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Full text of "Rapid transit extension to O'Hare International Airport via the Kennedy Expressway : a preliminary application"

CITY OF 
CHICAGO 




Richard J. Daley 

Mayor 



DEPARTMENT 

OF 

PUBLIC WORKS 



MARSHALL SULOWAY 

ACTING COMMISSIONER 



RAPID TRANSIT 
EXTENSION 
TO O'HARE 
INTERNATIONAL 

AIRPORT 

VIATHE KENNEDY 
EXPRESSWAY 

application of the City of Chicago 

for a 

Mass Transportation 

Capital Improvement Grant 

under the 

Urban Mass Transportation 

Act of 1964 as amended 

p- PRELIMINARY - JUNE, 1974 



3 5556 020"334 405" 



RAPID TRANSIT EXTENSION 



TO O'HARE INTERNATIONAL AIRPORT 



VIA THE KENNEDY EXPRESSWAY 



A PRELIMINARY APPLICATION 



BY THE CITY OF CHICAGO 



TO THE URBAN MASS TRANSPORTATION ADMINISTRATION 



UNDER THE 



URBAN MASS TRANSPORTATION ACT OF 1964, AS AMENDED 



AND 



TO THE ILLINOIS DEPARTMENT OF TRANSPORTATION 



UNDER THE STATE TRANSPORTATION BOND ACT OF 1971 



PRELIMINARY APPLICATION - ' HARE EXTENSION 



CONTENTS 



I. Proof of Incorporation 

Submitted to certify that the City of Chicago is an 
eligible applicant for Federal and State mass transit 
funds . 

II. Ordinance Authorizing the Mayor to File a Preliminary 
Grant Application to the Urban Mass Transportation 
Administration and the Illinois Department of 
Transportation . 

Submitted as intent of the City's commitment to the 
project. 

III. Planning Reviews 

A. Chicago Plan Commission's Review and Comments 

B. Northeastern Illinois Planning Commission's 

(NIPC) Review and Comments 

IV. Proposal 

A. Introductory Note 

B. Need for Project 

C. General Description 

D. Detailed Description 

E. Photographs with Narrative Description 

F. Project Benefits 

G. Project Costs 

V. Reference Appended: Study of A Ground Access System for 
O'Hare International Airport , Volumes I-II, produced for 
the City of Chicago by Alan M. Voorhees, Inc., 1973-74. 

NOTE : The environmental impact statement is being prepared 
and will be submitted at a later date. All other 
information and assurances will be submitted in the 
final application. 



I. PROOF OF INCORPORATION 



I . Proof of Incorporation 



The attached certificate is submitted to certify 
that the City of Chicago is an eligible applicant 
for Federal and State mass transit grant awards. 



In addition, the City's previous experience in 
accepting and administering similar Federal and 
State mass transit grant awards is verification 
of the City's eligibility as an applicant for 
Federal and State financial assistance. 



GENERAL CERTIFICATE 
I. JOHN C. MARCIN, DO HEREBY certify as follows: 

1. I am the duly elected, qualified and acting City Clerk 
of the City of Chicago (herein called the "Local Public Agency"), 
In such capacity, I am custodian of certain of its records as 
required by law and familiar with its organization, membership 
and activities. 

2. The proper and correct corporate title of the Local 
Public Agency is CITY OF CHICAGO. 

3. The Local Public Agency was duly created pursuant to 
the authority of the Constitution and statutes of the State of 
Illinois, including particularly, the act of March 4, 1837, 
(Illinois General Assembly) and was duly organized on the 4th 

day of March, 18 37; and since the date of its organization, the 
local Public Agency has continued to exist without interruption 
in the performance of its public corporate purposes. 

4. The names and dates of election or appointment, and 
the dates of the beginning and ending of the terms of office, 
of the members of the governing body of the Local Public Agency 
and of its principal officers are as follows: 



DATE OF 
NAME OF OFFICE ELECTION 



DATE OF 
COMMENCEMENT OF 
TERM OF OFFICE 



DATE OF 
EXPIRATION OF 
TERM OF OFFICE 



Richard J. Daley 4-6-71 
MAYOR 



4-21-71 



Approximately 
1st Tuesday, 
April, 1975 
and until 
successor elected 
and qualified 



NAME OF OFFICE 



DATE OF 
ELECTION 



DATE OF 
COMMENCEMENT OF 
TERM OF OFFICE 



DATE OF 
EXPIRATION OF 
TERM OF OFFICE 



John C. Marcin 
City Clerk 



Joseph Bertrand 
City Treasurer 

Fred B. Roti 
Alderman 



4-6-71 



4-6-71 



2-23-71 



4-21-71 



4-21-71 



4-14-71 



Approximately 1st 
Tuesday April, 
1975 and until 
successor elected 
and qualified 



William Barnett 
Alderman 



8-15-71 



8-16-71 



Tyrone T. Kenner 
Alderman 

Timothy C. Evans 
Alderman 



2-23-71 



11-27-73 



4-21-71 



11-29-73 



Leon M. Despres 
Alderman 



2-23-71 



4-21-71 



Eugene Sawyer 
Alderman 



2-23-71 



4-12-71 



Gerald E. Jones 
Alderman 



11-27-73 



11-29-73 



William Cousins, Jr. 2-23-71 
Alderman 

Alexander A. Adduci 2-23-71 
Alderman 



4-21-71 



4-14-71 



Edward R. Vrdolyak 
Alderman 



2-23-71 



4-21-71 



Michael A. Bilandic 
Alderman 



2-23-71 



4-21-71 



George A. Kwak 
Alderman 



6-5-73 



6-8-73 



John S. Madrzyk 
Alderman 

Edward M. Burke 
Alderman 



11-27-73 



2-23-71 



11-29-73 
4-21-71 



- 2 - 



NAME OF OFFICE 



DATE OF 
ELECTION 



Francis X. Lawler 
Alderman 



Anna R. Langford 
Alderman 

William H. Shannon 
Alderman 



2-23-71 



2-23-71 



2-23-71 



DATE OF 
COMMENCEMENT OF 
TERM OF OFFICE 



4-7-71 



4-12-71 
4-21-71 



DATE OF 
EXPIRATION OF 
TERM OF OFFICE 



Approximately 1st 
Tuesday, April 
1975 and until 
successor elected 
and qualified. 



Edward J. Hines 
Alderman 



2-23-71 



4-7-71 



Thomas F. Fitzpatrick 2-23-71 
Alderman 



4-21-71 



Clifford P. Kelley 
Alderman 



2-23-71 



4-7-71 



Bennett M. Stewart 2-23-71 
Alderman 



4-7-71 



Frank D. Stemberk 
Alderman 



2-23-71 



4-16-71 



Joseph Potempa 
Alderman 

David Rhodes 
Alderman 



4-6-71 



4-16-71 



(RESIGNED OCTOBER 30, 1973) 



2-23-71 



4-22-71 



Vito Marzullo 
Alderman 



2-23-71 



4-15-71 



Stanley M. Zydlo 
Alderman 



2-23-71 



4-14-71 



Eugene Ray 
Alderman 



2-23-71 



4-7-71 



Jimmy L. Washington 
Alderman 



2-23-71 



4-7-71 



LeRoy Cross 
Alderman 



7-3-73 



7-5-73 



Elmer R. Filippini 
Alderman 



2-23-71 



4-7-71 



- 3 - 



DATE OF 



DATE OF 
COMMENCEMENT OF 



DATE OF 
EXPIRATION OF 
'ICE 



\.-n /-\T-iT7»- 



A F R 4 8 6 6 



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ILLUS ae GOVT 1 BIOG FEST CONF FICT INDX 

ia (OCoLC) 13664427 

$a IBF $c IBF $d m/c $d OCL ±d IEN-Tr 

$a n-us-il 

$a Rapid transit extension to O'Hare International Air 

$c by the City of Chicago to the Urban Mass Transporta 

1964, as amended, and to the Illinois Department of Tr 

$a Chicago : Jb City of Chicago, Dept . of Public Works 

$a 52 leaves in various foliations : ^b ill. ; |c 28 c 

$a "June, 1 974"--Cover . 

$a Folded plan in pocket. 

:fca Local transit $z Illinois $z Chicago $x Design and 

ta Ch W.232. 

±a Ch W.258. 

±a Ch W.259. 

$a Chicago (111.). $b Dept. of Public Works. 

±a Illinois. $b Dept. of Transportation. 

$a United States. $b Urban Mass Transportation Adminis 



Christopher B. Cohen 
Alderman 



2-23-71 



4-12-71 



- 4 - 



A F R 4 8 6 6 



PAGE 



303 



A F R 4 8 6 6 07/20/92 L8PX AFR4866 A F R 4 8 6 6 

PROC TR REQ WB TERM L8PX REQ/DT 07/17/92 REQ/TM 09:59 OPR C8U RECD AFR4866 
**TR# AFR4866 FMT B RT a BL m DT 06/30/92 R/DT 07/17/92 R/TM 09:59 STAT gi E/L DCF a D/S D REC/SRC O 8QG8 07/14/92 
SRC/DT 07/14/92 SRC d PLACE ilu LANG eng MOD i/LEV REPRO D/CODE s DT/1 1974 DT/2 
ILLUS ae GOVT 1 BIOG FEST CONF FICT INDX 
%a (OCoLC) 13664427 

%a IBF %c IBF %& m/c %d OCL %d IEN-Tr 
%a n-us-il 
00: %a Rapid transit extension to O'Hare International Airport via the Kennedy Expressway : %h a preliminary application / 
%c by the City of Chicago to the Urban Mass Transportation Administration, under the Urban Mass Transportation Act of 
1964, as amended, and to the Illinois Department of Transportation, under the State Transportation Bond Act of 1971. 
%a Chicago : %b City of Chicago, Dept . of Public Works, %c [1974]. 
|a 52 leaves in various foliations : %b ill. ; %c 28 cm. 
%a "June, 1974" — Cover. 
%a Folded plan in pocket. 
0: %a Local transit %-z Illinois %-z Chicago :fcx Design and construction. 
9: %a Ch W.232. 
9: %a Ch W.258. 
9: %a Ch W.259. 
10: %a Chicago (111.). %h Dept. of Public Works. 
10: %a Illinois. Jb Dept. of Transportation. 
10: %a United States. Jb Urban Mass Transportation Administration. 



A F R 4 8 6 6 07/20/92 L8PX 

**DT 06/30/92 R/DT 07/17/92 R/TM 09:59 CCN 000 

STAT a DT 06/30/92 AD -NONE- 

NOTES $a Ot,kp 

001 11 CN %a tran %b r29 Jd 06/30/92 



AFR4866 



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PAGE 304 



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NAME OF OFFICE 



DATE OF 
ELECTION 



DATE OF 
COMMENCEMENT OF 
TERM OF OFFICE 



DATE OF 
EXPIRATION OF 
TERM OF OFFICE 



Thomas E. Keane 
Alderman 



Theris M. Gabinski 
Alderman 



2-23-71 



2-23-71 



4-21-71 



4-21-71 



Approximately 1st 
Tuesday, April 
1975 and until 
successor elected 
and qualified 



Rex Sande 
Alderman 



2-23-71 



4-21-71 



Wilson Frost 
Alderman 



2-23-71 



4-8-71 



Casimir Laskowski 
Alderman 



2-23-71 



4-14-71 



John F. Aiello 
Alderman 



2-23-71 



4-21-71 



Thomas J. Casey 
Alderman 



2-23-71 



4-21-71 



Thomas W. Cullerton 
Alderman 



11-27-73 



11-29-73 



Anthony C. Laurino 
Alderman 



2-23-71 



4-15-71 



Seymour Simon 
Alderman 



2-23-71 



4-21-71 



Roman Pucinski 
Alderman 



6-5-73 



6-8-73 



Burton F. Natarus 
Alderman 



2-23-71 



4-8-71 



William S. Singer 
Alderman 



2-23-71 



4-21-71 



Dick Simpson 
Alderman 



2-23-71 



4-16-71 



Edwin P. Fifielski 
Alderman 



2-23-71 



4-21-71 



Christopher B. Cohen 
Alderman 



2-23-71 



4-12-71 



- 4 - 



NAME OF OFFICE 



DATE OF 
ELECTION 



DATE OF 
COMMENCEMENT OF 
TERM OF OFFICE 



DATE OF 
EXPIRATION OF 
TERM OF OFFICE 



John J. Hoellen 
Alderman 



2-23-71 



4-14-71 



Approximately 1st 
Tuesday, April 
1975 and until 
successor elected 
and qualified 



Marilou McCarthy 

Hedlund 
Alderman 

Paul T. Wigoda 
Alderman 

Bernard Stone 
Alderman 



2-23-71 



2-23-71 



7-3-73 



4-21-71 



4-21-71 



7-6-73 



5. Each of the above named officers to do so has duly taken and 
filed his oath of office and each of them legally required to give 
bond or undertaking has filed such bond or undertaking in form and 
amount as required by law and has otherwise duly qualified to act in 
the official capacity above designated, and each is the acting officer 
holding the respective office or offices stated under his name. 

6. None of the above named officers is ineligible to hold or 
disqualified from holding, under the provisions of applicable law, 
the respective office, specified above, which he holds. 

7. Since December 23, 1955 (except as noted below) there* have 
been no changes in or amendments to charter, by-laws, ordinances, 
resolutions or proceedings of the Local Public Agency with respect to: 

(a) The time and place of and other provisions concerning 
regular meetings of the Local Public Agency; 

(b) The provisions concerning the calling and holding of 
special meetings of the Local Public Agency and the 
business which may be taken up at such meetings; 



- 5 - 



(c) The requirements concerning a quorum; 

(d) The manner in which the charter or by-laws of the Local 
Public Agency may be amended; 

(e) The requirements regarding the introduction, passage, 
adoption, approval and publication of resolutions, 
ordinances or other measures, relating to the approval 
and execution of contracts of the Local Public Agency; 

(f) The officers required to sign, countersign or attest 
contracts of the Local Public Agency; 

(g) The office of the Local Public Agency, or 
(h) The seal of the Local Public Agency; 

except as follows: 

Meetings set for 10:00 A.M. in lieu of 10:30 A.M. under Ordinance 
passed March 4, 1958, page 7340 of the Journal of Proceedings. 

8. The seal impressed below, opposite my signature, is the 
duly adopted, proper and only official corporate seal of the Local 
Public Agency. 

IN WITNESS WHEREOF, I have hereunto set my hand and the duly 
adopted official seal of the Local Public Agency the 1st day of 
May , 197 4 . 




e ^n 



JOHN C. MARCIN, CITY CLERK 



- 6 - 



II. Ordinance Authorizing the Mayor to File 
a Preliminary Grant Application to the 
Urban Mass Transportation Administration 
and the Illinois Department of Transpor- 
tation. 



II . Ordinance Authorizing the Mayor to File a Preliminary 
Grant Application to the Urban Mass Transportation 
Administration and to the Illinois Department of 
Transportation . 



See attached certified copy of ordinance. It is 
submitted as verification of the City's intent and 
commitment to the project. 



Ordinance will be processed through the City Council 
after the Chicago Plan Commission review. 



III. PLANNING REVIEWS 



III. Planning Reviews 



A. Chicago Plan Commission's Review and Comments 



(See attached) 



B. Northeastern Illinois Planning Commission's 
Review and Comments . 

(See attached) 



IV. PROPOSAL 



IV. Proposal 

A. Introductory Note 

In 1971, the City of Chicago retained the consultant, 
Alan M. Voorhees, Inc., to study a ground access system 
for O'Hare International Airport. As part of the study, 
the consultant examined the alternative means of linking 
the CBD with O'Hare. The four alternatives examined and 
considered feasible were all rail systems. The consult- 
ant's study recommended one of the four systems, and the 
City of Chicago's proposal is, in substance, the alter- 
native recommended by the consultant. 

Although the City's proposal incorporates the consultant's 
overall design, it varies with the consultant's study in 
three major respects: 

1. Cumberland Station 

An additional station with bus terminal and Park-n- 
Ride facility at Cumberland Avenue has been included 
in the City's proposal. 

2. Intra-Airport Station 

This station, which connects the O'Hare Extension 
and the future Intra-Airport (IA) system, is 
eliminated in the City's Proposal. See Section D, 
Detailed Description for an explanation of IA system. 

3. Project Costs 

City's new cost estimate differs from the original 
cost estimate. The changes in cost are described 
in detail in Section G, Project Costs. 

This preliminary grant application will also be filed 
with the Illinois Department of Transportation as well 
as with the Federal Urban Mass Transportation Admini- 
stration. For a delineation of the costs by funding 
sources, see Section G, Project Costs. 



IV. Proposal (continued) 

B. Need for the Project 

The continued growth of airline traffic and its 
related activity at O'Hare International Airport 
will place increasing stress on the supporting 
ground access system. The annual passenger 
enplanement level was 15 million in 1969. By 
contrast, the projected level of passenger 
enplanement in 1983 is expected to be 
30 million passengers. The City of Chicago 
retained the consultant, Alan M. Voorhees, Inc., 
to prepare a regional access plan that would 
meet 0' Hare's general access needs at the 30 
million annual passenger-enplanement level. 
The consultant's recommendation is to extend 
rail rapid transit service from Jefferson Park 
to O'Hare in order to alleviate the stress on 
the ground access system. 

Some of the consultant's findings which underlie 
the consultant's recommendation of a rail system 
alternative are as follows: (following citations 
refer to Voorhees' Study) === 

1. The existing ground access system i_s the net- 
work of highways around the airport. The 
critical capacity constraint in the present 
and future highway access systems is the 
Kennedy Expressway through the interchange 
with the Tollway (Volume Two, p. 61) . 

2. a. Table II-4 (Volume One, p. 16) indicates that 
the CBD will continue to decline in relative 
importance as a generator of air passenger 
trips. However, this Table also indicates 
that the absolute number of air passenger trips 
generated in the CBD will grow at a rate of 
4.5% per year. In 1983, 29.8% of all departing 
air passengers will originate their trip in the 
CBD. Table II-7 (Volume One, p. 20) indicates 
that the CBD will decline in relative importance 
as a destination for arriving passengers, but 
that the absolute number of arriving passengers 
destined for the CBD will increase. In 1983, 
26.3% of arriving passengers will be destined 
for the CBD. 

b.The number of airport employees will increase 
from approximately 20,000 now to approximately 
31,000 in 1983 (Volume One, p. 25). Table II-9 
(Volume One, p. 26) indicates that the present 
and future distribution of airport employee 
residence will remain the same. The distribution 
indicates that nearly half the employees will live 
in the City. 



IV. Proposal 

B. Need for the Project (continued) 



2.c. It follows from the above two findings that 
this sheer numerical increase will place 
increased stress on the highway access system 
at a point where the capacity constraint is 
critical, namely, the Kennedy Expressway 
through the interchange with the Tollway. 



3. Given the high volume and a limited amount of 
corridor space, it follows that a rail access 
system is a reasonable alternative. Since 
the CBD would be the origin and destination 
of such a large number of air passengers, 
since the CBD would be a major transfer point 
for O'Hare employees who use public transpor- 
tation, and since there are 18 miles between 
O'Hare Field and the CBD, it follows that 
these two concentrated areas of high transit 
activity should be linked by a rail rapid 
transit system. 



Table V-14 (Volume One, p. 93) indicates that 
the forecasted demand of the O'Hare Extension 
is expected to be 35,700 daily ridership in 
1983. It should be noted that 11,000 of the 
35,700 are non-airport oriented. Most of the 
11,000 would be commuters who would board at 
intermediate stations between Jefferson Park 
and O'Hare and who would be headed for the 
Chicago CBD. 



Thus, there is a need to alleviate the stress 
on O'Hare Field's existing ground access 
system. The City of Chicago proposes to 
alleviate the stress by extending the Kennedy 
Rapid Transit line from Jefferson Park to 
O'Hare Field. 



IV. Proposal (continued) 

C. General Description 



As early as 1958, the City of Chicago constructed 
electric rail rapid transit facilities in the 
median of the Eisenhower Expressway. This efficient 
and economic use of transportation corridor space 
was copied later in the construction of rapid transit 
facilities in the medians of the Dan Ryan and Kennedy 
Expressways during the period 1968-1969. 

Rapid transit service in the median of the Kennedy 
Expressway was placed in operation on February 1,1970c 
The new facilities extended the Milwaukee rapid 
transit service of the West-Northwest Route from Logan 
Square (coordinates 2600 North and 3200 West) to the 
new terminus at Jefferson Park station (coordinates 
5000 North and 5400 West), a distance of 5.2 miles. 
The new terminal station is situated in the median of 
the Kennedy Expressway. On the same day this new 
rail extension was placed in operation, the CTA also 
started the #40 O'Hare express bus service. The #40 
bus route provides express bus service between the 
Jefferson Park Station and O'Hare Field, via the 
Kennedy Expressway. 

In this grant request, the City of Chicago proposes 
to extend the Kennedy Rapid Transit line from its 
present terminus at Jefferson Park to O'Hare Inter- 
national Airport. This would extend the existing 
two-track CTA system. The two-track extension would 
be constructed in the median of the Kennedy Expressway 
from Jefferson Park to the Illinois Tollway. At this 
juncture, the extension would leave the Expressway 
median, cross under the inbound roadway of the Illinois 
Tollway, and continue on the median of the O'Hare 
Access Road. The extension will then leave the median 
of the O'Hare Access Road and go into a single-track 
subway to loop the air terminal area in a pattern 
paralleling the roadways which presently serve the air 
terminal buildings. 



IV. Proposal (continued) 

D. Detailed Description 



The new track will connect with existing track just 
south of Foster Avenue. An existing inspection shop 
just north of Foster Avenue must be demolished to 
make way for the O'Hare Extension. The shop was 
built as a temporary facility when constructed in 1969. 
From Foster Avenue, the two-track route will continue 
north and west in the median of the Kennedy Expressway 
to Harlem Avenue. The intermediate station at Harlem 
Avenue will be west of, and immediately adjacent to, 
the Harlem Avenue Bridge over the Kennedy Expressway. 
In the approach to the station, the track alignment 
will be widened to allow room between the tracks for 
the center-island type of station platform. Because 
of this widening in the track alignment, the track 
will be brought closer to the roadway. For safety, 
concrete barrier walls will be constructed between 
the rapid transit right-of-way and the roadway. The 
platform at this station as well as all other stations 
in the proposed extension will be able to accommodate 
10-car trains. The station entrance and fare collection 
area will be at bridge/street level. Stairs, escalators, 
and elevators will be provided for vertical movement 
from station entrance level to platform level at this, 
and every other station. Escalators and elevators are 
included in order to provide accessibility for the 
handicapped as required by UMTA. 

Other facilities at Harlem Avenue will include a 1350- 
car Park-n-Ride facility, a 27-car Kiss-n-Ride area, 
and a bus terminal facility. The Park-n-Ride facility 
will be a two-level structure which is to be built in 
the air rights over the roadways and median of the 
Kennedy Expressway, west of the Harlem Avenue Bridge. 
There will be direct access between the Expressway and 
the Park-n-Ride facility. The bus terminal facility 
will allow safe off-street bus loading and unloading. 
All these facilities are designed to facilitate bi-modal 
trip-making (bus-rail, auto-rail, auto-bus). 

From Harlem Avenue, the Extension will continue westward 
in the median of the Kennedy Expressway to Cumberland 
Avenue. The Cumberland Station will not be connected 
to the Cumberland Bridge. Instead, it will be connected 
to a pedestrian overpass which will span the Expressway 
at a point west of the Cumberland Bridge. The track 
will be widened to allow room between the tracks for the 
center-island type of station platform. For safety, 
concrete barrier walls will be constructed between the 
rapid transit right-of-way and the roadway. 



IV. Proposal 

D. Detailed Description (continued 



Before describing other facilities at Cumberland 
Avenue, the existing and proposed highway inter- 
change should be described first. The interchange 
between the Kennedy Expressway and Cumberland Avenue 
is a full, four-part cloverleaf. Plans call for a 
reconstruction of this interchange which will result 
in the elimination of the entrance and exit ramps in 
the southwest quadrant of the cloverleaf. A traffic 
signal on Cumberland Avenue south of the bridge over 
the Expressway will enable the reconstructed south- 
east quadrant of the cloverleaf to carry out the 
traffic-flow functions previously carried out by the 
southwest quadrant of the cloverleaf. See drawing 
of interchange in pocket folder. 



Facilities at Cumberland will include an 800-car 
Park-n-Ride facility, a 70-car Kiss-n-Ride area, and 
a 3-bus terminal facility. The Park-n-Ride facility 
will be a two-level structure located south of the 
Expressway and west of Cumberland Avenue, with direct 
access between Cumberland Avenue and the Park-n-Ride 
facility. 



The bus terminal facility and the Kiss-n-Ride area 
will be located immediately west of the Park-n-Ride 
facility. Access to Cumberland Avenue from the bus 
terminal facility and the Kiss-n-Ride area will be 
via Bryn Mawr Avenue which is an east-west street 
located approximately one city block south of the 
two facilities. All three facilities will occupy 
land which is presently used for the southwest quad- 
rant of the cloverleaf. 



From Cumberland Avenue, the Extension will continue 
westward to a point just west of East River Road 
where it will leave the median of the Kennedy Express- 
way and cross under the inbound roadway of the 
Illinois Tollway to the median of the O'Hare Access 
Road. Continuing westward in the median of the O'Hare 
Access Road, the Extension will cross over the Des 
Plaines River and continue to Des Plaines River Road 
where the third intermediate station will be located. 
At Des Plaines River Road the station platform will 
be above street level. 



IV. Proposal 

D. Detailed Description (continued) 



Facilities at the Des Plaines River Road Station will 
include a 2,000-car Park-n-Ride lot, a 37-car Kiss-n- 
Ride area, an 8 5-car CTA employee parking lot, a 
maintenance shop, and a transportation office building 
with a control tower. Just west of the station, a 
storage yard for approximately 200 rapid transit cars 
will be constructed. With the exception of the Park- 
n-Ride lot, all of these facilities can be accommodated 
in the median of the Access Road because the median is 
very wide at this point. 



The Park-n-Ride lot will be located on vacant highway 
right-of-way north and west of the station. Access to 
the Park-n-Ride lot will be from Des Plaines River 
Road at a point north of the outbound lanes of the 
O'Hare Access Road. The lot will be connected to the 
station by a pedestrian tunnel. The pedestrian tunnel 
will also connect the maintenance shop, the transpor- 
tation office building, the CTA parking lot, and the 
Kiss-n-Ride area with the station. Thus, all major 
facilities at this site are linked by the pedestrian 
tunnel. 



From Des Plaines River Road, the Extension will continue 
westward in the median of the O'Hare Access Road to a 
point where the Access roadway loops the passenger 
terminal area. At this point the Extension will go into 
a single-track subway and loop the terminal area in a 
pattern paralleling the roadway. The subway will be 
between the roadway and the terminal buildings, going 
partially under the buildings. Each of the three pass- 
enger terminal buildings will have a station. Direct 
access will be provided between the station platform 
and the terminal building. 



The looping subway tunnel will have two levels: (1) a 
lower level in which a single track will be shared by 
the CTA Extension and a future Intra-Airport (IA) 
system; and (2) an upper level which will accommodate 
a future People Distribution System (PDS) . An IA 
system would interconnect the domestic terminal area, 
the cargo terminal area, and the future international 
terminal area which is to be located in the northeast 
corner of the airport where the Air Force is now based 



IV. Proposal 

D. Detailed Description (continued) 



The international terminal is presently one of the 
three terminal buildings which are on the subway 
loop. After the international operations are re- 
located, then an IA system would connect the domestic, 
cargo, and international terminals. A PDS system, 
which will occupy the upper level, would connect, in 
a closed-loop fashion, the three passenger terminal 
buildings with each other as well as with the finger- 
type concourses where the gates are located. In 
order to construct a PDS and an IA system at a later 
date, tunnels in the area of the domestic terminal 
buildings must be provided now. 



At a point near old Mannheim Road where the Extension 
would still be in the median of the O'Hare Access 
Road, the consultant Voorhees had proposed a transfer 
station to connect the CTA and future IA systems. 
This station would allow passengers bound for the 
future international terminal to transfer to an IA 
system at this point. The international terminal has 
not been re-located, so there is no need to construct 
the station at this time. However, plans allow for 
the future construction of the station at the location 
proposed in the Voorhees Study. 



Substations 



The project facilities will include substations and 
power distribution facilities to serve the route 
extension, together with line supervision, train 
phone and telephone facilities providing the same 
functions as on the present system. 



The sites for the three substations will be: (1) at 
O'Hare Field; (2) at Des Plaines River Road; and 
(3) at Canfield. Avenue, which is between Harlem and 
Cumberland Avenues. 

CTA Operations 

This grant request includes the purchase of 70 rapid 
transit cars. The cost estimate for these cars is 
based on bids under current consideration by the CTA, 



IV. Proposal 

D. Detailed Description (continued) 



Cars serving O'Hare Airport might be modified to 
accommodate air travelers' baggage. 



In the overall network of CTA service, the proposed 
Extension would be directly linked to the existing 
West-Northwest rapid transit route which, roughly, 
follows Milwaukee Avenue to the CBD, goes into the 
Dearborn Street subway, and emerges onto the median 
of the Eisenhower Expressway at a point just east 
of Halsted Street. 



The proposed Extension will be linked to CTA bus 
operations. Project facilities include proposed 
bus terminal facilities at the three intermediate 
stations to accommodate bus feeder routes. Further 
linkages will be planned by the CTA. 



For further information about existing CTA service, 
the yellow-bound volume of the CTA's Phase II 
grant application, dated January, 1974, should be 
consulted. This document is on file at UMTA and 
I DOT. 



IV. PROPOSAL, (continued) 



E. Photographs with Narrative Description 



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IV. Proposal (continued) 

F. Project Benefits 
Short Range 



The most immediate and direct benefit will be to 
alleviate the stress on the highway access system, 
especially where the capacity constraint is 
critical, namely, the Kennedy Expressway. 

It will benefit airport-user groups (air passengers, 
airport employees, and airport visitors) in that it 
will provide fast, economical, and convenient rapid 
transit service to and from the airport. 

Non-airport oriented users of the rapid transit 
service will be able to commute to the CBD from the 
intermediate stations. The commutershed will 
encompass surrounding suburban communities as well 
as the City's far Northwest Side. 

The Project will enable the more efficient operation 
of the airport itself by improving its ability to 
function as an inter-modal transfer facility. 



Long Range 



Having a fast, economical, and convenient rapid 
transit service to and from the airport will benefit 
the economy of the metropolitan area. Larger air 
passenger volumes means more employment, more 
business, more tax revenue. Ground access must be 
improved to handle the larger volumes; and the rail 
access alternative as recommended by the consultant 
Voorhees and as proposed by the City of Chicago is 
the most efficient and economical means of transpor- 
ting large numbers of people in and through such a 
concentrated land area as the air terminal area. 
It is the most efficient and economical use of trans- 
portation corridor space, the most efficient and 
economical use of energy, and the fastest, safest, 
and most convenient means of public transport linking 
O'Hare with the CBD. 

Not providing an alternative to alleviate the stress 
on the existing ground access system at O'Hare can 
only mean, at the very leas t , a massive traffic 
congestion problem, and at the very most , a leveling 
off or decline in air passenger traffic with its 
consequent negative effects on employment, business, 
and tax revenue. 



IV. Proposal (continued) 



G. Project Costs 



SUMMARY 



Federal Share 
State/Local Share 

TOTAL PROJECT COST 



$ 139,432,674 (80%) 
34,858,169 (20%) 

$ 174,290,843* (100%) 



Federal Grant Request (UMTA) 
State Grant Request (IDOT) 
Local Share 

TOTAL PROJECT COST 



$ 139,432,674 (80%) 

23,238,780 (2/15 or 13-1/3%) 
11,619,389 (1/15 or 6-2/3%) 



$ 174,290,843* 



* — 1976 Dollars 



IV. Proposal 

G. Project Costs (continued) 



COST ESTIMATE (3/11/74) 

Subway Tunnel $ 43,186,963 

Stations 16,029,575 

Park-n-Ride Facilities 15,247,846 

Track 7,980,636 

Electrical Power System 6,301,056 

Train Control & Communication 5,173,294 

Median Preparation 5,253,746 

Terminal Facilities 4,604,083 



Sub-total 1974 Prices $ 103,777,199 

15% Contingencies 

10% Engineering 

Total - 1974 Prices 

8% Escalation to 1975 Prices 

Total - 1975 Prices 

8% Escalation to 1976 Prices 

Total - 1976 Prices $ 153,122,843 



70 Rapid transit cars at 

$302,400 each. $ 21,168,000 





15,566,580 


$ 


119,343,779 




11,934,378 


$ 


131,278,157 




10,502,253 


$ 


141,780,410 




11,342,433 



GRAND TOTAL - 1976 Prices $ 174,290,843 



IV. Proposal 



G. Project Costs (continued) 



Appendix 



The following is a category-by-category 
comparison of the cost estimate presented 
in Volume Two of the Voorhees Study, 
(Table II-l on page 41) and the new cost 
estimate presented on the previous page. 



Since the costs are not categorized in 
the same way in the two cost estimates, 
the following table compares the two cost 
estimates using the original estimate's 
categorization of costs. 



Appendix Table 



Comparison of Original and New Cost Estimates. 



Original 

Estimate 



New 
Estimate 



Civil ROW Work 

Bridges 

Tunnels & Associated Misc. 

Grading and Walls 

Track 

Miscellaneous 

Sub-total : 

Station Construction 

Airport Station Work 
Intermediate Stations & Parking 
Terminal Facilities 

Sub-total : 

Power and Electrification 

Sub-stations 
Electrification 

Sub- total: 

Signals and Controls 

Signal System 
Communication System 

Sub-total: 

Allowance for Costs due to 

Internal Airport System 
Engineering and Contingencies 

Sub-total 1970 prices: 
Escalation to 1974 

Sub-total 1974 prices 
15% Contingencies 

Sub-total 
10% Engineering 

Total 1974 prices 
8% Escalation to 1975 prices 

Total 1975 prices 
8% Escalation to 1976 prices 

Total 1976 prices 
70 rapid transit cars at $302,400 ea 



$ 2,543,000 $ 2,543,000 



18,153,000 

3,739,000 

6,021,000 

445,000 



31,260,000 
3,925,760 
6,176,040 
2,338,450 



Change 



+13,107,000 
+ 186,760 
+ 155,040 
+ 1,893,450 



$30,901,000 $46,243,250 +15,342,250 



$ 2,897,000 

14,626,000 

4,803,000 



$ 2,447,472 

19,180,442 

4,803,000 



-449,528 
+ 4,554,442 




$22,326,000 $26,430,914 + 4,104,914 



$ 1,995,000 
2,470,000 



$ 2,355,000 + 
2,521,250 + 



360,000 
51,250 



$ 4,465,000 $ 4,876,250 + 



11,250 



$69,500,000 
22,935,000 



$80,313,914 
23,463,285 



$92,435,000 $103,777,199 

15,566,580 

$119,343,779 

11,934,378 

$131,278,157 
10,502,253 

$141,780,410 
11,342,433 

$153,122,843 
21,168,000 



+10,813,914 
528,285 

+11,342,199 
+15,566,580 

+11,934,378 
+38,843,157 
+10,502,253 

+11,342,433 

+21,168,000 



Reason 
for , 
Change 



a 
b 

c 
d 



e 

f 



g 
h 



$ 2,614,000 


$ 2,658,720 + 




44,720 


i 


1,313,000 


1,344,780 + 




31,780 
76,500 


J 


$ 3,927,000 


$ 4,003,500 + 




(1,240,000) 


(1,240,000) 




(0) 




9,121,000 


- 


9, 


,121,000 





k 
1 

m 

n 

o 



GRAND TOTAL, 1976 prices: 



$174,290,843 +81,855,843 



* 



Reasons listed on next page 



Appendix Table (continued) 



There are three basic reasons for the differences in the 
estimates and they are as follows: 



(i) Costs previously charged to the PDS project, but are 

now charged to O'Hare Extension project due to the need 
to include certain provisions for the future internal 
airport systems. 

(ii) Costs previously shared by O'Hare Extension and IA 
projects, but are now fully charged to the O'Hare 
Extension project due to the need to include certain 
provisions for the future internal airport systems. 

(iii) Additional station and park-n-ride facility at 
Cumberland Avenue. 



A. Costs changed by one of three above reasons 



Reason for change 
(i, ii, or iii) 



(small letters before each item correspond 
to letters in Appendix Table on previous page) 


(i) 
(ii) 




a . 


PDS upper level tunnel 
shared CTA-IA tunnel 




b. 


walls at Cumberland Avenue Station 


(iii) 


c. 


shared CTA-IA track and special trackwork 


(ii) 


d. 


utility relocation 


(i) 


e. 


elimination of CTA-IA transfer station 
shared CTA-IA stations at O'Hare 


(ii) 
(ii) 




f . 


addition of Cumberland Station and Park-n-Ride 


(iii) 


g- 


shared CTA-IA substation at O'Hare 


(ii) 


h. 


shared CTA-IA track electrification 


(ii) 


i. 


shared CTA-IA track signals 


(ii) 


J- 


shared CTA-IA communications 


(ii) 



Appendix Table (continued) 



B. Costs changed by other reasons 



k. contingencies and engineering increase 
and due to current price fluctuations 
1. 



m. escalation to 1975 prices 



n. escalation to 1976 prices (anticipated 
mid-year of construction) 



o. addition of 70 rapid transit cars 



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