Chicago Transit Authority RED LINE EXTENSION ALTERNATIVES ANALYSIS STUDY SCREEN 3 June 2009 SLIDE: Schedule for Tonight’s Meeting -- Structure of the Meeting -- Questions and answers process * Submit your comments in writing on comment cards * Comments and questions will be grouped and answered by topic * All comments and questions will be addressed on CTA’s website - www.transitchicago.com * An interpreter for the hearing impaired and a translator for the Spanish speaking community is available this evening SLIDE: Screen 3 Public Meetings Wednesday, June 3, 2009 6:00 – 8:00 pm (presentation begins at 6:15 pm) Olive Harvey College Cafeteria 10001 S Woodlawn Avenue Chicago, Illinois Thursday, June 4, 2009 6:00 – 8:00 pm (presentation begins at 6:15 pm) Woodson Regional Chicago Public Library 9525 S Halsted Street Chicago, Illinois SLIDE: Tonight’s Speakers Darud Akbar, Moderator ? Chicago Transit Authority Jeffery Busby, Strategic Planning Manager ? Chicago Transit Authority Ronald Shimizu, Red Line Study Area Manager ? Parsons Brinkerhoff SLIDE: Outline of Presentation -- Discuss Status of Red Line Extension Alternatives Analysis Study * New Starts Overview * Prior Findings -- Screen 3 Preliminary findings -- Public Involvement process NEW SECTION: STATUS OF STUDY SLIDE: FTA’S Required New Start Process Flow chart shows progress: Concept Development, Alternatives Analysis Study (present stage), Preliminary Engineering and Environmental Impact Statement, Final Design, Construction, then Operation. SLIDE: Alternatives Analysis (AA) Studies -- FTA Requirement for federal funding for transit expansion (New Starts) -- Identifies transit opportunities and ensures all practical solutions are considered -- Ensures planning is consistent among all New Starts projects throughout the country -- Provides opportunity to gather information and receive public input -- Identifies Locally Preferred Alternative SLIDE: FTA’s Evaluation Process The Purpose and Need is first defined, the evaluation criteria are applied, and options within the Universe of Alternatives are eliminated until, at the end of the process, there is a Locally Preferred Alternative (LPA). Flow chart illustrates process of examining a universe of alternatives, application of evaluation criteria, and narrowing options during each screen of the Alternatives Analysis Process to arrive at a Locally Preferred Alternative (LPA) SLIDE: Purpose and Need -- Significant Bus and Passenger Congestion at 95th Street Red Line Station -- Lengthy Bus Trips to Access 95th Street Red Line Station -- Far South Area Residents Experience 20% Longer Commute Times than Rest of City -- Traffic Congestion is expected to grow along with Study Area Population and Employment NEW SECTION: SCREEN 1 & 2 SUMMARY SLIDE: Universe of Alternatives – Technologies List of technologies examined: Automated Guideway/Monorail, Bus Rapid Transit, Commuter Bus, Commuter Rail, Heavy Rail Transit, High Speed Rail, Light Rail Transit, Local Bus, MagLev, Personal Rapid Transit, Streetcar SLIDE: Universe of Alternatives – Profiles List of profiles examined: Elevated, At-Grade, Trench, Underground SLIDE: Corridors Considered in the AA Study Nine corridors are identified: I-57 Expressway, Halsted Street, Union Pacific Railroad, Wentworth Avenue, State Street, Michigan Avenue, King Drive, Cottage Grove Avenue / Metra Electric, I-94 Bishop Ford Freeway Map: Map of the study area with all corridors drawn SLIDE: Screen 1 Public Involvement Process -- Two Public Meeting * April 10, 2007 at Chicago State University * April 11, 2007 at West Pullman Branch Chicago Public Library -- More than 140 people attended the public meeting -- Met with stakeholders and elected officials -- Over 200 comments submitted and answered -- Significant media coverage SLIDE: Screen 2 Evaluation – findings -- The following corridors moved forward to Screen 3: * Bus rapid transit on Halsted Street, at-grade Map: Bus rapid transit on Halsted Street. The corridor begins at the 95th Street terminus of the Red Line. It proceeds west on 95th Street to Halsted Street. The corridor turns left onto Halsted, moving south to 127th Street. There are stops proposed approximately at ½ half mile intervals. There are 9 total stops between 95th Street and 127th Street. * Heavy Rail Transit on Halsted Street, elevated Map: Heavy Rail Transit on Halsted Street. The corridor begins at the 95th Street terminus of the Red Line and follows the I-57 expressway to Halsted Street. It turns south onto Halsted Street and continues to a terminus at 127th Street. There are four stations spaced approximately at one-mile intervals. * Heavy Rail Transit on the UP Railroad, elevated Map: Heavy Rail Transit on the UP Railroad. The corridor begins at the 95th Street terminus of the Red Line and follows the I-57 expressway to the Union Pacific Railroad (UPRR) right-of-way corridor. It continues south and southwest on the UPRR corridor to about 120th Street, then continues south to 130th Street near I-94. There are four stations between 95th Street and 130th Street – at 103rd, 111th, 119th, and 130th Street. SLIDE: Screen 2 Public Involvement Process -- Two Public Meeting * December 3, 2008 at Historic Pullman Visitor Center * December 4, 2008 at Woodson Regional Chicago Public Library -- More than 80 people attended the public meetings -- Met with stakeholders and elected officials -- Over 130 comments submitted and answered -- Significant media coverage NEW SECTION: SCREEN 3 ANALYSIS SLIDE: Screen 3 Process -- Step 1 – Alternatives Definition * Conceptual Alignment Refinement * Operating Plans -- Step 2 – Detailed Evaluation * Physical Constraints * Social & Economic Factors * Environmental Factors * Transportation Factors * Capital Cost Comparison * Operating and Maintenance (O&M) Cost Comparison * Ridership Potential * Cost Effectiveness Index SLIDE: No Build Alternative -- Existing CTA heavy rail transit service terminating at the 95th Street Station -- Existing CTA and Pace bus service Map: A map which displays the study area with existing CTA rail service and bus routes, Pace bus routes, and the terminus of the Red Line at 95th Street. The study area is bounded by 95th Street to the north, the Cal-Sag Channel/Little Calumet River and 134th Street to the south, Stony Island Avenue to the east, and Ashland Avenue to the west. SLIDE: Transit Service Management (TSM) Alternative -- Bus Rapid Transit (BRT) redefined to be part of the TSM alternative -- Express bus between CTA 95th Street station and Halsted / 127th Street * 95th Street station expansion * No separated, exclusive lane * Transit Signal Priority * Intermediate stations at 103rd, 111th, and 119th * Terminal station at 127th * Park-and-ride at stations Map: A map illustrating the study area with TSM bus route shown from 95th Street station to Halsted Street and 127th / Vermont Streets. SLIDE: HRT (Rail) Alternative – Halsted Street -- 95th Street to I-57 & Halsted Street * Median of I-57 Expressway -- Halsted Street from I-57 to 127th Street * Elevated Station above Halsted * Intermediate stations at 103rd, 111th, and 119th * Terminal station at 127th * Park-and-ride at stations SLIDE: Rail Alternative – Halsted Elevated Illustration: Artist rendering of an above-grade HRT station in the center median of Halsted Street. SLIDE: TSM (Bus) Alternative – Michigan Avenue -- Express bus between CTA 95th Street station and 130th Street * 95th Street station expansion * No exclusive bus lane * Transit signal priority * Intermediate stations at 103rd, 111th, and 115th * Terminal station at 130th * Park-and-ride at stations Map: A map illustrating the study area with TSM bus route shown from 95th Street station to 130th Street along Michigan Avenue. The aforementioned intermediate stations are labeled. SLIDE: HRT (Rail) Alternative – UPRR -- 95th Street to I-57 & UPRR * Median of I-57 Expressway -- Railroad Section * Elevated adjacent to UPRR right-of-way * At-grade south of 119th to 130th * Intermediate stations at 103rd, 111th, and 115th * Terminal station at 130th * Park-and-ride at stations SLIDE: Rail Alternative – UPRR Illustration: Artist rendering of an above-grade HRT station at 103rd Street. The station is over 103rd Street. SLIDE: Step 2 – Detailed Evaluation Evaluation Factor -- Physical constraints * Right-of-way requirements -- Public Support * Public Meeting Comments * Referendum -- Social and Economic Factors * Demographic * Employment -- Environmental Factors * Noise, Visual, Natural and Cultural Resources -- Transportation Factors * Travel time, transit connectivity, and traffic -- Capital Cost -- Operating and Maintenance Cost -- Ridership Potential -- Cost Effectiveness SLIDE: Physical Constraints -- Freight Railroad & Transit Shared-Use Corridor * Due to recent accidents, the transportation industry is adopting greater separation between freight railroad and transit operations for safety reasons * For the UPRR Rail Alternative, 50-feet separation distance is desired from freight railroad tracks -- Right-of-Way Constraints * UPRR needs most of their right-of-way for operational purposes * With additional separation distance, CTA extension will be immediately adjacent (east or west) of the UPRR right-of-way and will require adjacent property acquisition SLIDE: UPRR Rail Alternatives – within UPRR ROW Rendering: Cross-section rendering of the UPRR right-of-way (ROW). The ROW is 60 to 100-feet wide. The CTA HRT is on a structure separated from the existing UPRR mainline tracks, but within the UPRR ROW. The CTA structure has a “crash wall” 7 – 8 feet thick and there is a 6-foot tall detention fence between the two sets of tracks. SLIDE: UPRR Rail Alternatives – Beyond UPRR ROW Rendering: Cross-section rendering of the UPRR right-of-way (ROW) and a CTA ROW corridor. The entire transportation corridor is 125 to 165-feet wide. The CTA HRT is on an elevated structure in its own ROW on adjacent parcels. There is a 6-foot tall detection fence between the two ROWs. SLIDE: Public Support -- 340 comments were received in Screens 1 & 2. 99 of those expressed a preference for a particular alternative -- 87% of these comments were in favor of the UPRR Rail alternative and 7% were in favor of the Halsted Rail alternative -- In a November 2004, 38,000 residents in the 9th and 34th Wards supported a public referendum for the Red Line Extension along the UPRR Corridor SLIDE: Table illustrating the Step 3 Detailed Evaluation -- The Bus Halsted alternative compares better to other alternatives in capital costs and operation and maintenance (O&M) costs, but is less advantageous under the transportation criteria analysis -- The Bus Michigan alternative compares better to other alternatives in capital costs and operation and maintenance (O&M) costs, but is less advantageous under the transportation criteria analysis -- The Rail Halsted alternative compares better to other alternatives in transportation improvements and ridership -- The Rail UPRR alternative compares better to other alternatives in public support transportation improvements and ridership, but is less advantageous under the physical criteria Table Summary: The Rail Halsted and Rail UPRR alternatives are the recommended Locally Preferred Alternative(s). SLIDE: Table illustrating estimated costs and benefits of three alternatives. -- Bus Halsted Corridor: Capital cost is $230 million, annual O&M cost is $1.2 million, Annual ridership is 2,500,000. Estimated travel time from 130th or Vermont Street to Jackson and State is 47 minutes. -- Bus Michigan Corridor: Capital cost is $210 million, annual O&M cost is $3.1 million, Annual ridership is 900,000. Estimated travel time from 130th or Vermont Street to Jackson and State is 52 minutes. -- The Rail Halsted Corridor: Capital cost is $1,100 million, annual O&M cost is $20.5 million, Annual ridership is 11,600,000. Estimated travel time from 130th or Vermont Street to Jackson and State is 39 minutes. -- The Rail UPRR Corridor: Capital cost is $1,100 million, annual O&M cost is $24.1 million, Annual ridership is 12,700,000. Estimated travel time from 130th or Vermont Street to Jackson and State is 39 minutes. The Locally Preferred Alternatives are the Rail Halsted Corridor and the Rail UPRR Corridor SLIDE: Cost Effectiveness Evaluation -- FTA has cost-effectiveness thresholds * Cost per hour of projected user benefits as measured by travel time savings -- Shorter versions were investigated to see if the cost-effectiveness improved * Halsted Rail to 119th Street * UPRR Rail to 115th Street -- Initial results indicate up to 23% improvement in cost-effectiveness due to greater proportion of capital and O&M cost savings versus ridership reductions SLIDE: Screen 3 Evaluation – Preliminary Findings The Locally Preferred Alternative Preliminary Recommendation is Heavy Rail Transit Extension via the Union Pacific Railroad. This is subject to cost-effectiveness requirements. NEW SECTION: NEXT STEPS SLIDE: Next Steps -- Incorporate public comments -- Continue railroad discussions and cost-effectiveness evaluation -- Review findings with FTA -- CTA Board to approve LPA -- Ongoing public involvement * Sign-in cards will be used to create a contact list to send notices and updates * Project updates on CTA web site -www.transitchicago.com SLIDE: Questions and Comments -- CTA representatives are available to answer additional questions -- Written comments and questions accepted through June 18, 2009 (two weeks from today) -- Contact information: Mr. Darud Akbar, Chicago Transit Authority, Government and Community Relations P.O. Box 7567 Chicago, IL 60680-7567 dakbar@transitchicago.com CTA Customer Service: 1-888-YOUR-CTA TTY: 1-888-CTA-TTY1