Environmental Assessment Summary (1 of 2)

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Ashland Avenue Bus Rapid Transit Project ® Environmental Assessment Summary (1 of 2)

Center Running BRT, Assessment Travel Lane Removal

Natural Environment Features

Positive Air Quality Impact

Water No Impact

Biological No Impact

Geology & Soils No Impact

Community Features

Displacement/ Relocations No Impact

Positive Land Use & Economic Development Impact Positive Neighborhood & Community Impact

Environmental Justice No Impact

Historic & Archeological No Impact

Park Land & Recreational No Impact

Visual Quality No Impact

Noise & Vibration Negative Impact

Negative Positive No Impact Impact Impact

Additional detailed analyses can be found in the full Environmental Assessment. Copies of the full Environmental Assessment are available at this meeting and online at www.transitchicago.com/ashlandbrt. 19 Ashland Avenue Bus Rapid Transit Project ® Environmental Assessment Summary (2 of 2)

Center Running BRT, Assessment Travel Lane Removal

Vehicular Traffic and Parking Features

See other Vehicular Traffic - Ashland Avenue Negative Impact boards for detailed Vehicular Traffic - Diversion Routes Negative Impact analysis.

Parking Negative Impact

Transit, Bicycle & Pedestrian Features

Transit Positive Impact

Bicycle Positive Impact

Pedestrian Positive Impact

Construction and Operational

Energy Negative Impact

Safety & Security No Impact

Temporary Construction Negative Impact

Hazardous Materials No Impact

Negative Positive No Impact Impact Impact

20 Ashland Avenue Bus Rapid Transit Project ® Traffic Analysis Summary

The potential traffic impacts of the project are very important to identify. To better understand these impacts, CTA and CDOT have performed traffic analyses utilizing current traffic counts and industry standard analysis tools.

1 2 3 4

The detailed results of these analyses are shown in the following boards, including: • Bus and vehicle speeds • Congestion levels at specific intersections • Effects of diverted traffic to nearby roadways

Overall, the analyses showed that:

• The project would have minimal city-wide impacts to traffic • There would be some moderate impacts to traffic on Ashland Avenue • Some traffic would divert from Ashland Avenue to parallel arterials, but the Chicago grid system provides multiple routes to the same destination, and can absorb changes across multiple parallel roadways • There would be minimal impacts to smaller side streets (non-arterials)

21 Ashland Avenue Bus Rapid Transit Project ® Impacts to Transit and Vehicle Speeds Peak AM and PM Travel Hours

Transit Speed Impacts on Ashland Avenue • Up to 83% (7.2 MPH) increase in bus speed • Typical bus trips that currently take 30 minutes will take about 16 minutes

Auto Speed Impacts on Ashland Avenue • Average 16% (2.5 MPH) reduction in speed • Typical auto trips that currently take 30 minutes will take about 36 minutes

Peak Hour Speeds

Transit (Existing)

Transit (Existing) Transit (with Project)

Transit (with Project) Autos (Existing)

Autos (Existing) Autos (with Project) 5% Transit Autos (with Project) 5%10% Transit 10% Bike & Walk 0 2018161412108642 32%Bike & Walk 0 Average Speed (MPH) 2018161412108642 32% Auto (drive alone) Average Speed (MPH) Auto (drive alone) Other Auto (Carpool, Other Auto (Carpool, Existing (No-Build) With Project (Build) taxi, motorcycle)taxi, motorcycle) Existing (No-Build) With Project (Build) 7% 46% 46% 7% TransitTransit 8.78.7 MPHMPH 15.915.9 MPH MPH Other & WorkOther at & Work at Home Home AutosAutos 15.315.3 MPHMPH 12.812.8 MPH MPH

Methodology for estimating transit speed for the Build Alternative was based on existing AM and PM peak hour bus speed data and the Transit Cooperative Research Program Report 118 – Bus Rapid Transit Practitioner’s Guide. Methodology for estimating auto speeds for the local level of analysis, as shown on this board, is based on the intersection-specific level of service and intersection delay results presented in the Environmental Assessment (EA). These speeds are based on existing AM (7:15 to 8:15 AM) and PM (4:30 to 5:30 PM) peak hour traffic counts and are analyzed using SYNCHRO modeling software for the 16-mile Ashland Avenue corridor. The model used to generate these results included factors for parking maneuvers and local buses in the general travel lane. Auto speed estimates were developed for two levels of analysis – regional and local. Regional auto speed data, based on the CMAP regional travel demand model, is presented in the EA. 22 Ashland Avenue Bus Rapid Transit Project ®

UP-N Impacts to Traffic on Ashland UP-N Avenue Level of Service by Intersection • Level of service (LOS) is a AM PM measure of congestion, PEAK PEAK No-Build Build No-Build Build

used to evaluate all IRVING PARK Irving Park IRVING PARK Irving Park WESTERN

Addison WESTERN Addison

T Roscoe Roscoe roadway projects T BELMONT Belmont BELMONT

Lake Michigan Belmont Lake Michigan

PULASKI

CICERO KEDZIE CICERO • While the overall scale is Diversey KEDZIE Diversey LOS A through F, the typical FULLERTON Fullerton FULLERTON Fullerton range for Chicago streets is Cortland Cortland NORTH LOS D through F North NORTH North DIVISION T Division DIVISION T Division

CHICAGO Chicago CHICAGO Chicago

Grand Grand Six intersections Seven additional

T Lake T Lake currently at intersections Madison Madison very congested degrade to very Jackson Jackson levels congested levels Harrison Harrison Polk Polk

Roosevelt Roosevelt 100 Projected Vehicle Miles Traveled with Ashland BRT

18th 90 18th LOS A-D LOS A-D Blue Island Blue Island 80 Other North/

Kedzie California Western Damen Ashland Southport Halsted South Streets ASHLAND 6% 11% 20% 21% ASHLAND 17% 7% 8% 11% 31ST 31ST

70 T 31st T 31st

STATE STATE No-build 60 35th 35th

50 Pershing PERSHING Pershing PERSHING

40 43rd 43rd

30 47TH 47th LOS A: 47TH 47th Build Uncongested 20 51st Free ﬂow 51st Number of Signalized Intersections Number of Signalized 6% 12% 21% 55TH 22% 11% 8% 8% 12%55TH Gar eld Gar eld 10 LOS E-F Kedzie California WesternLOS B Damen Ashland Southport Halsted Other North/

Reasonably free South Streets KEDZIE

LOS E-F KEDZIE

WESTERN

WESTERN PULASKI 0 59th PULASKI ﬂow 59th

No-Build Build 63RD 63RD T 63rd 63rd 63RD 0 63RD 10% 20% 30% 40% 50%T 60% 70% 80% 90% 100% LOS C Stable ﬂow 69th

COTTAGE GROVE COTTAGE 69th COTTAGE GROVE COTTAGE Typical Range for Chicago Streets LOS D 74th Approaching 74th

CICERO unstable ﬂow

CICERO ASHLAND 79th ASHLAND 79th LOS E 83rd Unstable ﬂow 83rd

87TH 87th 87TH 87th LOS F: Signiﬁcantly 91st 91st Congested

95th 95th 95TH 95TH

ME SWS SWS ME

RI BEVERLY RI BEVERLY

Methodology for LOS impacts was based on existing field traffic counts collected during AM (7:15 to 8:15 AM) and PM (4:30 to 5:30 PM) peak hour traffic

COTTAGE GROVE conditions. Data was analyzed using SYNCHRO modeling software for the 16-mile Ashland Avenue corridor. The model used to generate these results COTTAGE GROVE included factors for parking maneuvers and local buses in the general travel lane. 23 Ashland Avenue Bus Rapid Transit Project ®

DEVON KEDZIE MD-W

UP-N Impacts to TrafficUP-NW - Diversion (1 of 2)

• With the removal of a travel lane in each IRVING PARK Irving Park Addison direction, some vehicles currently using Ashland T Roscoe Lake Michigan

Avenue would use other parallel roadways,BELMONT Belmont

PULASKI

CICERO

CENTRAL HARLEM mostly arterials or collectors, for theirNARRAGANSETT trips. Diversey FULLERTON Fullerton • An analysis of traffic over a largerNCS area was Cortland conducted to better understand the impactsNORTH on North

T surrounding areas. DIVISION Division

CHICAGO Chicago • Traffic analyses, based on field reviews and Grand UP-W standard traffic engineering parameters, showed T Lake Madison Jackson a shift to parallel thoroughfares from Kedzie Harrison Polk Avenue to Halsted Street, rather than side Roosevelt

streets, primarily because the side streets would 18th not provide time-competitive alternate routes. Blue Island

31ST

T 31st STATE BNSF 35th

PERSHING Pershing 43rd

47TH 47th

51st HALSTED RACINE

55TH 55TH Gar eld

59th

CALIFORNIA

CENTRAL

WESTERN

KEDZIE DAMEN HARLEM 63RD

63RD T 63rd

NARRAGANSETT 69th GROVE COTTAGE

74th

CICERO ASHLAND 79th

83rd STONY ISLAND STONY 87TH 87th 91st

95TH 95th SWS ME BEVERLY RI

Detailed Diversion Analysis

STONY ISLAND STONY PULASKI KEDZIE Study Area

103RD TORRENCE

COTTAGE GROVE

24 Ashland Avenue Bus Rapid Transit Project ® Impacts to Traffic - Diversion

35% Tra c Diverting from(2 of 2) Ashland Avenue

Tra c Remaining on How much65% daily traffic wouldAshland be Avenue diverted from Ashland Avenue?

4% 35%5% Tra cKedzie Diverting from 16% Ashland Avenue California 35% of the total miles driven Tra c Remaining on Western would shift to other arterials. 65%9% Ashland Avenue 31% Damen

Southport

22% Halsted Other N/S Roads 14% 4% Kedzie How would16% this traffic5% be diverted? California

Percent Change Compared to Current VehicleWestern Miles 9% Traveled (VMT)1 with Ashland BRT 31% Damen Traffic would divert primarily 40 Southport to parallel arterials (not side streets) and would be 22%30 Halsted 12% distributed, so no single arterial 20 Other N/SRacine/ Roads Southport 2 14% 6% 5% 3% 4% would absorb all of the traffic. 2% Western 2% 3 10 -35% Halsted Other N/S Roads Kedzie California Damen Ashland 0 The traffic shift would mean -10 vehicle miles traveled (VMT) on Percent change in VMT change in Percent -20 nearby arterials would increase -30 by 2% to 12% over current 40 -40 levels. 30 12% 20 Racine/ Southport 2 6% 5% 1. Vehicle Miles Traveled3% (VMT) is the total number of miles driven by all automobiles4% within an average day. 2% Western 2% 3 10 -35% Halsted Other N/S Roads 2. A complete list ofKedzie the roadwaysCalifornia tabulated for Damenthe Racine Avenue/Southport Avenue corridor included the following (from north to south): Southport Avenue (Irving Park Road to Clybourn Avenue); Clybourn Avenue Ashland(Southport Avenue to Cortland Street); Cortland Street (Clybourn Avenue to Elston Avenue); Elston Avenue (Cortland0 Street to Milwaukee Avenue); Milwaukee Avenue (Elston Avenue to Ogden Avenue); Ogden Avenue (Milwaukee Avenue to Racine Avenue); Racine Avenue (Ogden Avenue to Blue Island Avenue); Blue Island Avenue (Racine Avenue to Loomis Street); Loomis Street (Blue Island Avenue to 31st Street); 31st Street (Loomis-10 Street to Racine Avenue); Racine Avenue (31st Street to 35th Street); 35th Street (Racine Avenue to Morgan Street); Morgan Street (35th Street to 43rd Street); 43rd Street (Morgan Street to Racine Avenue); Racine Avenue (43rd Street to Garfield Boulevard); Garfield Boulevard (Racine Avenue to Loomis Boulevard);

Percent change in VMT change in Percent Loomis-20 Boulevard (Garfield Boulevard to 87th Street); 87th Street (Loomis Boulevard to Racine Avenue); Racine Avenue (87th Street to 95th Street). 3. Other north/south roads included portions of the following: Humboldt Boulevard, Sacramento Boulevard, Marshal Boulevard, California Boulevard, 31st Boulevard,-30 Western Boulevard, Washtenaw Avenue, Oakley Boulevard, Paulina Street, Morgan Street, Sangamon Street, Green Street, Racine Avenue, Sheffield Avenue. -40 25 Ashland Avenue Bus Rapid Transit Project ® Impacts to Traffic - AM Peak Diversion

Phase 1 Area

5% 10% 25% 50%

26 Ashland Avenue Bus Rapid Transit Project ® Impacts to Traffic - PM Peak Diversion

Phase 1 Area

5% 10% 25% 50%

27 Ashland Avenue Bus Rapid Transit Project ®

Next Steps

Schedule

Alternatives Analysis 2012

Environmental Analysis and We Spring 2013 - Fall 2013 Are Conceptual Engineering Here Next Steps Irving Park

While BRT is planned for 16 miles of Ashland Avenue from Irving Park Road to 95th Street, implementation will be Addison phased. The first phase is being designed for the central area from Cortland Avenue to 31st Street. BRT on To be determined, contingent uponRoscoe funding Ashland Avenue is moving into its engineering and environmentalDetailed design Design phase where the route and configuration will Belmont be comprehensively analyzed on a block-by-block basis. All phases include public engagement. Diversey We Heard You... What Happens Next? Fullerton Bus During the alternatives analysis process, we held six• openComments houses to garner on publicthe Environmental input and additional meetingsAssessment were Cortland held at the request of stakeholders. Dedicated center running bus lanes with vehicle travel lane removal was chosen as North the best possible configuration to address community concerns.(EA) are being taken at this meeting and over a 30-day period that began with publication of the Division Increased Speed: BRT will provide riders with a Decreased Congestion: Streets with high-quality Rapid transit option about as fast as driving a car on Ashland EA.transit make room for more people to travel with less Chicago Avenue congestion Grand

Enhanced Streetscape: Improves lighting, expands• CommentsIncreased Safety:will inform In New theYork nextCity, BRT phase of design. Lake Ashland pedestrian corners, and adds more than 75 blocks of improvements reduced traffic injuries by 21% Madison Transit new streetscaping, including medians and sidewalks• Comments and responses will become part of Jackson Harrison Parking: Configuration preserves 92% of parking on the final EA, which will be available on CTA’s Phase 1 Polk both sides of the street website. Roosevelt The CTA, in partnership with the Chicago Department of Transportation, the Department of Housing and 18th • Detailed design will begin on the first Economic Development, and the Federal Transit And Continue to Hear You. Blue Island 5.4-mile segment (Phase 1). Concept designs Administration, performed a year-long planning study Thousands of hours of additional analysis will be performed throughout 2013 to formulate the final design and there to assess options for Bus Rapid Transit (BRT) on both will be further opportunities for public feedback as this projectwill be moves refined forward. based on additional technical Ashland and Western Avenues. analysis and community input. 31st How to Stay Involved 35th After analysis and input at public open houses, BRT is JOIN MAILING/E-LIST • WEB:CTA To learn and more CDOT about thiswill project hold additional public now planned for 16 miles of Ashland Avenue from Irving Email us at visit Pershing [email protected] www.transitchicago.com/ashlandbrtmeetings as part of the next phase of design. Park Road to 95th Street, with the first phase now being 43rd MAIL: designed for central Ashland Avenue from Cortland To learn more about Bus Rapid Transit 28 Chicago Transit Authority 47th Avenue to 31st Street with ongoing public input. Strategic Planning & Policy, 10th Floor in Chicago, including other projects and Attn.: Joe Iacobucci events visit 51st 567 W. Lake Street www.BRTCHICAGO.com Chicago, IL 60661-1465 Garfield

59th

63rd Project Partners 69th

74th

79th

83rd With Support From: 87th

91st

95th

Modernizing Chicago Transit for the 21st Century Modernizing Chicago Transit for the 21st Century Ashland Avenue Bus Rapid Transit Project ® Stay Involved!

To submit comments you have three options: 1. Tell them to a court reporter at this meeting 2. Fill out a comment card and place in the box provided 3. Provide written comments during the 30-day public comment period by e-mail or mail

[email protected]

www.transitchicago.com/ashlandbrt

www.BRTCHICAGO.com

29 New York’s Experience with BRT

Select Bus Service (SBS), New York City’s brand of Bus Rapid Transit, offers fast, frequent, and reliable bus service on high-ridership bus routes, forming citywide bus rapid transit (BRT) network that supplements and complements the existing subway network.

Elements of SBS include:

• Off-board fare payment (before boarding), which reduces time spent at bus stops • Low-floor, three-door buses to help speed boarding • Dedicated curbside bus lanes which speed bus travel • Transit signal priority which reduces delays at red lights • Bus stops spaced further apart than typical local buses • Improved passenger information

Williamsbridge Inwood Co-Op City

Bx41: Webster Av Bx12: Fordham Rd/ The Pelham Pkwy Bronx

The Hub

M34/M34A: 34 St

Manhattan Q70: Woodside-Jackson Heights to LGA M15:First Av/ Second Av South Ferry Queens Williamsburg

Brooklyn

B44: Nostrand Ave/ Rogers Ave

Bay Ridge Staten Island

Staten Island Sheepshead Mall Bay

S79: Hylan Blvd

N SBS Routes in Operation

SBS Routes in Operation

PROJECT ELEMENTS Bx12 • Curbside bus lanes FORDHAM ROAD/PELHAM • Transit Signal Priority PARKWAY • Off-Board Fare Payment • New Bus Shelters IMPLEMENTED JUNE 2008 TRAVEL TIME SAVINGS 20% IN FIRST YEAR PROJECT LENGTH 7 MILES RIDERSHIP GROWTH 10% IN FIRST YEAR

Bx12 SBS provides a key crosstown ECOMONIC DEVELOPMENT transit connection in the Bronx. • 71% increase in retail sales at locally-based businesses with implementation

* New bus shelters are installed under franchise agreement.

PROJECT ELEMENTS M15 • Offset and curbside bus lanes FIRST AVENUE/ • Transit Signal Priority SECOND AVENUE • Off-Board Fare Payment IMPLEMENTED • Sidewalk widening OCTOBER 2010 TRAVEL TIME SAVINGS PROJECT LENGTH 18% IN FIRST YEAR 15.5 MILES RIDERSHIP GROWTH 10% IN FIRST YEAR

M15 SBS is the highest ridership bus ECOMONIC DEVELOPMENT route in NYC. • 47% fewer vacancies after implementation

PROJECT ELEMENTS M34/34A • Offset and curbside bus lanes 34TH STREET • Off-Board Fare Payment • Sidewalk widening IMPLEMENTED NOVEMBER 2011 TRAVEL TIME SAVINGS 23% IN FIRST YEAR PROJECT LENGTH 4.5 MILES RIDERSHIP GROWTH 12% SINCE 2011

Ridership on M34 SBS has grown even as ridership on other Manhattan crosstown routes has declined. SBS Routes in Operation

SBS Routes in Operation

PROJECT ELEMENTS S79 • Curbside bus lanes HYLAN • Transit Signal Priority BOULEVARD • Real-time travel information IMPLEMENTED for drivers SEPTEMBER 2012 • Simpliﬁed route path PROJECT LENGTH TRAVEL TIME SAVINGS 16 MILES 13-19% SIX MONTHS AFTER LAUNCH

RIDERSHIP GROWTH Bus lanes serve a large number of 5-10% express and local bus routes in addition to S79 SBS.

PROJECT ELEMENTS Bx41 • Offset and curbside bus lanes WEBSTER • Transit Signal Priority AVENUE • Off-Board Fare Payment IMPLEMENTED JUNE 2013 • Sidewalk widening

PROJECT LENGTH TRAVEL TIME SAVINGS* 5.5 MILES More than 15% since launch

Bx41 SBS was planned and implemented more quickly than any other SBS project to date. *Preliminary results

B44 PROJECT ELEMENTS (SINGLE CAPITAL PROJECT) NOSTRAND AVENUE/ • Offset and curbside bus lanes ROGERS AVENUE • Transit Signal Priority IMPLEMENTED • Off-Board Fare Payment NOVEMBER 2013 • Sidewalk widening PROJECT LENGTH 9.3 MILES Results will be available in 2014.

Improvements to Williamsburg Bridge Plaza provide passenger amenities for several other bus routes.