was talking about 3 tracking delays, not the phantom slowdowns/stops in the corridor.

And if Kevin can still get questions answered, I'd like to know what the deal is...and that's why I'm a skeptic...we've been through several signal upgrades in that corridor and if a train is still incapable of traveling at the rated speed (what is the speed limit in the corridor, it would be at least 15MPH I'd assume, I'd hope for 25 though) through this stretch, then what is the problem and why wasn't it fixed in all these upgrades that we've had to suffer through?

Inquiring minds, Ron.....

Cheers,

Kevin

[The delay times seems to be dependent on whether the train operator ignores the beeps or faithfully follows them. You can always tell the more experienced operators, they ignore them..]

I won't pretend to know everything there is to know about this stuff, but my immediate observation here is that if operators are routinely ignoring those 'beeps', it would explain why operators tend to get blamed when there are derailments and such.

Also, while I don't always sit up front, it's been my experience that operators *never* ignore those beeps. But reading your comments, it seems that you have no idea what the beeps even mean, and I honestly doubt that you really know whether they're really 'ignoring' them or not.

[what is the speed limit in the corridor, it would be at least 15MPH I'd assume, I'd hope
for 25 though]

This is laughable, really. 25 mph is pretty slow - if trains only go 25 mph from now on you'll be complaining about the slow zones they're not telling us about. Notwithstanding the current delays, I'd be surprised if the 'speed limit' in this corridor isn't already at least 25 mph.

Trains on track 3, at least, routinely go at least 35 mph between Fullerton and Belmont.

I think I just need to make an outside observation on the quality of comments on this blog.
I have been reading the tattler for at least 1.5-2 years now, and through it all KevinB has always been the "cage-rattler" if you will. The other regular posters (regulars) would argue with him, but would never take personal jabs at his integrity or person.
There has been a fundamental change in recent months.
Now, more than ever, it seems that certain posters have a personal vendetta to argue against everything KevinB says. That's fine. But now these arguments include defamatory comments against him (and other "cage-rattlers"). This should not be. Attack his argument, attack his premises, attack his proof, but dont do it in a way in which you implicity call him an idiot or worse. It's disrespectful and childish.
None of us are CTA experts. I am not sure that is even a title worth seeking. Nevertheless, many on this board have a lot of good information to share, Strannix and KevinB are no exception. All I am requesting is common courtesy. This is not a flame board. It has been and continues to be a rich source of CTA information and conversation that, frankly, the CTA should more directly participate. This would be much more useful to them than a meeting with random individuals from the neighborhood.

Rant over.

[All I am requesting is common courtesy. This is not a flame board.]

You'll forgive me for rolling my eyes. I've never seen anything on this board that was worth getting the vapors over, including profanities directed at me personally.

I can assure you that I have no "personal vendetta" against KevinB. He's never done anything to offend me personally, or anyone else that I know of. I assume he's a nice guy in person and whatever he or others may thing I respect him for caring about the CTA - most people don't give a shit about the world they live in. And if I argue with him (or UCc) more than others, it's because a) they comment more than most, so there's more to respond to, and b) their comments are interesting and engaging.

Mostly, I think the arguments on this site are enlightening and fun, and I give him enough credit to think that he can have these arguments without crying about his hurt feelings. Put another way, I much prefer any of his comments to this kind of self-righteous and banal "can't we all just get along!?!?!?" shtick.

In my experience, comments about tone and civility always mark the beginning of the end of a good discussion forum. That's why I almost always delete comments from the self-appointed "niceness police" in settings where I'm in charge of such things. As big of jerks as the jerks are, the people calling them jerks are actually even bigger jerks!

Actually I take pride in the term "cage rattler" or my favorite is still "rabble rouser"

I think it's funny when they have to get personal and abusive. It tells me that they've lost the ability to actually reason and observe for themselves. Maybe it's just me, but if someone makes an observation that is contrary to my perception, I'm not sure enough of my version of reality not to check it out for myself.

I observe and report my observations (with caveats), I formulate a theory, I propose my theory and welcome those with different viewpoints, I defend my theory and if I think it's worth defending, I will. If the theory is disproven, then I'll either accept or come up with a new or modifed theory and start the process over.

It's nice when someone confirms your observations (just last week got a nice blurb about my thoughts on the Sedgewick station from someone who bothered to actually go there and observe). I look forward to the day when a tug boat captain use the Addison St Brown line station and confirms that he would have trouble lining up a bus there

Good Lord, wait, isn't that the scientific method? Heaven forbid, the Spanish Inquisition would be here imminently. No one expects the Spanish Inquisition!

I appreciate the concern (I'm a big boy..lol...in many ways as the other Kevin can confirm) but I rarely go home and cry anymore after reading the Tattler. In fact, if I couldn't handle it, I'd just be another of the kool-aid drink, sheep bleating, Ron Huberman fanboys and I'd be safe in my blind acceptance of the status quo.


As far as them ignoring "the beeps"....It's sorta like the boy who cried wolf syndrome. Human nature is that if there is a malfunctioning signal that you go to every day and stop for 5 weeks. After something never ever happening, one day something happens and boom. If the signal was working right in the first place and only warning when there was an issue, people would pay attention to it.

Who should you blame? The CTA for not having a signaling system that works right and gives false positives or the train operator who is just trying to do his job.

It's part of the reason that car alarms are no longer effective and the police don't come immediately when they get an alarm call from a business where there have been false alarms before.

Johnson: That wasn't a rant :)I could definitely show you some rants...lol. But thanks again for your support.

Also, Lord help me, I actually agree with strannix that it can be enlightening and fun.

It's much the same reason in my case that people go to the zoo and look at the monkeys and their antics.

KevinB

So, at the risk of changing the subject back to the CTA... What do people think the chances are of getting some capital funding for public transit projects out of this massive public works project that Obama is apparently proposing. If we're going to fast-track all manner of road and bridge construction and repair projects, shouldn't we also fast-track a bunch of public transit capital projects? Unlike the road and bridge projects, public transit projects would serve both the economic stimulus and the energy efficiency objectives of the plan.

Should we all be writing to Congress?

Here's the thing with the beeps:

1) I would submit that it's not the operators' job to deduce whether or not it's a "false alarm." And them doing so is not "human nature" anymore than it's human nature for the bus drivers to deduce that the red traffic light is a "false alarm" because he can't see any oncoming traffic.

2) There are actually two kinds of beeps. The first is when the train is exceeding the speed limit for a stretch of tracks. Most of the time this is because the speed limit drops (slow zones, upcoming curves, etc.). In this case, the operator will obviously decelerate noticeably.

Sometimes it's just because the operator is going too fast. In this case, the train will also decelerate, but not very rapidly, because the train is going only slightly too fast. Is it possible that in these cases, you don't notice the deceleration and think the operator is "ignoring" the beep?

3) The second kind of beep, somewhat shorter in duration than the first one, is when the train has decelerated enough, and is now traveling at an acceptable rate of speed.

In other words, when the train is going too fast, the operator will get beeped, and slow down. Then when the train has slowed enough, there will be a second beep, *that does not require further action by the operator,* confirming that the speed is now OK.

Is it possible that you did not know this, and have been assuming that the operator is ignoring the second beep?

I wasn't trying to be (all that) mean when I said you didn't know what you were talking about. I simply think that it's more than likely that you don't know what you're talking about here. You're talking about malfunctioning signals and false positives and whatnot, but by far the simplest answer here is that there are factors at work that you just do not know about. You're making assumptions that make even less sense than the problems you're describing in the first place.

First of all, I really don't appreciate being called the "niceness police" or the inference that I dont like to argue. Far from it. I have the unfortunate condition of being a law school student. This is the shit I deal with every day.
That's all I meant. I can get into a extremely tenuous argument with someone in class and as soon as it's over be friends again. This happens because I dont resort to calling someone a "fucking idiot" to defend my point. Strannix, I know this has happened to you.

In conclusion, I never meant to step on any of your collective toes in asking for civility, in fact, I almost regret it. Nevertheless, calling someone an asswipe or fucking idiot is just not good business.

I swear I wont change the subject away from CTA issues again.

Thanks for the explanation...but I can't imagine that you could get alot of speed up from Belmont to Diversey.

Even trains moving slowly or almost stopped still are getting the signal to slow down or stop (I'll admit it's an interpretation, since they were moving, it beeped and they either slowed down or stopped)

That's why I asked what the speed limit was in that corridor.

The other tool I have is my Verizon navigator which seems to be reasonably accurate (I've tested it against a speedometer with close results). It gives a MPH indication if you do it right.

KevinB

Just a note on the "beeps."
Some text from the Chicago-L.org FAQ:

"...the automatic train control (ATC) system -- which controls the signals, transmits the maximum allowable speed to the train, and will engage the brakes if an operator exceeds the maximum speed for more than 2-3 seconds..."

Despite the perception that some operators ignore the beeps, I don't believe that it's possible to do so. If they ignore the beeps then the train will stop itself. This is a safety feature in case the operator becomes incapacitated. For example, in the recent Green Line derailment, most of the news articles mentioned how the operator overrode this system, thus causing the derailment.

When I sit in the front car, I have heard operators who quickly reduce and then increase the throttle at the sound of the ATC beep. I assume this is the equivalent of "ignoring" it.

I'm not a CTA employee or expert; just wanted to provide some clarity based on what I've read. If anyone here has more intricate knowledge of the system, please share it.

[In conclusion, I never meant to step on any of your collective toes in asking for civility, in fact, I almost regret it.]

As Stephen Colbert would say, apology accepted!

[The other tool I have is my Verizon navigator which seems to be reasonably accurate (I've tested it against a speedometer with close results). It gives a MPH indication if you do it right.]

You know, if you can snag the front seat, you can see the "speedometer" (probably not the technical term on a train, I recognize) next to the operators, as long as they don't stand in the way (most don't). You can also see the maximum speed for any given stretch of track from there.

Johnson,

This is not your law class. There is a huge difference between the context of the two settings. In your class (and in your dealings when you eventually become a lawyer) you are essentually serving in a formal advisarial role. Your professer expects you to argue out the theories and implications of everything you are learning. When you become a lawyer, you will have a defined role as an advocate for one side or the other in a dispute. So of course people are not going to get into angry conflicts when you do this.

That situation is not comparable to a place like this where people are stating opinions for that purpose alone. They either want to improve the thing they are talking about or it gives them an oppertunity to blow off some steam, or both. In these types of settings (which would also include such things as community meetings, direct feedback to any kind of organazation, newspaper columns, radio talk shows and to a certain extent business or city council meetings) the people are not serving a defined role as they would be as a lawyer or a law student. They are, at least in theory, attempting to work out a solution or define a problem. When people converse in this matter, it is always a setback when you have some people who are more interested in simply venting about things they have not really took time to analyze than they are figuring things out. It means that it is more difficult to get to the truth. When others simply, as you want, express disagreement with these people's arguments in a nice manner it does nothing to discourage the behavior. They will go on-and-on, for example, about how a single minor inconveinence is clear evidence that those in charge are incompetent and that the world will end because of it. I don't know about you, but it seems to me that the more people have been assertive about Kevin B.'s lack of strong arguments and his absense of any suggestion to fix the problems he rants about the more he has mellowed a bit. He will now usually attempt (though normally unconvincingly) to provide some reasons as to why the subject he is screaming about is so indicative of some major issue. And the frequency of UCC's posts seems to have declined. So it works to fight this type of behavior in a strong manner. Rudeness is sometimes neccessary. And yes, I do think that those who think otherwise are pretty naive and snobbish abd, as Adam said, think of themselves as the "niceness police".

Ironic that all of this enmity/non-enmity flowed from an initial post that proclaimed "A Thanksgiving Blessing." Of course, the trouble started after the colon.

KevinB, I still really don't see your complaint with sedgewick, I use it daily to get to work. But I have seen and been minorly annoyed by the addison stop. Most drivers I see there just tend to stop about a foot out from the curb and thus ignore the planters completely.

My options for getting to work are numerous, and I still choose the brown line because it is just plain faster and more reliable than the rest. I can take..

Belmont to Kimball, either Bus or Blue line to Damen/North Ave, North bus to Wells. Seems fast to me because I live 4 blocks from blue line, but its not.

Belmont to Sheffield, Red or Brown, Red to Clyborn, North Ave bus to Wells, North Ave bus extremely unreliable. Brown to Sedgewick and walk 3 blocks.

Belmont to Clark...screw it, I might as well call in sick cus I aint getting to work that way.

So I stick with the brown line. Its just not that bad.

The reason the Red line slows down by Diversey to a stop or near stop is because the signals in that area set to 15mph. Sometimes when the speed limit drops on a line for a section of track it is sometimes an "overkill" and instead of forcing the train to slow down to 15mph, it forces the operator to come to a complete stop. This will be a LONG continuous sounding beep when this happens and will not stop until the operator comes to a complete stop for a couple of seconds. Its an unfortunate quirk in the CTA's signal system and it happens in several places through out the system. Now, the real question is WHY are there slow zones still set in this area? Wasn't this track completely fixed a year or so ago? And the slow zone map of course shows no slow zones by there. Just like the CREEEPING slow zone from Lawrence to Wilson, which was in my question several weeks back that Kevin forwarded onto the CTA. They answered that the tracks were being worked on and to refer to the current slow zone map which indicated it. There was NEVER a slow zone indicated in that area on ANY slow zone map, but yet the slow zone persists month after month! I'm convinced there are hundreds of feet of permanent non-work zone slow zones on the system that were simply left off the map. Perhaps the one by Diversey was left off the map just like the one from Lawrence to Wilson? I think so. Even the Red line subway has speed restrictions to 25mph in places that were designed for at least 45mph, for example the gentle curve under Clybourn to Division. Although that one seems to be a track speed restriction for good, not a slow zone due to issues.

Belmont isn't too terrible far off from being open (track 1) i would say about 10 days maybe. they just have a little bit more cement and cleanup around the tracks. i think they poured the cement for the platform already but they need some around some of the new track on the north end of the station area

Belmont to Lake this morning via the Red Line: 16 minutes.

Not too shabby.

Still Waiting, I think the chance of the Obama public works program including a substantial investment in mass transit is very likely, for a couple of reasons. First, Obama is very focused on the environment, which necessarily mean more trains and less cars and trucks. Secondly, he's also very focused on revitalizing and strengthening urban areas, which also means more mass transit. And generally speaking, the zigzag in oil prices seems to have resulted in a permanent shift to mass transit despite gas going for underr $2 in many areas of the country right now.

I think The Doc is right. Between the 2 nominees (and, I think, all the primary candidates except perhaps Richardson) Obama was the only one to address public transit directly, if not very often.

This doesn't mean all of our dreams of extending lines and building new ones will necessarily come true (or my hope that construction on Charlotte's Lynx system will accelerate so it won't take until 2030 to finish it all), but there should be some positive results.

And as I predicted before, I think the Obama administration will, at the very least, eliminate the excessive restrictions the Bush administration put on funding for new transit projects.

Still Waiting,

I concur with The Doc about this. He is for rebuilding bridges so we don't have accidents like Minneapolis, but I also think any package will include a major public transit funding. If you look at the amount of initiatives that were on the ballot this November, I think all 16 passed from around the country, no matter what the cost was. People simply are looking at public transit as more vital than ever and do not want to take a step back. I think Obama is in line with that, and especially has an urban view of these issues which will be an advantage to public transit issues.

One brief wait on the southbound red line before Bemont made me realize that there hadn't been any others further north, for othe first time in a long while. All right!

Now, would someone please let me know if there is a minimum requirement for abrasiveness in each post so as not to be cited for excessive niceness, blandness, goody-two-shoes-ism and so on? I don't wish to give offense. Perhaps I could hit random symbol keys (@#%&$) and that would suffice?

The frequency of my posts have declined because there wasn't that much garbage to complain about.

As to the speed of the Red Line from Belmont south to Fullerton, I have noticed that when a Red & a Brown train leave Belmont at the same time, the Brown almost always travels at a faster speed than the Red.
While I have no proof, it certainly appears that someone in CTA management is doing this deliberately so that the Red arrives at Fullerton at about the same time the Brown does, so that the 10 people that want to transfer, out of the 30 or so that boarded at Wellington & Diversey can do so without an additional wait. A great many southbound Red trains wait for Brown trains at both Belmont & Fullerton. There's no logical reason for this, they might as well have built two island platforms at Diversey & added a Red stop there the way they run it now. This has been going on for years & anyone that rides enough will notice it.
And to cut off one line of attack, I don't think it's a conspiracy against me, I think it's done in a mistaken belief that it increases capacity on the Brown line without understanding that it frustrates Red Line users & slows those trains down.
Remember, Kreusi claimed it would have cost an additional $25 million to straighten out the Diversey kink, which is the main reason for the slowdown. But since that would have come from capital dollars, he failed to take into account the increase of both operating expense & capital expenses in the future because of the kink. There is increased wear on track structure & wheel flanges due to it & that is a regular expense over the next 100 years or so of its continued existence. And that continuing expense will end up being far greater than the $25 million he supposedly saved at this time.

Maybe the cold medicine is causing me to hallucinate, but the phrase "Diversey kink" conjures images of Frank Kreusi being tied up and spanked, not straightening the rails. :)

>Of course, the trouble started after the colon.

For me, the trouble usually starts in the colon, but it only becomes a public issue after the colon.

Actually Graham's facts on Chicago-L.org are not entirely correct. ATC only allows for 1.5 seconds between notification and action. If the train still has power applied after 1.5 seconds, the train is thrown into braking.

The reason you are sitting in slow zones on NSM between Belmont and Fullerton is due to the switches between tracks 3-4 (and 1-2). There's a lot of switching and lining up that occurs, and it happens with each training moving into the block...it isn't pre-programmed for a specific time.

Marcus, this slow operation of the Red Line was going on for a long time before the three tracking necessitated by the reconstruction.
Absolutely no switch movements of any kind were taking place south of the Belmont platform, including the Armitage tower. All switching was done at Clark Junction at that time.

Yes, NSM was falling apart until they starting replacing rivets in much of the structure. That project went on for about 4 years (I'm nearly 100% certain it's complete now). The area that you refer to near Armitage had rivets falling down onto cars for nearly a decade before any attention was paid to it. Much like the Red line embankment north of Wilson will require attention in the next decade, it was the same deal from Belmont down to the subway portal.

To clear things up, Armitage interlocks are now remotely controlled. I'm talking about switching at the track level and not throughout the junction at Clark/Lake. Since construction started and the new 6mph switches were put into various sections of NSM, each train is lined up and given a route based on a specific order of trains. During non-rush, manual ATC controls the train movements.

"think the Obama administration will, at the very least, eliminate the excessive restrictions the Bush administration put on funding for new transit projects."

What restricitions has the Bush administration imposed, specifically?

Marcus, I don't know what you're writing about, but we we discussing the bizarre fact that the Red Line from Belmont south to Fullerton travels at about the same speed at the Brown Line for the same distance, despite the fact that the Brown Line trains have two intermediate stops. Nowhere did any of us bring up Clark/Lake which isn't even a junction, Lake/Wells is.
As for rivets falling out, well then why didn't it affect the Brown Line trains & slow them down?
There isn't, under normal operations any reason for any switching to be done between Belmont & Armitage, NONE!

That's kinda my point too.. artificial slowdowns.I pointed out the specifics, stops, slowdowns between the two stations, UIC pointed out the effect..my point too...there is no switching as of Saturday after you leave the belmont station to the underground and beyond on the SB red line, so there should be no stops/delays/slowdowns except the stop at Fullerton..

KevinB

So, KevinB, how was the commute this morning? Were there still significant delays?

I didn't ride at rush hour, but I did take the Red Line SB this evening. It took less than two minutes to get from Belmont to Fullerton.

Its a slow zone people, a slow zone. And yes, maybe its permanent because higher speeds through the Diversey kink causes lots of wear and tear which would also explain why its not on the slow zone map. Its permanent. Also, as I mentioned earlier sometimes the signal system forces a train to come to a complete stop when going from a section of track that is 25 or 35 to 15. Its a flaw in the signal system. But the slow downs and stops being described are not because the operator felt like it. They are being forced to do it from the signals. If they didn't do it, the train would go into emergency stop mode.

One thing that seems to have returned is the tendency of motormen to dwell for long periods at Fullerton waiting for another train. It took 12 minutes on the Brown Line to get from Armitage to Belmont stopping/starting the entire way because a Purple Line driver held his train at Fullerton for several minutes to wait for a Red Line during rush. Predictably Brown line traffic backed up causing delays.

Ok folks, I'll admit it. I came soooo close this morning to the perfect commute.

The trip from Belmont to Fullerton took only 3 minutes. I nearly fainted from the shock.

Only one ATC beep between Diversey and Fullerton and the driver just kept on going.

She was travelling at a pretty good clip the whole trip. 16 minutes from Belmont to Lake. 13 minutes from Howard to Belmont, total trip 29 minutes.


Happy Thanksgiving :)

KevinB

[I nearly fainted from the shock.]

You're easily shocked! It was obvious that things would pick up after three-tracking ended.

Still, glad you had a good trip. Likely it will be even faster once Track 1 reopens at Belmont.

Hooray for all that. The Damen station on the Brown line has now been closed for a year; wasn't it supposed to reopen by now?

Clark is, in fact, a junction. In CTA terminology, a junction is any point where two lines converge or diverge from one another.

A cross-over, such as at Tower 18 (what you refer to above) is not a junction in rail terminology.

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