Public Comments

Transcription

Public Comments

Public Comment Form
The Northwest Corridor
November 21, 2002 Public Information Meeting
The Regional Transit Authority (RTA) values your comments on this important
project. Please provide your comments below (use additional sheets as necessary).
Your name:
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Harvey I Kahler
2102 W Estes Avenue, Chicago, Illinois 60645
[email protected]
November 2 1,2002
RE: Woodfield Alternatives
Dear Sir or Madam:
I am submitting comments, many repeated from preceding comments on regional plans,
regarding proposed transit alternatives from O’Hare to Woodfield. Three alternatives
have come through the planning process to this point in time. None of these improve
system-wide operational and cost efficiencies or inter-modal coordination.
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An extension of the Chicago Transit Authority’s Blue Line rapid transit.
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A Metra branch from either the North Central or Milwaukee District West Line.
a
A Pace busway.
Another radial express transit facility in the Northwest Suburbs would not achieve
significant real benefits for such a large investment. Many of the benefits sought after
could be achieved at far less cost by exploiting the existing rail infrastructure and
improving coordination between Metra, Pace and the CTA.
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The proposed alternatives parallel nearby Metra Milwaukee District West and
Union Pacific Northwest facilities that already reach Elgin (Big Timber), Harvard
and McHenry.
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Adequate Metra locomotives and cars are on hand to provide “reverse peak”
services.
a
Selected Pace and CTA bus feeder services could be redirected to Metra stops.
l
The local convenience of a new transit way along the Northwest Toll Road would
be offset by a slower CTA service.
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The region cannot tiord a large and ineffective project.
0
The cost of an extended service will burden the operating budget.
l
A new transit facility along the Northwest Toll Road would likely draw feeder
services away from existing Metra lines.
l
Absent compelling regional benefits, would localities sufficiently value improved
access to support a Northwest Toll Road transit service?
Blue Line Extension
a
The extension would cost $800 million.
l
The projected 55,000-weekday rider’s sounds like the combined MDN and
UPNW ridership of 22,825 and 35,030 respectively (Metra, Fall, 1999).
o How much comes from latent reverse commute demand?
o How much comes from diverted Metra passengers?
o How much comes from induced new transit users?
o How much comes from an assumption of express service to the Loop?
C:WGMUUy Dwuments\Woodfield\AItematives.doc
Page 1 of 7
Harvey I Kahler
2 102 W Estes Avenue, Chicago, Illinois 60645
[email protected]
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Can the number of new, induced transit users justify the cost?
Express service between the Loop and O’Hare:
o The substantial cost of improvements is not included.
o Express service would degrade local service travel time and headways. (I
remember my Garfield Park/Westchester train waiting for a Chicago,
Aurora & Elgin train to overtake and pass us at Laramie.)
The City once said that extending the [Blue Line] beyond its present terminus
would be prohibitively costly due to structural and utility relocations.
Metra
o
o
o
Northwest Toll Road Corridor
Non-electrified trains would be somewhat less costly than a Blue Line extension.
Would new transit users and the value of local access warrant a rail line?
While connecting with local MDW services, no coordination with outlying MDW
and UPNW stations is afforded.
o There is no convenient transfer to the CTA Blue Line.
Pace Northwest Toll Road Busway
o A busway conversion would be substantially less costly than the rail alternatives.
o How would highway users react to taking away lanes for a busway conversion?
C:WGM!My Documents\WoodfieldMlternatives.doc
Page 2 of 7
Harvey I Kahler
2 102 W Estes Ave&e, Chicago, Illinois 60645
773-262-4396kahlerf&[email protected]
o A new parallel busway would be comparable in cost to the rail alternatives.
o Would new transit users and the value of local access warrant a busway?
o Some coordination with Metra MDW, UPNW and NCS services is possible.
o There would be a convenient transfer to the CTA Blue Line, but this would entail
a change of seat.
*****
I would urge consideration of another set of Metra alternatives built around a transverse,
circumferential corridor along I-290 and I-355, the Mid-Suburban Toll Road. These
would more fully exploit existing rail infrastructure, facilitate regional coordination and
provide a missing north-south link across the Western Suburbs.
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UPNW
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MDW
I-290
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While generally viewed as a commuter service, the extensive Metra network needs to be
transformed into a coordinated regional rail system. This can be done far more cheaply
than by extending CTA rapid Transit services.
UPNW
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Begins east of Bensenville on MDW following freight belt line north past West
Gate to Seeger on UPNW east of the Mount Prospect station. Follows MDNW to
Arlington Park where a new line would be constructed south to Woodfield.
An extension of either the airport tram or CTA Blue Line to Bensenville would
provide an indirect connection to the terminals and cost about $300 million and
provide a transfer to MDW and intercity trains.
Variant begins north of O’Hare Transfer on NCS and continues to UPNW at
Deval on UPNW east of the Mount Prospect station. Follows MDNW to
Arlington Park where a new line would be constructed south to Woodfield.
This depends on an extension of the ATS to the O’Hare Transfer station and
offers the opportunity for a further extension to serve the Rosemont area and
coordinate with CTA and Pace.
Least new construction cost about $200 million.
Most circuitous from O’Hare, but connects with MDW, UPNW and NC services.
C:WGM\y Documents\WoodfieldMltematives.doc
Page 3 of 7
Harvey I Kahler
773-262-4396/kahlerfam2@?yahoo.com
Milwaukee District West
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Woodtield extension would cost about $400 million.
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Only somewhat more circuitous from O’Hare.
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Facilitates future services to Milwaukee and Madison, Wisconsin, Harvard,
Rockford and Dubuque, Iowa.
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An extension of either the airport tram or CTA Blue Line to Bensenville would
provide an indirect connection to the terminals and cost about $300 million.
l
New deep tunnel airport spur from NCS at Irving Park Rd./Schiller Park station
with stations at International Terminal, Terminals l-3, and West Gate continuing
to UP freight line and MDW at Bensenville station would provide direct Metra
and Amtrak access to Chicago-O’Hare International Airport.
l
O’Hare Metra and Amtrak access with intra-terminal tram may cost about $450
million.
l
A deep tunnel bored through bedrock would free alignment and avoid structural
and utility changes.
C:WGM\My Documents\WoodfieldWternatives.doc
Page 4 of 7
Harvey I Kahler
773-262-4396hhlerfanLQyahoo.com
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I-290 Extension
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Combines the UPNW and MDW alternatives to create a
circumferential/transverse transit corridor through the Western Suburbs.
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Corridor line could be built to near Lemont where a connection could be made
the Heritage Corridor to Joliet.
C:WGMuIIy Documents\WoodfieldWtematives.doc
Page 5 of 7
Harvey I Kahler
773-262-4396/kaMe&[email protected]
McCormick Place Link
l
A service link between Union Station and McCormick Place would serve to
coordinate most Metra services and South Shore trains to Northwest Indiana.
l
Direct service can be provided to O’Hare and Midway from McCormick Place
using the St. Charles Air Line (CN) along 18 Street.
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A convenient transfer would be available to trains to Woodfield.
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A new connection that would eliminate the wying of trains would cost $20
million.
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A new connection would reduce running time from 16 minutes to 12.
Union Station
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The present capacity of Union Station would allow a new service to Woodfield.
e
The potential growth of regional (Metra) and intercity services will require
additional capacity.
l
The through tracks that could be used for O’Hare services would allow 4-6 trains
an hour, but present approach trackage and conflicting Metra operations limit this
capability during the peak periods.
C:WGMMy Documents\WoodfieldWternatives.doc
Page 6 of 7
Harvey I Kahler
2102 W Estes Avenue, Chicago, Illinois 60645
773-262-43%[email protected]
*
l
The through tracks are on the east side of UAnion Station so that trains must cross
to the west (south) side for MDW Lint to O’Hare.
The CT crossing at Wcstcm Avcnuc compels synchro;;izcd hEXV-?vDN
opeiations with windows for CE’ trains.
C:WGM\y Documents\WoodfieldlAltematives.doc
Page 7 of 7
Robert G. Hann
Director of Airport Operations
730 West Lake Street
Chicago, Illinois 60661
Website: airportexpress.com
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(773) 462-9125
Fax: (773) 462-9127
Public Comment Form
November 19, 2002 Public information Meeting
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Lenski, William
From:
Sent:
To:
Subject:
Regina Buccola [[email protected]]
Tuesday, November 19,2002 3:39 PM
‘[email protected]’
Northwest Suburbs Transportation
Mr. Lenski:
I am a professor at Roosevelt University.
I teach at both the Schaumburg and downtown
Chicago campuses and, since I do not own a car, I use a combination of the university's
shuttle system and public transit to make the commute.
Unfortunately, I will be teaching at the downtown campus when you host your forum on
Therefore, I thought that I would
Northwest Suburbs transit issues tomorrow, Nov. 20.
submit some contributions to that discussion to you electronically.
Sorry to contribute
to your e-mail incoming wounded - if it is anything like mine, I am sure it is quite
astonishing!
1.
I think that there should be a bus that serves Golf Road, from the
Woodfield Mall/IKEA/Roosevelt vicinity to the Howard el stop on the CTA red and purple
lines.
This would enable commuters to Schaumburg from the northern environs of Chicago
This would also facilitate
and Evanston speedier and readier transportation access.
would-be shopper commuting between and among these areas.
I think it is high time that the blue line be extended from O'Hare
2.
to the northwest suburbs.
Particularly since the elections of two weeks ago (and the
incoming administration that stands in support of O'Hare expansion), that train line needs
to more adequately connect Chicago, the airport, and the suburbs (where many business
travelers and tourists prefer to stay).
Finally, I think that both the CTA and Metra need to have cars
3.
available during weekday, peak travel hours that permit bikes on board.
I am a huge fan
of the bike and ride program, but would be an even bigger fan of an expanded incarnation
of this program.
This would expand transportation options for people once they get to the
end of the public transit line.
It is not feasible that CTA/RTA can meet every commuter's
transportation needs (in terms of specific destination).
It is feasible that we can be
provided a way to get ourselves to our actual destination, if we can have our own
transport on board the train.
Thank you for your time, and for reaching out to the community for suggestions regarding
public transit needs.
Best,
Regina Buccola
Assistant Professor, Roosevelt University [email protected]

Public Comments

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