FAQs about Metra UP North Rebuild: Fullerton to Addison

Please visit here for additional Project information and updates. To submit comments or sign up for Project updates, email UPNrebuild@metrarr.com. Public meeting materials, presentation slides, and a recording of the public meeting can be accessed at the Project website.

Metra is leading efforts with contractors and consultants to implement the planning, engineering design, and construction of the Project. Metra also led the Project’s environmental review process, which included the development of technical studies to identify any potential environmental impacts, a public involvement process to inform the community, and the preparation of environmental documents.

Union Pacific Railroad (UP) owns and maintains the UP North Line railroad property and is acting as a partner on the Project. Metra has a purchase of service agreement with UP for operation of commuter services on the UP North Line.

The Federal Transit Administration (FTA) is the federal agency overseeing and assuring compliance with the National Environmental Policy Act (NEPA) environmental review process.

The purpose of this Project is to replace bridge structures that are over a century old and to improve tracks along one of the most heavily used commuter lines in Chicago. The Project would modernize infrastructure and replace outdated structures along the corridor, leading to reduced maintenance requirements in the area. Although this Project would not increase the number of trains or service on this line, infrastructure improvements on the line would reduce potential service interruptions while also improving passenger comfort.

Metra is taking advantage of this reconstruction process to provide other benefits to the community. Roadways, sidewalks, and underpasses are being reconstructed at all bridge replacement locations . Benefits at these locations include enhanced pedestrian, bicycle, and automobile passages with improved lighting, waterproofing, Americans with Disabilities Act (ADA) accessible sidewalks and updated roadway markings.

The Preferred Alternative for the Project requires installing new bridges and shifting the tracks approximately 20 feet from their current location. The shift to the west minimizes potential impacts, allows for two tracks of service to be maintained throughout construction, decreases Project costs, and allows for more available area for construction activities. Metra considered three other alternatives at earlier stages of Project development. These alternatives were evaluated in terms of engineering and construction feasibility, costs and anticipated impacts. These previously identified alternatives are further described below.

Single-Track Option

This alternative would maintain a single track of service during construction and ultimately require a shift in tracks to the west by approximately 12 feet. This option would include installation of new railroad crossovers and turnouts along the corridor in an attempt to maintain existing levels of rail service during construction. Metra’s operations team analyzed this option but found that these conditions would still lead to train service delays that exceed acceptable levels. In addition, this option would lead to further construction costs due to the need to install railroad crossovers and turnouts.

Shoofly Option

This alternative would rebuild tracks along the unused third bridge bays and trackbed west of the current tracks to act as a “shoofly” track. Shoofly tracks are temporary tracks used to avoid obstacles and help facilitate construction activities. This alternative would allow the tracks to be located in the same general location upon completion of the Project. However, this option would still require temporary single-track operations that would result in commuter rail service delays and increase the duration of construction. In addition, this alternative would significantly increase the cost of the Project due to added stages of construction, reconstruction, and demolition that would be required. Finally, this alternative would require shifting the tracks slightly to the east to accommodate required clearances between tracks. This shift could introduce impacts to properties to the east, including noise, vibration, or the need for additional retaining walls not included in the preferred alternative.

Bridge Roll-In Option

This alternative would consist of constructing each of the 11 bridges next to existing bridges and rolling them into place during track outages. The proposed tracks and bridges would be placed near their current location. To accommodate this work, short temporary bridges called jump spans and temporary earth retention would be required at existing bridges, which would further impact rail service. This option was eliminated as it requires significant track outages and service delays throughout construction. In addition, this option increases construction costs and duration of the Project due to additional stages of construction that would be required.

The total estimated construction cost of the project is $337 million. Funds totaling $279.1 million are currently allocated for its implementation.

• $6 million from 2019 Federal Transit Authority 5337 State of Good Repair Funds
• $156.1 million from Rebuild Illinois Bond Funds
• $117 million from the Mega Program created by the federal Bipartisan Infrastructure Law

Metra is currently reviewing additional funding opportunities for this Project.

Construction is anticipated to occur over five years. At this time, initial site preparation work is anticipated to begin in late 2024 and construction is expected to begin in 2025 and conclude in 2030. The Project is still in the design phase so not all construction details have been developed at this time. However, construction is expected to occur in three stages, which are further described in the next question. The exact timing and duration of each stage of construction would not be determined until a contractor is selected and the means and methods of construction have been developed.

Metra is committed to providing residents with additional construction details prior to construction starting, as well as during the construction process. Further details on construction timing, staging, road closures, detours, and what residents and neighbors can expect to see throughout the construction process, would be disclosed as the Project progresses.

Engineering and survey teams are intermittently performing field work and data collection. The field measurements collected by these teams would be used in preparing the engineering documents.

Union Pacific (UP) regularly needs to maintain and upgrade track infrastructure on their property as well as conduct non-planned work on an emergency basis. From time to time, UP staff and contractors may be conducting various activities on railroad property for safety, maintenance and testing operations. At this time, initial site preparation work is anticipated to begin in late 2024 and construction is expected to begin in 2025 and conclude in 2030.

The preliminary construction stages anticipated are briefly described below. These stages are conceptual and will be further developed through design and as part of the contractor’s approach to the work.

Stage One

• Demolition of unused 3rd track bay (west of current tracks)

Stage Two

• Construction of new bridges for northbound tracks (west of current tracks)
• Construction of new northbound track to the west
• Demolition of existing northbound track bay
• Construction of retaining walls on the west side of railroad property

Stage Three

• Construction of new bridges for southbound tracks
• Construction of new southbound track
• Demolition of remaining southbound track bay
• Construction of retaining walls on the east side of railroad property where required

Engineering and survey teams are intermittently performing field work and data collection. The field measurements collected by these teams would be used in preparing the preliminary engineering documents and environmental review documentation.

Union Pacific (UP) regularly needs to maintain and upgrade track infrastructure on their property as well as conduct non-planned work on an emergency basis. From time to time, UP staff and contractors may be conducting various activities on railroad property for safety, maintenance and testing operations. Construction activities related to the UP North Rebuild Project are not anticipated until 2024.

NEPA is the primary federal law governing the environmental review process for all federal agencies. NEPA establishes a decision-making process that agencies must follow to review the environmental impacts of proposed projects, both large and small. As this Project is receiving federal funding, NEPA compliance is required. The Federal Transit Administration (FTA), a federal agency within the U.S. Department of Transportation (USDOT), serves as the lead agency for the UP North Rebuild Project, ensuring compliance with NEPA.

NEPA reviews consider a wide range of potential impacts, including air, stormwater, hazardous waste, noise and vibration, community impacts, environmental justice, and historic resources, among others. In addition, any required mitigation for proposed impacts is identified and considered during the NEPA environmental review.

Early on in the NEPA process, federal lead agencies determine the appropriate NEPA “Class of Action” for a project. These Classes of Action determine how compliance with NEPA is carried out and documented. There are three separate Classes of Action under NEPA: Categorical Exclusions (CE), Environmental Assessments (EA), and Environmental Impact Statements (EIS). Federal lead agencies, such as FTA, preliminarily determine the Class of Action based on known project details and experience with similar actions throughout the country.

Categorical Exclusions are actions that typically do not involve significant environmental impacts; approximately 95 percent of FTA-funded transit projects are processed as CEs. CEs typically require less environmental documentation than other NEPA documentation and the FTA maintains a list of actions that typically meet the criteria for a CE.

Environmental Assessments require a more extensive review of environmental impacts and are for actions where the significance of the potential social, economic, and environmental impacts is not clearly established.

Environmental Impact Statements are detailed written statements for major federal actions that may significantly affect the quality of the human and natural environment. An EIS includes a discussion of the range of reasonable alternatives that were studied and documents the potential impacts resulting from the alternatives while demonstrating compliance with applicable environmental laws, executive orders, and regulations.

FTA and Metra prepared a Documented Categorical Exclusion (DCE) to analyze and document potential environmental impacts of the Project.

As part of the DCE, Metra reviewed a wide range of potential effects to resources such as historic resources, air quality, noise and vibration, community disruption, natural resources, environmental justice and others. The DCE acts as a disclosure document to summarize the environmental review. Unlike EAs and EISs, a DCE does not specifically require a public hearing, as there are no significant impacts identified requiring further input.

Results of the environmental review process can be found below:

• DCE
• DCE Appendices 
  • Part 1
  • Part 2
  • Part 3
• Approval letter

This Project would not increase capacity or services along UP North Line and would not adversely affect air quality. As this Project would help increase the reliability and resiliency of the UP North Line, it is anticipated to improve regional air quality by encouraging individuals to use public transit.

A comprehensive Section 106 National Historic Preservation Act review was conducted to review effects to any historic or culturally significant properties from the Project. The Illinois State Historic Preservation Office (SHPO) recommended that the entire UP North Line (railroad property both within and outside the Project corridor) be determined eligible for the NRHP. However, due to the deteriorated condition of the bridges, SHPO stated that the Project would avoid adverse effects if the designs of the new bridges were visually compatible with those of the existing bridges. Metra has incorporated visually compatible designs to the bridges to avoid adverse effects.

The Chicago Park District’s Chi Che Wang Park and Klein Park playground are located immediately east of the railroad corridor. Construction work would be avoided within park property and these parks would not be affected during or after construction. The proposed configuration would result in the tracks being further away from these parks than today. The preferred project option has the lowest likelihood to impact the park than any other option considered.

The Project would include the construction of a new trackbed approximately 20 feet west of the existing westernmost tracks. Site design and engineering are still being completed and the exact alignment has not been finalized. On the west side of Union Pacific (UP) property, there are a third trackbed and bridge bays that were previously used but have since been decommissioned. In the new design, the westernmost track centerline would be approximately 12 to 13 feet from UP’s property line. Shifting the tracks to the west is preferred, as there is more available space within UP’s property, and this removes the need for any permanent adjacent property acquisition. The diagram below shows a typical location with the approximate dimensions of the proposed track shift and retaining wall changes anticipated.

Along the Project corridor, an unused third railroad track bay currently exists west of the two existing tracks. The Project would construct a track roughly in that location, shifting tracks to the west.  Overall, there is more available space to the west to accommodate new tracks and bridges within the existing UP property. There is approximately 30 to 35 feet of land between UP property and existing track centerlines on the west side. On the east side, there is only approximately 20 feet of land between UP property and existing track centerlines.

The shift to the west minimizes potential impacts, allows for two tracks of service to be maintained throughout construction, decreases Project costs, and allows for more available area for construction activities. This additional area on the west side removes, and in some cases minimizes, the need to conduct work outside of the existing UP property during construction. Similar adjacent property concerns are located along the east side of the tracks, such as residential buildings and Chicago Park District property that abut UP property.

In addition, previous projects north of Addison Street and south of Fullerton Avenue have already shifted the tracks to the west for similar reasons. By shifting the tracks west in this Project area, the tracks would be better aligned to the north and south, improving rider comfort and reducing wear and tear on the railroad tracks.

To meet modern engineering standards, the new bridge design would incorporate larger floor beams and the addition of track ballast, which is the foundation of a trackbed and is typically made of crushed rock. These features provide an improved and smoother ride for passengers while also increasing structural durability. However, the addition of these features also increases the overall structure height, requiring the track to be raised up to 2 to 3 feet in most locations.

The exact locations of individual retaining wall replacements are currently being designed. The replacement of retaining walls would primarily occur along the western embankment near the property line. In general, new retaining walls on the east side of the railroad tracks would be installed near the bridge replacement locations. New and in many cases, taller retaining walls are needed for a few reasons: 1) the railroad tracks need to be raised to accommodate roadway clearances and the required bridge structure depth, 2) railroad tracks are shifting to the west and 3) they need to meet modern railroad design guidelines.

The final design of the walls, including the type, height, and exact locations are still under consideration. On the west side of railroad property, the estimated height of retaining walls would vary between 6 and 19 feet. In most locations, retaining walls would range between 9 and 13 feet. The retaining walls are anticipated to look similar to the newly installed walls along the UP North Line between Grace Street and Balmoral Avenue, where the first phase of the bridge replacement project has been completed. An example of the newly installed retaining wall is shown below.

Photograph of retaining wall installed as part of previous UP North Grace to Balmoral Bridges Project

Some locations would require a safety fence to be placed on top of the proposed retaining walls. The fence is required for two primary reasons 1) to deter individuals from trespassing on railroad property and 2) to protect railroad staff who provide essential maintenance work on the tracks. In many cases, this is required to satisfy Occupational Safety and Health Administration (OSHA) requirements about fall protection. In areas where private residences immediately abut railroad property, a solid barrier is proposed to provide additional protections. The designer is finalizing details regarding the approximate height, location, and type of fences and barriers to be used along the corridor.

This Project includes planning and design for two tracks. However, there would be space to accommodate a third track within the existing railroad property should it be needed in the future.

Yes, improved lighting systems at each of the bridge replacement and rehabilitation locations would be installed to improve pedestrian access and safety.

New bridges would maintain the existing clearance or be raised slightly. The bridges would include a sacrificial beam, which protects the bridge from vehicle strikes.

There is limited vertical clearance near the CTA Brown Line overpass between Roscoe Street and Cornelia Avenue, and the tracks cannot be raised in this location. Instead, the streets at Roscoe Street and Cornelia Avenue would need to be lowered to accommodate the bridge design.

Lowering roadways to improve clearance under bridges is a common engineering practice but requires additional construction activities, such as underground utility replacement and further roadway reconstruction and grading. The roadway reconstruction at these two locations would include the installation of new drainage structures and improved grading of roadways. These improvements would divert stormwater into the sewer system and be designed for major storm events to minimize the risk of flooding.

The roadways and sidewalks at all bridge replacement underpasses would be regraded and resurfaced, which will help to divert stormwater to the existing sewer systems. At Roscoe Street and Cornelia Avenue, new drainage structures would be installed, and the roadway would be graded to divert stormwater into the sewer system. Roadway improvements would be designed to address major storm events.

The new bridges would be designed to ensure stormwater does not drain onto sidewalks and roadways. The new bridges would primarily be single-span bridges that are designed to divert any stormwater to the adjacent embankments. Stormwater would infiltrate into the soil or be guided toward existing storm drains.

In most cases, widening would not be feasible due to the limited available area. However, the need to widen roadways and sidewalks would be finalized through design development. Roadways have a certain right-of-way or public space that they must conform to. Roadway right-of-way is typically sixty-six (66) feet wide in the City of Chicago. This is approximately the current distance between bridge abutments at most of the bridge locations.

Following the removal and replacement of bridges, roadways would be regraded, repaved and restriped within the underpasses in accordance with CDOT rules and regulations. Bike lane markings, if present, would be replaced as well. Further roadway reconstruction is planned at Roscoe Street, Cornelia Avenue, Clybourn Avenue, and Fullerton Avenue.

If you are an adjacent property resident and have specific questions or concerns, or would like to arrange for a meeting about the temporary easement and restoration process, please email UPNrebuild@metrarr.com.

The Project would be completed within existing Union Pacific (UP) railroad property and would not require permanent acquisition of buildings or private property along the corridor. Temporary construction access on private property to reconstruct the retaining walls may be required adjacent to the railroad through a temporary easement agreement. Metra is currently conducting outreach and coordinating with the residents who may be affected.

Temporary easements are agreements that grant access to private properties for construction activities over a limited period of time. Temporary easements may be required for construction activities where property lines are immediately west and adjacent to the railroad property. The need for temporary easements would be determined through detailed survey, final design plans and construction means and methods given the proximity of the railroad property and the Project improvements.

Metra and UP would complete agreements with any adjacent property owners prior to construction activities if temporary easements are needed. Work within temporary easements would be limited to (1) access for construction workers to complete project activities that are on railroad property and (2) access for construction workers to complete any negotiated work on private properties. The staging or placement of heavy construction equipment on private property would be prohibited. Where temporary easements are required, property restoration, including fencing and landscaping, would be included in the terms of the easement.

Metra has identified individual properties that could require a temporary construction easement. Outreach with individual adjacent property owners where this is required along the Project corridor has begun and will be ongoing as the Project progresses.

Over the years, adjacent property owners or residents may have started using UP railroad property along the corridor. Private items or improvements such as landscaped features, fences, structures, or other items within Union Pacific (UP) property would need to be removed prior to construction activities. If you have any questions or concerns, please contact UPNrebuild@metrarr.com.

Temporary easement agreements that are negotiated with adjacent property owners would outline the types of activities to be allowed within adjacent properties. At this time the staging or placement of heavy construction equipment on private property is not anticipated. Activities to occur on private property, such as construction worker access or other light equipment, may occur if negotiated as part of the temporary easement.

The primary construction work near adjacent properties would include the construction of retaining walls near the west UP property line. This would likely occur as part of the first or second stage of construction. The exact timing of this has not been determined but would be communicated prior to construction. Similarly, the duration of this work is dependent on several factors that cannot be determined at this time. Some, but not all, factors that affect the timing and duration of work include final design and engineering plans, existing site conditions, construction means and methods, and the availability of materials. Metra will provide more detailed information to residents on the timing and duration of work prior to the start of construction as well as during the construction process.

Property owners interested in understanding the location of their property line are encouraged to obtain information through their property title or plat of survey. If there are specific questions regarding the location of adjacent railroad property boundaries along the Project corridor, please contact UPNrebuild@metrarr.com.

The Project would not use private property for construction staging or the placement of equipment and no private property would be permanently acquired as part of this Project. Metra and Union Pacific (UP) would work with the contractor to limit disturbances to private landscaping and plantings that directly border UP’s property line that could be disturbed during construction, especially west of the UP tracks. Metra would implement best practices such as temporary fencing to protect private landscaping. Temporary construction easements to access private property at the border of UP’s property line may be needed for construction activities and cleanup of debris. The exact location and timing of this would be determined and coordinated with property owners in advance of Project construction and before accessing anyone’s private property.  

If you have private landscaping near the UP property line that could be impacted, please contact UPNrebuild@metrarr.com.

Metra and UP would work with the contractor to limit disturbances to trees during construction. However, some trees, located partially on private property and UP property or within required temporary easement locations, may be disturbed. If a tree’s drip line, which is the area directly under the outer circumference of the tree branches, is partially located on or adjacent to UP’s property, drilling or other construction activities may be needed that could affect a tree’s root system and overall health. Any drilling or construction activities outside of an individual tree’s drip line would have a low risk of affecting the tree’s health.

Metra would implement best management tree protection practices on private property, such as temporary fencing, to minimize impacts to trees on private property. If you have a private tree or landscaped vegetation near the property line that could be impacted, please contact UPNrebuild@metrarr.com.

Metra understands the importance of involving the public throughout the Project process to address potential concerns. In September 2021, Metra conducted an initial virtual public meeting to inform the community of the planned work. A second public meeting was held in April 2022 to provide Project updates, discuss the results of the environmental review, and respond to public feedback of the Project. Metra has committed to providing further public notifications prior to the start of construction activities related to this Project.

The Project website includes further details on the Project and will continue to be updated as the Project progresses. To submit comments or sign up for Project updates, email us at UPNrebuild@metrarr.com. Public meeting materials, presentation slides, and recordings can be accessed at the Project website.

Metra has also conducted ongoing individual and group outreach with residents who are located immediately adjacent to the UP North Line corridor. Adjacent residents can contact UPNrebuild@metrarr.com to ask questions or set up a one-on-one meeting.

Metra would work with the contractor to identify opportunities to provide parking for construction workers that minimize the use of on-street parking throughout the Project corridor. Some parking locations may be temporarily affected during the construction of retaining walls where parking is immediately adjacent to the railroad property.

Metra would work to minimize traffic and pedestrian disruptions to the extent feasible; however, street and sidewalk closures would be needed as the bridges are being replaced. Appropriate detours with signage would be developed in coordination with governing authorities (Chicago Department of Transportation and the Illinois Department of Transportation) to guide pedestrian, bicycle, and roadway traffic. Sidewalk access would be maintained on at least one side of the street during all stages of construction, except when there is a full roadway closure.

Timelines for individual road closures would vary at each bridge replacement location. Further information regarding detailed traffic effects, detour routes and timelines will be shared with the public as it is developed and in advance of construction. As part of the roadway permit review, CDOT balances the timing and need for closures with the importance of individual roadways to the overall transportation network. As the surrounding roadway network is a grid with multiple alternative routes, significant temporary traffic impacts are not anticipated.

Metra would work to minimize bike lane disruptions where possible. During certain construction activities, bicycle lanes would need to be removed and bicyclists would need to either ride in general purpose lanes for the short section of closure or walk their bicycles along the sidewalk when bicycle lane or full street closures are required. The contractor would be informed to not stage construction equipment within bike lanes along adjacent roadways where closures are not necessary.

Street closures would likely be needed at bridge underpasses during reconstruction. Sidewalk access would be maintained on at least one side of the street during all stages of construction, except when there is a full roadway closure. Maintenance of traffic plans, including alternative pedestrian routes and appropriate signage for access to the CTA Brown Line, would be finalized during design development.

Metra conducted noise and vibration monitoring and modeling throughout the Project corridor in accordance with the Federal Transit Administration’s (FTA) Transit Noise and Vibration Impact Assessment Manual.  The analysis evaluated whether noise levels would change from the proposed improvements and how to determine if an impact is anticipated. Noise impacts are defined in this guidance as either having no impact, a moderate impact, or a severe impact. Along the Project corridor, the change in noise levels would vary depending on location. Most sensitive receivers, such as residential dwellings, would experience a slight increase, a slight decrease, or no change to their existing noise exposure levels.

No residences are expected to experience severe noise impacts. Due to the shift in tracks, a total of 55 dwellings in three locations west of Union Pacific (UP) property are expected to have an increase in noise levels sufficient enough to be considered a moderate noise impact. At these locations, residents are anticipated to experience an increase in cumulative noise levels between 1.7 and 2.3 decibels, which is 0.2-0.9 dBA above the moderate noise impact threshold. Typically, a change in noise by 3 or less decibels is considered to be barely perceptible to the human ear. The diagram below shows the decibel levels of common noises along with the current and predicted noise levels at these 55 dwellings.

Decibel Levels of Common Noises and Predicted Increases of Noise Levels

The FTA’s Transit Noise and Vibration Impact Assessment Manual provides guidance on how to define, assess, and determine potential noise and vibration impacts from transit projects. Determining whether there is no impact, a moderate impact, or a severe impact is dependent on a number of factors such as the land uses at locations being evaluated, existing noise exposure levels, and predicted noise exposure increases from a proposed improvement. Generally, the higher the existing noise exposure levels are, the lower the increase in noise exposure levels is needed to be considered a moderate or severe impact.

A predicted increase in noise levels is considered a moderate noise impact when the increase is at the threshold of a measurable annoyance. Severe noise impacts are defined as project-generated noise that is likely to cause a high level of community annoyance.

The FTA states that, in determining the need for noise mitigation, severe impacts should be mitigated unless there are no practical means to do so.  At the moderate impact level, more discretion should be used, and other project-specific factors should be included in the consideration of mitigation.

For severe impacts, Metra’s policy is to take all reasonable steps and measures to substantially reduce these impacts to the extent feasible. No severe impacts are anticipated from this Project.

For moderate impacts, the FTA requires agencies to consider noise mitigation but does not require mitigation. Metra’s current noise policy is to consider noise mitigation through a feasibility and cost reasonableness analysis. Feasibility considerations include the ability of mitigation measures to reduce noise by a certain amount, the ability for mitigation measures to be implemented while still meeting engineering requirements, and the implications to ongoing railroad equipment access and railroad maintenance needs. A cost reasonableness analysis evaluates the overall cost of implementing noise mitigation. Metra’s noise policy notes that noise mitigation for moderate impacts is considered cost-effective and economically reasonable when the cost does not exceed an upper limit of $5,000 per dwelling for each decibel exceeding the impact threshold.

Noise mitigation such as noise barriers are not proposed as part of this Project. Noise mitigation is required where feasible when severe impacts are projected. No severe impacts are projected for this Project.

A feasibility and cost reasonableness analysis following Metra’s noise policy was conducted for implementing noise barriers at each of the three locations where moderate noise impacts are predicted. Noise barriers are generally feasible to install, however, UP has expressed concerns that noise barriers would limit the ability to conduct ongoing maintenance, as they would restrict the use of certain equipment and limit access along UP property. The cost reasonableness analysis indicated estimated costs in the range of $10,606 to $35,417 per mitigated dwelling for each decibel exceeding the moderate impact threshold, which in each location is at least double the $5,000 maximum per Metra policy.

Due to UP’s ongoing maintenance concerns and the proposed noise barriers exceeding the cost reasonableness analysis, noise barriers are not recommended for this Project.

For Metra’s previous UP North Grace to Balmoral Project, severe impacts were projected in one location along the Project. A noise barrier was built as mitigation for the projected severe impact in this single location. Metra is committed to take all reasonable steps and measures to substantially reduce severe impacts to the extent feasible. The proposed UP North Rebuild Project between Fullerton Avenue and Addison Street has projected moderate impacts in select locations but no severe impacts. Metra analyzed the feasibility and cost reasonableness of noise barriers in accordance with their noise policy and concluded that noise mitigation would affect UP’s ongoing maintenance and did not meet a cost reasonableness analysis.  

Installation of noise barriers beside tracks is the most common measure used to reduce noise levels from trains and is generally more cost effective than other measures. Another option is to retrofit residential buildings or other sensitive receivers with sound insulation measures to reduce outdoor-to-indoor sound levels. These types of measures have been widely applied around airports where noise level increases are more apparent but have seen limited application for rail and transit projects due to not being cost-effective and having no effect on exterior noise conditions. Sound insulation typically ranges in cost per home from $25,000 to $50,000.

Temporary construction noise is anticipated. Temporary activities may include demolition, site preparation, utility replacement, track installation, paving, and heavy construction that may cause temporary noise impacts within fifty (50) feet of work areas.
 

Metra is planning for most of the construction to be completed during the day. In limited cases, nighttime construction activities may be required. This would occur when necessary, feasible, and permitted by the Project Engineer. Metra and the construction contractor would notify surrounding residences in advance of times and durations of any nighttime construction.

No permanent vibration impacts are anticipated following the completion of the proposed Project. A detailed vibration analysis was conducted in accordance with the FTA’s Transit Noise and Vibration Impact Assessment Manual. Due to the shift in the tracks, most areas west of the UP North Line would experience a slight increase in ground-borne vibration levels but not enough to be considered a moderate or severe impact. Most areas to the east are anticipated to experience a slight decrease in ground-borne vibration levels.

During vibration monitoring conducted in 2021, the analysis compared ground-borne vibration levels at the existing century old bridges within the project area with the newly constructed bridges from the UP North Grace to Balmoral Project. It was found that the newly constructed bridges typically led to lower vibration levels as compared to the current century-old bridges that are proposed for replacement.

Construction-related vibration levels would temporarily increase due to activities associated with the construction of new bridges, tracks, and retaining walls. It is anticipated that there would be micro-pile drill rigs used for the bridge foundations, large cranes used to lift steel, excavation, drilled footings for soldier piles, wall anchors/tieback drilling, and sheet piling and anchoring. The contractor would be required to develop and follow a construction noise and vibration mitigation plan during construction activities to minimize vibration during construction.

Final design plans would include standard specifications that require the contractor to develop a construction noise and vibration mitigation plan. The contractor would be required to follow the mitigation plan to minimize construction-related noise and vibration. Construction specifications would address the construction noise level factors and procedures, and would conform to any federal, state and/or local regulations, including applicable sections of the latest Occupational Safety and Health Administration (OSHA) standards.

The FTA’s Transit Noise and Vibration Impact Assessment Manual notes that in almost all cases, vegetation and trees are ineffective at providing noise mitigation to sensitive receivers, such as residential homes. Vegetation and trees may provide some mitigation if at least 100 feet of trees intervene and there is no clear line of sight between a noise source and sensitive receiver location. These conditions do not exist along the Project corridor so removal of any vegetation will not increase noise levels at adjacent properties.

Tree and vegetation removal within and on railroad property would be required for safety reasons and to accommodate proposed improvements. Some tree and vegetation removal would be required along the public way, particularly east of Ravenswood Avenue between Belmont Avenue and Addison Street.

Metra is coordinating with the City, Cook County, and aldermanic offices on potential opportunities through final design to add or replace additional trees as well as other landscaping and vegetation within the public way. Landscape concepts will be developed in consultation with community stakeholders in 2023 and 2024.  

This winter, Metra hosted the first of two public way focus group meetings to gather feedback on options to add landscaping improvements and community identifiers along the public way near the Project. Focus group participants included stakeholders and community group representatives who were selected with input from local aldermen and the Cook County Commissioner’s Office.

The Project would not use private property for construction staging or the placement of equipment and no private property would be permanently acquired as part of this Project. Metra and Union Pacific (UP) would work with the contractor to limit disturbances to private landscaping and plantings that directly border UP’s property line that could be disturbed during construction, especially west of the UP tracks. Metra would implement best practices such as temporary fencing to protect private landscaping. Temporary construction easements to access private property at the border of UP’s property line may be needed for construction activities and cleanup of debris. The exact location and timing of this would be determined and coordinated with property owners in advance of Project construction and before accessing anyone’s private residence.

If you have private landscaping near the UP property line that could be impacted, please contact UPNrebuild@metrarr.com.

Metra and UP would work with the contractor to limit disturbances to trees during construction. However, some trees, located partially on private property and UP property or within required temporary easement locations, may be disturbed. If a tree’s drip line, which is the area directly under the outer circumference of the tree branches, is partially located on or adjacent to UP’s property, drilling or other construction activities may be needed that could affect a tree’s root system and overall health. Any drilling or construction activities outside of an individual tree’s drip line would have a low risk of affecting the tree’s health.

Metra would implement best management tree protection practices on private property, such as temporary fencing, to minimize impacts to trees on private property. If you have a private tree or landscaped vegetation near the property line that could be impacted, please contact UPNrebuild@metrarr.com.

Rows of trees and other vegetation within and immediately adjacent to the railroad property would need to be removed for safety reasons and to accommodate the track shift and new retaining walls. Metra is aiming to minimize vegetation and tree removal where feasible and is looking for community input on how to improve green spaces within the public way.

The existing available wildlife habitat is heavily urbanized, fragmented, and dominated by fast-growing, weedy and oftentimes undesirable invasive plant communities. This provides very limited wildlife habitat expect for species that have adapted well to urbanized environments such as common birds, rabbits, squirrels, coyotes and rodents.

Natural resources specialists did not find any high-quality ecologically sensitive areas during field investigations. In addition, coordination with the U.S. Fish and Wildlife Service and Illinois Department of Natural Resources has been conducted to ensure the Project would not affect endangered species or their habitat.

The existing Roscoe Street bridge would be removed. There are currently ongoing discussions regarding opportunities for new community identifiers that could be installed. Metra and UP have started the coordination process with the City, Cook County, Lakeview Roscoe Village Chamber of Commerce and Roscoe Village Neighbors regarding this important community signage.

Aesthetic features such as gardens and art installations within the existing railroad property would need to be removed in order to accommodate the proposed improvements. Metra and UP will be coordinating with community groups and stakeholders to determine what future community features are desired and could potentially be accommodated post-construction. If you are an active member of a group or organization that is currently maintaining or has installed a community feature along the corridor, please contact us at: UPNrebuild@metrarr.com.

Metra understands the importance of involving the public throughout the Project process to address potential concerns. In September 2021, Metra conducted an initial virtual public meeting to inform the community of the planned work. A second public meeting was held in April 2022 to provide Project updates, discuss the results of the environmental review, and respond to public feedback of the Project. Metra has committed to providing further public notifications prior to the start of construction activities related to this Project.

The Project website includes further details on the Project and will continue to be updated as the Project progresses. To submit comments or sign up for Project updates, email us at UPNrebuild@metrarr.com. Public meeting materials, presentation slides, and recordings can be accessed at the Project website.

Metra has also conducted ongoing individual and group outreach with residents who are located immediately adjacent to the UP North Line corridor. Adjacent residents can contact UPNrebuild@metrarr.com to ask questions or set up a one-on-one meeting.

No. This project does not include or propose an increase in the speed of trains, number of trains or frequency of service. Service expansion is not planned. Trains already operate non-stop through the area. The purpose of this project is to update old, aging infrastructure, including the bridges and retaining walls.

No. The Project is not proposing an additional track or any added services to the UP North Line.

The existing corridor already has space for a potential third track – on the west side of the property – and the Project would retain space for a potential third track but switch it to the east side of the property consistent with previous projects on the UP North corridor. While Metra believes it is reasonable and prudent to retain that space, it is not considering adding a third track anytime in the near future.

During construction, two tracks would be maintained during weekday rush periods and service along the UP North line is not anticipated to be interrupted. Slow zones may be required to ensure safe working conditions during the track realignment and bridge replacement work. Outside of rush periods, trains may need to operate on the same track and customers at the Ravenswood and Clybourn stops may have to use a different platform to access the trains. Additional information regarding expected construction impacts will be provided at the second public meeting, as well as before construction activities that are expected to begin.

No additional stops are planned or will be included as part of this Project.

Increased train service or capacity are not proposed as part of this Project. The track infrastructure is being designed to meet existing track speed limits. These improvements would help avoid the need for slow zones and maintenance delays to create a more consistent track.

There are currently no plans to electrify the Metra UP North Line, but we'd still need the new bridges and new tracks even if we did have such plans. Electrification would require major additional financial resources to install an electric infrastructure and buy new rolling stock. Metra is exploring the feasibility of zero-emission, battery-powered locomotives and trainsets, which may be a more affordable and more practical way to reduce pollution and carbon footprint.

One of the key lessons learned is that it is essential to keep two tracks open for service during construction to reduce potential service disruptions along the line.

When the contractor is obligated to construct bridges in a specific order it has the potential to add significant time to the overall construction duration. During a project of this size, the contractor must receive permits for each of the street locations. Each permit is approved separately and on separate timelines. Providing the selected contractor with some flexibility to perform work at bridge locations as they are approved for permitting, while providing ample construction notices such as potential closures or detours, helps reduce the over construction timeline and duration.