I NM'HipTJATTnyjrAT.
VOL.2 MASTER PLAN REPORT
3 5556 020 436 929
VOLUME II
CHICAGO O'HARE INTERNATIONAL AIRPORT
MASTER PLAN REPORT
City of Chicago
Richard J. Daley - Mayor
William E. Dowries, Jr. - Commissioner of Aviation
TRANSPORTATION LIBRARY
SEP 1994
NORTHWESTERN"
Naess & Murphy
Architects-Engineers
Landrum and Brown
Airport Consultants
James P. O'Donnell
Fuel System Consultant
JtfA/O
63L>
v. 2-
NAESS & MURPHY • ARCHITECTS ENGINEERS
November, 1960
Mr. William E. Dowries, Jr.
Commissioner of Aviation
City of Chicago
City Hall
Chicago, Illinois
Dear Commissioner Downes: Chicago-O'Hare
International Airport
Volume II, "Master Plan Report"
We submit herewith Volume II, the "Master Plan Report" as the final report of a
proposed series dealing with various aspects of planning for Chicago-O Hare
International Airport.
This volume, prepared by Landrum and Brown, Airport Consultants, discusses the
master plan of the O'Hare International Airport airfield, terminal complex, and
service areas as well as other related subjects and is serving as the basis for planning
future facilities for the development of the airport.
Very truly yours,
NAESS AND MURPHY
2 2 4 SOUTH MICHIGAN AVENUE. CHICAGO A. ILLINOIS
HARRISON 7-3456
CHICAGO-O'HARE INTERNATIONAL AIRPORT MASTER PLAN
TABLE OF CONTENTS
Chapter Title Page Number
I INTRODUCTION 1
II TRAFFIC 5
III METEOROLOGY 17
IV RUNWAY DEVELOPMENT 32
V TERMINAL COMPLEX DEVELOPMENT 45
VI COMMERCIAL AVIATION 48
VII GENERAL AVIATION 51
VIM LAND USE 53
IX FINDINGS AND RECOMMENDATIONS 59
TABLE OF EXHIBITS
Exhibit Title Page Number
I Airport Location Map 4
II Wind Rose - O'Hare Field Station
October 1946 -August 1955 26
III Wind Rose - O'Hare Field Station 27
Decembeir-January-February
IV Wind Rose - O'Hare Field Station 28
June - July-August
V Wind Rose - Midway Airport Station
January 1952-December 1956 29
VI Weather Rose - O'Hare Field Station 30
January 3 955 -December 1957
VII Weather Rose - Midway Airport Station 31
January 1935 - Decmeber 1941
January 1948 - December 1950
VIII First Stage Master Plan 67
IX Second Stage Master Plan 68
X Third Stage Master Plan 69
XS Fourth Stage Master Plan 70
XII Area Development Plan - Second Stage 71
XIII Area Development Plan - Ultimate Stage 72
Digitized by the Internet Archive
in 2012 with funding from
CARLI: Consortium of Academic and Research Libraries in Illinois
http://archive.org/details/oharefieldchicag02odon
CHAPTER I
INTRODUCTION
CHAPTER 1
INTRODUCTION
This Master Plan Report for the Chi cago-O1 Hare Internationa! Airport has
been prepared to present, to the City of Chicago, an orderly progression of Airport
planning and development for this City's major jet aircraft airport,, The rapid
growth of commercial aviation' and the advent of large turbo-jet aircraft have created
many problems at major airline airports. The City of Chicago, however, has taken
the first steps toward the solution of these problems by initiating new terminal building
and airfield construction.
The purpose of this report is, therefore, to submit a complete and comprehensive
Master Plan for the full development of Chicago's major jet aircraft airport, Chicago-
O'Hare International Airport . The need for this Master Plan, a revision to the original
Master Plan, has been clearly defined by the increased requirements of the new jet
aircraft and by the requirements of the greatly increased number of air travelers.
As is the nature of a Master Plan, this report is very broad in scope. It is designed
to provide solutions to the operating requirements of the new aircraft and to the comfort
requirements of the air traveler. The ultimate Master Plan, in itself, is a complex
combination of solutions which provide the answers to the basic requirements as theyare
anticipated to develop during all the stages of the growth of aviation at Chicago-O'Hare
International Airport. Each stage of development has, by itself, a set of requirements
which must be met. The solutions to all the basic requirements are presented within this
report in the form of four Master Plan drawings and descriptive material . As is also the
nature of a Master Plan, no attempt is made to provide detailed solutions to engineering
and architectural problems. These problems require specialized attention and their
solutions during the advanced stages of design will vary with the increased
- 1 -
technology of future years.
It should be noted, however, that the present day technology, developed
by many research institutes, was applied to the problems presented by the Master
Planned Development of the Chicago-O'Hare International Airport. One of the
most notable studies being the research study made by the Technical Development
Center of the original Civil Aeronautics Administration, now the Federal Aviation
Agency, to determine runway capacities at O'Hare International using vaiious runway
configurations. Another is the study of simultaneous aircraft tum-ons to parallel
runways prepared by the Chicago Air Traffic Supervisor of the Federal Aviation Agency
with the participation of many airline personnel, the Air Transport Association, and
other interested personnel. Other studies, such as those prepared on high speed turnoffs,
were used as they applied to the Master Planning of the airport.
Chapter II of this report delineates the growth of air travel at Chicago-O'Hare
International Airport. Forecasts of the anticipated numbers of aircraft, air passengers,
and other elements necessary for planning a complete development are shown here.
The meteorological conditions, as described in Chapter III, are fundamental to runway
direction and capacity. However, many other items, some of greater importance than
meteorology and some of less importance, have been considered and described in
Chapter IV which defines the runway development., The terminal complex development
described in Chapter V is not detailed in nature since it is a function of architectural
design. The emphasis of this chapter is placed upon land use to provide assurance for
the maximum development of the area. All other elements of commercial aviation and
general aviation are described, as they affect land use and airfield capacities, in
Chapters VI and VII. To assure a full development of the entire airfield area, many
- 2 -
constructive suggestions for land use are described in Chapter VIII. The
recommendations presented in Chapter IX are re-statements of the basic facts evolved
from the major areas of development. These facts should be given consideration only
with all of the other elements of the entire Master Plan to prevent uneconomical or
conflicting developments.
The Master Planned Development of Chicago-O'Hare International Airport, as
described in the following chapters, cannot and has not been considered as a part from
the whole. This airport is an integral part of the aviation of the United States as a
whole and a major part of the aviation of the Chicago area in particular. Exhibit I of
this report shows the relationship of Chicago-O'Hare International Airport to other
airports in the general area . The apparent areas of major conflict between this airport
and other airports has been given full consideration within this report and by other
groups such as the original Civil Aeronautics Administration and their Technical
Development Center. It would appear well advised to recommend that the City of Chicago
prepare a study to determine the ultimate use of all the airports within these areas of
conflict. It should be noted, however, that the simultaneous use of all these airports will
affect only the staging of development of the runways at the Chicago-O'Hare International
Airport, as outlined in this report. The actual location and design of the runways, as
shown in the Master Plan exhibits, is considered to be good Master Planning and will not
be affected by the use of other airports.
As a final note, this Master Plan should be constantly reviewed by the City of
Chicago and should be adjusted to meet any new situation which may arise from the
rapid evolution of air transportation and its complimentary technical advances.
-3-
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AIRPORT LOCATION MAP
CHICAGO O'HARE INTERNATIONAL AIRPORT
STATUTE MILES
GRAPHIC SCALE
LANDRUM a BROWN
CINCINNATI, OHIO
PAGE NO 4
CHAPTER II
TRAFFIC
CHAPTER I!
TRAFFIC
As a basis for determining the physical requirements of the Chicago-O'Hare
International Airport facilities, forecasts of the anticipated air and surface traffic
were prepared and are presented here. These forecasts have been used to determine
the space requirements and operating capacities of many of the airport facilities,
especially those facilities within the confines of the terminal area. However, many
other elements of design have been given consideration and the Master Plan presented
within this report is a result of the blending of these forecasts with the other requirements
which must be met.
The forecasts for the year 1965, presented within this chapter, have been taken
from the "O'Hare International Airport Air and Surface Traffic Report", Volume \.
Since the analyses and methods used to determine these forecasts are fully described
within the above mentioned Volume I, no attempt will be made to describe the details
of these projections. The forecasts for the year 1965 have already been translated into
space and capacity requirements for many of the airport facilities which are in design
phases at the writing of this report.
Also presented are forecasts for the ultimate period of development of this
airport. Since these ultimate forecasts are essentially projections of those forecasts for the
year 1965, the same analyses and methods will apply to these projections. These forecasts
have been used to present assurance that the Master Planned facilities have the capacity
to meet future requirements beyond 1965.
The following tables are presented by groups as their respective quantities affect
individual areas of design.
- 5 -
AIR PASSENGERS
The total number of air passengers to be served by the Chicago-O'Hare
International Airport has been used as the basis for determining the size of the
terminal buildings and their facilities. The buildings must be of sufficient 3ize to
serve the air traveler with comfort and efficiency and must have the capacity to expand
so that they can meet the future requirements without sacrificing these attributes. The
air traveler who has to make a connecting flight must be served with the same ease
provided the originating or terminating passenger. In addition, sufficient facilities
must be provided for the international passengers.
TOTAL ENPLANING AIR PASSENGERS TABLE i
Scheduled Domestic Passengers
Scheduled International and
Overseas Passengers
Total
T?65
Enplaning Passengers
Ultimate
5,142,500
134,000
5,276,500
10,277,000
533,500
10,810,500
-6 -
TOTAL PASSENGERS BY TYPE
TABLE II
1965
Local and Non-Local
Originating
Connecting
Total Enplaning
Local and Non-Local
Terminating
Connecting
Total Deplaning
Total All Passengers
2,958,300
2,184,200
5,142,500
2,958,300
2,184,200
5,142,500
10,285,000
Ultimate
5,909,300
4,367,700
10,277,000
5,909,300
4,367,700
10,277,000
20,554,000
-7-
y
AIRCRAFT OPERATIONS
In general, the number of scheduled airline aircraft operations is a function
of the total number of air passengers and is dependent upon the seating capacity and
load factors of the aircraft used by the airlines. However, in addition to airline
aircraft operations, consideration must also be given to the number of aircraft operations
performed by both general aviation and military aircraft. The total number of aircraft
operations during a peak hour determines the ultimate capacity of the airfield to accept
aircraft safely. The number of peak hour operations also dictates the number of runways
required, and to some extent, the staging of construction of runways to handle the
anticipated volumes. The total number of annual aircraft operations is a function of the
peak hour operations.
Because the present day jet aircraft require increased runway and terminal
facilities, an estimate of the anticipated numbers of movements by this type of aircraft
is presented. In general, the present day turbo-prop aircraft have requirements similar
to the large reciprocating engine aircraft. The number of helicopter air taxi operations
is also presented since the helicopter requires special consideration in the terminal area
and along its flight path to and from the terminal .
Chapter IV, "Runway Development", explains how the forecasts given in this
section affect the design of the Master Plan and describes its provisions for the special
requirements of the different types of aircraft. As mentioned previously, the estimates
for 1965 shown here were taken from Volume I of this report and need no further explanation.
However, the number of peak hour aircraft operations for the Ultimate period, as shown in
the following table, is believed to represent the approximate maximum number of safe
operations for this airport under instrument flying conditions, and it has been used as the
basis for all projections for the Ultimate period.
- 8-
TOTAL AIR CARRIER OPERATIONS
TABLE III
Scheduled Domestic
Scheduled International and Overseas
Non-Scheduled
Total Air Carrier Operations
Number of Annual
Operations
1965
Ultimate
282,300
428,200
5,000
20,520
30,800
30,800
318,100
479,520
SCHEDULED AIRLINE AIRCRAFT
( Domestic and International )
TABLE IV
Jet
Turbo-Prop
Reciprocating
Total
Schedule
d Annuc
1 Airline Operations
1965
Ultimate
64,900
336,540
146,800
112,180
75,600
- 0-
287,300
448,720
-9-
GENERAL AVIATION OPERATIONS
TABLE V
Local
Itinerant
Total
Number
of Annual
Operations
1965
Ultimate
24,800
24,800
66,000
66,000
90,800
90,800
MILITARY OPERATIONS
Total
TABLE VI
Number of Annual Operations
1965 Ultimate
81,000
- 0-
PEAK HOUR AIRCRAFT OPERATIONS
Scheduled Air Carrier
All Other Aircraft
Total
TABLE VII
Median Peak Hour Aircraft Operations
1^63
74
40
114
Ultimate
99
21
120
HELICOPTER AIR TAXI OPERATIONS
Total Annual
Median Peak Hour
T?6T
TABLE VII
Operations
41,100
10
Ultimate
73,800
15
-10-
MR MAIL AND AIR CARGO
Estimates of the tons of air mail and air cargo anticipated to be enplaned
at the O'Hare International Airport are provided here to assure that sufficient land
area is available for the development of these functions. The operation of these
functions requires sufficient building space, vehicular parking and circulation, and
aircraft loading apron area.
AIR MAIL TRAFFIC TABLE IX
Total Tonnage
Air Mail Enplaned
1965
23,600
QTtimati
57,000
AIR CARGO TRAFFIC
TABLE X
Total Tonnage
Air Cargo Enplaned
1965
118,600
Ultimate
198,000
- 11 -
TERMINAL BUILDING POPULATION
As stated in the Introduction of this report, the terminal buildings are a
function of architectural design and therefore are not developed in detail within
the Master Plan. This report shall be confined to the mass area expansion of the
terminal buildings and only general use is made of the population figures shown in
the following tables. However, these estimates are of great value to the detailed
architectural design for present and future building programs. The employee population
in the terminal buildings and area is also shown so that its impact on design, Especially
during the peak shift, can be studied.
- 12 -
TERMINAL BUILDING POPULATION
TABLE XI
Median Peak Hour Terminal Population
1965
Ultimate
Friday
Sunday
Friday
Sunday
Ticket Counters
360
410
720
820
People Seated - Lobby
760
770
1,520
1,540
People Standing - Lobby
430
770
860
1,540
General Merchandise
120
200
240
400
Total Lobby
1,670
2,150
3,340
4,300
Coffee Shop
560
620
1,120
1,240
Dining Room
530
570
1,060
1,140
Cocktail Lounge
350
360
700
720
Total Food and Drink
1,440
1,550
2,880
3,100
People Unloading
80
150
160
300
People Loading
80
120
160
240
Total Front of Terminal
160
270
320
540
Claim Baggage
250
340
500
680
Total Terminal Population
3,520
4,310
7,040
8,620
EMPLOYEE POPULATION
TERMINAL BUILDINGS AND AREA
Peak Shift Shop Employees
Total Employees
TABLE XII
Peak Day Employee Population
V?55
2,700
5,700
Ultimate
4,100
9,200
- 13 -
GROUND TRANSPORTATION
Since roadways and parking lots comprise the largest areas of land use in
the terminal area, it is of the greatest importance that the anticipated numbers of
vehicles in specified areas be presented here. This Master Plan gives full consideration
to the area required to supply sufficient parking space for all vehicles and to the roadway
design so that both will provide efficient and safe circulation for all types of vehicles.
The size of many functional areas, such as the taxicab reserve pool, rental car area,
parking lots, and the terminal curb frontage requirements have been determined from
the estimated peak hour inventories shown in these tables.
VEHICULAR TRAFFIC MOVEMENTS TABLE XIII
Median Day Vehicle Movements
T963 Ultimate
Friday Sunday Friday Sunday
Private Automobiles 45,380 50,520 87,130 97,000
Taxi 6,500 6,350 8,320 8,130
Airport Limousine 160 140 270 235
Truck 990 990 1,980 1,980
Total 53,030 64,560 97,700 107,345
-14-
GROUND TRANSPORTATION INVENTORIES
TABLE XIV
Vehicles in Unloading Area
Vehicles in Loading Area
Paid Parking
Employee Parking
Taxi cabs
Limousines
Rental Cars
Peak Hour Vehicle Inventory
1965 Ultimate
Friday Sunday Friday Sunday
40
40
20
310
30
45
80
80
20
250
35
620
60
90
5,300 5,800 12,900 14,200
2,700 - 4,100 -
110 60 140 80
35
500
The information presented in the preceding tables has been used to determine
that the Master Plan presented in this report is sufficiently and safely designed. Although
some of the information is of a detailed nature, it has been presented to form the basic
structure for present and future detailed architectural planning, |t is,therefore, con-
sidered wise and well within the scope of this report to recommend that constant checks
be made upon the figures presented here to determine that the actual growth of air travel
in future years follows the pattern presented so that adjustments in design may be made
if they become necessary.
-15-
INDEX TO TRAFFIC TABLES
Table No. Title Page No,
AIR PASSENGERS
I Total Enplaning Air Passengers 6
II Total Passengers by Type 7
AIRCRAFT OPERATIONS
III Total Air Carrier Operations 9
IV Scheduled Airline Aircraft 9
V General Aviation Operations 10
VI Military Operations 10
VII Peak Hour Aircraft Operations 10
VIM Helicopter Air Taxi Operations 10
AIR MAIL AND AIR CARGO
IX Air Mail Traffic 11
X Air Cargo Traffic 11
TERMINAL BUILDING POPULATION
XI Terminal Building Population 13
XII Employee Population 13
GROUND TRANSPORTATION
XIII Vehicular Traffic Movements 14
XIV Ground Transportation Inventories 15
- 16-
CHAPTER III
METEOROLOGY
I
CHAPTER III
METEOROLOGY
A review of all meteorological data which was available for the Chicago
area has been made to determine the effect of winds and weather conditions upon
the development of a runway system and also to determine the runway wind coverages
for the Chicago-O'Hare International Airport. In addition to the analysis of winds and
weather conditions affecting the O'Hare International runway system, a study was also
made for the Midway Airport because of the inter-dependence of the operation of air
traffic between these two separate airports.
CHICAGO AREA
In general, Chicago is in a region of frequent changing weather. The prevailing
winds range from the south to the west, but are quite variable. The annual normal
amount of precipitation is about 32.7 inches. Summer thunderstorms are locally
heavy and variable and thundershowers, sometimes with strong, gusty winds and hail,
are observed on an average of 37 days during the summer months. The annual average
snowfall is 35.3 inches.. During the cold season, slight melting and refreezing of
precipitation is fairly common and can cause hazardous runway conditions. In this area,
fog is infrequent and visibility is more often restricted by local air pollution.
Information accompanying the most recent Air Force weather data gathered at the
O'Hare International Airport indicates that low visibilities are, more often than not,
associated with southeasterly winds. The source of this reduced visibility is believed to
be industrial and city smoke. This deduction tends to be confirmed by the climatological
data stating that fog is infrequent and visibility is much more often restricted by local air
pollution. Low ceilings are normally associated with northeasterly winds, however,
- 17 -
both low ceilings and visibilities do occur simultaneously a great majority of the time.
The Weather Bureau Climatological Summary indicates that air masses moving
from the north across Lake Michigan often reach the shore areas an hour or more before
affecting the western parts of the City. This however, cannot be taken as a positive
indication that the time lag in air movement would be as great between the O'Hare
and Midway Airports. It is believed that this time lag effect between these two
airports will present difficulties only when north and northeast winds previal because
both airports are about equidistant from the lake shore . No appreciable time lag
difficulties due to air masses moving across land are anticipated because the regional
topography does not significantly affect air flow.
O'HARE INTERNATIONAL AIRPORT - GENERAL
To provide a picture of the seasonable weather variations at the O'Hare location,
the records of the Department of Air Force, Uniform Summary of Surface Weather
Observations have been used. The tables of Flying Weather, taken from these records,
have been used as the source of information and are based upon the following defined
limitations. "Time Closed" is considered to be with a ceiling less than 500 ft. and/or
visibility less than one mile. "Instrument Time" is when ceilings range from 500 to
900 ft. and/or visibility from one to two miles. These records have been kept for the
period from October 1946 to August 1955. They indicate that the yearly average for
time closed is 4.3 percent and for instrument time is 1 1 .2 percent. The yearly maximum
time closed occurs during the month of January with 9 J percent and is followed by
December with 8.1 percent. The minimum time closed occurs during the months of
July, August and September and varies from 1 .8 to 1 .5 percent. The yearly maximum
- 18-
time when instrument conditions prevail occurs during the month of December with
17.3 percent. This is followed by January and February with 15.4 and 15.8 percent
respectively. As is to be expected, the months of July, August and September present
the minimum amount of instrument time with 6.7, 5.7 and 6.2 percent respectively.
It should be noted, however, that the ceiling and visibility limitations, as defined in
the Department of Air Force tables, are not comparable to the limitations used in the
analysis of Instrument Flight Rule periods which shall be referred to in this chapter.
Studies have been made of the wind and weather coverages given by the primary
runway directions at the Chicago-O'Hare International Airport. These runway directions
are given by the azimuth readings of 9-27, 14-32 and 2-20. It should be noted that
the runway azimuth of 2-20 at the O'Hare Airport, as originally master planned, will
give the same wind and weather coverages, within hundredths of a percent, as are shown
for runway 2-20 of this master plan because actual angle of divergence between these
two runways, as used for master planning purposes, is only about five degrees. Only those
runways and combinations of runways at the Midway Airport, which are comparable to the
runways at the O'Hare Airport were analyzed for this report.
GENERAL RUNWAY WIND COVERAGE ANALYSIS
Because Federal participation in the cost of runway development and construction
is sometirrles determined by the percentage of 15 miles per hour wind compontent coverages
given by runways, an analysis of the International Airport system under these conditions
was made. This analysis indicates that the coverages of 15 miles per hour winds at O'Hare
International Airport range from 86.57 to 88.35 percent and are far below the 95 percent
usually required for Federal participation. For comparative purposes, an analysis of the
winds which previal at Midway Airport was also made using the O'Hare Airport runway
- 19-
directions. These coverages ranged from 91 .10 to 92.02 percent. The increased
coverages of the winds at Midway Airport shown by this analysis, and also in other
analyses, is probably due to the fact that the mean average wind speed at the Midway
Airport location is about 10 miles per hour while, at the O'Hare Airport location,
the mean average wind speed is about 10.9 miles per hour.
All other analyses of wind and weather coverages that have been used for
studies of the runway development plans at the O'Hare International Airport, and for
runway wind coverages, are based upon the coverage of cross wind components of 20
knots. The coverage of 20 knot winds provides a realistic evaluation of the runway
systems because all present day aircraft are certified to operate in cross winds in excess
of 20 knots and because Commercial Airline operating limits are also in excess of the
20 knot cross wind components. While it is true that the new swept wing jet aircraft,
now coming into operation, are more susceptible to cross winds than present aircraft,
it is believed that they also will be able to operate in cross wind components of 20
knots without difficulty.
The information used in the analyses of the Wind Rose for the O'Hare Airport was
taken from the records of the Department of the Air Force, Air Weather Service. The
data from which the Wind Roses were developed is taken from the records of "Percentage
Frequency of Occurrence Direction by Speed Groups" for Surface Winds for the years
1947 through 1955. It should be noted that a mathematical balance was applied to the
percentage of frequency of speed groups to obtain a hundred percent balance of all
speed groups. The Wind Rose for Midway Airport was developed from the Department of
Commerce, Weather Bureau records for the years 1952 through 1956. All records and
percentages of coverage taken from the Wind Roses included within this report are for
- 20 -
surface winds which prevail during all conditions of ceiling and visibilities.
An overall inspection of the Wind Roses for all months of the year at both
the O'Hare International Airport and Midway Airport provides an indication of the
nature of the winds in the Chicago area. While individual runway coverages at
Midway Airport are greater than at the O'Hare Airport, due mainly to a lower mean
average wind speed at Midway Airport, the ratio of directional wind coverage at both
airports is similar. At both airports, the greatest percentage of coverage is given by
the east-west direction. However, at O'Hare, the Northeast-Southwest direction gives
a better coverage than does the Northwest-Southeast direction, while at Midway,
the reverse is true, although the difference in percentages of coverage is negligible.
This data tends to confirm Weather Bureau information stating that the prevailing winds
at the Midway Airport are predominantly South-Southwest, but are quite variable and
indicates that this statement also applies to the O'Hare location.
A breakdown of the surface winds at O'Hare International for the winter months
of December, January and February reveals, by percentages of coverage, that these
winds prevail through all the western quadrants, but are slightly greater from due west.
A similar breakdown of summer winds, prevailing through the months of June, July and
August, reveals the fact that these winds prevail predominatly from the South-
Southwest. These summer winds are critical for aircraft operations because of their
accompanying higher temperatures and humidity. The mean temperatures for these three
months are 68.2 degrees, 73.0 degrees and 71 .3 degrees, while the maximum average
temperatures are 78.5 degrees, 83.4 degrees and 81 .4 degrees respectively. Any shift
in the summer winds to Northwest or Northeast is usually accompanied by cooler air.
- 21 -
In addition to the studies on surface winds, studies and analyses have also
been made of the winds that previal during conditions when ceilings and visibilities
limit aircraft operations. This data is presented so that Instrument Flight Rule
conditions can be analyzed and it is shown in the Weather Rose Exhibits. The weather
data used in the analysis of the O'Hare International Airport Weather Rose was taken
from the records of the Air Force Weather Station, located at the O'Hare Airport, for
the years January 1955 through December 1957. The Weather Rose for the O'Hare
Airport is based upon the 20 knot wind component coverages during conditions when
ceilings of 600 ft. or less and/or visibilities of two miles or less are prevalent. These
limitations are believed to represent the most realistic Instrument Flight operation
conditions. The data presented in the Midway Airport Weather Rose was taken from the
records of the Weather Bureau for the years January 1935 through December 1941 and
January 1948 through December 1950. The Weather Rose for Midway is based upon a
600 ft. ceiling and one mile visibility because the Weather Bureau records have been
kept in such a manner that an analysis of a 600 ft. ceiling and a two mile visibility
could not be prepared. Again, the Midway data is presented for comparative purposes
and shows only those runway combinations which are comparable to O'Hare International
Airport.
A review of the Weather Roses for International and Midway, even though they
are based upon different limitations, indicates that there is a considerable difference
in runway coverages. This apparently is due to the close location of smoke sources to
the Midway Airport. It is also revealed, by the coverage tabulations, that an almost
complete reversal of order of runway coverages at O'Hare is experienced at Midway.
This again, is presumed to be due to the location of air pollution sources affecting these
- 22 -
two airports. It is presumed, although no supporting data is available, that there will
be time variations between the lowering of visibilities at the O'Hare Airport and
Midway Airport. Therefore, very close coordination of flight control should be
exercised if O'Hare International and Midway operate simultaneously under heavy
aircraft volumes.
CHICAGO-O'HARE INTERNATIONAL AIRPORT WIND COVERAGE
A detailed analysis of the Wind Roses for the Chicago-O'Hare International
Airport provides the following information which has been given weighted value in the
ultimate runway system design. Runway 9-27 gives a coverage of 97.81 percent of the
20 knot cross wind components for the all weather-winds. Following, in order of
coverage, is runway 2-20 with 96.97 percent and runway 14-32 with 96.59 percent
coverage. It should be noted that the difference in coverage of these latter two
runways is of no serious consequence. By combination of runways, the best 20 knot
component coverage is given by runways. 9-27 and 2-20. This combination coverage is
99.91 percent. As might be expected, the combination of runways 9-27 and 34-32
give the second best coverage with 99.15 percent.
A review of the O'Hare Field Wind Rose for the months of December, January
and February indicates that runway 9-27 gives the best coverage with 95.44 percent
and is followed closely by runway 2-20 with 95.14 percent. During the hot summer
months runway 2-20 gives the best coverage, by far, with 91 .24 percent, while
runways 9-27 and 14-32 provide only 85.91 and 85.23 percent coverage of 20 knot
wind components . Again, the combination of runways 9-27 and 2-20 gives the best
coverage for two runways by giving 3.97 percent more coverage than runways 9-27
and 14-32.
-23-
CHICAGOO'HARE INTERNATIONAL AIRPORT WEATHER COVERAGE
A detailed analysis of the Weather Rose for the O'Hare International Airport
also provides information which has been used in the ultimate runway design. St should
be noted that IFR conditions prevail for 10,78 percent of the time on a yearly basis.
As stated on the Weather Rose Exhibit, SFR conditions are assumed to prevail during
those hours when the airport ceiling is 600 ft. or less and/or the visibility is two miles
or less. Inspection of this Weather Rose reveals that fact that runway 14-32 provides the
best wind coverage with 99,11 percent and is closely followed by runways 2-20 and 9-270
The maximum difference in coverage given by the three single runways is only 0.33
percent. In combination, runways 14-32 and 2-20 give the best coverage of IFR winds.
However, the difference in coverage given by any combination of two runways is so small
that it is negligible,
CHICAGOO'HARE AIRPORT RUNWAY ANALYSIS BASED ON METEOROLOGY
In summary, runway 9-27 gives the best coverage of "all weather" surface winds
and, while it gives third best coverage of IFR winds on a yearly distribution, it does
give the best coverage of "all weather" winds during the winter months of December,
January and February when IFR conditions are expected to be most prevalent. Runway
9-27 should, therefore, be considered the primary runway from the meteorological stand-
point. Runway 2-20 gives the second best coverage of the "all weather" and IFR winds
based upon a yearly distribution of these winds. In addition, runway 2-20 gives, by far,
the best coverage of the "all weather" winds during the summer months of June, July
and August when very high temperatures are prevalent. It has been indicated in the Civil
Aeronautics Administration, now the Federal Aviation Agency, Jet Age Planning Report
No, 2 that jet and turbo-prop engines are more seriously affected by increases in
temperature than are piston engines and the turbo-prop engines are most seriously
affected. This fact has been taken into account in the runway requirements specified
-24-
by the Federal Aviation Agency special regulation S.R. 422. When compared with
past performance standards, S.R, 422, generally, more severely limits the take-off
weight and runway length on high altitude airports at high temperatures. The
importance of runway 2-20 is, therefore, obvious and this runway should be considered
as a primary runway, based upon the meteorological data, since it covers the hot
summer winds. Full consideration should be given to its design length so that take-off
weights will not have to be reduced substantially with increased temperatures. The
importance of runway 14-32 in the O'Hare Airport runway layout should not, however,
be underestimated. As previously stated, this is a region of frequent changing weather
and the winds constantly shift from southerly directions through the west to northerly
directions. It is, therefore, runway 14-32 which provides the wind coverage during these
wind shifts and gives almost 100 percent coverage of all winds when used in conjunction
with the other two runways.
Giving full weight to the analysis of the meteorological data presented within this
chapter, the following, by order or presentation, would be the preferential runway system al
Chicago-O'Hare International Airports
No. 1 - Runway 9-27. Due to its overall "all weather" and its winter time
IFR wind coverages.
No. 2 - Runway 2-20. Due to its coverage of winds during the high temperature
summer months.
No. 3 - Runway 14-32. Due to its coverage of the frequent shifting winds.
It should, however, be strongly emphasized that many elements, other than
meteorology, have affected the ultimate layout and design of the runway system at the
O'Hare International Airport. All of these elements, such as air traffic routes, the use
of the runway system at Midway Airport, terminal area layout at the O'Hare Airport,
obstructions and topography and land use at this airport will be discussed, as they have
affected the runway system Master Plan, in subsequent chapters of this report.
-25 -
WIND ROSE
O HARE FIELD
STATION -PARK RIDGE ILLINOIS - O'HARE FIELD
PERIOD COVERS
OCT. 1946 - AUG. 1955
15 MPH COVERAGE
20 KNOT COVERAGE
WIND COVERAGE TABULATIONS
RUNWAY
DIAGRAM
RUNWAY OR
COMBINATION
14 - 32
9 - 27
2- 20
14 - 32
9 - 27
2 - 20
14- 32,
9- 27
2 - 20
9- 27
14 - 32
2 - 20
15 MPH COVERAGE
% COV.
% NOT COV
86.57
88 35
88 22
94 68
9592
98.27
99 56
13.43
11.65
II. 78
5.32
4.08
1.73
0.44
20 KTS COVERAGE
% COV.
95 59
97 81
96 97
99 15
98 99
99 91
99.98
% NOT COV.
3.41
2 19
3 03
0.85
I .01
0.09
0.02
EXHIBIT - II
LANDRUM a BROWN
CINCINNATI , OHIO
PAGE NO. 26
WIND ROSE
O'HARE FIELD
STATION - PARK RIDGE ILLINOIS - O'HARE FIELD
PERIOD COVERS DECEMBER, JANUARY 8 FEBRUARY
FROM DEC. 1946 THRU FEB. 1955
WIND COVERAGE TABULATIONS
RUNWAY
I DIAGRAM
RUNWAY OR
COMPINATION
A -32
2-20
9-27 14-32
14-32 2-20
9-27 2-20
3-27 14-32
2-20
20 KTS COVERAGE
% COV
94.73
95 44
9514
98 98
99.04
99.64
99 99
%NOT COV
4 56
5.27
4.86
1.02
0.36
0 96
0.01
EXHIBIT -III
ILANOHUM S BROWN
CINCINNATI, OHIO
PAGE NO. 27
WIND ROSE
O'HARE FIELD
STATION - PARK RIDGE ILLINOIS - O'HARE FIELD
PERIOD COVERS JUNE, JULY a AUGUST
FROM JUNE 1946 THRU AUG. 1955
WIND COVERAGE TABULATIONS
RUNWAY
DIAGRAM
RUNWAY OR
COMBINATION
14-32
9-27
2-20
9-27
14-32
14-32
2-20
9-27
2 -20
9-27
14-32
2 -20
20 KTS COVERAGE
1' COV.
85 23
85 91
91.24
95.19
98.76
99.16
99.94
7. NOT COV.
14.77
14.09
8.76
4.81
1.24
0.84
0.06
EXHIBIT- 12
LANDRUM a BROWN
CINCINNATI , OHIO
PAGE NO. 28
WIND ROSE
CHICAGO MIDWAY AIRPORT
PERIOD COVERS 5 YEAR CYCLE
JAN. 1952- DEC 1956
WIND COVERAGE TABULATIONS
RUNWAY
DIAGRAM
^X
X
V
RUNWAY OR
COMBINATION
13-31
9-27
4-22
13-31
9-27
13-31
4-22
9-27
4-22
13-31
9-27
4-22
20 KNOT COVERAGE
X COVERED % NOT COV
98.79
98.88
98.52
99.57
99.98
99.61
100.00
1.21
1.12
1.48
0.43
0.02
0.39
0.00
EXHIBIT -2
LANDRUM a BROWN
CINCINNATI, OHIO
PAGE NO. 29
WEATHER ROSE
O'HARE FIELD
INSTRUMENT FLIGHT RULES
PERIOD
JAN. 1955
COVERS
DEC. 1957
NOTE' FIGURES INDICATE PERCENTAGE OF SURFACE WINDS WITH CEILING OF 600 OR LESS AND/ OR
VISIBILTY OF 2 MILES OR LESS.
INSTRUMENT WEATHER
20 KNOT COVERAGE
RUNWAY
DIAGRAM
RUNWAY OR
COMBINATION
% OF IFR
TIME COV.
X OF IFR
TIME NOT COV.
\
14-32
99.11
0.89
9-27
98.78
1.2 2
NOTE :
/
2-20
99.06
0.94
1 TOTAL PERCENTAGE OF IFR
TIME = 10.78 %
2. TOTAL PERCENTAGE OF VFR
TIME = 89.22 %
X-
14-32
9-27
9 9.45
0.55
V
14-32
2-20
99.71
0.29
/
9-27
2-20
9 9 63
027
\z
14-32
2-20
9-27
99.99
0.01
EXHIBIT -H
LANDRUM & BROWN
CINCINNATI, OHIO
PAGE NO. 30
WEATHER ROSE
INSTRUMENT FLIGHT RULES
CHICAGO MIDWAY AIRPORT
CHICAGO WEATHER STATION
PERIOD COVERS
JAN. 1935- DEC. 1941
JAN. 1948 -DEC, 1950
NOTE' FIGURES INDICATE PERCENTAGE OF SURFACE WINDS WITH CEILING OF 600' OR LESS AND / OR
VISIBILITY OF I MILE OR LESS.
INSTRUMENT WEATHER 20 KNOT COVERAGE
NOTE"
I. TOTAL PERCENTAGE OF IFR
TIME = 5.22%
2. TOTAL PERCENTAGE OF VFR
TIME = 94.78 %
RUNWAY
DIAGRAM
X
RUNWAY OR
COMBINATION
13-31
9-27
4-22
13-31
9-27
13-31
9-22
9-27
4-22
13-31
4-27
4-22
X OF IFR
TIME COV.
96 99
97 46
9768
9906
99.95
99.60
10000
% OF IFR
TIME NOT COV.
3.01
2.54
2 32
0.94
005
0 40
0.00
EXHIBIT -Y\\
LANDRUM 8 BROWN
CINCINNATI, OHIO
PAGE NO. 31
^
i
CHAPTER IV
RUNWAY DEVELOPMENT
<
I
CHAPTER IV
RUNWAY DEVELOPMENT
Although there had been a Master Plan in existence for the Chi cago-O' Hare
International Airport, there was an obvious need for revision in view of the greatly
increased number of air passengers and the expanded vehicular traffic associated with
this increase, and also in view of the recent introduction of turbo-jet aircraft into
airline service„ The first of these factors required the enlarging of the terminal
building, aircraft parking apron, and the parking lot area. The enlargement of these
areas in turn, suggested a greater separation between the originally planned runways.
The second factor, the introduction of jet aircraft, required a more obvious revision; the
lengthening of runways to satisfy the needs of these new aircraft.
To establish a runway system incorporating the needed revisions, it was essential
that all of the items necessary to good runway design be considered. The primary con-
sideration given to an ultimate runway development was the selection of a runway
system which: ( 1 ) could be developed with a minimum of cost, ( 2 ) would satisfy all
but the extreme conditions encountered when consideration is given to local meteorological
conditions, ( 3 ) would permit optimum safety of aircraft operation under conditions of
maximum air traffic capacity, ( 4 ) would give consideration to air traffic routing with
relation to other airports, ( 5 ) would minimize the jet noise effect on surrounding
communities^ and ( 6 ) would minimize the effect of any obstructions surrounding the
airport. It is needless to say that these items are inseparable in design analysis and, as
such, will be discussed according to their total effect on the runway system.
It was known from the outset of this study that a system allowing multiple runway
operation would be required to serve the air traffic anticipated for Chicago-O'Hare
-32 -
VI
VII
International Airport, Two basic runway patterns that permit multiple runway operation
were available for design at the Chicago-O'Hare Airport. These were the tangential
and parallel runway systems. The original O'Hare Field Master Plan had been designed
using the pure six runway tangential system with two runways in each of three directions,,
However, increased runway length requirements for present day and future jet aircraft
operations required that the pure tangential system be modified so that the runways would
intersect each other. This intersection point created a hazardous operating condition and
somewhat reduced the runway system value as related to a pure tangential system. The
Civil Aeronautics Administration Technical Development Center then prepared a comparative
evaluation study of the two basic runway systems using simulated aircraft procedures. As a
basic assumption for this study, the original master planned tangential system was used as
designed except that runways 14R - 32L and 9R - 27L were extended beyond their original
planned length. Following this and other assumptions, the Technical Development Center
Report stated in its Summary, "the converging ( tangential ) system appeared to offer the
best possibilities for high-capacity operations". The Recommendations of this report also
stated, "as soon as possible, steps should be taken to determine the conditions under which
dual simultaneous approaches can be approved by the Office of Flight Operations and
Airworthiness and accepted by industry" „
As the runway system design developed, following the Technical Development
Center Report, it became increasingly obvious that the basic fundamentals of the tangential
runway system would be effectively reduced or completely lost. The loss of effectiveness
of this system was due mainly to the intersecting and crossing of runways near their mid-
points as was required by the need to increase the original design lengths of the runways
and also by the need to relocate some runways to provide sufficient area for expansion
-33-
within the terminal complex.
The runway system design then took on the basic features of a parallel runway
system. At this point there were actual aircraft flight tests run on the simultaneous
use of parallel runways at the O'Hare Airport. These tests were run under the direction
of the Air Traffic Supervisor for the Chicago area with the participation of the Airline
Industry and other interested personnel. The results of these tests were published along
with pertinent comments and conclusions which tended to substantiate the value of the
parallel system. Thus the parallel runway system has evolved as the basic system for
development at the O'Hare International Airport. It should be noted that the runway
system, as designed, can be used as a partial tangential system as the need arises,
especially during the early stages of development. The value of the two reports just
mentioned, does not cease, however, with the selection of the runway system. There
were many conclusions contained within these reports that have been used in the
development of the runway system and many that will be of value to an ultimate local
airport plan.
The need for a multiple runway system at this airport is clearly demonstrated
by the number of aircraft movements that it must sustain. Traffic estimates indicate
that there will be about 1 14 peak hour aircraft movements at this field in 1965. This
far exceeds the capacity of 40 to 60 movements for a single runway system. The Technical
Development Center Report indicates that, under the minimum condition and using
simulation procedures, a parallel runway system is capable of accepting 42 instrument
arrivals per hour. Assuming 60 take-offs per hour, a reasonable figure, the runway
system at Chicago- O'Hare International can handle a minimum of 100 movements per
hour. Using independent aircraft approaches and highspeed turn-offs, it is estimated
- 34-
that this system could handle about 120 movements per peak hour under instrument
conditions. Under ideal weather conditions it is believed that this system would be
capable of handling in excess of 130 aircraft movements per hour for limited periods.
However, for planning purposes, 120 movements shall be considered as the upper limit
because it is during instrument flying weather conditions that air traffic delays are more
likely to occur.
Regardless of the runway system chosed for any airport, an ideal situation is
created, if any two runways, which are to be used simultaneously, can be designed so
that they are of nearly equal value, thus preventing the creation of a preferential runway
system. In addition, both runways should be designed to accept jet aircraft. However,
this can not always be accomplished if land area is not available to develop the runways
to their required lengths. At the O'Hare Airport, the required runway length, corrected
for altitude only, is about 1 1 ,000 feet. This correction is based upon the Federal Aviation
Agency Technical Standard Order runway length of 10,500 feet for an inter-continental
airport which is the approved classification for the Ghicago-O'Hare International Airport.
Although the correction factor for runway gradient will vary with the design of each
individual runway, it is believed that the final corrected runway length for this airport
will average from 11,200 to 11,300 feet. Runways of these lengths are believed to be
sufficient for the operation of the longest range present day jet aircraft. However, a
review of the meteodogical data presented in Chapter III indicates that the prevailing
winds, at O'Hare Field, during the hot summer months do not always accommodate
aircraft operations in the directions of the runways which are readily expandable to the
required lengths. Therefore, it appears to be advisable to extend some runways beyond
this design length in consideration of possible crosswind operations during extremely hot
-35-
(
and humid weather. The final runway length should, however, be dependent upon layout,
design and economic considerations.
It is neither possible nor practical to construct all of the runways at this airport
to the same length. However, only the longest range jet aircraft require runway lengths
approximating 1 1,300 feet for take-off operations. Length requirements for landing
operations and for aircraft flying shorter stage lengths are somewhat less than those
mentioned. Therefore, a preferential runway system is not necessarily predetermined
by the construction of shorter runways so long as the runways are capable of handling
the majority of aircraft operations.
Having established the type of runway system operation and approximate runway
lengths, it then becomes necessary to develop each runway to its maximum operating
capacity by providing sufficient taxiway systems, highspeed turn-offs and hold aprons for
each runway. As the runway master plan has been developed, each runway is provided
with independent taxiway access to the runway ends so that there will be no conflict
between landing aircraft and aircraft taxiing to take-off positions. Each runway has,
as nearly as possible, direct taxi access to and from the terminal area. Also, each
runway end has bean provided with a hold apron capable of holding four or more aircraft
waiting for take-off clearance. As a rtecessity to highspeed jet aircraft operations and
to increased runway capacities, each runway has been provided with the highspeed
turn-offs. The location and design of these turn-offs was an individual study in itself
since each turn-off had to be located so that it could accept as many aircraft as possible
and, at the same time, give these aircraft direct access to the terminal area without
creating a conflicting taxiing pattern.
Since Chicago's O'Hare International Airport is situated in a near ideal location,
from the standpoint of surrounding land development, it was not difficult to develop a
runway system which would minimize the effect of existing obstructions on runway usage
-36-
and would also minimize the effect of aircraft noise on surrounding communities. However,
where a conflict did exist between runways and surrounding developments, the runways
were oriented in such a manner so as to minimize any serious effects.
Unfortunately, this airport is not quite so ideally located with relationship to
other airports. The "Airport Vicinity Map", Exhibit I, shows the relatively close location
of both the Midway Airport and Glenview Naval Air Station to the O'Hare International
Airport. Due to the close relationship between these three airports and because the basic
runway directions at Chicago-O'Hare had been established by the original Master Plan,
and also because the runway directions and operating procedures are firmly established
at the other two airports, there are definite conflicts in aircraft traffic approach and
departure routings. These conflicts are pointed out in the previously mentioned
Technical Development Center Report and have been given full consideration within this
runway development study. However, these conflicts can only be considered as they
affect the staging of runway construction because, as just stated, the runway directions
at the O'Hare Airport had been established by the original Master Plan and could not be
altered. Therefore, a very close relationship should exist between the City of Chicago
and the Federal Aviation Agency with regard to air traffic routing so that the capacity to
handle enroute air traffic at this airport can be increased at the same rate that its
ground facilities are capable of accepting aircraft. There are also smaller General
Aviation airfields in the local area which must be given consideration with regard to
their effect on air traffic safety. Sn particular, the Ravenswood Airport should be phased
out to prevent a conflict with the O'Hare Airport runway system.
The meteorology at this airport location, much the same as the air traffic routing,
will more definitely affect the staging of runway construction than the runway alignment.
-37-
It was shown in Chapter III, "Meteorology", that all three runway directions at the
O'Hare International Airport are important to providing year round coverage of prevailing
winds. However, when the meteorological data is given weighted consideration, along
with all of the other factors involved in the layout of the runways, it can be seen that its
greatest value is to provide assurance that satisfactory wind coverage is given throughout
each stage of development.
The point of greatest concern during the development of the Chicago- O'Hare
International Airport Master Plan was to provide sufficient runway and terminal facilities
as immediately required by the large jet aircraft being pressed into airline service. Thus,
the function of construction economics and speed determined the first stage runway develop-
ment. The economics of design and construction of the airfield was also studied in every
stage of development thereafter. So long as a runway or taxiway retained a serviceable
life, it was supplemented with additional facilities or extensions. However, where
engineering studies indicated that maintenance and repair costs of existing facilities far
exceeded their value to the Master Planned development, these facilities were replaced
with new facilities properly designed for safe and efficient use.
The actual growth of the Chicago-O'Hare International Airport may well be
compared to the growth of a human being from infancy through youth, into manhood. It
is because of the complexity of this growth pattern that the entire Master Planned develop-
ment for this airport has been broken into three stages of growth. These three stages are
further broken into four Master Plan drawings to define more clearly the phases of construction.
Since it is a primary function of a Master Plan to dictate only the proper order for development
of required facilities, no attempt has been made within this report to determine actual
construction dates. These dates are a function of engineering, architectural and financing
-38-
design and the Architects for the City of Chicago have prepared such information, in
keeping with the Master Planned design for a period which is in the realm of human vision
at this time. This Master Plan Report does, however, attempt to determine the length of
the development stages so that the City of Chicago and the Architects are presented a
planning guide for detailed studies.
The staging of the growth of aviation at the Chicago-O'Hare International Airport
and the Master Planned runway development is herein described,
PRiMARY STAGE DEVELOPMENT
The Primary Stage Development is considered to be the period through which the
development will see the introduction of jet aircraft in increasing numbers at the O'Hare
International Airport,, This stage will cover about five years starting from the time of
introduction of jet service,, The entire terminal building complex, finger and ramp con-
figuration, excepting one future finger area and an addition to the existing terminal
building, will be developed during this period as will be the airline hangar area and
other supporting facilities. The developments during this stage are indicated in the First
Stage or "Bond Issue" Master Plan and the Second Stage Master Plan. Since the design
planning for the Second Stage development will proceed concurrently with the First Stdge
construction, to be completed in 1962, the runway planning criteria is described as one
single development stage.
Primary Stage Development Runways
First Stage Master Plan - Exhibit VIS!
Second Stage Master Plan - Exhibit IX
The principal runway pattern will be northwest-southeast during the early years
because of the existence of parallel runways in this direction.
-39-
(
I
Runway 14R - 32L will be the primary jet aircraft runway and will be extended to
1 1,600 feet for jet aircraft take-off. Runway 14|_ - 32R will provide the parallel
runway for this direction. The existing runway 14l_ - 32R should be extended to the
Northwest as far as possible during the later years of this period so that it is capable
of serving all types of aircraft. Highspeed turn-offs, taxiways and hold aprons should
be provided for both of these runways.
Runway 14R - 32L is the existing instrument landing runway with an ILS approach
from the northwest. It should remain as the primary instrument runway during this Stage,
especially since it presents a minimum of interference with instrument operations at the
Midway Airport. It appears that, in the future, simultaneous approaches will be permitted
to runways 14R and 14l_» Therefore, full consideration should be given to the installation
of an ILS approach from the northwest to runway 14|_ - 32R and this runway should be
considered as a future fully instrumented runway following its extension to the northwest.
The meteorological data, the general terminal building and ramp configuration,
and the location of the cargo area dictate the construction of runway 9R - 27L as soon
as funds become available. Also, the present Mannheim Road should be relocated as
soon as possible so that runway 9R-27L can be constructed to the maximum length possible.
Because of the importance of this runway in the Chicago-O'Hare system, it should be
developed to near perfection with instrumentation, hold aprons and high speed turn-offs.
The existing runway 9C - 27C will serve as a parallel to runway 9R -27L but, because of
its present condition and location, it should not be extended beyond its present length.
As an interim measure only, runway 4-22 can be extended to the northeast and
can be used to cover extreme southwest wind conditions-
-40
X
Because the approach from the south to runway 18 - 36 is in direct conflict with
the terminal building, parking lot and aircraft ramp area, this runway should be phased
out immediately and be used as a taxiway only,
INTERMEDIATE STAGE DEVELOPMENT
This stage of development will cover the period during which all airline operations
from O'Hare International Airport will become well established and during which air traffic,
and the use of jet aircraft, will increase to a near maximum. It is anticipated that this
stage will last for a period of 10 to 15 years. Air traffic routing and control will develop
into a serious problem with surrounding airports if early steps are not taken to provide for
the increased capacity of the O'Hare Airport, The terminal complex will be expanded
during this period with an addition to the existing terminal building and the cargo area
will probably require expansion to increase its capacity.
Intermediate Stage Development Runways
Third Stage Master Plan - Exhibit X
Two more major runways should be developed during this period to provide near
maximum capacity for this airport. The first of these is runway 9|_ - 27R. Those same
elements of master planning design which dictated the early construction of runway
9R - 27L, specifically the meteorology and the relationship of the terminal complex to
the runway system, also combine to cause the east-west direction to become the primary
direction for aircraft operations. The construction of runway 9|_ - 27R to its maximum
length with a parallel taxiway system, high speed turn-offs, hold aprons, and instrument
landing system thus completes the primary operating runway pattern for O'Hare International
Airport. The construction of this runway also permits the completion of a taxiway system
that will provide direct taxi access to runway end 14R. It should be pointed out that,
to make runway 9|_ - 27R a fully operating runway, it is necessary to construct a reversible
_41 .
direction taxiway to runway end 27R. This taxiway must bridge the existing airport
entrance road, but its construction will complete a circular taxiway system which will
enhance the value of each and every runway used by the airport.
The major importance of a runway in the northeast-southwest direction to the
0JHare Airport runway system has been pointed out in the chapter on Meteorology. As
an interim solution to the problem of jet aircraft take-offs on extremely hot and humid
days, when the winds are expected to prevail from the southwest, runway 4-22 has been
shown as extended in the Primary Stage Development. This runway does not, however,
have sufficient length to serve as a take-off runway for long range inter-continental jet
aircraft. Therefore, it becomes immediately necessary to construct a new runway 2L - 20R
to a sufficient length as a provision for hot weather take-off. Since hot weather seriously
affects the take-off capabilities of large jet aircraft, it is estimated that this runway should
be about 11,800 feet long. However,, there are many engineering design and vehicular
circulation problems involved in constructing the runway to this length. |t is possible to
shorten the required take-off length of this runway by reducing the gross take-off weight
carried by the long range jet aircraft. This, however, is a penalty inflicted upon the
airlines, the severity of which can not be accurately determined at this time. Therefore,
it is recommended that runway 2|_ - 20R be build during this Stage to a length of approx-
imately 8,400 feet. This length will satisfy all but the heavily loaded long range jet
aircraft. But, the engineering design of this runway should permit its future extension
to 1 1 ,800 feet. Hold aprons, high speed turn-offs, and a fully operating taxiway system
should also be provided.
-42 -
ULTIMATE STAGE DEVELOPMENT
This Stage of development will occur when air traffic at the Chicago-O' Hare
International Airport reaches its maximum safe peak. It will probably occur when
instrument flight movements on the runway system reach about 120 movements per peak
hour. The total yearly movements of all aircraft, except helicopters, during this period
may approach or be in excess of 500,000 movements per year. This increased number of
movements over present day limits will be possible through the maximum use of a multiple
runway system. During this period, the terminal complex will be expanded to its maximum
with the addition of one finger and ramp area and increased parking facilities, and the cargo
area will be expanded to its maximum.
Ultimate Stage Development Runways
Fourth Stage Master Plan - Exhibit XI
The east-west runway direction will remain as the primary runway system and
the northwest-southeast direction will be the secondary system.
The northeast-southwest runway direction will increase in importance during this
stage as heavier aircraft of present day configurations are introduced. It will then become
imperative to assess the true value of the penalty which will be paid in aircraft gross
weight reductions when take-off operations are made necessary in this direction. If then
required, runway 2L - 20R should be extended to its full design length of 11,800 feet
and instrumentation should be provided.
The addition of runway 2R - 20L to the O'Hare International Airport runway system
during this stage will be dependent upon many factors, but only actual operating experience
and the capacity of the existing runway system can determine its value. In keeping with
good Master Planning design, this runway is shown as an ultimate development because
- 43 -
I
its use can increase the traffic handling capacity of the runway system in the northeast-
southwest direction. This runway need not be instrumented if runway 2|_ - 20R is
instrumented from the northeast because the winds in the direction of these runways are
prevalent during the summer months when instrument flight conditions are at a minimum.
Because the aircraft of tomorrow and their operating requirements are unknown
today, except for preliminary discussions of mach two and three air transports, provision
has been made for extending runway 14R - 32L to a length of 14,000 feet or greater during
this stage. The ultimate length of this runway, however, can only be determined by the
requirements of these future aircraft.
Although the staging of construction of the various elements of the Chicago-O'Hare
Airport runway system may differ from the sequences just described, because of the numerous
factors affecting construction, it is firmly believed that the actual design and location of
the runways, taxiways, high speed turn-offs, and hold aprons are based on sound planning
criteria and should not be revised materially as construction progresses. All of the Master
Plan Exhibits referred to in the preceding paragraphs are presented following the written
material, for ease of reference.
I
1
44-
CHAPTER V
TERMINAL COMPLEX DEVELOPMENT
CHAPTER V
TERMINAL COMPLEX DEVELOPMENT
The emphasis of this chapter is placed upon the terminal area land use,
and its purpose is to provide assurance that sufficient land area will be available within
the terminal complex to accommodate all anticipated expansion requirements. To be
more definite, the terminal complex, as considered here, shall include the terminal
building and aircraft loading concourse, the aircraft loading apron and gate positions
and the terminal area roadway system and parking lots. It shall also include the
circulation and parking area requirements for rent-a-car service and taxi and limousine
service, the service station and other facilities, such as utility plants.
The original need for a greatly increased area within the terminal complex
necessitated the increase in the separation distances between the east-west parallel
runways, and the northeast-southwest parallel runways, as shown on the Master Plan
Exhibits. This increase in separation distances now permits the full development of the
terminal complex and sufficient area has been provided for the construction of the
terminal buildings and aircraft loading gates, and the auto parking areas. Future
expansion of the terminal complex will proceed in the same stages as followed by the
runway development so that the two may keep pace with the increasing air traffic at the
Chicago-O0Hare International Airport.
The Primary Stage of Development, covering a period of about five years, will
see the construction of two terminal building units with aircraft loading concourses, along
with all of their supporting facilities. The aircraft loading concourses and apron area
will provide aircraft gate positions for about 61 domestic aircraft and about 12 overseas
and international aircraft. Agreement has been reached with all domestic air carriers and
the gate positions supplied during this period are considered to be sufficient for their
-45-
needs. The two terminal buildings and aircraft loading concourses, now in the
final design stage, have been planned to provide facilities for a period in excess of the
Primary Stage. The auto parking area has been planned to accept approximately 5,000
vehicles and special attention has been paid to the design of the airport entrance road
and parking lot grade separation to assure a smooth flow of traffic within the terminal
complex. Consideration has also been given to the design of the upper and lower roadways
in front of the terminal building units to provide assurance that sufficient curb frontage
for loading and unloading vehicles will be available, and so that there will be a sufficient
number of lanes for moving traffic. A service area has been set aside for the location
of a heating plant, a telephone exchange, and for storage of rental cars. A service station
for public use also is to be constructed during this period. An area has also been set aside
for the construction of a new air traffic control tower in the vicinity of the terminal
buildings.
During the Intermediate Stage of Development, the existing terminal building is to
be expanded by the addition of a unit terminal and another aircraft loading concourse .
This expansion will add approximately 10 more aircraft gate positions. At some time during
this stage, additional auto parking area will be required. This area can readily be supplied
by the construction of parking decks as required. The basic layout of the parking lot has
given consideration to this future construction.
It is anticipated that the terminal buildings, as completed during the earlier stages,
will fulfill the requirements of the Ultimate Stage when the Chicago-O'Hare International
Airport reaches its maximum capacity. However, there will necessarily have to be an
intelligent and more concentrated use of all space available. The maximum number of
about 93 aircraft loading gates will be supplied with the construction of one aircraft loading
concourse at the easterly end of the terminal complex. It is believed that this number of
gates will be sufficient, even under the most severe conditions, when efficient use of all
-46 -
available gates is made. Expansion of parking areas will again be accomplished by
the construction of parking decks, and the capacity of the terminal roadway system
can be increased by the construction of additional traffic lanes. The terminal service
building area and the public service station will not require large increases over their
original design .
it should be pointed out that only those facilities necessary for the safe and
efficient operation of the terminal buildings and their related functions should be
constructed within the terminal complex area. Any unnecessary development in this area
may hinder future required expansion.
-47 -
CHAPTER VI
COMMERCIAL AVIATION
I
CHAPTER VI
COMMERCIAL AVIATION
Only the primary needs of Commercial Aviation at Chicago-O'Hare
International Airport will be met by the construction of landing facilities and terminal
facilities that provide safe and efficient service for the traveling public. The air
carriers serving this airport must also have facilities beyond fhose required by the public.
The airline maintenance hangars and fueling facilities, as well as flight kitchens, all
of which are necessary to flight operations, have been given full consideration in this
Master Plan. Other facilities must also be made available for the transportation of mail
and cargo by air carriers.
HELICOPTER
Provision must be made for the ever increasing use of helicopters by the
traveling public. Since the helicopter does not require all of the airfield facilities and
traffic routing procedures necessary for other types of commercial aircraft, it has been
treated with special emphasis. Because of the hovering capability of this type of aircraft,
it can land or take-off from a pad of only 150 feet in diameter and can approach to or
depart from its landing area along a relatively narrow corridor. For this reason, the
helicopter landing areas have been located at the outer edge of the terminal area
taxiways in the vicinity of the main terminal buildings. The approach to or departure from
these areas can be made without crossing over the heavily populated terminal complex area.
Properly selected traffic routing will prevent any serious conflict with the operating
runways. The helicopter landing pads, as shown located on the Master Plan Exhibits, are
provided with direct taxi routes to the terminal gate positions for the convenience of
loading and unloading helicopter passengers.
-48 -
AIRLINE MAINTENANCE
An area has been provided in the First Stage Master Plan for airline hangars
and maintenance. This airline maintenance area has been designed with the close
cooperation of the airlines who will serve the Chicago-O'Hare International Airport,
and provides sufficient hangar area to meet the expressed needs of these airlines. A
two-way taxiway system, with direct access to the terminal area, has been provided in
the later stages of development of this area. A service road which gives each hangar lot
direct access to the terminal area has also been provided. This hangar area can be
extended in the Ultimate Stage Development, if required.
FUELING FACILITIES
To provide the airlines with a source of aviation fuel sufficient to meet their
demands, a very complete study, made with the cooperation of all airlines, was .prepared .
It was obvious from the beginning of these studies, that a bulk storage area for fuels
would be required. This area has been located adjacent to a railroad delivery point, and
provision also has been made for the delivery of fuel by pipeline. Service roads are
provided so that truck delivery to the storage area and between this area and the terminal
can be made easily. Engineering studies and designs made by fueling consultants, also
with the cooperation of the airlines, provide for the safe and efficient transfer of fuel
from the storage area to the terminal gate positions. Fuel transfer areas and truck fill
stands have been located in areas adjacent to the terminal complex for airlines requiring
these services.
AIR MAIL - AIR CARGO - FLIGHT KITCHENS
The transfer of mail and cargo by air ar^ additional services, performed by
commercial airlines and cargo air carriers, that require ground facilities. Although the
-49-
area requirements for the air mail facilities have been given to the architect by the
Post Office Department, it is necessary to establish these facilities in a convenient
location. The location selected for this facility provides direct truck access to the
terminal area and to the cargo area for the delivery of mail to and from aircraft. Direct
access between this area and the major roads leading to the airport has been provided
and sufficient area is available for future expansion. Aircraft parking apron is not
required for this service „
Since the need for direct access to the terminal area and to the major roads
leading to the airport is also necessary to the efficient operation of the cargo area and
the flight kitchen area, these facilities have been established in the general area of the
air mail facility. The building and land area requirements for these facilities were
determined by consultation with the primary users. Projections of the ultimate volumes
to be handled by these facilities, shown in Chapter SI, have been used to determine that
sufficient land area will be available for the ultimate expansion of these facilities. Both
the air cargo and flight kitchen facilities, have been designed to make them readily
expandable as additional area is required. The air cargo area, in particular, can be
doubled in size by developing the area adjacent to the proposed runway 2R-20L. This
development is shown on the Ultimate Stage Area Development Plan, Exhibit XIII.
All of the facilities reviewed in this chapter and their area requirements have
been indicated on the Second and Ultimate Stage Area Development Plans, Exhibits XII
and XIII at the end of this report. To indicate the total area available for the ultimate
expansion of these facilities, a tabulation of land use acreages is shown in the chapter on
"Land Use". This tabulation shows the acreage available for the ultimate expansion of
these facilities as compared to their total area during the Primary Stage of Development.
- 50 -
CHAPTER VI!
GENERAL AVIATION
CHAPTER VII
GENERAL AVIATION
Because of the importance of the Chicago-O'Hare International Airport in
the Chicago area, it is inevitable that a certain amount of general aviation activity
will take place at this airport. This activity normally includes business flying,
pleasure flying and instructional flying. In general, there is no serious conflict
between the general aviation and commercial aviation activities when neither of these
activities is excessive. This was the case at the O'Hare Airport in the past. However,
the situation is gradually becoming more serious as commercial aviation activities
increase. A definite conflict will arise between the small general aviation aircraft
and the larger and faster commercial aircraft attempting to use the same runway system,
especially during instrument flight conditions and when peak hour air traffic movements
approach maximum safe capacity.
St should be noted in Chapter IB, Table V, "General Aviation Operations" that
no increase in the number of annual general aviation aircraft operations is indicated
for the ultimate period over the year 1965. It has also been assumed in this chapter that
military operations will have been removed from this field by the ultimate period . St
is believed that these future steps will be necessary so that the Chi cago-O 'Hare
International Airport can be developed to its fullest extent for commercial aviation.
Although the unlimited growth of general aviation at the Chi cago-O "Hare Airport
should be regulated, this type of activity will remain an important asset to aviation and
facilities should be provided for it. St is believed that, as commercial aviation grows,
the regulation of general aviation activities should proceed by eliminating non-essential
flying such as pleasure and instructional flying. Therefore, the facilities to be provided
for general aviation in the future, should be designed for executive and business aviation
uses primarily.
- 51 -
It will be necessary to remove the existing general aviation facilities from
their present location as plans progress for the expansion of the existing terminal
building . Since it is estimated that the area requirements for these facilities will
increase to approximately 40 to 50 acres, it is necessary to provide a new location of
sufficient size to permit future expansion. A tract of land of this size is immediately
available in the Airline Hangar area as shown on the Area Development Plans. Taxiways
and vehicular access to the terminal area are also available. This tract of land can be
extended in the Ultimate Stdge of Development by relocating or bridging the existing
drainage canal. The possibility that unused hangar lots may be developed in the future
for general aviation purposes also exists.
- 52 -
CHAPTER VIII
LAND USE
CHAPTER VIII
LAND USE
Although the major portion of the airport property is used by the airfield,
the terminal complex, the airline maintenance area, the air cargo, air mail
and flight kitchen area and the general aviation area, there is much remaining
land of which effective utilization should be made. Since any development within
the airport boundary should adhere to the strictest zoning principles for the
promotion of safety, it is necessary to base the total land utilization upon the
Ultimate Stage Master Plan. In this way, assurance is provided against developing
certain areas which may ultimately conflict with the safe use of the runway system.
There are land uses, however, that can take advantage of areas available
during the early stages of runway development. The Area Development Plans,
Exhibit XII and Exhibit XIII, based upon the Ultimate Stage Master Plan, are
presented at the end of this report to indicate necessary and possible types of land
utilization.
Airfield Areas
Exhibit XIII indicates the total airfield area that must be used for the
protection of the ultimate runway system and approach clear zones. All of this
area will not be necessary during earlier stages of development but it must be
reserved for future airfield use as shown on Exhibit XII . Temporary uses, such as
farming, can utilize these reserved areas during the early stages of development.
Terminal Complex
This land use includes all of the area required for the terminal buildings,
fingers, auto parking area, aircraft parking ramps and maintenance and equipment
-53 -
building areas. As indicated on Exhibit XII, a portion of the ultimate terminal
complex area must be reserved for future construction. Also, an area which can
be used for general aviation purposes during the second stage development must
ultimately be vacated for terminal finger construction.
Airline Maintenance
The airline maintenance area has been sub-divided into lots of suitable
size for airline occupancy and many lots are leased or have been requested. The
area development plan for the second stage, Exhibit XI!, indicates an area adjacent
to the airline maintenance which has been reserved for future development. This
area is shown developed as additional maintenance area in Exhibit XIII if long range
requirements dictate the need.
Air Cargo
The area development plan for the second stage, Exhibit XII, indicates the
area immediately required for air cargo buildings aircraft parking aprons and auto
parking lots. However, it is believed that a considerably greater area will be required
for the full development of cargo facilities. Therefore, certain areas, indicated as
being reserved for future development in Exhibit XII, have been shown as completely
developed air cargo areas in the ultimate master plan Exhibit XIII.
Post Office
Close cooperation with U. S. Government Post Office authorities has
permitted the selection of a site for this function which is of proper size and location
to meet all of the necessary requirements determined by this Federal Agency.
Flight Kitchens
The area reserved for this function, as shown on Exhibits XII and XIII, is
-54-
believed to be sufficient to serve the ultimate space requirements for the
preparation of plane meals.
General Aviation
There is an area, shown in Exhibit XII, adjacent to the existing terminal
building that is presently being used for general aviation purposes. However, this
area must be relocated in the future to provide space for additional terminal building
requirements. The ultimate relocation of this general aviation function and the need
to provide additional space in the future has necessitated the selection of a general
aviation area adjacent to the airline maintenance area. This area can be expanded in
the ultimate stage to provide for limited general aviation activities.
Fuel Storage
The area required for this function during the early stages of development can
be greatly expanded, as shown in Exhibit XIII, to provide for the ultimate needs.
Industry or Agriculture
There is a considerable expanse of land along the southwestern and western
boundary of the airport that can be used for industrial or agricultural purposes. A
mainline railroad runs along the entire western boundary and makes this section of
the airport valuable as industrial sites. Many industries, such as aviation industries
and manufacturers of heavy industrial equipment require railroad delivery of
materials and also receive and ship materials by air. For industries such as these,
a location within the airport boundary and adjacent to rail delivery points would be
ideally situated. There is also land suitable for development by lighter industries
that use air freight services available within this area .
-55-
This same area can be used for agricultural purposes. Many income-
producing crops can be grown in areas not suitable for industrial development.
Agriculture can also be used as a buffer between non-conforming developments in
this section .
Other Areas
There are many areas within the airport boundary for which no specific use
has been recommended. Many of these areas have good highway access and can be
used for commercial or recreational purposes. Others lie within the airfield limits
and should never be put to use for purposes not directly related to aviation safety.
Areas Reserved for Future Developments
Exhibit XII, the area development plan for the second stage, shows many areas
that are reserved for future developments. The future uses of these areas have been
mentioned and are shown in Exhibit XSII . It also has been noted that many of these
areas can be used for agricultural purposes on for other temporary developments such as
recreational areas.
Clear Zone and Property Requirements
Exhibits XII and XI S I indicate areas over which additional property rights will
be required. Both of these Exhibits show the same areas to emphasize the fact that
the acquisition of the required property rights and zoning restrictions may proceed over
a period of years with the only necessity being that the proper clear zone and property
restrictions be enforced when required by runway construction.
- 56 -
To indicate the development of all usable land at Chicago-O'Hare
International Airport, the following tabulation of land use acreage is presented.
This tabulation shows the area development during the Primary Stage of development
as taken from the Second Stage Master Plan, Exhibit XII, and the ultimate area
development as taken from the Ultimate Stage Master Plan and as shown in Exhibit
XIII.
- 57 -
AREA DEVELOPMENT
CHICAGO-O'HARE INTERNATIONAL AIRPORT
Land Use
Airfield
Terminal Complex
Airline Maintenance
Air Cargo
Post Office
Flight Kitchen
General Aviation
Fuel Storage
Industry or Agriculture
Others
Reserved for Future Development
Total Acreage ( Approximate )
Clear Zones and Zoning Protection
Total Ultimate Acreage ( Approximate )
* includes 24 acres required for clear zone protection for runway 4 - 22 in the Primary
'. Stage only.
Primary
Ultimate
Stage
Stage
Acreage
Acreage
2,170
2,855
400
480
210
285
47
188
4
4
9
9
40
52
26
72
990
990
975
1,105
1,170
0
6,040
6,040
267
267*
6,307
6,307
-58-
CHAPTER IX
FINDINGS AND RECOMMENDATIONS
CHAPTER IX
FINDINGS AND RECOMMENDATIONS
GENERAL
Finding: The original Master Plan for the Chicago-O'Hare International
Airport did not provide sufficient facilities for handling the
recently introduced large turbo-jet aircraft or the greatly increased
air passenger traffic.
Recommendation: ( a ) The City of Chicago has taken the first sfeps to make
this airport one of the finest jet age air terminals in the
country by initiating terminal building and airfield
construction and by preparing Master Plan studies. It is
recommended, therefore, that this master plan be adhered
to as closely as possible and that continuing construction
programs be prepared until the ultimate goal is attained.
Finding: There are several major airports and some smaller airports in the Chicago
Area that have overlapping aviation responsibilities.
Recommendations: ( a ) To assure itself that the Chicago-O'Hare International
Airport and aH other airports in the area can be developed
to their maximum capacity, the City of Chicago should
prepare a study of all airports to determine that all
conflicts of responsibility are eliminated. The Federal
Aviation Agency should be called upon to determine air
traffic procedures which will benefit all local airports.
( b ) The Ravenswood general aviation airport, located within
the approach to runway 14L at the O'Hare Airport, should
- 59-
be phased out of use to prevent conflict with this
major jet aircraft runway.
Finding: The rapid technological advances in aircraft design, air traffic
control and air passenger handling will provide many new types of
equipment, facilities, and procedures for airport use in the future.
Recommendations: ( a ) To maintain its position as a leading jet age airport,
Chicago-O'Hare International should be provided with
the most modern advances of technology in these fields.
( b ) The City of Chicago should constantly review this Master
Plan and all detailed planning to assure conformity with
technological advances.
TRAFFIC
Finding: Estimates of future traffic of all types anticipated to serve this airport
indicate a large growth potential.
Recommendations: ( a ) All means available to the City of Chicago should be used
to exploit this potential.
( b ) Constant observations of the actual growth of all types of
traffic should be made to provide assurance that the traffic
estimates presented in Chapter II of this report are in
keeping with the actual growth pattern.
METEOROLOGY
Finding: At the Chicago-O'Hare Airport location, the all-weather winds and
the winds that previal during instrument flying conditions are-quite
variable over a yearly period.
-60 -
Recommendation; ( a ) A three direction runway system should be developed
at this airport and provision should be made for possible
weather instrumentation in all three directions.
Finding: The coverage of 15 m.p.h. winds by each of the three runway
directions gives considerable less coverage than the 95% coverage
sometimes required for Federal participation.
Recommendation: ( a ) Base the practical analysis of runway design upon a 20
knot ( 23 m.p.h. ) wind coverage. This coverage is within
the safe design limits for cross wind operations of present
day aircraft.
Finding: Meteorological data should not be used alone as the final determinant
for runway development. However, it should be given full considerations
for design purposes.
Recommendation: ( a ) Give full consideration to the following rating of. runways,
based upon wind and weather coverages, but combine this
rating with all other considerations for the ultimate develop-
ment planning:
Preference No. 1 - Runway 9-27. Due to its
"all weather" and winter time
IFR wind coverages
Preference No. 2 - Runway 2-20. Due to its
coverage of winds during the
high temperature summer months
Preference No. 3 - Runway 14-32. Due to its
coverage of the frequent shifting
winds.
-61 -
RUNWAY DEVELOPMENT
Finding: The ultimate runway system designed for the Chicago-O'Hare
International Airport must be evolved through a series of development
stages. Each stage, in itself, must be developed with consideration
to its meteorological, engineering design, construction timing, and
economic requirements and must progress toward an ultimate goal.
R e commen da ti on s : ( a ) During the Primary Stage of Development, runway 14R-321
should be extended to 1 1 ,600 feet for jet aircraft take-off
and runway 14L-32R should be extended as far as possible
within the airport boundary to provide a parallel runway
system. Runway 9R-27L should be constructed to its
maximum length as soon as possible. As an interim measure
only, runway 4-22 can be extended to the northeast, but
runway 18-36 should be phased out immediately. Runway
14R-32L should remain as the instrument runway, and
provisions should be made for the instrumentation of runway
9R-27L.
( b ) During the Intermediate Stage of Development, runway
9L-27R should be developed to its maximum length. Its
construction will provide additional area within the
terminal complex. The east-west direction will then
become the primary operating direction. Runway 2L-20R
should also be constructed to provide sufficient runway length
for hot weather take-off for the large jet aircraft.
-62 -
( c ) Runway 14R-32L can be extended, during the Ultimate
Stage, to length of 14,000 feet or greater if required by
future aircraft types and runway 2L-20R should be
extended to its full design length if the economics of
maximum gross weight take-off dictates this requirement.
Runway 2R-20L should also be constructed during this stage
when the need is justified by the number of aircraft
operations in the northeast-southwest direction.
Finding: The runway system designed for the O'Hare International Airport has
the capacity to operate as a partial tangential runway system if desired,
especially during the early stages of development, and as a parallel
system with independent runways.
Recommendation:: ( a ) Provision should be made for the future instrumentation of
all runways except runway 2R-20L for use as parallel
operating runways.
Finding: The runways, taxiways, highspeed turn-offs, and hold aprons designed
for this airport, during each stage of construction, are based upon sound
planning with the benefit of the most recent technological advances in
airport design and it is believed that they will promote safe and
efficient flying for all types of aircraft during all kinds of weather
for the full length of life of the Chicago-O'Hare International Airport.
-63-
Recommendation: ( a ) The design of the runway system shown in this report
should be closely followed throughout all of the stages of
development.
TERMINAL COMPLEX
Finding: A large area is required for the total development of the terminal
complex .
Recommenda ti ons: ( a ) The present runway 9C-27C should be relocated to the
north, as shown on the Master Plan Exhibits, to provide
the required area .
( b ) No facility which is not necessary for the safe or
efficient operation of the terminal buildings and their
related functions should be constructed within the terminal
complex area .
COMMERCIAL AVIATION
Finding: The rapidly increasing use of helicopter service by the traveling public
has made it necessary to provide facilities for this type of aircraft.
Recommendation: ( a ) Provide helicopter landing areas near the terminal gate
positions so that these aircraft can arrive and depart
without conflicting with the runway system in use and so
that the helicopter passengers can be transported directly
to the terminal building.
-64-
GENERAL AVIATION
Finding:
Recommendations:
It is essential that this airport provide facilities for general aviation ,
however, a great increase in the use of the airport by general aviation
aircraft will create a conflict with commercial aviation activities.
( a ) Restrict general aviation activities to business and
executive flying and reduce pleasure flying to a
minimum.
(b) If at all possible, remove all military aircraft activity
from the airport.
( c ) Relocate the present general aviation facilities to an area
which is conveniently located for access to the terminal
buildings.
LAND USE
Finding: There are many acres of land within the airport boundary, not used
directly for aviation purposes, that can be effectively used.
Recommendations: ( a ) Any secondary use of land should adhere strictly to the
aviation zoning requirements for the ultimate development
of the airport.
( b ) There is considerable acreage located adjacent to a
railroad mainline which can be used for industrial lots.
-65-
( c ) The use of land for farming purposes can create a buffer
zone between nonconforming developments. Crops can
also be grown in areas which ultimately will be used for
aviation developments.
Finding: Area and space assignments are subject to rapidly varying requirements
depending upon individual needs.
Recommendation: ( a ) This master plan should be constantly reviewd so that area
allocations can be adjusted according to need without
interferring with future developments.
-66 -
EXHIBITS
VIII First Stage Master Plan
IX Second Stage Master Plan
X Third Stage Master Plan
XI Fourth Stage Master Plan
XII Area Development Plan - Second Stage
XIII Area Development Plan - Ultimate Stage
PAGE NO 67
LEGEND
\ 1 PROPOSEO SECOND STAGE CONSTRUCTION
I 1 PHASE OUT
I 1 BUILDING LINES AND CLEAR ZONES
1 1 AIRPORT PROPERTY LINE
GRAPHIC SCALE
PAGE NO 69
H E I M ROAD
PAGE NO 70
AREA LEGENO
AIRFIELD
TERMINAL COMPLEX
AIRLINE MAINTENANCE
AIR CARGO
jffifflffl POST OFFICE
H ._ isa FLIGHT KITCHEN
^J GENERAL AVIATION
V, /' '*-\ FUEL STORAGE
f :'-'•;■'••••■'- Vl INDUSTRY OR AGRICULTURE
1 -'1 OTHERS
jliMlFSJ CLEAR ZONE AND PROPERTY PROTECTION
h^^-l RESERVE FOR FUTURE DEVELOPMENT
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CHICAGO O HARE INTERNATIONAL AIRPORT
EXHIBIT XII
AREA DEVELOPEMENT PLAN
SECOND STAGE MASTER PLAN
( INTERMEDIATE DEVELOPEMENT)
NAESS d MURPHY
*«■ AS SHOWN
CITY OF CHICAGO
RICHARD J DALEY HAYOR
PAGE NO 71
PAGE NO, 72
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AREA LEGEND
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I I TERMINAL COMPLEX
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lallllj FLIGHT KITCHEN
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V- ''/'\ FUEL STORAGE
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CLEAR ZONE AND PROPERTY PROTECTION
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EXHIBIT XIII
AREA DEVELOPEMENT PLAN
FOURTH STAGE MASTER PLAN
(ULTIMATE DEVELOPEMENT)
NAESS 9 MUBPHY
CITY OF CHICAGO
Live Music Archive
Librivox Free Audio
Metropolitan Museum
Cleveland Museum of Art
Internet Arcade
Console Living Room
Books to Borrow
Open Library
TV News
Understanding 9/11