Frequently Asked Questions
Funding and Process
Clybourn Reimagined is advocating for a new, relocated Clybourn Metra Station to replace the old, dilapidated and steadily deteriorating station that was initially built in 1900.
The initial funding for the necessary Phase 1 study has been secured. We are now advocating for this study to proceed as soon as possible.
The full, $5 million in funding for Phase 1 was acquired via the Illinois General Assembly as part of the annual budget process that concluded this spring.
Funding for Phase 1 has been allocated via existing capital resources via the formal General Assembly budget process and does not require tax or fee increases.
Neither the current Clybourn Station nor the “new” station location falls within any TIF districts.
A Phase 1 study, or preliminary engineering study, is a comprehensive, albeit initial, feasibility study that ascertains the viability of any potential capital project. The study involves the following aspects:
- Project scope
- Field studies
- Land use assessments
- Environmental impacts
- Estimated project cost
- Stakeholder engagement, including a public meeting
The Phase 1 study will take approximately 18-24 months.
Large scale mass transit station projects take time and significant planning. Typically, there are three (3) phases that span multiple years, and each phase can take approximately 24 months.
The Phase 1 process involves a feasibility study and funding for this phase has been successfully secured. We strongly advocate for the Phase 1 study to move forward soon.
Phase 2 is the engineering phase, and includes detailed engineering plans, specifications and engineering estimates.
The new station will be outside the boundaries of the Lincoln Yards Planned Development.
Current Station
The current station is not only old- having been built in 1900 – it has reached the end of its useful life and rebuilding the station on the existing footprint is not practical given significant physical constraints.
Despite Metra’s best efforts to repair the existing station, it is in an advanced state of deterioration, characterized by the following:
- No ADA / disability access accommodations
- No ability to extend exiting train platforms
- Inability to add additional tracks
- No restrooms and interior waiting areas
The current station is outdated and cannot expand beyond the current footprint due to space constraints.
It lacks parking and falls in a heavily traveled area that makes pick up and drop off difficult. Pedestrian and bicycle access poses safety concerns given adjacent high traffic and narrow sidewalks.
Access
No – despite being among Metra’s heaviest used stations, Clybourn has no ADA compliance. The station has the second highest ridership among stations with no accessibility for riders with disabilities.
The existing station is limited by space, and expansion is not feasible as it falls adjacent to the heavily trafficked intersection of Ashland, Armitage and Elston Avenues, the Kennedy Expressway and commercial and residential properties.
No – space is extremely limited (11 parking stalls) and there is simply no room for additional parking on the existing site.
The current station poses safety concerns for pedestrians and bicyclists. Taxis and ride share access is also limited, given the physical constraints of the station and the heavily trafficked streets.
Infrastructure
Despite Metra’s best efforts to repair the station, it is in a state of disrepair and a new station is needed given the physical deterioration of the site characterized by the following:
- Concrete deterioration on sidewalks, stairs and stairwells
- Substantial trip hazards
- Significant deterioration to the tunnels
- Increasing water and rust damage
- Platform damage
- Limited protection from the elements
- No ADA access or ability to create adequate access for disabled persons
- No facilities for bicyclists
No – adding additional tracks or extending the existing platforms is not feasible at the current station.
The existing train platforms vary from between 385’ and 475’ in length, substantially smaller than Metra’s standards of 890’ to service a 10-car train. These platforms are limited by space and are unable to be extended.
As projected ridership increases, the track curvature will limit the station’s ability to add train cars.
- ADA compliance
- Improved and safer ingress/egress for motorists, shuttles, bicyclists and pedestrians
- Additional ridership capacity
- Improved passenger amenities
- Connection to extended Bloomingdale/606 Trail
- Additional parking
Ridership Information
It is extremely well used, ranked as the 22nd busiest station in Metra’s 242 station system and 17th busiest out of the “non-downtown” stations.
Currently, the Chicago Metropolitan Agency for Planning (CMAP) anticipates ridership to double by 2050 based on existing population trends.