Western and Ashland Corridors
Bus Rapid Transit
The Chicago Transit Authority (CTA), in partnership with the Chicago Department of Transportation (CDOT), Department of Housing and Economic Development (DHED), and the Federal Transit Administration (FTA), performed an Alternatives Analysis planning study as a means of exploring options for a variety of Bus Rapid Transit (BRT) features and service on both Western and Ashland Avenues.
This page describes the Western and Ashland Corridor Alternatives Analysis, which has concluded. To learn more about the results of the analysis next steps, and how to stay involved or comment, visit Ashland BRT.
BRT offers a variety of bus service designs that provide faster, more efficient, and more reliable service than local bus lines. BRT could also include a number of features and services, such as dedicated bus lanes, new enhanced stations and traffic signal upgrades. This planning study included analyzing the positive and negative impacts of these BRT options. The study area extended approximately 21 miles along Western and Ashland Avenues, from Howard Street on the north to 95th Street on the south.
Western & Ashland Corridors Factsheet (English, Español)
On this page:
Background
In July 2010, the CTA applied to the FTA for a Livability Alternatives Analysis grant to plan for BRT investments in the Western and Ashland Corridors, and CTA was awarded $1.6 million in grant money in December 2010. The analysis studied potential service options along Western and Ashland Avenues, with high-investment BRT features potentially focused in the most congested areas of the corridors where the majority of customers travel. These corridors currently demonstrate high bus ridership, connect most CTA rail lines, cross multiple Metra rail lines, link regional destinations, offer many potential redevelopment sites, and are home to many zero-car households.
What’s New?
In October 2012, CTA held three open houses to provide more information about the BRT concepts. Residents, business owners and community members were presented with the Alternatives Analysis (AA) study at Iglesia Rebaño Church, Lindblom Math and Science Academy and Lane Tech College Prep High School. The AA outcome is a set of four options demonstrating the potential street designs and layouts:
- Curbside, Travel Lane Removal
- Curbside, Parking/ Median Removal
- Center, Travel Lane Removal
- Center, Parking/ Median Removal
The evaluations of each option were presented on exhibit boards and further explained by CTA, the Chicago Department of Transportation, Department of Housing and Economic Development representatives and other community partners.
Findings examined estimated bus speeds for each alternative, time savings for customers, mode shifts, operating costs and constructions costs per mile.
If you were not able to attend one of the open house meetings, all of the exhibit boards can be found below.
October 2012 Meeting Display Boards
View meeting display boards
How would travel times compare?
Travel times shown reflect estimates based on the fastest design alternatives (those running in the center lane) for BRT corridors, and Red Line operation during the fastest times of day and with slow zones along the Dan Ryan branch repaired.
Infographic
View this infographic(see also: plain text version)
Design Alternatives
Center Running BRT
Travel Lane Removal
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One center running bus lane in each direction
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One auto travel lane in each direction
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Parking retained on both sides
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Left turns removed
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Wider sidewalks provided at station intersections
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Landscaped medians provided
Center Running BRT
Parking and Median Removal
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One center running bus lane in each direction
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Two auto travel lanes in each direction
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Parking retained on one side
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Left turns removed
Curbside Running BRT
Travel Lane Removal
- One curbside running bus lane in each direction
- One auto travel lane in each direction
- Parking retained on both sides
- Left turns retained
- Wider sidewalks provided at station intersections
- Landscaped medians provided
Curbside Running BRT
Parking and Median Removal
- One curbside running bus lane in each direction
- Two auto travel lanes in each direction
- Parking retained on one side
- Left turns retained
Study Area Map & Stop Spacing Overview
- BRT stations every ½ mile and at CTA rail stations
- Curbside BRT preferred at stations with CTA rail stations
- Capital improvement extents:
- Western Avenue:
Along Route #49 Western, Berwyn Avenue to 79th (16.1 miles)
- Ashland Avenue:
Along Route #9 Ashland, Irving Park Road to 95th Street (16.5 miles)
See meeting display boards (pdf) for more info.
Q&A
What is Bus Rapid Transit (BRT)?
BRT is a term applied to a variety of bus service designs in order to provide faster, more efficient, and more reliable service than an ordinary bus line. Often this is achieved by making improvements to existing street and traffic infrastructure (for instance, dedicated bus lanes and transit signal priority (TSP) systems). Typically high-capacity, uniquely-identified buses are used. Bus stops are usually improved to contain rail station-like amenities (for instance, digital customer information, additional seating and enhanced shelters). This study helped identify which of these service designs are the most appropriate for the Western & Asneighborhood and across the Chicago area.
What is an Alternatives Analysis Process?
The Alternatives Analysis process is a FTA-required, yet locally-managed, planning process that is used to advance transit projects across the country. The purpose of the Alternative Analysis is to examine a range of potential transit options. In the Alternatives Analysis, the project's purpose and need is finalized, alternatives to address the purpose and need are developed and evaluated, and comprehensive and on-going public involvement is initiated. The identified transit options will be screened and evaluated during the Alternatives Analysis to narrow the field of options that will best meet project's purpose and need and all options will be presented in public meetings.
The end result of an Alternative Analysis is the determination of a Locally Preferred Alternative (LPA). From that point on, CTA’s intent is to apply for additional federal funding to advance into Preliminary Engineering and eventually project construction.
What is the purpose of Western and Ashland Corridors BRT?
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Strengthen the non-downtown, north-south connections to CTA and Metra’s rail network while improving regional, neighborhood and job connectivity.
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Provide a high quality bus travel experience by improving reliability, travel speeds and ease of use.
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Provide a transportation alternative in order to meet city/regional livability and economic goals.
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Balance road design with current and future demand for increased capacity along the corridors.
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Ensure solutions address physical and financial constraints.
Estimated Project Schedule
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Project Start
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Winter 2011/12
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Phase I Public Open House Meetings
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Summer 2012
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Complete Phase I (Broad) Planning Study Report
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Summer 2012
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Conduct Phase II (Detailed) Analysis
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Summer/ Fall 2012
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Share Draft Phase II Results at Public Open House Meetings
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Fall 2012
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Present Preferred Alternative to the Public
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Winter 2012/13
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Conduct Detailed Design and Environmental Phases
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2013/2014
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More information
Earlier Open Houses
CTA hosted three open house meetings on the Western and Ashland BRT project. The meetings were held on June 12, 13 and 14, 2012. Materials from these meetings:
Meeting flyers: English (.pdf) / Spanish/Español (.pdf)
Materials from open houses: Meeting display boards (.pdf)
This page describes the Western and Ashland Corridor Alternatives Analysis, which has concluded. To learn more about the results of the analysis next steps, and how to stay involved or comment, visit Ashland BRT.