81-0527 Elgin O'Hare Corridor RESOLUTION
SUPPORTING A REQUEST FOR AUTHORIZATION OF A TOLLWAY FEASIBILITY STUDY
BY THE STATE OF ILLINOIS LEGISLATURE FOR THE ELGIN-O'HARE CORRIDOR
WHEREAS, the City of Elgin has planned for, and developed consistent
with, the planned interchanges and right-of-way necessary for the construc-
tion of the Elgin-O'Hare Expressway; and
WHEREAS, the Elgin-O'Hare Expressway is compatible with current and
future land developments in Elgin; and
WHEREAS, other municipalities within Elgin-O'Hare Expressway routing
have similarly planned for this important transportation facility; and
WHEREAS, the Elgin-O'Hare Expressway will accomplish efficient and
safe movement of traffic, separation of through traffic and local traffic,
and provide the western access necessary for O'Hare International Airport;
and
WHEREAS, funding to complete acquisition and initiate construction of
a transportation system in the Elgin-O'Hare Corridor has been delayed for
many years; and
WHEREAS, the City of Elgin in cooperation with other municipalities
and DuPage County wishes to review all funding alternatives to secure an
implementation plan for the Elgin-O'Hare corridor; and
WHEREAS, the Illinois Transportation Study Commission reviews and
recommends to the Illinois legislature all development plans for extension
of the highway transportation network within the State of Illinois.
NOW, THEREFORE, BE IT RESOLVED BY THE CITY COUNCIL OF THE CITY OF
ELGIN, COUNTIES OF COOK AND KANE, STATE OF ILLINOIS:
Section 1. That the City of Elgin supports a recommendation for a
Tollway Feasibility Study to the Illinois Legislature as part of the
Illinois Transportation Study Commission's annual report.
Section 2. That the City of Elgin supports the construction of the
Elgin-O'Hare Expressway according to a .-schedule which will result in its
completion by a date which is as early as possible.
Section 3. That this resolution shall be in full force and effect from
and after its passage and approval according to law.
BE IT FURTHER .RESOLVED that the City Clerk of the ty of Elgin transmit
copies of this resolution tore Honorable James R. Thompson, Governor,
State of Illinois; Sigmun i jewski, District Engineer, Illinois Department
of Transportation; Gilbert Stiles, Chairrnai),,, Chicago Area Transportation
Study; State of Illinois Senator John.a.�riedland; Stat*of Illinois�epre-
sentatives Doris C w'Karpiel, Roger C, Stanley and John'rarey; Fred 'Schoenfeld,
Executive erector, Illinois Transportation Study Commission; Representative
Benedict�rmisa, Distr"ct 19, Chairman, Illinois Transportation Study Commis-
sion; Senato�arles'�Chew, Vice-Chairman, Illinois Transportation Study Commis-
sion; John Conolly, Vice-Chairman, Illinois Transportation Study Commission;
and Commission memb-erVSenator Max E. Coffey, -Charleston, linois;
Senator John L. Knuppel, Virginia, Illinois; Senator Jame H. Rupp,
Decatur, lllinois; Repr sentative Mi ael McClain, Quincy, Illinois;
Representative Clarenc6Neff, Stronghurst, II).inois; Representative
Celeste Stiehl, B,�leville, Illinois; Joseph Azzarelli ankakee,
Illinois; Jerome A/. Butler,. Chicago, Illinois; Harry erring, Springfield, *-
Illinois; Walter✓S-Lpp, Centralia, Illinois; Gerald 1W. Shea, ,Berwyn,
Illinois; E. Stanley Klyber, President, Greater O'Hare Association of.
Industry and Commerce; William G. Grams, Executive Director, Northwest
Municipa.l. Conference; Steve q�.vang, Executive Director, DuPage Mayors and
Managers Conference; Jack!' Knuepfer, Chairman, DuPage County Board of
Supervisors; George-Dunne, Cook County Chairman; Ruth,.Kretschmer, Vice-
President for Planning and Policy Development, NIPC and DuPage County
Board Member; Chester J. Rybicki, Commissioner, NIPC.
s/ Richard L. Verbic
Richard L. Verbic, Mayor
Presented: May 27, 1981
Adopted: May 2.7.; 1981
Vote: Yeas 5 Nays 2
Recorded:
Attest:
s/ Marie Yearman
Marie Yearman, City Clerk
s '
Village of Hanover Park Municipal Building Sonya A.Crawshaw
2121 West lake Street Village President
'Hanover Park,,Illinois Sherry L.Craig
60103-4398 Village Clerk
312.837.3800 Marc G.Hummel
FAX 312.837.1415 Village Manager
September 11, 1989
Mr. George VanDeVoorde
Mayor - Fig in
150 Dexter Court
Elgin, IL 60120
Hanover Park Dear Mr. VandeVoorde:
On behalf of the President and Board of Trustees of the Village of
Hanover Park, I am sending you a certified copy of our Resolution
No. R-89-36. This Resolution was approved and passed by the
President and Board of Trustees at their regularly scheduled meet-
ing of September 7, 1989.
Please note that this Board action is suggesting that an interim
improvement be undertaken until such time as resolution of the
eastern terminus can be resolved. The interim improvement sug-
gestion would be to construct the expressway from Lake Street in
the Village of Bartlett to Route 53.
The certified copy enclosed is for your permanent record pertain-
ing to this matter.
Thanking you in advance for your prompt attention and support of
this matter, I remain,
Sincerely,
Sherry L.`Craig
Village Clerk
if
Encl.
STATE OF ILLINOIS )
SS
COUNTIES OF COOK )
AND DU PAGE )
I , SHERRY L. CRAIG, the Municipal Clerk for the Village of Hanover
Park in the Counties of Cook and DuPage, in the State of Illinois,
do hereby certify that the following, hereinafter described, is a
true and correct copy of the original document which is part of the
records of my office as such Municipal Clerk:
RESOLUTION R-89-36: SUPPORTING THE CONSTRUCTION OF THE ELGIN-
O'HARE EXPRESSWAY.
I , hereby subscribe my name as Municipal Clerk and affix the
Official Corporate Seal of the Village of Hanover Park on this 11th
of SEPTEMBER, 1989 .
(SEAL)
SherrM L. Craig
Village Clerk
t
RESOLUTION NO.
A RESOLUTION -SUPPORTING THE CONSTRUCTION OF .THE _
ELGIN-O 'HARE EXPRESSWAY
WHEREAS , the State of Illinois has planned for the
construction of the Elgin-O ' Hare Expressway from -0 '-Hare
International Airport on the East to Lake Street in :=the Village
of Bartlett on the West ; and
WHEREAS, the Elgin-O'Hare Expressway is needed to relieve
East-West traffic in Cook and DuPage County; and
WHEREAS, tk}e Elgin-O 'Hare Expressway has been under study
for several years including preliminary environmental
engineering; and
WHEREAS, the majority of land required for the construction
of the Elgin-O'Hare Expressway has been acquired; and
WHEREAS, the Elgin-O'Hare Expressway could provide western
access to O'Hare International Airport; and
WHEREAS, the Elgin-O'Hare Expressway would provide economic
development benefits to municipalities adjoining the roadway
corridor.
WHEREAS, the City of Chicago, eastern corridor communities,
and the State of Illinois have not agreed upon an eastern
terminus alignment; and
WHEREAS, officials of the State of Illinois recently stated
that if resolution regarding the eastern alignment is not
resolved by September 30, 1989, the funds previously earmarked to
the Elgin-O 'Hare Expressway may be transferred to other State
roadway improvements .
WHEREAS , Western municipalities adjacent to the Elgin-
O'Hare Expressway have suggested that an interim improvement be
undertaken until such time as resolution of the Eastern terminus
can be resolved, such improvement being the construction of that
portion of the Expressway from Route 53 to Lake Street in the
Village of Bartlett .
NOW, THEREFORE BE IT RESOLVED BY the President and Board of
Trustees of the Village of Hanover Park, Cook County, State of
Illinois :
SECTION 1 : That the parties involved in the negotiation of
the corridor alignment resolve differences and agree upon a
roadway alignment.
SECTION 2 : That the funds previously committed to the
Elgin-O'Hare Expressway continue to be earmarked for future land
acquisition, engineering and construction of the Elgin-O'Hare
Expressway; and
SECTION 3 : That ---land acquisition, engineering and
subsequently construction of - the section of - the Expressway from
-Route -53 to -Lake Street 'in the VillageL_bf Bartlett =be undertaken
as an interim alternative, until Eastern terminus negotiations
can be resolved.
-`SECTION 4 : That the State of "fllinois pursue - additional
funding requirements so that full -expressway construction can be
completed.
VOTES : AYES Co
NAYS
ABSENT
7 APPROVED:
Village #resident
ATTEST: Qom. 1L
Village Verk
Passed this day of ,_? �,,,` , 1989 .
Approved this '� day of �� t- 1 _:� , 1989 .
r
Illinois Department of Transportation
Office of the Secretary
2300 South Dirksen Parkway/Springfield, Illinois/62764
Telephone 217/782-5597
November 22, 1989
Honorable George VanDeVoorde
Mayor
Office of the Mayor
150 Dexter Court
Elgin, Illinois 60120
Dear Mayor VanDeVoorde:
Governor James R. Thompson has asked us to reply to your letter
regarding construction of the Thorndale Avenue (Elgin-O'Hare)
Expressway. -
As you may be aware, the state had proposed the construction
of this roadway from Lake Street in Hanover Park to O'Hare
International Airport. Because of the stalemate between the
City of Chicago and the western suburban communities regarding
the alignment of the expressway within the airport, we have
decided to proceed with only a portion of the project.
The Department of Transportation will proceed with construction
of the portion from Illinois 53 to Lake Street in order to relieve
traffic congestion in the western suburbs. We will also purchase
the land in the remaining corridor from Illinois 53 to York Road
to protect the right-of-way from future development should the
stalemate be resolved.
Thank you for your interest in this matter and for taking the time
to write.
Si c rely,
Llc).
Gregory W. Bai
Secretary
cc: Governor James R. Thompson
a
=P A C
'
Al r.PLANNIN.G rCOMM•!.S ION
DUPAGE CENTER 421 NORTH COUNTY FARM ROAD WHEATON. ILL. 60107 312-882-7230
JOSEPH H. ABEL, DIRECTOR
April 7, 1981
Mayor Richard Berbic
City of Elgin
150 Dexter Court
Elgin , Illinois 60120
Dear Mayor Berbic :
Based on the comments received from villages in the Elgin-O'Hare
(FAP-426) corridor it , appears --as_ though there is total support for
the concept of constructing FAP-426 as a toll highway. As you are
aware, however, there are several legislative actions required before
a tollroad can be constructed. The first step is for the State
Legislature to authorize a feasibility study of the proposed toll
facility. We would recommend that each community in the corridor
adopt a resolution endorsing such a feasiblity study and forward
it to the State Legistators in their area, and to the members of
the Illinois Transportation Study Commission ( list attached) . Our
orrice has received several resolutions thus far and have enclosed
one as a model for you to follow. So that we can maintain a complete f
file of municipal support for the Elgin-O'Hare tollroad please send us
a copy of any resolution that is passed by your municipality in
regard to the Elgin-O'Hare tollroad.
Thank you very much for your cooperation in this important endeavor.
Sincerely,
oseph H. Abel
Director
JHA/lo
Attachment
cc: Thomas Baker, City of Elgin
RESOLUTION NO. 10-81
A RESOLUTION SUPPORTING A REQUEST FOR AUTHORIZATION
OF A TOLLWAY FEASIBILITY STUDY- BY- THE--STATE OF
ILLINOIS LEGISLATURE FOR THE ELGIN-O'HARE CORRIDOR
WHEREAS, the Village of Elk Grove Village has planned for,
and developed consistent with, the planned interchanges and right-
of-way necessary for the construction of the Elgin-O'Hare Expressway;
and
WHEREAS, the Elgin-O'Hare Expressway is compatible with cur-
rent and future land developments in Elk Grove Village; and
WHEREAS, other municipalities within Elgin-O'Hare Expressway
routing have similarly planned for this important transportation
facility; and
WHEREAS, the Elgin-O'Hare Expressway will accomplish efficient
and safe movement of traffic, separation of through traffic and local
traffic, and provide the western access necessary for O'Hare International
Airport.
WHEREAS, funding to complete acquisition and initiate construction
of a transportation system in the Elgin-O'Hare Corridor has been delayed
for many years; and
WHEREAS, the Village of Elk Grove Village in cooperation with
other municipalities and DuPage County wishes .to' review all funding
alternatives to secure an implementation plan for the Elgin-O'Hare
corridor;
WHEREAS, the Illinois Transportation Study Commission reviews
and recommends to the Illinois. legislature all development plans for
extension of the highway transportation network within the State of
Illinois;
NOW THEREFORE, BE IT RESOLVED by the President and Board of
Trustees of the Village of Elk .Grove Village, Counties of Cook and
i
DuPage, State of Illinois:
SECTION 1 : That the Village of Elk Grove Village supports a
recommendation for a Tollway Feasibility Study to the Illinois Legis-
lature as part of the Illinois Transportation Study Commission's
annual report.
SECTION 2: That the Village of Elk Grove Village supports the
.
construction of the Elgin-O'Hare Expressway according to a schedule
which will result in its completion by a date which is as early as
possible.
i
i
BE IT; FURTHER RESOLVED that the Village Clerk of the Village of
Elk Grove Village transmit copies of this resolution to: The Honorable '
James R. Thompson, Governor, State of Illinois; Sigmund Ziejewski , District
Engineer, Illinois Department of Transportation; Gilbert Stiles, Chairman,
Chicago Area Transportation Study; State of Illinois Senator John E. Friedland;
State of Illinois Representatives Doris C. Karpiel , Roger C. Stanley and
John Carey; Fred Schoenfeld, Executive Director, Illinois Transportation
Study Commission; Representative Benedict Garmisa, District 19, Chairman,
Illinois Transportation Study Commission; Senator Charles Chew, Vice-Chairman,
Illinois Transportation Study Commission; John Conolly, Vice-Chairman, Illinois
Transportation Study Commission; and Commission members: Senator Max E. Coffey,
Charleston, Illinois; Senator John L. Knuppel , Virginia, Illinois; Senator
James H. Rupp, Decatur, Illinois; Senator Sam Vadalabene, Edwardsville, Illinois;
Representative John F. Dunn, Decatur, Illinois; Representative Michael McClain,
Quincy, Illinois; Representative Clarence Neff, Stronghurst, Illinois; Rep-
resentative Celeste St' ehl , Belleville, Illinois; Joseph Azzarelli , Kankakee,
R. Chicago, ili �iwi5j i.Gi`iY fltiilily, rrfrii3iyfiE.'iGy
Illinois; Walter .Shipp, Centralia, Illinois; .Gerald W. Shea, Berwyn, Illinois;
E. Stanley Klyber, President, Greater O'.Hare Association of Industry and Commer(;tr
William G. Grams, Executive Director, Northwest Municipal Conference; Steve
Aavang, Executive Director, DuPage Mayors and Managers Conference; Jack T. KniAenfi
Chairman, DuPage County Board of Supervisors; and George Dunne, Cook County
Chairman. .
SECTION 3: That this resolution shall be in full force and effect
from and after its passage and approval according to law.
PASSED this 17th day of February 1981 .
APPROVED this 17th :_ day of February 1981 .
Charles J. Zettek
Village President
ATTEST: ' •
Fay M. Bishop
Village Clerk
b
ILLINOIS TRANSPORTATION STUDY COMMISSION
COMMISSION MEMBERS
Mr. Joseph I. Azzarelli Hon. Clarence Neff
14 Marquette Lane Illinois State Representative
Kankakee, IL 60911 Box 368
Stronghurst, IL 61480
Hon. Charles Chew, Jr.
Illinois State Senator Hon. James Rupp
37 West 78th St Illinois State Senator
Chicago, IL 60620 P. 0. Box 1262
Decatur, IL 62525
Hon. Max E. Coffey
Illinois State Senator Mr. Gerald W. Shea
P. 0. Box 625 2134 S. Maple Ave.
Charleston, IL 61920 Berwyn, IL 60402
Mr. John Conolly Mr. Walter Shipp
221 Washington St. 629 Sara Drive
Waukegan, IL 60025 Centralia, IL 62801 .
Hon. John Dunn Hon. Celeste Stiehl
Illinois State Representative Illinois State Representative
243 So. Water St. 23 So. First St.
Decatur, IL 62523 Belleville, IL 62220
Honorable Benedict Garmisa Mr. Jerome Butler
Illinois State Representative Commissioner of Public Works
Suite 1135, Marina Office Bldg. City of Chicago
300 No. State St. 406 City Hall
Chicago, IL 60602 Chicago, IL 60602
Mr. Harry Herring Hon. Sam Vadalabene
1921 Wiggins Ave. Illinois State Senator
Springfield, IL 64 Circle Drive.
Edwardsville, IL 62025
Hon. John Knuppel Mr. Fred Schoenfeld, Executive Dir.
Illinois State Senator Suite 485 Lincoln Tower Plaza
331 W. Myrtle 524 South Second Street
Virginia, IL 62691 Springfield, IL 62706
Hon. Michael F. McClain
Illinois State Representative
216 No. Fifth St.
Quincy, IL 62301
March 19, 1981
MEMORANDUM
TO: Leo Nelson
FROM: Don Wagner
RE: Elgin-O'Hare Freeway (F.A.P. 426)
DuPage County planners have been attempting to obtain local support
for the Elgin-O'Hare Freeway as a tollway. Their recent March 16th
meeting at the Roselle Village Hall was held to gather additional
support from corridor municipalities for F.A.P. 426. Attached is
.an executive summary that was the basis for the presentation given
by DuPage County planners. As you know, it was their opinion that
the project has little chance of being funded, however, they felt
that a tollway concept might be salable.
The current proposal ' s placement of interchanges appears to favor
DuPage County. Page 11 shows preliminary interchange and toll
placement. If the city intends to support this concept, a cautious
approach should be taken to ensure that the city is not shortchanged.
We should seek assurances that full interchanges will be designed at
route 59 and possibly Lovell rte. 20 by-pass.
DuPage County will be contacting the city shortly and asking them to
adopt a resolution supporting F.A.P. 426. They will submit a model
resolution and request that the city contact state legislators from
the. area, asking for their support in funding next year ' s transpor-
tation budget to include S500,000 - $700,000 for a feasibility study.
Do you want to distribute the attached report to council now so they
are familiar with the proposal when DuPage County submits its request
for support? Let me know.
I _
PRELIMINARY STAFF DOCl1MENT
FOR DISC`iSSIGr� FvRI OSES ONLY
EXECUTIVE SUMMARY
HIGHWAY ALTERNATIVES FOR THE ELGIN-O'HARE
(FAP-426) CORRIDOR
Prepared by:
DU PAGE COUNTY PLANNING DEPARTMENT
March 3. 1981
II
1
TABLE OF CONTENTS
INTRODUCTION
ARTERIAL ALTERNATIVES IN THE ELGIN-O'HARE
CORRIDOR
TOLL FACILITIES IN THE UNITED STATES AND
ILLINOIS
ASSUMPTIONS AND PARAMETERS USED IN THE
FAP 426 COST-REVENUE ANALYSIS
COST-REVENUE ANALYSIS FOR THE FAP 426
TOLLROAD
RECOMMENDATIONS
INTRODUCTION
This report presents a preliminary "sketch" analysis of the viability for
constructing and operating the PAP 426 highway extension as a toll facility.
The proposed extension of PAP 426 from the U.S. 20 by-pass in Elgin to
Ill. 19 in the vicinity of O'Hare Airport is recommended on both the Year
2000 Street and Highway Plan for Du Page County and the Year 2000 Trans-
portation Systems Development Plan for the six-county region. (See Figure
1) . Traffic projections for the Year 2000 are as high as 98,000 vehicles
per day, with many of these trips diverted from parallel streets in the
County, notably Ill. 19.
PAP 426 is currently given a "low, priority" status by IDOT due to lack of
funding and other highway improvement needs. Approximately $20 million
has been programed for improvements in the corridor with cross-town (Inter-
state Transfer Funds) including the widening of Ill. 19 from Prospect to
Ill. 83- , and intersection improvements on Ill. 19 and U.S. 20. These
improvements, however, ostensibly provide for more efficient flow of existing
traffic and do not begin to address the level of traffic demand that --is
pro-jected for the corridor. The potential therefore, exists for increasing
congestion and delay along Ill. 19 and other parallel routes in the corridor.
Realizing the benefits of the PAP 426 extension to the County and commun-
ities in the corridor, primarily traffic diversion from parallel streets
and economic development impacts, the Du Page County Planning Department
has evaluated alternative highway investments in the corridor including
the concept of toll-financing for construction and operation of a facility
of freeway design.
- 1 -
�Rr EST 7b cH,AY X•90
N
O
ty6W.�. FI
1'90
1 r9
EAST WEST TOLL WAY
. I � � s
t �I ` cNiCq,,
"b
LN%ry COUNTY
Fadsting TolLcoad
Proposed (Freeway y
bcisting
H .
POO
Figure 1. Location Of FAP 426 and Otbar Tollroa& and F ys in Wrthf"te= IllirO
- 2 -
I�
ARTERIAL ALTERNATIVES IN THE ELGIN-O'HARE CORRIDOR
It is estimated by the Du Page County Regional Planning Commission that
a new six-lane freeway in the Elgin-O'Hare Corridor would cost close to
$225 million (1981 dollars) . This level of funding appears to be un-
realistic for the Northeastern Illinois region based on IDOT estimates
of State and Federal-Aid-Highway funds and the magnitude of maintenance
and improvement needs for existing highways in the region.
Several lower-cost arterial highway alternatives, were therefore studied,
including a new four-lane arterial from the U.S. 20 bypass to Ill. 19,
a new four-lane arterial from Lake Street to Ill. 19, and a four-lane
arterial from I-290 to Ill. 19. The estimated costs for these arterial
alternatives is shown below. Each of these facilities would be designed
so that they could eventually be expanded to a six-lane cross-section, and
include provisions for high-type intersection design as well as for
access control.
Pour-Lane Arterial4 Total Project Cost
From To (Millions of Dollars)
U.S. 20 bypass Ill. 19 S 1101
Elgin
Lake Street Ill. 19 852
I-290 Ill. 19 303
1Du Page County Regional Planning Commission estimate.
2IDOT estimate.
31979 Midwest Rngineering estimated inflated to 1981 dollars.
4The terminus of the arterials at Ill. 19. , is approximately the
Du Page County Line.
3 -
with the exception of Alternative 3, the estimated cost of even a flew
arterial highway appears to be inconsistent with projected funding
availability for the region. As will be discussed in a later section,
although Alternative 3 might be financially attainable, it also offers
much less estimated traffic diversion and economic development impacts
then the freeway and other new arterials, because of its shorter
length.
Based upon the preceeding analysis of arterial costs and projections
of limited future funding availability, a tollway facility was analyzed
for the Corridor, and is presented in the following sections.
- 4 -
I
TOLL FACILITIES IN THE UNITED STATES AND ILLINOIS
Financing new highway construction through tolls charged to the user
offers several advantages over the traditional method of tax support. The
obvious one is that the users themselves bear all, or a high proportion of
the cost of construction and annual maintenance and operation, thereby
effectively increasing funds available for other projects. In fact, this
may be the only means for building needed highway facilities in an era of
funding constraints. The users of a toll facility who also contribute
taxes to state and federal highway funds are not 'victims' of double
taxation, since they are paying for premium service in the form of higher
travel speeds and quality of riding surface. The accident rates on toll
facilities are also generally less than those for freeways and expressways.
The driver, of course, always has a choice between use of a toll facility
and alternate arterial or freeway- routing. ,
There are presently close to 4,500 miles (1976 estimate) of tollroad mileage
in the United States today. Many of the early systems constructed in the
40's and 50's are nearing the point where they will have retired their
bonded indebtedness. When that occurs, toll charges on the facilities
will be eliminated as required by Federal and most state legislation and
will revert to the state for maintenance and operation.
Because construction costs and interest rates were quite low when these
early facilities were built, most of these highways operate with relatively
low toll charges, averaging close to 2.5 cents per mile. The Illinois
Toll Highway System, with a typical mainline toll of 30 cents per passenger
car is near this average.
Many of these existing tollroads were financed by user fees (and in some
cases, tax support) , due to 'the lack of state or federal funds to finance
the project.
5 -
, 1
As the cost of highway construction escalates (inflation in 1980 was approx-
imately 20%) , and interest rates rise, the financing of toll facilities by
user fees alone become more difficult. In fact, most recent toll highway
projects have had to rely on some form of partial tax support in order to
make the project financially •feasible•. Several innovative concepts for
constructing toll highways with a combination of tax support and user
tolls have been utilized, including:
1. Direct state, county or municipal tax support (i.e., Motor Fuel
Tax) for construction (Kentucky, Colorado, Richmond, Virginia)
2. Pledge of a percentage of annual state or county revenue (Kentucky,
Florida)
3. Lease of toll highway -by the State Department of Transportation
which pays for annual maintenance and operation (Kentucky)
Any one (or combination)of these techniques, or even an entirely new
concept could be used to help defray the cost of contstuction and operation
of a new toll highway. The Federal Government has also generally relaxed
its rules and regulations regarding its participation in toll highway
construction. Although little precedent has been established for the
direct use of Federal-Aid-Highway Funds, the State of Louisiana did investigate
the possibility and eventually reached an agreement with the Federal Government
for the use of such funds (although they were never expended) .
NEW TOLL HIGHWAY CONSTRUCTION IN ILLINOIS
Under present State of Illinois legislation, the Illinois Roll Highway
Authority (ITHA) , cannot construct any new toll highway mileage (this
does not apply to new or improved interchanges, rehabilitation, recon-
struction, etc.) . An independent tollway authority would have to be created
.by the State Legislature to construct and operate a new toll facility.
- 6 -
This new authority could still take advantage of the experience and ex-
pertise of the ITHA by contracting for the annual maintenance and operation
(toll collection, etc.) of the tollway. Prior to the establishment of
this authority, however, the State Legislature must first authorize the
funding of a study to establish the financial feasibility of the proposed
tollroad. As discussed previously, financial feasibility is not determined
solely on the basis of user-generated revenue and cost, but can include a
partial tax support.
ASSUMPTIONS AND PARAMETERS USED IN THE PAP 426 TOLLWAY
COST-REVENUE ANALYSIS
Tollway Design
The average projected tollway volume for the Year 2000 is approximately
74,000 vehicles per day. Based upon a peak-hour design volume factor
of 6% (heaviest direction) , the volume/capacity (v/c) ratios and level
of service for a 4-lane and a 6-lane freeway are shown below.
Design Year 4-lane-free- Level of 6-lane free- Level of
(2000)Volume way capacity v c Service way capacity v c Service
4440 per hr.l 4000 per hr.l 1.1 E 6000 per 'hr.l .73 C/D
A six-lane facility would provide a higher level of service, especially
desirable for encouraging trips to divert to a toll facility. A six-
lane facility also provides sufficient reserve capacity to accommodate
traffic volumes greater than the somewhat conservative estimates forecast
for a toll facility in this report.
With construction costs rising as rapidly as they have in recent years,
there would be no economic advantage in initiilly building a four-lane
facility and then later expanding to six-lanes. A built-in large capital
outlay only 10 years or so after initial construction might result in a
lowered bond rating and hence, higher interest rates for the initial
bond issue. Also, the use of Federal funds might require that the
tollway initially be constructed with a six-lane cross-section.
lone Direction of flow.
- 7 -
Construction and Operating Costs
Total project construction cost was estimated using IDOT programmed
cost for similar projects and a 1977 feasibility study for the Fox
Valley Tollway done by Wilbur Smith and Associates. Costs were inflated
to estimate 1981/82 construction bidding. The table below lists the
amount estimated for various components of construction. Total project
cost for the Elgin-O'Hare tollway project as a 6-lane tollway is $197
million.
TABLE 1. TOLLWAY COST ESTIMATES
Item U. S. 20 By-Pass to I-294
Cost (millions of $ )
ODnstructionl $ 96
Interchanges $ 31
Right-of-Way $ 27
Utility Adjustments $ 11
SUBTOTAL $ 165
165 x 10% contingencies - $ 16
165 x 108 engineering a $ 16
TOTAL $ 197
1 Includes grading, excavation, mainline pavement, toll collection
faciliities, structures over streams and railroads and frontage
roads.
2 Parital interchanges at Prospect Avenue, Ill. 59, Barrington, I-
294/Manheim, I-290 Road. Full interchanges at Roselle Road, Ill. 83,
Irving Park Fload.
An annual maintenance and operating cost was developed on a per mile
basis from the Fox Valley Tollway Study previously cited. Assuming the
tollway open to traffic in 1985, the estimated first-year saintenance
and operating cost is $4,200,000, (approximately $200,000 per mile,
- 8 -
(including toll collection) . A long-term inflation rate of 68 per year
was used to estimate future annual operation and maintenance cost over
the 36-year operating life of the bond issue.
Net Interest Cost
Due to the uncertainty associated with estimating a 'net interest cost"
(average of coupon interest rates for the bond issue) , a range of interest
rates was used for cost/revenue evaluation. The 88 rate is certainly
comparable to the coupon rates (and yield) for bonds currently being
traded on the secondary bond market. Recent tax exempts bond issues
for various public purposes have varied between 78 and 118. The Indiana
Toll Highway Commission recently authorized a $200 million dollar bond
issue for rehabilitation work at a net interest cost of 108. This
might reflect some 'risk" associated with the level of future traffic
volumes (due to energy impacts) by investment analysts; however, the
improvement itself would not result in significant traffic (and hence
revenue) increases, which might also have been a factor in determining
interest cost. For purposes of final analysis, an 88 net interest cost
on a tollway bond issue was assumed in determining tollway viability.
Traffic Projections
Year 1990 and 2000 traffic projections for the PAP 426 Freeway (6-lane)
were used in this analysis. These projections were based on the adopted
highway plan network and reflect the most recent estimates of future
population, employment and land use in Du Page County and the remainder
of the region. Year 1995 traffic was interpolated between 1990 and
2000 projections, while a 58 annual traffic growth was assumed in est-
imating 1985 traffic.
A simple iapedance model was used to estimate the percentage of this
projected freeway traffic that would be 'captured' by a toll facility
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for a range of toll charges. The estimated share of tollway trips is
calculated as shown below:
1
8 trips made on tollway (T) - 1 + (IToll)3
( F�ree)3
IToll and IFree are the impedance values associated with the tollway
and freeway respectively with I (impedance) representing the sum of
both cost and travel time for a typical trip. Based on data available
from Du Page Oounty Highway Study, an average trip length of 10 miles
vas used, and for cost purposes assumed one mainline toll and one ramp
toll, for travel on the toll highway. Travel time was converted into
travel cost (dollars) at one-half the average wage rate. An annual
long-term inflation rate of 68 was used to determine wages at each
five-year period through the Year 2000. A wage rate of $8/hr. was
estimated for 1980. - Because the toll charge becomes an ever-decreasing
proportion of the hourly wage in the future, high toll charges will
have the greatest impact during the early (first 5 to 10 years) period
of tollway operation. By the Year 2000, even very high toll fares will
still allow "capture" of 858 to 908 of projected freeway volumes. Est-
imated traffic volumes for FAP 426 are shown in Table 2.
Revenue Generation
Based on the process described above, the projected freeway volumes for
each link of FAP 426 were factored to represent tollway traffic. Based
upon the resulting volumes and analysis of the major trip movements in
the corridor, two mainline toll plazas. and three ramp collection
facilities were identified as shown in Figure 2. (The number of mainline
facilities per mile is approximately the same as for the Illinois Toll
Highway System) . Because ramp volumes were not available to us for
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EL61N
ifra 'i'
I N
N NOKT11
' n� g
EXISTING INTERCHANGE
PROPOSED INTERCHANGE
RAMP TOLL
MAINLINE TOLL
FIGURE 2. LOCATION OF INTERCHANGES, MAINLINE AND RAMP TOLLS
FOR THE FAP 426 TOLLWAY.
the study, the expected revenue generation was estimated from existing
Illinois Tollway data based on the type of collection facility and the
classification of the intersecting highway. The arterial ramps were
assumed to generate 58 of an adjacent mainline tolls revenue.2
Average daily traffic at each mainline toll was multiplied by 365 (days
in the year) and the toll charge to estimate toll revenue. Traffic
volumes were estimated as described previously. No conversion of traffic
volumes in vehicle equivalents to average daily traffic was done for
the revenue analysis because the equivalency factor of 2-3 passenger
cars reflect approximately the same rate at which trucks generate revenue
(i.e., at 15 cents per axle, a 5-axle truck equals 2.5 passenger cars) .
TABLE 2. PROJECTED TRAFFIC VOLUMES
FOR PAP 426 TOLLWAY
YEAR Ill. 20 by-pass Ill. 59-I-290 I-290-Ill.63 I11.83 to I-294
1985 34,000 vpd 47,000 vpd 40,000 28,000
1990 50,000 69,000 59,000 41,000
1995 58,000 73,000 71,000 47,000
2000 65,000 85,000 83,000 52,000
NOTE: vpd (vehicles per day) - Trucks are converted to equivalent
passenger car units.
It should be noted that in the determination of revenues, zero growth
in traffic was assumed beyond the Year 2000, and no factor for induced
traffic (new trips generated by the facility) , was made. The resulting
estimates of revenue used in this analysis are therefore "conservative".
2Based on data contained in *Comprehensive Travel Patterns and Charac-
teristics Studies for the Illinois Tollway System - Vol. 10, Wilbur
Smith and Associates, 1979.
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Bond Issue
A 40-year bond issue was assumed with an earning period of 36 years.
If bonds were sold in 1981/82 , this allows three to four years for
construction with the tollway open to traffic in 1985 (by most estimates
a toll facility could easily be open to traffic within two years from
the time the bonds were sold
COST-REVENUE ANALYSIS FOR THE PAP 426 TOLLROAD
The projected surplus or deficit generated by the FAP 426 toll highway
from various toll charges is shown in Table 3 below.
TABLE 3. COST/REVENUE ANALYSIS
Toll Schedule
30/10 cents 60/10 cents 60/2.0 cents 70/10 cents
i 68 (127) 16 40 78
8% (142) (33) (16) 6
108 (150) (67) (61) (42)
30/ cents (mainline pass. car toll)
10 (ramp pass. car toll)
i
This deficit could be paid back on a uniform annual basis over the life
of the loan to minimize initial state expenditures, or in one lump sum
i to reduce the initial bond issue. The former option could take the
form of a pledge of state funds to the bond issue equal to this annual-
ized deficit. If the toll highway volumes are higher than projected,
! this money may never even be used. This 'limited' obligation of the
state however, would require a change in existing state legislation.
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The estimated annual cost to the state for repaying the projected deficit
is shown in Table 4. For comparison purposes, the amount of this annual
payment as a percentage of regional and state highway budgets is also
shown. The viability of tollway alternatives analyzed in this report
is based on a present-worth comparison of costs and revenues over the
life of the project. A feasibility study would also analyze the degree
of level debt service coverage to determine financial feasibility.
TABLE 4. ANNUAL PAYMENT OF PROJECTED DEFICIT
Annual Cost
Deficit to State Annual Cost as Percentage of Estimated
(Millions (Millions Regional Average Regional State Pro-
of $ ) of $ ) MFT/Veh.Reg. Highway Program2 gram FY'79
30/10 14 2 12.1 4.38 11.58 1.88
cents
60/10 33 2.8 1.08 2.68 .48
cents
The tollway concept provides the greatest benefit per public dollar
expended for any of the alternatives considered. For example, in terms
of traffic diversion from Irving Park Road, the tollway (at a 30 cents/
mainline/10 cents ramp toll) is more cost-effective than a freeway and
the lower-cost four-lane arterial alternatives, as shown in Table 4.
Although the analysis dealt only with traffic diversion from one parallel
arterial, a full cost-benefit analysis (including economic development
impacts) would show an even greater economic justification for tollway
construction.
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c
I
TABLE 4. COST-EFFECTIVENESS OF TOLL HIGHWAY CONSTRUCTION
Year 2000 Traffic Diversion
from Irving Park Roadl Cost per Vehicle-Mile
Facility Total Cost Annual Cost Roselle Rd. to Prospect, to (Year 2000) Travel
(Millions of Dollars) Barrington Rd. I-90 Diverted from 111.19
Tollway 142(197)2 14.2 16,000 veh./day 13,000 veh./day 15 cents
Freeway 225 22.5 18,000 veh./day 15,000 veh./day 21 cents
Arterial Alter-
' pates
1 1 111 11.1 6,000 veh./day 6,000 veh/day 28 cents
t 2 85 8.5 5,000 veh./day 5,000 veh./day 36 cents
t 3 30 3.0 --- 3,000 veh./day 42 cents
lEstimated by Du Page County Regional Planning Commission based on data available from Du Page
County Highway Study.
2Public Tax support of $142 million based on 30 cents mainline passenger car toll. Total
cost for project is $197 million.
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RECOMMENDATIONS
1. A toll highway in the Elgin-O'Hare Corridor from the U.S. 20 bypass in
Elgin to I-294 is a financially viable project at tolls of 60 to 70
cents (mainline) per passenger car and should be pursued in a detailed
feasibility study authorized by the Illinois State Legislature.) The
tollway concept offers potential for the timely completion of PAP 426
providing needed highway capacity in the corridor and reducing traffic
congestion on parallel streets. These alternatives make maximum use of
public expenditure of funds by requiring users of the proposed facility
to share in the cost of construction and maintenance.
2. These alternatives should be investigated as quickly as possible, since
the financial feasibility is very sensitive to increases in project
cost due to inflation: Local (county and municipality) participation
in the funding of a feasibility study might be a desirable way to demon-
strate local commitment to the project as well as expedite the tollway
study.
3. Protection of right-of-way in the corridor should be continued by local
jurisdictions until a decision is made concerning the construction of
PAP 426 as a tollroad.
1These tolls are consistent with tolls currently being charged in North-
;. eastern Illinois (East-West 2bllway extension 60 cents.. .Chicago
Skyway 90 cents) .
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