Presidents 2011-2015 Proposed Capital Improvement Program 

INTRODUCTION 

The proposed 2011-2015 Capital Improvement Program (CIP) identifies and allocates available capital funds for key capital renewal and improvement needs of the CTA system to yield the greatest customer benefit. The capital program is funded from three sources: 

 Federal Transit Administration (FTA) 
 Regional Transportation Authority (RTA) 
 State of Illinois (IDOT) 

The proposed CIP totals $2.6 billion, with projects to eliminate slow zones, renew the CTAs assets, enhance system security, overhaul and replace the fleet and bring the system closer to a state of good repair. 

The 2010 capital program funded $158.5 million of capital-eligible activities in the operating budget. The 2011-2015 program proposes $246.1 million of capital funding for preventive maintenance, helping to balance the operating budget and to avoid service reductions. The transfer of capital funds to the operating budget will slow continued progress toward a state of good repair, but is prudent given the current economic situation. 

An estimated $6.8 billion remains unfunded during the five-year period of this CIP. Funding available in this CIP will only partially meet the CTAs need to bring its system to a state of good repair. Given capital funding projections for the five years beyond the current five-year program, unmet needs will have grown by an additional $6.4 billion. The CTA has undertaken a thorough and systematic evaluation of the additional funding needed to reach a state of good repair. Vital projects affecting the quality of service, such as track and track bed renewal, fleet replacement, replacement of subway ventilation systems, viaduct renewal, and rail station upgrades, remain 
unfunded. In addition, to meet the needs of future growth in the region, the CTA needs $4.3 billion for key expansion projects, which include the Circle Line and Red, Orange and Yellow Line extensions. These projects will require a substantial local funding base that currently does not exist. Maintaining the existing bus and rail system is a top priority; however, it is also important to improve the connectivity and usefulness of the system by adding strategic connections and line extensions that serve the entire Chicago region. 

CTA State of Good Repair Standards 

Despite recent financial challenges, the CTA continues to work toward achieving a state of good repair so that our system will operate safely, efficiently and reliably for the benefit of our customers. The CTAs priorities are based on the following: 

 Rail lines should be free of slow zones and should have reliable signal systems; 
 Buses should be rehabbed at six years and replaced at twelve years; 
 Rail cars should be rehabbed at quarter and mid-life intervals, and replaced at 25 years; 
 Rail stations should be comfortable and secure, and replaced or rehabbed at 40 years; 
 Service management systems should be modern and reliable; and 
 Maintenance facilities should be replaced at 40 years (or 70 years if rehabbed). 

Meeting and maintaining these standards improves the comfort and reliability of the services which the CTA provides its customers, and reduces operating and maintenance costs. Prudent investment strategies address both visible signs of an aging system, such as station roofs in disrepair, as well as less visible signs, such as leaking tunnels and overburdened power and communication systems. 

The proposed CIP strives to maintain a balance between investing in upgrades to existing infrastructure and responding to service needs that are visible to our customers. Given the advanced age of many of the CTA assets and the limited resources available for capital needs, the proposed projects are crucial in the maintenance of current service, as well as for needed strategic-service expansion. However, given the recent and current constraints on capital funding, it is more difficult to achieve this balance each year. 

***A box is inserted here to show the CTAs infrastructure continues to age and the parts are more than 100 years old: 
1892-1920: Elevated rail system, Archer and 77th Street Garages, South Shops and West Shops
1940-1960: State and Dearborn Subways, Blue Line-Congress Branch, North Park and Forest Glen Garages 
1969-1970: Red Line-Dan Ryan Branch, Blue Line-OHare Branch (to Jefferson Park)
1983-1984: Blue Line-OHare Branch (to OHare) 
1993: Orange Line to Midway***

Unfunded Capital Need 

The CTA continuously examines the condition of its capital assets by updating cost estimates, project schedules and asset conditions. The result is an annual reevaluation of the level of infrastructure investment needed to provide safe and reliable service to help meet the regions growing transit needs. 

Illinois FIRST took the CTA from funding only 19 percent of its capital need in 1999 to funding nearly 60 percent by 2004, which allowed the CTA to make significant progress in improving its capital infrastructure. With the expiration of Illinois FIRST in 2004, State capital funds were no longer available to match Federal programs, resulting in an increased, unfunded need. The CTAs FY 2005-09 capital budget noted $5.1 billion in total state of good repair need, with $2.9 billion funded and $2.2 billion unfunded. This 20112015 CIP projects $9.4 billion of total state of good repair need, with $2.6 billion funded and $6.8 billion unfunded. Thus, the current portion of the CTAs need, which will be funded, has dropped from 57 percent to 28 percent. 

***A set of three pie charts is presented here to compare the funded and unfunded capital projects with Illinois FIRST. Prior to Illinois FIRST, 81% of the capital projects were unfunded, leaving only 19% funded in the year of 1999. With the Illinois FIRST program, 57% of the capital projects were funded in the year of 2005. In 2011, only 28% of the capital projects are expected to be funded. ***

Every year that funds are not available for the CTA to fully address its capital needs, the asset base ages further, increasing the cost to reach a state of good repair, and increasing the operating costs required to maintain the aging infrastructure. Each year, some asset classes, which were previously in a state of good repair, fall into further disrepair. In 1998, only 150 of the CTAs 1,190 rail cars were considered past their useful life. By the end of FY 2010, 768 rail cars will have reached 25 years and should be replaced. Procurements funded in the FY 2011-2015 CIP will replace 350 of those over-age cars. By 2012, 582 rail cars will have reached the end of their useful life and, by the end of 2017 an additional 257 rail cars will have reached the end of their useful life, also needing replacement. 

A Renewed State Capital Program Provides Essential Funding 

The Federal funds available under a successor to SAFETEA-LU will require approximately $335 million in non-Federal matching funds to fully utilize the Federal formula funds. Additional funds will also be required to match Federal New Starts or proposed Federal Infrastructure funds for new lines and extensions, or major rehabilitations of existing lines. 

The State of Illinois has authorized a capital construction bond program, Illinois Jobs Now, which includes funding for mass transit agencies to replace, upgrade and enhance infrastructure systemwide. This program authorizes state funding over a five-year period, which starts in FY 2010 and ends in FY 2014. In 2010, the CTA received an appropriation of $253.7 million under this program. In anticipation of future-year appropriations, $285.5 million of funding is programmed each year for 2011-2014. 

In 2010, State funds provided for upgrades to rail stations, including items such as: escalators, stairs, canopies and roofs; upgrades to the traction power grid at key locations on the rail system; rehabilitation of over-aged track and structure; implementation of a train tracking system; enhancements to the security surveillance system at key locations; and the rehabilitation of bus and rail fleets. Customers will benefit from improved amenities at rail stations, fewer slow zones, real-time train arrival information at locations throughout the system, a safe and friendly environment, and cleaner, more efficient buses and trains. 

Unlike the federal formula funding program, state funding does not continue beyond the currently authorized program, resulting in no state funding being programmed in FY 2015. A state program that provides stable and reliable continuous funding is essential for the future needs of the CTA. The future funding of the CTAs New Starts and Rail Infrastructure projects is jeopardized due to the lack of a predictable and reliable state funding source. In rating a New Starts project prior to entering into a Full Funding Grant Agreement (FFGA), the FTA considers the level of commitment of local funds. Without a stable and reliable source of State capital funding, the CTA is not likely to receive a favorable rating necessary for federal funding. In the past, as with the Brown Line Capacity Expansion project, State capital funds have provided the required match to access federal funds. The lack of a stable, continuing State capital program has also seriously affected the CTAs ability to reach a state of good repair on its capital infrastructure. 

The federal transportation program is regularly re-authorized and, even when an authorization expires, Congress continues to appropriate funds until a new program is created. Like the Federal program, State road construction funds continue to be appropriated by the legislature. However, unlike the Federal program, when a State transit program expires (as with the current state program), all transit funding is stopped. This start-and-stop approach makes it much more difficult to plan and implement capital transit projects. Most transit projects are, by their nature, multi-year projects that require multi-year commitments of funds. 

Capital Program Asset Category Comparison

***A graph is inserted here to present the change of capital funding changes by asset categories from FY 2006 to 2015. The financial category receives the least capital funding throughout the ten-year period. The operating offset category also receives a relatively small portion of capital funding. The infrastructure receives the a large portion of capital funding, especially from 2007 to 2009, reaching its peak in 2008. The funding for this category is projected to decline after 2010. The fleet category currently receives the most capital funding out of the four categories, with the amount of approximately 1,190,000 thousand in 2010. However, the capital funding of this category is less than 800,000 thousand annually before 2009, and is projected to drop to this level again after 2011. ***

The graph above compares the capital funding programmed by broad asset categories. The capital program is inherently varied, as projects require commitment of funding when they reach the construction or delivery stage. The graph compares the previous five years with the funding programmed for the five-year program included in this CIP. The fleet category represents programming for both bus and rail fleet. The infrastructure category includes all construction type projects. The operating offset category represents the portion of the capital program used to support operating budget activities. The financial category includes funding to support the capital bond program, as well as for other long-term financial mechanisms such as bus lease/purchase arrangements. 

The flow of capital asset replacement or rehabilitation varies widely from year to year, resulting in an irregular funding level for asset categories. The 2007-2009 funding shows the effect of a significant initiative to reduce slow zones on the rail system, with a heavy emphasis on infrastructure funding and a lower level for fleet investment. The 2010 spike in funding for the fleet demonstrates the major commitment needed for the purchase of 406 railcars. In this CIP, fleet funding shows an increase in 2012, reflecting the beginning of replacement of buses that were put into service in 2000. Financial instruments are lower in 2010-2011 as a result of a bond restructuring completed in 2010. Transferring capital funding to offset appropriate maintenance costs in the operating budget continues through 2013, as the weakened economy 
will continue to challenge the budget. The financial category increases in 2012-2015 reflecting payments on the 2010 newly-issued bonds. 

Operating Budget Impact of Capital Program Projects 

Much of the CTAs investment in capital projects has a positive impact on the operating budget. However, the CTA has been transferring funds from capital-project use into the operating budget to meet operating revenue shortfalls. This practice, while providing for continued transit operations, has a negative impact on the long-term ability to upgrade infrastructure. In 2008, the CTA transferred $20 million of capital funding programmed for bus and rail car overhaul activities into the operating budget. From 2009 through 2013, the CTA will have transferred an additional $625 million to the operating budget. This includes $166 million in proceeds from the bonding agreement with the State to hold fares constant in 2010 and 2011. These capital-to-operating transfers provide a necessary short-term solution to operating budget shortfalls. A long-term increase in operating revenues will alleviate the need for these transfers. 

SOURCES OF FUNDS 

The funding levels used in preparing the proposed 2011-2015 CIP reflect the capital resources available to the CTA from the FTA, IDOT and the RTA. These include $1.3 billion from Federal sources, $1.1 billion from the State bond capital programs, $55 million of State funds, and $52.2 million of RTA Bond funds. Total projected available funding is $2.6 billion. A summary of this funding is presented in the following figure. The Federal funds reflect the passage of a successor to SAFETEA-LU. Federal transit funding is normally accomplished through a six-year transportation authorization. ISTEA covered the period 1992-1997; TEA-21 funded programs from 1998-2003; and SAFETEA-LU provided funding for 2004-2009. Since the expiration of SAFETEA-LU in 2009, Congress has extended the existing reauthorization to 
provide for FY 2010 grants. An extension for FY 2011 grants has been proposed and a full reauthorization of the federal transportation funding program is expected in the fall of 2011, to take effect in FY 2012. 

The State funds include the new funding released in 2010, which is expected to continue through 2014. The following table details the funding sources supporting this program. 

***A pie chart is inserted here to show in thousands the Capital Improvement Program funding sources for FY 2011-2015. New State Funding, $1,142,182; RTA Bond, $52,216; General Revenue Funds, $55,021; 5309 Rail, $540,099; 5307 Formula, $783,301; Homeland Security, $32,500; CMAQ, $19,920. The total amount of capital improvement program funding is 2.6 billion. ***

***A table is inserted here to show FY 2011 - FY 2015 CIP marks. 
(All numbers in thousands) 

New Funds
Sec. 5307 Formula: 2011 - $144,598; 2012 - $150,398; 2013 - $156,435; 2014 - $162,709; 2015 - $169,161; Total - $783,301
Sec. 5309 (b) FGM: 2011 - $99,702; 2012 - $103,702; 2013 - $107,865; 2014 - $112,191; 2015 - $116,639; Total - $540,099 
Sec. 5307 CMAQ: 2011 - $800; 2012 - $5,560; 2013 - $5,560; 2014 - $4,000; 2015 - $4,000; Total - $19,920
Homeland Security (DOJ): 2011 -  $6,500; 2011 -  $6,500; 2012 -  $6,500; 2013 -  $6,500; 2014 -  $6,500; 2015 -  $6,500;Total - $32,500 
Total from Federal: 2011 - $251,600; 2012 - $266,160; 2013 - $276,360; 2014 - $285,400; 2015 - $296,300; Total - $1,375,820 

New State Funding:  2011 - $285,545; 2012 - $285,545; 2013 - $285,545; 2014 - $285,545; 2015 - zero; Total - $1,142,182 
General Revenue Funds (GRF): 2011 - $10,200; 2012 - $11,207; 2013 - $11,204; 2014 -$11,207; 2015 - $11,204; Total - $55,021 
RTA Bond: 2011 - $52,216; 2012 - zero; 2013 - zero; 2014 - zero; 2014 - zero; Total - $52,216 
Total from State/Local:  2011 - $347,961; 2012 - $296,752; 2013 - $296,749; 2014 - $296,752; 2015 - $11,204; Total - $1,249,418 

TOTAL AVAILABLE Funds: 2011 - $599,561; 2012 - $562,912; 2013 - $573,109; 2014 - $582,152; 2015 - $307,504; Total - $2,625,238 ***

Competitive Grant Opportunities 

Throughout 2010, the FTA offered several competitive grant programs, including Clean Fuels, Alternatives Analysis, Livability, State of Good Repair and Sustainable Communities. Additionally, earlier this year, for the first time, the U.S. Department of Transportation and HUD announced a collaborative grant program aimed at providing funding for planning activities to foster more livable, sustainable communities. The goal is to create places where public transportation, housing and commercial development are coordinated to better serve people living in the community. 

With an ever-growing need for capital funds to move vital projects forward, the CTA has aggressively pursued these opportunities. In fact, this year alone, the CTA has submitted 43 applications that total approximately $835.6 million. 

The CTA has requested funding for a variety of projects, including: 

 The rehabilitation and improvement of the CTAs stations, including Cottage Grove and Wilson; 
 Energy efficiency projects including garage door replacements, an all-electric bus pilot program and subway LED lighting retrofits; 
 A course to train our construction project managers, architects and engineers on the principles of sustainable, energy-efficient building design and construction; 
 Various bus improvements, including the creation of Bus Rapid Transit (BRT) corridors, the replacement of the CTAs bus farebox system, upgrades to the bus camera system, the rehabilitation of bus garages and the replacement of the CTAs bus radio communication system; 
 Planning studies to foster sustainable communities, including those around Altgeld Gardens, Damen and Lake Street, and the Cottage Grove Station on the Green Line; 
 Planning studies associated with the reconstruction of the North Red and Purple Lines, the expansion of the Blue Line, and express rail to OHare; and critical renewal and reconstruction of track, power and structure across the system. 

While many of the applications are pending, the CTA has been awarded approximately $13.5 million for BRT and various energy efficiency projects. 

In 2011, the CTA will continue to aggressively pursue additional funding under these competitive grant programs. 

USES OF FUNDS  Program Summary 

The following figure shows the proposed 2011-2015 Capital Improvement Program by general category of asset improved or replaced. The table on the following page lists each project in the proposed program. A detailed description of each project can be found following this narrative in the section titled Detailed Capital Improvement Program Project Descriptions. 

***A pie chart is inserted here to show in thousands the proposed 2011-2015 Capital Improvement Program by general category of asset improved or replaced. Rail System Projects, $924,392; Bus System Projects, $476,477; Systemwide Projects, $1,224,370. The amount of funding totals 2.6 billion.  ***

Eighteen projects comprise the CTAs proposed 2011-2015 capital program. Each project is evaluated in an annual review process. Evaluation criteria include: customer and employee safety; reductions to travel time; increased customer comfort and convenience; system security; impact on system reliability; and compliance with regulations and community impact. Rail system projects receive a significantly larger portion of the proposed capital program funding due partly to the need to maintain an exclusive right-of-way and the fact that the CTAs buses operate on streets maintained by other units of government. The capital projects proposed for 2011-2015 and beyond are intended to address the CTAs most critical needs for the bus and rail system, customer facilities and system-wide support network, as constrained by the level of projected funding. 

***A table is inserted here to show in thousands CTA Board Ordinance of FY 2011-2015 Capital Improvement Program. The bus projects are for rolling stock that requires $824,272 dollars in total for five years; the rail projects include acquisitions and extensions, Power and Way electric, signal, communication, Power and Way track and structure and rolling stocks, and they requires $1,709,505 dollars in total. Systemwide projects ranges from information technology, rehabilitate rail stations, security and communication projects to facilities and equipment support, and they requires $318,462 dollars in total. The expenditure of all capital projects is projected to be $599,561 in 2011, total $2,025,677 from FY 2012 to 2015, total $2,625,238 for the five-year period from 2011 to 2015. The variance between the projected expenditure and marks is zero. Please refer to the original PDF document for more detailed information. ***

The Rail System 

The CTAs rail system consists of approximately 1,190 rail cars, traveling over 224.1 miles of track, making approximately 2,157 train trips on eight routes to 144 stations on a typical weekday. Customers depend on the CTAs rail system to get them to their destinations quickly and safely. To meet customer expectations, the CTA must coordinate the efforts of thousands of employees working together to deliver on-time, clean, safe, courteous and efficient service. 

Rail Rolling Stock 

The purchase of the new 5000-series rail cars is underway and reinforces the CTAs commitment to providing quality rail service. The CTA is currently performing testing on 10 prototype cars. These cars must successfully complete testing before the CTA finalizes the order of the remaining 396 rail cars. The 406 new rail cars will provide a video surveillance system that records the rail car interior and allows the Police Department to have remote access to this video surveillance in case of an emergency. The 5000-series rail cars also provide better information for customers: a transit map with LED station indicator lights, two interior signs in each car with pre-recorded messages, improved interior and exterior electronic signage, and luminescent floor strips outlining aisles and exits in the case of a power loss. Fully adjustable vehicle suspension will lower or raise the floor to meet platform level, making entry easier for all, especially customers who use wheelchairs. A non-slip floor covering will increase customer comfort and will also be easier to clean. The rail cars are also equipped with an innovative braking system that can transfer electricity back into the third rail, supplementing power to nearby CTA trains. 

***A box is inserted here with the following sentence: "5000-Series Rail Cars represent the newest rail fleet for the CTA in over 15 years. " ***

Over the next five years, the CTA plans to spend an additional $103.1 million, bringing the total cost to $714 million. New cars will replace 2200 and 2400 series rail cars, which have exceeded their expected service life of 25 years. Every eight-car CTA train takes an average of 600 passenger cars off the road; for the sake of mobility and air quality, it is especially important to have a reliable, modern rail fleet. 

The rail overhaul program helps ensure that the CTAs rail fleet remains in a state of good repair for providing a quality ride for customers. The Rail Car Overhaul program reduces operating costs and enhances reliability. Without quarter-life and mid-life overhauls, rail vehicle maintenance costs would be far more than the current levels over the expected twenty-five year life of each car. The proposed 2011-2015 capital program allocates $249.7 million in projected funding during the next five years for the systematic maintenance and upgrade of the CTAs rail fleet. 

Slow Zone Reduction 

The CTA has committed to an aggressive slow zone rehabilitation schedule. As the rail structure ages and as ties, rail, and fasteners deteriorate, the CTA imposes a slow zone to reduce operating speed over sections of the railroad. This is an interim measure, which ensures safety until the necessary repair work can be done. 

The CTA continues to direct its efforts toward reducing or eliminating slow zones. As of June 2010, slow zones on the CTAs rail system had been reduced to a monthly average of 7.93 percent, down from a high of 22.3 percent in 2008. 

***A box is inserted here to show the schedule of slow zones reduction. 
Red Line Subway Ties - Completed in 2008
Blue Line (Addison to OHare) - Completed in 2008
Loop Ties (north/east) - Completed in 2008
Brown Line - Completed in 2009
Red Line (North) - Completed in 2009
Blue Line Subway - Completed in 2009
Loop Ties (south/west) - Scheduled 2010
Red Line (Dan Ryan) - Scheduled 2010-2012
Red Line North - Engineering in 2010 ****

While these are considerable achievements, the rest of the CTAs rail, ties and structures are continuing to age without full funding for major replacement in place. The ties in the subways were past their useful life and were replaced during 2009 with American Recovery and Reinvestment Act funding. Without continued funding directed to slow zone reduction, additional slow zones will be imposed as a safety measure. This will ensure that customers are transported throughout the system safely, 
however travel will be at much slower speeds. Consistent and reliable capital funding is necessary to prevent this from happening. 

Right-of-Way Investment 

The proposed CIP schedules $137.3 million in FY 2011 to fix rights-of-way, ties, rail and structure to reduce slow zone imposition and, therefore, maintain operating speeds. An additional $329.9 million is budgeted during 2012-2015 to continue systematic rehabilitation of the CTA rights-of-way. In addition, certain structural steel elements used to support the elevated track will be rehabilitated. This is far short of the funding needed to bring the system to a state of good repair during this five year period. 

Signal Systems and Traction Power 

Recent funding was focused on bringing the Loop signal system and the Congress/Dearborn/Kennedy signal system into a state of good repair. The FY 2011-2015 
program adds a traction power and rehabilitation component. The Loop signal system is expected to be completed at the end of 2010 at a cost of $76 million, and Blue Line signal system replacement was fully funded with $265 million during 2007-2009. 

The New State Capital funding program is planned to include a three-phase program that will provide for the upgrade of the traction power system at key locations. Phase I of this project includes rehabilitation of substations at Farwell, Hill and Armitage and was funded in 2010. The proposed funding of $104.2 million will support Phase II and III, which includes replacing or modifying Hubbard and State Street substations, and rebuilding Broadway and Princeton substations, respectively. 

These substation upgrades will replace systems that are beyond their useful life, some of which were built during the initial subway system construction during the 1950s. The CTA rail system has its own power distribution system, which includes electric substations and cable along the rights-of-way. Substations contain transformers to convert electric power from the power companys utility grid and supply it to the third rail to run trains. Many of the CTAs substations are beyond their useful life and cannot provide the appropriate power levels or required redundancy to keep the system operating. CTA customers will benefit from smoother train operation, fewer slow zones, reduced travel times and greater reliability. 

The Bus System 

The CTA currently operates a fleet of approximately 1,782 buses, which make over 19,741 weekday trips on 140 routes, providing almost 993 thousand rides on a typical weekday. Each customer who boards a bus at one of 11,781 bus stops located throughout the CTA service area expects reliable service that is safe, clean, on-time, courteous and efficient. The backbone of the bus system is the bus fleet. The systems success depends on the CTAs ability to renew, maintain and operate its bus fleet. 

Bus Rolling Stock 

Purchasing new, fully-accessible, air-conditioned, technologically-innovative buses reinforces the CTAs commitment to quality bus service for our customers. The CTAs most recent bus purchase of 150 60 hybrid buses, along with 58 60 hybrid buses purchased with American Recovery and Reinvestment Act funds incorporate new green technology to reduce bus emissions. Hybrid diesel-electric buses achieve at least 20 percent greater fuel efficiency than standard diesel buses, which save fuel dollars while promoting cleaner air. Each 60 bus replaces an average of 78 passenger cars, helping to further ease traffic congestion in all neighborhoods served by the CTA. 

Over the past five years, the CTA has invested heavily in its bus fleet. Between 2006 and 2009, the CTA purchased 1,293 new buses. These fully-accessible and air-conditioned buses offer many features for customers, such as ADA-compliant LED destination signage for improved visibility and automated GPS next-stop announcement system, cameras for additional security, bike racks, and the Bus Tracker System. In addition, automatic vehicle monitoring systems enhance preventive maintenance and the reliability of bus service. All buses delivered since 2007 have clean-diesel engines and particulate filters that meet EPA emissions standards. With 
these new technologies in place, total bus emissions have decreased by 42 percent. The entire CTA bus fleet is ADA accessible and air conditioned. 

The continued investment in our bus fleet has provided our customers with safe, clean, and on-time service. The average age of the bus fleet has been reduced from 9.4 years to 4.3 years. 

Over the next five years, the CTA plans to spend $286.4 million on the purchase of low-floor, fully-accessible, and air-conditioned buses. Nova buses, which will have reached their useful life in 2012, will begin to be replaced. However, the CTA does not have the total funds available in the current five-year program to fully replace all Nova buses. 

The bus vehicle overhaul program continues to improve service through regular replacement of major mechanical components subject to extensive wear. Unscheduled maintenance - required by the failure of a bus in service - disrupts operations, inconveniences customers and increases operating costs. Bus mid-life overhaul activities are programmed for $25.1 million in 2011 and the CTA plans to spend $151.1 million in 2012-2015. The bus overhaul program ensures that the CTAs bus fleet is kept in a state of good repair. 

The CTA continues to make strides towards reducing traffic congestion and streamlining service for our customers. The FTA awarded the CTA $11 million in 2010 for Bus Rapid Transit improvements to the Jeffery Boulevard Corridor. BRT is a strategy to reduce bus travel times, increase service predictability and improve customer amenities. BRT can include a combination of dedicated bus-only lanes, more frequent service, limited stops, traffic signal priority, service branding, improved prepaid fare collection, traffic control aides, parking reconfiguration and enhanced customer passenger facilities. 

Systemwide Improvements 

Systemwide support elements are essential to providing safe, on-time transit service. The CTA has seven active bus garages, 12 rail terminals, 17 Park & Ride lots, 111 bus turnarounds, and a variety of other maintenance and support facilities. Miles of fiber optic cable meet communications and data processing needs, including operation of the fare-collection system at stations. Both bus and rail operations depend on system support to continue providing service to the CTAs customers. 

In addition, the CTA operates over 1,500 desktop computers that link into Local Area Networks (LANs) for efficient data transfer and team analysis. Computer systems over time reach their capacity and therefore need to be updated or replaced. Desktop systems should be scheduled for replacement at five years, and servers and routers at seven years. Existing information systems demand new applications and will be best met by systems with faster speed and greater reliability and efficiency. The proposed CIP allocates $1.1 million in FY 2011 for computers and associated components. Future funding of $4.4 million is proposed in FY 20122015. 

The CTA continues its efforts to become more efficient and improve accountability in its operations. In 2011, the CTA will implement a biometric time and attendance system. This system will increase accountability and provide a centralized collection of time data that will allow management to generate reports and conduct analysis that can help to enhance efficiency. 

System Security Enhancements 

Projects, including improved lighting and security cameras, reflect a commitment to safety and security for customers and employees. By using funds provided by the Department of Homeland Security with other funds, the CTA has implemented a number of projects, some involving the Chicago Police Department, which provide a comprehensive security program. An ongoing, fiber-optic installation project to upgrade the communications backbone throughout the system is ongoing. Stations continue to be outfitted with cameras and television monitors to provide a view of the transit system to supervisory staff, the CTA Control Center, and to Chicagos Office of Emergency Management and Communications. The CTAs new rail cars will be equipped with enhanced security features, including digital video cameras and recorders. 
Train control systems, communications infrastructure and access control contribute to a safe environment for customers and system employees. However, much remains unfunded and the CTA will continue to pursue additional funding to meet the critical need of providing security for customers. 

Recently, the CTA provided $10 million to enhance its security and surveillance network by expanding camera coverage at its rail stations. The new system integrates state-of-the-art high-definition digital cameras, which are capable of capturing facial recognition and displaying six times the detail of analog cameras. The cameras across the CTAs rail system make real-time video available to the CTAs Control Center, the Chicago Police Department, and the Office of Emergency Management and Communications. This project is a continuation of the CTAs efforts to implement security systems at rail stations, rail facilities, yards and along rail rights-of-way. 

In FY 2011, the CTA proposes to spend $44.5 million for various security enhancements, such as radio frequency identification, which allows for train tracking and cameras in train stations and yards. Additional future funding of $26 million will be spent in FY 2012-2015 to provide adequate security for the riding public and for CTA assets. 

Facility Improvements 

The CIP proposes to spend $54.4 million on facility improvements in 2011, including upgrades to various support facilities throughout the system. A total of $119.6 million has been allocated in FY 2012-2015 to construct or improve the CTAs bus and rail facilities. Such improvements include upgrades to hoists, roofs, pits, restrooms, and shops to enhance working conditions and improve energy efficiency. 

The Cermak-Chinatown Red Line Station renovation, funded by the American Recovery and Reinvestment Act, will be complete by the end of 2010, making the station fully accessible per ADA guidelines. The completion of this station will bring the total number of accessible rail stations to 92 out of 144. As part of the project, the station will have the following improvements to benefit our customers: new station house, elevator, new escalator, upgraded entrance on the south side of Cermak Road, new auxiliary entrance on Archer Avenue, new bike racks, new communication equipment, new security cameras, improved lighting, landscaping, public art, and new signage, including braille. 

Also in 2010, the CTA will complete the North/Clybourn Red Line station renovation. As part of a partnership, Apple, Inc. contributed $2.1 million to provide a more pleasant experience for the CTAs customers at the North/Clybourn station on the Red Line. Improvements include a renovated station house with a new masonry faade, new lighting, new windows and doors, new signage, new benches on the platforms, and new security cameras for added safety. 

The 2011-2015 proposed CIP includes $105.3 million in funding for neighborhood rail station rehabilitation. Potential station improvements will include Jarvis, Morse, Loyola, Granville, Thorndale, Bryn Mawr, Berwyn, Argyle, Lawrence, Wilson, and Sheridan on the North Main Line portion of the Red Line. This is the first segment of a planned rehabilitation of structural elements, which includes signals, interlockings, retaining walls, viaducts, track, ties, traction power elements, and stations. 

Looking Ahead 

The CTA is committed to bringing its system to a state of good repair. The proposed 2011-2015 Capital Improvement Program projects $2.6 billion will be available over the next five years, but that will only be the first step. To achieve a state of good repair across the CTAs entire system would require considerable funding not currently available. The CTAs unfunded need is estimated to be $6.8 billion over the next five years. 

Beginning in 2010, FTA grant funds have been released through several competitive programs, including Clean Fuels, Alternatives Analysis, Livability, State of Good Repair and Sustainable Communities. Capital Finance has been aggressively pursuing competitive and discretionary grants and, in 2010, submitted 43 applications for grants that total $835.6 million in Federal funds. Thus far, we have been awarded eleven grants that total $13.5 million. The CTA will continue to aggressively pursue funding through these competitive grant programs in 2011. Additional strategic investment is needed for rail car replacement, traction power system modernization, right-of-way, viaduct renewal, escalators and elevators in rail stations and upgrades of critical communications systems. Population growth continues to prime local economic growth, but brings traffic congestion, transportation gridlock and the need for transit service expansion. Potential future expansion projects, such as Circle Line and Orange, Red and Yellow Line extensions require additional capital funding through Federal and non-Federal sources. 

Every dollar of new capital funding obtained is allocated to provide quality service for its customers. When a hybrid bus stops to pick up customers or a modern rail car pulls into a newly-rebuilt station, CTA customers experience how a vital capital program results in quality, affordable transit services that link people, jobs and communities. 

***A box is inserted here to show in millions the amount of funding authorized from the CTA Bond Program. In 2004, $250 was authorized and let; 2005, $275; 2008, $425; 2010, $550. ***

The CTA works arduously to bridge the funding gap to bring its existing system and infrastructure to a state of good repair and improve the efficiency of the system by adding critical connections and line extensions. 2011 represents the eighth year of Federal funding under SAFETEA-LU. A new six-year Federal reauthorization is expected to be approved in 2011 for fiscal year 2012 and beyond. The passage of a stable, consistent state capital program is another critical component needed to support the CTA capital program. 

DETAILED CAPITAL IMPROVEMENT PROJECT DESCRIPTIONS 

Perform Bus Maintenance Activities 

The CTA has embarked on a responsible bus maintenance program to schedule the replacement of parts nearing the end of their useful life before they fail. By investing in a program centered on the timely overhaul and replacement of buses, the CTA will improve the comfort, quality and reliability of its service while reducing operating expenses. As more buses are cycled through the program, unscheduled maintenance on buses will be significantly reduced. 

Perform Bus Mid-life Overhaul 

Funding will provide for the continuation of the mid-life overhaul of the CTA buses. Buses placed into service in 2000-2006 will be overhauled and returned to a state of good repair. 

In addition to the maintenance program, the CTA has embarked on a responsible overhaul program to schedule the replacement of parts nearing the end of their useful life before they fail. Most of this effort will center on the mid-life overhaul of buses in their fifth to seventh year. This program will have many benefits. By investing in a routine overhaul program, the CTA will improve the comfort, quality, and reliability of its service while simultaneously reducing operating expenses. As more buses are cycled through the mid-life overhaul program, unscheduled maintenance on buses will be significantly reduced. 

Replace Buses 

Purchase and place into service fully-accessible, air-conditioned buses, including spare parts inventories. 

Buses that have reached their industry standard retirement age of 12 years will be replaced. All new buses will be air conditioned and fully accessible. 

Replace/Upgrade Power Distribution and Signals 

Replacement and upgrading of the signal and power distribution system must be accomplished to provide smooth, safe operation. Replacing this aging power distribution system will decrease the possibility of power shutdowns and service disruptions, and will continue to eliminate slow zones and service disruptions throughout the system. 

Repair Track and Structure Defects 

Allow the CTA to correct deficiencies in the extensive track system and structures through systematic inspection and rehabilitation or replacement of needed elements. 

Infrastructure Safety and Renewal Program 

Allows for the systematic replacement of ties and fasteners, which have deteriorated and can no longer provide adequate rail connection and gauge. This project will upgrade track ties and other rail components on the Red Line Dan Ryan branch from Cermak-Chinatown to 95th Street and the South Loop leg of the Englewood branch of the Green Line. This project will also renew rail, track and structure, and provide Fan Plant at the State and Dearborn Subway, as well as at locations to be determined by inspection. 

Some existing track components, ties, and other right-of-way elements are at least 30 years old, have exceeded their useful life, and are in need of replacement. The program to replace these components reduces the need to impose slow zones due to deteriorating conditions. When completed, train speed will be increased and reliability will be greatly improved. In addition, replacement of right-of-way components including footwalk will provide greater access to maintenance personnel and serve as an emergency evacuation walkway for customers. 

Perform Rail Car Overhaul and Mid-life Rehabilitation 

FY 2011-2015 funds will provide for the mid-life overhaul of the 3200-series rail fleet. 

As with buses, the CTA has embarked on a responsible Rail Overhaul Program to schedule replacement of parts nearing the end of their useful life before they fail. Examples of items replaced are control groups, air-conditioning units and truck assemblies, including traction motors, brake calipers and axle assemblies. This effort will center on the mid-life rehabilitation or "D" level overhaul at 12 to 13 years for the 3200-series cars. By performing these scheduled maintenance activities and replacing rail cars at the appropriate time (generally at 25 years of age), the CTA will improve the comfort, quality, and reliability of the rail cars, while reducing maintenance costs. As more rail cars are cycled through the overhaul program, unscheduled maintenance will be significantly reduced. 

Perform Rail Car Maintenance Activities 

Provide for the ongoing repair of rail cars. 

The rail preventive maintenance program is schedule to replace and/or repair parts nearing the end of their useful life before they fail. This effort will focus on routine component replacement in advance of failure. By performing these maintenance activities in a routine, preventive fashion, and by replacing rail cars at the appropriate time (generally at 25 years of age), the CTA will improve the comfort, quality and reliability of the rail cars, while reducing maintenance costs. As more rail cars are cycled through the overhaul program, unscheduled maintenance will be significantly reduced. 

Purchase of Rail Cars 

Purchase 406 rail cars (5000-series) to replace the 2200 and 2400-series rail fleet. 

The replacement of the 2200 and 2400-series rail cars is necessary due to the age and deteriorated condition of these cars. The 2200-series rail cars have been in service for 39 years and the 2400-series have been in service for 30 years. Replacement of these rail cars will provide the CTA with modern, updated vehicles that will decrease maintenance and operating costs while enhancing customer comfort. 

This purchase will further improve the customer experience by offering such amenities as a transit map with LED station indicators, interior signs with pre-recorded messages, enhanced electronic signage and illuminated floor strips. 

Implement Computer Systems 

Fund the necessary replacement and upgrades to existing technology  both hardware and software. 

Most technology needs to be on a regular replacement cycle as mechanical parts wear out and innovation makes older equipment obsolete. 

Rehabilitate Rail Stations 

Rehabilitate or replace rail stations systemwide. 

Due to the age, usage and structural condition of many stations, replacement or rehabilitation are required to maintain a safe and acceptable level of service. In addition, accessibility of stations will continue to be a vital part of the CTAs station strategy. 

Implement Security & Communication Projects 

Purchase and install equipment and systems to harden security of transit assets and ensure safety of systems and customers. Implement security strategies to conduct targeted surveillance, control access and stop intrusion. Support enhanced command and control systems to facilitate incident response. This funding will enhance the Chicago Police Department's efforts during patrol of rapid transit routes within the City of Chicago through the use of visible, unpredictable deterrence. Due to the sensitive nature of the effort, specific projects are not identified in this document. 

North Red and Purple Line Rehabilitation 

Funding to continue the planning related to the rehabilitation of the North Main Line (NML) corridor from the vicinity of Addison station to the vicinity of Linden station, including portions of the Red and Purple Lines. 

The NML was constructed nearly 100 years ago and currently serves over 71,000 passengers on an average weekday. 

Program Management 

Provides for professional services to manage implementation of the CTAs Capital Improvement Program. As is common in the transit industry, the CTA has outsourced certain tasks related to construction projects to supplement in-house resources. This provides experienced and professional staff for specific program management tasks, such as estimating, engineering and inspection based on construction project activity. Contracting for these services eliminates the need for the CTA to add or reduce staff as construction levels change over time. 

Bond Repayment, Interest Costs & Finance Costs 

Provides for debt service and the cost of issuance of bonds, notes and other indebtedness incurred by the CTA. This project is funded with federal funds and non-Federal local match. 

CMAQ, JARC, ICE, & UWP Projects 

Provides for various demonstration projects, and service improvements and initiatives, funded with local or Federal funds under regional competitive grant programs. 

CMAQ projects contribute to regional air quality; JARC projects are intended to support job access or reverse commute initiatives; and ICE projects are those selected through a competitive process, which demonstrate innovation and coordination, or which enhance transit service. Planned funding through the regional UWP assists the CTA in developing the regional Transportation Improvement Plan (TIP) and the State Transportation Improvement Plan (STIP), as required under funding regulations. 

Preventive Maintenance 

Provides for ongoing system maintenance activities in bus, rail, facility and right-of-way maintenance. 

Improve Facilities  Systemwide 

Upgrade and improve facilities systemwide. 

This program will fund the rehabilitation of the CTAs facilities where building components are in need of repair, maintenance or replacement. These facilities must be kept in a state of good repair to allow efficient performance of maintenance duties on the CTA rolling stock and right-of-way and to serve the needs of the CTAs customers. This project also includes payments for the CTA Headquarters located at 567 West Lake Street. 

A significant number of rail stations and bus turnarounds have not been improved or enhanced in many years and are in need of improvements. Many roofs and canopies are nearing or are at the end of their service life and require replacement to avoid safety hazards and to prevent damage to building interiors and roof structures. 

Various escalators and elevators throughout the system are beyond their service life and are unreliable, requiring continual maintenance work. Rehabilitation of these escalators and elevators will reduce maintenance expenses and better serve the CTAs customers. 