West O’Hare Corridor Economic Development Study Draft Final Report

III. Transportation Infrastructure

The transportation infrastructure on the west side of O’Hare includes existing facilities and proposed projects. All elements are anticipated to function as a coordinated transportation system. The transportation infrastructure includes: • Airport • Roadway • Transit • Freight Rail • Multi-Modal Transportation Hub

This section of the report identifies the many forward-looking elements of the system, how they may work together, and what the status of the various elements of the system are. Some of the sources for the conceptual transportation improvements include the following: • O’Hare International Airport Final Environmental Impact Statement, 2005 • Final Airport Layout Plan for the O’Hare Modernization Program, 2005 • CATS 2030 Regional Transportation Plan • Tollway Long Range Plan Summary • IDOT FY 2006-2011 Highway Improvement Program for State Highways in DuPage County • 2005 DuPage County Preliminary Comprehensive Road Improvement Plan • Elgin-O’Hare Expressway Final Environmental Impact Statement, 1991 • RTA STAR Line I-90 Impact Analysis

A detailed analysis of the existing transportation system is included in the Technical Report Compendium, Section IV - State of the Area Report: Transportation System, July 2006 (DuPage County Economic Development and Planning Department). III.1 Airport The airside component of the coordinated transportation system consists of the O’Hare Modernization Program (OMP). The OMP has the potential to be a catalyst for change on the west side of O’Hare. As a result, the review of the OMP for this report focuses on the specific items that are in the Final Environmental Impact Statement (FEIS) that has received a Record of Decision.

The O’Hare Modernization Program includes: • Eight (8) runways and associated taxiways • Western Terminal • On-airport circulation, via an Automated People Mover connecting to the current airport terminals • Associated parking structures and lots

Build out of the O’Hare Modernization Plan elements is targeted for 2013.

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Additionally, the OMP staff has confirmed that a 300 foot wide transportation corridor on the far west side of the airport property is being preserved to provide access for roadway or rail right-of-way. This corridor is not identified on in the Airport Layout Plan, which is the basis for the FEIS and the Record of Decision. It is shown as an additional item in the public input presentation that took place in late 2003 / early 2004.

The Airport Layout Plan that has been approved with the Record of Decision revises the airport runway configurations to provide more opportunities for parallel runways, with the goal of significantly reducing delays at O’Hare Airport. In addition to the runway and taxiway layout, the O’Hare Modernization Program includes the development of a Western Terminal and Concourse as well as on-airport Figure 3.1 transportation in the form of an extended automated people mover system. See Figure 3.1 – Airport Layout Plan.

The following table summarizes the implementation time frame for the OMP elements. It is important to note that due to the delay in the Record of Decision (ROD), the OMP schedule is likely to push all of the benchmark dates back one year.

Master Plan Project Component First Full Year of Operation O’Hare Modernization Runway Components Construction of Future Runway 9L/27R 2007 Extension of Existing Runway 9R/27R 2009 (Future runway 10L/28R) Construction of Future Runway 10C/28C 2009 Extension of Existing Runway 9L/27R 2013 (Future Runway 9R/27L) Construction of Future Runway 9C/27C 2013 Construction of Future Runway 10R/28L 2013 Western Terminal Components Satellite Concourse 2009 Terminal Building / Concourse 2013 West Terminal Ground Access 2013

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The Western O’Hare Corridor Economic Development Study is primarily concerned with the ground side impact in the vicinity west of O’Hare Airport. The surface transportation analysis that was completed for the O’Hare Modernization Program was reviewed. The analysis was coordinated with the CATS regional modeling process and included the NIPC population and employment forecasts. Enplanement assumptions for the expanded airport were coordinated as well. Given the OMP build-out period of 2013, the roadway assumptions used in the surface transportation evaluation were based on existing and programmed changes to the existing system. The base roadway network that was analyzed through the OMP included the following modifications to the existing network 1.

Previously Approved Projects at O’Hare (later 1980’s through 2002) • Widen Bessie Coleman • Mannheim Rd. - Continuous SB through and RT lane from Higgins to Zemke • Mannheim Rd.- Extension of NB LT lane at Zemke • Zemke Rd. – Add 2 nd LT lane on EB Zemke to NB Mannheim • Zemke Rd. – Add WB through lane on Zemke at Mannheim • Zemke Rd. – RT-only lane from EB Zemke to SB Mannheim • Zemke Rd. – RT-only land from EB Zemke to SB Bessie Coleman • Bessie Coleman – add RT lane onto EB Zemke • Johnson Rd. – extension to E with RT-only to SB Mannheim

O’Hare Roadway Improvements • Lee St. / Northwest Tollway interchange (addition of Lee St. on-ramp to WE I-90 and EB I-90 off- ramp to Lee St. • Westerly relocation and widening of the northern part of Bessie Coleman to Higgins Rd. • Zemke Rd. extension • Manheim fly-over ramp from Bessie Coleman to SB Manheim • Balmoral Ave. ramps at SB Mannheim • Balmoral extension over Mannheim • Southeast service road and spine road conversion

Additional Roadway Improvements by Others • Manheim Rd. – widening of Manheim to 3 lanes each direction (Higgins to Irving Park ) (IDOT) • Add partial interchange on I-294 at Devon (add SB off-ramp to Devon) (ISTHA) • Expansion of I-90 interchange at Elmhurst Rd (add Elmhurst on-ramps to WB I-90 and EB I-90 off ramps to Elmhurst Rd.) (ISTHA) • Irving Park Rd and York Rd intersection improvements (IDOT) • I-190 improvements (IDOT)

Projects by Others • Balmoral Ave SB tunnel

OMP Projects • Relocate Mt. Prospect Rd. • Construct public access road to USPS Complex • Construct public access road and tunnel in SW Cargo area • Irving Park relocation • West Terminal ground access roadways

1 From Table G-2, Surface Transportation Project Definition Matrix, Appendix G, O’Hare Modernization Final Environmental Impact Statement, July 2005

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III.2 Roadway There is a well-developed network of roadways in the area west of O’Hare in the northeast part of DuPage County. Figure 3.2 shows the road network and the classification of roads in the study area. The roadway network is considered to be a suburban network of medium density.

Traffic volumes on these roadways adjacent to the airport accommodate a large number of daily trips through the region. High levels of congestion resulting in significant delays are typical for these roadways especially in the late afternoon peak when commuter traffic overlaps with airport related traffic.

Three principal arterial corridors – IL 83, IL 64 () and US 20 () cross the area and are supplemented by minor arterial class A facilities like IL 19 (Irving Park Road), IL 53, Thorndale Avenue (which is the extension of the Elgin-O’Hare Expressway in Addison township), , York Road, Gary Avenue, Bloomingdale Road (also designated as a Strategic Regional Arterial) and . Minor arterial Class B routes of note are Fullerton Avenue, Addison Road, Wood Dale Road, Glen Ellyn Road, and Schick Road.

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Conceptual Roadway Projects This section describes the major roadway projects that have been identified through local plans and the review of regional long range plans. See Figure 3.3 – Future Roadway Network. The current status, location in the planning process and responsible agency for each of the major improvements is discussed. In all cases, the mapping of these projects is shown by a wide line. This is because there are not specific final corridors or final alignments that have been identified through the planning process for these projects as of yet .

Major projects, shown on the following figure, include 1. Elgin-O’Hare Expressway 2. Western Bypass 3. Western Access 4. Irving Park Road relocation 5. York Road / Irving Park intersection modifications 6. York Road improvements 7. Wood Dale Road / Irving Park Road improvements 8. Grand Avenue / York Avenue intersection 9.

Figure 3.3

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1. Elgin-O’Hare Expressway The current Elgin-O’Hare is a limited access expressway between US 20 in the Village of Hanover Park and near I-290 in Itasca. East of I-290, the roadway becomes Thorndale Avenue. This alignment terminates in the area of the proposed Western Access to O’Hare at York Road. The 2030 Regional Transportation Plan includes and expanded Elgin-O’Hare Expressway in the plan of projects for the region. The 2030 RTP recommends completing the expressway, east and west, with a multi-modal highway segment, adding lanes to the existing freeway that has two lanes in each direction in the area between US20 and I-290. In the RTP, the eastern end is proposed to be an expressway segment that is configured to accommodate substantial local and regional transit service options and complete the connection to O’Hare. See Figure 3.4 – Elgin– O’Hare Expressway Concept. The RTP highlights the freight access and management and operations that will be essential in planning and designing a successful transportation solution for this segment. This facility also includes a western access point to O’Hare.

In late 2006, IDOT anticipates beginning a Phase 1 study of the Elgin-O’Hare corridor to determine whether the improved roadway would be expressway or limited access arterial. Through the planning process, decisions on the type of roadway will be made based on a number of factors including public input and consultations with the adjacent communities.

The alignment of any roadway improvement is likely to be along Thorndale Avenue. Major decisions to be made during the planning process will be about the access patterns and locations and the type of roadway that will operate in the future. The decisions that emerge from the planning process will have significant impacts on the economic development opportunities and impacts in this corridor.

There have been prior schemes that identify the east end of the roadway to have an elevated alignment. This is a configuration that the adjacent communities are opposed to because of the access limitations, the negative impact on community cohesion that an elevated structure would create, and the visual impact such structures bring.

Figure 3.4

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Visioning Concepts – Elgin-O’Hare Expressway

The proposed Elgin-O’Hare N Corridor is along Thorndale Figure 3.5 400 ’ Avenue and the existing Lively Blvd. right-of-way in this corridor is as wide as 400 feet. Existing Conditions Thorndale Avenue within Lively Blvd. this section consists of two 12-foot through lanes in each direction with shoulders (See Figure 3.5 ).

Visioning concepts, Figures 3.6 – 3.8, have been developed for several alternatives to demonstrate different types of facilities and their resulting impacts. For Concept 1, a six-lane arterial facility with a landscaped median has been shown. Direct access to this facility would be maintained, however, driveway consolidation and the permission of u-turns would probably be incorporated similarly to North Avenue. Concept 2 displays an expressway option with frontage roads for local access. This concept would be similar to N 400 ’ the existing Elgin-O’Hare Figure 3.6 expressway located to the Lively Blvd. west. Concept 3 shows the same expressway and Concept 1: Arterial Roadway Lively Blvd. frontage road system as (North Ave Concept) Concept 2 and adds a transit component within the center median.

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Visioning Concepts – Elgin-O’Hare Expressway

N Figure 3.7 400 ’ Lively Blvd.

Concept 2: Expressway with Lively Blvd. Frontage Roads Lively Blvd.

N Figure 3.8 400 ’ Lively Blvd.

Concept 3: Expressway with Lively Blvd. Frontage Roads + Transit Line

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2. Western Bypass The Western Bypass is a long discussed roadway for which there is limited detail on its ultimate design and alignment. Through the earmark in the recently passed SAFETEA-LU bill, IDOT will be embarking on study of this corridor (in addition to the previously mentioned Elgin- O’Hare Phase 1 work). The Illinois State Toll Highway Authority (Tollway) identifies a conceptual alignment of the southern half of this roadway in their Long Range Plan. The Tollway shows the projects as unfunded. The 2030 Regional Transportation Plan identifies a West O’Hare Bypass project for the region to provide new access to and bypass west of O’Hare Airport. The congested east side of the airport would get some congestion relief with a bypass to the west side of the airport. The RTP recommends a bypass that provides a new connection between I-294 on the south with I-90 on the north. The recommendations highlight the need to be cognizant of the mature residential and business areas and that any solution to both the Western Bypass and the eastern end of the Elgin–O’Hare must pay attention to mitigating impacts on the local communities and strengthen economic development potential while also providing for regional travel needs. Close coordination with the O’Hare expansion project is required for successful project implementation.

The segment of the Western Bypass that is described in the Tollway’s Long Range Plan Figure 3.9 diverges from I-294 south of the airport in the vicinity of Grand Avenue 2 where I-294 heads northeastward towards the east side of the Western Bypass airport. The conceptual alignment of the (North -Leg) Western Bypass continues north to connect with the 300 foot transportation right-of-way on O’Hare airport property. Further detail on alignment is not available. The south segment terminates at the Western Access point to O’Hare. It is assumed that a northern segment of this roadway would be developed to Cook

connect to I-90 at the northwest corner of the Cook DuPage airport. Again, there is little detail on DuPage alignment or any other characteristics of this segment of a Western Bypass. In this report, we identify several potential alignments for the Western Bypass. These are shown on, Figure 3.9 – Western By-Pass Concepts, that has been produced to show conceptual alignment. The dashed blue line alternative Western Bypass (South -Leg) diverges from I-294 further east and utilizes the existing rail corridor to limit impacts to the surrounding communities

2 This location is for illustrative purposes only – and does not reflect any alignment decisions. Those decisions will come from the planning process that IDOT will begin later in 2006

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Visioning Concepts – Western Bypass The Western Bypass is envisioned with an alignment somewhere within the 300-foot right-of- way corridor that has been set aside as part of the OMP on the western edge of the airport property. However, there are a number of alignment options involving adjacent transportation corridors such as York Road and the Union Pacific/Canadian Pacific railroad corridor. Combining these corridors provides upwards of 600-feet to accommodate the various transportation facilities including a widened York Road, a realigned railroad corridor, and a new expressway all without encroaching on property west of York Road.

Several visioning concepts, Figures 3.10 – 3.15, have been developed to get a better understanding of how these corridors would relate to one another. For Concept 1, York Road would be widened to a six-lane arterial and the Western Bypass would be an at-grade expressway within the 300- foot transportation corridor on airport property. It is significant to note that in order to accommodate widening for York Road, the railroad corridor would need to be relocated to the east. Concept 2 shows the same improvements and alignments except that the Western Bypass would be a depressed facility to stay clear of vertical clear zone restrictions. A cross-section of this concept is also shown in Figure 3.12. Concept 3 shows the Western Bypass as a tunnel within the airport property. Concept 4 involves relocating the rail corridor further east on airport property and placing the depressed Western Bypass in the former rail corridor location adjacent to York Road. Concept 5 keeps York Road as is which keeps the rail corridor in its present location and accommodates the Western Bypass on airport property.

Figure 3.10 300 ’ N

Supreme Dr.

Concept 1: York Road Widening Western Bypass (At -Grade)

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Visioning Concepts – Western Bypass

Figure 3.11 300 ’ N

Supreme Dr.

Concept 2: York Road Widening Western Bypass (Depressed)

ConceptConcept 2:2: YorkYork RoadRoad (Widening)(Widening) WesternWestern BypassBypass (Depressed)(Depressed)

300 ’

Railroad York Road Western Bypass Corridor Figure 3.12

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Visioning Concepts – Western Bypass

Figure 3.13 300 ’ N

Supreme Dr.

Concept 3: York Road Widening Western Bypass (Tunnel)

Figure 3.14 300 ’ N

Supreme Dr.

Concept 4: York Road Widening Western Bypass (Depressed) Railroads East Side

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Visioning Concepts – Western Bypass

Figure 3.15 300 ’ N

Supreme Dr.

Concept 5: York Road (No Widening) Western Bypass (Depressed)

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3. Western Access Depending on the roadway plans in the vicinity of the Western Access point to O’Hare, there will need to be a solution that would connect the various roadways. The eventual configuration of the Western Access to O’Hare will need to take regional and local access needs into consideration. Some points to consider for the design development of this interchange include:

••• Minimizing property impacts on the west side of York Road ••• Full allocation of movements to and from the Western Bypass ••• Access to terminals from York Road ••• Minimizing local road access impacts relative to Thorndale Avenue and York Road

The first projects to begin to develop concepts for this access point will be the OMP development of western access roadways and the planning process for the Elgin-O’Hare roadway improvements and the planning for the Western Bypass. The tie-in between any Elgin-O’Hare improvements with the west side of the airport, local mobility needs, and regional access will all have to be balanced. The potential alternative for this access point could include multi-level interchanges or tunneling options among more traditional designs. Extensive coordination among agencies will be essential for this project to be implemented

4. Irving Park Road () Relocation Irving Park Road, east of York Road, needs to be relocated southward in order for construction of the southernmost pair of new runways at O’Hare. The current alignment of Irving Park Road is in the southwest acquisition area of the airport. The relocation of Irving Park Road is part of the OMP.

5. York Road Improvements York Road is a heavily traveled roadway serving as a very important part of the network on the west side of O’Hare. It currently functions to serve local and regional travel needs in this area. As some of the previously described roadways enter planning, the York Road corridor needs to be included in the thinking. Maintaining local access through this corridor is essential, while enhancing regional access to the airport will be key issues that affect York Road.

York Road is under DuPage County jurisdiction. There are no identified funds in the County’s Transportation Plan for this roadway through 2015.

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6. York Road / Irving Park Road Intersection Improvements Planning is currently underway for improvements to this intersection. This intersection also includes consideration of the Canadian Pacific Rail at grade crossing. The planning for this intersection has involved the development of many different alternatives to resolve the congestion and safety issues. Potential solutions include grade separation.

Overall objectives of this project include:

• Minimizing or eliminating rail road delays of traffic on Irving Park and York Roads • Minimizing local property impacts • Enhancing intersection capacity and performance for current and future conditions • Recognizing and planning for continued use of Irving Park and York Roads as major inter-county and commercial trucking corridors

Two alternatives from the initial study are shown as Figure 3.16 and 3.17 for discussion purposes only. Alternative 1 maintains the location and lowers the intersection under the Canadian Pacific railroad crossing. Channelization improvements would also be incorporated at the intersection for this alternative. Alternative 3 lowers Irving Park Road under the Canadian Pacific railroad crossing and York Road and uses a “jughandle” connector road in the northwest corner of the intersection to provide access for the two arterials.

YorkYork RoadRoad –– Irving Irving ParkPark RoadRoad AlternativeAlternative 11

Figure 3.16 York Road York York Road York

Irving Park Road

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YorkYork RoadRoad –– Irving Irving ParkPark RoadRoad AlternativeAlternative 33

Figure 3.17

York Road York

Road York

Irving Park Road

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7. Wood Dale Road / Irving Park Road Intersection Improvements The Irving Park Road (IL Route 19), Wood Dale Road (DuPage County Route 28), and the -Milwaukee West Line Railroad intersection study is currently well into the Phase I Engineering of project development. The rail line crosses the north and east legs of the intersection at sharp skew angles. The Metra train station is located very near the intersection, causing the railroad crossing gates to close while a train is in the station. This intersection experiences high accident frequency along with heavy congestion despite recent efforts by Metra to minimize the obstruction of adjacent roadways due to the proximity of the station.

Overall objectives of this project include:

• Reducing highway congestion due to rail traffic • Improving traffic and pedestrian safety at the Wood Dale/IL Route 19/Metra rail crossings • Enhancing community redevelopment options for the Wood Dale Community center and station area redevelopment program • Improving IL Route 19 aesthetics through Wood Dale

Several improvement alternatives were investigated and one of the final alternatives would relocate Irving Park Road to the north and create an underpass at the Metra crossing as shown in Figure 3.18.

WoodWood DaleDale RoadRoad atat IrvingIrving ParkPark RoadRoad AlternateAlternate 2A2A

ME TR A R R Irving Park Road

Figure 3.18 Wood Dale Road Dale Wood Wood Dale Road Dale Wood

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III.3 Transit In addition to the many roadway projects that are under consideration, there are a number of passenger rail and transit projects that are proposed in the study area. Metra STAR Line The Metra STAR Line is proposed to be a large circumferential commuter rail service approximately at 30 miles out from downtown Chicago. The initial proposal is for service between O’Hare Airport, northwest to Hoffman Estates and south to Joliet. One section, from O’Hare to Hoffman Estates, has gone through preliminary study and many of the local agencies have identified a preferred alternative in this area. Currently, Metra is conducting an official Alternatives Analysis process, which will yield an official locally preferred alternative to move forward into preliminary engineering.

There have been a number of alignments considered as shown in Figure 3.19. Access to the west of O’Hare could be along the I-90 Figure 3.19 corridor or along the Elgin-O’Hare corridor. To date, the I-90 corridor is the preferred alternative, but that should not discount the possibility of a transit service along the Elgin- O’Hare corridor whether it is a future branch of the STAR Line or some other form of transit. The CATS 2030 Regional Transportation Plan recommends use of Thorndale Avenue as a transit corridor for the DuPage “J” BRT Route and/or STAR Line alternatives or extensions. The Plan goes on to state that opportunities for transit-oriented development should be explored at proposed stations to strengthen service. Access to the airport is likely to be to the western terminal, but could possibly be to the east side of the airport along the North Central line. As the planning details are worked out for the O’Hare to Hoffman Estates segment, preliminary planning for the segment to Joliet will be moving forward. All of this planning will need to be closely coordinated with the many roadway plans that will be developing at the same time.

CTA Blue Line Extension CTA Blue Line Extension

CTA is potentially considering an extension of I- 90 the Blue Line the currently terminates at the Figure 3.20 East Terminals of O’Hare to the west side of Cook the airport and possibly slightly beyond. See DuPage Thorndale Avenue Blue Line Figure 3.20 – CTA Blue Line Extension. This Extension project is not currently in the 2030 Regional Transportation Plan but should be kept in mind when thinking about future transit projects in Route Illinois this study area. In some of the public input 83 Route Illinois York Road York York Road York Cook presentations when the City of Chicago was Cook DuPage DuPage seeking input on the Airport Layout Plan (late 2003/early 2004), this project was identified as a potential improvement.

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DuPage “J” BRT In the DuPage Area Transit Plan, a high speed corridor was identified as a key element to enhance transit service in DuPage County. The identified high speed corridor was also known as the DuPage “J” Bus Rapid Transit Line. This service would be integrated with a network of regional connectors and local circulator bus service. This line would provide connections between O’Hare and Figure 3.21 Schaumburg, though Oak Brook to Naperville and Aurora, meeting up with the Metra STAR Line. This project has been included in the 2030 Regional Transportation Plan. The service is anticipated to incrementally build to a full BRT with sections of exclusive lanes and high quality passenger amenities. As the service builds to this ultimate state, it will begin operation as express service and service in priority lanes.

The key impact of this project on the immediate study area would be a transit connection to O’Hare and consideration of the north / south alignment either on the currently proposed Rt. 83 or potentially on York Road. The connection to Schaumburg is conceptually identified along the Elgin-O’Hare corridor. See Figure 3.21. Consideration of this project should be incorporated into planning for the Elgin-O’Hare corridor and also for the western terminal.

III.4 Freight Rail There are a number of freight rail projects in this study area. A major project that is just getting underway is the relocation of the Union Pacific Railroad tracks. Another freight related project is the proposed grade separation at the York and Irving Park Road intersection. Union Pacific Railroad Relocation The Union Pacific freight tracks currently Freight Rail Corridor Improvements are located on the south and southwest part of the airport. The O’Hare Figure 3.22 Modernization Plan includes a configuration of runways that requires the relocation of part of the tracks. Through the Chicago Department of Aviation, the engineering work on this project has just Union Pacific RR Relocation commenced. The relocation would align Canadian Pacific RR RR Crossing at more closely with the existing Canadian Irving Park/York Pacific railroad right-of-way and both would be grade separated at the York and Irving Park Road intersection See Figures 3.22 and 3.23.

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Figure 3.23

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III.5 Multi-Modal Transportation Hub With the proposed transit services and the proximity to the Western Terminal, there is great potential to establish a transportation hub in the vicinity of York Rd and the Elgin-O’Hare facility (See Figure 3.24). This transportation hub could have several purposes and capitalize on the proximity to the Western Terminal at O’Hare. Air/Rail Terminal Frankfurt, Germany Additionally, it could: • Create a transit connection outside for the airport linking an extended Blue Line, possible Metra service and DuPage County Bus Rapid Transit service. This could provide a convenient location for people to access transit to reach the City of Chicago, or a transfer location to access transit to locations in DuPage and the Woodfield area. • Park and Ride to access the transit services • Remote parking for airport customers • Mixed use development

NeedNeed ForFor TransportationTransportation HubHub

Thorndale Avenue Blue Line Extension “STAR ” Line “J” BRT

Transportation Hub

Western Terminal BRT BRT ” ” J J York Road Figure 3.24 Road York Wood Dale Wood Prospect Route83 Illinois “ Wood Dale Wood Prospect Route83 Illinois “

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