Instruct: Given a question, retrieve documents that answer the question.
Query: How long did it take to complete the Chicago Central Area Transit Plan?
In the summer of 1974, the CUTD selected a Core Plan, the initial portion of the Chicago Central Area Transit Project to be built. It consisted essentially of the Monroe Line, the Franklin Line, and a portion of the Randolph Line. The Core Plan, which would take about six years to complete and cost $1 billion based on an August 1973 cost estimate, was submitted to the Federal government on August 21, 1974. The Core Plan was received well, however, it was recommended that the project be reduced to $700 million. Modifications to the original Core Plan were made and the revised Plan was presented to UMTA in September 1974.
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 Pacific Railroad train did eventually reach Jefferson City four months later, but St. Louis' plan to be the starting point of the transcontinental railroad was unsuccessful. In 1869, the First Transcontinental Railroad was completed at Promontory Summit, Utah, stretching from San Francisco to Chicago. The Pacific Railroad was renamed Missouri Pacific in 1867 and later became a part of Union Pacific in 1982.
The city suffered heavily during World War II. Although the majority of pre-war projects perished during the war, most of the engineers behind their creation survived and returned to their city to take part in its rebirth. However, the new Communist authorities of Poland envisioned a city completely different from what it had been before the war. As the "ideal" communist city, Warsaw was to be decentralized and the need to commute to the city centre reduced. Thus, the Office for the Reconstruction of Warsaw (BOS) commissioned a number of engineers to prepare a project of a fast urban railway (SKM) crossing the city in a deep cutting. Although to a large extent it was to follow the line 1 of the pre-war plans, only the central stations were to be located underground. However, by the end of the decade the project was cancelled. Instead, in 1948 communist planners developed a different concept with the new SKM morphing into a rapid transit line at a depth of up to . The suggested north-south direction, with three parallel branches of the same line in the city centre, corresponded to the planned development of the city along the Vistula. The works, however, never started and this project was also abandoned.
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.
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.
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.
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.
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.
As the South End geographically grew from filling in land north and west of "the Neck" (today's Washington Street) the city of Boston envisioned a large inner city residential neighborhood to relieve the crowded downtown and Beacon Hill neighborhoods. The city also hoped for a large and stable tax base. Architect Charles Bulfinch laid out some of the first filled land. He designed a large residential park called Columbia Square located at the present Franklin and Blackstone Squares. Bulfinch's plan was to route traffic around the square, not through it. Eventually his plan was abandoned and Washington street was allowed to once more divide the square creating today's separate squares.
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.
New York City was not the only part of New York to face an onslaught of freeway revolts. Long Island had dozens of roads planned by the New York State Department of Transportation, as well as Suffolk and Nassau Counties, although not all the roads were intended to be freeways (see List of Suffolk County (New York) Road proposals). On two occasions, Suffolk County built roads and allowed them to be redesignated as state highways, in the hope that the state would upgrade them when the county couldn't. The following is a list of roads throughout New York State that were either canceled, truncated, or stalled.Buffalo-Niagara Falls was also not immune to freeway revolts. An extensive system of highways and parkways were planned to be built in the counties of Niagara and Erie.Cuyahoga County, Ohio proposed three freeways that would bisect Cleveland’s eastern suburbs and parkland including Cleveland Heights, Shaker Heights and East Cleveland. The Clark Freeway was to connect I-271 with downtown Cleveland via Shaker Boulevard, the Shaker Lakes, North Park Boulevard and East Cleveland. The Lee Freeway was to run north from an interchange with the Clark Freeway at Shaker Lakes over Lee Road to the Heights Freeway that would have run east–west approximately where Monticello Blvd and Taylor roads are. Local residents blocked all three highways. One of several key actions was the 1966 formation of the Nature Center at Shaker Lakes.
On 28 March 1949, a private "initiative committee for an Underground Railway in Zürich", led by construction engineer Adolf Weber, submitted an application for a constructing and operating concession to the Federal Post and Railway Department. The plan was to build a widespread underground network which would cover 158 stations and have a length of 107 km – including lines from Zürich to Küsnacht, Witikon, Dübendorf, Kloten, Weiningen, Dietikon, Sellenbüren, Adliswil and Thalwil. After revision, the overall length was reduced to 90 km. The required capital investment of approximately two billion Swiss francs was to be supplied from private investors, at an interest rate partly guaranteed by the state. Considering the horrendous costs, an acceptance of the application by the Federal Assembly seemed to be unfeasible. Thus, the proposal was withdrawn.Bundesblatt Nr. 39/1972, S. 573.
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.
The station was built by the Canadian Pacific Railway in 1931. Its traffic declined in the 1950s and it closed in 1984 when Via Rail transferred service to lines headed into Montreal Central Station. The City of Montreal purchased the building and the western end was converted as a metro station and the remainder of the building was adapted for business use. It currently houses a Joe Fresh outlet.
The Hyperloop Alpha concept was first published in August 2013, proposing and examining a route running from the Los Angeles region to the San Francisco Bay Area, roughly following the Interstate 5 corridor. The Hyperloop Genesis paper conceived of a hyperloop system that would propel passengers along the route at a speed of , allowing for a travel time of 35 minutes, which is considerably faster than current rail or air travel times. Preliminary cost estimates for this LA–SF suggested route were included in the white paper— for a passenger-only version, and for a somewhat larger-diameter version transporting passengers and vehicles—although transportation analysts had doubts that the system could be constructed on that budget; some analysts claimed that the Hyperloop would be several billion dollars overbudget, taking into consideration construction, development, and operation costs.
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.
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.
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.
Founded just before Prohibition in the Roaring '20s, local businessmen formed the Chicago Crime Commission to address the lawlessness prevalent in Chicago during the time. The businessmen who founded the crime commission did not think of themselves as a reform organization but saw crime as business work to which they applied business methods. The backlog of murder cases awaiting trial was reduced, while the public corruption and organized criminal activities of the Chicago Outfit were exposed. In 1930, the Commission first brought about the Public Enemies list, with Chicago gangster Al Capone as "Public Enemy Number One." The idea of such a list was co-opted by the FBI as the FBI's Ten Most Wanted Fugitives list.
The Central Area Circulator Project, coordinated by the Metropolitan Planning Council, opted for a light rail plan to enhance connectivity to a larger area of downtown by commuter railroad and rapid transit systems. The proposed system was dubbed the "Central Area Circulator", an eight-mile (13 km) light-rail transit network linking the North Western, Union and Randolph Metra suburban railroad stations to North Michigan Avenue, Streeterville, Navy Pier, the museums, and McCormick Place. The system was to include east-west routes north and south of the Chicago River as well as north-south links on portions of Michigan Avenue and Columbus Drive.
In the early 1970s, while final planning was underway for a start on the new downtown subways, controversy began swirling in the District over the validity of the project and its cost. The 1968 Transit Plan was thought to be "mode restricted" and did not consider alternatives to the steel wheel-on-steel rail mode of rail rapid transit. Rail supporters argued that the "L" system was too extensive to replace with completely new equipment and vehicles, and that passenger volume on the core rail routes exceeded those which could be most efficiently carried by buses.
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.
The Chicago Central Area Transit Plan called for subway construction to start in 1969, with the system opening in stages between 1973 and 1978. According to the 1968 report, the new Loop and Distributor Subways should have carried more than 390,000 passengers on an average weekday, including 152,000 daily passengers using the Distributor system. The total daily Distributor Subway travel by passengers who transferred to or from the commuter railroads (today's Metra and Amtrak) or other CTA rapid transit lines would have been twice these volumes. The Chicago Central Area Transit Plan's financial recommendations were, in retrospect, overly optimistic even for those days before the runaway inflation of the late 1960s and 1970s. The projected cost of building the Loop and Distributor Subway systems was $478 million in 1969 dollars. In this and other financial projections, the CCATPS assumed an "escalation" of 5% per year, an unfortunate estimate of the unforeseeable 8–11% inflation rates of the next few years.