1 Project Title Tango Ultra-Narrow Commuter Car Sharing 2. Potential

1 Project Title

Tango Ultra-narrow Commuter Car Sharing

2. Potential Implementer - the agency expected to be responsible for completing the project

Commuter Cars Corp.

3. Brief Description – include all the work that is to be accomplished as well as the limits of the project (e.g., rail line extension from Geneva to Elburn)

The Tango, ultra-narrow, vehicle, possibly the safest vehicle in existence, due to maneuverability and crash protection combined, needs to be built to Federal Motor Vehicle Safety Standards (FMVSS), in order to be used in a car share program. Studies funded by CalTrans, and executed by UC Berkeley and Booz-Allen-Hamilton, show that freeway lane capacity can be increased from the present 2,000 Vehicles Per Hour (VPH) to 4,400 VPH, just as they would be with motorcycles. The Tango however, would be at least as safe for crash protection as a standard car, and have half the chance of hitting another car or pedestrian as it has the fastest recorded speed through the Consumer Reports Emergency Lane Change Maneuver (Moose Test) as well as having a faster response time than a motorcycle, as it does not have to countersteer. It weighs as much as a midsize sedan and has the same rollover threshold as a Porsche 911. It uses previously unused portions of the freeway, as it naturally straddles the ruts left by cars and trucks.

Renting Tangos or Narrow Commuter Vehicles (NCVs) to commuters can be many times more cost effective than building more infrastructure. They are also more fun to drive than cars, and in the future, can be made to be self-driving. Self driving cars may very well create less ownership and reduce parking due to increased duty cycle per car, however, congestion can only be mitigated by vehicles that can fit comfortably in half a lane as does the Tango.

4. Estimate of Costs – include the costs of engineering, right-of-way-acquisition, and constructing the project

$116-million will either purchase 4,000 Tangos to be rented out by the minute, hour, day, month, or year to be offered to specific commuters during the heaviest traffic flow, or fund the rental system by Commuter Cars, or for a transit authority to manage. It may be found to be cost neutral after a time, as commuters realize that it’s the most sensible way to get from home to work and back, or from home to transit and back. Parking capacity in park-and-ride lots can be increased by 350-400%

5. Attach a Project Map – while not required, it may be useful for understanding the location of the project

The program works for any freeways or roadways, and also increases city parking and unclogs city streets as a side effect.

6. Contact Information - in case clarification or further information is needed on the project

Rick Woodbury, President/Founder: Commuter Cars Corp. 715 E Sprague Ave., Suite 70, Spokane Washington Office: 509-624-0762 Cell: 509-979-1815 [email protected] Website: http://www.commutercars.com

7. Connection to Project – do you represent an agency/organization and what is that agency's relationship to the proposed project

Commuter Cars Corp would either produce the entire project including rental system, or just product the vehicles, or partner with a major manufacturer to produce the vehicles, and or rental system, similar to Car2Go by Daimler.

Skytech Transportation

Problem Statement “Our nation’s freight transportation system is a vast, complex network of highways, local roads, railways. Each day, the system move 55 million tons of goods worth more than $49 billions, over the course of a year. Even so, growing population, increasing demand for goods, sudden changes in commodities and movement patterns , the need to remain competitive in an increasingly complex global marketplace, and aging transportation infrastructure have placed our freight system under serious strain. At the same time, the level of investment in and dedication to addressing freight-specific transportation needs has not kept pace with our growing economy, further adding to this strain. **** Recognizing these increasing challenges, to specify goals to increase economic competitiveness, efficiency, and productivity of the network; reduce congestion; enhance the safety, security, and resilience of freight movement and reduce environmental impacts.

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Expected Growth in Freight Tonnage. The U.S. economy is expected to double in size over the next 30 years. By 2045, the nation’s population is projected to increase to 389 million people, compared to 321 million in 2015. Americans will increasingly live in congested urban and suburban areas, with fewer than 10 percent living in rural areas by 2040. To support our projected population and economic growth, freight movements across all modes are expected to grow by roughly 42 percent by the year 2040. For example, container traffic at ports will increase steadily as the volume of imports and exports transported by our freight system more than doubles over this period.

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Underinvestment in the Freight System. Numerous studies have identified the need for more and better directed investment in freight infrastructure. Freight projects can be costly to undertake. There are seldom public-sector funds dedicated to them and they do not compete well with non-freight projects because of the manner in which public investments are evaluated. But when it comes to freight projects, especially those with national-level impacts, this approach presents a number of challenges such as fragmented decision-making.

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In 2013, 3,964 people were killed in crashes involving large trucks.

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Increased Global Economic Competition. Our economy is increasingly reliant on international trade. Ports must address congestion, dimensional, and equipment- shortage challenges generated by bigger, new-generation container ships, notable incidents of congestion (particularly at ports) have occurred over the last several years.

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Mexico quadrupled from approximately $100 billion to $400 billion per year. Additionally, we have recently experienced a surge in domestic energy production and increased domestic manufacturing and assembly work. Ensuring that these products can efficiently reach both domestic and international markets is critical to the long-term success of these industry and the U.S.A., or North America.

****

Application and Deployment of New Technologies. Advanced automation will increase productivity in the freight industry and change the skill sets needed to work in freight, requiring skilled workers to maintain and operate new technologies. Technology will also automate and expedite inspection processes, improving safety and lowering costs. Growth in autonomous vehicle technologies may soon transform freight transportation, allowing for increased throughput and more reliable trips on existing capacity.

****

Projections of these trends are subject to significant amounts of uncertainty. New technologies and products may be developed and deployed more quickly than expected; geopolitical events and recessions may suddenly alter growth, trade, and production patterns; and adverse effects of climate change on our coastal cities may arrive. The ability of modern supply chain management to respond dynamically to building congestion at one location by using less congested ports or changing freight distribution patterns can alter projections of location-specific delays. “

The foregoing quotes are outtakes from:

National Freight Strategic Plan (DRAFT) Posted: 12/03/2015 ID: DOT-OST-2015-0248-0001. Draft for Public Comment. U.S. Department of Transportation Available at https://www.transportation.gov/freight

The Question is how do we solve all these problems with the infrastructure?

The solution in my mind is that we combine passenger carriage, so we can get public support for the project, with freight carriage, so that we can pay for the system. This is the way to introduce the public to modern commuter system which will be faster, more reliable, and cleaner at a lower cost to the public, and add a high tech freight system to help supplement our existing highways, ports and rail systems in the congested Metropolitan areas.

How do we do this?

Let’s look at the City of Chicago, and the metropolitan area. Chicago is the Rail and Truck Capital of the United States. You could reduce congestion on Chicago’s roadways, increase safety to all traffic, cut air pollution and particulate matter emissions, and reduce road maintenance by taking 8,000 to 10,000 trucks per day off the roads. This was the conclusion of Chicago Area Transportation Study (C.A.T.E.S.) 10 years ago.

You could to this by shifting all of the cross town truck loads between the national cross- country rail systems away from the Chicago area highways and onto a dedicated transit system which does not travel on the highway and piggybacking passenger carriage to this same system. The beauty of the system is that because the freight will pay the way, you could have a return on the public investment.

What are we talking about? I am looking at all the movements between the East Coast Rail Roads and the West Coast Rail Roads, we call them cross towns. The history and geography of commerce has put the streets of Chicago in the middle of much of the country’s freight transportation. Anti-monopoly regulations have prohibited any single railroad from carrying freight across the country on a direct rail line from one coast to the other. Both the eastbound rail traffic and the westbound rail traffic terminate in the City of Chicago, 5 miles apart

We did a study at Illinois Institute of Technology regarding cross towns between the Burlington Northern & Santa Fe (BNSF) Kenzie Ave ramp and the 47th street NS ramp. The distance between the two is only about 5 miles but the burden on the Chicago highways to move all the freight across town is enormous. It is relatively easy to get a shipping container on a rail car from either coast to Chicago and it can be done in about 3 days. However, any rail traffic that wants to continue on from one coast to the other, eastbound or westbound, needs to cross this gap on the surface streets of Chicago. This also takes about 3 days.

All of this could be alleviated with a dedicated transit system. Our idea is to go above the rail tracks and create a transportation corridor, one on top of another. This reduces the problem of getting land rights of way by optimizing land usage, eliminating grade crossings, enhancing safety and reliability of freight movements, decreasing local truck traffic and idling time, and reducing commuters’ time sitting in traffic.

By building the system above the rail tracks, the government and railroads working together can provide a cost effective way to secure rights of way, and optimize the land they have, by creating a transportation corridor in the sky. The system would allow for high density freight and passenger traffic by hanging containers on the underside and putting containers on the topside with a high speed commuter train mixed in with freight movement. The entire system would be Automated System. The system would create millions of jobs across the country. Some say that these jobs would only last so long, but if you look at the number of Ports and the congestion around them it would take at least 20 years or more to build at them all, which means the economy will grow steady for 20 years or better. The high light of this system is there is a built in return on infrastructure investment for the Government backing this system for the railroads. Each container carriage between the two ramps is currently being paid for by the shippers in a drayage. This same drayage revenue could be used to pay for the transit system and also subsidize the passenger side of the system.

You need to determine who is going to run and control the system and to whom the benefits will flow. I believe that the freight traffic from cross towns should be run by the railroads, and that they need to be in control of it, it allows for better logistics across the entire system That said, the railroad could dedicate a % of the profits to put back into the interstate system to help the country improve the roads and bridges and overall infrastructure for the future. This will help keep our freight moving and our economy flowing by reducing the transit time.

There are other benefits of the system. The system also has a high density container yard system that will add capacity to the yards already in existence by automating the yards, using green technology. The entire system runs on electricity and will eliminate much of the particulate matter being emitted by the diesel trucks currently used to move these goods. I also believe that the railroads can use this system to feed to their main lines, and in the future could also go coast to coast as they need to add capacity because they only have so much land to put down tracks.

You can see a 3 D modal at http://animagraph.com/content/skytech.html . You can down load the Crosse Town and Port system by down loading Skytech Real Time with Port extension - 32 MB.

With our Skytech system, because there is so much traffic between the two ramps, the return on investment comes in only 3 years. This was demonstrated at a presentation given at the Transportation Research Board in Washington D.C. 2005 called A 21st Century Cargo-handling Regiment for the Worlds‘s 3rd Largest Intermodal Port, by F. Gerald Rawling, Director of Operations Analysis, Chicago Area Transportation Study, Chicago, IL 60606 and Daniel M. Ferguson, Senior Lecturer, Stuart Graduate School of Business, Illinois Institute of Technology.

Now let’s look at the Ports of LA & Long Beach in California, By using the Skytech System at the Ports you will reduce the time loading and unloading by 25% to 50%. This means the Ports can accommodate more ships through the Port per year, adding volume capacity to the Ports. In addition, the container storage yards become capable of higher turnover. The system not only sends many containers from the ship right to the railroads, with little to no time sitting in the yard, but those containers that are stored are put into high density storage grids with no wasted access roads. The need for trailer chasses is virtually eliminated which means more room for containers instead of land for chasses, and better asset management. This will also reduce the congestion on the 710 highway, because the containers go from ship to Rail Yard by way of a high tech system, and it can load containers at the ramps for a return trip to the ships which will also reduce the traffic and pollution in the Los Angeles basin. There would be reduced road damage, increased throughput at the Ports, and reduced noise, all with a positive return of investment. To the Container Carriers, it means faster turn time at the dock which means more sailings per ship, faster service, better use of assets; fewer ships needed to deliver more containers. This will add to the bottom line. Some more information about system. I have attached 3 other papers: Skytech Quick Facts A 21st Century Cargo-handling Regimen for the World’s 3rd Largest Intermodal Port (TRB) Electromagnetic Catapult Assisted Horizontal Lunch (Marshall Space Flight Center)

Bruce A. Dahnke Skytech Transportation Wood Dale IL 60191 [email protected]

Project Name: Metra Electric District Potential Implementer: Cook County DOTH in partnership with Metra and RTA North/West Limits: Millennium Park Station South/East Limits: Three Termini: University Park, Blue Island and South Chicago Project Type: Commuter Rail Improvements Description: This proposal is to produce a detailed feasibility study that documents the benefits and costs of instituting more frequent, rapid transit‐like service on the Metra Electric District Main and Branch Lines. If feasibility is demonstrated, future capital investments would include acquiring ROW and making yard, track, signal, switching, substation and catenary improvements plus train car purchases necessary for increased service. Cost Estimate: $1 Billion Contact Information: John Yonan, Superintendent, Cook County DOTH, 312‐603‐1601 or [email protected].

Project Title: A Modern Metra Electric

Potential Implementer:

• Metra would be the agency responsible for completing the project.

• The Chicago Transit Authority and Pace Bus would need to reconfigure their bus networks and integrate their schedules to create interdependent connections with Metra Electric.

• The RTA would need to play a role in creating a unified fare structure for Metra, Pace and the CTA by integrating Ventra with a transfer discount.

• NICTD would also expand and reconfigure their services as a result of the new infrastructure.

• Cook County Department of Transportation and Highways could have a coordinating and financial role.

Brief Description:

A Modern Metra Electric would include:

• Modernization of Metra’s operations to take advantage of this unique asset

• A train every 10 – 15 minutes on all the Metra Electric District lines

• Converting the Metra Electric to a transit line following the pattern of systems throughout the world

• Fare integration with Pace and CTA

• Rehabilitation of stations with an emphasis on safety and accessibility

• Provisions for a future extension of the Metra Electric from the south side/south suburbs to O’Hare Airport via McCormick Place and Union Station

Estimate of Costs

No cost estimates are available at this time but we believe the infrastructure requirements are as follows:

• State of good repair work on Metra Electric’s catenary and signaling systems

• A fourth mainline track between the 11th Street Station and Millennium Station

• Expansion of the Van Buren Street Station to serve the resulting 4 mainline tracks

• Improvements to Millennium Station that would increase efficiency

• Installation of either turnstiles or tap on/tap off equipment at Metra Electric stations

• The acquisition of lighter weight rolling stock more suited for frequent stop service

• A new servicing facility for Metra Electric District rolling stock.

Project Map:

Contact Information:

Organization: Coalition for a Modern Metra Electric, www.ModernMetraElectric.org/

Name: Linda Thisted

Email: [email protected],

Phone: (773) 401-5729

Connection to Project:

The Coalition for a Modern Metra Electric (CMME) is comprised of community groups and transportation advocacy organizations that are dedicated to working with Metra and our local, state and federal elected officials for a modern Metra Electric with:

• A train every 10 – 15 minutes on all the Metra Electric District (MED) lines;

• Integrated MED fares and schedules with Pace and CTA using the Ventra card with a transfer discount; and

• Extended MED service from the south suburbs/south side to O’Hare Airport via McCormick Place and Union Station with a one-seat ride.

Coalition for a Modern Metra Electric Members:

Active Transportation Alliance, Alliance of the Southeast, Center for Neighborhood Technology, Chicago Hyde Park Village, Chicago Sierra Club, Chicago Southland Economic Development Corporation, Coalition for Equitable Community Development, Greater Roseland Chamber of Commerce, Hyde Park Chamber of Commerce, Hyde Park-Kenwood Community Conference, Matteson Business Association, Midwest High Speed Rail Association, South Chicago Chamber of Commerce, South East Chicago Commission. 1. S.M.A.R.T. ‐ Suburban Metropolitan Area Rapid Transit

2. The RTA is the agency most equipped to implement the S.M.A.R.T. proposal. The Board of Directors of the RTA contains stakeholders from all of the regions we wish to connect; their knowledge exists at both the Metropolitan and local scales and would be a major influence on the implementation of the proposal. Under their leadership, a 4th agency, one specific to S.M.A.R.T. may be created to oversee its daily operations and measure its success.

3. The S.M.A.R.T. proposal connects the suburbs of Chicago with two circumferential monorail routes. The system will provide the critical link to our existing hub‐and‐spoke infrastructure, consisting of roadway systems, PACE, Metra, and CTA. The monorail will provide the people of Chicago‐Land a comprehensive origination / destination solution. Chicago has been a pioneer in architecture and engineering. Advancements in monorail technology offer CMAP the opportunity to be a pioneer in public transportation. The greatest benefit of the monorail system is its adaptability to be constructed on existing right‐of‐ways and its long‐term affordability in comparison to all other alternatives.

4. The project is estimated to cost $15 billion. This figure considers the following: The terrain of the route is flat, the monorail can be built on existing right‐of‐ways, and the long distance of the proposed route will call for mass‐production of track components ‐ driving down the overall cost. Peripheral expenses are also considered: air and land rights acquisitions, labor, building permits, and insurance. The result is a $150 million per mile proposal for the 100 miles of new monorail. This will be the longest monorail project to date, making Chicago a pioneer for rapid, public transit.

5. Please see attached image of map and informational video.

6. Philip Lewis, Professor, Business Development. Illinois Institute of Technology. [email protected]

7. Illinois Institute of Technology, Inter‐professional Projects Program (IPRO)

Project Name: Vollmer Road Potential Implementer: Cook County DOTH in partnership with the Village of Olympia Fields (Lead agency for Phase I) North/West Limits: Kedzie Avenue South/East Limits: Western Avenue Project Type: Vertical Clearance/Road Widening Description: This project includes bridge reconstruction and increased vertical clearance by lowering the profile of Vollmer Road, pavement reconstruction, provision of compensatory storage at Butterfield Creek Floodplain, road widening from two lane rural section with no pedestrian facilities to four‐lane urban section with pedestrian facilities, improvements at Kedzie Avenue and Western Avenue signalized intersections, addition of warranted turn lanes at Vollmer Road & Western Avenue Intersection, and minimizing the impact on properties within project limits on National Register of Historic Places (Olympia Fields Country Club Golf Course and ComEd Building at ComEd Substation), which will require extensive retaining walls. Cost Estimate: $100 million Contact Information: John Yonan, Superintendent, Cook County DOTH, 312‐603‐1601 or [email protected]

ON TO 2050 Project Proposal

I. Project Title – Rock Island RER Service

II. Potential Implementer:

• Metra is the implementing agency, they own the infrastructure and operate the trains.

III. Brief Description

This project would create high-frequency service throughout the day to the densely populated neighborhoods served by the “Suburban” or Blue Island branch of Metra’s Rock Island route.

Most of the stops serve vibrant communities that are well oriented to the railroad station. Metra’s current service is oriented towards peak-period trips from these communities to the Loop. A new service offering 15-minute headways and faster travel times is needed to serve the many intermediate markets along the route.

The heavy trains that Metra uses to serve the peak market are ill-suited to serve the local markets. The coach’s entrance stairs offer a barrier of entry for many passengers and cause increased dwell times at stations. Metra’s existing trains do not accelerate and stop fast enough to provide competitive transit times and are too costly to operate during lower volume mid-day service.

This project would utilize lightweight DMU’s with low floor entry, to provide 15-minute headways on the Blue Island branch, which already has stations distanced like a rapid transit line. Service expansion to Joliet with 30-minute headways should also be considered. A mix of local and express trains would meet at Blue Island to provide faster trips to downtown and back with more frequent service in between.

The Rock Island line sees very little freight traffic and is currently double tracked with a proposal for three tracks. The Englewood flyover has opened up capacity along the route. As a result, more frequent service could be implemented with minimal impact to freight service.

Full Ventra integration would allow CTA and Pace to better connect their bus routes to Metra, increasing traffic for both.

IV. Estimate of Costs:

A cost estimate is not available at this time. We believe that the needed infrastructure would include: • Tap-on/tap-off Ventra equipment at stations and/or on trains • New DMU trainsets.

V. Attach a Project Map:

VI. Contact Information

Richard Harnish Executive Director Midwest High Speed Rail Association 4765 N. Lincoln Ave. Chicago, IL 60625

773-334-6758 [email protected]

VII. Connection to Project

The Midwest High Speed Rail Association is a 501(c)3 non-profit advocating for fast, frequent and dependable trains linking the entire Midwest.

We are supported by roughly 1400 members including individuals, corporations, municipalities and foundations.

ON TO 2050 Project Proposal

I. Project Title – UP North RER Service

II. Potential Implementer:

• Metra is the implementing agency. • The Union Pacific owns the infrastructure and operates the trains.

III. Brief Description

This project would create high-frequency service throughout the day serving many transit-oriented communities along the lakefront.

Most of the stops serve vibrant communities that are well oriented to the railroad station. Metra’s current service is oriented towards peak-period trips from these communities to the Loop. A new service offering 15 to 20 minute headways and faster travel times is needed to serve the many intermediate markets on the route.

The UP North line is a passenger-only mainline from Ogilvie Station to Lake Bluff. On the tracks North of Lake Bluff there is very little freight traffic. As a result, more frequent service could be implemented with minimal impact on freight service.

This project would utilize lightweight DMU’s with low floor entry, to provide 15-minute headways to Waukegan and hourly service to Kenosha. Service expansion to Milwaukee, with a mix of local and express trains should be considered.

Full Ventra integration would allow CTA and Pace to better connect their bus routes to Metra, increasing traffic for both.

IV. Estimate of Costs:

A cost estimate is not available at this time. We believe that the needed infrastructure would include:

• A third main track between Evanston and Clybourn • Tap-on/tap-off Ventra equipment at stations and/or on trains • New DMU trainsets. V. Attach a Project Map:

VI. Contact Information

Richard Harnish Executive Director Midwest High Speed Rail Association 4765 N. Lincoln Ave. Chicago, IL 60625

773-334-6758 [email protected]

VII. Connection to Project

The Midwest High Speed Rail Association is a 501(c)3 non-profit advocating for fast, frequent and dependable trains linking the entire Midwest.

We are supported by roughly 1,400 members; including individuals, corporations, municipalities and foundations.

ON TO 2050 Project Proposal

I. Project Title – UP Northwest RER Service

II. Potential Implementer:

• Metra is the implementing agency. • The Union Pacific owns the infrastructure and operates the trains.

III. Brief Description

This project would create high-frequency service throughout the day to the densely populated neighborhoods served by the “Suburban” or Blue Island branch of Metra’s Rock Island route.

This project would utilize lightweight DMU’s with low floor entry, to provide 15-30 minute headways to Barrington and hourly service beyond. Service expansion to Madison, with a mix of local and express trains, should be considered.

The UP Northwest line sees very little freight traffic and has three tracks between Clybourn and Barrington. As a result, more frequent service could be implemented with minimal impact to freight service.

Full Ventra integration would allow CTA and Pace to better connect their bus routes to Metra, increasing traffic for both.

IV. Estimate of Costs:

A cost estimate is not available at this time. We believe that the needed infrastructure would include:

• Tap-on/tap-off Ventra equipment at stations and/or on trains • New DMU trainsets. V. Attach a Project Map:

VI. Contact Information

Richard Harnish Executive Director Midwest High Speed Rail Association 4765 N. Lincoln Ave. Chicago, IL 60625

773-334-6758 [email protected]

VII. Connection to Project

The Midwest High Speed Rail Association is a 501(c)3 non-profit advocating for fast, frequent and dependable trains linking the entire Midwest.

We are supported by roughly 1400 members including individuals, corporations, municipalities and foundations.

ON TO 2050 Project Proposal

I. Project Title – CrossRail Chicago

II. Potential Implementer:

There are several agencies that have a role to play in the implementation of CrossRail.

• Metra owns most of the assets that would be modernized under this program. • The Chicago Transit Authority and Pace bus operations would be able to redeploy existing assets to enhance connecting services. Many routes would benefit from increased passenger volumes. An expanded bus network that could be deployed to connect with the new rail services. • The Chicago Department of Aviation has a role to play with creating a better connection into O’Hare airport. This includes an O’Hare Transfer station and/or direct access to the terminals. • The Chicago Department of Transportation will be involved with the separation of railroad/highway crossings and the track reconfiguration at Union Station. • Amtrak will implement the expansions at Union Station. • The Illinois Department of Transportation has a role to play in the separation of grade crossings, provision of new transit services, expansion of Amtrak services and the implementation of high-speed rail along this corridor. • Canadian National Railroad owns and/or controls sections of the tracks that would see improvements and increased traffic. • The Illinois Toll Highway Authority could have a coordinating and financing role. • Cook County Department of Transportation and Highways could have a coordinating and financing role. The County also has a vested interest in modernizing Cook County’s transportation system in order to meet consumer needs and the demands of a twenty-first century economy.

There are multiple ways to create an institutional structure to implement CrossRail Chicago. Two options are:

Option A is to emulate the CREATE program that is improving freight railroads in Chicago. With CREATE, the Chicago Department of Transportation serves as the coordinating agency. Individual agencies and railroads manage the projects that they own. With Crossrail, the coordinating agency could be: Cook County Department of Transportation and Highways, Illinois Department of Transportation, Illinois Toll Highway Authority or Metra.

Option B is the creation of a new entity whose sole purpose would be the construction and maintenance of this infrastructure. The new entity would then charge Amtrak, Metra and other operators for the use of the infrastructure. (see diagrams on page 14 of attached booklet.)

III. Brief Description

This project serves a large number of market needs. Primary of which are:

• Improved transit access for the south side and south suburbs with connections to multiple job markets. • Improved bus service within Cook County. • Premium rail access to O’Hare airport. • Greater worldwide competitiveness for O’Hare airport, supporting expansion of wide-bodied flights through North America and the world. • Separation and improvement of unsafe grade/road crossings in Elmwood Park, Franklin Park and River Grove. • Increased capacity at Chicago’s Union Station. • Pollution reduction at Chicago’s Union Station. • Enhanced visitor access to the Chicago metro area through improved Amtrak service and future high-speed trains. • Improved access to McCormick Place, other convention centers and museums. • State of good repair for Metra Electric signal system and catenary system. • Modernization of a portion of Metra’s fleet. • Improvement and rationalization of services on Metra’s UP West, Milwaukee District and North Central routes through the construction of the flyover at A2 and potential improvements to service patterns on those routes.

These will be accomplished by:

• Modernizing and upgrading the Metra-owned Metra Electric trackage. • Modernizing and upgrading the Metra owned Milwaukee District between Chicago Union Station and Franklin Park. • Linking those two Metra routes and creating a connection to O’Hare through the upgrading and modernization of two segments owned and/or controlled by the Canadian National. • Improvements within the Amtrak-owned Chicago Union Station complex

GO TO 2040 Projects impacted by Crossrail Chicago:

1. West Loop Transportation Center 2. North Central Service Improvements 3. Express Airport Train Service 4. Metra UP West Improvements 5. CTA Red Line South Extension 6. Metra Electric District Improvements 7. Metra Electric Extension 8. Milwaukee District West Extension 9. Milwaukee District West Improvements 10. North Central Service Improvements 11. STAR Line Corridor 12. West Loop Transportation Center

IV. Estimate of Costs:

See page 12 of attached booklet

V. Attach a Project Map:

See pages 8 and 9 of attached booklet

VI. Contact Information

Richard Harnish Executive Director Midwest High Speed Rail Association 4765 N. Lincoln Ave. Chicago, IL 60625

773-334-6758 [email protected]

VII. Connection to Project

The Midwest High Speed Rail Association is a 501(c)3 non-profit advocating for fast, frequent and dependable trains linking the entire Midwest.

We are supported by roughly 1400 members including individuals, corporations, municipalities and foundations.

Upgrading existing assets to create a high-capacity passenger-dedicated mainline to and through Chicago

A concept of the Midwest High Speed Rail Association Nothing beats being there in person

The Chicago Metropolitan area depends upon smooth and convenient transportation to faciliatate productive business meetings, work and entertainment trips, education and tourism. But our infrastructure has failed to keep pace with changing demand. We waste too much time on long, tedious drives. Fast, frequent and dependable trains will make travel easier, more affordable and more reliable. That means more of those critical meetings and face-to-face interactions will happen. Policy makers throughout the Midwest recognize the value of trains. Planning work is underway for many passenger rail expansions throughout the region, but fragmented planning means that each proposal is evaluated independently, having to justify large infrastructure improvements on its own. CrossRail would repurpose and upgrade existing assets to create a high-capacity passenger-dedicated mainline to and through Chicago. The line would allow Metra to operate frequent crosstown service and airport express trains, while providing access for Amtrak, South Shore and future high- speed trains from across the entire Midwest. With CrossRail, individual projects can be seen as building blocks added to a central core. This unified approach would expedite planning and construction, reduce capital expenses, and expand the benefits more quickly. It begins by expanding Union Station to facilitate transfers throughout the region, then modernizing and connecting two Metra lines with faster, more efficient electrified trains. It will require coordination between multiple local, regional and state agencies, but it will transform transportation for the entire region. CrossRail will benefit the entire region, starting with: • Electrified express trains linking O’Hare to Union Station, McCormick Place and Univ. of Chicago • Cross-town commuter trains linking the south suburbs to the northwest suburbs. • The foundation for high-speed rail and more than $13.8 billion in economic impacts.

2 10/19/16 The Core of a Regional Network

CrossRail Chicago will be a highly productive, multi-purpose trunkline at the core of a integrated rail network serving the entire Midwest, improving all Amtrak and Metra routes in the Midwest. CrossRail could be a pilot for similar upgrades to three Metra routes that see little freight traffic.

CrossRail Chicago Potential Metra City Direct Bene t Indirect Bene t Proposed Expansions

O’Hare

Union Station McCormick Place

10/19/16 3 Metro-Area Travel

Today, millions of people use Metra and other mass transit to get downtown. But inconvenient connections make crosstown trips difficult. CrossRail Chicago will address this need, creating countless new trip com- binations and encouraging thousands more passengers to ride trains.

Employment and Development Cook County suffers from a jobs and housing mismatch resulting in high unemployment and out-migration. CrossRail Chicago will offer an affordable and convenient way for south suburban residents to reach the job-rich suburbs along the I-90 corridor.

Upgraded Transit Hub at O’Hare CrossRail Chicago creates the volume of transit passengers needed to bring about a much needed Less than 14.1% Unemployment transformation of the O’Hare-area transit hub. 14.1–21% Unemployment More than 21% Unemployment

Regional Job Center

Better Buses CrossRail Later Segments CTA & Pace would be able to redeploy existing City Metra Service assets to enhance connecting services, growing HSR Stops ridership for all three agencies. Source: Cook County Bypassing Congestion The Dan Ryan, Eisenhower and Kennedy Expressways are the Midwest’s most congested freeways. CrossRail Chicago is the most cost-effective method to add capacity in these corridors.

4 10/19/16 Midwest Region Top Chicago Travel Origins #

9 Midwest states 9 10 3 4 15 Domestic9 Midwest other states 7 5 Domestic other 1 2 Canada 8 11 13 Canada 14 MexicoMexico OverseasOverseas 6 12

MIDWEST BUSINESS MIDWEST LEISURE VISITORS MODE SPLIT Drive VISITORS MODE SPLIT 2013 2013 Drive Train Fly Train Drive Fly Fly Bus Bus Train Other Bus Other

Source: Choose Chicago Other An Economic Engine for the Region

The region’s economy depends upon visitors, especially from the Midwest. • In 2013, visitors to Cook County spent $21.1 billion, generating $1.5 billion in state and local taxes. • Nearly 75% of Chicago’s visitors come from 9 Midwestern states and most of them drive. • CrossRail will make all of the Chicago Metro Area more attractive for all Midwest visitors.

Growing O’Hare Cities and communities throughout the Midwest recognize that access to international markets through O’Hare is essential to their economic futures. With CrossRail Chicago, trains would feed more passengers to long-distance flights. Suburbanites could park at O’Hare to catch a train. Supporting Convention and Tourism A one-seat ride between O’Hare and McCormick Place, combined with links to other major convention centers, will make the Chicago-area convention industry more competitive.

The Foundation for High Speed Rail A 2011 study by the Economic Development Research Group estimates that a true high-speed rail network linking Chicago to eight major cities would generate an additional $13.8 billion annually in business sales for the Chicago Metropolitan Region. CrossRail Chicago provides the foundation for this network.

609,000 construction job-years Annual Savings: • 760 million gallons of gas $13.8 Billion • $3 billion travel time cost Additional Sales in Chicago • 3.3 million tons of CO2e

10/19/16 5 Suburban Express Amtrak Levels of Service HSR City Metra City O'Hare • A train every 10 – 15 minutes all day Elgin Rosemont • All Stops Schiller Park • Operates through the Loop Belmont Ave/Franklin Park • Lower Fares River Grove Elmwood Park Metra Suburban & South Shore RR Mont Clare • A train every 30 – 60 minutes Mars • Skips most in-city stops, timed transfers to local Galewood trains Hanson Park Millenium Station • Terminate downtown Grand/Cicero • Medium Fares Western Ave. Ashland Ave Airport Express Union Station • A train every 15 – 30 minutes Museum Campus/ • Limited stops McCormick Place • Operates through the Loop 27th Street • Higher Fares 39th Street 47th Street Amtrak and High Speed Rail 51st/53rd Street • Varied schedules 55th-56th-57th Street • Limited stops 59th St. Univ. of Chicago • Some operate through the Loop, 63rd Street others timed to connect with express trains 75th Street South Chicago Branch • Higher Fares Chatham, 79th St. 83rd Street 87th Street Key Elements 91st Street Chicago State Univ., 95th St. 103rd Street Tap-on/Tap-off Ventra Integration 107th Street 111th Street Integrating fares and schedules across Metra, Pace, Kensington, 115th Street and the CTA using the Ventra card would make travel Altgeld Gardens more convenient. Tap-on/Tap-off stations could be South Shore Riverdale Blue Island used instead of turnstiles. Ivanhoe 147th Street Level Boarding Harvey High platforms level with the car floor would improve Hazel Crest access for wheelchair users, bike riders and those with Calumet luggage, while speeding boarding for all. Homewood Flossmoor Convenient Bus Connections Olympia Fields Lincoln Hwy., 211th St. More frequent service and integrated schedules would Matteson make CrossRail a high-volume spine of a stronger, re- Richton Park gionwide transit network. University Park

6 10/19/16 O’Hare

Metra City Metra Suburban South Shore River Grove Amtrak Airport Express/HSR Transfer Station Non-transfer Station

Ashland Ave.

Millennium Park Union Station Van Buren St.

Tap-on/Tap-off Cermak McCormick Place

Hyde Park

Level Boarding 93rd St/ South Chicago

Altgeld Gardens Blue Island

10/19/16 7 NEW O’HARE TRANSIT CENTER

City, Express and HSR trains would share 1 2 3 4 5 two6 new tracks7 between8 O’Hare9 and10 A-5. 11 12 13 14 15 Freight and Suburban trains would share two parallel tracks. PHASE TWO TUNNELS

B-12

GALEWOOD/ELMWOOD PARK RR RELOCATION

B-12

ALTERNATE EXPRESS ROUTE

13 highway crossings separated, including Harlem and Grand

A-2 AND A-5 FLYOVERS

Two flyovers, like the new Englewood Flyover (pictured), are needed to increase capacity and improve reliabilty. 6 Metra routes and 1 Amtrak route would be improved.

8 10/19/16 TRACK OWNERSHIP METRA / SOUTH SHORE RR AMTRAK Ogilvie Millenium Transportation Park CN Center Station ST. CHARLES AIRLINE Union Station LaSalle St. Van Buren Station St. Station Through Platforms Built 11th St. Station

New New Ramp to 16th Street St. Charles Airline Flyover

McCormick Place Station 21st St. Bridge A-5 16th Street Connector The St. Charles Airline would be rebuilt with two or A-2 three electrified tracks and direct access to Union Station. UNION STATION

McCormick Place

Hyde Park

Map not to scale.

Kensington

NEW TRACK AND ELECTRIFICATION FOR FASTER SPEEDS The Metra Electric District would be rebuilt to modern standards for shared used by City, Suburban, Express and HSR trains. Freight University Park would continue to use two parallel tracks.

South Suburban Airport site

To Champaign 1 2 3 4 5 6 7 8 9 10 11 12 13 14 15 10/19/16 9 O’Hare International Airport

The Chicago Department of Aviation is building a new parking garage, consolidated rental car facility and bus station near O’Hare Transfer station on Metra’s North Central route. It will host regional buses, hotel shuttle vans and Pace buses. Adding a larger railroad station to the complex would allow trains from all directions to serve the airport. Ultimately, the airport express trains should serve the terminals directly.

Illustrations: Midwest High Speed Rail Association concepts based on Department of Aviation drawings

O’Hare Transfer Station

Extension Rental

Regional

Hotel

Phase 2 Tunnel

10 10/19/16 Existing Concourse Level 222 Chicago

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i Plan o n bie s 10/19/16 TODAY in thedesigns. and platformareas thatwillfacilitatethrough-running trains.Itisimportantthatfuture electrificationbeincluded Amtrak, theChicagoDepartmentofTransportation andMetraare preparing areconfirguration oftheconcourse Union StationTrack Reconfiguration C o n g

r Canal e s s PLATFORMS NARROW 3 Chicago P Concourse Leve l 0 r o 0 Sout pos O T B R T M N A V Improved Passenger Ped E V rai icketing xisting P e a u e m f ew ed etr con r tail c ildi B

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CrossRail is very phaseable because it is a collection of many projects which have independent utility. We have grouped the projects by segment, though there are individual projects within each segment as well. Union Station expansion, a new station at O’Hare, the A-2 Flyover and the 16th Street Connector are the most urgent.

O’Hare Station $50,000,000 O’Hare – B12 $345,000,000 • Purchase 5 miles of ROW • Replace 3 stations • Construct 2 electrified mainline tracks • Separate 1 highway crossing B12 – Union Station/Ogilvie $1,534,000,000 • Reconstruct 3 existing mainline tracks and add fourth • Replace 8 stations • Electrify 2 mainline tracks • Separate 13 highway crossings • A-5 Flyover A2 Flyover — impacts 7 Metra routes $175,000,000 O’Hare — West Loop Total $2,104,000,000

Union Station through tracks $200,000,000

• Total need for Union Station expansion = $500,000,000

16th Street Connector — Needed for St. Louis 110 project $825,000,000 • New connections to St. Charles Airline • Electrify 2 tracks • 16th Street Flyover • Replace 16 bridges McCormick Place/Michael Reese Station complex $50,000,000

16th Street Connector Total $875,000,000

Metra Electric Upgrades $725,000,000 • Reconstruct existing mainline tracks • Upgrade stations • Modernize electrification and signaling

Total $3,904,000,000

These estimates were conducted by MHSRA staff for discussion purposes only. Revised 5/12/2016. Rolling Stock and fare collection systems assumed to be financed by operators.

12 10/19/16 Estimated Annual Ridership

Many existing and proposed routes will be impacted by CrossRail. Each route/segment has been studied sepa- rately, which fails to provide a clear picture of the power of a coordinated system. Together, these projects will generate more ridership, revenue and benefits than any of them can yield independently. The estimates are offered only to illustrate the potential impact of CrossRail. A more detailed analysis is needed.

Present Potential Present Potential Direct Impacts Extensions Airport Express1 0 2,000,000 O’Hare – Elgin9 0 4,704,000 Metra crosstown traffic2 0 1,900,000 Elgin – Rockford10 0 1,410,000 Metra Electric3 9,416,000 10,357,600 Champaign extension11 0 2,169,002 Metra Milwaukee District 7,237,000 7,960,700 Metra Southeast Service12 0 5,236,000 3 North NICTD West Lake 13 0 1,568,000 Metra Milwaukee District 6,946,000 7,640,600 Amtrak Indianapolis/ 37,000 1,707,000 West3 Cincinnati14 Metra North Central3 1,817,000 1,998,700 Metra Rock Island3 8,544,000 9,398,400 Indirect Impacts Metra Union Pacific West3 8,423,000 9,265,300 Metra Union Pacific North3 9,328,000 10,260,800 NICTD South Shore4 3,614,000 3,975,400 Metra Union Pacific 11,609,000 12,769,900 Amtrak Champaign/ 315,000 346,500 Northwest3 Carbondale5 Amtrak St. Louis6 634,000 1,707,000 Core Express High Speed Rail Amtrak Milwaukee7 800,000 4,532,000 Milwaukee/Madison/ 0 15,884,000 Amtrak Detroit/Grand Rapids/ 769,349 3,151,411 St. Paul15 8 Lansing Toledo/Detroit/Cleveland15 0 12,260,000 48,515,349 64,233,611 Springfield/St. Louis15 0 7,904,000 Indianapolis/Cincinnati15 0 7,226,000

Sources: 1. Express Airport Train Service Business Plan, September 2006. 10. Rockford – O’Hare alternative corridor study, 2010 draft 2. MHSRA 11. Midwest HSR Network Benefits Study 2012 3. Metra calendar 2014, increased 10% for potential growth 12. Southeast Service Alternatives Analysis 2011, weekday × 4. APTA Transit Ridership Report Fourth Quarter and 280 End-of-Year 2014 13. Northern Indiana Commuter Transportation District 5. Amtrak FY2014, increased 10% for potential growth 14. Amtrak FY2014, comparable to Chicago – St. Louis 6. Amtrak FY2014, CHI-STL 2011 Tier I EIS 15. Midwest HSR Network Benefits Study 2012, may double 7. Amtrak FY2014, Midwest HSR Network Benefits Study 2012 count from above 8. Amtrak FY2014, CHI-DET 2014 draft Tier I EIS +10% increase for branches 9. STAR Alternative Analysis, June 2012.

10/19/16 13 Option A: Coordination Agency Structure

Coordinating

Coordinating Agency

Agency

Chicago DOT Chicago Aviation IDOT CN METRA Amtrak

Funding

Federal & State Trackage Fees Fares

Option B: P3 Structure

Revenue Sources Benefits

Development Rights

Special Purpose Entity Increased real estate taxes Increased Obtains financing Passenger fares Increased tourism Acquires needed RR More tradeshows assets Track access fees Southside Manages construction redevelopment Contracts for infrastruc- Improved access to Airport Express ture operation and jobs operating surplus maintenance New Southside transit service Develops approved State funds planned development

Federal funds

14 10/19/16 Title

North Lakefront Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running along the north lakefront from Lawrence Ave to North Ave, and through downtown on Michigan Ave to McCormick Place (8.9 miles). Probably has more riders per mile than any light rail line in America.

Runs in a dedicated lane with signal priority at intersections so it doesn’t get stuck in traffic. Follows the modern European tramway concept, which combines simple and affordable streetcar infrastructure with the operational efficiency of light rail. Long, articulated vehicles carry several times as many passengers per driver as the buses they replace. The greater capacity means there’s enough headway between vehicles to give them signal priority even on busy downtown streets without shutting down traffic on the surrounding grid.

Upgrades our busiest bus corridor to faster and more cost-effective rail service, while expanding the capacity of the streets to move people and helping to prepare the city for a future of growth without congestion. Part of a network of the some of the busiest and most cost-effective light rail lines in America. The lines could be built sequentially or bundled together as a single project.

Helps relieve overcrowding on the north Red Line, and may obviate the need for some elements of the Red Ahead program. Could be built as part of the reconstruction of North Lake Shore Drive and alleviate some of the congestion during the roadway’s construction. Links major destinations together by streetcars that tourists love to ride and brings order and grandeur to Michigan Avenue. A proven catalyst for transit-oriented development and a compelling manifestation of the green tech economy. http://www.chicagostreetcar.com/north-lakefront-line

Estimate of Costs $445 million ($50 million per mile) to construct and equip the line. Probably costs less to operate than the bus service it replaces.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

The project was conceived by the Chicago Streetcar Renaissance, a non-profit formed to plan and advocate for revitalizing Chicago around a network of modern light rail lines and better bus service. I am the founder and executive director of the organization, which has an authoritative board of advisors and several contributing experts from diverse fields.

Title

South Lakefront Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running from the Obama Center and the University of Chicago through Bronzeville to McCormick Place, and through downtown on Michigan Ave to the History Museum (10.8 miles, of which 4.6 miles is shared with the North Lakefront Line). Overlaps with the North Lakefront Line to double the frequency of service downtown.

Upgrades one of our busiest bus corridors to faster and more cost-effective rail service, while expanding the capacity of the streets to move people and helping to prepare the city for a future of growth without congestion. Part of a network of the some of the busiest and most cost- effective light rail lines in America. The lines could be built sequentially or bundled together as a single project.

Helps revitalize Bronzeville with transit-oriented development and local shopping and jobs. Links north and south, and brings rapid transit to the U of C medical center and campus, the Museum of Science and Industry, and the Obama Center. http://www.chicagostreetcar.com/south-lakefront-line

Estimate of Costs $310 million ($50 million per mile) to construct and equip the line as an extension of the North Lakefront Line; $540 million as a stand-alone project. Probably costs less to operate than the bus service it replaces.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Superloop Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running from Navy Pier across River North, past the West Loop train stations, and through the Museum Campus to McCormick Place (6.1 miles of track).

Provides a first-class last-mile link between commuter rail stations and downtown jobs in River North and Streeterville, relieving congestion with an attractive alternative to driving and parking. Expands the central business district southward by making more land accessible by rail. Provides a ring route to complement our hub-and-spoke rail system. Brings visitors to Navy Pier, the Museum Campus, and McCormick Place by rapid transit that’s easy to find, simple to navigate, and fun to ride. Follows the most convenient and visible route possible to maximize ridership and to transform the image of the city around modern rapid transit. Clears the way for a world- class pedestrian and bike link between Milwaukee Avenue and the Lakefront Trail, and between Navy Pier and the Mag Mile.

Part of a network of the some of the busiest and most cost-effective light rail lines in America. The lines could be built sequentially or bundled together as a single project. http://www.chicagostreetcar.com/superloop

Estimate of Costs

$305 million ($50 million per mile) to construct and equip the line.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Madison Street and Jackson Street Light Rail Lines

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

Rapid streetcar/light rail line running in both directions on Madison from the United Center to Millennium Park (2.6 miles) and in both directions on Jackson from Union Station to Grant Park (0.8 miles).

Provides a first-class last-mile link between the West Loop train stations and jobs in the Loop, relieving congestion with an attractive alternative to driving and parking. Expands the central business district westward by making more land accessible by rail, and supports further development of the West Loop and United Center entertainment district. A catalyst for improving the streets of the Loop as public spaces.

Estimate of Costs $130 million ($50 million per mile) to construct and equip the Madison Street Line and $40 million for the Jackson Street Line; $170 million for the two lines together. Probably costs less to operate than the bus service it replaces.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Clark Street Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running from Wrigley Field to the History Museum, and through the heart of the Loop to Roosevelt Road (5.9 miles).

Helps relieve overcrowding on the Red and Brown Lines, and may obviate the need for some elements of the Red Ahead program. A catalyst for improving neighborhood and downtown streets as public spaces. Clears the way for safe cycling on an important spoke route. Boosts the foot traffic that drives local business.

Estimate of Costs $295 million ($50 million per mile) to construct and equip the line. Probably costs less to operate than the bus service it replaces.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Downtown Ring Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running in a ring around downtown on Division, Halsted, and Cermak from Oak Street Beach to McCormick Place (6.3 miles).

Upgrades busy bus corridors to faster and more cost-effective rail service, while expanding the capacity of the streets to move people and helping to prepare the city for a future of growth without congestion. Provides a ring route to complement our hub-and-spoke rail system. Expands the central business district by making more land accessible by rail. Links urban and commuter rail lines with Goose Island, the West Loop, UIC, Chinatown, and McCormick Place.

Estimate of Costs

$445 million ($50 million per mile) to construct and equip the line.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

The Burnham Ring Light Rail Line

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running in a ring through Daniel Burnham’s system of parks and boulevards, and linking Chicago neighborhoods together and to the lakefront from Lincoln Park to Jackson Park (22.1 miles).

Runs in an alignment where there is plenty of room to create dedicated transit lanes without impacting car traffic. Provides a ring route to complement our hub-and-spoke rail system— allows commuter and urban rail passengers to traverse the city without going all the way into the Loop. Bridges the infrastructural barriers that separate Chicago’s segregated neighborhoods. Improves access to our glorious parks and lakefront, and provides a catalyst for enhancing them, making the natural world a more integral part of life in Chicago.

Estimate of Costs

$1.1 billion ($50 million per mile) to construct and equip the line.

Project Map

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Milwaukee Avenue Streetcar and O’Hare Blue Line Express

Potential Implementer

CDOT or PPP. It could be developed by CDOT or as a design-build-finance-operate-maintain contract. Because of its high ridership revenue, the project is well suited to a public-private partnership.

Brief Description

A rapid streetcar/light rail line running from Montrose/Mayfair Wrigley Field to the Loop (9.0 miles). Allows the Blue Line to be converted to express airport service with limited stops out to Montrose.

Allows the Blue Line to be converted to limited-stop airport express service at little cost. Moves the local rapid transit service from the highway median, back alley, and underground to the commercial backbone of the neighborhood. Boosts the foot traffic that drives local business, and clears the way for safe cycling on America’s busiest bike route.

Estimate of Costs

$450 million ($50 million per mile) to construct and equip the streetcar line. The cost of converting the Blue Line to airport express service has not been explored, but little to no construction would be required.

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

Title

South Side Commuter Express Bus Corridor

Potential Implementer

CDOT and CTA.

Brief Description

Express bus corridor for commuter bus routes running in toll-and-transit lanes on Lake Shore Drive from Jackson Park to 18th St, in the McCormick Place Busway to Millennium Station, and in bus lanes on Fairbanks through the Northwestern Memorial Hospital district.

This project is a complement to the Chicago Streetcar Renaissance’s proposed network of six light rail lines. That network links McCormick Place to downtown hotels and virtually all our main tourist attractions by three new rail lines, making it possible to use the existing busway for transit service. That allows commuter buses to move through downtown as grade-separated BRT lines with almost no capital expenditure. Stations in Millennium Park offer convenient connections across the Loop by streetcar. By looping the buses through Streeterville they provide a fast-and-frequent last-mile link to jobs in the medical district and the Mag Mile.

Estimate of Costs

The capital cost for this project is far less than $100 million; it should be seen as an integral part of the proposed light rail network rather than a stand-alone project.

Contact Information

John Krause Executive Director Chicago Streetcar Renaissance [email protected] tel. 312-810-1525 www.chicagostreetcar.com

Connection to Project

2. Potential Implementer ‐ the agency expected to be responsible for completing the project IL Tollway – Road Owner and operator CTA – “L” route owner and operator

3. Brief Description – include all the work that is to be accomplished as well as the limits of the project (e.g., rail line extension from Geneva to Elburn)

Construction of new Toll Road from i94 (At 75th Street) to Midway Airport, then north parallel to Cicero Ave to meet with new interchange at i90/i94 split.

Cross section of road to be 3 lanes in each direction with shoulders wide enough to expand to 5 lanes in each direction under heavy traffic conditions, and a CTA route between roadway.

The route will begin with a north bound entrance, south bound exit from i94 over a medium curve above 75th street, until it meets Metra/freight lines.

The route will straddle above the rail tracks from 75th street, turning over a large radius into the center of Cicero Ave.

The CTA route will begin at Red Line 75th st with a new station, and follow roadway route.

The CTA route will continue to follow north bound freight lines until it meets with Midway orange line terminal.

A intersection will be developed at 63rd St to cater for new ramps from Tollway.

59th Street to be closed off to Cicero Ave

Reconfiguration of Midway ramps to be made to make all connections join a new intersection at 55th St

The route will curve back towards the north bound freight rail lines, and climb over archer ave.

The CTA route will continue north, branching from Midway orange line to re‐join center of roadway.

A new free‐flow interchange at i55 to be constructed, providing the following movements:  Route to i55 NB  I55 SB to Route  I55 NB to Route  Route to i55 SB

The CTA route will meet with Pink Line with expanded station at Cicero Ave.

The CTA route will meet with Green Line with expanded station at Cicero Ave.

A new free‐flow interchange at i290 to be constructed, providing movements in all directions. An interchange similar to Circle Loop would be appropriate to mitigate acquisition.

The CTA route will meet with Blue Line Forest Park with expanded station at Cicero Ave.

The route and CTA lines will continue above the north bound freight rail corridors, adjusting tracks accordingly.

If a traffic analysis warrants, an interchange at North Ave IL 64 to be provided.

A new free‐flow interchange at i94/i90 intersection will be constructed, providing the following movements:  Route to i94 NB  Route to i90 NB  I94 SB to Route  I90 SB to Route Express lanes for i90/i94 to terminate prior to Montrose Ave

The CTA route will terminate via Subway at a re‐configured Montrose Blue Line O’Hare station.

4. Estimate of Costs – include the costs of engineering, right‐of‐way‐acquisition, and constructing the project Costs will be subject to rail acquisition air rights to place tollway above Freight rail right of way Estimate bases on length and structures involved: 51 miles of new roadway + interchanges and CTA route $5‐10 billion for total construction. Costs can be mitigated using:  IL Tollway tolls along roadway  Running route above rail corridors, minimizing acqusition  CTA travel fares  Expanding road to private investment via: o Telecommunication companies to build cellular infrastructure along road o Solar pavement (Missouri has been experimenting with this: http://thenextweb.com/insider/2016/06/23/missouri‐experiment‐power‐unlikely‐ source‐roads/)  Using Design‐Build model to deliver project in sections: o I94 to Midway o Midway to I55 o I55 to I290 o I290 to North Ave o North Ave to I94/I90 By separating the project into major interchanges, revenue can be generated early to fund the remaining parts of the project. Combined with private sector funds, and using Design‐Build delivery methods, the project can be developed far more efficiently than traditional design‐bid‐build projects for major projects.

5. Attach a Project Map – while not required, it may be useful for understanding the location of the project

6. Contact Information ‐ in case clarification or further information is needed on the project

Alexander Badaoui [email protected] 312‐972‐0551

7. Connection to Project – do you represent an agency/organization and what is that agency's relationship to the proposed project Interest in project – I am a transportation engineer and wish to design large scale engineering projects. -----Original Message----- From: Gregory Petersen [mailto:[email protected]] Sent: Wednesday, October 12, 2016 8:35 PM To: ON TO 2050 Outreach Subject: ON TO 2050 Priorities Comment.

Great news for our region! President Obama has announced his Presidential Library will be in Jackson Park, right along the Metra Electric.

Unfortunately, our region's transportation planning system is not set up to take full advantage of this opportunity. To date, our planning is agency-driven instead of regionally-driven. Projects that fit within the silos of each agency (like the CTA, IDOT, CDOT, Pace, Metra or Aviation) move forward while projects that involve multiple agencies with real regional benefits do not.

Connecting the new Obama Library as part of a Museum South campus to the entire region -- especially to the international tourists sure to come to O'Hare Airport -- is a regional project that does not move forward under our agency-driven system.

I write in support of CrossRail Chicago -- a multiple-agency program of projects that would connect the Metra Electric to Metra service to O'Hare Airport and the northwest suburbs, serving as the trunk for eventual Midwest high-speed rail service for bringing in customers and visitors within 500 miles to our region.

The Obama LIbrary is the latest game-changing example of the power and need for CrossRail Chicago as it happens to be located along this crucial asset of an existing grade-separated electric-powered railroad.

Please include CrossRail Chicago in the list of projects to evaluate, especially because it is not an agency project but benefits the entire region.

Gregory Petersen 4547 N Kostner Ave Chicago, IL 60630

October 31, 2016

Chicago Metropolitan Agency for Planning 233 South Wacker Drive, Suite 800 Chicago, Illinois 60606

RE: Call for ON TO 2050 Regionally Significant Projects

To CMAP Staff:

We respectfully request that the Chicago Metropolitan Agency for Planning remove the proposed Illiana Tollway from consideration as a “Regionally Significant Project” in its upcoming ON TO 2050 comprehensive plan. The Illiana Tollway does not qualify because it would not significantly improve regional mobility, is not legally or financially viable, and would undermine the consensus-borne vision for a more sustainable Chicago Metropolitan planning area. As CMAP staff stated in its 2013 recommendation to its Transportation Committee, the Illiana Tollway is premised upon growth projections and forecasts that essentially show what would likely result if GO TO 2040 was not implemented, “with negative impacts on livability, mobility, and natural resources.”1

Instead, we urge CMAP to support transportation solutions that align and advance our region’s consensus-based vision and priorities for livable communities, a healthy network of open space, and a new greener economy.

I. The Illiana should not be listed as a regionally significant project because it would not have a significant impact on regional mobility.

The Illiana Tollway should not be on the initial list of projects to consider because it fails to have a significant impact on regional mobility. CMAP staff, in its 2013 recommendation to its Transportation Committee, was correct in stating the proposed Illiana Corridor “achieves negligible impacts on regional transportation performance, making it a lower priority than the planned GO TO 2040 investments that do address the region’s congestion challenges.”2 Staff characterized the potential development for the tollway as a “missed opportunity to catalyze and nurture the broad range of economic activities that are so vital to the region’s future prosperity.”3

Additionally, CMAP staff warned that the Illinois Department of Transportation (IDOT) relied upon growth assumptions that were inconsistent with GO TO 2040 forecasts to estimate how much traffic the Illiana Tollway would carry.4 Its recommendation stated:

1 See “Memorandum from Chicago Metropolitan Agency for Planning Staff to its Transportation Committee,” (Sept. 27, 2013) p. 3 of 19. 2 Id. 3 Id. at 11. 42 Id. 53 Id. at p.11. 8. 64 Openlands,Id. Midewin Heritage Assoc., and Sierra Club v. U.S. DOT, et al., 2015 WL 4999008, 13 C 4950, p. 19, (N.D. Ill. June 16, 2015) (“The Agencies acknowledge that the market-based population forecasts that undergird their 1

CMAP’s forecasts are a direct outcome of implementing the policies recommended in GO TO 2040. By contrast, IDOT’s forecasts are an extrapolation of past suburban growth patterns, without recognition of current constraints posed by changing demographic preferences with regard to housing and commute choices, increasing fuel prices, and decreasing growth trends for vehicle miles traveled (VMT). The differences between the forecasts are significant, with more than twice as much of the region’s population growth occurring outside existing communities under the IDOT forecasts.5

In 2015, a Federal District Court agreed that IDOT ignored the conflict between GO TO 2040’s principles of encouraging sustainable growth in existing communities and the sprawling development that the Illiana would induce.6 It found that, “[g]iven the clear inconsistency between the MPO’s long-range plans and the proposed Illiana Corridor,” the National Environmental Policy Act (NEPA) obligates IDOT and Indiana DOT “to address it and explain how they would reconcile [the] proposed action with the plan.”7

The Court further determined that the environmental study was fatally flawed in that the transportation agencies used circular logic in asserting a need for the road. The agencies’ baseline “no-build” population and employment forecasts assume the Illiana will be built. Basically, the agencies argued that the road was needed because if it is built, people will need it. The court found that since the agencies’ purpose and need for the Illiana was derived directly from the faulty “no build” analysis, the final approval to build the tollway was arbitrary and capricious and violated NEPA.8

Even under the inflated projections that the Illinois Department of Transportation included in its environmental impact statements, the road would initially carry a meager 8,000 vehicles per day. In 2040, IDOT predicted that the road would move at best 20,000 vehicles per day.9 To set this in perspective, the 1.5 billion dollar project would move a third less traffic than on Irving Park Road in Chicago or Cermak Road in Cicero. In comparison, Interstate 80 carries upwards of 180,000 vehicles per day. With such low projected traffic and improbable congestion relief for Interstate 80, industry trade news sources have panned the project.10 It would be irresponsible to waste such a significant investment on a road that would have such a negligible benefit.

Since the federal court invalidated the Tier 1 Environmental Impact Statement in 2015, state and local agencies and private corporations (such as CenterPoint) have entered into agreements to advance

5 Id. at p. 8. 6 Openlands, Midewin Heritage Assoc., and Sierra Club v. U.S. DOT, et al., 2015 WL 4999008, 13 C 4950, p. 19, (N.D. Ill. June 16, 2015) (“The Agencies acknowledge that the market-based population forecasts that undergird their choice of B3 for the Illiana Corridor conflict with the policy-based forecasts contained in the MPO’s long-range transportation plans.”). 7 Id. at pp. 19-20 (citation omitted). 8 Id. at p. 17. 9 Illiana Tier 2 Draft Environmental Impact Statement (Nov. 2013), Appendix C, p. 4 (IDOT projections assume an average daily traffic of 20,000 vehicles). http://nepa.illianacorridor.org/pdfs/tier2_deis/appendix_c.pdf 10 See e.g. “Illiana Expressway south of Chicago gets lots of political accolades, but viability in doubt,” TollroadsNews (July 19, 2013).

2 better solutions, such as potentially the Houbolt Road Bridge, to move intermodal traffic in that area. This could possibly result in a true consensus-borne public private partnership, with heavy involvement and contributions by the private sector. In kind, IDOT and the City of Joliet would invest in related infrastructure, such as connecting roads and interchanges. Building the Illiana would detract from these investments, and intensify rather than calm traffic flowing into rural communities and through Midewin National Tallgrass Prairie.

In the same vein, CMAP should reject projects that have similar effects to the Illiana, such as transforming the Wilmington-Peotone Road into a surrogate highway; or intensifying truck traffic on Route 53 (old Route 66), River Road and other roads along or through Midewin, Abraham Lincoln National Cemetery, and the surrounding rural communities. There is a better holistic solution that alleviates conflicts between trucks, local residents, and visitors to both Midewin and the Abraham Lincoln National Cemetery.

CMAP staff commented in its 2013 recommendation that, overall, most existing and proposed intermodal facilities in Will County are located closer to existing expressway interchanges than they would be to the Illiana. We agree, and strongly encourage CMAP to evaluate a suite of alternatives, such as: the Houbolt Road Bridge; improving interstates 80 and 55, and related interchanges and feeder roads; and adding interstate interchanges such as Route 129 that are currently under review by IDOT. (There are a number of possible interchange locations to accommodate improvements to I-80 that should be explored and have not yet been publicly vetted.) Moving truck traffic north and west as efficiently as possible will alleviate rather than induce further land use conflicts that are contrary to the principles of our regional plan.

II. The Illiana Tollway is not legally or financially viable.

The Illiana Tollway is not financially viable. Since the U.S. District Court struck down the Tier 1 Environmental Impact Statement and Record of Decision for the project, IDOT does not have approval to proceed with constructing the road, and the tollway is ineligible for federal funding. Governor Rauner, in his first Executive Order in office, suspended planning and development for the road.11 He stated that Illinois lacked sufficient capital to fund the project.

Even if the state were to imprudently attempt to move forward again, Fitch Ratings, a large bond-rating company, determined that the Illiana would not be investment-grade, and that IDOT’s financials for the Illiana were not adequate for it to qualify for a low interest federal “TIFIA” loan.

CMAP raised similar concerns in 2013 that the Illiana Tollway would “expose the state to significant financial risk,” with taxpayers covering more than $1.1 billion. The concerns are well founded. Eight similar rural roads, like the SH 130 in Austin Texas and the Southern Connector in Greenville, South Carolina produce a fraction of expected revenues, resulting in downgraded bond and credit ratings and bankruptcy. In sum, Illinois does not have the money for this boondoggle of a project, and we cannot afford the financial risk.

11 Illinois Executive Order 8, Section II.3 (Jan. 12, 2015), p. 2.

III. The Illiana would be wholly contrary to the principles of our comprehensive regional plan.

The Illiana Tollway would cause heinous irreparable damage to natural areas, prime farmland and rural communities in the project area, in direct conflict with several core principles for livable communities in our region’s comprehensive plan. GO TO 2040 recognizes that “[a]bundant natural areas make our seven-county region a more desirable place to live and work, and without green spaces, our economic competitiveness would suffer.” The plan calls for conserving a network of land and water, and prioritizing land conservation within this “green infrastructure network.”

Midewin is the crown jewel of the Prairie Parklands Macrosite, a rare cluster of 27 state and federally protected natural areas within the Green Infrastructure Network. The Illiana would degrade globally rare habitat within Midewin, and increase traffic through the heart of the prairie, where bison were recently reintroduced to the landscape. The six-lane tollroad would pollute pristine waters, like the Kankakee River and Forked Creek, and degrade habitat for plants and wildlife that are federally and state listed as threatened and endangered. Noise, vibration, light and pollution would drive out or harm species, like the Upland Sandpiper, a grassland bird listed by Illinois as endangered whose population is in steep decline.

In addition, the Illiana would take thousands of acres of rich farmland, damaging thriving agricultural businesses that have operated in these rural communities for generations. Increased truck traffic on Route 53 would disrupt dozens of veterans’ funeral services each day at Abraham Lincoln National Cemetery. As CMAP staff stated in 2013, the numerous impacts are concerning. For a more comprehensive review of the harm that the Illiana would cause locally and to the region, we incorporate by reference our comment letters that many of us submitted to CMAP staff on including the Illiana Tollway as a constrained project in GO TO 2040.12

Over the last two years, natural resources in the area have only improved and gained more national recognition. The U.S. Forest Service and a community of volunteers continue to expand restoration at Midewin. The public can now visit over two dozen bison that roam the prairie. The Kankakee River has been designated as a National Water Trail in Illinois and Indiana, and is recognized as one of the cleanest rivers in the Midwest.

IV. Conclusion.

For all of these reasons, we respectfully request that CMAP staff remove the proposed Illiana Tollway from consideration as a “Regionally Significant Project” in the upcoming ON TO 2050 plan. Instead, we encourage CMAP to advance a better comprehensive solution that moves intermodal traffic in a way that honors our region’s consensus-borne vision to preserve and protect our natural landscapes, heritage farms and rural communities.

12 See Joint Comment Letter to R. Blankenhorn, CMAP, “Comments Opposing IDOT’s Request to Include the Illiana Tollroad as a Constrained Project in the GO TO 2040 Plan,” Openlands, et al. (Sept. 3, 2013); Joint Comment Letter to R. Blankenhorn, CMAP, “Comments Opposing Illiana as a Constrained Major Capital Project in the Draft Update of the GO TO 2040 Plan,” Openlands, et al. (July 31, 2014).

Sincerely,

BIRD CONSERVATION NETWORK CHICAGO AUDUBON SOCIETY

Donnie R. Dann David Willard Past President and Advocacy Chair President Bird Conservation Network Chicago Audubon Society 1879 N. Burling 5801-C N. Pulaski Chicago, Illinois 60614 Chicago, IL 60646-6057 [email protected] [email protected] 773.539.6793

CENTER FOR NEIGHBORHOOD TECHNOLOGY CHICAGO BOTANIC GARDEN

Jacky Grimshaw Center for Neighborhood Technology Ginny Hotaling Vice President of Transportation Policy Vice President, Government Affairs 2125 W. North Avenue Chicago Botanic Garden Chicago, Illinois 60647 1000 Lake Cook Road 773.269.4033 Glencoe, Illinois 60022 [email protected] 847.835.6876 [email protected]

ENVIRONMENTAL LAW AND POLICY CENTER ILLINOIS ENVIRONMENTAL COUNCIL

Rachel Granneman Staff Attorney Jen Walling Environmental Law & Policy Center Executive Director 35 E. Wacker, Suite 1600 Illinois Environmental Council Chicago, IL 60601 230 Broadway, Suite 150 [email protected] Springfield, Illinois 62701 312.795.3737 [email protected] 217.493.9455

ILLINOIS PADDLING COUNCIL ILLINOIS PUBLIC INTEREST RESEARCH GROUP & ILLINOIS PIRG EDUCATION FUND

Jack Snarr Abraham Scarr President Director Illinois Paddling Council Illinois PIRG & Illinois PIRG Education Fund 2138 Clinton Street 328 S. Jefferson Street, Suite 620 Rockford, Illinois 61103 Chicago, Illinois 60661 [email protected] [email protected] 847.869.4606 312.544.4433 x228

MIDEWIN TALLGRASS PRAIRIE ALLIANCE MIDEWIN HERITAGE ASSOCIATION

Gerald Heinrich President Lorin Schab Midewin Tallgrass Prairie Alliance President 1770 S. Vista Drive Midewin Heritage Association Wilmington, Illinois 60481 P.O. Box 54 [email protected] Wilmington, Illinois 60481 815.476.6171 [email protected] 815.423.2149

NATURAL LAND INSTITUTE NO ILLIANA 4 US

Kerry Leigh Executive Director Virginia Hamann Natural Land Institute President 320 South Third Street No Illiana 4 Us Rockford, Illinois 61104 [email protected] [email protected] 708.516.4765 815.964.6666

OPENLANDS PRAIRIE RIVERS NETWORK

Stacy Meyers Carol Hays Staff Attorney Executive Director Openlands Prairie Rivers Network 25 East Washington, Suite 1650 1902 Fox Drive, Suite G Chicago, Illinois 60602 Champaign, Illinois 61820 [email protected] [email protected] 312.863.6265 217.344.2371

SALT CREEK GREENWAY ASSOCIATION SIERRA CLUB, HOOSIER CHAPTER

Valerie Spale

President Richard Miller Salt Creek Greenway Association Conservation Chair 10327 Elizabeth Street Hoosier Chapter, Sierra Club Westchester, IL 60154 1100 W. 42nd Street, Suite 140 [email protected] Indianapolis, IN 46208 708-865-8736 317.822.3750

SIERRA CLUB, SAUK-CALUMET GROUP THE NATURE CONSERVANCY

Lois Lauer Chair Jeff Walk Sierra Club, Sauk-Calumet Group The Nature Conservancy, Illinois 12412 S. 74th Avenue 8 South Michigan, Suite 900 Palos Heights, Illinois 60463 Chicago, Illinois 60603 [email protected] [email protected] 708.923.1550 312.580.2100

THE WETLANDS INITIATIVE WILL COUNTY BOARD MEMBER - DISTRICT 1

Paul Botts Judy Ogalla Executive Director Will County Board Member, District 1 The Wetlands Initiative 28560 South Will Center Road 53 West Jackson, Suite 1015 Monee, Illinois 60449 Chicago, Illinois 60604 [email protected] [email protected] 708.710.3701 312.922.0777 x 112

WILL COUNTY CHAPTER OF THE ILLINOIS AUDUBON SOCIETY

Rita Renwick President Will County Chapter of the Illinois Audubon Society P.O. Box 3289 Joliet, Illinois 60434 [email protected] 815.724-2934