Almost 100 residential buildings could be torn down if the “locally preferred alternative” for the the Red Line south extension were to be built. That’s what the CTA revealed at a community meeting Tuesday night.
More than 250 total land parcels would have to be acquired for the “preferred” extension alternative. From the CTA website:
The proposed UPRR Rail Alternative would extend the heavy rail transit line from the existing Red Line 95th Street Terminal to 130th Street. The UPRR Rail Alternative would operate on an elevated structure heading south from 95th Street along the I-57 Expressway for nearly one-half mile until reaching the UPRR corridor in the vicinity of Eggleston Avenue. The alignment would then turn south along the UPRR corridor to approximately 111th Street where it would turn southeast. East of South Prairie Avenue, the alignment would cross over the Canadian National/Metra Electric tracks near 119th Street, where it would transition to an at-grade profile and then continue southeast along the Northern Indiana Commuter Transportation District Chicago South Shore & South Ben Railroad (NICTD/CSS & SBRR) right-of-way using a portion of the Indiana Harbor Belt (IHB) alignment to terminate at 130th Street.
The Locally Preferred Alternative would include the following features:
Transportation improvements that are already in the Chicago Metropolitan Agency for Planning Fiscal Year 2010-2015 Transportation Improvement Program as described in the No Build Alternative
5.3-mile heavy rail transit line extension from 95th Street Terminal to 130th Street
Four new stations at 103rd Street, 111th Street, Michigan Avenue, and 130th Street
New park & ride and bus terminal facilities at each station
Bus transit service from the south to the new stations for faster travel to downtown Chicago
New yard and shop at 120th Street
The Sun-Times reported on the impact of other alternatives:
If an elevated were built west of the UP tracks, up to 195 parcels would need to be purchased, 30 of them residential.
Another alternative, which would run the extension down the center of Halsted Street, would require seizing 110 parcels, including 17 residential ones.
A final option, involving a bus “rapid transit” system with dedicated bus lanes, would require seizing only 52 parcels, including one residential one.
In comparison, the CTA seized 40 parcels before a project to expand capacity on the Brown Line, completed in 2009.
No estimate of the maximum number of people displaced by each alternative was available.
There were lots of North Siders unhappy about just 16 buildings that would have to be razed if the Belmont Flyover is built. And yet I haven’t heard the same cries on the Far South Side about the nearly 100 buildings with targets on their roofs. Maybe word hasn’t gotten out yet.
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