DOCSLIB.ORG

Systemwide Cost Benefit Analysis of Major Capital Improvements

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Systemwide Cost Benefit Analysis of Major Capital Improvements Systemwide Cost Benefit Analysis of Major Capital Improvements Final Report January 16, 2019 Metra Systemwide Cost Benefit Analysis of Major Capital Improvements Prepared for: Metra Prepared by: AECOM 303 East Wacker Drive Chicago, IL 60601 aecom.com In association with: Cambridge Systematics Connetics Transportation Group EJM Engineers Wight & Company This report was prepared in cooperation with the U.S. Department of Transportation, Federal Highway Administration, Federal Transit Administration, and the Illinois Department of Transportation. The contents reflect the views of the author who is responsible for the facts and accuracy presented. The contents do not necessarily reflect the official views or policies of IDOT or U.S. DOT. This report does not constitute a standard, specification, or regulation. AECOM i Metra Systemwide Cost Benefit Analysis of Major Capital Improvements Table of Contents ..........................................................................................................................1 1. Introduction ....................................................................4 2. Data Inputs, Assumptions and Methodology Project Definition 4 2.1 Operating Plans 5 2.2 Capital Improvement Plans 6 2.3 O&M Costs 6 2.4 Capital Costs 7 2.5 Ridership 7 2.6 State of Good Repair Impacts 7 2.7 Reliability Impacts 8 2.8 Project Timeframe 8 2.9 Potential Funding Sources 8 2.10 Connecting Services 9 2.11 Tier 1 and 2 Synergies 9 2.12 ..............................................................................................................10 3. Projects Analyzed .................................................................................................................15 4. Analysis Metrics Ridership and Revenue 15 4.1 Costs 15 4.2 Cost-Effectiveness 15 4.3 Other Metrics 16 4.4 ................................................................................................................. 17 5. Analysis Results ................................................................................ A-1 Appendix – Project Description Index Figures Figure 1-1. Metra Improvement and Expansion Projects Evaluated 3 Tables 7 Table 2-1. O&M Cost Model Elements 8 Table 2-2. State of Good Repair Percentages of Project Improvements 10 Table 3-1. Cost Benefit Analysis Projects 11 Table 3-2. Cost Benefit Analysis Project by Focus Area 13 Table 3-3. Tier 1 Weekday Trains by Project 14 Table 3-4. Tier 2 Weekday Trains by Project 18 Table 5-1. Tier 1 Project Summaries 19 Table 5-2. Tier 2 Project Summaries AECOM ii Metra Systemwide Cost Benefit Analysis of Major Capital Improvements Abbreviations and Acronyms AA Alternatives Analysis BUILD Better Utilizing Investments to Leverage Development grants (replaced TIGER) CATS Chicago Area Transportation Study (replaced by CMAP) CBA Cost Benefit Analysis CIG Capital Investment Grants CIP Corridor Improvement Program CMAP Chicago Metropolitan Agency for Planning CN Canadian National Railway Company CP Canadian Pacific Railway CREATE Chicago Region Environmental and Transportation Efficiency CUS Chicago Union Station DMU diesel multiple unit EJ&E Elgin Joliet & Eastern (now part of CN Railway) EMU electric multiple unit FAA Federal Aviation Administration FAST Future Agenda for Suburban Transportation FTA Federal Transit Administration GTFS General Transit Feed Specification HC Metra Heritage Corridor Line MD-N Metra Milwaukee District North Line MD-W Metra Milwaukee District West Line MED Metra Electric District Line MIS Major Investment Studies MPO metropolitan planning organization MSF Maintenance & Storage Facilities NCS Metra North Central Service Line NICTD Northern Indiana Commuter Transportation District O&M Operating & Maintenance Off-Pk Off-Peak Period P-3 Public-Private Partnership PTC Positive Train Control Rev Reverse Peak Period RID Metra Rock Island District Line ROW right-of-way RTA Regional Transportation Authority SCC Standard Cost Category (FTA’s capital cost workbook) SES SouthEast Service SGR State of Good Repair SSA South Suburban Airport STAR Line Suburban Transit Access Route STOPS Simplified Trips-on-Project Software ridership model SWS Metra SouthWest Service Line TIGER Transportation Investment Generating Economic Recovery UP-N Metra Union Pacific North Line UP-NW Metra Union Pacific Northwest Line UP-W Metra Union Pacific West Line US DOT United States Department of Transportation WSOR Wisconsin & Southern Railroad Co. AECOM iii Metra Systemwide Cost Benefit Analysis of Major Capital Improvements 1. Introduction Since the introduction of passenger rail service in the mid nineteenth century, the rail system in Chicago has grown to take its current shape. As the region’s travel The study examined a total of 38 market evolves and changes, Metra, the commuter rail operator for Northeast Illinois, must position itself to best projects including improvements respond to those changes. One of the greatest needs for this legacy system is to maintain the existing assets, to each of Metra’s existing and current funding does not fully support that. However, rail lines as well as all feasible it is important to look to the future with a balanced approach to capital investment. If sufficient capital extensions and new lines within funding from state, federal, or other sources is provided to both maintain the existing system and grow it to meet the seven counties of the Chicago the needs of the future, Metra could entertain some of these improvements so long as funding is also available Metropolitan Agency for Planning to operate and maintain them. In this time of decreasing capital budgets, it is more important than ever to (CMAP) region. evaluate the potential uses of scarce capital funds and determine the best uses of those funds. To this end, Metra commissioned this study, the Systemwide Cost some cases, lines have multiple proposals that were Benefit Analysis of Major Capital Improvements. analyzed during this study as separate projects. A map and list of the potential projects that were evaluated are Over the years, dozens of potential major expansions represented in Figure 1-1. The potential projects are of Metra service have been suggested or proposed organized into two tiers: by Metra and local stakeholders. The list of projects evaluated in this study was drawn from past Metra 1. Improvements to the existing network of Metra plans, regional transportation plans, and feedback routes (21 projects), and received during Metra’s strategic planning process. These potential projects had been evaluated at 2. Network expansions through extensions of existing different times under different methodologies, ranging lines or new lines (17 projects) from feasibility studies and alternatives analyses, to environmental assessments and some level of While this study does not, by itself, set priorities engineering. However, they were never evaluated all at for future spending for Metra or for future capital once, making it difficult to compare the results between programming, it endeavors to provide decision makers projects. The Systemwide Cost Benefit Analysis of with the necessary information to assist in such Major Capital Improvements brings all of these potential a prioritization process. The results highlight the projects into a single analysis on a level playing field. tradeoffs between different investment choices. Note A consistent set of assumptions was used across all that Metra has not yet completed this prioritization, so the potential projects to ensure that apples-to-apples there is no commitment by Metra to act on any of the comparisons could be made. evaluated projects, as Metra’s focus for the foreseeable future is to work toward achieving a state of good The study examined a total of 38 projects including repair for its existing assets. Also note that this report improvements to each of Metra’s existing rail lines as was an internal process completed by Metra staff well as all feasible extensions and new lines within the and the consultant team. The study did not include seven counties of the Chicago Metropolitan Agency for coordination with freight railroads or other stakeholders, Planning (CMAP) region. Proposed line extensions to but such coordination will proceed as Metra moves areas beyond the CMAP region were not evaluated. In forward with project prioritization. AECOM 1 Metra Systemwide Cost Benefit Analysis of Major Capital Improvements As priorities for future investment are established, the results of this analysis will help to inform future funding decisions. The project definitions and results from this study have already informed ON TO 2050, CMAP’s next regional comprehensive plan and the 2018-2023 Regional Transit Strategic Plan, Invest in Transit. Having solid data that defines the projects and clearly illustrates the costs and benefits of each one is critical to developing plans, securing grant funding and attracting funding partners. The priorities that are set will help identify the most effective services to move Metra forward. Metra anticipates that the results of this study will help identify a subset of projects to be studied in more detail and more fully developed for possible long term implementation. While the potential projects were defined as independent sets of improvements, it is clear that improvements to one line may benefit or reduce the cost of one or more projects on another line. These effects will be considered as priorities are established based on the study results. However, it must be stressed that before any of these
Load more

Recommended publications
  • Investor Presentation 2019
    Eversholt Rail Investor Presentation 2nd December 2019 Contents • Strategic context • Refranchising, opportunities and challenges • New and existing fleet management • Financial overview • Conclusions • Q&A 1 Executive summary • 2015-2018 characterised by investment to grow balance sheet • General election result and Williams Review should set the industry’s direction of travel over the medium term • Business focused on long-term value while addressing strategic challenges and opportunities • Contracted new build programmes coming to a very successful conclusion: C802 fleet fully delivered, C397 in advanced state of delivery and C195/C331 fleets progressing well • Management effort shifting to maximising opportunities for fleets with leases expiring in the near future and exploring attractiveness of alternative growth opportunities 2 Strategic context Strategy Great Trains, Great People, Great Future To be recognised as the expert provider of transport asset financing and Vision asset management for the long term Two strands to our strategy: 1 Optimise our current portfolio through maximising asset utilisation and investing to enhance residual value (RV) 2 Developing opportunities for further growth in transport sector Maintain investment discipline: we will continue to be selective in choosing growth opportunities ensuring that they are the right assets for our portfolio Great Trains Great Great People Great Great FutureGreat C802 all units in service Company offsite C397 in service 2019 4 2019 – pressures across the rail industry Reshaping
    [Show full text]
  • Diesel Multiple Unit (DMU) Fact Sheet February 2016
    Oasis Rail Transit Diesel Multiple Unit (DMU) Fact Sheet February 2016 Approximately 17 miles in length, the proposed Oasis Rail Transit corridor extends between downtown Cincinnati and the City of Milford and would initially be served by seven stations. In addition to providing a new rail-based regional transportation option serving Eastern Corridor communities, the Oasis line would also offer new opportunities for community enhancement and development. PREFERRED RAIL VEHICLE TYPE: DMU One of the most prominent features considered for the Oasis line is the actual rail vehicle (or train) that would transport passengers to their destinations. Early studies completed for the Eastern Corridor Program recommended that self-propelled passenger coaches be considered as the preferred rail vehicle type. Further studies explored in more detail the technologies available for the line including: • Diesel-powered locomotives pulling single or bi-level passenger coaches • Electrically-powered streetcar-type vehicles • Electrically-powered light rail vehicles call Electric Multiple Units (EMU/LRT) • Diesel-powered passenger cars (Diesel Multiple Units or DMUs) The results of those studies confirmed that diesel-powered passenger cars, or DMUs, would be the most appropriate technology for the Oasis Rail Transit line. Features of DMUs that made it stand out beyond other rail vehicle choices included: • DMUs are flexible in terms of operational capabilities and can efficiently serve the 17-mile Oasis corridor – which is too short for traditional “push-pull” locomotives and coach cars but More information about rail generally too long for streetcar-type vehicles – and efficiently vehicles is available in the Oasis manage the spacing between stations.
    [Show full text]
  • Realizing the Potential of Diesel Multiple-Unit Technology
    00_TRN_286_TRN_286 7/11/13 5:04 PM Page 11 Realizing the Potential of Diesel Multiple-Unit Technology Research Overcomes Barriers THOMAS C. CORNILLIE P esigners of railroad vehicles long have recognized HOTO : T D the efficiencies achievable by locating propulsion HOMAS within a passenger-carrying vehicle, eliminating the need C. C for a separate locomotive. Although various designs of ORNILLIE vehicles powered by steam- and gasoline-fueled engines came into service starting in the 1890s, “diesel multiple unit” (DMU) emerged as a term-of-art in the late 1930s to describe vehicles that could operate as single cars or be combined to form a longer train. For the past 60 years, the rail diesel car (RDC) has epit- omized DMU technology in North America. The Budd Company of Philadelphia built nearly 400 RDCs between 1949 and 1962. These cars quickly gained a reputation for The Denton County Transportation Authority operates DMU vehicles between Denton, Texas, and a connection with the reliability, for adaptability to a range of services, and for Dallas Area Rapid Transit System at Carrolton. Couplings that the ease of making incremental technological upgrades. consolidate power and control connections into a single As federal policy structures for supporting transit couple—a standard feature on current DMU designs— investments solidified in the 1970s, DMU technology facilitate adapting train configuration to ridership demand. offered a way to improve the efficiency of commuter rail service. Revenue service demonstrations of European the intent of FRA crashworthiness regulations, coupled DMUs were carried out with federal funding; however, with regulatory reforms, has opened the door in Ameri- these efforts did not lead to the deployment of new tech- can and Canadian cities to DMUs incorporating proven nology.
    [Show full text]
  • North Wales Coastal Extension
    Train Simulator – North Wales Coastal Extension North Wales Coastal Extension: Crewe - Holyhead © Copyright Dovetail Games 2019, all rights reserved Release Version 1.0 Page 1 Train Simulator – North Wales Coastal Extension Contents 1 Route Map ............................................................................................................................................ 5 2 Rolling Stock ........................................................................................................................................ 6 3 Driving the Class 175 'Coradia' ............................................................................................................ 8 Cab Controls ....................................................................................................................................... 8 Key Layout .......................................................................................................................................... 9 4 Class 175 'Coradia' Systems ............................................................................................................. 10 DSD ................................................................................................................................................... 10 DRA ................................................................................................................................................... 10 Manual Door Control ........................................................................................................................
    [Show full text]
  • Southeast Corridor Alternatives Analysis Locally Preferred Alternative Report
    SOUTHEAST CORRIDOR ALTERNATIVES ANALYSIS DOCUMENT #9 LOCALLY PREFERRED ALTERNATIVE REPORT PREPARED BY AUGUST 2011 METRA – SOUTHEAST CORRIDOR LOCALLY PREFERRED ALTERNATIVE REPORT ALTERNATIVES ANALYSIS DOCUMENTS 1. Detailed Work Scope 2. Purpose & Need 3. Initial Alternatives, Part I: Modes & Technologies 4. Evaluation Methodology 5. Initial Alternatives, Part I Screening and Part II: Conceptual Design 6. Screening of Initial Alternatives, Part II 7. Feasible Alternatives 8. Screening of Feasible Alternatives 9. Locally Preferred Alternative Report AECOM AUGUST 2011 I METRA – SOUTHEAST CORRIDOR LOCALLY PREFERRED ALTERNATIVE REPORT TABLE OF CONTENTS I. INTRODUCTION.......................................................................................................... 1 A. PURPOSE.................................................................................................................. 1 B. BACKGROUND ......................................................................................................... 1 II. SUMMARY OF ALTERNATIVES ANALYSIS.............................................................. 5 A. INITIAL SCREENING, PART I................................................................................... 5 B. DEFINITION AND SCREENING OF INITIAL ALTERNATIVES, PART II.................. 7 C. DEFINITION OF FEASIBLE ALTERNATIVES ........................................................ 10 D. DETAILED FINAL SCREENING.............................................................................. 11 III. PUBLIC INVOLVEMENT SUMMARY.......................................................................
    [Show full text]
  • Potentials of Alternative Propulsion Systems for Railway Vehicles – a Techno-Economic Evaluation
    2014 Ninth International Conference on Ecological Vehicles and Renewable Energies (EVER) Potentials of Alternative Propulsion Systems for Railway Vehicles – A Techno-Economic Evaluation Johannes Pagenkopf, M.Sc. Stefan Kaimer, M.Sc. German Aerospace Center, German Aerospace Center, Institute of Vehicle Concepts, Institute of Vehicle Concepts, Rutherfordstraße 2 Rutherfordstraße 2 12489 Berlin, Germany 12489 Berlin, Germany Email: [email protected] Email: [email protected] Abstract—This paper discusses alternative propulsion First, relevant alternative propulsion systems are briefly systems for heavy railway vehicles. First, edge conditions discussed. Then, the drivetrain’s potentials and drawbacks such as drivers and roadblocks for the implementation of in terms of technical, economical and operational aspects alternative propulsions in railway vehicles are discussed. For are briefly addressed with a particular focus on battery operations on a non-electrified railway route, the required electric multiple units (BEMU) and fuel cell multiple units main propulsion components of a battery electric multiple unit and of a fuel cell multiple unit are roughly dimensioned (FCMU). and economically compared with a benchmark diesel In the subsequent case study, the drivetrains of a multiple unit, the BR 612 of Deutsche Bahn. The non- BEMU and a FCMU are roughly designed and electrified route from Ulm to Oberstdorf was considered as a economically evaluated against a conventional diesel reference route for the simulation and drivetrain layout. Our multiple unit (DMU). analysis finds that alternative drive concepts hold a high potential for future railway vehicles, depending on the boundary conditions. III. ALTERNATIVE PROPULSION SYSTEMS IN (HEAVY) RAIL SYSTEMS Keywords — railway; life cycle costs; alternative propulsion; fuel cell; battery electric; simulation.
    [Show full text]
  • Rail Accident Report
    Rail Accident Report Buffer stop collision at Chester station 20 November 2013 Report 26/2014 November 2014 This investigation was carried out in accordance with: l the Railway Safety Directive 2004/49/EC; l the Railways and Transport Safety Act 2003; and l the Railways (Accident Investigation and Reporting) Regulations 2005. © Crown copyright 2014 You may re-use this document/publication (not including departmental or agency logos) free of charge in any format or medium. You must re-use it accurately and not in a misleading context. The material must be acknowledged as Crown copyright and you must give the title of the source publication. Where we have identified any third party copyright material you will need to obtain permission from the copyright holders concerned. This document/publication is also available at www.raib.gov.uk. Any enquiries about this publication should be sent to: RAIB Email: [email protected] The Wharf Telephone: 01332 253300 Stores Road Fax: 01332 253301 Derby UK Website: www.raib.gov.uk DE21 4BA This report is published by the Rail Accident Investigation Branch, Department for Transport. Buffer stop collision at Chester station 20 November 2013 Contents Summary 5 Introduction 6 Preface 6 Key definitions 6 The accident 7 Summary of the accident 7 Context 8 The investigation 12 Sources of evidence 12 Key facts and analysis 13 Sequence of events 13 Background information 16 Identification of the immediate cause 21 Identification of causal factors 22 Factors affecting the severity of consequences 35 Previous
    [Show full text]
  • Go to 2040 Update Appendix
    GO TO 2040 UPDATE APPENDIX Major Capital Projects October 2014 Table of Contents Introduction ................................................................................................................................................ 1 Major Capital Projects ............................................................................................................................... 2 Expressway Additions: Express Toll Lanes ....................................................................................... 2 I-55 Stevenson Express Toll Lanes ................................................................................................... 2 I-290 Eisenhower Express Toll Lanes .............................................................................................. 3 Expressway Additions: Interchanges and Improvements ............................................................... 4 Circle Interchange .............................................................................................................................. 5 I-294/I-57 Interchange ........................................................................................................................ 5 I-190 Access and Capacity Improvements ...................................................................................... 5 Jane Addams Tollway (I-90) ............................................................................................................. 6 Transit Improvements ..........................................................................................................................
    [Show full text]
  • West Lake Corridor DEIS Appendix B: References
    Draft Environmental Impact Statement and Section 4(f) Evaluation APPENDIX B References December 2016 Draft Environmental Impact Statement and Section 4(f) Evaluation This page intentionally left blank. December 2016 Draft Environmental Impact Statement and Section 4(f) Evaluation References AASHTO. Census Transportation Planning Products for ACS 5-year Data. http://ctpp.transportation.org. Abell, G. 2010. Indi-Illi Park Historic District. National Register of Historic Places Nomination Form. Dyer, IN: Lake County Interim Report,1996. AECOM. 2014. West Lake Corridor Project Existing Conditions Technical Memorandum. AECOM. 2015. Noise and Vibration Technical Report. AECOM. 2015. Traffic Technical Report. Amtrak. 2014. Amtrak. accessed September 24, 2014. http://www.amtrak.com. Andreas, A.T. 1884. History of Cook County, Illinois: from the earliest period to the present time. Reprinted by Unigraphic, 1976. ANSI. 1992. Quantities and Procedures for Description and Measurement of Environmental Sound. American National Standard S12.9-1992. Part 2: Measurement of Long-term, Wide-Area Sound. Standards Secretariat, Acoustical Society of America, New York, NY. ANSI. 1993. Quantities and Procedures for Description and Measurement of Environmental Sound. American National Standard S12.9-1993. Part 3: Short-Term Measurements with an Observer Present. Standards Secretariat, Acoustical Society of America, New York, NY. Architectural Record Company. 1913. Sweet’s Catalogue of Building Construction, Architects and Builders Edition for 1913. Federal Cement Tile Company. 1913 Edition. New York, New York. pp. 556-557. Barnhart, J.D. and D.L. Riker. 1971. Indiana to 1816 - The Colonial Period. Indiana Historical Bureau and Indiana Historical Society, Indianapolis. Baughn, J. 2016. Hohman Avenue Railroad Bridge, Lake County, Indiana.
    [Show full text]
  • Comprehensive Regional Plan
    Comprehensive Regional Plan CHICAGO METROPOLITAN AGENCY FOR PLANNING While overall quality of life is high, our region has grown in unsustainable ways that create congestion and make it hard for people to live near their jobs. We need to invest in our existing communities while making wise development choices that make our communities great places to live. 6 While the region’s residents are its greatest renewable resource, our systems of education and workforce development are not keeping up with other major centers of commerce. We must develop skilled workers to help local businesses innovate to compete in the global marketplace. 8 Government agencies must work more closely together to coordinate investments and improve access to information, becoming more accountable to residents. While our region’s units of government are numerous, many residents believe they should be more responsive. 10 We need strategic investments that modernize and maintain these road and transit systems to meet the needs of our growing population. While our region’s transportation infrastructure has been key to a century of progress, it is aging rapidly. 12 While our economy has long been the envy of other metropolitan regions, we cannot take it for granted. To achieve sustainable prosperity, our seven- county region needs to implement an aggressive but nuanced comprehensive plan that strategically aligns public policies and investments. 14 GO TO 2040 A PIVOTAL MOMENT Metropolitan Chicago is one of the world’s great economic A Pivotal Moment centers. We have abundant natural resources — including a magnificent system of parks, open spaces, trails, and waterways — with access to Lake Michigan for drinking for Metropolitan Chicago water and recreation.
    [Show full text]
  • Railroad Accident Brief E AR T Y B O
    RAN S P T O L R A T LURIBUS A N P UNUM E National Transportation Safety Board O T I I O T Washington, D.C. 20594 A N N S A D FE R Railroad Accident Brief T Y B OA Accident: DCA-02-FR-009 Location: Aurora, Illinois Date of Accident: June 12, 2002 Time: 3:21 p.m., central daylight time Railroad: Northeast Illinois Regional Commuter Railroad Corporation Fatalities: None Injuries: 47 Type of Accident: Head-on collision Synopsis About 3:21 p.m., central daylight time, on June 12, 2002, eastbound commuter train 1270 operating in the “push” mode collided head on with westbound commuter train 1235 operating in the “pull” mode,1 near milepost 36.7 near Aurora, Illinois. The collision resulted in the derailment of the cab car and four passenger cars of train 1270 and the locomotive and three passenger cars of train 1235. Two crewmembers and 3 passengers on train 1270 and 3 crewmembers and 39 passengers on train 1235 were injured. The commuter trains were operating on the Aurora Subdivision of the Burlington Northern Santa Fe Railway (BNSF) and were owned by the Northeast Illinois Regional Commuter Railroad Corporation (Metra). Total damages estimated by the railroads exceeded $292,000. The Accident Shortly after 3:00 p.m., passengers began boarding eastbound train 1270 from the north platform area of the Aurora Transportation Center. Train 1270, which was on the north lead track, comprised six double-deck commuter passenger cars and was configured to operate in the “push” mode from the lead commuter passenger car, a cab control car, with a locomotive at the rear of the train.
    [Show full text]
  • Chicago Southland's Green TIME Zone
    Chicago Southland’s Green TIME Zone Green Transit, Intermodal, Manufacturing, Environment Zone A Core Element of the Southland Vision 2020 for Sustainable Development © Center for Neighborhood Technology 2010 Table of Contents America’s First Green TIME Zone 1 The Southland Green TIME Zone Strategy 2 Transit-Oriented Development 3 Intermodal: Cargo-Oriented Development 6 Manufacturing for a Green Economy 8 Environment: A Binding Thread 12 A Greener Return on Investment 14 Making It Happen 15 A Model for Livable and Workable Communities 18 The Southland Green TIME Zone Framework 18 America’s First Green TIME Zone The southern suburbs of Chicago (the Southland) The Green TIME Zone of Chicago’s Southland grew up in the nineteenth century with a dual capitalizes on these emerging trends with a strategy identity: as residential communities from which through which older communities can translate people rode the train to downtown jobs and as the value of their established rail infrastructure industrial centers that rose around the nexus of and manufacturing capacity into desirable the nation’s freight rail network. Over the last two neighborhoods, good jobs, and environmental generations, many of these communities endured improvement. The strategy is built on three linked economic hardship as residents and businesses mechanisms for sustainable redevelopment: transit- left for sprawling new suburbs and international oriented development (TOD) to establish livable pressures eroded the industrial base. The communities, cargo-oriented development (COD) environment of the Southland and the entire Chicago region suffered as farmland was paved over at ever freight movements, and green manufacturing to accelerating rates, vehicle miles traveled climbed buildto capture a healthy the economic economy benefitswith a bright of intermodal future.
    [Show full text]