d ( ~ l

Proposed Five· Year Transit Program

Fiscal Years 1981 • 1985

Proposed Annual Program and Estimated

Budget for Fiscal Year 1981

April 1980

, TABLE OF CONTENTS

PAGE

CHAPTER I - INTRODUCTION

A. Overview--------------------------------------- 1

B. The RTA Region Today--------------------------- 1

C. Impacts of an Energy Shortage on Public Transportation------------------------- 7

D. Legislation------------------------------------ 10

E. Planned Improvements--------------------------- 14

CHAPTER II - OPERATING PROGRAM

A. Overview--------------------------------------- 16

B. Suburban Bus Service--------------------------~ 24

C. RTA Conunuter Rail Operating Services----------- 35

D. RTA Bus and Rapid Transit in the CTA Service Area------------------------------ 38

E. Paratransit Program---------------------------- 39

F. RTA Administration----------------------------- 43

G. Fare Program----------------------------------- 43

H. Unified Work Program--------------------------- 46

CHAPTER III - FY81-85 CAPITAL PROGRAM

A. Overview--------------------------------------- 50

B. RTA Bus Capital Program - FY81-85 -------------- 59

1. Rolling Stock------------------------------ 59 2. Garage Facilities-------------------------- 59 3. Maintenance and Support Equipment---------- 63 4. Bus Turnarounds and Facilities------------- 63 5. Passenger Amenities------------------------ 64

C. RTA Rail Program------------------------------- 64

1. Rolling Stock------------------------------ 64 2. Stations----------------------------------- 72 3. Track and Structures----------------------- 75 4. Signal/Electrical/Communication------------ 76 5. Support Facilities and Equipment----------- 77

Table of Contents (continued)

PAGE NUMBER

CHAPTER IV - RTA'S FISCAL OUTLOOK FY81-85

A. Overview---------------------------------- 78

B. Program Cost Estimates-------------------- 78

C. Revenue Estimates------------------------- 79

D. Summary----------------------------------- 79

CHAPTER V - TRANSPORTATION SERVICES FOR ELDERLY AND HANDICAPPED PERSONS

A. Overview---------------------------------- 84

B. Alternative I: Accessibility Approach---- 86

C. Alternative II: Special Service Approach - 89

Appendix A RTA Proposed Annual Program and Estimated Budget for Fiscal Year 1981

Appendix B Service Implementation, Equipment and Facilities Guidelines

Table 1

Table 2

Table 3

Table 4

Table 5

Table 6

Table 7

Table 8

Table 9

Table 10

Table 11

Table 12

Table 13

Table 14

Table 15

Table 16

Table 17

Figure 1

Figure 2

Figure 3

Figure 4

Figure 5

LIST OF TABLES AND FIGURES

PAGE NUMBER

New Suburban Bus Service FY81-85: Cost Summary--------------------------------25 Previously Programmed FY80 New Bus Service Program---------------------28 - 30

FY81 Proposed New Bus Service Program-------31, 32

Commuter Rail Ridership Forecasts-----------37

FY81 Pro Forma Transportation Service-------------------------------------47

FY81 Proposed RTA Operating Program---------48

Approved Capital Funds to NE Illinois FY75-79-------------------------53

Capital Funding Forecast--------------------57

RTA FY81-85 Capital Program Cost Summary--------------------------------58

RTA FY81-85 Bus Capital Program-------------60, 61

RTA FY81-85 Commuter Rail/Rapid Transit Capi~al Program-----------------------------65 - 69

RTA Commuter Rail Rolling Stock Program FYSl-85-----------------------------70

Rr1·A FY81-85 Commuter Rail Station Program ------------------------------------73, 74

Projected Cost of Transportation Services FYB0-85----------------------------80

Projected Financial Position FYS0-85--------81, 82

Alternatives For Additional Funding---------83

Section 504 Operating and Capital Cost Summary--------------------------------91

Six County Region----------------------------2

Annual Calendar Year Ridership---------------4

Northeastern Illinois Urbanized Areas-------12

RTA Suburban Bus Carriers: Publicly Operated----------------------------17

RTA Suburban Bus Carriers: Privately Owned------------------------ -----18

Figure 6 RTA Paratransit Service Area----------------19

Figure 7 CTA Service Area ---------------------------20

List of Tables and Figures (continued)

Figure 8

Figure 9

Figure 10

Figure 11

PAGE NUMBER

Commuter Rail Carriers---------------------21

RTA Total Service Area---------------------22

Proposed New and Improved Bus Services-----23

RTA Organizational Chart-------------------44

CHAPTER I - INTRODUCTION

A. OVERVIEW

The Regional Transportation Authority, in compliance with Section 2.01 of the Regional Transportation Authority Act (Chapter III-213, Section 701.01 of the Illinois Revised Statutes et seq.) is required each year to prepare and, after holding public hearings in each county in the region, adopt a Five-Year Program "to inform the public and government officials of the Authority's objective and program for operations and capital development during the forthcoming five year period."

This document outlines the Operating and Capital Programs to be implemented in the RTA region over the next five fiscal years (FY81-FY85). It also includes the Proposed FY81 Program and Estimated Budget for Fiscal Year 1981 (July 1, 1980 through June 30, 1981). (See Appendix A).

RTA was established in 1973 by the Illinois General Assembly and was ratified by the residents of the six­county Northeastern Illinois region in 1974, in order to aid and assist public transportation in the region. Since that time RTA has been successful in preserving the existing transportation network, and extending service to portions of the region previously unserved by transit through development of an extensive network of suburban bus and paratransit services.

During the corning years RTA will build on the accom­plishments of the past several years. It will continue to ensure that the existing system is properly preserved and maintained, and will focus on improving existing service, with some select system expansion. Continued emphasis will be given to the capital investments necessary to the operation of the transportation system. RTA will continue to seek adequate financial resources in order to continue operating the transportation system in the future. In keeping with its past policy of fiscal responsibility, RTA will adopt a balanced budget. In so doing, it will continue to scrutinize carrier budgets and management practices so as to ensure maximum cost savings.

B. THE RTA REGION TODAY

The RTA region is composed of six Northeastern Illinois counties--Cook, DuPage, Kane, Lake, McHenry and Will which comprise an area of approximately 3700 square miles and have over 7 million residents (see Figure 1). The region includes 262 municipalities and 122 townships. Diverse urban, suburban and rural land uses, coupled with a wide range in population densities, make the task of providing public transportation in the RTA region as complex as any in the nation.

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McHENRY

KANE

oltll"-GTON

5ix County Region Figure1

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Historically, the relationship between transportation ser­vices and residential development has been quite strong. Land use and development is affected by many variables, including the availability of land, development costs, local development controls, and the accessibility of a particular area. Although transportation alone will not cause development to occur, good quality public transpor­tation will enhance or intensify development patterns already under way. The RTA transportation network has been developed consistent with the goals contained in the regional land use plan of the Northeastern Illinois Planning Commission (NIPC). Service improvements and system expansions which RTA implemented in the past five years were planned to complement the demographic changes occuring in the region.

Seven commuter railroads, 22 suburban bus operations and the Chicago Transit Authority provide coordinated transpor­tation services throughout the RTA region. RTA funded carriers currently operate over 4,560 round trip route miles of suburban bus service, 446 route miles of commuter rail service, 2,150 round trip route miles of CTA bus service and 89 track miles of rapid transit service. This service is furnished by 2,420 CTA and 581 suburban buses, 121 buses operated by contract carriers, 1,100 rapid transit cars, 854 commuter rail cars and 124 locomotives. An estimated 831 million trips were taken annually on the region's transit network. This is a 9.8% increase over the 757 million trips taken last year. Figure 2 illustrates annual ridership for the past four years.

RTA has been successful in achieving many of its original purposes. Specifically, RTA has: stabilized the existing transportation network, which in 1973 was in a crisis situation; achieved a substantial rate of expansion; and initiated major new programs. Since 1976 RTA has aggres­sively pursued State and Federal capital assistance funds in order to replace equipment that has exceeded its economically useful life, and to acquire new equipment and facilities required to enhance the regional transportation system. During this period, grants awarded to RTA have supported a total capital investment level of approximately $800 million. In addition, RTA has provided over $842 million in financial operating assistance to the CTA, suburban bus carriers and commuter railroads through FY79.

One of the major achievements of the operating program has been the dramatic expansion of the suburban bus system which is fully discussed in Chapter II, Section B. Since RTA's inception, approximately 250 bus routes have been initiated and/or improved. New feeder routes provide rail commuters with access to train stations; intercommunity

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,i::,.

ANNUAL CALENDAR YEAR RIDERSHIP Figure 2

800 RTA: CTA SERVICES Increments of 100 million

700

600

500

400

300

200

100

0

1976 1977 1978 1979

'"-

- ~ Regional 'D'ansportation Authority

80 RTA : COMMUTER RAIL SERVICES Increments of 10 million r-----i

70

60

50

40

30

20

10

0

1976 1977 1978 1979

April, 1980 e

80 RTA : SUBURBAN BUS SERVICES Increments of 10 million

70

60

50

40

30

20

10

0 1976 1977 1978 1979

e

wouoaa

routes connect communities previously unserved so that residents may use public transportation to travel to employment, shopping, educational, social and recreational locations. Local intra-community services facilitate the travel of residents within their own communities. Also, improvements to previously existing routes have been made so that the transit rider is able to travel more often, faster and via a more direct path.

RTA has met the challenge of maintaining and upgrading one of the largest commuter railroad systems in the world. This network is composed of the Burlington Northern (BN), Chicago and NorthWestern (CNW), Illinois Central Gulf (ICG), Milwaukee Road (MR), Norfolk and Western (NW), Rock Island (RI) and Chicago South Shore and South Bend (CSS&SB) railroads, directly serving over 100 communities at 230 stations and carrying over 315,000 daily riders per average work day.

The successful negotiations of Purchase of Service Agree­ments with six commuter railroads stabilized the existing commuter rail network and assured the continuation of quality rail commuter passenger service. In 1979, RTA signed the latest Purchase of Service Agreement with the Norfolk and Western Railway which further enhanced its ability to coordinate the region's commuter rail system. At the present time, RTA is negotiating another three year agreement with the CNW.

Over the past four years RTA has been successful in obtaining commuter rail improvement grants, which are detailed in Section A of Chapter III. Improvements support­ed by these funds have resulted in significant increases in on-time performance and passenger convenience. In addi­tion, numerous other operating improvements have been made such as additional trains on the ICG-Joliet Line, Norfolk and Western, Burlington Northern and the Milwaukee Road Railroads.

Prompted by the financial difficulties of the Rock Island Railroad, the RTA Board of Directors in February of this year, established the Northeastern Illinois Regional Com­muter Railroad Corporation as a separate public corpora­tion to provide commuter railroad facilities on behalf of RTA. Subsequently, RTA entered into an agreement with the Chicago and NorthWestern Railroad, for the operation of the bankrupt Rock Island Railroad, beginning March 24, 1980. By establishing the Northeast Illinois Regional Commuter Railroad Co rporation, RTA has provided the mechanism to assure cont i nued rail passenger service in the region should a similar situation occur again in the future.

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RTA has also assisted in economically stabilizing the CTA and, through capital assistance, has made substantial additional improvements to that portion of the region's transit system. These are detailed in Section A of Chapter 3. In addition, construction has begun on the rapid transit extension to O'Hare, which will provide another important link .in transit service in the six-county region.

Through its paratransit program, initiated in 1976, RTA is providing innovative transit service for persons with special transportation needs, and for the general popula­tion not served by conventional transit service. By the end of FY80, twenty-two paratransit projects will be operating in six counties, with up to 14 additional planned for FY81. This service is being provided with 48 lift­equipped 15-passenger buses purchased with the assistance of capital funds awarded to RTA.

Following last year's record snow, RTA undertook a campaign to improve its performance during extremely adverse weather conditions. Toward this end, a Snow Emergency Task Force was established to study and advise RTA concerning its weather emergency preparedness. In October 1979, the Task Force recommended the following policies and actions:

o a central control center should be installed at RTA;

o one central authority should be designated for all systems which would be responsible for accurate weather, travel status and other infor­mation during critical weather and emergency situations;

o one control center, serving all transit systems, should be responsible for disseminating infor­mation to local media;

0 all Chicago railroad terminals should have operations control ed;

not so equipped centers install-

o all station platforms should have a public ad­dress system installed which would be connected to railroad operation control centers or the CTA control center;

o all buses should be equipped with radios connected to the central control center;

o alternative plans for transportation in the event of weather emergencies should be developed;

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o RTA should be responsible for deciding whether or not to operate the system in the event of a severe weather emergency; and

0 detailed manuals for the handling weather related contingencies should ed.

of various be develop-

In accordance with the recommendations of the Task Force, RTA (in cooperation with suburban bus operations, commuter railroads and CTA) has been able to act on all of the items that were suggested.

In addition, simultaneous with the activity of the Task Force, RTA included $3.8 million in its FY80 operating budget to be used for immediate capital expenditures. With these funds, RTA undertook the purchase and installation of the following:

o 6 snow blowers;

o 4 communication centers at downtown terminals on the MR & BN (CUS), CNW and RI (LaSalle);

o public address systems at all suburban rail stations on ICG-Joliet Line, MR, CNW, RI, BN, and NW; and

o 5 four-wheel drive vehicles, 16 front end loaders and other miscellaneous equipment.

A major objective of RTA has been to establish uniform RTA transportation policies for the six-county region. A uniform zone fare structure for the commuter railroads and uniform fares for suburban buses were initiated. At the same time, a universal transfer policy was instituted, enabling passengers to transfer between any RTA funded conventional bus and rapid transit services anywhere in the region. RTA also established a uniform regional reduced fare program for students and children, and for elderly and handicapped people.

Thus, since 1974, RTA has succeeded in financially sta­bilizing the existing transit network, providing additional service, inplementing capital improvements, and developing region-wide transit policies and procedures.

C. IMPACTS OF AN ENERGY SHORTAGE ON PUBLIC TRANSPORTATION

RTA, in conjunction with the development of the Five-Year Transit Program for FYS0-84, initiated energy planning efforts aimed at mitigating the effects of an energy shortage. The measures contained in that document included the following:

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o RTA would modify loading standards on all passen­ger vehicles in order to accommodate additional riders;

0 vehicles scheduled for replacement retained in the fleet;

would be

o existing services would be expanded, as appro­priate; and

o additional paratransit service would be provid­ed.

In addition, several options were outlined which required further refinement. Among these were the following:

o RTA would increase route monitoring so as to facilitate schedule changes reflective of increased ridership patterns;

o fuel conservation measures relative to operating practices would be examined;

o alternative philosophies which relate to operat­ing procedures, costs, equipment utilization and administrative practices would be examined;

o capital investments would be increased in order to expand the capacity of the system so as to enable it to accommodate additional riders; and

o alternative energy sources, including the feasi­bility of electrification of the commuter rail­road system, would be studied.

Over the past year RTA, in cooperation with its transit operators, business and community organizations and federal/state agencies, has taken positive steps in each of these areas to enhance the region's capability of respon­ding to an energy shortage. In order to meet the antici­pated increase in rolling stock requirements due to rider­ship demand, two specific actions were taken: 1) the approximately 85 suburban buses that were scheduled for sale or scrapping after the delivery of the new Advanced Design Buses have been retained and placed in storage; and 2) in developing the commuter rail rolling stock fleet requirements, a minimum standee level per car (ten) was used as a loading factor to provide for increased equipment capacity. Further, RTA has applied for $65,000 in funding through the Unified Work Program to start a feasibility study, in FY81, of electrification of the commuter railroad system. In a subsequent year of the programming period the Authority will address electrification of other portions of the transit system.

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Having achieved the establishment of its basic suburban bus service network one year in advance of original projec­tions, the majority of new service improvements already instituted or programmed during FY80 and FY81 are for increasing frequency of service and increasing capacity on existing routes. Initially, this action has been based on results of increased route monitoring by staff and transit operators. Upon installation of its new registering fare collection system (scheduled to be completed by Fall, 1980), RTA will have the capability of obtaining greater information on the performance of new and existing ser­vices.

In addition to measures linked directly to the provision of increased service and capacity, RTA has also taken steps to increase efficiency of its operating capability. Toward that end, RTA initiated the development of a centralized purchase of fuel which will provide significant economies in cost and service. RTA is presently soliciting fuel use data from the suburban bus carriers and all three major commuter rail diesel fuel users (BN, MR & CNW). Based on that information and talks with fuel suppliers, a program of centralized fuel purchase will be established. Mean­while, fuel purchase for the Rock Island Railroad has already been centralized.

RTA has also been coordinating its efforts with those of other bodies. Locally, RTA has been working with both the Chicago Association of Commerce and Industry (CACI) and the City of Chicago's Department of Development Planning and Community Development (DDPCD).

In conjunction with the CACI's expressed interest in the development of a staggered work hours program, RTA con­ducted a preliminary review of existing commuter rail capacity in order to determine any excess capacity that presently could be utilized. RTA made a presentation last fall to CACI on the initial findings of this effort and offered to make this information available to its members. RTA will continue to work with CACI on the development of a staggered work hours program.

RTA is a also coordinating its activities with those of the DDPCD. The DDPCD has developed an experimental program for a limited testing of staggered work hours. This program is to commence during 1980. RTA will provide the city with information on excess transit capacity and participate in the monitoring of this program.

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In addition to its efforts at the local level, RTA will coordinate its planning with the Illinois Institute of Natural Resources as it develops the State Energy Plan. At the federal level, RTA will concentrate on ensuring a guarantee that sufficient fuel supplies will be available for public trahsportation carriers to provide appropriate service, and that a national energy policy is evolved which is sympathetic to the needs of mass transit.

In summation, RTA views its energy planning as activity, the object of which is to be as possible in the event of an energy shortage.

D. LEGISLATION

an on-going prepared as

Several recent legislative actions on both the State and Federal level have had substantial impacts on RTA. Speci­fically, these are the changes in the RTA legislation which were adopted by the Illinois State Legislature in September, 1979; the Urban Mass Transportation Act of 1964, as amended; and the Windfall Profits Tax Act. The primary impacts of these legislative actions have been on the sources of funding available to RTA and their potential uses. Each of these is discussed here as it applies to the capital, operating or financial chapters of this program.

1. RTA Legislation

On September 19, 1979, several sections of the Act establishing RTA were amended. The following changes in the legislation were most significant:

o replacement of the 5% gasoline tax in the six counties with a sales tax in the amount of 1% in Cook County and 1/4% in DuPage, Kane, Lake, McHenry and Will counties;

o elimination of funds from the State public transportation fund, through which the RTA received a portion of the state sales tax (3/32) from the six county area and a portion of the motor vehicles registration fees ($14 per vehicle annually) collected in the City of Chicago;

o abolition of the State's program reimbursing carriers or operating authorities for pro­vision of elderly and student reduced fares; and

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o deferral of the repayment of a State loan of approximately $35 million which was due on January 1, 1980. The loan repayment is now phased over five years, with the first payment due on July 1, 1980.

These changes in the RTA legislation came about in an attempt to assure a continued source of adequate funding for public transportation in the region. The effect of the legislation was to increase RTA's expected FY81 revenues from local tax sources on a net basis. RTA was authorized to levy the differential sales tax, but, as noted, lost other sources of revenue. By abolishing these funds, all State operat­ing assistance for public transportation in the RTA region has ended. Providing public transportation without State support is a feature of the revised legislation which is unique to the RTA region, since the State continues to provide funds for transit in other areas of Illinois. This legislation further specified that proceeds of UMTA Section 18 funding would not be available to areas of the State which are included within the RTA region. This has a potential­ly negative impact on the provision of public trans­portation to the rural areas of the region.

In conjunction with these changes in the RTA legis­lation, several other State highway and transit legis­lative modifications were made. Of primary importance for this region was a provision calling for the State to provide all required local matching funds for Federal transit capital assistance grants.

2. Urban Mass Transportation Act

The Urban Mass Transportation Act of 1964, as amended, provides Federal funds for capital acquisitions and operating assistance under Section 3 and Section 5 of the Act. Section 5 funds are granted to urbanized areas on the basis of an allocation formula which considers population and population density. The RTA region is comprised of three urbanized areas-Chicago, Joliet, and Aurora/Elgin. Figure 3 illustrates the boundaries of these areas. Originally Section 5 funds were only granted for operating support. In 1979, the Act was further amended to make Section 5 funds available as follows:

Tier 1: Bus/rail operating expenses or capital improvements allocated based on popu­lation and population density (same as the previous Act);

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Mc HEN

KANE I

Narthea!!itern llllnoi!!i Urbanized Area!!i Figure 3

~ Chicago § Aurora I Elgin ~ Joliet [Ilil]] Northwest Indiana

a '° Regional 'tansportation Authority April, 1980

LAK,

I

r

- 12 -

Tier 2:

Tier 3: (Fixed Guideway)

Tier 4: (Bus Capital)

Bus/rail operating expense or capital improvements also allocated based on population and population density, with 85% of these funds going to urban areas with a population of more than 750,000, and 15% going to smaller urbanized areas;

Commuter rail/fixed guideway operating expenses or capital improvements based on rail route miles; and

The purchase of buses, bus related equipment and construction of bus facilities, also allocated on the basis of population and population density.

Changes in the Section 5 formula which are currently under consideration in Congress would effectively alter the Section 5 formula to provide operating assistance on the basis of population/vehicle miles. It would also add a so-called "incentive tier" provid­ing additional funds to Systems experiencing a 5% increase in ridership, or an increase in median farebox revenues. The incentive award would equal 7.5% of the combined total operating assistance under other Section 5 provisions. While this proposal would potentially benefit RTA, its future is uncertain at this time.

Section 3 funds are discretionary funds which the Secretary of Transportation may distribute to assist in the financing of either bus or rail capital projects. However, Section 3 funds have only been available in this region for rail capital projects, a fact which has had a significant impact on the funding of bus capital projects over the past two years.

3. Windfall Profits Tax Act

A potential new source of transportation funds became available with the introduction of President Carter's plan for a Windfall Profits Tax on "excess" oil company profits. The Windfall Profits Tax Act (HR3919) received final Congressional approval on March 27, 1980, and was signed by the President on April 2, 1980. This legislation may yield as much as $400 billion in funds over a ten year period. Although not stated in the Act, approximately 15% is to be allocated for transit and energy initiatives projects, as agreed to by House and Senate conferees, in the form of Transportation Energy Initiative Funds.

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Nationally for FY80, $1,076 billion was originally proposed for Transportation Energy Initiative Funds; that amount was reduced to $675 million as a result of the Federal budget cuts proposed by the President. For FY81, an estimated $1.2 billion is expected to be available for transportation and other energy initia­tive projects. A further discussion of the forecasts of these funds which will be available to the region is contained in Section A of Chapter III. Although RTA, in Congressional Hearings and by Board Ordinance, requested that a certain portion of these funds be used to offset increased operating costs (caused by dramatic increases in fuel costs), it appears that these funds are to be used solely for transit capital improvement projects.

E. PLANNED IMPROVEMENTS

For the next five years (FY81-85), RTA has programmed over $1.9 billion in capital improvements for the region. Included in this amount is the purchase of an additional 1,810 buses for the CTA and suburban bus systems, 147 paratransit vehicles, 173 commuter rail carsl, 25 locomo­tives, and 600 rapid transit cars. In addition, this includes funds for track, signal and support work for the commuter rail and rapid transit systems, station rehabi- ,.-.. litation projects at selected commuter rail and CTA sta- .., tions, and the construction of bus garages and other facilities. A full discussion of the capital improvements which are programmed is contained in Chapter 3. Funds for the construction of the O'Hare Extension and other City of Chicago projects are not included in this amount. Further, funds to meet the current elderly and handicapped person's accessibility requirements of Section 504 regulations are not included in this amount. A discussion of the impacts of these regulations and their costs is presented in Chapter V.

RTA has also planned future improvements to the existing public transportation network in order to better serve the travel requirements of the residents of the region. As of this year, the basic fixed route bus system will be in place; service improvements, modifications and select ex­pansion of the system will take place in future years.

1 Includes the purchase of 20 cars currently leased from the the BUDD Corporation.

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Also, RTA expects to service in order to operating program will already high level of service area coverage,

expand peak period commuter rail meet anticipated demand. The CTA be aimed primarily at preserving the service provided by CTA in terms of frequency and hours of operation.

Other improvements in the region in the coming years will result from the Illinois Department of Transportation (IDOT) administered Interstate Transfer Program. This program came about in 1979 through the joint action of Governor James Thompson and Chicago's Mayor Jane Byrne. The de-designation of the south leg of the Crosstown Expressway as a part of the Federal Interstate System and the withdrawl of plans for the Franklin Street Subway made available $1.9 billion in Federal funds to be spent on substitute highway and transit projects in the six-county area. When matched at the required 85/15 ratio, this provides for a $2.2 billion program, to be split evenly between Chicago and suburbs. Of this amount, $1.35 billion will be available for highway projects and $880 million for new transit initiatives. The Federal deadlines for the use of these funds require that: 1) all substitute highway and transit projects be approved by the Federal Department of Transportation by September 30, 1983, with the necessary environmental impact statements submitted; and 2) construc­tion on all highway transit projects must be underway by September of 1986.

The transit projects to be funded through this program in­clude such items as commuter rail station and parking improvements, bus lanes and turnarounds, pedestrian cross­ings and underpasses, rail structure improvements and com­muter rail crossing modernization. In the City of Chicago, the transit projects also include improved transit service for the Southwest Corridor, connecting the Dan Ryan/Howard Rapid Transit Lines to increase capacity on the southern portion, new articulated buses, an upgrading of the rapid transit security system, CTA winterization and Loop elevat­ed rehabilitation.

RTA has worked in a advisory capacity to IDOT on this program, providing information and assistance on request. Further, the RTA Capital Program for the next five years was developed taking the Interstate Transfer Program into consideration. Both the Interstate Transfer Program and RTA's Capital Program will make major contributions to the level of improvements to be achieved in the region.

The remainder of this document contains specific informa­tion on the capital and operating programs which have been developed for the five year period. Chapter II presents the RTA FY81-85 Operating Program and the RTA FY81-85 Capital Program is presented in Chapter III. Chapter IV is the RTA FY81-85 Fiscal Outlook. A discussion of Transporta­tion Services for Elderly and Handicapped Persons is contained in Chapter V.

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CHAPTER II - OPERATING PROGRAM FY81-85

A. Overview

When RTA was established in 1974, many transit carriers throughout the Northeastern Illinois region were faced with compounding problems of decreasing ridership, service cut­backs, and rapidly increasing costs. The pending financial collapse of these carriers required RTA to concentrate its initial efforts on stabilizing those services in existence and developing an operating program which would create a unified, regional transportation system. Toward that end, financial assistance agreements with the CTA and various suburban bus carriers, and purchase of service agreements with the major commuter railroads were established, new rail services were instituted, and an extensive network of suburban bus routes was developed. (See Figures 4,5,6,7,8 and 9).

With the implementation of its FY80 Annual Program, RTA will have succeeded in establishing a basic, integrated fixed route suburban bus network in areas of the region which fall within RTA's service guidelines. During RTA's first five years, 105 new suburban bus routes were initiat­ed and more than 95 existing routes were extended or improved. RTA is now shifting the emphasis of its operat­ing program to refininq the existing transit network. This will include the limited addition of new services to reflect shifts in population and travel demand. However, the RTA operating program over the next five years will primarily focus on the improvement of existing services where ridership is growing quickly.

In conjunction with refining the existing fixed route network, RTA will also place a greater emphasis on expand­ing its paratransit service program. This will include implementation of new paratransit services, as well as the expansion of some existing services.

In addition, paratransit services for elderly and handi­capped persons, which were originally included as part of RTA's Special Efforts Program, will be continued. Other on-going efforts which relate to the needs of the mobility limited are discussed within the pertinent sections of this document. Furthermore, Chapter V discusses the impacts of recent federal legislation concerning the provision of public transportation service to the mobility limited.

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McHENRY

I KANE

I -

RTA !fiuburban Bus Carriers; Publicly Operated Figure 4

April, 1980

I LAKE

WILL

Chicago

·-. - · 1

Joliet Mass Transit ·-·-·-·-·-··

I 1· - . - . - . - . - ·-·-· ----L.. _____ :

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1 M;HENRY·-·-·-·-·-·-·-·,iAK·-·-·-·-·-· I

• - • - • - -.- • - • - • - • - • - • , • !... ·::::::: - • I KANE I COOK

I I .J

I .­I Northwestern --. ,...,...-,..­

RTA §uburban Bus Carriers; Privately 01Nned Figure 5

Transit -

l Transit ·-·-,

Commuter cf' Bus Systems

·-. - . - . - . -·-. - ·-. - . -· -·-·-·--

April, 19 80

- 18 -

·-·-·-·-· McHenry County - • - • - • - • - • J";:a~e'7o:n;- • - • - • - • - • •

• Hebron I

~varo

Lake VIiia Township

I lakemo.

1 Libertyville-Mundelein·

I eHolida~H1lls

Pra1rieGrnve. I e1s1andlalle I

VernonHills ~

C~st·rj I ~ """"" Ca~-F~ ~ I e River Grove • Id

• - • - • rKa.ne-Co~nTy • - • - • - • - • - • .,,.... .... _._._ .... - • - • - • I K Cook County

J

!---·-·

St Charles Township

RTA Paratran5it Service Area Figure 6

Palatme Township

Bloomingdale Township

M1l1on Township

• DuPage County

• . ./ I

/

Frankfort Township

Park FF.'?

Jolrel(W1II Counly) L-----....,j==--=·~-=~=. - . -

a ~ Regional 'D'ansportation Authority

April, 1980

19

,------------------------I Cook County

I I I

rj I I I I

C:TA Service Area ........ Chicago City Limits Figure 7

April, 1980

/ r-_... I

I I I I I I I I I I I I I I I ,.,,,,,.

1------1 I I I I L-----,

I I I I I I I I I I

- 20 -

I I I I I Cook County ______________ ..

•

Wisconsin

----------------------------------,-------------------------McHenry County Lake County Winthrop Harbor

Harvard

I

--------,---------------------r--'--I Kane County I I I I I I I I I I I

r~ ~~ I I I Elg,n I

Af11w8uk. I eenoad

1----·-=-~-!'9----.;;:.:­I DuPage County I I I I I

Geneva I Chica!/0 & North western

Burlington Northern Aurora

I I I I --------------------~---------------1

Will County I I I I

I l _______ l

I I I I I I I

I: ~ l

Commuter Rail Carriers Figure 8

I I I I I I

~ I ~

IJ~ I I I I

------------1 I I I I I

I I I I I I I I I I I I I I

ilZii I r-------------------------------J ~ Regional 'tansportation Authority ! \

I I I I I I L _______________ J April, 19 80

21 -

-·-·-·-·-·-·-·-·-·-···-·-·-·-·-·-·-McHENRY • LAKE

- . - . - . : .KANE- . - . - .... I I

.I

RTA Total §ervice Area Figure 9

7 ! '° Regional 'n,ansportation Authority

April, 1980

- 22 -

r.---------------------------------------McHenry County Lake County

15

~ ~-----~--------------T-~-------------------rr~Co"~ { ,J ~~"~ 1 ~ '

! ________ [ ____ _ 10L :

I~ La. 1

~""" 12 ~ I 6 I 1L

l J, I 12

6

Figure10

______________ _. o:Y...co""1Y •:', J I Will County ;J I ,/'

P.-opo!ied New and lmp.-oved Bu!i 5e.-vice!i NEW SERVICE 1. To New Oakton Community College 2. Torrence Avenue 8. Elmhurst to Addison Industrial Area 9. Naperville Fox Valley Shopping Center 10. South Hanover Park Feeder 11. South Central Wheaton Feeder 14. North Chicago to Libertyville

, __ ..... I I L-----,

I I I

L ____ \ {'

'------------1 IMPROVEMENTS 3. Route 697 (Roselle-Woodfield); More Frequent 4. Route 212 (Evanston-Northbrook Ct.);Sunday 5. Route 319 (Grand Avenue); More Frequent 6. Route 307 (Harlem); Sunday 7. Route 305(Chicago Avenue);More Frequent Saturday 12. Route 715 (Central DuPage); Saturday 13. Route 805 (Elgin,- Crystal Lake) ; More Frequent 15. Route 568 (Lakehurst via McAlister); Evening 16. Bolingbrook Feeders; Added Service

a '° Regional 'tansportation Authority

April, 1980

I I I I I I I I I

r----------------------J I I I I

- 23 -

During the next five years, RTA anticipates that energy costs and shortages will contribute to an increase in ridership growth. This may necessitate the development of alternative operating strategies. Toward that end, RTA is currently engaged in an ongoing planning effort which was discussed in Chapter I aimed at mitigating the effects of an energy shortage.

Thus, RTA's operating program has changed considerably in scope and focus from when it was initially established. During the coming five year program period, maintaining the high level of existing services, in addition to preparing for anticipated increases in ridership demand, will consti­tute the main thrust of the RTA operating program. Obtaining the necessary financial resources to meet these goals will prove to be increasingly more urgent.

B. Suburban Bus Service

The proposed five year program identifies the service improvements required to allow the suburban bus system to meet demand. It does not anticipate a significant invest­ment in new routes.

Table 1 indicates the anticipated gross annual operating costs of new and improved bus services for FY81-85; it is followed by detailed discussion of the services proposed for the FY81 New Bus Service Program.

1. Service Improvements

a. New Bus Service

The proposed New Bus Service Program will require RTA expenditures of $6,500,000 in FY81. This program consists of two parts:

i. Previously Programmed FY80 Services

RTA policy requires that a service be in place at least 6 months before it is incorporated into the Transportation Services Program as part of the existing system. Therefore, ser­vices started after December 31, 1979, are included under "New Service" throughout the next fiscal year (until June 30, 1981). Ser­vices originally programmed in previous years, which fall into this category, are projected to cost $5,500,000 in FY81.

- 24 -

I

Iv U1

e e e TABLE 1 NEW SUBURBAN BUS SERVICE FY81-85: COST SUMMARY

(inflated to current year dollars)

YEAR GROSS ANNUAL OPERATING COST NET RTA COST* (BUDGETED) --FY81 $ 1,935,000

FY82 2,150,000

FY83 2,400,000

FY84 2,700,000

FY85 3,050,000

TOTAL $12,235,000

* Net RTA Cost reflects an adjustment to Gross Annual Operation Cost to account for revenue and phasing of service implementation.

$1,000,000

1,150,000

1,250,000

1,350,000

1,500,000

$6,250,000

In Cook County, the services originally pro­grammed for FY80 consist of 19 new bus routes and 22 improvements to existing services.

In~luded among these proposals are new feeder bus routes in the northern and southern subur­ban portions of the county, and intercommunity routes to connect various towns throughout the county. The completion of subregional transit studies in Northwest Cook County and South Cook County have resulted in many service proposals for these areas. Improvements to existing services will incorporate additional peak period, midday, evening, Saturday and Sunday services. The recent dramatic ridership in­creases have caused many service improvements to be necessary to provide adequate capacity.

Major emphasis in DuPage County will be on initiating new feeder routes to railroad sta­tions and on expanding present feeder systems which perform well. Peak period bus services to the Oak Brook shopping and industrial com­plex will be instituted from the Westmont area.

Most of Kane County's improvements and new services will be located in the Fox River Valley. The intercommunity service connecting communities along the Fox River between Elgin and Aurora will be improved. Portions of both the Elgin and Aurora local systems will be restructured and additional service will be added to selected routes in the two cities. Feeder service from Batavia to Geneva will be instituted. Routes serving Waubonsee, Montgo­mery, and northern Aurora will be improved. Improvements will be made to the Country Buses, serving central Kane County.

In Lake County, residents of Vernon Hills will be provided with bus service to Hawthorn Shop­ping Center and Waukegan. Service will be extended from Highland Park to Lake Forest. In addition, improvements to select bus routes in Waukegan are scheduled.

In McHenry County, new services linking Rich­mond and Spring Grove with Fox Lake during rush hours will be implemented. Also, service changes and route restructurings will provide links between communities presently without service.

- 26 -

In Will County, the service linking Joliet with DuPage County will be improved. Service will be expanded to Argonne Laboratory for Will County residents.

Also, during the 1980 summer season, RTA will once again provide special services to some of the region's many cultural and recreational centers. Services to all of the region's County Fairs, as well as other special events, will be featured in the summer services. The Ravinia Festival and Brookfield Zoo will have service provided on a regular basis.

Previously programmed FY80 new bus services are shown in Table 2.

ii. New FY81 Bus Service

The proposed FY81 Program contains new bus services budgeted at a cost of one million dollars. This sum includes sixteen service proposals, which are described below, as well as funds for additional improvements to exist­ing bus services. These improvements will be determined during FY81 based on ridership de­mands.

Figure 10 illustrates the location of the six­teen proposed service improvements. These im­provements were selected on the basis of the following criteria: population served, employ­ment served, rail stations served and station boardings, major shopping areas served, insti­tutions or governmental offices served, and ridership performance for existing routes. The following descriptions of these proposals are keyed to Figure 10.

COOK COUNTY

1. Service to New Campus of Oakton Community College

Oakton Community College is relocating from its present location on Oakton Street to a new site on Central Avenue between River Road and Milwaukee Road. This ser­vice proposal would provide access to the new location, operating six days per week.

- 27 -

Table 2 PREVIOUSLY PROGRAMMED FY80 NEW BUS SERVICES

Gross Annual Operating Cost

COOK COUNTY $4,400,000

New Services

o Evanston-Skokie; extension of Route 201 (Central/ Sherman) to Old Orchard

**** o Northfield Township; West Glenview Feeder o Niles-Glenview o Mount Prospect Feeders o LaGrange-Countryside o Palos-Orland Park; extension of Route 384 (Narragan-

sett/Ridgeland) o Matteson Feeder (2nd Bus) o Harvey to Calumet City (via Sibley Boulevard) o Sauk Village-Lynwood-Lansing-Calumet City to Loop; peak

service o Burnham Avenue Local o Torrence Avenue Local o Harvey-Brementowne-Orland Square o Tinley Park Feeder o Wheeling-Des Plaines o Feeder from Poplar Hills subdivision (Hoffman Estates)

to Palatine o Northwest Mount Prospect Feeder o Palatine-Mount Prospect via Palatine, New Wilke,

Euclid, Arlington Heights and Kensington Roads o Palatine-Mount Prospect via Rand Road o Arlington Heights-Elk Grove Village

Improvements to Existing Services

* Route 307 (Harlem Avenue); restructure and improve service

Restructure Park Forest and Richton Park Route Route 359 (Robbins-Roseland) extend to Markham and

increase service Route 421 (Wilmette Avenue) additional AM Trip Route 422 (Lake Avenue); improve evening service Route 270 (Golf Mill-Jefferson Park); improve evening

service Route 223 (Elk Grove Village Express); increased peak

service Route 301 (Roosevelt Road); improve peak service Route 315 (Austin, Ridgeland, North); improve peak

service and restructure Route 305 (Chicago Avenue); improve midday service Route 311 (Oak Park Avenue); improve weekday peak

service

- 28 -

o Route 311 (Oak Park Avenue); improve Saturday service o Route 331 (Cumberland/5th Avenue); improve evening

service to Triton College o Route 302 (Berwyn); improve Saturday service o Route 361 (Harvey-Chicago Heights); extend to Glenwood

Plaza and increase service o Route 354 (Harvey-River Oaks) and 360 (Harvey­

Riverside); improve route alignment and improve head­way

o Route 353 (Chicago Heights-Chicago Loop) and other Chicago Heights routes; restructure service

o Route 270 (Golf Mill-Jefferson Park); improve rush hour service

o Route 304 (Cicero-LaGrange); improve weekday service o Route 351 (South Western Avenue); improve rush hour

service o Route 364 (159th Service); improve weekday and Saturday

service o Route 693 (Harper College); alteration and improvement

DUPAGE COUNTY $ 300,000

New Services

**** o Bartlett Feeder o Westmont-Clarendon Hills-Oak Brook; peak service o Hinsdale Feeder

Improvements to Existing Services

* ****

o Naperville Feeder System Expansion o Woodridge Feeder System Expansion o Glendale Heights Feeder System; increase service o Westmont Feeder System Expansion

KANE COUNTY $1,550,000

New Services

o Batavia-Geneva Feeder o West Chicago-Aurora o Service(s) in Fox River Valley Corridor

Improvements to Existing Services

* *

*

*

o Elgin System; evening service on selected routes o Routes 545 (Walnut), 546 (South), and 549 (McLean),

restructure o Route 541 (Douglas), 543 (Dundee), and 544 (Chicago);

resturcture o Route 801 (Fox Valley); improve service o Aurora System; Off-peak service on selected routes o Route 532 (Randall Road); increase frequency o Route 533 (Molitor Road); increase frequency

- 29 -

o Route 524 (Downer); restructure o Route 531 (Waubonsee and Sugar Grove); increase

frequency o Route 803 (Carpentersville); Saturday service o Route 811 and 812 (Country buses); restructure and

improve service o Aurora System; restructure selected routes in Southern

Aurora

LAKE COUNTY $ 550,000

New Service

o Route 572 (Hawthorn Shopping Center); improve service and extend to Vernon Hills

* o Deerfield Feeder

Improvements to Existing Services

o Routes 565 (Grand/Grandwood Park) and 568 (Lakehurst), improve service

o Route 571 (Zion/State Line); improve service o Extend service from Highland Park to Lake Forest o Route 572 (Hawthorn Shopping Center); improve peak

service o Route 569 (Lewis Crosstown); improve service

MCHENRY COUNTY $ 40,000

New Service

**** o Richmond, Spring Grove -- Fox Lake Feeder

WILL COUNTY $ 90,000

Improvements to Existing Service

o Route 834 (Joliet-Yorktown); variation to Argonne and service improvement

REGIONAL

** o Recreational Service for Summer 1980 $ 150,000

Total Projected Annual Operating Cost $7,080,000

*** Total Net (Budgeted Cost) $5,500,000

* ** *** ****

Implemented as of March 15, 1980 This figure is for the entire Summer of 1980 Net Budgeted Cost assumes phasing and revenue Implemented as of June 30, 1980

- 30 -

deduction

TABLE 3 FY81 PROPOSED NEW BUS SERVICE PROGRAM

COOK COUNTY

New Services

Gross Annual Operating Cost (FY81 $'S)

$ 400,000

o Service to New Campus of Oakton Community College o Torrence Avenue Local: Improve headways

Improvements to Existing Services

o Route 697 (Roselle-Woodfield); improve rush hour headway o Route 212 (Northbrook Court-Old Orchard-Evanston);

Sunday service o Route 319 (Grand Avenue); improve service o Route 307 (Harlem Avenue); increase Sunday service o Route 305 (Chicago Avenue); increase Saturday service

DUPAGE COUNTY $ 325,000

New Services

o Elmhurst-Addison Industrial Park via North Avenue o Naperville-Fox Valley Center o South Hanover Park Feeder o South Central Wheaton Feeder

Improvements to Existing Services

o Route 715 (Central DuPage); Saturday service

KANE COUNTY $ 100,000

Improvements to Existing Services

o Route 805 (Elgin-Crystal Lake); improve headways on south portion

LAKE COUNTY $ 170,000

New Services

o North Chicago-Libertyville

Improvements to Existing Services

o Route 568 (Lakehurst via McAlister; evening service

- 31 -

MCHENRY COUNTY $ -0-

WILL COUNTY $ 40,000

Improvements to Existing Services

o Expand Bolingbrook Feeder System

REGIONAL $ 900,000

*

o Recreational services for the summer of 1981

o Other improvements to existing bus services to be determined during FY81 in response to ridership demands on the system

Subtotal Projected Annual Operating Cost

Subtotal Net RTA (Budgeted) Cost*

Contingency Fund for Emergencies

TOTAL NET RTA (BUDGETED) COST

$1,935,000

$ 900,000

100,000

$1,000,000

Net budgeted cost assumes phasing and revenue deductions.

- 32 -

2. Torrence Avenue Local

During FY80 a new bus route on Torrence Avenue was programmed. This service would improve the frequency of service from every 60 minutes to every 30 minutes, which would allow better access to local employment and better connections to other Southeast Cook County routes. Expanded service will operate Monday through Fri­day.

3. Route #697 (Roselle/Woodfield)

This improvement will add a second bus to Route #697 during rush hours. This will improve the frequency of service from every 60 minutes to every 30 minutes, since every 30 minutes will allow better connections to the Milwaukee Road at Ros­elle as well as to the Woodfield Office Center. The expanded service will operate Monday through Friday.

4. Route #212 (Northbrook Court/Old Orchard/ Evanston

Sunday service will be initiated on Route #212. Service will operate once an hour all day. The route serves Downtown Evans­ton (connects with the Rapid Transit Line at Davis Street), Old Orchard Shopping Center, Downtown Gl8aview and Northbrook Court Shopping Center.

5. Route #319 (Grand Avenue)

Service on Route #319 will be restructured to eliminate rider confusion with the service and to minimize delays in Franklin Park. Added rush hour service will pro­vide access to several major employers west of Franklin Park along the Tri-State Tollway.

6. Route #307 (Harlem Avenue)

Sunday service will be improved oh Route #307. The proposal would improve the frequency of serv1ce from every 60 minutes to every 30 minutes.

- 33 -

7. Route #305 (Chicago Avenue)

Saturday service on Route #305 will be improved from every 40 minutes to every 30 minutes during the afternoons (morning service is presently every 30 minutes).

DU PAGE COUNTY 8. Elmhurst/Addison Industrial Park

This proposal would link Downtown Elmhurst with the Addison Industrial Park. Connec­tions with Route #309 (Lake), Route #332 (York Road), C&NW Train Service, and the local Elmhurst System will be coordinated with the new link on North Avenue to the Industrial Park. Service will circulate throughout the Industrial Park, and oper­ate every 30 minutes during morning and afternoon peak periods, Monday through Friday.

9. Naperville/Fox Valley Center

This new daytime service would link Down­town Naperville with Fox Valley Shopping Center, operating every 30 minutes Monday through Saturday.

10. South Hanover Park Feeder

This new service would link the residen­tial concentrations along Army Trial Road with the Hanover Park Milwaukee Road Sta­tion, operating Monday through Friday dur­ing morning and afternoon peak periods.

11. South Central Wheaton Feeder

This feeder bus service would provide service from several multifamily housing developments in southern Wheaton to the Wheaton Chicago and North Western Station, operating Monday through Friday during morning and afternoon peak periods.

12. Route #715 (Central DuPage)

This service would add Saturday service to route #715, operating on a frequency of every 60 minutes throughout the day.

- 34 -

KANE COUNTY

13. Route #805 (Elgin/Crystal Lake)

This proposal would improve the headways on the southern portion of Route #805 from every 60 minutes to every 30 minutes. This proposed improvement would be coordi­nated with the opening of the new regional shopping center in West Dundee.

LAKE COUNTY

14. North Chicago/Libertyville

This new service proposal would link sou­thern Waukegan and North Chicago with the employment centers in Libertyville, Munde­line, and Vernon Hills. The proposed route would serve the Route #176 Corridor as well as Hawthorn Shopping Center.

15. Route #568 (Lakehurst via McAlister)

This service would extend the evening hours of service on Route #568 until after the closings of Lakehurst and Belvidere shopping centers.

WILL COUNTY

16. Bolingbrook Feeder System Expansion

This service would restructure and expand the Bolingbrook Feeder Bus System, operat­ing expanded service in western and north­eastern Bolingbrook Monday through Friday during morning and afternoon peak periods.

The FY81 New Bus Service Program is shown in Table 3.

C. RTA COMMUTER RAIL OPERATING SERVICES

The objective of the RTA's five year new rail services program is to provide additional rail service throughout the region in response to increase demand. Emphasis is placed on increasing peak period service on existing rail lines either by adding cars to existing trains, where possible, or by adding new trains. In the short-range, new service has been developed to relieve existing over­crowding, while future new service is designed to handle anticipated ridership increases in the latter years of the program.

-~-

The proposed program for new rail service is based on ridership projections for each commuter rail line. Rider­ship forecasts for 1980 and 1990 are shown for each railroad in Table 4. These forecasts are based on historic ridership trends, anticipated population and employment.

Because of soaring gasoline costs, and in unavailability of gasoline, ridership in 1979 a rate much higher than had been predicted years. Commuter rail ridership levels are continue growing through 1990, however, at a lower than that experienced in 1979.

some cases, increased at in previous

expected to rate somewhat

The FY81-85 New Rail Services Program is based on the new ridership forecasts, as well as the availability of addi­tional rolling stock, including that which is already on order, and that programmed in FY81-85 as shown in Section C of Chapter III. In FY81, 55 bi-level commuter cars presently on order are anticipated for delivery; therefore the FY81 Rail Service Program includes the addition of these cars to existing trains. A breakdown of cars to be added to each rail line is shown below:

Rail Line CNW - NW

- w MR - N

BN N&W

- w

CNW - RI (Main) - RI (Beverly Branch)

ICG - Joliet TOTAL

- 36 -

Additional Cars in FY81

9 9 7 3 9 4 6 5 3

55

e e e

TABLE 4 COMMUTER RAIL RIDERSHIP FORECASTS

Average Weekday One-Way Ridership For 1980 and 1990

Average Actual Projected Projected Apnual Growth

1979 1980 1990 (1979-1990)

CNW 52,815 54,847 75,167 3.3% MR 20,459 22,068 38,158 5.8% BN 26,545 27,440 36,390 2.9% w

-...] RI 13,373 13,706 17,589 2. 5 % IC (electric) 27,346 27,268 29,453 0.7% IC-GM&O 622 800 2,600 13.9% N&W 1,813 1,858 2,378 2.5% -TOTAL 142,973 147,987 201,fil 3.2%

In addition to allocating these new bi-level cars, the FY81 Rail Service Program also includes appropriate schedule modification in order to better utilize existing equipment, recycling one peak period train (roundtrip) on the N&W, and extending rail servtce on the MR-West Line to Almora.

Because no new rail rolling stock is scheduled for delivery in FY82 or FY83, no new service has been programmed for these years. It is anticipated, however, that further schedule modifications may occur on some of the lines in order to better utilize existing equipment.

New rail service programmed in FY84 and FY85 is based on the assumption that rolling stock programmed in FY81 through FY83 will be delivered in these latter years. This service reflects anticipated ridership levels for the respective years of the program.

D. RTA BUS AND RAPID TRANSIT IN THE CTA SERVICE AREA

The CTA operated bus and rapid transit system is a mature one located in a developed urban area. As such, changes made in the provision of service reflect shifts in demand or travel patterns rather than a response to dramatic popula­tion increases. To assess these needs, CTA regularly conducts productivity and demand studies. Services are adjusted, based on the results of this information. In addition, service changes are based on seasonal factors and other variations. Presently, bus schedules are revised five times a year, while rail schedules are revised four times a year.

Accordingly, CTA's operating program is designed to preserve the already high level of existing service provided by CTA in terms of service area coverage, frequency and hours of operation. (For example, CTA is presently one of the few major transit systems to provide 24 hour a day service.)

In addition, it is anticipated that late in 1982 the O'Hare Airport extension service will be opened. This will add 7.9 miles of service to the rail system, and will result in additional car hours and miles in order to provide this extended service. Concomitantly, the bus network will be re-directed to serve the new stations and eliminate duplica­tion so as to allow long haul passengers the maximum use of this new service.

During the five year programming period, the primary objec­tive of RTA assistance to CTA is to maintain the existing level of service. RTA will assist CTA by providing funds to cover CTA's operating deficit.

- 38 -

However, as a result of prospective government mandated energy conservation programs it is expected that there will be a further increase in demand for more trip needs being supplied by public transportation. Accordingly, some expan­sion of the CTA service and fleet may be required in order to accommodate such demand.

Also, the implementation of elements of the new Interstate Transfer Program will affect operations by the end of the FY81-85 programming period. These new rapid transit faci­lities and other improvements, will result in revisions to general operations in the existing Loop, North-South rapid transit services. Over the long term, new rail facilities are also programmed for the Southwest and Southeast Corri­dors.

E. Paratransit Program

The RTA Paratransit Program is one of the most ambitious in the country in size and scope. The primary intent is to develop new special transportation services and test new methods and techniques for providing such service. Projects funded under this program include dial-a-ride, subscription bus, shared-ride taxi services, service coordination efforts and ridesharing technical assistance.

These services, including those for people with special transportation needs, such as elderly and handicapped per­sons, are particularly appropriate in low-density areas where conventional transportation service is not cost­effective. A basic objective is to establish the appropri­ate role of paratransit services in the regional transit system.

The goals of the paratransit programs are:

o to conduct, in cooperation with other public agen­cies, demonstration and development projects to test methods for improving public transportation and for increasing its use by the public;

o to develop new public transportation services where none now exist;

o to promote a better understanding of the nature and extent of transit needs in the region and how they can effectively be met;

0 to encourage experimentation in public transportation technology, and management procedures; and

- 39 -

developing new financing methods

1.

o to give emphasis to the special public transporta­tion needs to mobility-limited persons.

Paratransit Program

There are three major elements included in the $3 million FY81 budget, as follows: (1) $2.8 million is for paratransit services of which $800,000 is for new service and $2 million is for existing service; (2) $100,000 is for coordination of transportation services for elderly and handicapped persons; and (3) $100,000 is for ridesharing.

a. Paratransit Services: By the end of FY80, 22 of the programmed projects are expected to be operat­ing. The Authority will have taken delivery of 48 lift-equipped, 15-passenger paratransit buses pur­chased for use in these services.

A number of new projects will be planned for funding in FY81. An official solicitation of general purpose local governments project propo­sals is scheduled for late FY80. Approximately 14 new projects will be selected from applications meeting the grant program guidelines. The current Paratransit Program includes the projects listed below:

Villages of Bellwood/Stone Park Elderly/Handicapped Dial-a-Ride

Chicago (OSCH) Elderly/Handicapped Dial-a-Ride

Chicago (DHS) Subscription Bus for Chicago Residents to North Suburban work places

Evanston/Skokie Wheelchair-user Dial-a-Ride

Forest Park Elderly/Handicapped Dial-a-ride

Franklin Park General Population Dial-a-Ride

Palatine Township Elderly/Handicapped Dial-a-Ride

River Grove General Population Dial-a-Ride

- 40 -

(Cook)

(Cook)

(Cook)

(Cook)

(Cook)

(Cook.)

(Cook)

(Cook)

Schaumburg General Population Dial-a-Ride

Bensenville General Population Dial-a-Ride

Bloomingdale Township General Population Dial-a-Ride

Milton Township Elderly/Handicapped Shared-Ride Taxi

Elgin Elderly/Handicapped Dial-a-Ride

St. Charles/Geneva Elderly/Handicapped Dial-A-Ride and Shared-Ride Taxi

Deerfield General Population Dial-a-Ride

Lake Villa Township General Population Dial-a-Ride

Villages of Libertyville, Mundelein and Vernon Hills General Population Shared-Ride Taxi

Cary/Fox River Grove General Population Dial-a-Ride

Crystal Lake General Population Dial-a-Ride

Harvard Ge·neral Population Dial-a-Ride

Intercity Paratransit Service General Population Dial-a-Ride

Marengo General Population Dial-a-Ride

Woodstock General Population Dial-a-Ride

Bolingbrook Elderly/Handicapped Dial-a-Ride

Frankfort Township General Population Dial-a-Ride

- 41 -

(Cook)

(DuPage)

(DuPage)

(DuPage)

(Kane)

(Kane)

(Lake)

(Lake)

(Lake)

(McHenry)

(McHenry)

(McHenry)

(McHenry)

(McHenry)

(McHenry)

(Will)

(Will)

City of Joliet Elderly/Handicapped Dial-a-Ride

Park Forest General Polulation Dial-A-Ride

(Will)

(Will/Cook)

b. Coordination of Transportation Services for Elder­ly and Handicapped Persons

RTA has become increasingly involved in a variety of regional efforts related to transportation services for elderly and handicapped persons. In particular, RTA is working with other regional planning and operating agencies, local units of government, and health service organizations in the coordination of a regional transportation system that offers wheelchair users and semi­ambulatory persons transportation services.

A vast array of special transportation services and programs for elderly and handicapped persons currently exists. These services are funded by several different sources, sometimes causing the duplication in the utilization of scarce financial resources. RTA is, therefore, coordinating the more effective use of funding and service resourc­es. RTA will continue to cooperate with other agencies, in this regional effort, and has, ac­cordingly, allocated $100,000 in FY81.

c. Ridesharing

During FY80, RTA initiated a region-wide rideshar­ing program in which technical assistance is provided to employers wishing to increase vehicle occupancy in trips to and from work sites. RTA assists in implementing employer-sponsored vanpool and carpool programs, and promotes the usage of public transit.

During FY80, over 50 employers have received assistance in developing ridesharing programs.

In late FY80, a grant was received from the U.S. Department of Transportation for a $440,000 two­year ridesharing program which will permit a substantially increased ridesharing assistance program involving the cooperation of other regio­nal agencies. In FY81, $100,000 has been budgeted for program operating expenses. Additional grant funds provide for administrative expenses.

- 42 -

F. RTA ADMINISTRATION

RTA is a planning and coordinating agency in addition to being a funding agency, and RTA's administrative budget provides for the cost of these services. The cost of administering the FY81 program is projected to be $17.4 million which is 2.2% of the combined proposed operating and capital budgets. The administrative budget includes the salaries and fringe benefits of RTA employees, the cost of professional and technical services (deducting capital grant administration/engineering and UWP reimbursement), and gene­ral costs of running an office. For administrating RTA, CTA and suburban bus carriers the total cost is approximately $46 million which is 5.9% of the combined proposed operating and capital budgets in FY81.

The RTA administration was reorganized in July, 1979, in order to improve the efficiency and effectiveness of the agency. (The new organization chart is shown in Figure 11.) This change provides the Chairman with more direct control of the policy level issues addressed by the Government Relations, Affirmative Action, Law, Audit and Treasury Offices. Treasury is one of a number of new departments whose main function is cost and productivity analysis.

The reorganization provides the General Manager with direct control of the following Offices: Development Planning; Engineering; Security; and Paratransit, another new depart­ment whose function is to direct implementation and monitor­ing of special transit services in the region.

In addition, four Divisions including Transportation Opera­tions, Finance, Consumer Services and General Administration report directly to the General Manager. These Divisions are involved in day to day activities of service provision and RTA administration.

The newly created Consumer Program Department in the Consum­er Services Division is responsible for long range consumer programs which promote the use of public transportation in the area, including such activities as special bus service in the summer to Ravinia and County fairs. In addition, the Department's school program is designed to further educate children in the region about public transit.

G. FARE PROGRAM

The Fare Program is designed to:

o integrate the various segments of the regional transportation system, by unifying and coordinat­ing fares and by eliminating price inequities;

o facilitate system usage by making the fare struc­ture simple and easy to understand;

- 43 -

TREASURY LAW

I DEVELOPMENT

PLANNING

I TRANSPORTATION

OPERATIONS

I

OPERATIONS PLANNING -

SAFETY -

BUS -

~ RAIL

~ '° Regional Transportation Authority Figure11

ORGANIZATION CHART

CHAIRMAN

ADMINISTRATIVE ASSISTANT

to the CHAIRMAN

AFFIRMATIVE GOVERNMENT

AUDIT ACTION PERSONNEL RELATIONS

GENERAL MANAGER

-I I I

ENGINEERING PARA TRANSIT SECURITY

I I I GENERAL

FINANCE ADMINISTRATION CONSUMER SERVICES

I I I

FINANCIAL PLANNING CONSUMER

AND BUDGETING PURCHASING INFORMATION - - AND ADVERTISING -

ACCOUNTING SYSTEMS PUBLIC INFORMATION ,... - -

GRANTS OFFICE SERVICES AREA RELATIONS - - -

CONSUMER

- INSURANCE PROGRAMS -

- 44 -

o improve system efficiency through increased rid­ership; particularly in the off-peak hours;

o improve revenue generation without substantially increasing operating costs; and

o provide reduced fares for elderly and handicapped persons, students and children.

The RTA Fare Program has focused on unifying the various segments of the region's transportation services into a coherent regional system. Toward this end, the universal transfer program has been initiated, and a variety of regional fare studies have been conducted.

Additionally, by the end of the summer or early fall of FY80, RTA will begin selling monthly prepaid tickets. RTA riders will be able to purchase any one of three monthly tickets good on city and suburban bus and rapid transit lines (with the exception of suburban premium express routes), local and feeder bus routes, and Chicago city shuttle services.

During FY81, existing reduced fare programs for elderly and handicapped persons, as well as for children and students will continue. However, recent legislative action eliminat­ed the State of Illinois Student and Elderly Fare Reimburse­ment Program.

As a consequence, RTA is no longer being reimbursed for the payments it makes to its carriers for providing reduced fares. Most of these reimbursements are now funded from RTA general operating funds. For FY81, it is estimated that total program costs associated with the various reduced fare programs will account for more than $38,000,000 of total RTA operating assistance.

In addition, RTA directly reimburses so as to offset the revenue they offering reduced fares. This is $2,200,000 for FY81.

the commuter railroads forego as a result of estimated to amount to

If the State reimbursement program had been continued, it is estimated that RTA carriers would have been entitled to more than $26.1 million in elderly and student fare reimburse­ments during FY81. (During past years of the State program RTA carriers were limited to a total of $21.5 million in fare reimbursement). Since this program is no longer in effect, RTA is now providing this subsidy to the carriers.

It should also be noted that while general fares increased on the average of about 16-2/3% last November, reduced fares did not increase at all. Presently, it is estimated that 20% of all passengers ride at reduced rates. Furthermore,

- 45 -

in response to actions taken by the legislature last fall, RTA expanded the availability of student and children reduced fares to include all carriers in the region, including those not then offering reduced fares consistent with RTA's pricing policies.

H. UNIFIED WORK PROGRAM

The Unified Work Program (UWP) is the transportation plann­ing program for the six-county region of Northeastern Illinois. RTA, as principal transit planning agency for the area, participates in the development of this annual program with a number of other agencies who have varying responsibi­lities for transportation planning, including Chicago Area Transportation Study (CATS), City of Chicago, Illinois­Indiana Bi-State Commission, and Northeastern Illinois Planning Commission (NIPC). The UWP document describes all urban transportation and transportation related planning activities for the coming year, detailing specific work elements of each agency. These work elements comprise an annual regional program of $5 million of which approximately $2 million is funded by UMTA.

RTA will receive approximately $800,000 in FY81, a majority of which will be used for ongoing staff activities such as route planning, paratransit planning and service analysis, the development of the Five-Year Transit Program and the Annual Program and Budget. Updating the transit program is an annual project, and the results of other UWP funded studies provide the basis for the RTA capital and operating programs. Through this planning studies program, RTA passes funds through to local planning agencies to reimburse them for their staff efforts and input on specific subregional projects.

In addition to these continuing activities, several studies are undertaken each year which address specific issues. In FY81 one such project will address the feasibility of electrification of commuter railroads and another will develop a set of standards for the RTA Board of Directors to use as guidelines in the implementation and review of services.

In FY81 RTA will also receive an additional "pass through" to Evanston and Joliet for urban projects; this money will be used for planning the development of transportation centers in communities.

$30,000 for initiatives efforts in these two

Table 5 and 6 summarize RTA's existing transportation operating expenses and proposed operating program.

- 46 -

TABLE 5

FY81 PROFORMA TRANSPORTATION SERVICES (in thousands of dollars)

Estimated Operating Costs

Estimated Farebox and Other System Revenues

Estimated Deficit Before Public Funding

Additional Contractual Rail Payment (On-time Performance Bonus, Passenger Mile Incentive, etc.)

Suburban Bus Fuel

Provision for the Adjustment of Prior Year's Grants

Insurance on RTA Owned Rolling Stock and for Claims against RTA

For Parts, Equipment, Maintenance and Services related to Commuter Rail and Suburban Bus Service

$703,400

342,600

360,800

700

5,800

300

1,800

2,900

TOTAL TRANSPORTATION SERVICES $372,300

- 47 -

TABLE 6

FY81 PROPOSED RTA OPERATING PROGRAM (1n thousands of dollars)

A. Transportation Services (existing)

B. Service Improvements:

o Bus Service o Paratransit Service o Rail Service

Sub-Total Service Improvements

C. Additional Transportation Improvements

D. Ridership Development and Information

E. Administration

F. Unified Work Program

G. Other RTA Obligations

(State of Illinois Loan Repayment, Interest and Debt Service

TOTAL

- 48 -

$6,500 2,800 2,700

$372,300

$ 12,000

2,000

4,800

17,400

100

23,300

$431,900

The following chapter presenting the capital program, de­tails investments which must be undertaken during this five year period to provide equipment and resources necessary for the implementation of this operating program.

- 49 -

CHAPTER III - FY81-85 CAPITAL PROGRAM

A. Overview

The Five Year Capital Improvement Program for Fiscal Years FY81-85 reflects the continued investment required for maintaining, improving and expanding equipment and facili­ties necessary to operate one of the largest and most complex bus, commuter rail and rapid transit systems in the nation. The general discussion of this program has been divided into four major components:

1. the program development process - provides an outline of procedures used in formulating the program, and its relationship to general RTA goals and objectives;

2. prior capital procurements - summarizes the capital investment which have been made in the region since the establishment of RTA;

3. fiscal funding forecast - provides an overview of the anticipated capital funding levels over the next five-year period; and

4. FY81-85 capital program - presents the anticipated equipment and facilities requirements during the forthcoming five years for suburban bus, commuter rail and CTA operations.

(1) Program Development Process

The estimation and allocation of resources for capital improvement projects is one of the primary elements in RTA's annual program and budget process. Since the selection of capital projects for any particular year is generally moderated by anticipated capital funding assis­tance, as well as certain manpower and material limitations, a framework has been established by which projects meeting the general improvement guidelines for suburban bus, commuter rail and CTA operations are selected (see Appendix B for description of these equipment and facilities guidelines).

As a rule, projects for program consideration are derived from requests submitted by the transit operators, community groups and elected officials, and various RTA departments. Each project is then categorized (i.e., rolling stock, support facilities, etc.) and must satis­fy one or more of the following criteria in order to be considered in the next step of the program development process:

- 50 -

-removes or alleviates unsafe conditions for passengers and/or employees;

-provides for increased transit service levels and performance to accommodate rid­ership growth;

-maintains basic service levels and perfor­mance;

-improves reliability and performance of transit service;

-increases maintenance and efficiency of the transit network;

-increases or improves tion, convenience and services; and

security, informa­access to transit

-satisfies conditions imposed on RTA by government agencies.

Following this process, candidate projects are then further analyzed using certain general parameters to assist in selecting and phasing projects which are most critical to the preser­vation and improvement of the public transit system. These parameters are:

-short and long range operating impacts and cost savings;

-project definition, gency;

readiness and ur-

-availability of material and labor;

-present market conditions;

-ability to comply with federal/state/RTA grant administration procedures and provi­sions; and

-conformance with information ity groups, transit operators officials.

from commun­and elected

Where possible, projects are phased over several years in order to obtain the maximum benefits from the funds available. In general, projects are phased with engineering and/or material purchase in the first year of the project, and construction programmed for subsequent years.

- 51 -

It should be noted that the five-year capital improvement program is updated every year. This enables RTA to re-evaluate projects which were previously programmed as well as to review new projects or previously deferred projects. Fur­ther, lf a particular project does not receive grant approval in the year it is programmed, it will be re-considered the following year. Gen­erally it will be carried over into the next fiscal year's program and given a high priority for funding.

(2) Prior Capital Procurements

Since RTA's inception, a total of almost $800 million of capital funds have been invested in the region's public transit system (see Table 7). From FY75 through FY79, the RTA region received capital grant awards of approxi­mately $764.3 million, including over $633.9 million in federal funding and $130.4 million in state funding. Full funding of the FY80 $230 million capital program will result in over $1 billion of capital investments since FY75.

RTA has aggressively pursued State and Federal capital assistance grant funds in order to replace equipment which has exceeded its econom­ically useful life, and to enhance the suburban bus, commuter rail and CTA systems. For the suburban bus system, RTA has been awarded grants totalling approximately $40 million, resulting in the following acquisitions.:

- 381, 35-40 ft. transit buses (including RTA's recent purchase and delivery of 205 Advanced Design Buses);

- 51, 20-25 ft. paratransit buses;

- 364 passenger bus shelters;

3000 bus stop signs;

a new suburban bus two-way radio communi­cation system;

- a new suburban bus registering lection system; and

fare col-

- spare parts, service vehicles and mainte­nance equipment required for efficient maintenance of the suburban bus system.

- 52 -

Fiscal Year

FY75 FY76* FY77 FY78 FY79

TOTAL

TABLE 7 APPROVED CAPITAL FUNDS TO NE ILLINOIS (FY75 through FY79) ($000)

Source

Federal State of (UMTA) Illinois RTA Other Total

$115,386 $ 31,981 $ N/A+ $2,542 $149,909 105,820 21,050 5,673 1,627 134,170 145,627 24,512 11,169 1,511 182,819 137,075 21,547 10,988 1,734 171,344 130,056 31,349 224 -0- 161,629

$633,964 $130,439 $28,054 $7,414 $799,871 -------- -------- ------- ------ --------

* FY76 includes the FY76 Federal "Transition Quarter". In July, 1976, the Federal Fiscal Year was changed to begin October 1, rather than July 1. The Transition Quarter was the three month transition period between Federal FY76 and 77 (7/1/76 thru 9/30/76).

+ Not applicable.

- 53 -

Over the past four years RTA has commuter rail improvement grants proximately $207 million to effect projects:

been awarded totalling ap­the following

- purchase 52 new diesel powered locomo­tives;

- purchase 139 new bi-level commuter cars (including 20 cars to be leased from the Budd Company until UMTA/IDOT funds become available for purchase);

- purchase 264 bi-level commuter cars and 46 locomotives from the CNW;

- rehabilitate 248 RTA commuter cars and 22 RTA locomotive power units on equipment purchased from CNW;

- improve and renovate 103 commuter cars and 15 locomotives owned by the North West Suburban Mass Transit District and operat­ed by the MR;

- rehabilitate approximately 87 miles of right-of-way with new rail on the CNW, MR, ICG, and BN;

- replace approximately 307,000 ties on the CNW, MR, ICG and BN;

- ballast and resurface approximately 152 miles of right-of-way on the CNW, MR, ICG, and BN;

- upgrade track and improve station plat­forms on the suburban branch of the Rock Island;

- engineering for either the rehabilitation of existing stations or construction of new bus/rail facilities at West Hinsdale, Naperville, Lemont, Chicago Ridge, Berwyn­LaVergne, Tinley Park, Schaumburg, Des­Plaines, Waukegan, Homewood and Elgin; and

- undertake such other major commuter rail projects as the rebuilding of the CNW Kedzie Interlocker, rebuilding of the ICG Kensington Interlocking Plant, rehabilita­tion of the MR Fox Lake Coach Yard;

- 54 -

- rebuilding of the Rock Island Burr Oak Coach Yard; and the construction of a centralized traffic control system (CTC) on the Milwaukee Road from Union Station to Fox Lake; construction of CTC crossover at Naperville and Lisle on the BN.

Since 1977, CTA has received over $458 million in capital funds for bus and rapid transit projects. CTA has taken delivery of 200 - 40 foot buses and 20 articulated buses, and has received 200 new rapid transit cars. Further major track rehabilitation work, including on­going system-wide structure and bridge rehabili­tation program has been completed, and station and maintenance facilities at various locations have been constructed.

(3) Fiscal Funding Forecast

The development of the RTA one and five year capital programs is based, in part, on the anticipated regional levels of federal capital assistance, combined with the required state matching funds. These funding forecasts were prepared by the Chicago Area Transportation Study (CATS), as Metropolitan Planning Organiza­tion (MPO), in cooperation with members of the CATS Work Program Committee.

Federal financial assistance for capital expen­ditures is available through Sections 3 and 5 of the Urban Mass Transportation Act of 1964, as amended. The allocation and distribution of these funds, and the purposes for which they may be used are discussed in Chapter I, Section D. In general, the regional forecasts of Section 3 and Section 5 funds are based on funding levels authorized in the Surface Transportation Act of 1978, which extends through FY82 of the program period. For later years of the forecast, a growth in continuing national programs which approximates the 5% of recent years, was assum­ed. From this, the national funding level was estimated for each year. The region's annual allocation was estimated based on historical precedent and reflects Northeastern Illinois' traditional share of funds. It is worth noting that, since the regional proportion of Section 5 funds is partly a function of population (total and percent urbanized) versus that of the nation, the results of the 1980 census may result in some shifting of these funds.

- 55 -

Another source of capital funds for the region is the Transportation Energy Initiative Fund, which is part of the Windfall Profits Tax Act passed this March by Congress and recently signed by President Carter (see Chapter 1, Section D'). The regional share of these funds for the next five years was estimated by first allocating the total ten year program so that the annual figures exhibit a five percent growth rate, and then taking the region's usual share (approximately 10%) of the national program.

The regional forecast of Federal capital assis­tance for FY81-85 as prepared by CATS is pre­sented in Table 8. These amounts include the required 20% local matching funds, to be suppli­ed by !DOT.

(4) FY81-85 Capital Program

Table 9 presents the RTA Five-Year Capital Pro­gram (FY81-85) Cost Summary. This program would add over $1.9 billion to previous capital in­vestments. Of that amount, $345.8 million is programmed for FY81, excluding $25 million for the City of Chcago.

It should be noted that the program presented does not include projects which would result from complying with Section 504 of the 1973 Rehabilitation Act. Chapter V explains in de­tail the ramifications of complying with these regulations.

- 56 -

VI -...]

I

e e

TABLE 8: CAPITAL FUNDING FORECAST (million of dollars)

TOTAL EST. FY81-85 FY81 --

SECTION 3 (Discretionary) * $ 995.4 $182. 6

SECTION 5 (Tier 4-Bus Capital)* 201.4 28.4

SUB-TOTAL SECTION 3 AND 5 $1196.8 $211. 0 ------ -----

ENERGY SECURITY FUND*** 1011.0 158.4

GRAND TOTAL $2207.8 $369.4

* Includes matching local funds.

** Based on average of three legislative proposals prepared, as summarized by !DOT-DPT on March 12, 1980.

•

EST. EST FY82 FY83-85 -- --

$199.3 $ 613.5

33.9 139.1

$233.2 $ 752.6 ----- -----

173.7 678.9

$406.9 $L 431. 5

u, 00

TABLE 9: Rl'A FY81-85 CAPITAL PRJGRAM CDST SUMMARY ( $000) 0

PROJECT DESCRIPTICN

BUS PRJGRAM

lblling Stock Garage Facilities Maint./Support Equip. Turnarounds & Facilities Passenger Amentities

Total Est. Cbst Cont./l>dmin Grand, Total

Grant Total Inflated

RAIL PRJGRAM

lblling Stock Track & Structures Signal/Electric/CollU1lln. Support Fac./Fquip. Stations Other

Total Est. Cbst Cont. /l>dmin. Grand Total

Grant Total Inflated

'IOTAL EST. CDST

$ 314,255 100,730

2,540 10,430

5,450 $ 433,405

68,405 $ 501,810 --------

$ 598,115 ----------------

$ 412,403 270,610

59,447 161,923

84,158 94,000

$1,082,541 94,209

$1,176,750

$1,320,125

Grand 'Ibtal Bus & Rail $1,678 ,560

I. Grand Total Inflated Bus & Rail $1,918,240

II. City of O:iicago Capital Projects+ $ 197,210

Grand Total (I & II) $2,115,450

0

Estimates in FY81 dollars.

+ Estimates are inflated.

e

EST. FY81 CDST EST FY82 O)ST

$ 55,640 $ 52,385 21,937 23,843

710 525 1,000 2,845 1,450 800

$ 80,737 $ 80,398 14,048 12,802

$ 94,785 $ 93,200 ------ ------

$ 94,785 $102,605 ----- ------------- ------

$ 66,505 $ 89,166 58,169 67,141 13,299 17,391 43,888 29,993 18,486 22,072 30,000 4,000

$230,347 $229,763 20,653 21,272

$251,000 $251, 035 ------ -----

$251,000 $271,045 ------- -------------- -----

$345,785 $344,235

$345,785 $373,650

$ 25,000 $ 33,000

$370,785 $406,650

e

EST. FY83-85 CDST

$ 206,230 54,950

1,305 6,585 3,200

$ 272,270 41,555

$ 313, 825 ------

$ 400,725 ----------------

$ 256,732 145,300

28,757 88,042 43,600 60,000

$ 622,431 52,284

$ 674, 715 --------

$"' 798,080 -----------

$ 988,540

$1,198,805

$ 139,210

$1,338,015

•

B. RTA Bus Capital Program FY81-85 ~~~~~--'=--~~~~"""'-~~~~~

RTA's Bus Capital Program provides rolling stock, facili­ties and equipment needed to furnish quality public trans­portation in the six-county area. The program is composed of five major elements: Rolling Stock, Garage Facilities, Maintenance and Support Equipment, Bus Turnarounds and Facilities and Passenger Amenities. The RTA FY81-85 Bus Capital Program is presented in Table 10.

1. Rolling Stock

The purchase of rolling stock will provide an adequate supply of buses to replace vehicles which have exceed­ed their economically useful life and to expand the fleet to meet future ridership demands. It will also allow RTA to meet its goal of replacing vehicles now operated by suburban contract carriers.

During the five year period, RTA will purchase a total of 1810 transit buses. Of this total, 1599 will replace overage buses, 86 will replace vehicles now supplied by RTA contract carriers, and 125 will provide new or improved suburban bus services. Also, RTA will purchase 247 vehicles with which to provide paratransit service.

The FY81 Capital Program contains a total of 360 buses. Of this total, 261 will replace overage vehicles presently in the suburban (11) and CTA (250) bus fleets. These will be a mix of regular transit buses and high capacity articulated buses. In addi­tion, twenty-five new buses will be used to implement suburban service improvements and twenty-two will be used to replace school bus vehicles now being operated by RTA's suburban contract carrier. Fifty-two special service vehicles have been programmed to implement various paratransit projects in the region.

2. Garage Facilities

Garage facilities are a second major component of the capital program. During the five year period the region's bus facility program shall construct new or renovate existing garages to ensure continued main­tenance and storage capacity in the region. The improvements outlined in the capital program will result in an increase in suburban and CTA garage capacity to accommodate maintenance requirement and the projected fleet size into the mid 1990's.

- 59 -

TABLE 10: RTA FY81-85 BUS CAPITAL PROGRAM ($000) 0

COUNTY SERVICE AREA PROJECT DESCRIPTION AFFECTED OR CARRIER TOTAL EST, COST EST, FY81 COST EST, FY82 COST EST, FY83-85 COST

ROLLING STOCK:

Replace 11 Overage Buses C,D suburban $ 1,265 $ 1,265(c) $ -o- $ -o-Replace 22 Contract Buses C,D,W suburban 3, 190 3, 190(c) -0- -0-Replace 250 Overage Buses c CTA 43,000 43,000(c) -0- -0-Retrofit 1,000 Buses c CTA 1,840 1,080(m/c) 760(m/c) -o-Purchase 25 New S;orvice Buses C,D,K,L,W SU bur ban 3,625 3,625(c) -0- -0-Purchase 52 Paratransit Vehicles C,D,K,L,M,W suburban 3, 480 3,480(c) -o- -0-

Replace 338 Overage Buses C,D,K,L,M,W suburban 49,010· -0- -o- 49,010(c) Replace 1,000 Overage Buses c CTA 172, 000 -o- 43,000(c) 129,000(c) Replace 64 Contract Buses C,D,K,L suburban 9,280 -o- 2,320(c) 6,960(c)

Purchase 100 New 9'!rvice Buses C,D,K,L,M,W SU bur ban 14,500 -o- 3,625(c) 10,875(c)

Purchase 95 Paratransit Vehicles C,D,K,L,M,W suburban 13,065 -o- 2,680(c) 10,385(c)

SUB-TOTAL $314,255 $ 55,640 $ 52,385 $206,230

------- ---

GARAGE FACILITIES:

New Garage (95th/Stony Island) c CTA $ 18,085 $ 9,042(c) $ 9,043(c) ~ -o-O'I Renov, Garage (Archer) c CTA 1,500 1,500(c) -0- -0-0 New Garage (North Ave,) c CTA 26,000 2,000(e) -o- 24,000(c)

New Salt storage Enclosures (Beverly & North Park) c CTA 300 300(c) -0- -0-

Re-roof Electrobay (West Shops) c CTA 500 SOO(c) -0- -o-Waste Water Control Program c CTA 6,000 2,000(c) 2,000(c) 2,000(c)

Garage Lighting (Beverly, Forest Glen, 77th) c CTA 720 720(c) -0- -0-

New Garage (Elgin) K*,c,D,M EOOT 2,500 2,500(c) -o- -o-New Satellite Fae, ( S, Cook) c* ,w sssw 2,100 2, 100(c) -o- -o-New Si tel lite Fae, (NW Cook) c*,L NORTRAN 7,200 600(e) 6,600(c) -o-New Garage (N, Cook) c Wilbus 675 675(e/c) -0- -o-

Renov, Garages c CTA 11,000 -o- 3,000(e/c) 8,000(e/c)

New Sl.tellite Fae. D,W SU bur ban 5,250 -o- -o- 5,250(e/c)

New Garages C,D,K,L SU bur ban 13,550 -o- 3, 200(e/c) 10,350(e/c)

Central Maintenance Fae, C,D,K,L,M,W suburban 5,350 -o- -o- 5,350(e/c)

SUB-TOTAL $100,730 $ 21,937 $ 23,843 $ 54,950

------- -----

Footnotes appear on following page,

e e e

°' t-,J

e e e TABLE 10: RTA FY81-85 BUS CAPITAL PROGRAM (CONTINUED)

COUNTY SERVICE AREA PROJECT DESCRIPTION AFFECTED OR CARRIER TOTAL EST. COST EST. FY81 COST EST. FY82 COST EST. FY83-85 COST

MAINTENANCE/SUPPORT EQUIP.: C,D,K,L,M,W SU bur ban $ 2,540 $ 710(c) $ 525(c) $ 1,305(c)

TURNAROUNDS & FACILITIES:

New TUrnaround (Clark/Ashland) c CTA $ 250 $ 250(c) $ -o- $ -o-New Tll.rnaround (various locations) c CTA 1, 125 25(e) 275(e/c) 825(e/c) Rehab. Employee Fae. (various locations) c CTA 580 20(e) 140(e/c) 420(e/c) Rehab. 'I\lrnarounds (various locations) c CTA 1, 400 280(c) 280(c) 840(c) Central Area Oper. Imp. c CTA 1, 775 125(e) 1,650(c) -o-New TUrnaround (Loyola) c CTA 300 300(e/c) -o- -o-

New Tll.rnarounds C,D,K,L,W suburban 3,000 -o- -o- 3,000(e/c) New TUrnarounds c CTA 2,000 -o- ~(e/c) ~(e/c)

SUB-TOTAL $ 10,430 $ 1,000 $ 2,845 $ 6, 585 ----

PASSENGER AMENITIES:

Bus Stop Signs c CTA 1, 100 300(m/c) -o- 800(m/c)

Bus Stop Signs C,D,K,L,M,W Suburban 2,000 400(m/c) 400(m/c) 1,200(m/c)

Passenger Shelters c CTA 350 350(m/c) -o- -o-Passenger Shelters C,D,K,L,M,W Suburban 2,000 ~(m/c) ~(m/c) ~(m/c)

SUB-TOTAL $ 5,450 $ 1, 450 $ 800 $ 3,200 ------- ----- ------ -----

TOTAL EST. COST $433,405 $80,737 $ 80,398 $272,270

Cont./Admin. 68,405 14,048 12,802 41,555

GRAND TOTAL $501,810 $94,785 $ 93,200 $313,825

GRAND TOTAL INFLATED $598,115 $94,785 $102,605 $400,725

Estimates in FY81 dollars. * Denotes area of construction only.

County Abbreviations: C(Cook), D(DuPage), K(Kane), L(Lake), M(McHenry), W(Will). Carrier Abbreviations: EDOT (Elgin Department of Transportation), SSSW (South Suburban Safeway), NORTRAN (North Suburban Mass Transit District), CTA (Chicago Transit Authority). Project Activity Abbreviations: e(Engineering), c(Construction or Delivery), m(Material)

In FY81, the following suburban bus garage improve­ments are included in the proposed program:

Elgin - A new bus facility to replace the outgrown existing City of Elgin bus garage.

South Suburban Safeway - A satellite bus facility with the capacity for approximately fifty buses.

NORTRAN - A NORTRAN satellite facility in Northern Cook County (engineering).

Wilmette - Additional enclosed storage and an improved maintenance and servicing area for Wilmette's Wilbus System.

For the remaining four years of the program period, the following improvements are scheduled: construc­tion of the new NORTRAN satellite garage; site acqui­sition and engineering for a new garage serving South Cook County; and expansion of the Aurora and Highland Park facilities are programmed in FY82. During the last three years, the construction of the new South Cook facility, a satellite garage in DuPage County, and a Central Maintenance Facility are programmed.

For the CTA system, a long-range program to upgrade and/or replace CTA bus shops and garages has been implemented in order to continue providing reliable and cost-efficient bus service. This program will continue into the five year programming period.

For FY81, the bus garage facilities program includes funds for:

95th Street and Stoney Island Avenue - the first year of construction for a new bus garage which will replace the 52nd Street garage (money for land acquisition and engineering was in the FY80 Program);

Archer Avenue - garage rehabilitation;

North Avenue - engineering garage construction;

Beverly - yard lighting and salt storage enclo­sures;

Forest Glen - yard lighting;

77th Street - yard lighting; and

North Park - salt storage enclosures.

- 62 -

Also, a program to install improved waste water control systems at several locations will commence in FY81.

In FY82, th'e program includes funds to continue the 95th and Stoney Island garage construction, general improvements at bus maintenance facilities, and con­tinuation of waste water control systems. In the latter three years of the program period, construction funds for the North Avenue garage and general improve­ments to bus maintenance facilities are programmed.

3. Maintenance and Support Equipment

The category of maintenance and support equipment includes such necessary items as hoists, bus washers, support vehicles, and other tools and equipment. Also in this category is radio equipment such as base stations, repeaters and transmitter towers required to support various paratransit projects.

4. Bus Turnarounds and Facilities

This program category primarily provides funds for the construction of bus turnarounds and employee washroom facilities at the ends of routes or at layover points. In FY81, the following projects are scheduled for CTA:

o construct new turnarounds at Loyola, Clark and Ashland;

o upgrade existing turnarounds and employee facilities at various locations; and

o install items such as signal improvements and signs which will result in central area operational improvements in conjunction with the State Street Mall, and the east-west contra-flow bus lanes.

The continuation of these projects, as well as a south loop off-street bus lay-over area, and facilities at a new bus terminal in the IC air rights development east of Michigan Avenue are programmed for the CTA system in FY82-85. Suburban bus turnarounds and employee

- 63 -

facilities are programmed in the later three years of the five year program.

5. Passenger Amenities

Passenger Amenities for the bus system include bus stop signs and passenger shelters. RTA will install 100 bus shelters and 2000 bus stop signs on the suburban bus system annually throughout the five-year period. The 500 shelter and 10,000 sign locations will be determined by boarding passenger volumes, service frequency, activity centers, and stops fre­quently used by elderly passengers. An additional $1.4 million has been programmed to enable CTA to continue with the installation of bus stop signs at all bus stops in the CTA service area.

RTA Rail Capital Program FY81-85

The RTA Rail Capital Program provides funds for rolling stock, stations, right-of-way and support facilities re­quired to maintain and improve the commuter rail and rapid transit systems. It consists of five major investment categories: Rolling Stock, Track and Structures, Signal/ Electrical/Communications, Support Facilities and Equip­ment, and Stations. The RTA FY81-85 Commuter Rail/Rapid Transit Capital Program is shown in Table 11.

1. Rolling Stock

a. Commuter Rail

The FY81-85 commuter rail rolling stock program has been developed to satisfy existing and future ridership demand on all commuter rail lines in the six-county region. Based on anticipated ridership growth on each rail line, equipment is ordered to expand capacity of the rail system. Also, older existing equipment is scheduled for rehabilitation whenever necessary. In order to provide greater flexibility in assigning cars to railroads, to minimize total regional fleet requirements, and to benefit from the cost-efficiency of large scale purchasing, the rolling stock program is a regional one.

- 64 -

e e e TABLE 11: RTA FY81-85 COMMUTER RAIL/RAPID TRANSIT CAPITAL PROGRAM ($000) 0

TOTAL COUNTY ESTIMATED ESTIMATED ESTIMATED ESTIMATED

PROJECT DESCRIPTION AFFECTED CARRIER COST FY81 COST FY82 COST FY83-85 COST

ROLLING STOCK:

Rehab. 276 Commuter Cars C,D,K,L,M CNW,MR $ 8,909 $ 6,769(m/c) $ 2,140(m/c) -0-Retrofit 186 Commuter Cars C,D,K,L,W MR,ICG 3,830 1,416(m/c) 1,557(m/c) 857(m/c) Rehab./Retrofit RT Cars c CTA 5,546 4,546(m/c) 600(m/c) 400(m/c) Purchase 96 New Commuter Cars C,D,K,L,M,W, CNW,BN,MR,RI 78,100 13,500(c) 16,150(c) 48,450(c) Purchase 300 New RT Cars c CTA 85;000 40,000(c) 45,000(c) -0-Rehab, 15 Locomotives C,D,K,L MR 4,518 274(e/m) l,719(m/c) 2,525(m/c) Purchase 18 Locomotives C,D,K,L,M CNW 18,000 ** 18,000(c) -0-

Purchase/Rehab, 30 Cars c,w RI 9,000 -o- 4,000 5,000 Purchase 77 New Commuter Cars C,D,K,L,M,W ICG (GMO) I

CNW,MR,BN, RI, 42,500 -0- -o- 42,500(c) Purchase 300 New RT c CTA 150,000 -o- -o- 150,000(c) Purchase 7 New Locomotives C,D,K,L,W MR,BN,RI 7,000 -o- ** ---2..!_000(c) ---

SUB-TOTAL $412,403 $66,505 $89,166 $256,732 -------I

°' U1

I TRACK & STRUCTURES:

Tie/Ballast Renewal Program C,D,K,L,M CNW $ 10,625 $ 2,365(m/c) $ 2,365(m/c) $ 6,895(m/c) Rail Renewal Program C,D,K,L,M CNW 27,964 4,972(m/c) 5,879(m/c) 19, 113(m/c) Rail/TUrnouts (Kenton & Vale) c*,D,K,L,M CNW 495 330(m) 165(c) -0-Kedzie Interlocker c* ,D,K CNW 500 500(c) -o- -0-"NI 11 Interlocker D*,c,K CNW 200 200(c) -o- -0-Mayfair Interlocker c* ,L,M CNW 1, 125 800(m) 325(c) -0-Insulated Joints C,D,K,L,M CNW 432 144(c) 144(c) 144(c) Platform Undercutting & Sloulder

Cleaning C,D,K,L,M CNW 1, 935 387(m/c) 387(m/c) 1, 161(m/c) Tie/Ballast Renewal Program c,w !CG 5,334 414(m/c) -o- 5,920(m/c) Rail Renewal c,w ICG 7,011 l,500(c) 3,4ll(m/c) 3, 1 OO(c) Track Changes (Monroe - 11th) c*,w ICG 358 358(c) -o- -0-Rail/TUrnouts (S, Water - Randolph,

11th - 29th, 5lst - 64th) c*,w ICG 2,243 :,243(c) -o- -0-Kensington Interlocker c*,w ICG 2,500 2,500(m/c) -o- -o-Harvey Crossover c* ,w ICG 506 506(c) -0- -0-Riverdale Crossover c*,w ICG 696 418(m) 278(c) -o-Undercut 119th st , Bridge c* ,w ICG 28 28(m/c) -o- -o-Randolph Interlocker c* ,w ICG 1, 725 1, OOO(m) 725(c) -o-

Footnotes appear on last page of Table 11,

TABLE 11: RTA FY81-85 COMMUTER RAIL/RAPID TRANSIT CAPITAL PROGRAM (Cont'd.)

TOTAL COUNTY ESTIMATED ESTIMATED ESTIMATED ESTIMATED

PROJECT DESCRIPTION AFFECTED CARRIER COST FY81 COST FY82 COST FY83-85 COST

TRACK & STRUCTURES (Cont'd L:

ROW Rehab. (Harrison-Taylor) c*,w RI $ 1, 988 $ 1,491(m/c) $ 497(c) $ -0-ROW Rehab. (TKS 3/4/5) c,w RI 8,334 4,637(m/c) 1,546(m/c) 3, 151(m/c) ROW Rehab. ( 16th, 18-24th) c*,w RI 956 717(m/c) 239(c) -0-Polk st. Interlocker c*,w RI 1,386 832(e/m) 554(c) -o-16th st. Interlocker c*,w RI 804 483(e/m) 321 (c) -0-Root st. Interlocker c* ,w RI 1, 452 872(e/m) 580(c) -o-Realign Gresham & 87-90th c*,w RI 800 536(m) 264(c) -0-ROW Rehab. (Union Ave.) c*,o,K BN 4,750 3,700(m) 1,050(c) -o-Naperville/Lisle Crossovers o*,c,K BN 650 650(c) -o- -0-Rail Renewal Program C,D,K,L MR 31,338 4, 134(c) 1,724(m) 27,480(m/c) Crossover (Tower A-5) c*,D,K MR 175 90(m) 85(c) -o-3rd Main/CTC C,D,K,L MR 750 750(m/c) -o- -0-structure Rehab. (Englewood, Jackson Pk.) c CTA 9,900 1, 100(m/c) 1, 500(m/c) 7,300(m/c) Cross Girder Flange Angles (Rav.) c CTA 550 550(m/c) -o- -o-Track stringer Flange Angles ( NSML,

SS1L, Rav.) c CTA 8,400 3, 150(m/c) 3,200(m/c) 2,050(m/c) Flange Angles (Lake) c CTA 2,200 1,200(m/c) 1,000(m/c) -0-

O'I Platform structure Rehab. c CTA 1, 100 500(m/c) 600(m/c) -o-O'I Col. & Connecting Angles c CTA 2,000 400(m/c) 400(m/c) 1,200(m/c)

Concrete structures c CTA 1,000 500(m/c) 500(m/c) -o-TK. Renewal ( Evanston, NSML, Rav.,

Lake, Jackson Pk.) c CTA 20,382 6, 232( m/c) 3,550(m/c) 10,600(m/c) Curve Renewal c CTA 2,500 900(m/c) 900(m/c) 7DO(m/c) Tangent Track Renewal c CTA 2,500 500(m/C) 500(m/c) 1,500(m/c) Special Track Renewal c CTA 3,750 1,000(m/c) 1,000(m/c) 1,750(m/c) Footwalk Renewal c CTA 2,000 400(m/c) 400(m/c) 1,200(m/c) Contact Rail (Skokie, Englewood) c CTA 5,800 2,080(m/c) 1,870(m/c) 1,850(m/c) Tie Replacement (Dan Ryan) c CTA 10,500 2, 100(m/c) 2, 100(m/c) 6, 300 ( m/c)

ROW Rehab. ( s. Chgo. & Blue Is.) c ICG 5,500 -0- 2,300(c) 3,200(m/c) Olympia Fields Crossover c*,w ICG 636 -o- 382(m) 254(c) Embankment stabilization c !CG 111 -o- 46(m/c) 65(m/c) ROW Rehab. (EBM/WBM) c,w RI 15,963 -o- 9,855(m/c) 6, 108(m/c) .Renov. Interlockers c,w RI 3,736 -0- 739(m) 2,997(m/c) New Crossovers c,w RI 936 -o- 500(m) 436(m/c) Rail Grinding c,w RI 240 -o- -0- 240(c) ROW Rehab (TKS 1/2/3) c*,o,K BN 4,345 -o- -o- 4,345(m/c) Tie/Ballast Renewal C,D,K,L MR 16,918 -o- 5,540(m/c) 11,378(m/c) Renov. Interlockers c*,o,K,L,M CNW 6,000 -o- 3,000(e/m) 3, OOO(m/c) Structure Rehab. (Milwaukee) c CTA 2,000 -o- 1,000(m/c) 1,000(m/c) subway Portal Renewal c CTA 1,425 -0- 925(m/c) 500(m/c) TK. Renewal (Douglas, state st.,

Skokie) c CTA 6,210 -o- 1, 710(m/c) 4, SOO(m/c) Contact Rail (Douglas, Jackson Pk.,

Raven., Evanston) c CTA 8,950 -o- 3,085(m) 5,865(c)

SUB-TOTAL $270,610 $58,169 $67,141 $145,300 ------- ------ ------ -------- e e

e e e TABLE 11: RTA FY81-85 COMMUTER RAIL/RAPID TRANSIT CAPITAL PROGRAM (Cont'd)

TOTAL COUNTY ESTIMATED ESTIMATED ESTIMATED ESTIMATED

PROJECT DESCRIPTION AFFECTED CARRIER COST FY81 COST FY82 COST FY83-85 COST

SIGNAL/ELECTRIC/COMMUNICATION:

Switch Heaters/Mach. Prog. C,D,K,L,M,W CNW,ICG,MR,BN $ 1, 729 $ 1,541(m/c) $ 58(c) $ 130(m/c) Switch & Trip Heaters Prog. c CTA 700 300(m/c) 300(m/c) 100(m/c) Replace Main Line Me sgr. c*,w ICG 6,321 2, 161(m/c) 1,025(m/c) 3, 135(m/c) Replace Primary AC System t*,w ICG 1, 220 100(e/m) 280(m/c) 840(m/c) Replace Aerial Cable c*,w ICG/CNW 1,656 931(m) 527(c) 198(m/c) Rehab. Tie Station Circuits c*,w !CG 1,500 1,500(c) -o- -o-Ventilate Transformer Vault (Randolph) c !CG 11 11(c) -o- -o-Relay Signal (64-67, Kens.-Homewood) c* ,w ICG 3,010 1,010(m/c) 2,000(c) -o-Upgrade PAL. Cameras & Computers c,w ICG 310 280(m) 30(c) -o-Comm. Ed Service (Park Forest So.) w* ,C ICG 4 4(c) -o- -o-AC Feeder (Rand.-Van Buren) C* ,W ICG 118 118(M/C) -o- -o-Interlocking (Polk st. Tower, Blue Is.) C* ,W RI 1,509 980(m/c) 529(c) -o: CTC (TK 4/5, 119th St.) C*,W RI 1, 153 245(e/m) 302(m/c) 606(m/c) Reverse Signalling C*,W RI 346 346(c) -o- -o-Interlocking (Tower B-12) D*,C,K MR 435 435(m/c) -o- -o-CTC (North & West Lines) C,D,K,L MR 3,480 348(e/m) 1,160(m/c) 1, 972(m/c) Install 24 Hr. Data Unit C,D,K,L MR 93 93(m/c) -o- -o-Install Microwave (Olgo Ave.,

Mayfair-Rav.) c CNW 536 486(m) 50(c) -o-Replace Batteries/Rectifiers (Olgo. Div.) C*,D*,L,K,M CNW 250 100(m/c) 50(m/c) 100(m/c)

°' Replace Semifare Signals C*,L*,M CNW 230 230(m/c) -o- -o--..J

I Bi-Directional Cab Signals (18-59,

Fullerton-Jeff. Park) c CTA 1, 650 450(e/m) 1,200(m/c) -o-Crossover Interlocking (95th, Harlem/

Lake) c CTA 1,700 100(e) 1,600(m/c) -o-Signal Maintenance Fae. c CTA 120 120(c) -o- -o-Enclosures (Lake, Dan Ryan, WNW) c CTA 60 60(c) -0- -o-Substation System Improvements c CTA 3,880 700(e/m) 3,000(m/c) 180(c) Tiebreaker Program c CTA 8,570 70(e) 1, 500(m) 7,000(m/c) Cable Renewal Program c CTA 960 430(m/c) 270(m/c) 260(m/c) Paging System c CTA 50 50(m/c) -o- -0-Upgrade Telephone Cable c CTA 200 100(m/c) 50(m/c) 50(m/c)

Emergency crossovers (Lake, Congress) c CTA 1,060 -o- 60(e) 1,000(m/c) Traffic Control c CTA 3,500 -o- 100(e) 3,400(m/c) Radio Comm. System Upgrade c CTA 400 -o- 100(m/c) 300(m/c) Modify crossover Switches c CTA 300 -o- -o- 300(m/c) Sub & Tie Station Supervisory System C*,W !CG 1, 431 -o- 859(e/m) 572(c) AC/DC Feeder (&lb-Stations) c*,w !CG 1, 728 -o- -o- 1, 728(e/m/c) Power Interlocker Control c*,w !CG 1, 3(10 -o- -o- 1,300(e/m/c) Upgrade Signals & standby Electric c,w !CG 934 -o- 604(m/c) 330(m/c) Upgrade Transformer Vault & AC Power

Switch c* ,w !CG 134 -o- 75(m/c) 59(m/c) Replace Signal Circuits c*,w RI 1, 584 -o- -o- 1,584(m/c) Replace Switch Interlocking &

Signal Fae. c* ,w RI 1, 744 -o- 881(e/m) 863(m/c) Relocate/Replace CTC Mach. c*,w RI 276 -o- 166(e/m) 110(c) Dual Highspeed CTC crossovers c* ,D,K MR 1,972 -o- -o- 1,972(m/c) Electrical/Comm. Sipport Equip. C,D,K,L MR 348 -o- 70(m/c) 278(m/c) Install Relay (Deval) c*,L,M CNW 935 -o- ~(ml 390(c)

SUB-TOTAL $ 59,447 $13,299 $17,391 $ 28,757

TABLE 11: RTA FY81-85 COMMUTER RAIL/RAPID TRANSIT CAPITAL PROGRAM (Cont'd.) TOTAL

COUNTY ESTIMATED ESTIMATED ESTIMATED ESTIMATED PROJECT DESCRIPTION AFFECTED CARRIER COST FY81 COST FY82 COST FY83-85 COST

SUPPORT FACILITIES & EQUIPMENT:

New West Coach Yard K*,o,c MR $ 7,890 $ 3,495(c) $ 4,395(c) $ -o-New Fox Lake Coach Yard L*,c MR 2,556 2,556(c) -o- -o-New Car/Lcco. Fae. c*D,K,L,M CNW 17,750 750(e) 3,500(c) 13,500(c) Renov. 14th st. Yard c*o,K BN 12,500 500(e) 4,500(c) 7,500(c) Renov. Kimball Yard c CTA 10,000 10,000(c) -o- -0-Yard Pollution Control C,D,K,L,M CNW 948 569(c) 379(c) -o-Yard Security Lgts C,D,K,L;-M CNW 85 30(c) 20(c) 35(c) TK. Work at Yards C,D,K,L,M CNW 3,738 922(m) 1,104(c/m) 1,712(c/m) New Welfare Bldg. (W. Chgo.) D CNW 310 310(c) -o- $ -o-Misc. Improvements (M19A & Cal. Ave.) c*,D,K,L,M CNW 570 570(c) -o- -o-Replace standby Power (Yds.) C,D,K,L,M CNW 225 130(m) 40(c) 55(c) Consolidate s. End Cat. Fae.' c*,w ICG 306 306(c) -o- -o-Track Maintenance Fae. c CTA 1,000 1,000(c) -o- -o-Renov. Storerooms (48, West Slop,

South Slop) c CTA 8,800 6,300(c) 300(c) 2,200(c) TK. Work (54th, 61st, Englewood Yds.) c CTA 7,500 4,915(m/c) 2,585(m/c) -o-Shop Track Pans (Chgo.) c CNW 260 260(c) -o- -o-Pit Drainage & Oil Pans (14th & Aurora Yds.) C,K BN 606 606(c) -o- -o-Cab Signal Console C,D,K BN 23 23(c) -o- -o-Tower & Motor cars c,w ICG 611 61 l(c) -o- -o-Bill Validation system c,w ICG 150 150(c) -o- -o-

O'I Relay Matteson Yard C*,W ICG 370 370(c) -o- -o-00 Support Equipnent c,w ICG 86 86(c) -o- -o-

support Equipnent c,w RI 634 634(c) -0- -o-Data Processing Equipnent c CTA 14, 830 4, 130(c) 2,700(c) 8,000(c) Replace Tools c CTA 5,050 2, 770(c) 570(c) 1, 710(c) Service Vehicles c CTA 3, 175 1, 175(c) 500(c) 1,SOO(c) Revenue Control Equipnent c CTA 3, 720 420(c) 1,400(c) 1, 900(c) Support Equipnent c CTA 1, 100 300(c) 200(c) 600(c)

Renov. Yds, (LaSalle & 47th st,) C*,W RI 12,000 -o- -o- 12,000(e/c) Wheel Truing Machine C*,D,K,L,M CNW 2,500 -o- 800(m) 1,700(c) RT Yard & Maint. Imp, c CTA 22,000 -0- -0- 22,000(e/c) West Shops Renewal c CTA 10,000 -o- 5,000(c) 5,000(c) Misc, Rail Fae, Imp, c CTA 8,000 -o- 2,000(c) 6,000(c) Structure Imp, (Wilson & 61st Yds,) c CTA 2,630 -o- -o- 2,630(c)

SUB-TOTAL $161,923 $43,888 $29,993 $ 88,042 ------- ------ ---

STATIONS:

Misc. Station Rehab, C,D,K,L,M CNW $ 1, 428 $ 928(e/c) $ 34(e/c) $ 466(e/c) Misc. Station Rehab, C,O,K,L, MR 919 219(e/c) 116(e/c) 584(e/c) Misc, station Rehab, c,w RI 1,811 1,209(e/c) -0- 602(e/c) Renov. Slbway station c CTA 3,200 1, 600(c) 1,600(c) -o-Station canopy Fenewal c CTA 500 200(c) -o- 300(c) Rehab, station Escalators c CTA 1,200 400(e/c) 200(e/c). 600 ( e/c) Platform Deck Fenewal c CTA 2,000 400(e/c) 400(e/c) 1,200(e/c) Station Lgt, Imp. c CTA 5,000 1,000(e/c) 1,000(e/c) 3,000(e/c) Station Platform Renewal c CTA 37,500 1,5,00(e/c) 9,000(e/c) 27, 000( e/c)

e e e

O'I

'° I

e e TABLE 11: RTA FY81-85 COMMUTER RAIL/RAPID TRA.~SIT CAPITAL PROGRAM (Cont'd.)

TOTAL COUNTY ESTIMATED ESTIMATED ESTIMATED ESTIMATED

PROJECT DESCRIPTION AFFECTED CARRIER COST FY81 COST FY82 COST FY83-85 COST

STATIONS: (Cont.)

Agent Booth Security c CTA $ 7,950 $ 2,000(e/c) $ 2,000(e/c) $ 3,950(e/c) RT Station Graphics c CTA 2,300 500(c) 500(c) 1,300(c) Rail Terminal Renov. (CUS, CNW, CNW,NW,BN,

LaSalle, Rand., van Buren) C,D,K,L,M,W RI,ICG,MR 13,933 4,143(e/c) 5,430(e/c) 4,360(e/c) New station ( Berwyn/La Vergne) c BN 403 403(c) -o- -o-New station ( Flossmoor & 211th St.) c ICG 1, 900 1,900(c) -o- -o-New station (Glenn) c ICG(GMO) 400 50(e) 350(c) -o-New station ( w.Chgo., N. Chgo.

& cary) D,C,M CNW 1,926 599(e/c) 1,327(c) -o-New Station (oak Lawn) c NW 132 17(e) 115(c) -o-Rehab. station (Homewood) c ICG 250 250( c) -o- -o-Rehab. station ( Davis st.) c CNW 737 737(c) -o- -o-Rehab. station ( Lockport) w ICG(GMO) 200 200(c) -o- -0-Rehab. station ( oak Forest) c RI 231 231(e/c) -o- -0-Rehab. station (95th, 99th & 103rd) c RI 238 -0- -o- 238(e/c)

SUB-TOTAL $ 84, 158 $ 18,486 $ 22, 072 $ 43,600 ------ ------ ------ ---OTHER:

Bus/Rail Acquisition $ 80,000 $ 30,000 $ 4,000 $ 46,000

System Expansion Project 14,000 -o- -0- 14,000

SUB-TOTAL $ 94,000 $ 30,000 $ 4,000 $ 60,000 -------TOTAL ESTIMATED COST $1,082,541 $230 I 347 $229,763 $622,431

Cont./Admin. 94,209 20,653 21,272 ~284

GRAND TOTAL $1, 176, 750 $251,000 $251,035 $674,715

GRAND TOTAL INFLATED $.1.JJ20,125 $251,000 $271,045 $798,08~

Estimates in FY81 dollars

* Denotes area of construction only. ** Purchase of equipnent will be programmed for year identified with no funds required.

County Abbreviations: C(Cook), D(DuPage), K(Kane), L(Lake), M(McHenry), W(Will). Carrier Abbreviations: CNW(Chicago & NorthWestern), BN(Burlington Northern), RI(Rock Island), MR(Milwaukee Road), (ICG(Illinois Central Gulf), NW(Norfolk & Western), CTA(Chicago Transit Authority) Project Activity Abbreviations: e(Engineering), c(Construction or Delivery), m(Material)

e

For programming purposes, it is necessary to make certain assumptions regarding lead times for pro­curement of both locomotives and cars. Based on past experience, lead times of three and two years are assumed for cars and locomotives, respective­ly. That is, cars programmed in FY81 and locomo­tives . in FY82 represent anticipated equipment needs for 1984. For cars programmed in FY82-85, a shorter lead time was assumed since these cars will most likely be added to the original order on an option basis.

The commuter rail rolling stock program consists of three basic categories: equipment rehabilita­tion, equipment replacement, and fleet expansion vehicles. The rolling stock program is described in detail below and summarized in the following table.

TABLE 12: RTA COMMUTER RAIL ROLLING STOCK PROGRAM FY81-FY85

FY81 FY82 FY83

Commuter Cars

Rehabilitation 462(2) 30 -0-

Expansion 20(1)+76(3) -0- 25

Locomotives

Rehabilitation 15(2) -0- -0-

Replacement 18(3) -0- -0-

Expansion -0- 7 -0-

(1) 20 cars presently being leased from Budd to be purchased in FY81.

(2) Dollar amounts for these rehabilitation projects are being phased over a number of years since not.all rehabilitation projects programmed in FY81 will be com­pleted that year.

(3) Purchase 0f 76 new bi-level cars and 18 locomotiv~s will appear in the FY81 Capital Program with no funding required for that year.

- 70 -

FY84 FY85

-0- -0-

25 27

-0- -0-

-0- -0-

-o- -0-

i. Equipment Rehabilitation

The FY81 Program includes rehabilitation of 462 cars and 15 locomotives. Because all projects will not be completed in 1981, funds commensurate with anticipated annual expenditures have been phased over a number of years. Included in this item are 216 RTA/CWN cars, 162 MR cars and 84 !CG cars.

ii. Equipment Replacement

No commuter cars are scheduled for replace­ment during this five year period. In FY81, 18 locomotives on the Chicago and North­Western have been programmed for replace­ment. These, combined with 22 locomotives scheduled for delivery in 1981, will fully update the region's locomotive fleet.

iii. Fleet Expansion

The expansion portion of the rail rolling stock program has been developed to satisfy estimated future demand on the existing rail lines of the region. Future ridership pro­jections have been made for 1980 and 1990 for each commuter railroad in the region, based on historic ridership trends, antici­pated population and employment, and exist­ing ridership levels. These forecasts, along with actual 1979 ridership, are shown in Table 4 of Chapter 2. Overall commuter rail ridership for the region is anticipated to increase at an annual rate of appro­ximately 3.2%.

Expansion vehicles included in the FY81-85 Program are based on these ridership projec­tions and to maintain a sufficient spare fleet for both service and maintenance pro­tection.

b. Rapid Transit

The primary emphasis of the RTA FY81-85 rapid transit rolling stock program is to upgrade the CTA rapid transit car fleet by replacing vehicles which have exceeded their economically useful life and rehabilitating cars in the fleet in order to extend their service life.

- 71 -

The phased purchase of 300 rapid transit cars was programmed beginning in FY78. Funds to complete this procurement have been programmed in the early years of the five year period. In addition, funds have been programmed in later years for an add-on option to purchase an additional 300 cars. This would permit RTA/CTA replacement of the remaining vehicles in the rapid transit fleet which have exceeded their economically useful life.

Rapid transit car rehabilitation is programmed for fiscal years '81, '82 and '83. The projects programmed include the updating and/or moderni­zation of rapid transit car components such as truck frames and cab signal equipment.

It should bilitation necessary the rapid pleted.

2. Stations

be noted that the purchase and reha­of these vehicles will provide the equipment for service expansion once transit extension to O'Hare is com-

The objective of the FY81-85 commuter rail/rapid transit station program is threefold: 1) to provide funding for the improvement and rehabilitation of existing stations; 2) to construct new stations where warranted; and 3) to consolidate stations when it is desirable from transportation, land use, social and financial perspectives. The development of the sta­tion program was based on a number of considerations, including passenger safety, security and convenience; consistency with local development plans; and poten­tial for improved operating efficiencies.

The proposed FY81 station program for commuter rail stations includes the continuation of regional plat­form and lighting improvements to insure passenger safety, security, and convenience. Phased terminal improvements continue at the Chicago and NorthWestern, Union, LaSalle Street, Randolph Street, and Van Buren Stations.

Previously programmed station projects receiving addi­tional funds in FY81 include major rehabilitation at Homewood and Davis Street; new station construction at West Chicago, Berwyn/ Lavergne, 2llth Street and Flossmoor. Major station rehabilitation at Lockport and Oak Forest is also programmed, as is engineering and design work for new stations at North Chicago, Cary, Glenn and Oak Lawn.

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TABLE 13: RTA FY81-85 COMMUTER RAIL STATION PROGRAM

Fiscal Year 1981

Station Platform Extensions/Improvements and Trackwork:

CNW - Central Street, Winnetka, Glencoe, Fort Sheridan, Lake Forest, Arlington Heights, Villa Park and Geneva.

MR - Libertyville and Roselle.

RI - Midlothian and Tinley Park.

Station Lighting Improvements:

CNW - Norwood Park, Bellwood, Harvard and Geneva. MR - Lake Forest, Wilson Road, Galewood, Mars and

Mont Clare.

Miscellaneous Station Rehabilitation:

CNW - Clybourn, Indian Hill, Irving Park and Oak Park. MR - Round Lake and Western Avenue

Major Station Rehabilitation:

CNW - Davis Street ICG - Homewood (Phase II) and Lockport (GMO).

RI - Oak Forest.

New Stations:

CNW - North Chicago (Phase I), Cary (Phase I), and West Chicago (Phase II)

NW - Oak Lawn (Phase I) ICG - 2llth Street (Phase II), Flossmoor (Phase II),

Glenn (GMO-Phase I). BN - Berwyn/Lavergne (Phase II)

Terminal Improvements:

CUS (Phase II), LaSalle Street (Phase II), CNW (Phase II), Randolph Street (Phase II), and Van Buren (Phase I I) •

- 73 -

RTA FY81-85 COMMUTER RAIL STATION PROGRAM (Cont'd)

Fiscal Year 1982-85

Station Platform Extensions/Improvements and Trackwork:

CNW - Hubbard Woods, Edison Park, Dee Road, Cumberland, Lombard and College Avenue.

MR - Northbrook, Bensenville, Elmwood Park, Franklin Park, Itasca, Hanover Park and Bartlett.

RI - Tinley Park (80th Avenue), Mokena and New Lenox.

Station Lighting Improvements:

CNW - Rogers Park and Lake Bluff MR - Long Lake RI - Robbins

Miscellaneous Station Rehabilitation:

CNW - Mount Prospect and Melrose Park MR - Healey, Deerfield, Forest Glen, Cragin, Wood

Dale, Hanson Park and Grayland. RI - Gresham, 95th Longwood Manor, 99th Longwood

Manor, and Givins.

Major Station Rehabilitation:

RI - 103rd Washington Heights

New Stations:

CNW - North Chicago (Phase II}, Cary (Phase II}. NW - Oak Lawn (Phase II)

!CG - Glenn (Phase II)

Terminal Improvements:

CUS (Phase III & IV), LaSalle (Phase III}, CNW Phase III, IV & V} and Van Buren (Phase III)

- 74 -

The commuter rail station program for the remaining four years continues platform and lighting improve­ments, downtown terminal improvements, and station rehabilitation and construction projects. Table 13 lists those station improvements programmed over the five vear period.

The FY81 station program for rapid transit stations includes a continuation of projects to rehabilitate escalators on the Kennedy route; rehabilitate elevated platforms at eight rapid transit stations and improve station lighting at twenty stations. Also receiving continued funding in FY81 is the renovation of the Washington St. Subway on the North/South route. Each of these projects will continue throughout the re­mainder of the FY82-85 period with additional work scheduled for each project. In addition, two new station projects programmed for FY81, the rehabilita­tion of platform canopys at eleven rapid transit stations and Phase I engineering for the complete replacement of station platforms at 85 elevated sta­tions throughout the system will continue during the FY82-85 period. Also programmed for FY81-85 is a project to make rapid transit ticket agent booths safer and a system-wide program to provide rapid transit station graphics.

3. Track and Structures

The track and structures component of the RTA rail program provides for the continued maintenance and upgrading of the railroad right-of-way and elevated structures on which the commuter rail and rapid transit systems operate. In the case of the commuter railroads, an ambitious program to rebuild deteriorat­ing roadbeds, which had resulted from many years of heavy use and deferred maintenance, was begun in 1976. Funds programmed in this category will allow for the continuation of this program, as well for improvements to various right-of-way components (track, ties, bal­last) and elevated structures. The results of this program are improved safety and comfort for passengers and reduced train running times, as well as reduced wear of various rail car and locomotive components.

During FY81-85, RTA will concentrate on completing projects started in previous years. In addition, new projects will be initiated as part of RTA's on-going rehabilitation and preservation program. The proposed FY81 program includes funds for continual right-of-way renewal on the Chicago and NorthWestern, Illinois Central Gulf, Rock Island, Burlington Northern and Milwaukee Road railroads, as well as for the rehabili­tation or replacement of interlockers and crossovers on these railroads.

- 75 -

For the CTA system, the continuation of previously programmed track renewal projects on the North-South route, including Englewood and Jackson Park branches, the Ravenswood, Douglas and Evanston Lines, and newly programmed work on the Lake Street and Dan Ryan lines are programmed for FY81. Many of these projects are also phased into future years, with new track renewal projects on the State Street subway and Skokie Swift also programmed. The proposed FY81 program also includes continued funds for structural rehabilitation on the Englewood and Jackson Park lines, concrete structures rehabilitation, and for various structural components, such as track stringers and flange angles, as required throughout the system. In future years structural rehabilitation on the Milwaukee branch has been programmed.

4. Signal/Electrical/Communication

The RTA's program to provide signal, electrical power, and communication equipment is designed to maximize commuter rail and rapid transit operating efficienc­ies, increase the reliability of rail service and provide a safe system for dispatching and controlling train movements.

The FY81-85 five year program for the commuter rail system includes switch heaters and machines, inter- 4lt locking improvements and the installation of a central traffic control and microwave system on the CNW, !CG, MR, and BN railroads, and messenger aerial cable on the !CG railroad.

For the CTA system the five year program includes signal system and interlocking projects, such as the improvement of crossover switches and interlocking, switch heater installation throughout the system, signal maintenance facilities at Howard and Dan Ryan Yards, 13th and State, and Lake and Harlem, and improvements to cab signaling systems to provide for safe operations. Substation improvements and tie breaker implementation are programmed to improve power distribution. The improvement of telephone communica­tions cable on the North/South route and Lake and Ravenswood lines, and the upgrading of telephone cable loading, and the engineering and purchase of radio communications systems to improve operational perfor­mance are also programmed.

- 76 -

5. Support Facilities and Equipment

Capital investments in facilities and equipment are required to support commuter rail and rapid transit operations and allow for continued general maintenance of those systems. For both the commuter rail and rapid transit systems, various tools, service vehicles and other support projects have been programmed for FY81-85. In addition, the rehabilitation or new construction of commuter rail and rapid transit yards is programmed.

For the commuter rail system a major study of the maintenance yard, storage and layover facilities of the diesel railroads in six county area was begun in 1979. Projects have been programmed over the next five years which correspond to the preliminary recom­mendations of the Commuter Railroad Maintenance Conso­lidation Study. In FY81 this includes continued funding for the Milwaukee Road West Coach Yard and Fox Lake Yard and funds for yard rehabilitation for the Chicago and NorthWestern, Burlington Northern and Illinois Central Gulf railroads. For FY82-85 a con­tinuation of these projects, in addition to RI facili­ties has been programmed.

Rapid transit yard projects are programmed in accor­dance with the CTA Rail Maintenance and Storage Facility Study. Funds have been programmed in FY81 for the renovation of track work at 54th, Kimball, 6lst and Englewood Yards and the construction of a track maintenance facility at either Skokie shops or Hamlin Yard. For FY82-85 work will continue on several of these projects, with additional projects programmed, including the reconstruction of West Shops, and struc­tural improvements at Wilson and 6lst Street Yards.

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CHAPTER IV - RTA'S FISCAL OUTLOOK FY81-85

A. OVERVIEW

The purpose of this chapter is to present RTA's fiscal outlook for FY81 to FY85 if the program is implemented as proposed. Revenues from current sources are compared with the costs of operating planned services. This comparison should precipitate public discussion as to the service needs of the region. This chapter does not present a budget for the five year period; rather, this chapter is for discussion and refinement of the proposals contained in the other chapters of this five year plan.

B. PROGRAM COST ESTIMATES

The cost of operating transit service increases at a rate close to, but somewhat higher than inflation as measured by the Consumer Price Index. Inflation for this purpose is assumed to continue at a high rate over the five year period, but decline gradually from current rates to about 8% per year in the fifth year.

Table 14 shows the five year outlook for RTA's main program, Transportation Services. Because farebox and other system generated revenues are expected to grow slowly (less than 5% annual growth), inflationary in­creases in expenses cause deficits to grow at rates exceeding inflation. It is important to note that a major assumption has been made regarding CTA labor costs during the five year period. As of April 1, 1980, CTA and its major operating unions were in arbitration over wages and cost of living escalation. The projections incorporated in Table 14 presume that CTA's labor costs will be based on labor rates in effect as of April 1, 1980. This rate was $10.82 per hour for ~us operators and motormen. This pattern is presumed to continue for the five years. If in fact the arbitration award is substantially different, these projections would be af­fected accordingly.

In addition to the projects and services described in in Chapter II of this document, RTA must provide operating funds for debt repayment and other obligations. In FY81, items of this type include debt service ($14,550,000), short term interest ($1,800,000) and State of Illinois loan repayment ($6,927,000). This last item is to repay the State over a five year period amounts which it advanced to carriers before the creation of the RTA.

- 78 -

C. REVENUE ESTIMATES

Table 15, Part I shows the revenues RTA can expect to receive from current sources over the five year period. RTA's sales tax was implemented November 1, 1979 at the rate of 1% in Cook County and 1/4% in DuPage, Kane, Lake McHenry and Will counties. In previous years, when RTA received grants from the State of Illinois through the Public Transporation Fund, and received funds from a region-wide 5% gas tax, RTA's revenues were somewhat less subject to economic cycles. RTA now receives the bulk of its funds from a retail sales tax. The accompanying table presumes continued growth in retail sales at 10% per year. Recessionary impacts are not presumed, although a recession could depress RTA revenues if it occurred. It must also be noted that Federal revenues are projected about 10% higher in FY81. This increase is uncertain. Many proposals have been made to increase funding for transit programs nation­wide, but efforts to balance the federal budget may result in no growth or even a decline in funding.

D. SUMMARY

Because RTA has exercised the limit of its taxing authori­ty, continuing cost increases must be offset by fare increases or by funds from other sources. Table 16 shows two alternative sources for discussion purposes: 1/32 of the State's sales tax receipts and State funding for reduced fares.

- 79 -

TABLE 14

PROJECTED COST OF TRANSPORTATION SERVICES FY80-85 ($ MILLIONS)

FY78 FY79 I p R 0 J E c T E D DESCRIPTION ACTUAL ACTUAL I FY80 FY81 FY82 FY83 FY84 FY85

Parts and Equipment .2 1. 0 2.1 2.9 2.6 2.8 3.0 3.2

Commuter Railroads 46.9 55.8 63.2 79.7 93.0 105.1 119. 2 136 .1

Insurance and/or Claims NA 2.0 1. 6 1. 8 2.0 2.1 2.3 2.5

Suburban Fuel NA NA 4.7 5.8 7.2 8.9 10.9 13. 5

CHICAGO TRANSIT AUTHORITY

Operating Cost: Labor 287.2 326.2 371.0 376.5 376.5 376.5 376.5 376.5 Other 62.6 73.8 96.4 108.0 118 .8 129.5 139 .9 151.l

Total Operating Cost 349.8 400.0 467.4 484.5 495.3 506.0 516 • L] 527.6 00 System Generated Revenue 212.8 218.4 224.1 230.5 242.0 254.1 266.8 280.l 0

Operating Deficit 137.0 181. 6 243.3 254.0 253.3 251. 9 249.6 247.5 I Interest and Capital 1.6 .9 1.1 1.1 1.1 .3 .3 .3

Public Funding Requirement 138.6 182.5 244.4 255.1 254.4 252.2 249.9 247.8

SUBURBAN BUS SERVICE

Operating Cost 23.3 29.0 34.8 39.7 43.7 47.6 51. 4 55.5 System Generated Revenue 9.8 12.1 11. 7 13 .o 13.7 14.4 15.l 15.9 Operating Deficit 133 16.9 23-:T 26.7 30:ll 33.2 3Ll 39.6

Prior Year Service - ___J_:_J__ ) .3 .3 .3 .3 .3 .3

TOTAL TRANSPORTATION SERVICES 199.2 257.5 339.4 372 .3 389.5 404.6 421.9 443.0

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CXl f-'

e e

TABLE 15

PROJECTED FINANCIAL POSITION FY80-85 ( $ MILLIONS)

FY78 FY79 I p R 0 J E c T E D DESCRIPTION Actual Actual I FY80 FY81 FY82 FY83 FY84 PART I - RTA REVENUES

Sales Taxes - - 186.2 307.2 338.0 371. 7 408.9

Public Transportation Fund 126.7 138.3 83.1

Motor Fuel Sales and Use Tax 43.5 74.9 34.0

Local Government Cook County 5.0 5.0 5.0 5.0 5.0 5.0 5.0

UMTA Operating Assistance 49.3 79.9 81. 2 90.0 94.5 99.2 104.2

UMTA Service and Methods Demonstration Grants - .2 .5 • 2

UMTA Technical Studies Grant .9 .6

Interest Income* 1.5 3.9 3.5 1. 9

Cash Receipts from Contract Service - .5 .7 .8 .8 • 8 .8

Special Fare Reimbursement - .5 • 2

Liquidation of Prior Year Appropriation - .3

TOTAL REVENUES 226.9 304.l 394.4 405.l 438.3 476.7 518.9

* Interest income is not projected after FY81 due to the undetermined nature of short-term cash position and financing decisions.

4/15/80

e

FY85

449.8

5.0

109.4

.8

565.0

00 N

I

PART II - PROGRAM COSTS

Transportation Services

Service Improvements

Reduced Fare Program

Ridership Information

RTA Administration

Unified 'work Program

Other RTA Obligations

Snow Removal

Small Bus

Station Improvements

TOTAL OPERATING EXPENSE

Budget Surplus (Deficit)

PART III - FUND BALANCE

Beginning Balance

Budget Surplus (Deficit)

Operating Funds Applied to Capital Expenditures

Ending Balance

TABLE 15

PROJECTED FINANCIAL POSITION FY80-85 ( $ MILLIONS)

FY78 ACTUAL

199.2

5.4

3.9

3.3

7.6

• 9

220.3

--2.:i

18.2

6.6

~)

~

FY79 ACTUAL

257.5

5.0

4.2

3.9

9.8

.1

2.6

283.1

21:..Q.

18.8

21. 0

1.9

-il.:.l

FY80 FY81

339.4 372.3

7.1 12. 0

4.7 4.8

14. 0 17.4

.1 .1

19.5 23.3

3.6

** 2.0

2.5

390.9 431.9

--1..:2. Uh!U

41. 7 45.2

3.5 (26.8)

....il:l -1hl

FY82

389.5

17. 3

7.2

22.4

.1

20.8

3.0

460.3

.Lll.:..Ql

18.4

(22.0)

Ll..:.fil

FY83

404.6

22.2

7.7

24.5

.1

36.8

3.3

499.2

11l.:2l

(3.6)

(22.5)

ill:ll

FY84

421.9

32.9

8.1.

26.4

.1

10.6

3.7

503.7

...!2..:.1

(26.1)

15.2

.l!2..:.2.l

FY85

443.0

40.3

8.6

28.5

.1

6.0

4.0

530.5

...ll..:.1

(10.9)

34.5

..ll.:.§

**While 5.0 million appears in RTA's FY80 Budget for this item, management does not believe any funds will be canmitted in FY80. The committment of funds is more realistically shown in FY81 as per adopted FY81 Plan.

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BEGINNING BALANCE

BUDGET SURPLUS (DEFICIT)

ENDING BALANCE

STATE FUNDING FOR REDUCED FARES

1/32 OF STATE SALES TAX IN RTA REGION

TABLE 16

ALTERNATIVES FOR ADDITIONAL FUNDING (MILLIONS OF$)

FY81 FY82 FY83 FY84 FY85

$45.2 $18.4 $(3.6) $(26.1) $(10.9)

(26.8) (22.0) (22.5) 15.2 34.5

$(3.6) $(26.1) $(10.9) $ il.&

$40.5 $42.5 $ 44.6 $ 46.9 $ 49.2

$48.9 $53.8 $ 59.2 $ 65.1 $ 71. 6

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CHAPTER V - TRANSPORTATION SERVICES FOR ELDERLY AND HANDICAPPED PERSONS

A. Overview

In addition to prQviding transportation services to the general public, RTA also recognizes the special needs of the mobility limited. Transportation plays an important role in enabling mobility limited persons to fully utilize the employment, educational, social and other resources of the region; and in order to guarantee this, RTA has been working with other regional planning and operating agenc­ies, local units of government and health service organiza­tions in the development and coordination of such service.

During FY81 RTA proposes to continue previously initiated special efforts activities as well as to undertake other activities. For example, RTA will update its directory of social service agencies providing special transportation services for senior citizens and handicapped persons throughout the region. In addition, as part of the Service Coordination Program additional paratransit services will be provided. RTA will also be developing a regional training program for drivers providing transportation ser­vices for elderly and/or handicapped persons.

On May 31, 1979, the U.S. Department of Transportation issued final regulations implementing Section 504 of the Rehabiliation Act of 1973. Under the regulations, which became effective on July 2, 1979, recipients of federal financial assistance are required to undertake a wide variety of planning, programming, and administrative actions designed to make existing and future mass transpor­tation programs and facilities accessible to handicapped persons.

Three major provisions of the UMTA regulations relative to implementation of Section 504 required the following actions: 1. all rapid transit and commuter rail stations are to be

made accessible to handicapped persons who can use steps;

2. rapid transit and commuter rail stations defined as "key stations" are to be made accessible to all handicapped persons, including wheelchair users;

3. required stations accessibility improvements are to be made within three years of the effective date of the regulations (July 2, 1982), except that the compliance time frame is extended to 30 years in cases where extraordinary expense is involved;

- 84 -

4. new rapid transit and commuter rail stations and modifications at existing stations for which construc­tion commences after July 2, 1979 are to be construct­ed in such a way as to ensure handicapped accessibili­ty;

5. all rapid transit and commuter rail vehicles are to be accessible to handicapped persons who can use steps, and one vehicle per train is to be accessible to wheelchair users;

6. vehicle improvements are to be completed within three years, except that the timeframe is extended to five years for rapid transit and to 10 years for commuter rail when extraordinary expense is involved;

7. new rapid transit vehicles ordered after July 2, 1979 are to be accessible to wheelchair users, and a gap filler, if needed, shall be required on vehicles ordered after January 1, 1983;

8. new commuter rail vehicles ordered after July 2, 1979 are to be accessible to handicapped persons who can use steps, and all new vehicles ordered after January 1, 1983 are to be accessible to wheelchair users;

9. fixed-route bus systems are required to make one-half of the peak period bus fleet accessible to all handicapped persons, including wheelchair users; and accessible buses must be used before inaccessible buses during off-peak hours;

10. all required improvements must be made within three years, except that the time frame is extended to 10 years in cases where extraordinary expense is involv­ed;

11. all new fixed-route buses of any size ordered after July 2, 1979 are to be accessible to all handicapped persons, including wheelchair users; except that no buses ordered prior to February 15, 1977 need to be retrofitted with lifts in order to achieve vehicle accessibility is achieved.

In addition to these program accessibility requirements, recipients of federal transportation assistance must pre­pare, and submit to UMTA, a completed Transition Plan. This plan is intended to identify those transportation improvements necessary to achieve defined levels of program accessibility and to provide interim accessible service prior to achieving the plan goal. As such, the plan is to be a staged, multi-year program covering the full 30-year compliance period. Under the regulations, the Transition Plan is to be completed prior to January 2, 1981.

- 85 -

It should be noted, however, that various uncertainties presently surround the Section 504 regulations. Though the regulations have been issued in final form, their overall cost-effectiveness has been challenged by transit operators nationwide, as well as by segments of the general public, the handicapped community, and some elected officials. Reflecting these growing concerns over the cost of making existing mass transportation systems accessible and the quality of service to be provided handicapped persons under full accessibility, the U.S. Congress enacted legislation prohibiting the expenditure of federal funds during FY80 for purposes of making fixed-rail systems accessible. Further, the Congress also required completion of a nation­wide study of the cost and desirability of making existing rail systems accessible. The results of this study effort, commonly referred to as the Section 321 Rail Retrofit Evaluation Study, are to be sent to the Congress in August, 1980, and are to serve not only as a basis for Congres­sional consideration of legislation needed to finance required accessibility improvements, but also to consider legislative recommendations to clarify or change current federal laws regarding handicapped accessibility.

The potential for Congressional action, causes greater uncertainty of what improvements need to be programmed. Moreover, detailed programming specifics will not be forth­coming until the region's Transition Plan is completed. Given the important interface with completion of the Section 321 study, submission of the plan may be extended beyond its current January 2, 1981 due date.

In view of these various uncertainties, some alternative courses of action should be considered relative to imple­mentation of Section 504 requirements, realizing that a null alternative would be unacceptable.

B. Alternative I: Accessibility Approach

The actions presented below represent a capital and operat­ing program that is viewed as being in full compliance with present Section 504 regulations.

The full range of improvements required to make all commuter rail and rapid transit stations accessible to handicapped persons who can use steps would be programmed in FY81. This would include improved illumination; acces­sible pathway improvements including special signs and platform stripping; special texturizing along platform edges; improved information services at major stations; and improved station signs and graphics. It would also be necessary to program other required improvements for handi­capped persons who can use steps (e.g., stairway modifica­tions, low level ramping, etc.).

- 86 -

As previously detailed, the regulations also require that "key" commuter rail and rapid transit stations be made fully accessible to all handicapped individuals, including wheelchair users.

Key stations are identified on the basis of criteria contained in the final Section 504 regulations; including such factors as proximity to major travel generators, anticipated ridership by transportation handicapped per­sons, interchange with other modes and rail lines, boarding volumes (rapid transit), distance from other key stations (commuter rail), and whether the station is an end of the line station. However, final selection of key stations will not take place until the Transition Plan has been completed.

Furthermore, as part of meeting the federal requirements, it would be necessary to provide interim accessible trans­portation while RTA is in the process of complying with all of the mandated actions. Starting in FY82 this interim service would have to be in place. Accordingly, during FY81, it would be necessary to purchase the needed new rolling stock.

As a part of RTA's normal vehicle acquisition program, 10 20-25 ft. accessible vehicles are to be purchased during FY80 and another 10 are to be purchased during FY81 for use exclusively in accessible elderly and handicapped transpor­tation servicece. These 20 vehicles would be used in the interim service. However, in order to have a sufficient fleet to meet the regulations it may also be necessary to purchase an additional 30 vehicles for use in the required interim service. Accordingly, 20 vehicles would be pur­chased in FY81 and the remaining 10 vehicles would be purchased in FY82.

Most existing bus and rapid transit vehicles are essential­ly accessible to handicapped persons who can use steps. However, it would be necessary to retrofit with lifts 205 ADB buses which were purchased in 1978. In addition, as of FY 79 when the requirement came into effect, all new buses are being purchased with lifts. Moreover, it would be necessary to program improvements to existing commuter rail vehicles. Programmed improvements include specified door­way improvements; new grab rails and modifications of existing grab rails; non-skid flooring; and graphics.

In addition, the regulations also require that new commuter rail vehicles purchased after January 1, 1983 be accessible to wheelchair users and that gap filling devices be installed on new rapid transit vehicles purchased after January 1, 1983. Compliance with these two requirements

- 87 -

will entail additional capital cost. However, given that neither the approach nor the technology involved is known at the present time, it is impossible to determine asso­ciated capital costs. For example, vehicle accessibility on commuter rail could be achieved either by installing passenger lift devices or by constructing "mini" high level platforms, with e~ch approach resulting in a different technological requirement, and in potentially different capital costs.

Finally, the existing regulations also require the imple­mentation of accessible connector service which would link accessible and inaccessible rapid transit stations. It is intended that there be a steady build-up of connector service which is coordinated with the completion of key stations; such that at the end of 12 years, the connector service is providing for the effective use of key stations that have been made accessible at that time, and that by the end of 30 years, complete connector service is to be in place. However, no connector service is expected to be required during the current five-year period since so few stations would have been made accessible.

Meeting all of the above requirements would involve a capital outlay of $177.5 million for the RTA over the next five years.

In addition, in order to provide the required interim service, it will be necessary for RTA to expend at a minimum $15 million in operating funds during the five year programming period. This represents 2% of Section 5 operating assistance funds furnished to RTA by UMTA. In the federal legislation it is stipulated that at a minimum, 2% a year of Section 5 operating assistance funds be spent on the provision interim accessible service.

It should be noted that the above mentioned option contain cost estimates which pertain solely to the five year programming period. The total program cost to the RTA region over a 50 year period of meeting the Section 504 requirements is significantly greater. Based on the cur­rent Section 504 regulations, it is estimated that $912.5 million would have to be spent over the 50 years in order to be in full compliance with these requirements. This would include purchasing lifts for all new buses, as well as any needed additional vehicles, and the cost of making the remaining key stations accessible. In addition, $20.l million would need to be spent in operating costs during the remaining 50 years. (See Table 17 for a more detailed summary of these costs.)

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c. Alternative II: Special Service Approach

The second alternative RTA could pursue in complying with the Section 504 requirements is less capital intensive than the first and focuses instead on operating measures. It is based on a mechanism contained in the existing Section 504 regulations which provides operators the opportunity to request that the accessibility relative to fixed rail be waived.

In order to obtain such a waiver the Metropolitan Planning Organization (MPO) and the handicapped community would need to be consulted in the development of alternative service, a public hearing would have to be held, and a completed and approved Transition Plan would be necessary.

The Transition Plan would be of critical importance in the waiver process since it would serve as the basis for DOT's determination that the alternative service is "substantial­ly as good as or better" than the accessible system that would have been provided had the requirements for fixed rail not been waived. The regulations further require that if a waiver is granted for rapid transit, an amount at least equal to 5% of the area's total Section 5 assistance must be spent annually on the alternative service. (This level of expenditure is presumably in addition to funding requirements associated with alternative services provided in place of accessible commuter rail services operating in the same region).

Accordingly, this alternative presents the programming requirements that would result if commuter rail and rapid transit accessibility provisions were waived. Based on the levels of operating expenses required, a total of approxi­mately 142 20-25 ft. accessible vehicles would be needed. These capital purchases are therefore programmed during FY81 and FY82.

In addition, as in the first alternative, alternative it would be necessary for all purchased after FY79 to be equipped with lifts.

under this new buses

Meeting all of the above requirements would involve a capital outlay of $35.5 million for RTA over the next five years. In addition, in order to provide the required alternative service, it would be necessary for RTA to expend approximately $37.5 million in operating funds during the five year programming period. However, it should be noted that these capital and operating cost projections are preliminary and that they could change significantly once the Transition Plan is completed and the exact nature of the alternative waiver system has been determined.

- 89 -

As with the first alternative, the above mentioned costs only represent those associated with the five year pro­gramming period. The total program cost to the RTA region over a 50 year period of meeting the Section 504 require­ments is significantly greater.

Based on the current Section 504 regulations, it is estimated that $307.3 million would have to be spent in capital investments over the 50 year period in order to be in full compliance with the requirements under this option. This would include purchasing lifts for all new buses, as well as any needed additional vehicles, and some additional bus storage and maintenance facilities. In addition, $1.3 billion would need to be spent in operating costs during the 50 year period. (See Table 17 for a more detailed summary of these costs.)

In evaluating these alternatives, it should be noted that they contain the best information available at the time at which this document was written. However, they are subject to change insofar as the regulations may change or contents and terms of approval of the Transition Plan may effect the options. Accordingly, these options should be understood as being preliminary in nature.

- 90 -

e e

TABLE 17: SECTION 504 OPERATING AND CAPITAL COST SUMMARY ( 000) 0

ALTERNATIVE I: Accessibility Approach ALTERNATIVE II: Special Service Approach

I.O

BUS CAPITAL:

New Buse~ with LiftJ Retrofit 205 ADBs Facility Improvements Sub-Total Bus Capital

RAIL CAPITAL:

Retrofit Rail Cars Station Improvements Sub-Total Rail Capital

I-' INTERIM SERVICES:

Vehicle Acquisiton Facility Improvements Sub-Total Int. Service

Capital

SUB-TOTAL CAPITAL

BUS OPERATING RAIL OPERATING INT. SERVICE OPERATING

SUB-TOTAL OPERATING

TOTAL CAP & OPERATING

FY81-FY85

$ 27,150 4,100

-0-$ 31,250 ---------

$ 11, 750 132,600

$ 144,350

---------

$ 2, 100 -0-

$ 2, 100 ---------$ 177,700

$ 20,300 17,700 15,000

$ 53,000

$ 230,700

O Estimates in FY81 dollars (uninflated).

Total 50-Year

$ 223,700 4,100

32,500 $ 260,300 ----------

$ 333,200 316,900

$ 650, 100

----------

$ 2,100 -0-

$ 2,100 ----------$ 912,500

$ 509,000 517,800

20,100

$1,046,900

$1,959,400

FY81-FY85 Total 50-Year

$ 27,150 $ 223,700 4, 100 4, 100

-0- 32,500 $ 31,250 $ 260,300 --------- ----------

$ -0- $ -0--0- -0-

$ -0- $ -0---------- ----------

$ 4,270 $ 32,000 -0- 15,000

$ 4,270 47,000 --------- ----------$ 35,520 $ 307,300

$ 20, 300 $ 509,000 -0- -0-

37,500 1,344,100

$ 57,800 $1,853,100

$ 93,320 $2,160,400

e

APPENDIX A

Proposed Annual Program and Estimated Budget

for Fiscal Year 1981

January 1980

FORWARD

This proposed annual program and estimated budget for fiscal year

1~81 is based upon revenue estimates developed by the RTA staff.

The RTA Board has reaffirmed its policy that it will only adopt a

balanced budget.

i.

TABLE OF CONTENTS

CHAPTER I - INTRODUCTION

CHAPTER II - PROPOSED FY81 OPERATING PROGRAM

A. Transportation Services

B. Service Improvements

1. Bus Service 2. Paratransit 3. Rail Service 4. Transportation Services for Elderly

and Handicapped Persons

c. Reduced Fare Program

D. Ridership Development and Information

E. Administration

F. Unified Work Program

G. Other RTA Obligations

1. State of Illinois Loan 2. Short Term Interest 3. Debt Service

CHAPTER III - PROPOSED FY81 CAPITAL PROGRAM

CHAPTER IV - PROPOSED FY81 BUDGET

CHAPTER V - PROPOSED REVISIONS TO ADOPTED FIVE-YEAR PROGRAM FY80-84

1

9

9

10

10 11 12

12

13

14

14

15

15

16 16 16

18

20

26

I. Introduction

The Regional Transportation Authority, in compliance with Section 4.01 of the Regional Transportation Authority Act (Chapter 111-213, Section 701.01 of the Illinois Revised Statutes et seq.) is mandated "each year (to) prepare and publish a comprehensive annual budget and program document describing the state of the Authority and presenting for the forthcoming fiscal year the Authority's plans for such operations and capital expenditures as the Authority intends to undertake and the means by which it intends to finance them."

In the next several months, RTA will be completing the task by reviewing the previously adopted FY80-84 Five­Year Transit Program, meeting with various transit operators in the region, and analyzing requests received from public officials, community groups and individuals during the past year. In the Spring of 1980, the proposed Program will be reviewed at public hearings held in each county of the region, subsequently revised as necessary, and finally submitted for adoption to RTA's Board of Directors in June, 1980.

The purpose of this document is to provide a brief overview of both the proposed FY81 program, as well as an estimated budget for the next fiscal year (July 1, 1980 to June 30, 1981). Specific project details of the FY81 annual element will be identified when the entire FY81-85 Five Year Transit Program is completed in the Spring. RTA, keeping with its past policy of fiscal responsibility, will adopt a balanced budget where the carry forward fund balance is included in revenue. In so doing , it will continue to scrutinize carrier budgets and management practices so as to ensure maximum cost savings.

The task of providing public transportation in a region as diverse as the six-county RTA area is one that is as complex as any found in the nation. The region is composed of Cook, DuPage, Rane, Lake, McHenry and Will Counties, covering an area of approximately 3,700 square miles and having over 7 million residents (see Map I). The Region includes 262 municipalities and 122 town­ships. It is diverse in urban, suburban, and rural land uses with corresponding variations in population densi­ties.

As a result of the diversified character of the metropo­litan region, RTA has devoted considerable effort in accomplishing one of its primary missions of developing a unified policy, planning and programming framework for providing operating and capital financial assistance to seven commuter railroads, 22 suburban bus operations and the Chicago Transit Authority. An estimated 733 million trips are taken annually on the suburban bus, commuter rail and CTA transit network.

- 1

I

l.

-,

Six County Region M•P1

·---

The value of integrating public transportation, to one of the world's great centers of air, rail, highway and waterway transportation, is obvious to those who pre­sently use it as their primary source of travel for work, school, medical and social trips. Yet the exis­tence of a viable transit network also benefits those who choose not to use it except during times of energy crisis or adverse weather conditions. An efficient, cost-effective alternative means of transportation is available at those times.

RTA recognizes its mission and continues to improve the efficiency and effectiveness of the Region's transit system. Providing an integrated bus transfer program, expanding its activities in the provision of paratransit service, expanding, improving and coordinating the sub­urban bus, commuter rail and CTA network, establishing a basic regional commuter rail, bus and rapid transit fare structure, and obtaining Federal and State capital assistance funds to improve equipment and facilities are just some of the ways in which RTA has and will continue to meet the needs of its constituency.

In the suburban areas, RTA has reversed the trend towards the demise of bus services and, in fact, has revitalized these systems by establishing 105 new subur­ban bus routes and extending or improving more than 95 others. In 1978, 106 of these changes occurred result­ing in the largest single increase in bus service ever to be put into operation in one year anywhere in the nation. RTA has established a commuter feeder bus system utilizing contract bus operators that provide morning and evening peak period transportation between local residential areas and commuter rail stations. These actions will allow RTA to complete the implementa­tion of its basic suburban bus system by the end of 1980--one year ahead of schedule. In an effort to realize major economics of scale, in FY80 the RTA centralized the procurement of diesel fuel and insurance for suburban bus operators and is presently exploring the consolidation of acquiring bus spare parts.

In addition to making major strides for improving/ex­panding fixed route suburban bus operations, RTA has undertaken an ambitious paratransit service program for the suburban six-county region. Generally the program consists of three major areas of activity: new para­transit type services where conventional transit servic­es appear to be inappropriate; coordinating the vast array of special transportation services and programs that exists for the elderly and handicapped; and deve­loping a regionwide employer-oriented ridesharing pro­gram.

- 2

Since 1976, RTA has actively pursued receiving State and Federal capital assistance grant funds in order to replace equipment that has exceeded its economically useful life and acquire new equipment and facilities required to enhance the suburban bus transit network. During this brief time period, RTA has been awarded grants totalling approximately $40 million that enabled .it to make the following improvements to the suburban bus system:

o 381, 35-40 ft. transit buses (which includes RTA's recent purchase and delivery of 205 new Advanced Design Buses);

o 51, 20-25 ft. paratransit buses;

o 364 passenger bus shelters;

o 3000 bus stops signs;

o a new suburban bus two-way radio communication system;

o a new suburban bus registering fare collection system; and

o spare parts, service vehicles and maintenance equipment required to adequately maintain the efficiency of the suburban bus system.

In addition to the previously mentioned accomplishments, RTA has successfully met the challenge of maintaining and upgrading one of the largest commuter railroad systems in the world. This network is composed of seven railroads (Burlington Northern (BN), Chicago and North Western (CNW), Illinois Central Gulf (ICG), Milwaukee Road (MR), Norfolk and Western (NW), Rock Island (RI) and Chicago South Shore and South Bend (CSS&SB)) con­sisting of approximately 1,200 miles of track, directly serving over 100 communities at 230 stations and carry­ing over 262,000 daily riders per average work day.

In 1979, RTA signed a "Purchase of Service Agreement" with the Norfolk and Western Railway that further enhanced its ability of coordinate the region's commuter rail system. Similar· to agreements previously signed with other major commuter railroads it guarantees conti­nued quality commuter rail service. At the present time negotiations are being held with the CNW to extend their agreement for another three years.

- 3

As in the case of the suburban bus system, RTA has also assumed the responsibility for the preparation and administration of capital assistance grants for commuter railroad improvement and expansion projects. Over the past four years RTA has been successful in obtaining commuter rail improvement grants totalling approximately $207 million which has enabled it to finance the following projects:

o purchase 52 new diesel powered locomo­tives;

0 purchase 139 new cars (including 20 ly leased from UMTA/IDOT funds

bi-level commuter cars to be initial­

Budd Co. until become available);

o purchase 264 bi-level commuter cars and 46 locomotives from the CNW;

o rehabilitate 248 RTA commuter cars and 22 RTA locomotive power units on equipment purchased from the CNW;

o improve and renovate 103 commuter cars and 15 locomotives owned by the North West Suburban Mass Transit District and operated by the MR;

o rehabilitate approximately 87 miles of right-of-way with new rail on the CNW, MR, ICG & BN;

o replace approximately 307,000 ties on the CNW, MR, ICG & BN;

o ballast and resurface approximately 152 miles of right-of-way on the CNW, MR, ICG & BN;

o upgrade track and improve station platforms on the suburban branch of the Rock Island;

o engineer for either the rehabilitation of existing stations or construction of new bus/rail facilities at West Hinsdale, Naperville, Lemont, Chicago Ridge, Berwyn/Lavergne, Tinley Park, Schaumburg, DesPlaines, Waukegan, Homewood and Elgin; and

- 4

o undertake such other major commuter rail projects as the rebuilding of the CNW Kedzie Interlocker, rebuilding of the ICG Kensington Interlocking; reha­bilitation of the MR Fox Lake Coach Yard; construction of CTC crossover at Naperville and "Lisle on the BN; re­building of the Rock Island Burr Oak Coach Yard; and the construction of a centralized traffic control system (CTC) on the Milwaukee Road from Union Station to Fox Lake.

Beyond the capital improvements to the commuter railroad system, numerous operating improvements have been made including additional trains on the ICG Joliet Line, Norfolk and Western, Burlington Northern and the Milwaukee Road Railroads.

Last Spring, in conjunction with the development of the FYB0-84 Five-Year Transit Program, RTA initiated an energy contingency plan in which it established basic parameters and guidelines for dealing with an energy emergency. The plan outlined both immediate and long term measures. It included capital and operational actions, as well as items needing additional refinement and study.

Since that time, RTA has continued its endeavors in this area. It has worked closely with other state, regional and Federal agencies in developing coordinated energy measures, as well as furthering its own study efforts. The results of these endeavors will be published in the Proposed Five-Year Transit Program for FYSl-85.

Following last year's record snow, RTA undertook a campaign to improve its performance during extremely adverse weather conditions. Toward this end, RTA established a Snow Emergency Task Force to study and advise RTA concerning its weather emergency prepared­ness. In October, 1979, the Task Force recommended the following policies and actions:

o a central control center should be installed at RTA;

o one central authority should be designated for all systems which would be responsible for accurate weather, travel status and other information during critical weather and emergency situations;

- 5

o one control center, serving all transit systems, should be respon­sible for disseminating information to local media;

o all Chicago railroad terminals not so equipped, should have operations control centers installed;

o all station platforms should have a public address system installed which would be connected to rail­road operation control center's or the CTA control center;

0 all buses should be radios connected to control center;

equipped with the central

o alternative plans for transporta­tion in the event of weather emer­gencies should be developed;

o RTA should be responsible for de­ciding whether or not to operate the system in the event of a severe weather emergency; and

o detailed manuals for the handling of various weather related contin­gencies should be developed.

In accordance with the recommendations Force, RTA (in cooperation with suburban commuter railroads and CTA) has been able of the items that were suggested.

of the Task bus operators, to act on all

In addition, simultaneous with the activity of the Task Force, RTA included $3.8 million in its operating budget to be used for immediate capital expenditures. With these funds, RTA undertook the purchase and installation of the following:

o 6 snow blowers;

o 4 communication centers at downtown terminals on the MR & BN (CUS), CNW and RI (LaSalle);

o public address system at all subur­ban rail stations on !CG-Joliet Line, MR, CNW, RI, BN, and NW; and

- 6

o 5 four-wheel drive vehicles, 16 front end loaders and other miscel­laneous equipment.

Notwithstanding all of these accomplishments, RTA is having difficulty meeting increased operating costs caused by a gene;al price inflation of 8-14% generated by various national and international economic factors.

The effect of the most recent legislative approach to this problem was to increase RTA's expected FY81 reve­nues from local tax sources on a net basis. Although RTA was authorized to levy a sales tax, it lost other sources of local revenue including a motor fuel sales tax and a public transportation fund suppcrted by sales taxes and vehicle tax receipts. The public transporta­tion fund was an operating grant made to RTA by the State of Illinois. By abolishing this grant, and by eliminating grants the State formerly made to RTA's carriers to support reduced fares for the elderly and students, all State operating assistance for public transportation in the RTA region has ended. Providing public transportation without State support is a feature of the revised legislation which is unique to the RTA region, since the State continues to provide funds for transit in other areas of Illinois.

In the Fall of 1979, RTA raised fares 16-2/3% on average for all categories of riders except students, handicapp­ed individuals and the elderly. Much of this $52.9 million annual revenue increase (FY81) generated by the higher fares is cancelled by the $21 million annual loss of the State student and elderly fare reimbursement program. The total increase in funding to RTA, after accounting for the fare increase and the net effect of the legislative changes, has not provided enough funds to meet the rapid increases in costs recently experienc­ed .and expectet in the near future. Therefore, unless RTA's revenues are increased, the outlook for FY81 and after is one of financial difficulty.

- 7

TABLE l • FY81 PROFORMA STATEMENT OF RTA SYSTEM EXPENDITURES (OOO's)

OPERATING EXPENDITURES:

Carrier Expenditures for Operations

RTA Expenditures for improved services, supporting services and debt repayment

TOTAL OPERATING EXPENDITURES

OPERATING REVENUES:

Farebox and Other System Revenues

•blic Sources of Operating Funds

TOTAL OPERATING REVENUES

CONSOLIDATED OPERATING SURPLUS (DEFICIT)

CAPITAL BUDGET:

Capital Expenditures and Obligations

Federal Capital Grant Funds

State Capital Grant Funds

From Bond proceeds and other Authority Funding sources

FY81 PROPOSED/ PROJECTED

$698,600

73,100

$771, 700

$344,400

405,100

$749,500

$(22,200)*

$763,100

$610,400

$123,200

$ 29,500

*Because of a carryover of $37.2 million, RTA will maintain a posi­.ive fund balance through FYBl under the proposed budget.

- 8

II. PROPOSED FY81 OPERATING PROGRAM

The Operating Program for FY81 is projected to total $422.5 million. This amount includes funding for the following operating programs: existing transportation services; service improvements; reduced fare program; ridership development and information; administration; Unified Work Program; and other RTA obligations. Table 1 shows a consolidated picture of RTA's FY81 operations, along with a section displaying FY81 proposed capital expenditures.

A. TRANSPORTATION SERVICES

RTA's Transportation Services Program for FY81 pro­vides for the funds necessary to operate the trans­portation system in place on December 31, 1979. This program (see Table 2), totalling $366.9 million, continues to be the largest percentage of expendi­tures in the RTA budget (85.9%). It also represents a substantial contribution to the economy of North­eastern Illinois. Approximately 17,500 persons are employed by mass transportation providers in the six-county region. The salaries, wages, and fringe benefits for these workers will amount to about $575 million in FY81.

The primary cost of operating the existing transpor­tation system is that associated with the operation of the CTA. In FY81, the CTA operating budget is projected to be 59.7% of RTA's total operating budget. While CTA service is expected to remain at approximately the same level for this period, pro­blems of high inflation (including labor costs) and dramatic increases in fuel costs will cause increas­es in CTA's expenses.

Similar increases are expected for suburban bus companies and the commuter railroads, since like CTA, suburban bus companies and commuter railroads are faced with rising costs of inflation including increased labor costs and increased fuel costs. Furthermore, RTA actions over the past several years to greatly expand suburban bus and rail service, and to make various service improvements, are all even­tually reflected in the basic costs of operating the entire public transportation system. Tables 1 and 5 both indicate the very large cost of operating public transportation in Northeastern Illinois ($649.l million in FY80, $698.6 million in FY81). A 7.6 percent growth in costs ($49.5 million increase from FY80 to FY81) coupled with a 5.9 percent growth in fare box revenues (19.3 million increase from FY80 to FY81) leads to a 9.3 percent growth in total

- 9

•

deficit (30.2 million increase from FY80 to FY81). Since RTA's Transportation Services Program provides deficit funding, this program shows a similar dollar and percentage increase.

B. SERVICE IMPROVEMENTS

In addition to providing funds for the operation of existing transportation services, service improve­ments programmed by RTA are a part of the Proposed FY81 Operating Program. Improvements are planned for bus and rail service, paratransit services, and transportation services for elderly and handicapped persons. A total of $16.5 million will be required in FY81 for these services.

1. Bus Service

The FY81 Bus Service Program will require RTA expenditures of $7.8 million in FY81 (see Map 2A and 2B). This program consists of two parts:

a. On-going FY80 Services

RTA policy requires that a service be in place for at least six months before it is incorporated into the Transporta­tion Services Program as part of the existing system. Therefore, services from the FY80 Program which are started after December 31, 1979, are included under Service Improvements throughout FY81 (until June 30, 1981). Services originally programmed in previous years, which fall into this category, are projected to cost $6.8 million in FY81. These include some selected sys­tem expansion and service improvements to existing routes.

b. Additional FY81 Bus Service

Additional fixed route bus service, not previously programmed, is scheduled to be implemented during FY81, at a cost of $1,000,000. (See Section 2 for discussion on Paratransit.)

- 10 -

McHENRY LAKE

WILL

© Bus Service Areas Map2A

e McHENRY

KANE

• Bus Service Areas Map2B

~ #J • Village of -al Wilmette

Niles

____________________ f _________________ ---------------

i---------------------------------,-------------------------I McHenry County Lake County I e • I Hebron Richmond I I I I I I

Gv,11,

Gv,. Union

St Charles To.nstup

Geneva Townstup

: ... ----: I I I I I I I I

11oom1n9d11e lownsh1p

Miiton Township

l l DuPage County

'--------------------""7''='=-"" ..... =-..-.~~-..~ Will County

Jollfl (Will Count~ 1

____ .,J

I I I I I I I I

_.I I

Proviso Township

Fr1nitor1 Township

Paratransit Service Areas Map3

0 5 10 "========

Miles

City of Ch1<1go

The services included in this program fall into one of the following three basic categories:

0 improvements which there urgent need problems or ties:

to existing routes is an immediate or

to alleviate capacity operational difficul-

o improvements to existing services or new services where there is a potential for high ridership: and

o new services which are desirable based on strong community support, good future ridership potential, or linkage in the regional bus net­work.

In addition, RTA will continue to analyze existing fixed route and feed­er bus service, modifying, where ap­propriate, service that will improve operation and result in cost savings.

Upon implementation of the FYBO Bus Service Program, the RTA will have completed its basic suburban bus system (one year ahead of schedule). The FYBl Bus Service Program focuses on improving the basic bus network with selected system expansion.

2. Paratransit Program

The RTA's Paratransit Program is one of the most ambitious in the country. The primary intent of the program is to devel­op both special transportation services and new methods of providing service. The Paratransit Program has three ma)or areas of activity:

New Paratransit Services: RTA is devel­oping innovative new transit services for the general population and also for those with special transportation needs such as elderly and handicapped persons. These new services are particulary appropriate in low-density areas which cannot be adequately served by conventional transit service.

- 11 -

w ~~,- ! ' -r---------------------------------,------------------------- i McHenry County l Lake County "'""'oD H•••o· I I ~,·,,·: I

I I I

I I --------.---------------------r-----l K•ne County :

I I I I I I I I

rJ ~~ I

I I I I I

(,,,. I I

I "11••

111•• ~o•~

:-~-;,-;;-county I I I I I

G..... I

! •-·: < __ _l~·:"":·::·: .. :;·•:·:",,.:::"'_.,,,---------i I I I I I I--------------------~--------------, I Will County I

I I I I I I I I I f I I I I I I I I I

~ Commuter Rail Carriers Map4

0 5 10

Miles

r--------------------------------1 I I I I I I ----------------

• As of January 1980, twenty-four new para­transit services have been approved to begin operation throughout the RTA region (see Map 3). Forty-eight new lift­equipped small buses have been obtained for use in these services. Approximately fourteen additional services are planned to begin ;fter July 1980.

Service Coordination: There currently exists a vast array of special transporta­tion services and programs for elderly and handicapped persons. Rather than dupli­cating services RTA is coordinating the more effective use of these considerable funding and service resources.

Ridersharing: A regionwide employer­oriented ridesharing program has recently been initiated. To date, thirty-four large employers have been provided with assistance in developing employee ride­sharing programs which offer carpooling, vanpooling, and transit assistance.

It is proposed that a total of $3.0 million be budgeted in FY81 for the Para­transit Program. This allocation will provide funding for operating costs of both new and existing projects (part of which are being reimbursed by UMTA Service and Methods Demonstration funds), for eld­erly and handicapped service coordination and for RTA's ridesharing program.

3. Rail Service

Expenditures of $5.7 million will be required in FY81 for the Rail Service Program to support new rail services implemented between January 1, 1980 and June 30, 1981 (see Map 4.) As with the Bus Service Program, services started after December 31, 1979 are included under Service Improvements for FY8J. Increased service will be provided throughout the region as additional rail rolling stock, ordered as part of previous­ly approved grants, becomes available.

4. Transportation Services for Elderly and Handicapped Persons

RTA recognizes that transportation is a crucial link in enabling mobility limited persons to fully utilize the employment,

- 12 -

educational, social and other resources of the region. During the past several years, RTA has been increasingly involved in a variety of regional efforts related to the development of transportation ser­vices for elderly and handicapped persons. RTA is wor*ing with other regional plann­ing and operating agencies, local units of government and health service organiza­tions in the development and coordination of such services.

During FY81 RTA will be continuir.g these efforts. Specifically, RTA will be updat­ing its directory of social service agen­cies providing special transportation ser­vices for senior citizens and handicapped persons throughout the region.

Through the Service Coordination Program, additional, efforts will be made in Lake, DuPage, Kane and Northwest Cook Counties. RTA will also be developing a regional training program for drivers providing transportation services for elderly and/or handicapped persons.

On July 2, 1979 the Federal government issued regulations regarding compliance with Section 504 of the Rehabilitation Act (non-discrimination on the basis of handi­cap). Thus, in addition to continuing previously programmed transportation ser­vices for elderly and handicapped persons and undertaking these new efforts, RTA will be making every effort to comply with the regulations in effect.

For purposes of this document, the activi­ties and expenditures of RTA related to transportation for elderly and handicapped persons are included under their various appropriate categories, such as the Capi­tal Program, the Paratransit Program, and the 24-hour reduced fare program for elderly and handicapped individuals.

c. Reduced Fare Program

Recent legislative action eliminated the State of Illinois student and elderly fare reimbursement program. Systemwide the RTA will lose about $21 million (in FY81) in State funds which formerly made up the difference between the full fare and the

- 13 -

•

reduced fare available to students and elderly persons. About 20% of all passengers ride at reduced rates. The November 1, 1979 16-2/3% fare increase (when annualized and allowing for a 5% increase in riders) will generate approximately $52.9 million in additional income during FY81. However, given the financial impacts associated with the discontinuation of the State reimbursement pro­grams, as well as other reduced fare program changes made as a part of the general fare increase, only $21.6 million in new revenues will be available from the farebox.

D. Ridership Development and Information Program

A total expenditure of $4.8 million has been proposed for this program. One of the major compo­nents is for continuation of the regionwide Travel Information Center. The purpose of the Center, which operates as a public service, is to provide public information on bus, rapid transit and commu­ter rail services, including fares, schedule and route information, information on special events, and weather e~ergencies. The Center operates seven days a week, twenty-four hours a day. In 1979, the Travel Information Center received over 2.8 million calls for travel information, up 40% from 1978.

The remainder of the Ridership Development and Information Program consists of funds for media, for the printing and production of maps and timetables and other informational materials and for general promotional activities.

E. Administration

The cost of administering the RTA FY81 Program is projected to be $17.4 million, which is 2.4% of the combined operating and capital budgets, as proposed. The administrative budget includes the salaries and benefits of RTA employees, the cost of professional and technical services, and general office costs.

The RTA is a planning and coordinating agency in addition to being a funding agency, and RTA's administrative budget provides for the cost of these services.

The functions performed by RTA staff include the administration of the capital program, with related activities such as applying for federal grants; developing detailed specifications for buses, loco­motives, rail cars, track, and other associated equipment; and purchasing capital items.

- 14 -

In addition, an important part of the administrative budget is devoted to the coordination of services throughout the region, ensuring m1n1mum transfer times at the boundaries of the various carriers' service areas. The planning of new routes and services is an integral part of RTA administrative functions, and a portion of the RTA's administrative budget is devoted to the improvement of safety on the transit system.

Included action, business and fair

are activities in the areas of affirmative equal employment opportunity, and minority enterprise directed at economic opportunity employment for all minorities.

Another element is the financial and performance auditing of all recipients of RTA funding and the coordination and planning of region-wide programs for security of passengers and employees.

F. Unified Work Program

The Unified Work Program (UWP) is the transportation planning program for the six-county region of North­eastern Illinois. RTA, as principal transit plann­ing agency for the area, participates in the devel­opment of this annual progr3m with a number of other agencies who have varying responsibilities for transportation planning, including Chicago Area Transportation Study (CATS), Chicago Transit Autho­rity (CTA), City of Chicago, Illinois-Indiana-· Bi­state Commission, and Northeastern Illinois Planning Commission (NIPC). The UWP document describes all urban transportation and transportation related planning activities durin~ the comins year, detail­in9 specific work elements of each agency. These work elements comprise an annual prograr. of $5 million of which approximately $2 million is funded by UMTA.

The RTA will receive about $800,000 in FY81, a majority of which will be used for staff at:tivities such as route planning, paratransit planning and service analysis as well as the development of operating and capital programs for selected subre­gions with results providing a basis for projects included in RTA's One and Five-Year Program and the regional TIP.

G. Other RTA Obli9ations

In addition to the previously discussed program, the RTA operating budget also includes the following obligations:

- 15 -

1. State of Illinois Loan

Illinois statue requires RTA to repay $34,636,000 advanced directly to CTA, the various commuter railroads and suburban bus operators by the State of Illinois under the Emergency Transportation Loan Act of 1973. The proposed FY81 Budget provides $6,927,000 for payment of the first installment which is due July 1, 1980 (FY81).

2. Short-Term Interest

The proposed FY81 Budget $1,800,000 to cover interest borrowed for obligations of less year in duration.

3. Debt Service

provides on money

than one

The proposed FY81 Budget provides $10,850,000 for payment of obligations pursuant to issuances of RTA debt, includ­ing RTA Bonds and Notes.

- 16 -

TABLE 2

FY81 PROFORMA TRANSPORTATION SERVICES (in thousands of dollars)

Esti11ated Operating Costs

Estimated Farebo~ and Other System Revenues

Estimated Deficit Before Public Funding

Additional Contractual Rail Payment (On•time Performance Bonus, P•••enger Mile Incentive, etc.)

Suburban Bus Fuel

Provision for the Adjustment of Prior Year'• Grants

Insurance on RTA Owned Rolling Stock and for Claims against the RTA

For Parts, Equipment, Maintenance and Services related to Commuter Rail and Suburban Bus Service

TOTAL TRANSPORTATION SERVICES

1-21-80

- 17 -

$698,600

344,400

$354,200

1,900

5,800

300

1,800

2,900

$366,900

III. PROPOSED FY81 CAPITAL PROGRAM

The development of the proposed FY81 Capital Program is based on RTA's policy ofa (1) continued financial investment for maintenance and improvements to the existing system in order to increase its efficiency and provide adequate capacity to meet increasing demand; and (2) additional capital cost-effective investment to provide for new public transportation services required to enhance the present transit network.

In light of past capital assistance funding constraints, it has been necessary for RTA to implement a methodology or procedure by which priority projects are delineated and a determination made of their appropriate level of funding. By using available objective analytical tech­niques, in addition to the collective judgement of RTA staff, operating carriers, public officials and commu­nity groups, those projects which are most critical for system preservation, improvement and expansion are iden­tified for inclusion in the RTA's One and Five-Year 'I'ransit Program.

For system maintenance and improvement, proposed pro­jects are evaluated according to RTA equipment, facili­ties, and service guidelines. Projects which meet the guidelines remain under consideration for the Five-Year Program; those that do not are deleted, or deferred if further study is recommended. Projects remaining are then evaluated in terms of their relationship to RTA's planning, operating and programming goals and objec­tives.

Expansion projects needed to implement new service proposals are themselves derived from RTA bus and rail system plans. In the capital programming process, an evaluation is made of the amount and nature of equipment and facilities required to implement the proposed new service. Similar to maintenance and improvement pro­jects, these must meet RTA equipment, facilities and service guidelines.

In the flnal step, recommended capital expenditures are evaluated in terms of their cost-effectiveness, (i.e., all relevant impacts associated with a project). At this point, maintenance, improvement and expanslon pro­jects are considered in the aggregate to deter11ine the urgency of need1 the time required for implementation; the relationship of a project to other projects1 and the greatest benefit to be derived for the available capital dollars.

The proposed FY81 Capital Improvement Program rently being developed based on this process.

- 18 -

is cur­It is

anticipated that the FY81 Capital Program for the Region will total approximately $313 million. This is based on the projection of Federal Section 3 and Section 5 capital funds of $172 million (total dollars) and the expectation of receiving capital funps suffi­cient to support an additional $141 million (total dollars) under the proposed Windfall Profit Tax. Speci­fic suburban bus, commuter rail and CTA capital projects will be detailed·in the updated FYBl-85 Transit Program, upon completion of the required analysis and evalua­tion.

The $313 million projected program level does not include either the Suburban Interstate nor City of Chicago Interstate Programs, as there is J different source of funding on projects proposed for those pro­grams.

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•

IV. PROPOSED BUDGET FY81

The tables on the following pages present the ·Authority's fiscal outlook through FY81. The cost of the proposed FY81 program outlined in this document and the projected revenues that will support the program are detailed. The actual results for FY78, FY79 and the FY80 budget are also presented for comparison.

There are three tables included in this section: Table 4 details the Authority's operating revenues; Table 5 outlines the Authority's basic fiscal position showing revenues, expenses, and fund balances; and Table 6 summarizes the capital budget. A brief commentary on each table follows:

Table 4:

Operating Revenues

This table presents all non-farebox revenues available to the., Authority. The phasing out of State grants through the Public Transportation Fund, the motor fuel tax and the special fare reimbursement program of the State are shown in detail. The effect of the termina­tion of the State fare reimbursement is not shown in this table because State payments were made directly to carriers. The annual system-wide loss of revenues from this source is about $21 million. Also shown is the phasing in of the new differential rate sales tax recently imposed by the Authority in the Region. This differential rate sales tax replaces all lost revenue sources and provides for an additional 20% in new revenues above that which had been originally anticipat­ed in the budget for FY80, the year in which the tax was adopted.

The revenues the Authority can expect in FY81 were calculated on the following assumptions: revenues from the sales tax will grow at a .rate of 10% and UMTA Section 5 Operating Assistance is projected to increase 10% in FY81 over FY80 levels. (Note that Congressional appropriations for the Federal fiscal year 1981 have not yet been made, these are RTA staff assumptions on the most probable funding level expected.)

Table 5:

Pro Forma Transportation Services

This section RTA's funded This part of of 11.5% in

shows the costs, revenues and deficits for carriers during the period FY78 to FY81.

the table shows that an annual growth rate FY81 projected costs over as a base FY79

- 20 -

2ctual costs results in an annual growth rate of 18.1% in the FY81 projected deficit over the FY79 actual ceficit because revenues grow at a lessor annual rate of :.8% in the same time period. Because RTA funds this c': ef ici t, RTA Tran.sportation Services Program shows a similar increase dollar and percentage relationships.

Operating Budget - This section of Table 5 details the basic expenditure areas for the Authority and compares them with revenue collections during the fiscal year. During FY81 expenditures are projected to exceed reve­nues by $22.2 million. A key assumption in this deficit projection is that CTA wage rates will continue at the level being paid during January 1980; in other words the result of binding arbitration between CTA management and its labor unions will put a limit on the rapidly escalating cost of living provision experienced in recent years.

Fund Balance

This section of Table 5 takes the budgetary deficits ~rojected in both FY80 and FY81 and applies them to the overall fiscal position of the Authority. A positive fund balance of $41.7 million at the beginning of FY80 will support operating deficits in FY80 and FY81 but the RTA may consider small fare increases in this time period to balance the budget in each fiscal year.

Table 6:

Capital Budget - This table summarizes the Authority's projected capital expenditure requirements, not only for the FY81 Program, but also to support projects previous­ly programmed.

- 21 -

I.

•

TABLE 3

FY81 PROPOSED RTA OPERATING PROGRAM (in thousands of dollars)

A. Transportation Services (existing)

B. Service Improvements:

c.

D.

E.

o Bus Service o Paratransit Service o Rail Service

Sub-Total Service Improvements

Additional Transportation Improvements

Ridership Development and Information

AdminiEtration

Unified Work Program

Other RTA Obligations

(State of Illinois Loan Repayment, Interest and Debt Service)

TOTAL

1/21/80

- 22 -

$7,800 3,000 5,700

$366,900

$ 16,500

2,000

4,800

17,400

100

19,600

$427,300

TABLE 4

FISCAL YEAR 1981 OPERATING REVENUES (in thousands of dollars)

FYBO FY78 FY79 PROPOSED/ ~ ACTUAL PROJECTED

Sales Tax • $186,200

Public Trarispor.tation Fund $126,757 $138,294 83,100

Motor Fuel Sales, Use Tax 43,536 74,883 33,975

Local Government, Cook County 5,000 5,000 5,000

UHTA Secti•ln 5 Operating Assistance 49,290 79,925 81,200

UHTA Section 6 Service Demonstration Grants 0 230 430

UMTA Section 8 O** Technic~l Studies 869 609

Interest Inc011e l,464 3,874 3,500

Spet.ial Fare Reimbursements 0 471 O***

Cash Receipts frOIII Contract Service 27 535 740

Liquidation of Prior Year Appropriations**** 0 302 0

TOTAL REVO:NUES s226,9U. $304,123 $394,195

* Under terms of Section 4.01 of the RTA Act, the Illinois Bureau of the Budget is required to prepare and submit by January lat, an estimate of revenues expected to be collected from taxes imposed by the RTA. The Bureau of the Budget has not complied with this requirement. An estimate has been developed by RTA staff.

** The RTA expects to continue to receive Technical Studies Grants, but beginning in FYBO, will treat these funds as reimbursement of expense, since they are received for work performed on approved projects.

*** Special Fare Reimbursements are funds received from the State of Illinois. The reduction in revenue expected from this source reflects the discontunuation of this program by the State on September 30, 1979.

**** Liq•iidation of prior year appropriations represents amounts recognized yeacs as being encumbered by contract or purchase order, but which sub,equently expended. Only the amount related to operating funds liqJidation of capital encumbrances is not included.

- 23 -

in prior were not

is shown,

• FYBl

PROPOSED/ PROJECTED

$307,200

0

0

5,000

90,000

200

O**

1,900

o•

800 e 0

$405,100

•

•

•

PRO FORM TRANSPORTATION SERVICES

latl1M1ted Operating coats

Estimated Farebox and Other System Revenues

Estimated Deficit Before Public Funding

OPERATING BUDGET

REVENUES

PROGRAMS

Transportation Services Service Improvements Reduced Fare Program Ridership Infonaation RTA -'<l•iniatration Unified Work Progr .. Additional Tt'anaportation

Iaprove-nta Other RTA Obligations

TOTAL OPERATING EXPENSE

BUDGET SURPLUS (DEFICIT)

FUND BALANCE

Fund Balance Beginning

Operating Funds Applied to Capital Expenditures 1

Budget Surplus (Deficit)

¥und Balance Ending

TABLE 5

FISCAL YEAR 1980 OUTLOOK (in thousand of dollars)

FY78 ~

$501,200

298,400

$202,800

$226,944

199,245 5,449 3,864 3,300 7,576

0

0 907

$220,341

$ 6,603

$ 18,142

(5,982)

6,603

$ 18,763

FY79 ~

$561,500

307,600

$253,900

$304,123

257,529 5,012 4,206 3,906 9,797

27

0 2,643

$283,120

$ 21,003

$ 18,763

1,939

21,003

$ 41. 705

FY80 PROPOSED/ PROJECTED

$649,100

325,100

$324,000

$394,370

334,420 7,700

0 4,700

13,734 75

12,000 26,246

$398,875

$ !4,505)

$ 41, 705

0

(4,505)

$ 37,200

1. ~rating funds required for capital use represents capital project expenditures which are not funded by others (UMTA or IDOT) and for which RTA's $35 million capital note funds cannot be used. These capital notes were issued in FY79 but the debt agreement permitted the use of funds for SOllle prior year expenditures. A positive figure is shown in FY79 since note funds used for prior year expenditures exceeded obligations in FY79 not covered by notes or funded by UMTA or IDOT. In FY80 it is assumed that capital expenditures will be funded by RTA notes, UMTA and IDOT, with no portion covered by RTA operating funds.

1/21/8-0 - 24 -

FY8l PROPOSED/ PROJECTED

$698,600

344,400

$354,200

$405,100

366,900 16,500

0 4,800

17,400 100

2,000 19,600

$427,300

§122,200)

$ 37,200

0

(22,200)

$ 15,000

e

TABLE 6 FISCAL YEAR 1981 CAPITAL BUDGET

(ln thousands)

FVtt ---nu FY80 PROJF.CTf:D net FY81 TOTAL

-~~~~~~~~~~~"~P~P_RO....;;_P_R~lA~T~I~ONc..:..;_~C~l~)-:cO~B~L=IG~TlON(2) REAPPROPRIATION(3) NEW APPROPRIATION (4, APPROPRIATION(5,

TOTAL CAPITAL PROGRAM $ 593,151 $ 178,639

SOURCES Of' FUN!!;:

UMTA, MATCH 474, 414 142,911 IDOT, MATCH 77,338 23,819 RTA, SHARE 41 tl!.~ __ 11,909

TOTAL FUNDS ~ 593,151 $ 178,639

$ 414,512

lJl,503 53,519 29, 490

$ 414,512

$ 348,570

278,856 69, 714 -0-

$ 348,570

$ 763,082

610,359 123, 233

29 ,490

$ 763.082

(11 Amount shown reflects RTA Finance Committee's approval. Approval by RTA Board of Directors is pending.

(21 Also includes CTA projects for which IOOT has provided the local share.

(3) For capital projects already approved by RTA's Board of Directors, but where funds have not been spent or obligated, appropriation authority expires at the end of the fiscal year. Funds need to be reappropriated for these projects.

(4) Includes estimate of funds required for RTA's FY81 Capital Improvement Program and Amendments to capital projects already approved/appropriated by RTA Roard of Directors. Amendments require new appropriations rather than reappropriations because they represent additional costs or additional items not previously authorized. Note that the total FY81 Capital Program, as discussed on pages 30, 31 and 32 requires $313.5 million. The difference between FY81 New Appropriations and the FY81 Capital Program consists of projects approved by the RTA Board, and previously submitted to UMTA but not yet approved by them. These projects are part of FY8l Reappropriation.

(5) FY8l's Total Appropriation is the sum of FY8l's Reappropriation and FY8l's New Appropriation.

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- •

V. PROPOSED REVISIONS TO ADOPTED FIVE-YEAR PROGRAM FY80-84

PROGRAM CATEGORY

Transportation Services

New Bus Serv:.ce

The RTA Act requires that the proposed One-Year Program address any deviations from the previously adopted Five-Year Program. The specific · adjustments to the five-year projections for FY81 are in the following table. Minor differences are not addressed.

FY81 PROJECTIONS

AS ADOPTED IN FIVE-YEAR PRO­GRAM FY80-84

$366,400,000

$ 10,600,000

AS CURRENTLY PROPOSED

$366,900,000

$ 7,800,000

REMARKS

Inflation about 14% assumed. offset by

has been where 10% was Higher costs fare increase

Major focus on existing system improvements, with some select system expansion. Substantial service has already been implemented and is included in Transportation Services line.

Service Development/ Demonstration

$ 2,500,000 $ 3,000,000 Phased implementation of previous years' pro­jects with some select system expansion

New Rail Service

Fare Program

Consumer Information

Administration

$ 11,000,000 $ 5,700,000

$ 4,000,000 -0-

$ 4,900,000 $ 4,800,000 ,. , ' , ·,s.

$ 18,700,000 $ 17,400,000

- 26 -

Substantial service has been already implement­ed, and is included in Transportation Services line.

RTA no longer budgets this item separately. Reduced fares are still offered

PROGRAM CATEGORY

Small Bus Program

Unifind work Program

Other RTA Obligations

Projected Operating Revenues

Capital

FY81 PROJECTIONS

AS ADOPTED IN FIVE-YEAR PRO­GRAM FY80-84

$ -o-

$ 100,000 ~~"'"" ....

$ 10,900,000

$352,700,000

$333,135,000

. ...

AS CURRENTLY PROPOSED

$ 2,000,000

$ 100, 00'0 """'"

$ 19,600,000

$405,100,000

$313,000,000

- 27 -

REMARKS

New commitment to demand responsive services.

State loan repayment included in higher FY81 amount.

Regional retail saJes tax replaces State grants, State reduced fare reimbursement progr::pm. and, RTA gas tax.

Program level approxi­mately the same as pro­jected, with phasing of certain projects •

APPENDIX B

SERVICE IMPLEMENTATION, EQUIPMENT AND FACILITIES GUIDELINES

This appendix outlines the procedures and guidelines which were used in the development of the FY81-85 Program. , The procedures have been developed by RTA staff based on standard planning and programming principles, while the guidelines are based on both national and local experience. It should be noted that the guidelines are designed to be general in nature so that they serve as a basic framework for program development rather than standards which are interpreted in an absolute fashion.

BUS CAPITAL PROGRAM

A. Rolling Stock

B.

Buses are r~placed when they have outlived their expected vehicle life. In general, ;, .the vehicle life of 35 - and ~ 40 foot transit buse1; '1s 12 years; the vehicfewi11i fe of 30 foot transit buses is 8 years. It may sometimes be necessary to replace a vehicle sooner than expected due to damage or excessive maintenance costs. Bus rehabilitation may be undertaken to add additional years to the life of the bus.

Buses to implement new service or for system expans-ipn are programmed to meet anticipated demand.

In addition to the number of buses needed to operate the service, as well as to allow for regular period maintenance, a spare bus fleet is calculated as follows: Suburban bus--13%-20%, depending on the size of the base fleet; CTA--15%.

The replacement of suburban buses supplied by contract operators with RTA buses is expected.

Garage •Facilities

Garages and facilities need and, for CTA, developed from the CTA Rehabilitation Study".

are identified based on present according to the priorities "B~s Garage Standardization and

C. Maintenance and Support Equipment

Maintenance and support facilities and equipment are determined on an as-needed basis in order to provide for continued safe and efficient bus operations. Operating cost advantages are reviewed in determining the relative priorities of these projects.

D. Turnarounds and Facilities

Locations for turnarounds are based on need.

E. Passenger Amenities

The following factors locations for bus

are given high priority when stop signs are selected:

--

) ,.,

-stops along new routes -stops along routes with high ridership; and -stops that are not easily identified without signs.

Bus shelter locations are determined on the basis of boarding counts, the nature of existing protection for waiting passengers, and operational considerations.

RAIL RAPID TRANSIT CAPITAL PROGRAM

A. Rolling Stock

Rolling stock is programmed to demand.

meet anticipated

In general, commuter cars are rehabilitated after 20 years and are replaced after 35 years. Locomotives are rehabilitated after 12-15 years, and are replaced after 25 years. Program decisions are made based on the condition of the individual locomotive.

In addition to the amount of equipment needed to operate the service, as well as to meet mandatory inspection requirements, spare fleet need are calcu­lated as follows: commuter rail--3% of the car fleet; locomotives--10%; electric self-propelled cars--10 %; rapid transit cars--20%. Furthermore, additional spares may be required for shop protection during major rehabilitation programs.

The useful economic life of rapid transit cars is from 30-35 years. Rapid transit cars are replaced when they have reached or exceeded that period. Rapid transit cars may be rehabilitated to extend service life and to provide more reliable and effective service.

B. Track and Structures

Track and structural components are replaced whenever warranted by conditions.

Ties are replaced whenever warranted by condition, or prior to rail jobs, undercutting jobs and sledding.

Ballast is replaced whenever warranted by conditions, or when sledding, undercutting, rail renewal, tie renewal or shoulder cleaning projects are undertaken.

115/136 lb. rail is used for all RTA commuter rail replacement projects.

c. Signal/Electrical Communications

Signal, electric and communication standards are upgraded/modernized on an as-needed basis.

Signal systems are standardized whenever feasible and desirable.

D. Support Facilities/Equipment

Support facilities and equipment are programmed to provide for continued safe and efficient rail opera­tions.

E. Stations

Stations are improved/rehabilitated as needed and new stations constructed where warranted.

Platforms are maintained in a safe, and are of a comparable height on roads.

usable condition, all diesel rail-

Platforms on diesel railroads will be designed to accommodate eleven car trains at stations with high ridership levels.

Station lighting is programmed to be adequate to provide for passenger safety and convenience.

BUS SERVICE PROGRAM

The following are taken into consideration when planning new fixed route and feeder services:

A. Financial Guidelines. The recently enacted State Legislation, which provides for the funding of the RTA, places restrictions on the funds generated by the sales tax. All sales tax receipts from a given County are earmarked for expenditure in that County. The programming of new/improved services will take into consideration this County by County restriction of funds.

B. Planning Guidelines. Several planning factors are considered when planning new or improved services:

FACTOR

Population

Employment

Shopping Facilities

Higher Educational Facilities

Hospital Facilities

Commuter Rail Stations

GUIDELINES

Minimum of 3,000 persons per square mile

Minimum of 500 employees per quarter square mile

Minimum of 250,000 square feet of retail floor space

Minimum of 1,000 students per site

Minimum of 100 beds per site

Minimum of 500 one-way boardings per station

These guidelines are designed to be quite general in nature, and thus are used to locate areas which should be the first to receive further attention in the planning of new fixed route suburban services. The guidelines do not imply that areas in compliance with a minimum guideline will automatically receive service, or that those below will not; they are advisory only. New bus services are further developed based on the projected demand for such services, where there is strong community support and/or the route is a link in the regional bus network.

Service improvements which fall into one of the following basic categories are programmed:

-improvements to existing routes where there is diate or urgent need to alleviate capacity problems tional difficulties.

an imme­or opera-

-improvements to existing services or new services where there is a potential for high ridership.

RAIL/RAPID TRANSIT SERVICE PROGRAM

New services and service improvements are programmed whenever it is anticipated that there will be sufficient demand and avail­able equipment. The demand estimates are based on projections of future population and travel characteristics. Service chang­es in the form of additional cars or new trains are made based on an evaluation of existing conditions in terms of capacity and operations. Recommendations from the railroads, as well as communities, groups and individuals are also part of the evaluation process for service changes.