CTA Infrastructure Accessibility Task Force PowerPoint Presentation March 1, 2011 Slide 1 Infrastructure Accessibility Task Force (IATF) March 1, 2011 Slide 2 March Agenda * Red Purple Modernization (RPM) Project Overview – 5 minutes * Overview National Environmental Protection Act (NEPA) Review Process – 10 minutes * Overview of RPM Alternatives – 40 minutes * RPM Station Videos – 10 minutes * Wilson Station Concepts – 30 minutes * Draft White Paper – Highlights and Outline – 20 minutes * Next Steps – 5 minutes Slide 3 Red Purple Modernization Project Overview Slide 4 RPM Project The North Red and Purple Lines have critical needs today: * Structure is almost 100 years old * ADA accessibility is only available at 6 of 21 stations * Viaducts have temporary shoring * Slow zones are difficult to remove [Map of Red and Purple Lines from Belmont north to Linden] Slide 5 Project Overview and Timeline The Chicago Transit Authority (CTA) is proposing to make improvements, subject to the availability of funding, to the North Red and Purple Lines. The improvements are proposed to bring the existing transit stations, track systems and structures into a state of good repair from the track structure immediately north of Belmont station to the Linden terminal (9.5 miles). [Chart of targeted project timeline] Fall 2009 – Fall 2010: Vision Study public input and initial concepts developed – COMPLETED Winter 2011 [where we are today]: Public Scoping meetings on January 24, 24, 26 and 27, 2011 – FUNDED 2011 – 2012: Preliminary Engineering (PE) and Draft Tier 1 EIS (Environmental Impact Study) – FUNDING REQUIRED 2012: Final Tier 1 EIS and Record of Decision (ROD) – FUNDING REQUIRED To Be Determined: Project Level NEPA as needed (CE/EA/EIS) and PE & Final design and start of construction – FUNDING REQUIRED Slide 6 Overview of National Environmental Protection Act (NEPA) Process Slide 7 Planning Process * Internal CTA Planning Effort – Vision Study (2009 – 2010) - Identified range of options that address project’s purpose and need - Conducted public outreach to shape alternatives proposed for further study * Federal Environmental Review Process - Will prepare CTA for future federal funding opportunities - Provides opportunity for public and agency comments Slide 8 RPM Environmental Process [Graphic] Project Definition (NEPA Scoping) ? Environmental Analysis (NEPA Review) ? Design ? Construction Slide 9 RPM Environmental Process Tier 1 Environmental Impact Statement (EIS) * A plan level analysis of all potential corridor wide improvements * Consider cumulative effects within project corridor, prioritize project components, and plan for efficient construction phasing * Advance specific elements of the project before funding is available for the entire project * May lead to subsequent, more project specific level analysis EIS will describe: * Alternatives * Existing environmental setting * Potential impacts from construction and operation of each alternative * Propose mitigation measures to reduce or eliminate potential impacts Slide 10 Project Purpose * Bring existing crucial stations, track systems and structures into a state of good repair * Reduce travel times * Improve access to job markets and other destinations * Respond to shifts in travel demand * Better use existing transit infrastructure * Provide access to persons with disabilities * Support the area’s economic development initiatives and current transit supportive development patterns Slide 11 Project Need * Infrastructure is significantly past its useful life; many parts of over 100 years old * Continued degradation could increase cost of maintenance and compromise service in the future * Community relies on these facilities for all trip types * Improvements are needed to make stations ADA accessible * Transit trip times are delayed and unreliable due to antiquated infrastructure * Volume of passengers cannot be accommodated on the currently congested road network or through bus transportation alternatives * Project area population is growing and is highly transit-reliant and diverse Slide 12 RPM Alternatives * No Action * Basic Rehabilitation * Basic Rehabilitation with Transfer Stations * Modernization 4-Track * Modernization 3-Track * Modernization 2-Track Underground Slide 13 [Chart] Alternatives: Comparison of accessibility improvements for a typical station (Based on ADA Section 202 Existing Building + Facilities compliance) NO ACTION: Circulation (routes, bus stops, stairs, elevators, escalators) – No improvement Clearances (entrances, common spaces, platforms, bus stops) – No improvement Amenities (weather protection at bus stops, platforms and station waiting areas) – No improvement Facilities (line of sight, layout/flow, surfaces, lighting and signs – No improvement Systems (warning, notification, communications, security) – No improvement REHABILITATION: Circulation – Accessibility at stations (only), e.g., Granville Clearances – Compliant with minimum requirements Amenities – Compliant with minimum requirements Facilities – Compliant with minimum requirements Systems – Compliant with minimum requirements MODERNIZATION: Circulation – Compliant plus all-new stations, e.g., Belmont Clearances – Compliant and all new Amenities – Compliant and all new Facilities – Compliant and all new Systems – Compliant and all new Slide 14 [Chart and Map] NO ACTION Alternative – Maintains the status quo. Includes the absolute minimum repairs. Overview: Capital Cost = $280 million Longevity = continued degradation Accessibility = no improvement Speed = continued degradation Evanston Branch: Service and Operations = continued degradation Platform Length = 6 cars Station Amenities = Continued degradation Track Structures = continued degradation at all but 3 to-be-replaced viaducts Curves = no improvement Stop Consolidation = No change Total # of Station Entrances = 6 North Red Line: Service and Operation = continued degradation Number of Tracks = 4 tracks Stations Amenities = continued degradation Track Structures = continued degradation Curves = No improvement Transfer Stations = no improvement Stop Consolidation = No change Total # of Station Entrances = 16 Right of Way Acquisition = None expected Slide 15 No Action: Existing conditions to remain [Photo of existing platform] [Illustration of existing platform, showing that width of platform is approximately 12 feet] Slide 16 [Chart and Map] BASIC REHAB Alternative – Provides a strategic mix of repairs, rehabilitation, and replacement for a useful life of 20 years. Overview: Capital Cost = $2.4 billion Longevity = 20 years Accessibility = Meets minimal requirements Speed = Short term slow zone reduction Evanston Branch: Service and Operations = No improvement Platform Length = 6 cars Station Amenities = ADA and all stations in minimal state of good repair. Narrow platforms retained Track Structures = Repaired or replaced for minimal state of good repair Curves = no improvement Stop Consolidation = No change Total # of Station Entrances = 6 North Red Line: Service and Operation = No improvement Number of Tracks = 4 tracks Stations Amenities = ADA and all stations in minimal state of good repair. Narrow platforms retained Track Structures = Repaired or replaced to achieve minimal state of good repair Curves = Modified at Sheridan Transfer Stations = no improvement Stop Consolidation = No change Total # of Station Entrances = 15 Right of Way Acquisition = Minimal. Some required at Sheridan curve Slide 17 Rehabilitation: Compliant with minimum requirements. Minor increase in platform width. End-loaded accessibility. [Illustrations, including showing elevator at end of platform and platform width increased to approximately 14 feet.] Slide 18 [Chart and Map] BASIC REHAB TRANSFER STATION Alternative – Same as Basic Rehabilitation Alternative plus the addition of transfer stations at Wilson and Loyola. Overview: Capital Cost = $2.9 billion Longevity = 20 years (60-80 at transfer stations) Accessibility = Meets minimal requirements, improvements at transfer stations Speed = Short term slow zone reduction Evanston Branch: Service and Operations = Potential for more through service to Chicago Platform Length = 6 cars Station Amenities = ADA and all stations in minimal state of good repair. Narrow platforms retained Track Structures = Repaired or replaced for minimal state of good repair Curves = no improvement Stop Consolidation = No change Total # of Station Entrances = 6 North Red Line: Service and Operation = Express service access at Loyola and Wilson. Potential for more express service Number of Tracks = 4 tracks Stations Amenities = ADA and all station in minimal state of good repair. Narrow platforms required. Modern amenities at Transfer Stations. Track Structures = Repaired or replaced to achieve minimal state of good repair Curves = Straightened at Loyola. Modified at Sheridan Transfer Stations = New at Loyola and Wilson Stop Consolidation = No change Total # of Station Entrances = 17 Right of Way Acquisition = Acquisition required at Loyola Transfer Station and Sheridan curve Slide 19 Rehab Non-Transfer: - Compliant minimum requirements - Minor increase in platform width - End-loaded elevator [Illustration showing elevator at end of platform and platform width of approximately 14 feet] Rehab Transfer: Wilson and Loyola - Access to express service - Wide, accessible platforms - Center-loaded elevator - Modern amenities - Multiple entrances [Illustration showing elevator in middle of platform and platform width of approximately 24 feet] Slide 20 [Chart and Map] MODERNIZE 4-TRACK Alternative – Provides modern amenities at stations, increases speed of service, includes new transfer stations at Wilson and Loyola, and major reconstruction and renovation to extend the useful life to 60-80 years. Overview: Capital Cost = $4.2 billion Longevity = 60-80 years Accessibility = Fully addresses safety and accessibility concerns Speed = Faster speeds throughout corridor Evanston Branch: Service and Operations = Potential for more through service to Chicago. Faster service Platform Length = 8 cars Station Amenities = ADA and modern amenities at all stations including wider platforms Track Structures = replacement of all but recently-built Curves = Straightened at Davis and Foster Stop Consolidation = Alternative access provided for removed stops at Foster and South Blvd Total # of Station Entrances = 10 North Red Line: Service and Operation = Express service access at Loyola and Wilson. Potential for more express service. Reduced travel times on both services Number of Tracks = 4 tracks Stations Amenities = ADA and modern amenities at all stations including wider platforms Track Structures = Replacement of all structures and embankment with modern concrete aerial structure Curves = Straightened at Loyola, Montrose, Sheridan and Addison Transfer Stations = New at Loyola and Wilson Stop Consolidation = Alternative access provided for removed stops at Jarvis, Thorndale and Lawrence Total # of Station Entrances = 21 Right of Way Acquisition = Acquisition required at most station locations and curves Slide 21 MODERN 4-TRACK: Wide, accessible, center-loaded platforms and modern amenities, multiple entrances. [Illustrations showing modern stations, including center-loaded elevators and 24 foot platforms.] Slide 22 [Chart and Map] MODERNIZE 3-TRACK Alternative – Similar improvements as Modernization 4-Track Alternative except with 3 tracks in the North Red Line area and no reverse-commute express service. Overview: Capital Cost = $4 billion Longevity = 60-80 years Accessibility = Fully addresses safety and accessibility concerns Speed = Faster speeds throughout corridor Evanston Branch: Service and Operations = Express service to Chicago would be provided only in the Peak Direction. Operational concerns could reduce reliability and increase costs. Faster Service Platform Length = 8 cars Station Amenities = ADA and modern amenities at all stations including wider platforms Track Structures = replacement of all but recently-built Curves = Straightened at Davis and Foster Stop Consolidation = Alternative access provided for removed stops at Foster and South Blvd Total # of Station Entrances = 10 North Red Line: Service and Operation = Express service access at Loyola and Wilson. Reduced travel times on both services. Operational concerns could reduce reliability and increase costs of service Number of Tracks = 3 tracks Stations Amenities = ADA and modern amenities at all stations including wider platforms Track Structures = Replacement of all structures and embankment with modern concrete aerial structure Curves = Straightened at Loyola, Montrose, Sheridan and Addison Transfer Stations = New at Loyola and Wilson Stop Consolidation = Alternative access provided for removed stops at Jarvis, Thorndale and Lawrence Total # of Station Entrances = 21 Right of Way Acquisition = Acquisition required at most station locations and curves Slide 23 MODERN 3-TRACK: Wide, accessible, center-loaded platforms and modern amenities, multiple entrances. [Illustrations of two side-loaded platforms with trains at both and a train running on a track in the middle.] Slide 24 [Chart and Map] MODERNIZE 2-TRACK UNDERGROUND Alternative –Similar improvements as Modernization 4-Track Alternative except with a 2-track subway for the North Red Line area between Belmont and Loyola and 2-track elevated between Loyola and Howard. Overview: Capital Cost = $4 billion Longevity = 60-80 years Accessibility = Fully addresses safety and accessibility concerns Speed = Faster speeds throughout corridor Evanston Branch: Service and Operations = A single service would be provided that would continue into Chicago during normal operating hours. Faster service Platform Length = 8 cars Station Amenities = ADA and modern amenities at all stations including wider platforms Track Structures = replacement of all but recently-built Curves = Straightened at Davis and Foster Stop Consolidation = Alternative access provided for removed stops at Foster and South Blvd Total # of Station Entrances = 10 North Red Line: Service and Operation = Single service makes all stops. Reduced travel times and more frequent trains on the single service. Lowest expected operating cost Number of Tracks = 2 tracks Stations Amenities = ADA and modern amenities at all stations including wider platforms. Enclosed stations in underground section. Track Structures = Replacement of all structures and embankment with modern concrete aerial structure and tunnels Curves = Straightened at Loyola. No straightening needed in tunnel. Transfer Stations = All stations serve single service Stop Consolidation = New stopping pattern. Alternative access provided for removed stop at Jarvis. Total # of Station Entrances = 19 Right of Way Acquisition = Acquisition for support structures Slide 25 MODERN 2-TRACK: Wide, accessible, center-loaded platforms and modern amenities, multiple entrances. [Illustrations showing elevators and stairs from street level to mezzanine, and then center-loaded elevator from mezzanine to center loaded platform.] Slide 26 Alternatives: Number of Station Entrances [Illustrations showing three existing stations with a single entrance per station versus proposed two stations (consolidation) with a primary entrance and secondary entrance per station.] Slide 27 Alternatives: Number of Station Stops [Aerial photograph showing existing adjacent stations have overlapping 5 minute walking distances from neighborhoods.] Slide 28 Alternatives: Number of Station Stops [Aerial photograph showing when platforms are lengthened for 10-car trains, existing adjacent platforms nearly touch.] Slide 29 Alternatives: Number of Station Stops [Aerial photograph showing that by eliminating one stop and adding additional station entrances, trip travel times are reduced while 5 minute walking distances remain virtually the same.] Slide 30 Alternatives Comparison: Number of Station Stops and Number of Station Entrances [Chart] Preliminary Cost in Year 2010 (billions): No Action = $.28 Basic Rehabilitation = $2.4 Basic Rehabilitation with Transfer Stations = $2.9 4-Track Modernization = $4.2 3-Track Modernization = $4.0 2-Track Modernization Underground = $4.0 Longevity: No Action = 0, no increase in useful life Basic Rehabilitation = 20 years Basic Rehabilitation with Transfer Stations = 20 years/60-80 years at transfer stations 4-Track Modernization = 60-80 years 3-Track Modernization = 60-80 years 2-Track Modernization Underground = 60-80 years Annual New Station Boardings: No Action = 0 Basic Rehabilitation = 2,800,000 Basic Rehabilitation with Transfer Stations = 3,000,000 4-Track Modernization = 3,100,000 3-Track Modernization = 3,100,000 2-Track Modernization Underground = 3,500,000 Platform Width: No Action = approx. 12.5 feet Basic Rehabilitation = approx. 14 feet Basic Rehabilitation with Transfer Stations = approx. 14 feet 4-Track Modernization = approx. 24 feet 3-Track Modernization = approx. 24 feet 2-Track Modernization Underground = approx. 24 feet Number of Station Stops: No Action = 21 Basic Rehabilitation = 21 Basic Rehabilitation with Transfer Stations = 21 4-Track Modernization = 16 3-Track Modernization = 16 2-Track Modernization Underground = 15 Number of Station Entrances: No Action = 23 Basic Rehabilitation = 23 Basic Rehabilitation with Transfer Stations = 25 4-Track Modernization = 31 3-Track Modernization = 31 2-Track Modernization Underground = 29 Slowest Curve Speed: No Action = 15 miles per hour Basic Rehabilitation = 25 miles per hour Basic Rehabilitation with Transfer Stations = 25 miles per hour 4-Track Modernization = 35 miles per hour 3-Track Modernization = 35 miles per hour 2-Track Modernization Underground = 35 miles per hour Number of Curves at 35 miles per hour or lower: No Action = 20 Basic Rehabilitation = 20 Basic Rehabilitation with Transfer Stations = 18 4-Track Modernization = 4 3-Track Modernization = 4 2-Track Modernization Underground = 2 Number of Stations ADA Accessible: No Action = 29% Basic Rehabilitation = 100% Basic Rehabilitation with Transfer Stations = 100% 4-Track Modernization = 100% 3-Track Modernization = 100% 2-Track Modernization Underground = 100% Slide 31 Station Videos Slide 32 RPM Targeted Project Timeline [Chart of targeted project timeline] Fall 2009 – Fall 2010: Vision Study public input and initial concepts developed – COMPLETED Winter 2011 [where we are today]: Public Scoping meetings on January 24, 24, 26 and 27, 2011 – FUNDED 2011 – 2012: Preliminary Engineering (PE) and Draft Tier 1 EIS (Environmental Impact Study) – FUNDING REQUIRED 2012: Final Tier 1 EIS and Record of Decision (ROD) – FUNDING REQUIRED To Be Determined: Project Level NEPA as needed (CE/EA/EIS) and PE & Final design and start of construction – FUNDING REQUIRED Timeline is dependent on funding and federal approvals Slide 33 Concept Plan (Wilson) Slide 34 Wilson – Existing Conditions [Photographs] [Photo 1 – Existing entrance from Broadway] [Photo 2 – Existing Mezzanine – unpaid side] [Photo 3 – Existing Mezzanine – Paid side (stairs to platform)] [Photo 4 – Existing Platform (stairs to Mezzanine)] [Photo 5 – North End of Platform (looking North)] [Photo 6 – North End of Platform (looking South)] [Photo 7 – South end of platform (looking South)] [Photo 8 – existing auxiliary stairs from platform to street] [Photo 9 – existing auxiliary exit from street level] [In center of these photographs is an aerial photo of the station] Slide 35 Wilson – Scheme A [Architectural drawings] Slide 36 Wilson – Scheme A [Photo showing proposed station entrance off Broadway] [Photo showed proposed elevator location on ground floor] [Photo showing proposed elevator location on platform level] Slide 37 Draft White Paper/Outline Slide 38 IATF Recommendations 1. Develop a phased approach to achieve full accessibility at all CTA rail stations. a. When funding is available, upgrade non-accessible stations into fully accessible stations. b. When funding is constrained, add as many accessibility features to non-accessible stations as possible under the circumstances. 2. Include accessibility considerations at the onset of project initiation and throughout the CTA Capital Construction Planning process. 3. Balance program funding for State of Good Repair needs with accessibility improvement needs. 4. In addition to vertical access, provide accessibility elements equitably for disabilities other than mobility ones. 5. Continue to review and update the station ranking criteria analysis as additional or new data become available. Slide 39 Key Design Considerations 1. Minimize elevator and escalator outages and provide advance notification of outages prior to customers entering the station. 2. Improve electronic communications and technology at stations, both visual and audio. 3. Minimize obstructions to accessibility (e.g., remove salt containers situated on narrow platforms). 4. Where there are two entrances to a station, plan for both entrances to be ADA accessible, at least eventually. 5. Where possible, provide a direct accessible path for people with disabilities to reach the berthing platform. 6. Paths of travel to and from the station should be accessible, including but not limited to sidewalk curbs. 7. Provide enclosed walkways or ramps, where feasible. 8. Stair lifts are insufficiently sturdy for a station environment and should not be considered. 9. Provide detectable barriers under and around stairs or ramps. 10. Provide audible devices to signal individuals with visual disabilities of sections on platform. 11. Escalators should be at least 36” wide to accommodate people with disabilities and service animals. Slide 40 IATF White Paper Outline * Summary * Background * Goals and Objectives * Overall Strategic Approach * Evaluation Criteria Methodology and Analysis * Design Concept Development * IADT Recommendations/Design Considerations * Station Survey Summary * Next Steps Slide 41 Next Steps Slide 42 Summary of Concept Plans [Chart with 3 columns: Station, Scope of Work, and Estimated Cost] Racine (Blue Line) Scheme A: Remove non-compliant ramp, install enclosed ADA compliant ramp -- $3 million. Scheme B: New elevator, new stairs, new walkway, update existing fare array, relocate electrical room -- $6 million. Scheme C: New elevator with new enclosed walkway and new enclosed ADA compliant ramp, reconfigure electrical room and fare array -- $8 million. 63rd Street (Red Line): New elevator, existing stairs and escalator to remain -- $2 million. Addison (Blue Line): New elevator, modify existing fare array and electrical room, replace existing stair at new location, existing escalator to remain -- $5 million. Washington/Wabash (Loop): Complete new station reconstruction. Replaces Randoph/Wabash and Madison/Wabash stations -- $75 million. Clark/Division (Red Line): Complete new Mezzanine at LaSalle/Division with elevator access, renovation at Clark/Division end -- $85 million. Adams/Wabash (Loop) Scheme A: Install 2 new elevators, new transfer bridge, new CA room at platform level -- $20 million. Scheme B: Install 3 new elevators, 3 new enclosed walkways, reconfigure existing fare control area at mezzanine -- $20 million. Wilson (North Red): Install 1 elevator, move fare array from Mezzanine to Main Station area, add walkway to elevator – cost to be determined. Slide 43 Preliminary Schedule and Deliverable – Updated Review station schemes preliminary schedule * November 2010 – Racine (elevator and ramps) * December 2010 – 63rd/Dan Ryan and Addison/O’Hare * January 2011 – Irving Park/O’Hare Challenge. CDOT update on Washington/Wabash Reconstruction. Adams/Wabash (Loop Rehab) * February 2011 – Electronic Communication Overview, Adas/Wasbash Loop additional rehab concepts, CDOT Clark/Division (Reconstruction) * March 2011 – North Purple Line Modernization Overview, Wilson Rehab concept scheme, review IATF white paper outline * April 2011 – Comments on Draft Deliverable, Damen/Milwaukee and Austin/Lake * May 2011? 1