O'Hare rail transit

HE 9797.3 036

"■•

3 5556 021 192 265

O'HARE RAIL TRANSIT

A Report on the Potential
Utilization of Existing
Rail Right-of-Way

prepared by

James R. Blaze

with the assistance of

A. E. Biciunas

Thomas E. Lisco

Chicago Area Transportation Study

230 North Michigan Avenue

Chicago, Illinois 60601

November, 1968

?7f7,3

TABLE OF CONTENTS

Page

List of Tables v

List of Maps . ....... v

Committee for O'Hare Rail Transit .................................. 1

Glossary of Special Terms 2

Route A Chicago and North Western - Proviso - Des Plaines Cutoff ... 7

Route B Chicago and North Western - Indiana Harbor Belt - Soo Line . . 9

Route C Chicago and North Western - Soo Line ...................... 11

Route D Chicago and North Western - Des Plaines Junction -

Soo Line/Des Plaines Cutoff . .... i ......................... . 13

Route E Milwaukee Road - Soo Line ................................ 15

Route F Milwaukee Road - Bensenville Yard - Des Plaines Cutoff ..... 17

Route G Illinois Central - St. Charles Airline -

B. &0. C. T. - Soo Line .................... ............ 19

Route H Chicago Transit Authority Kennedy Extension ............... 21

Route I Chicago Transit Authority Lake Street - First Avenue Extension 23

Route J Chicago and North Western - Jefferson Park -

Kennedy Expressway 25

Route K Chicago Transit Authority Lake Street - Soo Line ............ 27

Summary 28

Digitized by the Internet Archive

in 2012 with funding from

CARLI: Consortium of Academic and Research Libraries in Illinois

http://www.archive.org/details/oharerailtransitOOblaz

LIST OF TABLES

Page

Comparison of Loop to O'Hare Running Times by Alternate Route A . . . . . 29

LIST OF MAPS

Map A ..................... ................................. 6

Map B 8

Map C .......................................................... 10

Map D .......................................................... 12

Map E .......................................................... 14

Map F .......................................................... 16

Map G .......................................................... 18

Map H .......................................................... 20

Map I .................................................... . . 22

Map J .......................................................... 24

Map K .......................................................... 26

COMMITTEE FOR O'HARE RAIL TRANSIT

This report was prepared in response to the request of a group of inter-
ested civic leaders and government officials of the City of Chicago. The report
outlines eleven basic railway routes which could possibly be utilized in establish-
ing a rapid rail service linking Chicago's Loop area and O'Hare Airport. Each
route incorporates existing rail right-of-way for a major segment of the line haul
with variable distance being composed of new right-of-way.

Route Selection

The primary function of this rail service was defined, for the purpose of
this report, as the provision of a fast, safe, dependable means of ground transpor-
tation between O'Hare Airport and Chicago's Central Business District. Because
of the need to provide a rapid terminal to terminal service, route circuity should
be kept to a minimum. Dependable service requires the elimination of line haul
bottlenecks such as the possibility of conflicting freight movements. Safe opera-
tions should be assured through the segregation of rail-right-of-way from other
surface modes, provision of modern train control signals, and well maintained
roadbed. Each of the presented routes satisfies the above criteria in full or in
part.

Selection of possible routes followed a series of field trips conducted in
late August, 1968. These field trips directed specific attention to the apparent
points enumerated above.

Alternative Routes

Eleven routes are presented as candidates for inclusion in the proposed
O'Hare rail service. Routes A through D plus J utilize the Chicago and North
Western Depot for the downtown terminal while Routes E and F utilize Union
Station, Route G centers on Illinois Central lake front property paralleling
Michigan Avenue and employs the St. Charles Airline as an east-west con-
nector. Routes H, I, and K are not extensions of privately operated railway
but rather proposed extensions of the Chicago Transit Authority network.

Glossary of Special Terms

B. & 0. C. T. - The Baltimore and Ohio Chicago Terminal Railroad is

a wholly owned subsidiary of the Baltimore and Ohio
Railroad, and operates as a peripheral freight belt
line around Chicago. Joint right-of-way is operated
with the Indiana Harbor Belt between Blue Island and
Franklin Park.

The former Chicago Great Western (now part of the
C. &N. W. ) and the Soo Line utilize B. &0. C. T.
trackage to reach the area south of the Loop. This
trackage extends from the vicinity of Maywood east-
ward parallel to the Eisenhower Expressway to 16th
Street and the junction of the South Branch of the
Chicago River. Former Soo Line passenger trains
utilized this trackage to reach Grand Central Depot.

C. & N. W. - Chicago and North Western Railroad, a subsidiary of

Chicago and North Western Industries, operates three
trunk lines radiating out from Chicago. The West Line
is the former Galena Division opened in 1848 and reach-
ing westward to Council Bluffs, Iowa. The Northwest
Line is the former Wisconsin Division operating trains
to Madison, Wisconsin and constructed between 1851
and 1854. The North Line is the former Milwaukee
Division operating trains along the North Shore into
Milwaukee and beyond and constructed between 1854
and 1855. A freight-only line parallels the Milwaukee
Division between Northbrook, Illinois and Milwaukee,
Wisconsin. This freight line is integrated into the main
trunk lines by the Des Plaines Cutoff.

C. M. St. P. & P. - The Chicago, Milwaukee, St. Paul and Pacific Railroad,

also known as the Milwaukee Road, consists of two trunk
lines radiating out from Chicago. The West Line runs
west through Bensenville and terminates at Kansas City
and Sioux City. The North Line runs through Glenview
to Milwaukee. Both lines join at Pacific Junction located
near North Avenue and Pulaski Road, and both were
completed into Chicago in 1872.

Des Plaines Cutoff - The Des Plaines Cutoff is a multiple track freight-only

right-of-way which allows freight trains of the C. &N. W
Northwest Line and North Line to reach the railroad's
principal freight yard, Proviso, without entering the
City of Chicago. This line extends northeast-southwest
through the Des Plaines Valley and passes along the
western edge of O'Hare Airport. Trains of the Milwaukee
Road also utilize this trackage between Northbrook and
Bensenville, Illinois. The line was opened in 1910.

The Indiana Harbor Belt is one of Chicago's major-
peripheral freight belt lines owned by the Penn Central
and the Milwaukee Road. The portion of interest to
this committee was constructed in 1897 and forms a
segment of a network extending between Franklin
Park and Blue Island. This double track facility is
jointly operated with the Baltimore and Ohio Chicago
Terminal Railroad which is also a major peripheral
freight belt line. A major freight yard - Norpaul
Yard - is operated in Franklin Park south of Grand
Avenue.

Kinzie St. Approach -

Both the Chicago and North Western and the Milwaukee
Road share a grade separated right-of-way between
Western Avenue and Noble Street. Therefore, it is
possible the Milwaukee Road trains could enter North
Western Depot for a Loop terminal and North Western
trains enter Union Station — if this committee should
like to consider such possibilities.

Illinois Central

The Illinois Central operates an electrified commuter-
service along Chicago's lake front between Randolph
Street and Richton, Illinois. A western trunk line
joins the main north-south trackage at 16th Street via
the St. Charles Airline.

Multiple Trackage

Line segment with two or more available main line
tracks.

Proviso Yard

Soo Line

The principal Chicago freight yard of the C. &N. W. is
used for the classification of road trains. Actually, it
is composed of two segments, the first an east-west
body paralleling the West Line and the second a north-
south branch paralleling the Des Plaines Cutoff.

The Soo Line was formerly titled the Minneapolis,
St. Paul and Sault Ste Marie Railway, and is an
American subsidiary of the Canadian Pacific Railway
operated as a bridge line by the parent road to gain
access to the Chicago gateway. The Schiller Park
yard of the Soo Line was built in 1898 as the major
Chicago terminal point for road trains. Access to
the other Chicago railroads is gained via theB. &0. C. T.
at Forest Park.

St. Charles Airline -

An elevated railway line, eight -tenths of a mile in
length from the southern end of the Illinois Central's
Central Station at 16th Street westward to the South
Branch of the Chicago River. This Airline is owned
jointly by the Illinois Central, the Chicago, Burlington
and Quincy, the Michigan Central, subsidiary of the
Penn Central, and the Chicago and North Western.

St. Charles Airline - The line was positioned in 1855 and opened in 1857,

(Continued) first as a connector between the old Galena and

Chicago Union (now C. &N. W. ) and the Illinois Central
and Michigan Central and later served as the inner
most east-west connector for movement of interchange
freight among several Chicago railroads including:
the Rock Island and the old Michigan Southern (part
of the old New York Central), the Santa Fe, the
Burlington, and the B. &0. C. T.

OVO'HARE I
I

.1
I

^ PROV

>«.„..

C & N W R R

WEST LINE

I I

L I

M I D WAY

COMMITTEE FOR O'HARE RAIL SERVICE

ROUTE A
Chicago and North Western - Proviso - Des Plaines Cutoff

As illustrated in Map A, O'Hare bound trains would depart from the
North Western Depot and proceed along the West Line or former Galena Division
of the C. & N. W. At the western periphery of Proviso Yard, O'Hare trains
would connect with the Des Plaines Cutoff from which direct access to the south-
west or west side of the airport can be effected.

The West Line of the C. & N. W. is grade separated between the Loop
terminal and First Avenue. The main line is multiple tracked, well maintained
and capable of supporting high speed operation. While the Des Plaines Cutoff
is multiple tracked and also well maintained, speeds are restricted due to the
volume of freight train movements concentrated along "both the Des Plaines
Cutoff and Proviso Yard.

Capital improvements would consist of construction of a turnout and
necessary spur trackage between the Des Plaines Cutoff and the airport passen-
ger terminals.

Initial Evaluation

This route must be judged as unsatisfactory since the goal of frequent,
fast, dependable O'Hare service is not compatible with the density of freight
movements prevalent along Proviso Yard and the Des Plaines Cutoff with the
resulting potential for delays to O'Hare trains.

'ri%4 >

MAP B

::':riiK

'OHARE \

I

-|0Q

.-' i\

WEST LINE

I" 1 MIDWAY

I I

COMMITTEE FOR OHARE RAIL SERVICE

STATE OF ILLINOIS. C

i. DEPARTMENT OF TRANSPORTATION

ROUTE B

Chicago and North Western - Indiana Harbor Belt - Soo Line

Alternative Route B would also incorporate C. & N. W. trackage as far
west as Melrose Park where trains would join the Indiana Harbor Belt right-of-
way. O'Hare bound trains would then continue northward on I. H. B. trackage
and effect a junction with the Soo Line south of Grand Avenue in Franklin Park.
The Soo Line would be employed to a point just north of the Tri-State Tollway
bridge where a turnout and spur track would give access to the eastern section
of the airport and allow a connection with the airport access road for the final
approach to the airline terminals.

The Indiana Harbor Belt is double tracked and partially grade separated
from highway traffic. A possible point of congestion is the Norpaul Yard which
is located between North Avenue and Grand Avenue. Freight trains in excess of
125 car lengths are not uncommon along this section of the I. H. B. right-of-way.

The Soo Line is also double tracked and partially grade separated.
Schiller Park Yard is the main Chicago area classification yard of the railroad
but may not be a source of congestion for O'Hare bound trains since the yard
can be effectively by-passed over a main line track lying on the western periphery
of the yard. This main line track was formerly used by Soo Line passenger trains
and currently serves only as an additional storage track for yard operations.

Capital improvements would be required at three points. The first would
entail an inclined turnout at the junction of the I. H. B. and the C. & N. W. The
second would require a physical link between the I. H. B. and the Soo Line just
north of Norpaul Yard. The third would center about a turnout north of Schiller
Park Yard and a spur track running across Mannheim Road and into the airport
terminal complex.

Initial Evaluation

Route B may prove unsatisfactory for O'Hare service because of potential
delays caused by freight traffic along the I. H. B. right-of-way. It is further
noted that a representative of the Soo Line testified that management of his rail-
road regards O'Hare type service as incompatible with present Soo Line freight
operations. While the Soo Line presently utilizes only one track of its two track
main line south of Schiller Park, present volumes of freight traffic are taxing
the capacity of Schiller Park Yard. The resulting need for additional yard trackage
and the position of certain switching movements may make the Soo Line an un-
desirable route for O'Hare service.

MAP C

O'HARE \

1 >/

\

X

A

\

& *

[ ~] MIDWAY
I -J"

COMMITTEE FOR O'HARE RAIL SERVICE

STATE OF ILLINOIS. C

ROUTE C
Chicago and North Western - Soo Line

Alternate Route C would utilize the C. & N. W. West Line as far west as
the River Forest junction with the Soo Line. The remaining line haul would con-
tinue along the Soo Line and into O'Hare Airport north of Schiller Park Yard.
This entire route is multiple tracked and partially grade separated.

The most critical point in this proposal revolves around the ability to
effect a junction between the Soo and the C. & N. W. The Soo Line bridges the
C. &N.W. at River Forest. Thus, an inclined connection track would be re-
quired to join the two rights-of-way. However, because of the existence of
several structures immediately to the north of the C. & N. W. right-of-way and
to the east of the Soo Line, construction of the required track may result in an
excessively sharp turning radius. Additional capital improvements between the
Soo Line and O'Hare terminals are mentioned in the discussion of Route B.

Initial Evaluation

Although modern engineers can accomplish miracles, the required turn-
out linking the C. & N. W. and Soo Line at River Forest appears to be expensive
and inexpedient, particularly since the Soo Line trackage north of River Forest
is not grade separated from highway traffic. Additional comments relative to
Soo Line trackage are made under the evaluation of Route B„

ROUTE C
Chicago and North Western - Soo Line

Alternate Route C would utilize the C, &N.W, West Line as far west as
the River Forest junction with the Soo Line. The remaining line haul would con-
tinue along the Soo Line and into O'Hare Airport north of Schiller Park Yard.
This entire route is multiple tracked and partially grade separated.

The most critical point in this proposal revolves around the ability to
effect a junction between the Soo and the C & N. W. The Soo Line bridges the
C. & N. W. at River Forest. Thus, an inclined connection track would be re-
quired to join the two rights-of-way. However, because of the existence of
several structures immediately to the north of the C. &N.W. right-of-way and
to the east of the Soo Line, construction of the required track may result in an
excessively sharp turning radius. Additional capital improvements between the
Soo Line and O'Hare terminals are mentioned in the discussion of Route B.

Initial Evaluation

Although modern engineers can accomplish miracles, the required turn-
out linking the C. & N. W. and Soo Line a.t River Forest appears to be expensive
and inexpedient, particularly since the Soo Line trackage north of River Forest
is not grade separated from highway traffic. Additional comments relative to
Soo Line trackage are made under the evaluation of Route B„

A"-&-

i i

L_'J

MIDWAY

COMMITTEE FOR O'HARE RAIL SERVICE

3 DEPARTMENT OF TRANSPORTATION

Chicago and North Western - Des Plaines Junction -
Soo Line/Des Plaines Cutoff

Trains would depart North Western Depot and be routed over the Northwest
Line or former Wisconsin Division of the C. & N. W. as far as Des Plaines. Here
a junction could be made with either the Soo Line or with the Des Plaines Cutoff —
both discussed earlier. Trains could run south on the Soo Line to the vicinity of
Schiller Park and then enter the airport via a turnout and spur track similar to
that discussed for Routes B and C. Or, trains could run southwesterly on the
Des Plaines Cutoff and enter the airport from the west or southwest.

The Northwest Line of the C. & N. W. is multiple track between the Loop
area and Des Plaines and is grade separated for a majority of the line haul along
this segment of the proposed route. Both the Soo Line and the Des Plaines Cutoff
are double tracked between their respective junctions with the Northwestern Line
of the C, & N. W. and the proposed location for the airport entrance spurs.

Construction would be limited to the aforementioned airport spurs and
accompanying turnouts (see Route A and B) and the placements of turnouts at
either the junction point of the Des Plaines Cutoff and the Northwest Line or of
the Soo Line and the Northwest Line.

Initial Evaluation

Excessive route circuity is one objectionable feature of this route. The
second objection concerns the congested freight traffic already prevalent along
both the Des Plaines Cutoff and the northern tracks of the Soo Line. This com-
bination of route circuity and obvious freight conflicts make Route D a poor can-
didate for O'Hare service.

MAP E

O'

HARE \

SPUR I

'*>>.

MIDWAY

L I

COMMITTEE FOR O'HARE RAIL SERVICE

Trains would depBrrt-4rom the^ northern concourse of Union Station and
run out the West Line of the C. M. St. P. & P. to Franklin Park where a junction
with the Soo Line would be effected. This route would then incorporate those
sections of the Soo Line-Schiller Park-airport access spur discussed previously
in Route B.

The Milwaukee Road shares a common right-of-way with the C. & N. W.
which is multiple tracked and grade separated between Noble Street and Western
Avenue. Between Western Avenue and Pacific Junction, the Milwaukee Road is
double tracked and grade separated. On the West Line of the Milwaukee Road,
grade separation continues up to the vicinity of River Grove with multiple trackage
available for the entire line haul to and beyond Franklin Park.

Capital improvements beyond those associated with the Soo Line and the
airport access spur include an at-grade turnout between the Soo Line and the West
Line of the Milwaukee Road at Franklin Park.

Initial Evaluation

A minor potential bottleneck exists in the vicinity of Galewood Yard located
near Courtland Street. Minor is the descriptive term employed since this freight
facility does not appear to conflict with present Milwaukee Road passenger move-
ments.

Despite adverse comments made by the Soo Line representative concerning
the availability of Soo right-of-way, this route does have certain positive values.
First, this route is one of the least expensive to construct since all that is required
is a turnout track at the Soo Line — Franklin Park Junction and the necessary air-
port turnout and spur track between Schiller Park Yard and the airline terminals.

Less than 2. 5 miles of the Soo Line would be necessary for O'Hare service.
Since land for expansion of Schiller Park Yard is mostly confined to the east of
the freight complex and since the track necessary for O'Hare service passes to
the west of the yard, Jjris route tentatively should be considered as a viable alterna-
tive among the eleven basic proposed routes for furtherHitudy!

^O'HARE,'

BENSENVILLE
RD

"i?

wcf??*^fc PACIFIC
WEST l/^™^JUNCT!ON

I

L_ J

COMMITTEE FOR O'HARE RAIL SERVICE

^

ROUTE F

ULs^

Milwaukee Road - Bensenville Yard - Des^Flaines Cutoff

Trains utilizing this route would proceed along the West Line of the
Milwaukee Road as in Route E. However, instead of running north on the Soo
Line from Franklin Park, Route F trains would enter O'Hare via the Des Plaines
Cutoff which can be reached from the western end of Bensenville Yard.

The West Line between the Loop and Franklin Park was discussed under
Route E. West of Franklin Park the Milwaukee Road continues as a double track
right-of-way crossing highways at grade and by-passing Bensenville Yard classi-
fication tracks on the northern edge of the freight complex. Direct access to the
Des Plaines Cutoff is already provided.

The only capital improvement apparently required would consist of the
turnout and spur track necessary to join the Des Plaines Cutoff and airport
terminal area.

Initial Evaluation

Objection to this route centers about conflicting freight movements in the
vicinity of Bensenville Yard and the Des Plaines Cutoff. Thus, on the criteria
of dependable, fast service, this route would not be adequate.

Hence^ an option off of this route would be to lay the airport spur tracks
northward from Bensenville Yard (at a point in north-south alignment with Wolf
Road) into the southern edge of the airport complex. This spur option off of
Route F should be considered bv the committee. Actual spur construction could
be coordinated with the realignment of Irving Park Road scheduled for 1969.

'O'HARE \

\ &6L

^ YARDS a| fO

I

L_J

COMMITTEE FOR O'HARE RAIL SERVICE

ROUTE G
Illinois Central - St. Charles Airline - B. & O. C. T. - Soo Line

This route differs from those previously illustrated in that trains would
reach the lake front area along Michigan Avenue rather than terminating on the
western edge of the Loop. Runs would commence from Randolph Street Station
presently serving as a terminal for the Illinois Central commuter trains and those
of the Chicago, South Shore and South Bend. With a possible stop at Jackson
Street, O'Hare bound trains would proceed south along the Illinois Central right-
of-way and onto the St. Charles Airline. Along 16th Street, trains would run on
the tracks of the B„ & O. C. T. as far west as the Soo Line or perhaps as far
west as Bellwood and then north along the joint right-of-way of the I. H. B. and
B. & O. C. T. Both of these north-south routes lead to O'Hare and were discussed
previously under Routes B and C.

Capital improvements associated with Route G might be limited to turnout
and spur track construction in the vicinity of O'Hare Airport. While junction
points with other rail routes are at grade, most highway crossings are grade
separated on multiple track right-of-way.

Initial Observations

This route is not practical for O'Hare service for a variety of reasons.
The first is associated with the present capacity limits of the Illinois Central
trackage. This could be solved by simply routing O'Hare trains parallel to
rather than on the electrified right-of-way of the Illinois Central commuter lines.
This would effectively segregate the two services while allowing parallel operation.
The most serious bottleneck revolves around the density of freight train movements
prevalent on the "inner belt" freight tracks both parallel and perpendicular to the
B. & O. C. T. trackage between Western Avenue and Cicero Avenue. Although
passenger trains have in the past and to some extent continue to operate over seg-
ments of this proposed 16th Street route, O'Hare type service with possible 20
minute headways would prove unfeasible. A particular trouble spot is the junction
of trackage in the vicinity of Western Avenue and 16th Street with its east-west and
north-south at grade cross movements and multiple yards. Even the elimination
of conflicting freight movements would not make this route desirable, since speeds
along the right-of-way are restricted by numerous switch crossings and at grade
crossings with other rails.

/

O'HARE \ CTA JEFFERSON

LOGAN S,
SQUARE N

%

V

I "J MIDWAY

L I

COMMITTEE FOR O'HARE RAIL SERVICE

Chicago Transit Authority
Kennedy Extension

Chicago could provide electrified rapid transit airport service similar to
the type of access recently opened in Cleveland (fall of 1968). This would entail
an extension of rail transit which would fully integrate airport service with the
established rapid transit network. Accomplishment of this integrated service
would involve additional extension of the Kennedy Expressway C.T.A. lines(f5eyond
the present proposed terminal area of Jefferson Park.

The right-of-way would be provided by the existing median strip of the
Kennedy Expressway which is capable of supporting double trackage. The Kennedy
provides a direct connection with the present airport access road and an approach
to the airline terminal area. Capital costs would include the laying of ballast,
ties, and trackage along with appropriate signalization between Jefferson Park
and the O'Hare terminals.

Initial Observations

g*J^

While this route possesses the advantages of no conflicting freight move-
ments and integration with the entire C. T. A. system, it also possesses the
disadvantage of extended running times between the Loop and O'Hare. Trains
would of necessity run as locals up to Logan Square and perhaps as far as
Jefferson Park, since this line does not offer express track capacity. Non-
rush hour running time for automobile travel from the Loop to the airport is
twenty-five minutes. While the airline terminal bus makes the same trip in the
same time, it does require an additional ten minutes to reach the last of the three
airline terminal stops, bringing its running time up to a maximum of thirty-five
minutes. As the assumed running time for the C. T. A. Kennedy Extension is
thirty-five minutes, this rail route may not be competitive during non-rush hours.
Selection of this route should depend upon the market to be served: airline passen-
ger or airport area employment.

- 21 -

T

MAP I

/ , 7

. O HARE \ tMNEDY

<^

1
II

"I

*-„„_,_„,.

tAKE ST CI

MIDWAY

L I

COMMITTEE FOR O'HARE RAIL SERVICE

ROUTE I

Chicago Transit Authority
Lake Street - First Avenue Extension

A long term solution to providing airport access involves the use of the
present Lake Street C. T. A. lines between the Loop and Oak Park with an ex-
tension continuing west to the junction of the proposed First Avenue Expressway.
This route would be similar to median type transit services now provided else-
where around Chicago and would connect with the Kennedy Expressway at Norwood
Park, thus entering O'Hare from the airport access road.

Initial Observations

The major drawbacks associated with this route are the length of new
construction necessary to complete the line haul between Oak Park and O'Hare
and also the fact that the First Avenue Expressway is not scheduled for con-
struction until after 1975. Thus, this route satisfies the demands of the long
range plan rather than an immediate action program.

- 23 -

I ; C^!lW-K^^Di^rENS.OAv

JEFFERSON
^PARK

X

OS

w

\
\
\

\

L I

COMMITTEE FOR O'HARE RAIL SERVICE

ROUTE J
cago and North Western-Jefferson Park-Kennedy Expressway

This alternate route combines the high speed non-stop capabilities of
the C„ & N. W. Northwest Line with the potential for direct airport access
offered by the Kennedy Expressway median strip. Train would depart North
Western Depot and proceed along the Northwest Line to Jefferson Park* At
this point, the O'Hare bound trains would be routed into the Kennedy median
strip for the five mile run into O'Hare Airport.

Capital improvements necessary to make this route operational include
construction of an inclined trains and associated bridge work in the vicinity of
Jefferson Park, This would enable trains to drop down from the elevated em-
bankment of the Northwest Line into the Kennedy median. Also needed are
five miles of roadbed, trackage, signals and the like between Jefferson Park
and O'Hare Airport plus bridge works at the junction of the Kennedy-Tri-State
Tollway-Mannheim Road.

Initial Observations

This route offers the advantage of segregation from seriously conflict-
ing freight movements, complete separation of grade, and the shortest line
haul between the Loop and O'Hare. Estimated running time between North
Western Depot and the O'Hare airline terminals is twenty-five -twenty-eight
minutes including a short transfer stop with the C. T. A. at Jefferson Park.

The disadvantage of the route centers about the large capital expense
necessary to join the Northwest Line trackage with the Kennedy median strip
and the five miles of new roadbed construction into O'Hare. Further con^
sideration of this route is merited by its short travel time characteristic.

In addition, track capacity limitations on the Chicago and North
Western's Northwest Line during morning and afternoon rush hours would
require study to determine whether O'Hare trains with twenty minute head-
ways in each direction could be accommodated.

/

/O'HARE

Sp,

%«M

\
M

V\

4\

ExTenS ION ™" ™ "r ■" 7" ■■ «a oaa urn bb bbh ■
LA*£ ST

MIDWAY

L_J

COMMITTEE FOR O'HARE RAIL SERVICE

ROUTE K
C. T. A. Lake Street - Soo Line

This route would utilize the Soo Line right-of-way from a point two
miles west of the C„ T. A. Harlem Avenue Station into O'Hare on essentially
the same spur track discussed under Route B. Capital costs would involve
extension of electrified lines between Harlem Avenue and O'Hare in addition
to those costs discussed under Route C.

Initial Observation

This route does not appear feasible at this time since C„ T. A. trains
would be crossing several streets at grade and in addition would cross the four
track main line of the Milwaukee Road at grade. Again, previous objection to
use of the Soo Line was raised by Soo Line management due to conflicting train
movements.

Summary

This report has presented the gross pattern of potentially available
right-of-way for incorporation in a Loop-O'Hare Airport rail service.
Eleven basic routes have been discussed along with several minor variations
from the eleven. Four of the eleven routes appear to merit further considera-
tion by COMFORT. These four routes were selected on the basis of apparent
transportation conflicts, necessary capital improvements, and running time
between the Airport and the Central Business District.

The major potential transportation problems encountered involve de-
pendability of service which is directly related to the probability of freight
conflicts and the capacity of available trackage. Routes A, B, D, and,G have
one or more points at which freight trains might frequently interrupt O'Hare
service. Routes C and K would require extensive construction in order to grade
separate O'Hare service from both highway and Milwaukee Road cross movements.
Only Routes H and I are completely segregated from freight traffic with only
minor or avoidable freight conflicts existing on Routes E, F, (option) and J.

The largest capital expenditures necessary to fully implement an O'Hare
service appear to apply to Route^Ji} I,(j_^)and K where extensive lengths of
roadbed and associated construction are necessary. The least amount of capital
improvement is associated with Routes A, D,(j^an$F. J)

Since the proposed Loop — airport service should be competitive with
non-rush hour bus and auto speeds, travel time is an important analysis factor
in route selection.

While rush hour driving time between downtown r.hinago and O'Hare
Airport can take_as much as ninety minutes„ non-rush hour driving time averages ^

^between rwenty^five and thirty minutes. 1 Clearly any rail service connecting
O'Hare and the Loop can offer a service superior to the highway vehicle bogged
down in 10 to 15 m. p. h, expressway traffic. But to remain competitive during

jion-rush hour periods, rail service must compete with the twenty-five to thirty^

Imnute running times.

Relating known transportation conflicts on each route with an over-all
average running speed results in an estimate of the competitive position of each
route in terms of dependability and speed. Route J offers the fastest service CtfijUj -t^2X~-v-t</v,
between the Loop and O'Hare and appears to be dependable since there are rela-
tively few transportation conflicts on the C. & N. W. Northwest Line. Both ^ P 0

__Route E and Route F (option) offer short running times and a good chance of '-*' ' " '

dependable service. Route H offers an apparent dependable service, but not
an exceptionally fast running tir

C i/\ -^Ua^^^j^^

Data collected as part of the C. A. T. S. Northwest Corridor Modal Split
Project during the autumn and winter of 1967-1968. Thomas Lisco, 'Airport
Access: Driving Times Between O'Hare Airport and Downtown Chicago, "
Research News (Chicago: C. A. T. S. ), September-October, 1968.

- 28 -

Comparison of Loop to O'Hare
Running Times By Alternate Route

c

c

Minutes - Minutes -

40 M. P. H. 4£M. P.H.

Average Speed Average Speed Miles

A C. & N. W. - Proviso -
Des Plaines Cutoff

B C. & N. W. - I. H. B. - Soo

C C. & N.W. - Soo

D C. & N. W. - Des Plaines

\/ rT

Milwaukee Rd. - Soo

Milwaukee Rd. - Des Plaines

Milwaukee Rd. - Option

G I.C. -St. Charles - B. &0. C. T.-
Soo

C. T. A. - Kennedy

C. T. A. - Lake - 1st Ave.

C. & N. W. - Kennedy

C. T. A. - Lake - Soo

26

19

25

18

24

17

29

21

35

D

O

Running times are "assumed" average speeds from origin to destination
including restricted speed areas. Assumed average speed is considered as possible
based on analysis of present scheduled passenger train running times between known
points on selected routes. Running time does not consider the possibility of delays
due to conflicting train movements, either passenger or freight.

Average running speed between Loop area and Jefferson Park calculated as
24 m. p. h.

Average running speed between Loop area and Oak Park calculated as
25 m. p. h.

Recommendations

Based on the preceding descriptions of potential right-of-way for Loop -
O'Hare rail service, four routes appear to warrant extensive investigation by
COMFORT. These routes are:

E Milwaukee Road - Soo Line

F Milwaukee Road - Bensenville Yard - Option Spur

H C.T.A. Kennedy Extension

J C. & N. W. Northwest Line - Kennedy Extension

E Soo Line management is not receptive to suggestions involving service

over their right-of-way, citing lack of adequate capacity for their present
freight operations as one real problem. However, reviewing the August
field trip data, it appears that Route E can indeed utilize Soo Line right-
of-way, and effectively by-pass Schiller Park Yard without conflicting with
Soo Line management's plans to expand their facilities and increase their
freight handling efficiency. Since less than 2. 5 miles of Soo right-of-way_
_jwould be jjicorporated into this route, it appears that some accommodation
between COMFORT and the Soo Line~ could be reached. *■

F The option of extending track between the O'Hare airline terminals and

Milwaukee Road's Bensenville Yard avoids the problem of negotiating with
several carriers. Objections based on the cost of tunneling under runways
in order to approach the airline terminals are answered by the fact that
each potential airport access route will cost money. Only an engineering
study will give an adequate estimate of comparative route costs.

H The C. T. A. - Kennedy Extension will offer a route directly integrated with

the metropolitan C. T. A. network. Objections to this proposal center on
the speed of the service and the nature of passenger amenities to be offered.
For those who favor C. T. A. airport service, this route appears the most
favorable of three C. T. A. alternatives. 2

J The C. & N. W. extension in the Kennedy median would offer the fastest

service as well as the shortest line haul. Problems associated with this
route center about construction costs, and possible conflict with existing
passenger trains during rush hours.

The Cleveland Transit System Airport Extension utilizes former New York
Central (now Penn Central) right-of-way for its trackage. New York Central
management expressed dissatisfaction and anxiety with proposals initially submitted
by C. T. S. However, an accommodation was reached after intensive analysis of
the problems involved.

not under the scope of this report.

A marketing study should be executed. One portion of this study would
measure the travel habits of airline passengers between O'Hare Airport and
selected districts in the metropolitan area. Information of this type would give
an indication of the present and future mass transportation requirements of the
airline passenger and an estimation of patronage to be derived from airline
passengers relative to:

- frequency of Loop - O'Hare service

- amenities of Loop - O'Hare service

Speed

Comfort

Dependability

Safety

Convenience

Baggage Handling

Other

- pricing policy

Further research would analyze the present and future mass transportation
needs of the labor market centered at and around O'Hare Airport. Which route
would best serve the needs of this labor market and what type of service would be
most competitive? Since the four recommended lines were primarily selected on
the basis of serving the airline passenger, this might mean re-examination of
some of the previously deleted routes. The final selection of a route will result
from a balance between the market demands of the airline passenger and the air-
port area employee.

Once the character of the mass transportation market is determined, the
capital costs and operating costs needed to operate over each route will have to
be weighed and a financing program established.

The work yet to be started forms the key to the potential for the success
or failure of Loop - O'Hare Rail Service. Availability of right-of-way is not a
physical barrier to the initiation of such a service.

■ 31

10/27/2008
WT 148957 1 153 00