Petition to Extend Green Line to Obama Center Has Hundreds of Signatures. What’s Next?

The current eastern terminus of the Green Line in Woodlawn. [Editor's note: Daley's Restaurant, visible in the center of the photo, is highly recommended.] Photo: Michael Podgers
The current eastern terminus of the Green Line in Woodlawn. [Editor's note: Daley's Restaurant, visible in the center of the photo, is highly recommended.] Photo: Michael Podgers

Twenty years after the CTA demolished the one-mile stretch of Green Line tracks between Cottage Grove Avenue and Jackson Park, the former ‘L’ branch is in the news again. Last month Hyde Park resident Reuben Lillie launched a petition calling for the restoration of the elevated tracks east of Cottage Grove. While the petition explicitly seeks expanded rapid transit service on the South Side, it reflects broader issues, too: barriers to funding new transit; anxiety over development, private investment, gentrification; and indignation over the patronizing treatment of South Siders by City Hall.

This branch of the Green Line was originally built to bring visitors to the 1893 Columbian Exposition in Jackson Park. In 1997, after years of deferred maintenance caused the infrastructure to deteriorate, and lobbying by community leaders who argued that the sight and sound of the elevated tracks were discouraging new investments in housing and retail, the CTA tore down the tracks. This was an extremely shortsighted decision since it reduced rapid transit service to the south lakefront, a fact that’s painfully obvious now that the Obama Presidential Center is opening in Jackson Park at 63rd and Stony Island.

When Lillie, a musician and theologian, heard the center would be coming to the park, he was optimistic that decision makers would call for rebuilding the Green Line tracks to serve the new attraction. “I was kind of waiting in the wings hoping the sensible thing would be done,” he says.

Lillie says that when no plans for the restoring the ‘L’ line materialized, he became more “aggressive” in his activism. Mike Medina, a 12-year Woodlawn resident, noticed Lillie’s comments about rebuilding the Green Line online and reached to the Hyde Parker to voice his support. Medina then showed Lillie’s comments to Gabriel Piemonte, a seven-year Woodlawn resident, who also offered to lend a hand with the campaign.

The petition states there is no “viable infrastructure for welcoming people to the Jackson Park vicinity.” It argues that rebuilding the ‘L’ is essential for improving economic opportunities for residents and workers in Woodlawn, which struggles economically in spite of its proximity to prosperous Hyde Park and the University of Chicago.

Proposing the construction of a new piece of sustainable transportation infrastructure is commendable, but it can be an uphill battle. In particular, rail transit is notoriously expensive to build. Kyle Whitehead, Government Relations Director at the Active Transportation Alliance, laid out some of the challenges to expand rapid transit for me. The first hurdle is creating a proposal for the extension and pursuing a public engagement process. However, finding money for the project is usually the main challenge.

“Funding is typically the biggest barrier to…building new [transit lines],” says Whitehead, adding that local funding is especially difficult to come by. While federal grants can help municipalities bankroll public transportation projects, they require significant local funding matches. Currently Chicago has no dedicated source of revenue for transit to meet local match requirements. At the city and Cook County level “we struggle to come up with those funds,” explains Whitehead.

Currently the Green Line stops a mile west of Jackson Park, but it used to go all the way there. Image: Google Maps
Currently the Green Line stops a mile west of Jackson Park, but it used to go all the way there. Image: Google Maps

Indeed, Chicago there are plenty of examples of worthy transportation projects with well-developed plans that are stuck on the drawing board due to funding and/or political issues – the Ashland Avenue bus rapid transit proposal springs to mind. Moreover, the Green Line’s restoration to Jackson Park only officially entered the roster of proposed local planning projects last year, with its inclusion in the Chicago Metropolitan Agency for Planning’s list of regionally significant projects.

While none of the men behind the Green Line push are urban planners, they’re aware of the challenges. Through observation and research they recognize the problems inherent to the region’s transit funding formulas, disjointed transit operations, and the politics of planning. Nonetheless, they remain steadfast in the belief that rebuilding the ‘L’ is an essential first step for Woodlawn.

Broadly, the petition is also about establishing local control. “The idea of South Siders being a part of the [urban planning] conversation” is central to the campaign, Piemonte says. “One of the questions that is coming from this is…‘how should Woodlawn be developed,’ and that is very exciting.” Notably, some residents have argued that there hasn’t been sufficient community input on the Obama center plan.

While the Green Line campaign’s focus remains on the ‘L,’ the organizers realize that restoring train access wouldn’t be magical solution to Woodlawn’s problems. Nevertheless, Lillie maintains that rebuilding the line could be an essential element to improving the neighborhood’s prospects. “It’s not a panacea,” Lillie says, “It’s just key.”

After the petition quickly hit 500 signatures, demonstrating support from residents, the organizers set their sights on getting buy-in from decision makers. According to Lillie, Obama Foundation director of planning and construction Roark Frankel expressed enthusiasm about the Green Line proposal when they spoke at a ward meeting. However, the foundation did not respond to my requests for comment on the subject.

The campaigners also want to get Mayor Rahm Emanuel’s and the CTA’s ear. While CTA spokesperson Irene Ferradaz told me there are no plans to rebuild the Green Line section, she added that the authority was open to ideas for improving service. Lillie takes a glass-half-full view of that response, noting that the CTA “didn’t say no,” so this represents an opening to begin pushing for the establishment of a committee to plan the project.

The petitioners want an official response from the city by September 27, the 20th anniversary of the branch’s demolition. This date also falls before planning for the Obama center gets under way in earnest, which would allow the planners to take the ‘L’ extension into account in their designs.

The organizers think it will be impossible for the city to ignore demands for restored ‘L’ service to Jackson Park with the new city-supported development there. “They kind of started the poker game,” Piemonte says. “They say they’re doing [these projects] because they care about the community.” Lillie adds, “We’re calling their bluff.”

  • ChicagoCyclist

    Goodness, this is depressing! Just a couple of decades ago, the CTA/City of Chicago took this old L line structure down — and many community residents / leaders were wholly supportive of (dare I say clambering for) that destruction — and now we need to rebuilt it! (Yes, I agree that we do.) But “short-sighted” is an understatement. This is an example of gross stupidity — purposefully burning toast in order to scrape of the burnt part!

  • MLKendricks

    I think the biggest obstacle in extending the Green Line back to Stony Island will be the single-family homes on 63rd between Woodlawn and Kenwood. I think even if the funding were acquired, I think the PR battle of either building the tracks back up over 63rd St in the front yards of these 30+ homes or using eminent domain to knock them down to run it over another alignment, would be brutal.

  • An alternative with a much wider Transit improvement for the South Side (and already in operation every single day) would be the CTA Gray Line Project to incorporate the Metra Electric District from downtown (Millennium Park Station) to 93rd and Commercial – and 111th & Cottage Grove (Pullman National Park) 25 miles with 40 Stations throughout the South Side, rather than just 1 mile over 63rd St.:

  • Piti

    If Chicago really wants this Green Line Extension, it needs to go to DC and lobby for the removal of the Green Line Extension in Boston, the largest pending boon-doggle in the nation; $3 billion for 4 miles of LRT, the next Boston Big Dig. Guess who’s in charge of the Boston Green Line fiasco. John Dalton, yes, that John Dalton. Pass over the CTA Dalton files, the Boston GLX is gone.

  • david vartanoff

    Absolutely, the Gray Line Project should be implemented. I would add that on the MED mainline service should extend to a restored Wildwood (130th Street) Station, to service Altgeld Gardens sooner than the Red Extension, and at much lower cost.
    That said, I do favor restoring the Jackson Park branch of the Green Line both for access to the Library, local buses to points further south, and as a first step toward creating a 63rd St crosstown line extending from the current Ashland terminal to Midway. Chicago needs many more miles of rail mass transit; at the very least existing routes should be extended and service frequency increased.

  • Brian Howald

    The CTA didn’t just tear down the portion from Cottage Grove east to Dorchester. The entire line was shut from 1994-1996 for rehabilitation and a station at Dorchester to replace the one closed in 1973 was in the process of being reconstructed by the time the entire line reopened. Reverend Brazier in Woodlawn advocated for the teardown of the L east of Cottage Grove, and the CTA, after checking that tearing down the stations after renovation/construction would not require repaying the federal monies used to do so, tore it down.

  • neroden

    My Grandmother would have signed this. She advocated for the retention and extension of the line way back in the 1980s.

    Unfortunately, the corrupt Reverend Brazier had “connections”, and he got the line torn down, against the wishes of the rest of the local community.

    And that has been the status quo for so long that my Grandmother is now dead.

  • neroden

    NO WAY. The Boston Green Line extension has been needed for 50 years and has been a legal obligation for more than 30.

  • neroden

    My Grandmother advocated for the Gray Line as well back in the 1980s. (Well.. back then the campaign was for retaining rapid transit service on the IC lines rather than reducing it to “commuter rail”, but it’s the same thing.) It should happen in *addition* to the Green Line extension, with a transfer station where they intersect.

  • neroden

    I doubt it. The people in that neighborhood *WANT* rapid rail service. Putting the line over the street? It will be popular.

  • neroden

    It was destroyed by one man, Arthur Brazier. He was the “community leader” advocating for the destruction.

    My grandmother lived in the area at the time. The whole community wanted the Green Line retained — except for that one man and his cult-like “church”. But he had *connections* to the aldermen.

    Chicago politics.

  • Supposedly the Mayor was interested in the idea:

    But of course with Crappy Chicago “Politics”, we’ve heard absolutely NOTHING about it since then — have we?

  • Mick

    There are many examples of parts of the L which have been dismantled or shortened, and not just in the city or areas struggling economically. What is now the pink line used to go beyond Cicero for example (btw, Cicero and Berwyn townships in the (gasp) suburbs are more densely populated than Chicago). There are so many examples of the L being very close, but not directly accessible, to heavily used areas….think end of blue or green not going a tiny bit further to Maybrook/courts visited but thousands daily, no stop with direct stop near United Center, no way to get east (downtown or SE side), no link from brown to blue going west to get to ORD faster and more. Would be great in Obama library was hub/end of line, but agree gray line proposal with existing Metra makes more sense as much as it would be great to see green line restored east, the green it would take would be crazy expensive

  • 08mms

    Gray line would be lot of work to get up and running though, this is a pretty short track segment and would create a practical interconnect between the green line and metra on the south side (opening up a lot of the benefits of the gray line)


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