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Case for Rail Transit Expansion in the Chicago Central Area
| 题名： | Case for Rail Transit Expansion in the Chicago Central Area |
| 作者： | Zotti, E. |
| 关键词： | Railway transportation##Infrastructure Planning Techniques##Higher-Speed Passenger Trains##Chicago central area##Rail Transit Expansion##Buses##Railway infrastructure##Capacity evaluation##Operation##Railway traffic demand##Operating plans##University of Illinois at Urbana-Champaign (UIUC)## |
| 摘要： | The Chicago central area has become the principal economic engine of its region. Central area employment is at record levels and accounts for nearly half of city jobs. Between 2000 and 2010, downtown Chicago is gained 48,000 residents, more than any other U.S. city, and is on track to add a similar number between 2010 and 2020. Since 2000, all net housing growth in Chicago has been absorbed downtown. The majority of central area workers use transit to get to their jobs, with a long-term shift from buses to trains. As of 2014, the majority of Chicago transit riders use rail – more than one million trips per workday. Analysis suggests that since 1998 the majority of new professional workers in downtown Chicago have chosen to live in the city and take Chicago Transit Authority trains (the “L”) to their jobs. As a consequence, “L” ridership is at the highest level since at least 1960 and the busiest lines are nearing capacity. Current projections indicate that north and northwest side “L” trains will reach the limits of what they can carry within 10 years, even with planned improvements such as a “flyover” at a busy north side junction. This white paper proposes the construction of a new central area transit line (the “Connector”) to add needed capacity in the fastest-growing part of the city. Assuming a 7-10 year implementation time-frame, the Connector’s first phase would come online just as north and northwest side “L” lines reached capacity, enabling the central area to absorb a larger share of subsequent increases in transit demand. The paper calls for construction of 14 miles of new transit line, approximately 70% of which would be located on or adjacent to existing rail right-of-way, vacant land or public property. The Connector would be built in phases and could be funded through a combination of a special service area (SSA) and a “transit TIF” (tax increment finance district). |
| 总页数： | 146 |
| 报告类型： | 科技报告 |
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