Instruct: Given a question, retrieve documents that can help answer the question.
Query: When was the Chicago Central Area Transit Plan first introduced?
From the earliest days when the first elevated railroad was constructed between the Central Area and the South Side in June 1892, the focus of rail rapid transit activity has been the Chicago Loop area. Each net addition to the Elevated system has added to the transportation accessibility of the Loop. The first formal transit plan in Chicago was the Burnham Plan of 1909, which described an extensive rapid transit and streetcar subway system in, and connected to, the central area. Many elements (some transposed with bus service in place of streetcars) are in operation today.
While no additional heavy rail rapid transit subways are planned for Chicago's Central Area because they are still deemed too high in construction costs and limited in their service potential, an east-west, cross-the-Loop rail system to link the Near West Side, Loop, and Near North Side communities, as well as Chicago's Union Station, Ogilvie Transportation Center, and Millennium Station (Metra Electric & South Shore Lines) is very possible. When the Chicago Central Area Transit Project was shelved in 1979, only the Loop replacement portion of the project (The Franklin Line) was deferred. However, the Monroe Street Distributor Subway was never "officially" cancelled; it remains to this day an active, viable program. Even with the Loop Link BRT in place and no available funding for such an endeavor ($478 million in 1969; around $3.3 billion today) seems likely, the Monroe Street Distributor Subway (Harrison/Morgan to Walton Place) could provide a more direct link serving the downtown Metra, Amtrak, and NICTD terminal stations (except LaSalle Street Station), and connect with all CTA rapid transit lines on the Loop Elevated, State, and Dearborn Subways. It could also provide better rail transportation to the University of Illinois at Chicago, Greektown, Millennium Park, Northwestern Memorial Hospital, Navy Pier, and the North Michigan Avenue business district, as it was originally planned to do.
The plan of expanded transit facilities would have undoubtedly benefited the whole Chicago metropolitan area. Many of the projects were basically completed, namely the extension of the West Side Subway (Congress Line) in the median of the Eisenhower Expressway (in operation June 22, 1958), Lake Street Elevation (in operation October 28, 1962), a part of the Englewood rapid transit extension (to Ashland/63rd, in operation May 6, 1969), the Dan Ryan rapid transit line (in operation September 28, 1969), the Kennedy and O'Hare rapid transit extensions (in operation February 1, 1970, completed September 3, 1984), massive signal and train control system improvements between 1967 and 1976, and the Southwest rapid transit extension, built in the form of the Midway Line (in operation October 31, 1993). Rolling stock and equipment improvements were made between 1964 and 1992 with the delivery of the High Performance Generation cars (the 2000-Series, 2200-Series, 2400-Series, 2600-Series, and 3200-Series). Modernization of many traction power substations, and remodeling of several outlying terminal stations were also completed. Some curve straightening projects were also completed such as the 2002-built Harrison Street Curve on the Green and Orange Lines, although most were not.
In 1973, the CUTD retained another consultant, American-Bechtel, Inc., to further review and refine the CCATP, reevaluate the determination of system technology to be used in implementing the project, and conduct the necessary Environmental Impact Analysis of the resulting Transit Plan. This review and refinement was based upon the City of Chicago's community goals and objectives, as expressed in the Comprehensive Plan of Chicago. From this report was other alternative concepts of the plan, put forth by various groups since 1968. Four of these alternatives were selected for further analysis based on the evaluation of alternatives performed for the CUTD by American-Bechtel, which included:The CUTD remained dormant from 1971 to 1973, and the CCATP was put on hold pending finalization of legality tests and approval of its application for a Technical Studies Grant. Much of the District's resources had been transferred to other programs, including exhaustive and time consuming validation and alternative analysis reports for the project. In June 1973, the CUTD commenced the first phase of the project, which included design criteria, specifications and general plans for the Distributor Subway, which was completed in 1974. Federal, state and local funds totaling $8.7 million were used for that eighteen-month effort. Similar predesign work was begun on the Franklin Line portion of the Loop Subway system, which in turn was completed in 1975.
In March 1953, the Board of Transportation was abolished, and was replaced by the New York City Transit Authority (NYCTA). The NYCTA formally succeeded the BOT on June 15, 1953, being composed of five unsalaried members. Hugh Casey was elected as the agency's chairman at the authority's first meeting. The new Transit Authority was modeled after the existing Port of New York Authority which now calls itself the Port Authority of New York and New Jersey and Triborough Bridge and Tunnel Authority, the latter of which is also now part of the MTA. At this time, the city government leased the IRT, BMT, and IND subway lines and the surface system (buses and, until 1956 street cars). A major goal of the formation of the NYCTA was to remove transit policy, and especially the setting of the transit fare, from City politics. The fare was increased to fifteen cents on July 25, 1953, and a token was introduced for paying subway and elevated fares. Bus and trolley fares continued to be paid by cash only.
The fare hikes did not effectively increase revenue for the Board of Transportation to offset increasing operation costs, while system ridership plateaued due to the American car culture and increasing migration to the suburbs. After two years of financial surplus, the BOT experienced a $1.2 million deficit in 1950, and a $24.8 million deficit in 1952. The BOT was also criticized due to the influence of politics on the organization, the direct control over the board by the mayor, and the use of the city's operating budget to subsidize transit operations. In March 1953, the New York State Legislature created the New York City Transit Authority (NYCTA), a public authority without direct control from a political office, with members appointed by both the Governor and Mayor. Governor Dewey signed the bill approving the creation of the TA into law on March 20, 1953. On June 15, 1953, operation of the New York City Transit System was turned over to the Transit Authority, with the Board of Estimate leasing the system to the TA for a period of ten years. The Board of Transportation, meanwhile, was dissolved. The new Transit Authority was modeled after the existing Port Authority of New York and New Jersey and Triborough Bridge and Tunnel Authority, the latter of which is also now part of the MTA.
Midtown Raleigh is a residential and commercial area just North of the I-440 Beltline and is part of North Raleigh. It is roughly framed by Glenwood/Creedmoor Road to the West, Wake Forest Road to the East, and Millbrook Road to the North. It includes shopping centers such as North Hills and Crabtree Valley Mall. It also includes North Hills Park and part of the Raleigh Greenway System. The term was coined by the Greater Raleigh Chamber of Commerce, developer John Kane and planning director Mitchell Silver. The "News & Observer" newspaper started using the term for marketing purposes only. The Midtown Raleigh Alliance was founded on July 25, 2011 as a way for community leaders to promote the area.
As part of the consent decree signed by Caltrans in 1972 to allow construction of the fiercely opposed Century Freeway, provisions were made for a transit corridor in the freeway's median. Construction began in 1987 on the line as a light rail line, with a route mostly following I-105 but a short section in the South Bay following the Harbor Subdivision. This western alignment was originally planned and partially constructed to connect with LAX, but the airport was planning a major renovation during the line's construction. Los Angeles World Airports wanted the connection to LAX to be integrated with this construction, but there were concerns from the Federal Aviation Administration that the overhead lines of the rail line would interfere with the landing paths of airplanes.
The New York City Transit Police Department was a law enforcement agency in New York City that existed from 1953 (with the creation of the New York City Transit Authority) to 1995, and is currently part of the NYPD. The roots of this organization go back to 1936 when Mayor Fiorello H. La Guardia authorized the hiring of special patrolmen for the New York City Subway. These patrolmen eventually became officers of the Transit Police. In 1949, the department was officially divorced from the New York City Police Department, but was eventually fully re-integrated in 1995 as the Transit Bureau of the New York City Police Department by New York City Mayor Rudolph W. Giuliani.
The term "conurbation" was coined in 1915 by Patrick Geddes in his book "Cities In Evolution". He drew attention to the ability of the then new technology of electric power and motorised transport to allow cities to spread and agglomerate together, and gave as examples "Midlandton" in England, the Ruhr in Germany, Randstad in the Netherlands and North Jersey in the United States.
The Zürich Underground Railway, or Zürich U-Bahn, was a project started in the 1970s to build a rapid transit network in the Swiss city of Zürich and several bordering municipalities. This project was itself preceded by several earlier plans dating from between 1864 and 1959. In April 1962, the "Tiefbahn" (rapid transit) project was proposed, which would have included placing the Zürich trams underground in the city centre by building 21.15 km of underground lines, but this was rejected in a referendum before any construction had been undertaken.
Much later, in the 1920s, a second and a third rapid transit railway systems were founded with the construction of the "Gran Metro" between Lesseps and the Plaça de Catalunya (part of the modern L3) and, two years later, the "Metro Transversal" (now part of L1). This third one was built between the Plaça de Catalunya and la Bordeta to link the city centre with the Plaça d'Espanya and Montjuïc, the site of the 1929 Barcelona International Exposition. These two later rapid transit companies contrasted with the first one in being inspired by the "Métropolitain de Paris" (from where the word "metro" comes).
Central Railroad of Long Island was built on Long Island, New York, by Alexander Turney Stewart, who was also the founder of Garden City. The railroad was established in 1871, then merged with the Flushing and North Side Railroad in 1874 to form the Flushing, North Shore and Central Railroad. It was finally acquired by the Long Island Rail Road in 1876 and divided into separate branches. Despite its short existence, the CRRLI had a major impact on railroading and development on Long Island.
Crime in Chicago has been tracked by the Chicago Police Department's Bureau of Records since the beginning of the 20th century. The city's overall crime rate, especially the violent crime rate, is higher than the US average. Chicago was responsible for nearly half of 2016's increase in homicides in the US, though the nation's crime rates remain near historic lows. The reasons for the higher numbers in Chicago remain unclear. An article in "The Atlantic" detailed how researchers and analysts had come to no real consensus on the cause for the violence.
NBC intended to make Chicago a major hub for its radio networks. In 1930, the network leased more than 66,000 square feet of space in the newly completed Merchandise Mart with plans to move 50 radio programs which were presently originating in New York to their new Chicago headquarters. In 1931, NBC was able to purchase Chicago radio station WENR from financially troubled Samuel Insull. Later in the year, it bought WMAQ from the "Daily News". With the purchase of WMAQ, the network now owned a radio station in Chicago for their Blue Network (WENR) and their Red Network (WMAQ). While WMAQ was moved to NBC's new Merchandise Mart base of operations a few months after it was purchased, WENR remained at Chicago's Civic Opera House, where it was based when owned by Insull.
Germantown was founded in the early 19th century by European immigrants though much of the area's development did not occur until the mid-20th century. The original plan for Germantown divided the area into a downtown and six town villages: Gunners Lake Village, Kingsview Village, Churchill Village, Middlebrook Village, Clopper's Mill Village, and Neelsville Village. The Churchill Town Sector at the corner of Maryland Route 118 and Middlebrook Road most closely resembles the downtown or center of Germantown because of the location of the Upcounty Regional Services Center, the Germantown Public Library, the Black Rock Arts Center, the Regal Germantown Stadium 14, and pedestrian shopping that features an array of restaurants. Three exits to Interstate 270 are less than one mile away, the Maryland Area Regional Commuter train is within walking distance, and the Germantown Transit Center that provides Ride On shuttle service to the Shady Grove station of the Washington Metro's Red Line.
One example of a conurbation is the expansive concept of the New York metropolitan area (the Tri-state region) centered on New York City, including 30 counties spread among New York State, New Jersey, Connecticut, and Pennsylvania, with an estimated population of 21,961,994 in 2007. Approximately one-fifteenth of all U.S. residents live in the Greater New York City area. This conurbation is the result of several central cities whose urban areas have merged.
The area that is now Chaplin was settled in the 18th century, its area divided between the towns of Mansfield, Windham, and Hampton. The impetus to separate the community occurred due to the difficulty of area residents in reaching the churches in those town centers. Benjamin Chaplin, who died in 1795, bequeathed funds for the establishment of a church near his (now no longer standing) home. A village center developed around the church, and the town was incorporated in 1822. The village is unusual in Connecticut for its relatively late development, and thus survives as a good example of early 19th-century town planning. Because the center is not near usable water power, and was bypassed by railroads, it was not affected by later industrialization, and was further preserved when Connecticut Route 198 was routed past it in the 20th century.
Le Corbusier had submitted his plan for the Secretariat, called Plan 23 of the 58 submitted. In Le Corbusier's plan, where offices, council chambers and General Assembly hall were in a single block in the center of the site. He lobbied hard for his project, and asked the younger Brazilian architect, Niemeyer, to support and assist him on his plan. Niemeyer, to help Le Corbusier, refused to submit his own design and did not attend the meetings until the Director, Harrison, insisted. Niemeyer then submitted his plan, Plan 32, with the office building and councils and General Assembly in separate buildings. After much discussion, the Committee chose Niemeyer's plan, but suggested that he collaborate with Le Corbusier on the final project. Le Corbusier urged Niemeyer to put the General Assembly Hall in the center of the site, though this would eliminate Niemeyer's plan to have a large plaza in the center. Niemeyer agreed with Le Corbusier's suggestion, and the headquarters was built, with minor modifications, according to their joint plan.
During the Great Migration of the 1920s, many of the African Americans who came north to Albany from the Southern states settled in Arbor Hill, an area that had been one of the first where their predecessors had settled in the city It came to be regarded as more desirable among newcomers than their other destination, the South End. Residents of that neighborhood often moved to Arbor Hill after they had made some money. African Americans displaced by the construction of what is now the State Department of Education Building in 1912 also resettled in Arbor Hill. As early as 1922 many of the city's prominent African-American institutions and organizations, such as churches and social clubs, were located in Arbor Hill. This growth led to the name being applied to the larger area it presently refers to, extending north to the railroad tracks, west to Northern Boulevard (now Henry Johnson Boulevard) and south to Sheridan Avenue.
Then, in October 2016, the inaugural 30-year plan released by Infrastructure Victoria suggested that the entire project – from Newport to Clifton Hill – needed to be constructed simultaneously, but would have enormous costs potentially not offset by its benefits. The report recommended a reconfiguration of the City Loop as an earlier and cheaper measure to improve core capacity in the network, but stated that any redesign of MM2 would need to consider delivering further improvements to the lines through Sunshine after completion of the first Metro Tunnel. On the other hand, the report also suggested that the massive improvements in property values created by MM2, which it estimated as being up to $20 billion, could be used to partially fund the project using a value capture levy or tax.
A few years after the demise of the Chicago Central Area Transit Project (CCATP), the city was working on plans for new and less expensive transit alternatives for downtown Chicago. The Central Area had grown well beyond the expectations of the 1968 Transit Planning Study in terms of building development and employment growth. There were still concerns among Chicago's civic leaders that this growth would seriously outpace Chicago's mass transportation systems which had become insubstantial. By the 1980s and 1990s, replacement subways were deemed too expensive and extensions to the existing CTA heavy rail transit system were considered too limited in their benefits. Additional or expanded bus service on overcrowded and badly congested streets was considered impractical.
On June 9, 1976, after meeting with the Mayor of Chicago and representatives of all interested City and Regional agencies, a decision was made to separate the CCATP Core Plan into its two main components, the Franklin Line and Monroe Line, in a new implementation plan that introduced certain revisions to reduce the cost of each increment, and build one of them immediately.
When the State and Milwaukee-Dearborn Subways were being constructed between 1938 and 1951, "A Comprehensive Plan for the Extension of the Subway System of the City of Chicago" was published in October 1939, forming the basis for all subsequent rail rapid transit improvements built through 1960.
An aspect of a downtown circulator plan was revived when the United States Department of Transportation announced a Livability Program, Urban Circulator Grant to the Chicago Department of Transportation for the "Chicago Central Transitway," a project to establish designated bus priority lanes, bus signal priority, "next bus" information, and bus shelter branding on Madison, Washington, Canal, and Clinton Streets. The city noted that the "project would meet the goals of the Chicago Central Area Action Plan by promoting transit, bicycle use and walking, thereby making the Central Area even more of an attractive place to do business, visit and live.". The project is known as "Loop Link" and broke ground in 2015. It was formerly called Central Loop BRT, because it contains some elements of bus rapid transit (BRT) systems like dedicated bus lanes, stations shared by several routes, level boarding, and traffic signal priority.