TABLE OF CONTENTS

Chapter I Introduction and Background

Chapter II Al i gnments: Alignments Determined Not Feasible...... 5 Alignments Determined Feasible ...... 7

Chapter I II

Alternatives 11

Outlines and Alternatives ...... 1 3

Chapter IV Conclusions and Next Tasks ...... 45

CHAPTER I INTRODUCTION AND BACKGROUND

The Regional Transit Needs Assessment Phase I Report (completed by RTA in 1982) identified two corridors where high traffic volume and trip demand suggest the potential for a high level of transit service. These corridors are designated the North Cook Corridor and the Tri-State Corridor. The purpose of this report is to portray the feasibility of expanded transit in the Tri-State Corridor in the form of express bus or light rail. The Tri-State Corridor is broadly defined as the western Cook County suburbs and eastern DuPage County. Four primary activity centers are present within the corridor; (1) Elk Grove Village Industrial Park, (2) Midway Airport, (3) O'Hare Airport, and (4) Oak Brook Retail/Commercial Center. Addition­ ally, linkage to the Desplaines Avenue Station on the CTA Congress line and to the Chicago and NorthWestern Railway in Des Plaines are possible. Exhibit 1 shows the corridor study area and the major trip generators contained therein. Two modes are considered in this preliminary evaluation, light rail and express bus. Light rail vehicles may be either self-propelled diesel or electric powered. Final selection of mode and vehicle type is dependent upon route alternative, cost, ridership demand, environmental impacts and operating limitations. Some of the alternative routes wi l l be evaluated with more than one mode. Others have only one appropriate mode and will be evaluated accordingly. It must be recognized that this effort is one of determining feasibility. Its intent is to examine possible alignments (links) on which express bus or light rail could operate, to utilize these alignments as "building blocks'' in the development of alternatives, and to evaluate the alternatives so formulated in terms of physical feasibility, environmental issues, and transit demand. In perspective, the corridor study area is quite large (6 miles wide by 20 miles long). It has four major activity centers (identified above), and can be served by a variety of transit modes. As such, it is necessary to assess a large number of alignments and alternatives in order to identify the transit possibilities. This is viewed as the first stage of a three stage process which is characterized by successive elimination of alternatives, and refine­ ment/analysis of surviving alternatives in more detail. The final stage of this process will be the identification of the one "best" alternative for implementation. At that point, the project would progress to implementation. The remainder of this report is organized as follows: Chapter II evaluates alignments (links) within the corridor in terms of their physical feasibility. Those which are identified as feasible are then used as "building blocks" in the formulation of a lte rnat i ves. 11111111111111111111111111111111111111111111111111111111111111111111111111111111111111111u.111111111111111111111111111111111111111111111111111111111111111111 ~ McHENRY ~ LAKE Exhibit 1 I Har:~d I Tri ·State Corridor ~ .,,~ Study Area 'tc~ "-14:, ~~~ ">

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2 EXHIBIT Chapter III portrays the alternatives which have been formulated using the alignments of Chapter II as building blocks . The alternatives are presented in annotated outline form with a map showing each. Chapter IV discusses the conclusions reached at this stage of the study, and outlines the remaining steps to the completion of the Phase I effort.

3

CHAPTER II ALIGNMENTS

A series of right-of-way alignments have been evaluated to determine their feasibility for use as transit routings.

Alignments Determined Not Feasible Preliminary evaluation has eliminated the following alignments because of high vehicular traffic, insufficient right-of-way, and/or inability to adequately and efficiently serve the target area.

Mannheim Road (LaGrange Road) Mannheim Road (LaGrange Road) forms the principle north-south arterial in western Cook County. There is considerable commercial and residential development along the road from 55th Street on the south through O'Hare and north of the airport into Des Plaines. Right-of-way availability varies along the route but is sel dom wide enough to provide light rail service. Express bus service is possible, however, it must mix with the normally heavy traffic flow. This factor minimizes the express component thereby making the route little more attractive than the present West Towns Route 330 which averages 13.6 passengers per hour, or 33.7% of the inner suburban system average*.

York Road York Road provides only limited right-of-way for any light rail system south of Irving Park Road in Bensenville. Although standard four-lane right-of-way exists in some areas, particularly near Grand Avenue, the road is primarily two lanes or sub-standard four lanes and heavily congested. Except for office complexes at Cermak Road there are no major traffic generators south of Butterfield Road. York Road is currently served by West Towns Route 332 which travels between Oak Brook Shopping Center and Randhurst Shopping Center. ~unning time is approximately 1 hour 15 minutes. Patronage is very low, 8.6 riders per hour, or 35.7% of system average for outlying suburbs*.

* January through March 1982. 5 Burlington Northern The Burlington Northern (BN) travels through moderately dense residential areas between the Indian Harbor Belt and Route 83. There are seven existing commuter stations along this portion of the railroad. The primary drawbacks with this right-of-way are it is heavily used for BN mainline and local freight, as well as RTA commuter rail, and the service area is well south of the target area in DuPage County.

Milwaukee Road West Line The Milwaukee Road also travels through both residential and industrial areas between the IHB and Route 83. This routing would have to traverse a major rail yard, the Bensenville Yard. It would also compete with existing commuter and freight services.

Grand Avenue Grand Avenue passes through commercial and residential development east of the Tollway. Industrial areas are located near the intersection with Mannheim Road and west of York Road. Only limited right-of-way is available and current traffic loads on this artery are near maximum.

Lake Street Lake Street is immediately north of the C&NW Proviso Yard east of the intersection with the Tollway. West of the Tollway it runs in conjunc­ tion with or parallel to 1-90. This routing is attractive because of dense industrial land uses along the Cook County portion and west of York Road in DuPage County. The primary barriers to using this route are very limited right of way availability and a complex interchange at the Tollway, North Avenue and 1-90.

North Avenue North Avenue is six lanes divided with turnoffs east of the Tollway. It is four lanes sub-standard through a residential district in Elmhurst, west of the Tollway. Maximum peak hour traffic loads and limited right-of-way on this artery prevent its use for any light rail service.

6 Aliqnments Determined Feasible

All or portions of the following alignments have been determined to warrant further evaluation and have been included as building blocks in formulating alternatives. Some of the alignments have been assimilated into more than one alternative.

Indiana Harbor Belt Railroad/Soo Line Railroad This alignment will provide right-of-way from Midway to 0 1 Hare and north of 0 1 Hare to Des Plaines. It also provides excellent access to the industrial developments along 25th Avenue north of Cermak Road through Schiller Park and southeast of 47th Street to Midway Airport. At the same time, this route has convenient access for residential areas throughout the eastern portion of the corridor. The Indiana Harbor Belt (IHB} operates a minimum of three tracks north of 47th Street to the IHB yard at North Avenue. North of the yard two tracks operate to a connection with the Milwaukee Road in Franklin Park. The Soo Line connects with the IHB between Grand Avenue and the Milwaukee Road. It then travels north forming part of the eastern boundary of 0 1 Hare. Although only a single track exists north of 0 1 Hare along Mannheim Road sufficient right-of-way exists for more trackage. The benefits this route offers are: 1) excellent accessibility to dense residential and industrial areas; 2) existing track and right-of-way from Midway through north of 0 1 Hare, much of which is grade separated; and 3) possible interface with four commuter rail lines, existing bus routes, and rapid transit at both Midway and 0 1 Hare. The primary problems incumbent on this route are conflicts with freight traffic on this major freight interchange corridor.

Chicago & NorthWestern West Line The C&NW travels through both residential and industrial neighborhoods between the IHB and Route 83. It could also detour north east of the Tollway and travel through industrial parks in Northlake, Franklin Park and Bensenville. This track continues along the western edge of O'Hare and north into Des Plaines. The primary problem associated with this route is traversing the Proviso Yard. Although this is one of the most highly used track segments in the C&NW system, it is not precluded from further consideration.

7 Illinois Central Gulf The ICG has a single track operating southeast between the intersection of Route 83 and the C&NW West Line, and the intersection of the IHB and Roosevelt Road. Portions of this right-of-way were previously used for two tracks. Hillside Shopping Center, Proviso West High School and York High School are adjacent to the right-of-way with Elmhurst College approximately one quarter mile to the east. In addition to these traffic generators this routing passes through residential commercial and industrial areas. The principle detriment to the use of this route is conflict with existing freight traffic.

Great Western The Great Western right-of-way is currently trackless between Mannheim Road and Route 83. This right-of-way is also adjacent to abandoned Chicago, Aurora and Elgin right-of-way. The portion of the right-of-way in DuPage County is adjacent to the Illinois Prairie Path and some portions in Cook County are used as parks. Also, there is some right-of-way encroachment along Mannheim Road. Usable right-of-way also exists east of the IHB to the Desplaines Avenue Station on the CTA Congress rapid transit line. Some single track exists on this portion. This routing would be an attractive connector if eastern and western routes are used. The ability of this route to connect with CTA rapid transit at the Desplaines Avenue station; therefore linking the west side to the O'Hare area, is another advantage. The primary land use along this right-of-way is residential with commercial use at the intersections with major arterials.

Route 83 Route 83 is primarily a four lane divided highway from Oak Brook Shopping Center through to Elk Grove Village. Sufficient right-of-way for light rail exists along the sides of the roadway for most of this distance. The major barriers are intersections with the Chicago & NorthWestern, (C&NW) Great Western (Prairie Path), ICG and Milwaukee Road and complex interchanges at Roosevelt Road and Lake Street/I-90. The primary benefits offered by this route are its ability to connect two trip generators, Elk Grove Village and Oak Brook Shopping Center, right-of-way availability, and its accessibility to resident of eastern DuPage County. It would also connect two commuter lines, C&NW and Milwaukee Road providing north-south transit availability to residents along the two corridors. Express bus is also a possible alternative on this route.

8 Tri-State Tollway The Tollway provides a m1n1mum 250 feet of right-of-way through the corridor except in locations where it must use air-rights over other rights-of-way (e.g., rail, roadway). The median strip is app roximately 30 feet wide, including a three foot barrier down the center. Thi s is insufficient median width to provide two tracks, rail stations and vehicle safety lanes on the roadway. Further verification of this assessment is contained in Transportation and Traffic Engineering Handbook* which states that a minimum width of 56 feet is generally required between the two roadways to place any rail transit in the median. When stations are also located in the median a minimum width of 80 feet is usually required. There is approximately 60 feet of right-of-way available on each side of the Tollway. This space is currently used as a buffer zone and drainage area. It would be very difficult to use this area for rail because of the barriers created by overpassess and exit/ entrance ramps. It would also be necessary to provide a new drainage system for the right-of-way. Consequently, it may be prohibitively expensive to provide any rail transit improvement using the right-of-way. Therefore, the rail mode will not be evaluated. However, further consideration will be given to express bus. There are also some problems incumbent in express bus routings, particularly limited entrance and exit from the Tollway. A solution to this problem would be the provision of station facilities off the side of the roadway to act as transfer points to and from local bus routes and park-n-ride lots. This alternative will require alterations in the current bus routes serving the area to al low them to interface with the express routes. Although the Tollway bisects a densely populated area with heavy industrial and commercial activity, the roadway itself is isolated from most of the corridor's major traffic generators. This factor limits the amount of patronage which can be expected on any transit mode using this route. Patronage to this alignment would be heavily dependent on transfer from other modes.

1-90 (Eisenhower Expressway) 1-90 (Eisenhower Expressway) traverses both residential and industrial areas in Cook County. The expressway also runs adjacent to Hillside Shopping Center between Mannheim and Wolf Road. In DuPage County it passes through the industrial park in Elmhurst. This al i gnment will be an attractive connector for express bus service between the Desplaines Avenue Station and Elk Grove Village.

* Transportation and Traffic Engineering Handbook; Second Edition; Hamburger, Wolfgang S., ed.; Prentice Hall; 1982. 9

CHAPTrn I I I ALTERNATIVES

The alignments which have been retained for further evaluation can be combined into different configurations to connect the Tri-State Corridor's activity centers. The alternatives which have been formulated provide the most logical linkages to the major activity centers and attempt to follow current travel patterns. Wherever possible, similar bus and rail alternatives have been paired. Some of the alterna ti ves will provide linkage for Chicago ' s two major airports. This can be an important element in the city ' s plan to revitalize Midway. Additionally, most of the alternatives will circumferentially link the existing radial commuter rail and rapid transit network. Many of the alternatives will expand the labor opportunity shed for residents and employers in the Tri-State Corridor and elsewhere (such as Chicago). The demand projections computed for the alternatives under study are prelimi­ nary estimates of the potential transit market. These data are extrapolated from Urban Transportation Planning System (UTPS) trip tables. The UTPS trip tables provide total trip productions and attractions for each zone (approxi­ mately one square mile) in the study area. The attached estimates are predictions of the ridership level expected relevant to a particular alterna­ tive. The ctistrihution of trips from any given origin zone to a set of destination zones is currently unknown . Consequently, the relative precision of the demand estimates are influenced by many factors, one of which is the inability to ascertain from source data what volume of triµs have destinations outside the study area. Estimating trips under this constraint can lead to an overestimation of trip volumes. To balance this effect, a relatively small commuter shed is assumed around any given point along the alternative (prospective station) . 8y assuming lower than expected accessibility (no feeder buses, parking facilities) to the proposed service, lower demand predictions will be generated. The estimates are presented over a range, and represent total market demand for each alternative. Transit market demand for work trips is estimated between 12% -22% of total work trips in the study area. The market demand for non-work trips is estimated between 4-8% of total non-work trips . The lower percentages for work and non-work trips represent the degree of market penetration observed in the northeastern Illinois suburbs . The higher percentages more closely reflect the market penetration of the entire Region, including the City of Chicago. Therefore, the demand estimates presented are considered reasonable and useful as preliminary measures of the potential demand for the transit alternatives. Finally, it should be noted that estimates have been computed assuming a level of service equivalent to light rail or rapid transit type service, and should be considered higher than would be actually expected if express bus service is being considered for any given alternative.

11 ' Outline &Alternative s

Based on links to the major activity centers, four groups of alternatives are considered. The groups and the alternatives contained within each are as fo ll ows: I. O'Hare to Oak Brook A. Rail (Des Plaines/O'Hare/Oak Brook) B. Express Bus (Des Plaines/O'Hare/Oak Brook) C. Rail (O'Hare/Elk Grove Village/Oak Brook) D. Express Bus (O 'Hare/Elk Grove Vill age/Oak Brook) II. O'Hare to Midway A. Rail (Des Plaines/O 'Hare/Midway) B. Express Bus (Des Plaines/O'Hare/Midway) C. Rail (O'Hare/Elk Grove Village/Midway) Ill. CTA Congress Line to Elk Grove Village A. Rail (CTA Congress/Elk Grove Village) B. Express Bus (CTA Congress/Elk Grove Village) IV. Multi Anchor A. Express Bus (Des Plaines/O'Hare/Oak Brook/E l k Grove Village) B. Rail (Midway/O 'Hare/Des Plaines/Elk Grove Village/Oak Brook) C. Express Bus (Elk Grove Village/CTA Congress/O 'H are/Des Plaines/Oak Brook/Midway) O. Rail (CTA Congress/Elk Grove Village/Des Plaines/O'Hare/ Midway) E. Express Bus (O'Hare/Midway/Oak Brook) F. Rail (Midway/0 'Hare/CTA Congress/Oak Brook) The grouped alternatives are now outlined in terms of: (1) description of right-of-way, (2) preliminary station locations, (3) daily trip data, and (4) environmental issues-if applicable. A map accompanies the outline of each alternative.

13 I. O'Hare to Oak Brook Four possible routings between O'Hare and Oak Brook have been identified. Right-of-way, preliminary station sitings trip data and environmental issues, if any, are included.

A. Rail Des Plaines and O'Hare to Oak Brook (Exhibit 2) 1. Right-of-Way a. Soo Line/IHB. From Des Plaines to Great Western b. Great Western. From IHB to Route 83. c. Route 83. From Great Western to Oak Brook Shopping Center. 2. Preliminary Station Sites a. C&NW Northwest Line b. Oakton c. Touhy d. CTA-O'Hare Intersection e. Lawrence f. Irving Park g. Belmont h. Grand-Milwaukee Road i. Armitage j. North Avenue k. Lake-C&NW l. Washington m. Mannheim n. Wolfe o. York p. Hawthorne q. Madison & Route 83 r. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 409,463 b. Potential transit market. 23,117 - 44,569 4. Environmental Issues Prairie Path. The Great Western right-of-way is adjacent to the Illinois Prairie Path through Elmhurst.

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EXHIBIT 2 15 B. Express Bus Des Plaines and O'Hare to Oak Brook (Exhibit 3) 1. Right-of-Way a. Tri-State Tollway. From Dempster Street through the junc­ tion with east-west To l lway b. East-West Tollway. From Tri-State Tollway junction to Route 83 exit c. Route 83 to Oak Brook Shopping Center 2. Preliminary Station Sites a. Dempster Street b. 0 1 Hare c. Mannheim-Milwaukee Road d. North Avenue e. St. Charles Road - C&NW f. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 299,369 b. Potential transit market. 16,648 - 32,128

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I-' EXHIBIT 3 17 I C. Rail O'Hare to Oak Brook via Elk Grove Village (Exhibit 4) 1. Right-of-Way a. Soo Line north to Higgins Road b. Higgins Road and/or north boundary of the airport, and Touhy Avenue to Route 83 c. Route 83 south to Oak Brook Shopping Center 2. Preliminary Station Sites a. O'Hare Airport b. Higgins & Mannheim c. Touhy & Route 83 d. Route 83 & Devon e. Thorndale f. Irving Park-Milwaukee Road g. Grand Avenue h. North Avenue i. Chicago & NorthWestern j. St. Charles Road k. Madison 1. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 302,496 b. Potential transit market. 16,732 - 32,326

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19 EXHIBIT 4 D. Express Bus O'Hare to Oak Brook via Elk Grove Village (Exhibit 5) 1. Right-of-Way a. Exit O'Hare via Mannheim Road to Higgins Road b. West on Higgins Road, Lee Street, Touhy Avenue and Landmeier Road to Route 83 c. South on Route 83 to Oak Brook Shopping Center 2. Preliminary Station Sites a. O'Hare Airport b. Lee Street & Touhy Avenue c. Landmeier Road &Route 83 d. Route 83 & Thorndale Avenue e. Irving Park-Milwaukee Road f. Grand Avenue g. North Avenue h. C&~ i. St. Charles Road j. Madison k. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 302,496 b. Potential transit market. 16,732 - 32,326

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21 EXHIBIT 5 II. O'Hare - Midway Three routings are being evaluated between O'Hare and Midway. Right­ of-way, preliminary station sitings, trip data and environmental issues, if any, are included for each alternative. A. Rail Des Plaines/O'Hare to Midway (Exhibit 6) 1. Right of Way Soo Line/IHB from Des Plaines to Midway 2. Preliminary Station Sites a. C&NW Northwest Line b. Oak ton c. Touhy d. CTA-0 'Hare e. Lawrence f. Irving Park g. Belmont h. Grand-Mi 1waukee Road i. Armitage j. North Avenue k. Lake-C&NW 1. Washington m. Roosevelt Road n. Cermak o. 31st Street p. Harding q. Ogden-Burlington r. 47th Street s. Archer t. Harlem u. Ridgeland v. Central w. Midway 3. Daily Trip Data a. Total trips. 592, 466 b. Potential transit market. 34,740 - 66,719

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EXHIBIT 6 23 B. Express Bus Des Plaines/O'Hare to Midway (Exhibit 7) 1. Right-of-Way a. Tri-State Tollway. From Dempster Street to i-55 junction b. 1-55. From Tri-State Tollway to Cicero Avenue c. Cicero Avenue. From I-55 to Midway 2. Preliminary Station Sites a. Dempster Street b. 0 'Hare c. Mannheim-Milwaukee Road d. North Avenue e. St. Charles Road-C&NW f. Roosevelt Road g. Cermak h. Ogden i. Burlington Northern j. Harl em k. Midway 3. Daily Trip Data a. Total trips. 343,951 b. Potential transit market. 18,928 - 36,563

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EXHIBIT 7 C. Rail O'Hare to Midway via Elk Grove Village (Exhibit 8) 1. Right-of-Way a. Soo Line. From CTA intersection north to Higgins Road b. Higgins Road and/or north boundary of the airport to C&NW tracks c. C&NW south to Proviso Yard and east to IHB d. IHB to Midway 2. Preliminary Station Sites a. O' Hare b. Higgins c. Touhy & C&NW d. Devon & York Road e. Thorndale & York Road f. Green Street (Milwaukee Road) g. Grand Avenue h. North Avenue i. Mannheim j. St. Charles k. Roosevelt Road 1. Cermak m. 31st Street n. Harding o. Ogden-Burlington p. 47th Street Electro-Motive q. Archer r. Har 1em s. Ridgeland t. Central u. Midway 3. Daily Trip Data a. Total trips. 564,250 b. Potential transit market. 32,226 - 62,038

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EXHIBIT 8 III. CTA Desplaines Avenue Station to Elk Grove Village Two possible routings between the CTA Oesplaines Avenue Station and the Elk Grove Village industrial park have been identified. Right-of-way, preliminary station sitings, trip data and environmental issues, if any, are included.

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CTA Desplaines Avenue Station to Elk Grove Village (Exhibit 9) 1. Right-of-Way a. Great Western. From Des Plaines Avenue west to intersection with !CG b. ICG. From Great Western to Route 83 c. Route 83. From ICG to Touhy Avenue 2. Preliminary Station Sites a. Desplaines Avenue Stations b. 1st Avenue c. 17th Avenue d. 25th Avenue e. Mannheim f. Wolf Road g. York Road h. St. Charles Road i . North Avenue j. Grand Avneue k. Irving Park - Mialwaukee Road 1. Thorndale m. Devon n. Touhy 3. Daily Trip Data a. Total trips. 286,911 b. Potential transit market. 15,936 - 30,759 4. Environmental Issue Prairie Path. Great Western right-of-way is adjacent to the Illinois Prairie Path through Elmhurst.

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EXHIBIT 9 29 B. Express Bus Desplaines Avenue to Elk Grove Village (Exhibit 10) 1. Right-of-Way a. I-90. From Des Plaines Avenue to Route 83 b. Route 83. From I-90 to Touhy Avenue 2. Preliminary Station Sites a. Desplaines Avenue b. Mannheim Road c. St. Charles Road d. York Road e. Grand Avenue f. Irving Park - Milwaukee Road g. Thorndale h. Devon i . Touhy 3. Daily Trip Data a. Total trips. 329,802 b. Potential transit market. 18,299 - 35,323

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EXHIBIT 10 31 IV. Multi-Anchor Alternatives Six-multi-anchor alignments have been identified. Right-of-way, preli­ minary station sites, trip data and environmental issues, if any, are included. A. Express Bus O'Hare/Des Plaines, Midway, Oak Brook and Elk Grove Village (Exhibit 11) 1. Right-of-Way a. Tri-State Tollway. From Dempster Street south to I-55 junction b. 1-55. From Tri-State junction east to Cicero Avenue c. Cicero Avenue . From I-55 south to Midway d. Route 83. From Touhy Avenue south to Midway e. I-90. From Route 83 to junction with Tri-State and East-West Tollways f. East-West Tollway. From 1-90 to Route 83 and Oak Brook Shopping Center 2. Preliminary Stations Sites a. Dempster Street b. O'Hare c. Mannheim - Milwaukee Road d. North Avenue e. C&NW - St. Charles Road Pulse Point f. Roosevelt Road g. Cermak h. Ogden i. Burlington Northern j. Harl em k. Midway 1. Route 83 & Touhy m. Devon n. Thorndale o. Irving Park - Milwaukee Road p. I-90 & York Road q. C&NW - St. Charles Road Pulse Point r. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 566,848 b. Potential transit market. 31,876 - 61,449

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Midway/0 1 Hare/Desplaines, Elk Grove Village and Oak Brook (Exhibit 12) 1. Right-of-Way a. IHB/Soo Line. From Midway north to C&NW in Des Plaines b. C&NW south to Touhy Avenue c. Touhy Avenue West to Route 83 d. Route 83. South to Oak Brook Shopping Center 2. Preliminary Station Sites a. Midway b. Central c. Ridgeland d. Harlem e. Archer f. 47th Electro-Motive g. Ogden-Burlington h. Harding i • 31st Street j. Cermak k. Roosevelt 1. Washington m. Lake-C&NW n. North Avenue o. Armitage p. Grand-Milwaukee Road q. Belmont r. Irving Park s. Lawrence t. CTA-0 1 Hare u. Touhy v. Oakton w. C&NW Northwest Line x. Touhy & Elmhurst Road y. Touhy & Route 83 z. Route 83 & Devon aa. Thorndale ab. Irving Park - Milwaukee Road ac. Grand ad. North ae. C&NW af. St. Charles ag. Madison ah. Oak Brook Shopping Center 3. Daily Trip Data a. Total trips. 914,793 b. Potential transit market. 42,946 - 83,504

34 ,. I T " H I Tri-State Corridor · Alternatives

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EXHIBIT 12 C. Express Bus \ Elk Grove Village, Desplaines Avenue Station, O'Hare/Des Plaines, Oak Brook, Midway (Exhibit 13) 1. Right-of-Way a. Route 83. Touhy south to I-90 b. I-90. Route 83 to Des Plaines Avenue c. Tri-State Tollway. From Dempster Street south to I-55 junction. Uses East-West Tollway for Oak Brook stop d. I-55. From Tri-State junction to Cicero Avenue e. Cicero Avenue. From I-55 to Midway 2. Preliminary Station Sites a. Touhy b. Devon c. Thornda 1e .d • .oNrlrvi ng Park ~... .MHwaukee Roae e. 1-90 - York [ f .. .~, .St-; ~ tharles Road .-.., i:'.C&NW Pulse Point g. Mannheim Road - I-90 . h • .- Des Plaines Avenue i. Dempster Street . ~ .wD~Hare .. ... ·-: •,. •.k . ·• "" Mannheim/Milwaukee Road ...l .•.. .;2~st .,.Charles Road t!.-\.i.....C&~W-Pu l.se !..~) .!.l.t m. Oak Brook Shopping Center n. Ogden - .o. Burlington Northern • p. Harlem ,q. · ~Midway 3. Daily Trip Data -- I a. Total trips. 599,400 b. Potenti al transit market. 33, 692 - 64 , 970 f

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36 Tri-State Corridor · Alternatives 4 . Express Bua Elk Grove VIiiage, Deaplalnes A venue Station, - ·---_i__ ,. . - ·d-i.. O'Hare/DeaPlalnea, ...... n c- ·~ Oak Bro~k, Mldw~y ·~ · ·· • I . .fl ' d ' "·· 1l • \ ~ / (N . L 'i ~ ! w 0 11\ ',j -+~---<;---• '~·--._ I . • f' ->o._lr--~~":'t-- l . ';._1' 1-

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37 D. Rail Desplaines Avenue Station, Elk Grove Village, DesPlaines/O'Hare and Midway (Exhibit 14) 1. Right-of-Way a. Great Western. Desplaines Avenue station west to ICG b. ICG. Great Western to Route 83 c. Route 83. ICG to Touhy Avenue d. Touhy Avenue. Route 83 to C&NW e. C&NW. Touhy to Soo Line f. Soo Line/IHB to Midway 2. Preliminary Station Sites a. Desplaines Avenue Station t. CTA-O 'Hare b. 1st Avenue u. Lawrence c. 17th Avenue v. Irving Park d. 25th Avenue-I HB w. Belmont e. Mannheim x. Grand-Milwaukee Road f. Wolf Road y. Armitage g. York Road z. North Avenue h. St. Charles aa. Lake-C&NW West Line i. North Avenue ab. Washington-Great Western j. Grand Avenue ac. Roosevelt k. Irving Park-Milwaukee Rd ad. Cermak 1 • Thorndale ae. 31st Street m. Devon af. Harding n. Touhy & Route 83 ag. Ogden-Burlington o. Touhy & Elmhurst Rd ah. 47th St.-Electro Motive p. Oak ton ai. Archer q. C&NW Northwest Line aj. Harl em r. Oakton & Mannheim ak. Ridgeland s. Touhy & Mannheim al. Central am. Midway 3. Daily Trip Data

a. Total trips. 868,686 b. Potential transit market. 50,406 - 96,898 4. Environmental Issue Great Western right-of-way is adjacent to the Illinois Prairie Path through Elmhurst.

38 \ f< I • i I , /l"' ' H ~ .' I ~ ~ Tn-StateCorridor j ... ____. - ~ · · ¥ Alternatives ~.- ~ 40. Rall J i· ~""= '"'-- _ _ _ _j_ .,,._-'H-.:_.._;__~~~--J-- r--""'::::-\'""i'---1~;~;.~.~.:J ~1~a:~~::sv~:::~e Station, - .!;.· • DeaPlalnea/O'Hare Mid . , way "... I R\

i d' L ••••u 11 u J_(_ _ E F F R ~ h.

14 ,,....,_..,_ .,...,_---1-"'---P-"--..;..:..:;:...:"--+.,,,___ 39 I E. Express Bus 0 1 Hare-Midway-Oak Brook (Exhibit 15) 1. Right-of-Way a. Tri-State Tollway. From Dempster Street south to junction with 1-55. Uses East-West Tollway for Oak Brook Stop b. 1-55. From Tri-State Tollway east to Cicero Avenue c. Cicero Avenue. From 1-55 south to Midway 2. Preliminary Station Sites a. Dempster Street b. 0 1 Hare c. Mannheim-Milwaukee Road d. St. Charles Road-C&NW e. Oak Brook Shopping Center f. Ogden g. Burlington Northern h. Harl em i. Midway 3. Daily Trip Data a. Total trips. 426,078 b. Potential transit market. 23,442 - 45,292

40 !. · .... ·.:\ Tri-State Corridor Alternatives 4E. Express Bus DeaPlalnea/O'Hare, ti Mi~way, Oakbrook_ --...___. -...... : _ _ ~ ..' ··d+ \ ~ ,,.. J R ("' ·,i

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EXHIBIT 15 .....

F. Ra i 1 Midway, O'Hare, Desplaines Avenue Station, Oak Brook (Exhibit 16) 1. Right-of-Way a. IHB/Soo Line. From Midway north to C&NW Northwest Line b. Great Western. From Desplaines Avenue Station west to Route 83 c. Route 83 . From Great Western south to Oak Brook Shopping Center 2. Preliminary Station Sitings ..a·:.--Oespl a1nes ·:•Avenue Sta ti on .. r. Belmont b. 1st Avenue s..m.Jirand-Mi lwaukee Road:. c. 17th Avenue t. Armitage d . ..~ ~5th .·Avenue-I HIV u. North Avenue e. Mannheim x.~ake-C&NW West L 1ne- · f. Wolf Road w. r.Wasbj_ngt,qn".7Great Western. g. York Road x. Roosevelt h. Hawthorne y. Cermak i. Madison & 83 z. 31st Street j. Roosevelt aa. Harding · k ~etJ- Oak Brook Shopping Center. ab.~g

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42 j \ I r ' H t \ ~ Tri-State Corridor -f • I · ~ · ; - Alternatives ~.:..·~ 4 . Rall f· DesPlalnea/O'Hare, ---- .. ..L-...,_-'!t-- Midway, Oak Brook ~------; · \'. ... 'i

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CHAPTER IV CONCLUSIONS AND NEXT TASKS

The preceeding analyses show that there exist a number of l ight rail and express bus alternatives which can provide transit service beyond what now exists within the Tri-State Corridor. The ridership demands derived as discussed earlier in the report appear to be within the range that could support a light rail service. This statement is a qualified one because of the need to refine these demand estimates and the necessity to address other issues such as access to industrial/commercial/ residential areas adjacent to the alternative in question. To put these estimates in perspective, ft should be noted that the CTA Ravenswood line presently carries 28,850 persons per day (daily entering vol ume) as compared to the range of 15,900 to 100,400 estimated daily ridership for the Tri-State Corridor alternatives considered herein. The rail alternatives generally have higher demand than the express bus alternatives, as would be expected. Also, those alternatives which link more t han two activity centers (i.e., Alt's IV A-F) have higher demand simply as a result of serving more activity centers and intervening areas. Based on the foregoing, the alternatives analysis process should be continued.

Next Tasks At this stage, there i s not sufficient information to narrow our set of fifteen alternatives. It is first necessary to determine the following for each alternati ve: 1. preliminary cap.ital/operating costs; .f.,. 2. preliminary operating plan (e.g., level of service); :a 3. refined demand estimates; and '·l\ 4. macro-scale environmental, economic and social impacts. - ~ From this information the alternatives will be compared with one another on 4'" the following bases: ~~·,,.. ,;1 1. capital cost (per mile, per passenger, per passenger mile); t 2. operating cost (per mile, per passenger, per passenger mile); -~ 3. passengers per mile, per revenue hour; 4. impacts on the use of other transit services (either through - diversion or overall growth in transit use); . 5. environmental impacts (e.g., air quality, noise, aesthetics); 6. safety; and 7. any other criteria deemed appropriate. This comparative evaluation will. be made on a broad basis consistent with this preliminary stage of analysis. In subsequent stages as the set of alterna­ tives is narrowed, the analyses will be done in more detail (for a smaller set of alternatives). This Phase I effort, in which the fifteen alternatives will be evaluated and reduced, will be completed by December 1983. At that time, a more detailed assessment of the surviving alternatives will commence with the objective of deriving the preferred or best alternative. 45 r'