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 - 0 ' 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»-
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$a Chicago : Jb City of Chicago, Dept . of Public Works
$a 52 leaves in various foliations : ^b ill. ; |c 28 c
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Christopher B. Cohen
Alderman
2-23-71
4-12-71
- 4 -
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PAGE
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SRC/DT 07/14/92 SRC d PLACE ilu LANG eng MOD i/LEV REPRO D/CODE s DT/1 1974 DT/2
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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.
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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 least , 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
0
$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
DRAWING:
CUMBERLAND STATION
I
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