Here It Comes!

Nope, the Flyover isn’t necessary. And it will waste $$billions.
But we lost the fight, so here we go:

The biggest job in CTA history: $2.1 billion Red-Purple Line project starts this fall

Belmont junction

The CTA is waiting for permits to start major construction on its Red and Purple Line modernization project, but plans to begin the work early this fall, officials said Thursday.

In the meantime, the agency is letting Lakeview residents, local business owners and riders know what to expect before the biggest job in its history. The $2.1 billion job will not be finished until 2025.

“It’s very important to me that the community understand what we’re doing,” said CTA President Dorval Carter, speaking at a media briefing Thursday that took reporters on a tour of the construction area. The agency has held hundreds of community meetings and has been handing out business cards and information pamphlets to make sure people know what’s coming, Carter said.

The first part of the project will involve digging 70-foot-deep holes to prepare for new track foundations for the Red-Purple bypass, which will carry northbound Brown Line trains over Red and Purple Line tracks north of the busy Belmont station. The bypass will replace a 112-year-old rail junction that carries about 150,000 riders every weekday.

he bypass is the best-known and most controversial part of the project, since it will mean a tall bridge over the current tracks and a change to the Lakeview skyline.

But also crucially important to CTA traffic flow is the rebuilding of the Red and Purple Line bridge that runs beneath the planned bypass, said Chris Bushell, the CTA’s senior vice president for infrastructure.

Right now, both the northbound Brown Line tracks and the Red and Purple Line tracks just north of Belmont curve back and forth, like the letter “S.” Riders on the lines can feel the slowly moving trains jerk around on the curves that frequently need maintenance.

The reconstruction work will straighten the tracks.

Riders curious about what is being fixed can go to the north end of the Belmont station platform to see the tangle of tracks and switches, the red lights that stop Red and Purple Line trains and the swiveling track formation.

The new bypass will be built just east of the current northbound Brown Line track, and will be about the height of a four-story building.

Both the bypass and the new Red-Purple bridge will have a closed, concrete base instead of an open track bed, which will mean the “L” will be a lot quieter, Bushell said. “Now it’s so noisy when you’re underneath it, you can’t hear yourself think,” he said.

Making the changes will allow the CTA to run trains more frequently on the Red Line, because the trains won’t have to slow down as much on curves and Red and Purple Line trains won’t have to stop to let the Brown Line trains through, Bushell said.

“It’s not just a North Side issue …” Bushell said. “It will improve capacity throughout the whole system.”

Service will continue on all lines during construction, though Red and Purple Line service will sometimes have to be reduced from four tracks to two between Belmont and Newport Avenue, CTA officials said.

Carter recalled that Bushell first came to him to talk about the need for the project back in 2007, so it has been discussed by the agency for a long time. The CTA is paying for it through a combination of federal funds and tax-increment financing.

Construction of the bypass and track realignment and reconstruction will take place between this fall and the winter of 2024. Reconstruction of the Red Line stations at Lawrence, Argyle, Berwyn and Bryn Mawr, along with the rebuilding of six miles of track, viaducts and other structures between the stations, will begin in late 2020 and continue through spring of 2024.

The CTA also will put in a new signal system along the corridor to allow for more trains and more reliable service, the agency said. That work will start in early 2021, and continue through early 2025, the CTA said.
Read on Tribune site


Thanks, CTA……Really? YEP!

cover shot
We still don’t want the Flyover.
We still think it’s a dumb idea and a huge waste of money.
But here we go…

The houses and condos on Wilton have been torn down. And in their place? Trucks, other equipment, sand, gravel and…

A lovely wrought iron fence adorned with butterflies and flowers, plus, new trees and perennials!

Credit Where Credit Is Due
Wilton now has a fantastically lovely construction site (now, there’s a non sequitur) thanks to the determined teamwork and kind hearts of:

  • Maureen Martino & Kate McKenna of East Lakeview Chamber of Commerce and SSA #17;
  • Jeff Wilson & LaTrice Phillips-Thompson, representing the CTA;
  • Alderman Tom Tunney and his dedicated staff;
  • Cityscape Landscape

Thank You for listening to Wilton neighbors’ serious concerns,  and working hard to make this all less painful…even quite pretty!

End Shot.JPGBig Shot.JPG
Love Lakeview




Around Wrigley Field, a high-stakes urban design drama plays out as buildings fall and rise


by Blair Kamin

It’s a classic Chicago contrast of destruction and regeneration, one that will come into sharp focus Monday as the Cubs play their home opener at historic Wrigley Field.

A few blocks south of the ballpark, backhoes have been tearing into decades-old buildings along Clark Street. They’re clearing the way for a new elevated structure that’s supposed to unclog bottlenecks on the city’s busiest transit line, but could also loom like a freeway above homes and shops.

Meanwhile, new structures are altering the urban confines of the Friendly Confines, at once making its surroundings more inviting and more crammed.

To put things in Cub terminology, its time to fly the “W” — not for “Win,” but for “Warning.”

The outcome will speak to an issue that resounds far beyond Chicago: Whether public officials can effectively manage the growing phenomenon of “transit-oriented development,” which encourages high-density construction near transit and commuter rail stops to cut down on car use and save energy.

Transit-oriented development — TOD, for short — may sound good in theory, but some developers use it as an pretext for bulked-up buildings that are over-sized eyesores and dwarf their delicate-scaled neighborhoods. Examples now blight the otherwise attractive downtowns of suburbs like Wilmette and La Grange.

Unfortunately, that’s not the worst-case scenario that could arise from the CTA’s demolition of 14 structures as part of its $2.1 billion push to modernize the Red and Purple lines. The worst case is no development at all on the lots left vacant by the demolition, which would leave residents and businesses exposed to the racket of the “L” and a track structure that, at its apex, will be 45 feet high — double the elevated’s current height.

CTA officials say the chances of that happening are remote, but their real estate development track record is hardly spotless. Consider the handsomely restored Gerber Building, a Beaux Arts gem at the agency’s Wilson Avenue Red Line station that reopened last fall. Its retail space remains depressingly empty. CTA spokeswoman Tammy Chase said in an email that the agency is still seeking to nail down a tenant.

By virtue of their location near or next to the Addison Street elevated stop, the new developments around Wrigley Field qualify as transit-oriented. And they show the pluses and minuses of the approach.

According to team spokesman Julian Green, the Cubs’ owners, the Ricketts family, are spending nearly $1 billion on the renovated ballpark, the outdoor plaza called The Park at Wrigley, a six-story office building for the team and the just-opened seven-story Hotel Zachary. The multi-year transformation is scheduled to wrap up in 2020.

Designed by the Chicago office of Edmonton, Alberta-based Stantec, the new structures are not brilliant architecture, but they are positive additions to the cityscape, replacing ugly surface parking lots with street-defining buildings and the lively plaza. They also are appropriately deferential to Wrigley, with generous setbacks that echo the wedding-cake design of the iconic ballpark and ensure they don’t crowd it.

The picture is very different at a mixed-use development south of Addison Street, called Addison & Clark, that will include apartments, shops and a movie theater. Backed by M&R Development and Bucksbaum Retail Properties, with a design by Chicago architects Solomon Cordwell Buenz, the eight-story project has a reported price tag of more than $150 million. At its 2016 groundbreaking, Mayor Rahm Emanuel and Ald. Tom Tunney, 44th, lauded it as ideal example of transit-oriented development.

As built, however, the project fulfills the prophecies of those who warned that it would be a looming presence. Along Addison, its main setback is too high and too shallow to make it a good neighbor to Wrigley. Facade materials may lessen this effect, but only so much.

Wrigley once rose majestically, like a medieval cathedral, above the humble jumble of three-flats and stores that rimmed it. This contrast, an essential part of the ballpark’s beauty, is now compromised by the cumulative impact of the new buildings around it, particularly Addison & Clark. Wrigley is a strong enough presence to survive that challenge, but Emanuel and Tunney need to stop, take stock, and ensure that future construction around the ballpark doesn’t further mar its landmark presence.

Also potentially at risk is one of the main gateways to Wrigley — the raucous row of bars, restaurants and sports gear shops that line Clark Street south of the ballpark. No one would ever call them polished. Some would even call the bars (or, more accurately, the drunken revelers who emerge from them) a threat to public safety. But this row of buildings is as much a part of the Wrigley experience as the three-flats on Waveland and Sheffield avenues.

There is every reason, then, to take a hard look at how the CTA’s Red Line-Purple Line modernization project will affect the raffish strip and the quiet neighborhoods around it.

The centerpiece of the $2.1 billion project is a ramp, called a “flyover,” that will let northbound Brown Line trains sweep over southbound Red and Purple Line trains north of the busy Belmont Avenue station. The CTA says the flyover will allow it to run more trains, cutting delays and overcrowding. The project will also remake stations, bridges and track along a century-old corridor between Lawrence and Bryn Mawr avenues on the Red Line.

While construction is supposed to start in late 2019 and be complete by 2025, the agency has yet to select a contractor or issue design guidelines for the bypass. But it has asked Solomon Cordwell Buenz to hold community meetings to plan development on vacant sites along the flyover and the refurbished stations. The CTA has also posted online videos that show idealized, conceptual versions of the completed bypass. In the videos, the sky is blue, the sun shines and new buildings magically replace vacant lots left by the current round of demolition.

“As soon as those sites are ready and construction is complete, there’s a game plan in place,” said Christine Carlyle, director of planning at Solomon Cordwell Buenz. By 2025, she predicted, the cluster of entertainment attractions around Wrigley will help lure developers to the small sites along the bypass. “There’s going to be a lot of good synergies in that area,” she said.

To some businesses and residents, however, the prospects are hardly so bright. They worry about the interim period when they’ll be living and working in a construction zone. “It’s definitely going to put a damper” on business, said Kevin Grossett, owner of the Irie Jerk Bar & Grill at 3404 N. Clark, which sits just north of planned flyover.

On the 3200 block of North Wilton Avenue, directly east of the flyover route, resident Ellen Hughes is urging a property tax moratorium to compensate for the tumult of construction. Residents on her block, she argues in a written proposal, will be subjected to loud noise, dirt, and ugly empty lots, making their street “a terrible place to live” and the properties “impossible to sell.”

“It looks like a freeway,” she said of the flyover.

But it doesn’t have to.

By starting the community planning process, the CTA has at least signaled that it views the Red Line-Purple Line modernization project as an exercise in urban design, not just transportation. It would be even better if the agency were to aim higher and insert the word “placemaking” in its development standards for the project. Wrigleyville and the neighborhoods around it are, above all, memorable places. The first order of business should be to do them no harm and ensure that new buildings are compatible and the bypass touches the ground lightly.

God, as always, will be in the details, which is why it’s equally essential that the CTA push contractors hard to make the flyover as visually unobtrusive as possible. That won’t be easy with a concrete superstructure that towers so high. So the CTA and the city’s Department of Planning and Development need to use every tool at their disposal to ensure that, once construction of the flyover is finished, development occurs quickly, shielding adjacent properties from the bypass.

Yet getting the development right matters just as much. To retain Wrigleyville’s character, small-scale projects occupying single lots will be preferable to multi-lot blockbusters. City officials should also dangle the carrot of incentives to promote the construction of affordable housing. The development that accompanies the Red Line-Purple Line modernization should create districts that are as equitable as they are vibrant.

For more than a century, from the World’s Columbian Exposition of 1893 to Millennium Park, Chicago has demonstrated the capacity to think big and execute with elan. But its “make no little plans” narrative also must include such horrendous mistakes as its now-demolished high-rise public housing projects. For the big transit-oriented developments in and around Wrigley to succeed, we need to reset our sights — on the local as well as the citywide, on the granular detail as well as the grand gesture, and on creating memorable places as well as moving people safely and efficiently.

Blair Kamin is a Tribune critic.
Twitter @BlairKamin


O’Hare Express: An Even Worse Idea Than The Flyover

Crains logo

Somebody please show Rahm the Blue Line

February 14, 2018
By: Kate Lowe and Janet Smith
train route

Last week, four companies expressed interest in building an express train to O’Hare in response to a request for qualifications from the city. Mayor Rahm Emanuel, the project’s most visible advocate, has argued the train would make Chicago more attractive to business and bolster our international image. But as researchers who study urban planning, transit investments and funding, we believe that an express train between O’Hare and downtown Chicago is a flashy solution in search of a problem.

In other words: It’s unnecessary. Worse, it could siphon political will and public resources away from needed projects, while triggering construction and capacity problems.

Here’s why public transportation agencies and the general public should derail this process before momentum takes over: Chicago already has a direct transit connection between O’Hare and downtown: the Blue Line. In fact, among the nation’s 40 busiest airports, a FiveThirtyEight analysis identified O’Hare as a unique example where the train is already a good option for downtown and can often beat a taxi in travel time. Improvements along the Blue Line have sped up the trip, and the recently announced FastTracks program will allow increased frequency. Chicago is already winning the competition for good train access to a major airport.

Beyond being unnecessary, we see risk for harm due to a possible diversion of scarce public resources. While the RFQ clearly states there will be no public funds provided, transportation projections of ridership levels and recouping production costs are notoriously overly optimistic. It’s likely that a funding gap will emerge as cost projections escalate or a construction problem emerges.


We expect that the public sector would then fill the funding gap. This happened in Detroit, where business and civic elites first began planning a privately funded streetcar. Realizing they needed more money, they then turned to the public sector and even had to seek a second round of federal dollars to cover a funding shortfall. The project, which especially benefits those who own land along the streetcar—many of whom pushed for the public spending—will require public operating subsidies when the private operator turns over the infrastructure in 10 years.

Even before detailed planning has started, we see hints of public spending for the express train. Press coverage has already mentioned that the public sector might pay for a station or a station upgrade. Even if the public sector does not fund a cost escalation or a station, the private operator will turn to the public sector for subsidies if ridership and hence revenues fail to match overly optimistic forecasts.

An infrastructure project also comes with trade-offs. Construction causes hassles and pollution in impacted communities—something we have been living with in many parts of our city the past few years.

Furthermore—and perhaps more important—is the question of right-of-way competition between the proposed rail project and existing services that are vital to our metro. The Infrastructure Trust proposed two routes with rights-of-way along existing transit service (the Blue Line and Metra), which could negatively impact the capacity of these services.

If our leaders are going to push for infrastructure investment, let’s see more work to improve our core system (a good example is the FastTracks program, which funds public transit improvements using ride hailing service fees).

Social exclusion and limited transit access impact thousands of residents today. As the Metropolitan Planning Council has found, we all lose out because of segregation. The energy and political will expended on a flashy train to O’Hare could instead be channeled to accelerate efforts at the local, state and federal level to secure funds for the much-needed and high-priority Red Line extension or improvements to bus service. These investments will do more to advance an inclusive and prosperous Chicago and will address transit equity for people who live in our city, instead of a train that rushes the already privileged out of it.

Kate Lowe is a faculty member at the University of Illinois at Chicago who focuses on transportation and planning. Janet Smith is a UIC faculty member and co-director of the Nathalie P. Voorhees Center for Neighborhood & Community Improvement.

link to Crain’s site



CTA Meeting: Flyover Demolition Plans


Red Purple Bypass Neighbors
Demolition and Utilities Relocation Meeting

February 15, 2018
6:30 pm -8:00 pm

Second Unitarian Church
656 W. Barry
Chicago, IL 60657

Please join us to receive information and discuss the demolition and utilities relocation work for the Red Purple Bypass Area. We look forward to seeing you.

If you have questions or need addition information, contact:
LaTrice Phillips-Thompson
CTA Government and Community Relations Officer
at: (312) 681-2709

You may also contact us at:
or visit:


CTA Meeting Rescheduled: Monday, Oct.23





The CTA appreciates your patience during Major League Baseball playoff season as we work to schedule meetings that don’t conflict with catching Chicago Cubs games!

We have set a new date to present the TOD study updates:

Monday, October 23rd, 6:00 PM – 8:00 PM (Presentation at 6:30 PM)
The Center on Halsted
3656 N. Halsted Street
Hoover-Leppen Theatre – Third Floor
Chicago, IL 60613

Oct. 18 CTA Meeting Postponed

The Cubs are in the playoffs, so we will all be busy watching baseball.
As soon as there is a new meeting date, we will post it.
Go Cubs!

From Alderman Tunney’s office: 
Please note that the Red-Purple Bypass Area TOD meeting originally scheduled for Thursday, October 18th will be rescheduled for a later date. I will share the new meeting date when it is confirmed.

Wed. Oct 18 – CTA Post-Flyover Planning Meeting – Please Attend, Comment!

Bypass Area

Oct. 18, 2017  
6:00–8:00 p.m.
(*Presentation at 6:30 p.m.)

The Center on Halsted
Hoover-Leppen Theatre
3656 N. Halsted Street
Third Floor
Chicago, IL 60613

The Chicago Transit Authority (CTA), in conjunction with the Chicago Department of Planning and Development, is continuing its redevelopment study to complement the Red and Purple Modernization transit construction project (RPM Phase One). The purpose of this Transit Oriented Development (TOD) study is to encourage specific, community-supported redevelopment strategies for portions of land required for the transit construction project that could be made available for redevelopment after construction.

Because this TOD study is community-driven, we rely on your input. This is the second in a series of three public meetings. The purpose of this meeting is to confirm outcomes of the first round of meetings and provide residents and business owners with an opportunity to:

  • Learn more about the study
  • Review study area planning principles
  • Consider redevelopment site concepts
  • Talk one-on-one with the CTA study team
  • Provide feedback and input on the overall vision for the plan

We look forward to seeing you.
If you have questions or need additional information,
you may contact us at
or visit

You’re Invited: CTA Public Meeting on Post-Flyover Redevelopment

Care about Central Lakeview?
Come see the CTA ideas – and tell them your ideas – for reconstruction after the Flyover is built. Speak up for the future of Clark Street and Lakeview.

May 4, 2017
6:00–8:00 p.m.

The Center on Halsted 

Hoover-Leppen Theatre
3656 N. Halsted Street
Third Floor
Chicago, IL

More about the meeting from DNA Lakeview:

Got Ideas For Belmont Flyover Redevelopment? CTA Asking For Input Thursday 

By Ariel Cheung and Josh McGhee

Chicago Never, Ever Learns

We now are preparing to say Goodbye to Central Lakeview and several blocks of iconic Clark Street – and Hello to blocks of empty, useless lots with overhead cement – all to ‘fix’ a 40-second delay occurring on only 40% of CTA Red Line trips downtown.

This seems a good time to revisit what happened to a huge area of Chicago – thriving businesses, residents and all – so they could create the charming, ugly, gridlocked Eisenhower Expressway.

Excellent WBEZ article: 

When the Eisenhower Expressway
Moved In, Who Was Forced Out?

reported by Robert Loerzel
questions asked by Jillian Zarlenga