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Red and Purple Modernization Project
Railroad project in North Side, Chicago, Illinois From Wikipedia, the free encyclopedia
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The Red and Purple Modernization Project (RPM) is a rail reconstruction project on the North Side main line (Brown Line, Purple Line Express, and Red Line) and the Evanston branch (Purple Line) on the Chicago "L". As part of the Red Ahead program, the project is planning to replace deteriorated or outdated infrastructure on the said branches under different phases. Currently, only Clark Junction and a railroad section from Lawrence to Bryn Mawr are under construction as part of Phase One.
![Thumb](#/media/File:Addison_"L"_Station_(RPM_crop).jpg)
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Background
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Early history
The right of way north from present-day Wilson station first opened on May 1, 1885, as part of a passenger rail line operated by the Chicago and Evanston Railroad (C&E). By 1888, the line was extended as far north as Wilmette, Illinois.[1][2]
On May 31, 1900, the Northwestern Elevated Railroad opened the North Side main line from the Loop Elevated to Wilson station.[1][3] In 1907, a branch line opened from a junction north of Belmont to Kimball;[4][5] in 1908, the main line was extended along at-grade C&E tracks to Central in Evanston, Illinois, which eventually supplanted commuter service. Although commuter service was discontinued, freight service remained for several more decades.[1][2][6][7]
From 1908 to 1931, the North Side main line and the Evanston branch were being elevated along an embankment from Wilson to Isabella. An embankment was used to safely accommodate heavy freight trains along the "L".[2][8][9][10]
Throughout the second half of the 20th century, the C&E was being incrementally cut due to declining demand for freight rail service. Freight service on the "L" ceased on April 30, 1973.[2][10]
Prior improvements
In November 2011, the CTA received $1 billion from the Illinois Jobs Now! program, federal grants, and other grants for overall improvements on much of the Red Line.[11]
Due to aging infrastructure on the North Side main line, the CTA initiated the $86-million Red North Station Interim Improvements; $57.4 million went to contractor Kiewit Infrastructure. The project rehabilitated a section of the branch between Wilson and Jarvis;[12] multiple stations except for Wilson, Bryn Mawr, and Loyola were temporarily closed in six-week phases from June to December 2012.[8][13][14][15] In June 2013, the CTA announced and later installed public art in all of the rehabilitated stations.[16]
Between August 2012 and November 2013, Loyola station received a $17-million renovation that included the addition of an adjacent public plaza. Kiewit Infrastructure was also the contractor behind the renovation project despite the project not being part of a larger interim project.[17][18][19][20]
Before the mid-2010s, Wilson station had an unusual track configuration whereby the southbound express track briefly shifted away from the main line before returning. This shift was designed so that freight trains along the former C&E can enter or exit the North Side main line.[2][21] Between 2014 and 2017, the station was entirely reconstructed as part of a $203-million project, which notably added Purple Line Express service on the station.[22][23][24][25]
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Pre-construction
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Clark Junction (top) and Lawrence–Bryn Mawr segment (bottom) prior to RPM construction
Between 2009 and 2010, the CTA began the North Red and Purple Line Vision Study to address aging or outdated infrastructure surrounding tracks, stations, wheelchair accessibility, and railroad signals. The study area spanned from Belmont to Linden on the North Side main line and the Evanston branch.[8][26][27] In October 2010, the CTA opted for modernizing the segment within the said study area as the locally preferred alternative.[27]
In January 2011, the CTA and the Federal Transit Administration (FTA) began drafting the environmental impact statement for the project dubbed the "Red and Purple Modernization Project".[8] A series of public meetings surrounding the project began being held at the same month.[28][29] As the project progressed, several alternatives that were once considered were dropped, such as a new elevated viaduct with one less track and a double-track subway line.[8]
The CTA applied for Core Capacity grant from the FTA in November 2013[27][30][31] and received $35 million in August 2014.[32] In early 2014, the CTA made the decision to divide the project into phases.[27] A new environmental impact statement was being drafted, this time for just Phase One (Clark Junction and Lawrence–Bryn Mawr segment).[8] The new EIS concluded in 2015 with two Categorical Exclusions and two Findings of No Significant Impact.[27]
On November 30, 2016, the Chicago City Council implemented a 36-year tax-increment financing (TIF) district around much of the North Side main line for the modernization project. The potential revenue from TIF allowed the CTA to obtain a total of $1.1 billion in federal funding,[33][34][35] which was realized in January 2017 under a Full-Funding Grant Agreement with the FTA. Federal funding included $956.61 million in Core Capacity grant and $115.73 million in Congestion Mitigation and Air Quality (CMAQ) grant; local funding included $610.06 million from TIF revenue and $384.30 million from CTA sales tax revenue. The overall project cost was set to $2.1 billion.[8][27]
In June 2017, the CTA filed a Request for Qualifications in search of a project contractor.[36][37][38] On December 13, 2018, through a $1.2-billion contract, the CTA selected Walsh-Fluor Design Build Team (Walsh Group and Fluor Corporation) as the general contractor for Phase One of the project.[39][40]
Criticism
The CTA had once considered closing a few closely spaced stations in favor of station consolidations. However, nearby residents and aldermen criticized this idea as a form of service cuts.[41]
The planned Brown Line flyover and the straightened alignment of the main line at Clark Junction were criticized by residents as construction required the acquisition and demolition of 16 homes.[42][43][44] Some residents also questioned the benefits of the flyover, criticizing it as an eyesore or a waste of funds.[45]
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Phase One
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Phase One construction began with a groundbreaking ceremony on October 2, 2019. Construction took place around Clark Junction and a section between Lawrence and Bryn Mawr.[46][47]
Lawrence to Bryn Mawr
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In preparation for Stage A in 2021, the CTA constructed interlockings near Montrose Avenue and Thorndale Avenue so that trains could switch to a temporary alignment during both stages. The CTA also constructed temporary station facilities for Argyle and Bryn Mawr stations;[48] Lawrence and Berwyn stations were anticipated to be closed throughout the two main stages.[49][50] Due to a physically constrained construction area, the new viaduct was to be constructed out of precast segmental box girders using a gantry system.[51][52]
Stage A
Stage A began on May 16, 2021, with the closure of Lawrence and Berwyn stations and the opening of temporary station facilities at Argyle and Bryn Mawr stations. Trains were rerouted onto the two westernmost tracks to accommodate the replacement of the two easternmost tracks.[53][54][55][56] Stage A construction lasted until July 28, 2023.
Stage B
Stage B began on July 28, 2023, with trains rerouting onto the two new easternmost tracks; construction began on the two westernmost tracks. Argyle station relocated to Foster Avenue and Winona Street; Bryn Mawr station became only accessible to or from 95th-bound Red Line trains. Construction on permanent station facilities at Lawrence, Argyle, Berwyn, and Bryn Mawr began.[57][58]
These permanent station facilities are scheduled to open on July 20, 2025.[59][60][61][62]
Red-Purple Bypass
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The Red-Purple Bypass consists of a 45-foot-high (14 m) Brown Line flyover ramp as well as a straighter alignment for the main line north of Belmont.[51] The flyover was constructed out of steel plate girders, while the new main line viaduct was largely constructed out of precast prestressed concrete girders.[63] With the exception of the straddle bent directly above the main line, the concrete piers for the flyover have decorative groove marks.[51]
Construction began in 2019 with the installation of a flyover ramp.[51] The flyover opened to Brown Line service on the early morning of November 19, 2021.[64] However, on March 3, 2022, inspectors reported damages on the concrete flyover walls as a result of spalling.[65][66][67][68] The damages were fully repaired in December 2022.[69]
In August 2021, the Vautravers Building was moved westward to make way for straightening the main line north of Belmont.[70][71][72] Construction began on the new alignment later in 2021, beginning with the two westernmost tracks. These tracks opened to service in December 2023 and the two easternmost tracks were then closed for reconstruction until sometime in 2025.[73][74][75]
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Future phases
The CTA is currently studying the rest of the project phases surrounding the Evanston branch and the remaining segments of the North Side main line north from Addison. The Next Phases Study was conducted from 2021 to 2024.[76] Several public meetings were held: two in March 2023,[77] one in November 2023, and one in February 2024.[76]
The project timeline is currently undetermined due to a lack of funding.[78][79]
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See also
References
External links
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