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Consulting Engineers Baltimore, Md. December 1954 CIVIL ENGINEERING REPORT INCLUDING PRELIMINARY PLANS AND ESTIMATES OF COST Digitized by the Internet Archive in 2019 with funding from University of Illinois Urbana-Champaign https://archive.org/details/engineeringreporOOknoe STATE OF ILLINOIS Governor Honorable William G. Stratton Toll Highway Commission Evan Howell . Chairman Orville Taylor. Member William Wood Prince. Member William G. Stratton. Governor, Ex-Officio Member E. A. Rosenstone. Dir. Dept. Public Works ir Bldgs., Ex-Officio Member Latham Castle. Attorney General, Legal Adviser Francis P. Old. Executive Director George L. Jackson. Chief Engineer George McGiirn. Attorney Letter of Transmitta JOSEPH K- . J,; 6. ASSOO ates \NC. oT „„.»r 10 , WiX ^ rtf OUT 3 -fc^ cover^^^ Gentlemen! ^^^Lntative reP°^; developed Xn aco ^ovemder xllinol®' ,y^g sale oi ^ xn- X95U ^ ftr the °ired to suPP^ toll hi#!^^^' ted wT’v °“\f“ r2SC:;;ftr.ivS£^i subsequent ^t^^^^.^gd ctvi.^ hi^fy 80.2 > . ,.ted to pr®^®^xoll Hif^'"^y* ^ x^Ls miy®®' fort^er' "he ’ .,or porti®- °f and consists g ^ miles, a ® ^ ^t of May, f®^^°’^1kst-Mest Route, d5 ^ R 8 .U mi^®®’ ® ,r forms a major P luooi. .»««• „ r«r “o'-.o“ "’:rioo.i- ,M ..pool P0„WlM.=r”“.rf .«0 f'’ *• '“o'.! ,j..iri. “ISSS P«'‘f foadT.ay ®®fg^°^ciuded ^®^=°r"ation costs. project cos^t^^^^^ a^^d Morgan 1- on th-i tracings of .U-* ~«'4 'S'r pSSr:? •'’»""" ‘a."SSu"™ tte~ tPelr engi_ ®^andpoint^^^ °P the roij+« ^ construction^® of ejcpl^ ” “ sr- '^^3dk '^cny truly JOSEPH y ^ ^ ^OESlE /L /o ‘ ac. Contents Page Introduction . 1 Northern Illinois Toll Highway. 7 Traffic Considerations . 21 Safety Considerations . 23 Reconnaissance and Aerial Survey. 25 Soils and Geology.26 Design Criteria . 33 Roadway. 39 Drainage. 47 Structures.48 Interchanges. 65 Page Toll Collection Facilities. 71 Communications . 77 Restaurant and Service Station Areas.79 Construction Costs .85 Rights of Way.120 Adjustments to Utilities.121 Project Costs .122 Maintenance .126 Maintenance and Operating Costs.133 Progress Schedules.137 Engineering Feasibility and Conclusions. 147 ( 4 ^ 1 ^. Exhibits Number Number 1 Interregional Highways 16 2 Northern Illinois Toll Highway 17 3 Tri-State Route 18 4 North Illinois Route 19 5 East-West Route 20 6 Soil Areas 21 7 Typical Roadway Sections—Urban 22 8 Typical Roadway Sections—Rural ^ A 09 9 Ramp Sections 43 10 Crossing of Fox River at Aurora 24 11 Typical Underpass 25 12 Typical Overpass—Urban 26 13 Typical Overpass—Rural 14 Boring Logs—Major Structures 27 15 Urban Overpass Structure Underpass Structure Trumpet Interchange Trumpet Interchange Barrier Toll Booth Restaurant and Service Area Restaurant and Service Area Maintenance Building Toll Highway Organization Progress Schedule—Tri-State Route Progress Schedule—North Illinois Route Progress Schedule—East-West Route— Section A Progress Schedule—Northern Illinois Toll Highway—Initial Stage Acknowledgment In the preparation of this report the wholehearted co- operation of many public officials was invaluable. The consultants are particularly grateful to Governor William G. Stratton for the keen personal interest which he has shown at all times with respect to this toll highway program and for the enthusiasm which has characterized his atti¬ tude toward it. The members of the Toll Highway Commission, Chair¬ man Evan Howell, Orville Taylor, the late Chauncey Mc¬ Cormick and his successor William Wood Prince, as well as Executive Director Admiral Erancis P. Old and Chief En¬ gineer George L. Jackson have been helpful with their advice. The consultants are also appreciative of the generous contribution of E. A. Rosenstone, as Director of Public Works, as well as ex-officio member of the Commission, R. R. Bartelsmeyer, Chief Highway Engineer, and the other members of the Division of Highways of the Department of Public Works, of the officials of the Engineering Depart¬ ments of Cook County and the City of Chicago, and the officials of major municipalities affected directly by the Illinois Toll Highway Program. Officials of all other states where toll highways are in operation or are planned have been outstandingly cooperative in providing data which have been useful in this study. The executives of the major railroads and other utilities supplied data with respect to their facilities affected by the toll highway. Introduction LEGISLATION HE General Assembly in 1953 enacted legislation cre¬ ating The Illinois State Toll Highway Commission, with all powers necessary or appropriate to enable it to construct, operate, regulate and maintain a system of toll highways for the purpose of promoting the public welfare, and to facilitate vehicular traffic by providing convenient, safe and modern highways designed for the accommodation of the needs of the traveling public within and through the State. The Act further stated “that it is necessary in the public interest to provide for the construction, operation, regula¬ tion and maintenance of a toll highway or a system of toll highways, incorporating therein the benefits of advanced engineering skill, design, experience, and safety factors, to eliminate existing traffic hazards, and to prevent automo¬ tive injuries and fatalities”. The Act relating to the construction of a system of toll highways was approved by the Governor on July 13, 1953. This Act further provides: “Section 2. (f) The word ‘cost’ as applied to a toll highway shall embrace the cost of construction, including bridges over or under existing highways and railroads, the cost of acquisition of all land, rights of way, prop¬ erty, rights, easements and interests acquired by the Com¬ mission for such construction, the cost of demolishing or removing any buildings or structures on land so ac¬ quired, including the cost of acquiring any lands to which such buildings or structures may be moved, the cost of diverting highways, interchange of highways, ac¬ cess to roads to private property, including the cost of lands or easements therefor, the cost of all machinery and equipment, financing charges, interest prior to and during construction, and for one year after completion of construction, cost of traffic estimates and of engineer¬ ing and legal expenses, plans, specifications, surveys, esti¬ mates of cost and revenues, other expenses necessary or incident to determining the feasibility or practicability of constructing any such toll highway, administrative expense and such other expense as may be necessary or incident to the construction of the toll highway, the financing of such construction and the placing of the highway in operation. “Section 3. There is hereby created a Commission to be known as The Illinois State Toll Highway Commis¬ sion, which is hereby constituted an instrumentality and an administrative agency of the State of Illinois. The said Commission shall consist of the Governor and the Direc¬ tor of the Department of Public Works and Buildings, ex-officio, and 3 commissioners appointed by the Gov¬ ernor from the State at large, which said commissioners and their successors are hereby authorized to carry out the provisions of this Act, and to exercise the powers 1 INTRODUCTION herein conferred. The said Commission shall have the power to contract and be contracted with, to acquire, hold and convey personal and real property or any inter¬ est therein including rights-of-way, franchises and easements; to have and use a common seal,- and to alter the same at will; to make and establish resolutions, by¬ laws, rules, rates and regulations, and to alter or repeal the same as the Commission shall deem necessary and expedient for the construction, operation, relocation, reg¬ ulation and maintenance of a system of toll highways within and through the State of Illinois.” DEVELOPMENT OF PROGRAM In accordance with the provisions of the legislation, the Governor of Illinois appointed a State Toll Highway Com¬ mission in October, 1953 to undertake the development of a toll road program. Its first action authorized the prep¬ aration of a feasibility study on a state-wide basis. Con¬ sultants were commissioned to undertake this analysis which had as its purpose the determination of the need for toll roads, based on traffic requirements, the selection of general locations, and an examination of their financial feasibility. Particular emphasis was given to the develop¬ ment of a system to supplement the existing primary state highway network. By making the two complementary the burden of expanding or improving the existing highway system is lightened. Thus large amounts of tax revenues can be released to modernize other portions of the primary system. This study covered an analysis of the entire primary high¬ way network to determine which parts could be improved to expressway standards at reasonable cost. In locations where existing highways did not have suitable characteris¬ tics for expansion, consideration was given to construction of new roads through the sale of revenue bonds. The problem in Illinois, situated geographically near the center of the United States and surrounded by five thickly populated states, is to provide facilities for the passage of much transcontinental and interstate traffic. It was neces¬ sary therefore to take cognizance of all toll road programs and interstate highway developments now under construc¬ tion or being planned in neighboring states. In consideration of the traffic problems present in the large metropolitan areas in the State of Illinois, the feasi¬ bility study placed particular emphasis on the needs in such areas as Cook County, East St. Louis and the Quad-Cities. This report was premised on the thesis that a toll road should not compete with but should complement the pri¬ mary free system. Such highways obviously are designed to relieve the primary network by diverting large traffic vol¬ umes from existing traffic arteries which are at present in¬ adequate and overloaded. On the basis of the above considerations, the consultants in their feasibility report recommended for the State of Illinois a system of 568 miles of toll roads to be built on a stage basis. This analysis was presented to the Commission for its consideration on May 20, 1954. On May 28, 1954 the Governor and the Commission, after a careful review of the feasibility study, selected some 481 miles of toll high- 2 INTRODUCTION way routes for detailed study. The Commission, through its Executive Director, obtained the services of engineering firms to prepare a civil engineering report covering these routes and to develop traffic and revenue studies as required for financing purposes. These studies were inaugurated simultaneously on June 17 of this year. An association of real estate experts was appointed to prepare estimates of right-of-way costs. As a result of tentative reports furnished by these firms to the Commission on November 17, a decision was made that final reports should be prepared covering engineering feasibility and construction costs, and revenue potential to the Northern Illinois Toll Highway. This toll highway is comprised of the following routes: 1. Tri-State Route extending from the Kingery Express¬ way near the Indiana line and bypassing the Chicago metropolitan area to the west, parallel to and just east of Route 83, past O’Hare Airfield, and thence parallel to and west of U. S. Route 41 to a point just south of the Wisconsin-Illinois boundary. 2. North Illinois Route extending from the intersection of the Northwest and the Edens Expressways in a northwesterly direction, across the Tri-State Route near O’Hare Airfield and thence continuing to the Rockford area and from there to the Wisconsin- Illinois boundary near Beloit. 3. East-West Route extending from a connection with the Congress Street Expressway near the Tri-State Route to the Quad-Cities. It was further decided that the construction program for this toll highway should be divided into two stages. These are: 1. An initial stage including the Tri-State, the North Illinois and the section of the East-West Route from its intersection with Tri-State to a point of connection with U. S. Route 30 a few miles west of Aurora. 2. A second stage consisting of an extension of the East- West Route from its point of termination in the initial stage to a connection with U. S. Route 67 south of Rock Island. A description of the exact route locations, estimates of project cost and maintenance and operating costs as well as schedules of construction progress and other engineering features pertaining thereto are the subject of the report presented herewith. The report on revenue potential to this toll highway has been prepared by the firms of Parsons, Brinckerhoff, Hall & Macdonald and Wilbur Smith and Associates and is being presented concurrently. Throughout the prepara¬ tion of the engineering report the engineering consultants have worked closely with these two firms and have con¬ sulted with them on the selection of locations and of inter¬ change points best suited to develop the maximum return in revenue from this highway. Every effort has been made to develop a toll highway with maximum earning power at the lowest practicable cost. Throughout the studies par¬ ticular emphasis has been placed upon securing locations guaranteeing the maximum utility of the facility to the using public. 3 TORONTO NIAGARA ^FALLS HAMILTON LONDON SAGINAW BUFFALO MUSKEGON LANSING [MILWAUKEE GRAND RAPIDS DETROr RACINE IKENOSHA ^LAMAZOO WATERLOO cleveland/V TOLED' SIOUX CITY DUBUQUE WARREN ^CHICAGO Wary^ CEDAR RAPIDS IGSTOWN •AKRON ^SOUTH BEN CANTON TSBURGH iDES MOINES ROCK ISLAND LIMA OMAH, PEORIA MUNCIE SPRINGFIELD •LINCOLN COLUMBUS ANDERSON DAYTON •BEATRICE SPRINGFIELD 'Cincinnati TERRE iHAUTE ST. JOSEPH INGTON, CHARLESTON KANSAS' CITY 'HUNTINGTOl RANKFORT' [KANSAS V CITY •LEXINGTON JEFFERSON CITY EVANSVILLE' SPRINGFIELD NASHVILLE KNOXVILLE- ASHEVILLE CHARLOTTE' ULSA® EHATTAJfeOGA EXHIBIT I INTER - REGIONAL HIGHWAYS legend: PROPOSED ILLINOIS ROUTES TOLL HIGHWAYS IN OPERATION UNDER CONSTRUCTION OR AUTHORIZED PROPOSED TOLL HIGHWAYS GREEN BAY! ,W I S C 0 N S I N MADISON In^FMPUIC - -- \ - / V ^ /a % 1 ^ 1 \ / jTOf' ym I s s. j ' .A ^Ll A.l / f\ ^ COLUMBIA/ EXHIBIT 1 V /V m \. -nr " - r ^*1 Northern Illinois Toll Highway jTHE Northern Illinois Toll Highway is 321.4 miles long and is comprised of three parts. These are the Tri-State, the North Illinois and the East-West Routes. The relation of this toll highway to other toll roads and major highways in Illinois and neighboring states is shotvn on Exhibit 1. Each of the routes is so located as to serve best the region it traverses and all are integrated into a single highway in such a manner that they will feed traffic from one to an¬ other. A description of each route is given in the following paragraphs. (See Exhibit 2.) TRI-STATE ROUTE The 80.2 mile Tri-State Route extends from a point near the Indiana line to the Wisconsin boundary. Erom a con¬ nection with the Kingery and Calumet Expressways near Thorn Creek it runs due west to cross Halsted Street, the yards of the Illinois Central Railroad and the Dixie High¬ way. It then turns north^vest past the towns of Midlothian and Robbins and crosses the Calumet Sag Channel near the intersection of Cicero Avenue (State Route 50) and 127th Street. Erom there it continues northwest through the town of Worth, intersects State Route 7 near 107th Street, passes between the towns of Willow Springs and Justice and crosses the Des Plaines River and Chicago Sanitary and Ship Canal near U. S. Route 45. It intersects U. S. Route 66 near the Cook-DuPage County line and parallels the county line northward to cross U. S. Route 34 between Hinsdale and Western Springs. Connections are made with the East-West Route and Congress Street near U. S. Alternate Route 30. Continuing to the north it intersects State Route 64 and U. S. Route 20 at the county line and then bends sharply to the east to bypass O’Hare Airfield. There it crosses the main yards of the Chicago, Milwaukee, St. Paul and Pacific Railroad, Mannheim Road and Irving Park Road. Earther to the north provision is made for a connection to the proposed entrance to O’Hare Airfield. Between this point and Higgins Road an interchange connection is made with the North Illinois Route. It continues northward east of the Des Plaines River across U. S. Routes 12 and 14 and Milwaukee Avenue to County Line Road on the Cook- Lake County line. A four mile spur from a point about one mile north of the county line connects with the Edens Ex¬ pressway between Dundee and County Line roads. Erom the Lake County line to the intersection of State Routes 63 and 120 east of Thomas Corners, the highway lies between U. S. Route 41 and State Route 21 and crosses State Routes 22, 59A, 176, 137, 63, 132 and 173. Connection is made 7 NORTHERN ILLINOIS TOLL I I I G H 'W A Y to U. S. Route 41 just south of the Illinois-W^isconsin Hue. (See Exhibit 3.) The Tri-State Route has been divided into three sec¬ tions as follows: 1. Calumet Expressway to U. S. Route 34, 27.5 miles; 2. U. S. Route 34 to North Illinois Route, 14.0 miles; 3. North Illinois Route to \Visconsin line, including spur to Edens Expressway, 38.7 miles. Since a considerable portion of this route runs through built-up areas it should draw very heavy volumes of traffic. Erom its intersection -with U. S. Route 66 to the North Illinois Route and from the connection with Edens Express¬ way to that with State Route 120 the Tri-State Route will be of six-lane construction. The remainder will be of four- lane initial construction, with provision for tvidening to six lanes. The locations of all interchange and ramp connec¬ tions are shown on Exhibit 3. The locations of barrier toll gates and off-road ramp toll booths between them for collec¬ tion of tolls from inbound traffic are also shown. This facility is designed as a belt^vay around the Chicago metropolitan area to handle through movements wishing to bypass the congested central core of the city, traffic mov¬ ing between the radial highways intersecting this facility, travel between communities located along the route, and traffic generated in the areas contiguous to the toll highway and destined for distant points. The toll highway will thus render great service to this rapidly expanding portion of the Chicago metropolitan area which at the present rate of growth will be occupied substantially by homes and indus¬ tries within the next 10 or 15 years. Ultimately another belttcay will be recpiired bettveen this toll highway and the Eox River Valley to serve a similar function. The Tri-Stale Route intersects U. S. Route 66 about six miles south of Congress Street. The present Cook County Expresstvay plan provides for extending U. S. Route 66 into the Loop area. Until this is accomplished it may be expected that much of the traffic on this highway destined for the City tvill travel along the Tri-State Route to Con¬ gress Street to move uninterruptedly to the Loop. Near Hazel Crest provision is made for a future connection to the North-South Route recommended for later construction in the report of May 1954. Ultimately, therefore, the Tri- State Route will intersect the five radial expressways in¬ cluded in the Cook County Expresstv-ay plan to serve the City of Chicago from the north, north’tv’est, west, southwest and south. Access is afforded to the proposed East-WTst Indiana Toll Road by existing U. S. Route 6, the Kingery Expressway, and local highways near the towns of Ham¬ mond and Gary, Indiana. Inasmuch as the Tri-State Route intersects the major expressways penetrating the Chicago area, it is probable that either rapid transit or expressway bus service will ulti¬ mately be extended to it. It is possible therefore that in the design of this facility provision should be made for transfer parking terminals at which passenger vehicles mov- 8 NORTHERN ILLINOIS TOLL HIGHWAY ing into the City from all directions could terminate their trips. The passengers could then travel in mass transit using the radial expressways to downtown Chicago rather than congest these highways. The necessity for parking their cars in the Loop district would also be eliminated. This is a matter for further study and negotiation among the Toll Highway Commission, Cook County planners and rapid transit officials during the design of this project. NORTH ILLINOIS ROUTE The 88.4 mile North Illinois Route (Exhibit 4) is an extension of the Northwest Expressway planned for the City of Chicago. Beginning at an intersecting point with the Edens Expressway, U. S. Route 41, near Cicero and Lawrence Avenues in Chicago, it is a depressed highway more or less parallel to Higgins Road as far as the Chicago city line. The route is above ground across its intersection with the Tri-State Route beyond which it is parallel to and north of State Route 72. It crosses State Route 25 just north of Elgin and passes south of the Elgin Airport. Beyond the Eox River it is located north of U. S. Route 20 as far as the town of Harmony, where it crosses that highway. It continues westward to a point just north of Cherry Valley, passing to the south of Marengo and Belvi- dere en route. Just beyond this point a connection to existing U. S. Route 20 and Harrison Avenue is provided to serve Rockford. The route runs north from Cherry Valley and connects with Manchester Road just south of the Wisconsin state line. Manchester Road in turn connects to U. S. Route 51. The estimates of construction cost provide for the necessary improvement of Manchester Road. The section of this route between Cherry Valley and Beloit will serve traffic bound for the Twin Cities and intermediate points in Wisconsin. It will also relieve the present congested U. S. Route 51 in serving north-south movements between Beloit and Rockford. (1) Edens and Northwest Expressways to Tri-State Route, 6.9 miles; (2) Tri-State Route to Cherry Valley, 66.1 miles; (3) Wisconsin connection, 15.4 miles. From the Edens Expressway to the Tri-State Route the facility will be of six-lane capacity. From the Tri-State Route to Elgin it will be four lanes initially but designed for ultimate widening to six lanes. From Elgin west it will be designed for four-lane capacity. East of Elgin barrier type of toll collection will be utilized. Exhibit 4 shows that with the completion of the Northwest Expressway to downtown Chicago the North Illinois Route will provide a much needed limited access facility serving the rapidly expanding industrial area to the northwest. It will also serve traffic from Wisconsin bound for Chicago and, in 9 NORTHERN ILLINOIS TOLL HIGHWyW conjunction with the Tri-State Route, that bound for points east of Illinois. It tvill also provide high speed expressway service from downtown Chicago to O’Hare Airfield, ma¬ terially reducing the time of travel between this airport and the Loop. EAST-WEST ROUTE The East-West Route, 152.8 miles in length (Exhibit 5) extends to Moline, East Moline, Rock Island and Daven¬ port, the Quad-Cities, from the terminus of Congress Street Expres.s’tvay on the Tri-State Route. Near its western end provision is made to connect to the proposed Iowa Turnpike near the totcn of Port Byron. In conjunction with the southern end of the Tri-State Route, which con¬ nects via U. S. Route 6 with the Indiana Turnpike system, it will form a major link in a chain of toll highway facilities between the eastern seaboard and the midwest. The Congress Street Expresstvay is now under construc¬ tion and several sections will soon be open to traffic. This highway terminates at the Cook-DuPage County line in two spurs, one to the north which parallels the Tri-State Route for a distance of approximately two miles before joining U. S. Route 20, and one to the southwest. The northern leg of the delta connection provided at the eastern terminus of the East-West Route will meet the southwest spur of the Congress Street Expressway. The southern part of this delta connects to the Tri-State Route and is directional for traffic destined for points south and east. The East-West Route runs southwest from the Tri-State Route to a crossing of State Route 83, the Kingery Express- tvay. There it turns in a more westerly direction and gen¬ erally parallels U. S. Route 34 as far as a ramp connection just northeast of Naperville. From there the line continues westward to a crossing of the Fox River approximately one half mile north of the Aurora city limits. Just west of Aurora a connection tvill be made to a spur from U. S. Route 30 to be built by tbe State of Illinois Department of Public Works. Beginning just west of the Fox River the alignment is almost due west to a crossing of the Rock River between Dixon and Sterling. A short distance west of the river the route turns in a southwesterly direction. It crosses U. S. Route 30 about 10 miles west of Sterling. The connection provided at this point will pick up the heavy flow of traffic crossing the Mississippi River at Clinton, Iowa. Continuing to the southwest the line passes close to Port Byron in the vicinity of the location proposed for the crossing of the Mississippi connecting to the eastern end of the proposed Iowa Turnpike. The line crosses State Route 2 about five miles northeast of East Moline. From the interchange pro¬ vided at this point the route extends to its western terminus on U. S. Route 67 just south of Rock Island. This western¬ most section serves as a beltway around the cities of East Moline, Silvis, Moline and Rock Island. The portion of the East-West Route between its inter¬ section with Tri-State and the connection to U. S. Route 30 10 NORTHERN ILLINOIS TOLL HIGHWAY west of Aurora is included in the initial stage of construc¬ tion. The remainder of this route constitutes the second stage of construction of the Northern Illinois Toll High¬ way. The route has been divided into three sections as follows; (1) Tri-State Route to connection with U. S. Route 30 Bypass just west of Aurora, 24.7 miles (2) Connection with U. S. Route 30 Bypass (at Aurora) to State Route 2 (at East Moline), 113.5 miles. (3) State Route 2 to U. S. Route 67, 14.6 miles. From the Tri-State Route to Aurora the East-West Route is designed for future widening from its original four-lane to six-lane capacity. West of Aurora it is designed as a four- lane facility. From Aurora to the east barrier type toll col¬ lection is utilized. In addition to providing a much needed limited access highway for both state and interstate traffic across Illinois this facility serves as a relief route for traffic between the Quad-Cities and Rockford. The eastern section will serve as an important traffic artery in the rapidly expanding suburban areas between Chicago and Aurora. II WISCONSIN DUBUQUE ILLINOIS BELOIT/ ROCKFORD' EL61M CLINTONj AURORA. LE CLAIRE' GARY [JOLIET DAVENPORT KANKAKEl Jgalesburg PEORIA 'BLOOMINGTON LEGEND ^mm INITIAL STAGE SECOND STAGE SCALE OF MILES S 10 15 20 2S DANVILLE EXHIBIT 2 NORTHERN ILLINOIS TOLL HIGHWAY QUINCY 'GLv I EXHIBIT 2 EXHIBIT 3 VNVIO NI sioNiini' EXHIBIT 3 TRI STATE ROUTE SCALE IN MILES EXHIBIT 3 V BELOl SOUTH E ROCKTON; WAUKEGAN NORTH CHICAGO LIBERTYVILLE lUNDELEIN LAKE BLUFF LEGEND BARRIER TOLL BOOTH INTERCHANGE INTERCHANGE WITH TOLL COLLECTION SERVICE AREA AND RESTAURANT □ SERVICE AREA y MAINTENANCE AREA ROCKFORD ROCHELLE EXHIBIT 4 BELOIT HAMPSHIRE a \m ^ h SHARO N SOUTH BELOIT ROCKTON HARVARD EXH B T 4 NORTH ILLINOIS ROUTE WOODSTOCK MARENGO ROCKFORD BELVIDERE CHERRY VALLEY GENOA KIRKLAND SYCAMORE DE KALB ROCHELLE T lid) GENOA CITY HEBRON ANTIOCH U ZION McHENRY t? s. CRYSTAL LAKE 0 WAUKEGAN ALGONQUIN CARY FOX RIVER GROVE NORTH CHICAGO .LIBERTYVILLE Imundelein LAKE IBLUFF ^RPENTERSVILLE I BARRINGTON. PALATINE SOUTH LGIN BARTLETT, ST. CHARLES WEST 1 CHICAGO GENEVA T LEGEND + BARRIER TOLL BOOTH INTERCHANGE INTERCHANGE WITH TOLL COLLECTION m SERVICE AREA AND RESTAURANT □ SERVICE AREA T MAINTENANCE AREA 0 5 _1—^_j-1 1 EXHIBIT 4 CARPENTERSVILLE: WEST DUNDEE EAST DUNDEE PALATINE ELGIN SOUTH ELGIN BARTLETT r ST. I CHARLES LAKE MICHIGAN CHICAGO BATAVIA NORTH AURORA AURORA CHICAGO NAPERVILLE ROCK I ISLAND LEMONT PLAINFIELD ORLAND ^RK LOCKPORT I (4p^ 7) ull 1 _@ 1 (75 i BLOOMINGDALE 1 ' 7 1 GENEVA m 1 WEST / --/ '• / XQARY / 11 1^^ f \ X / ft59A)-.»J O^^ONOuirT^ I 1 ’V / BARRINGTC inA EXHIBIT 5 EXHIBIT 5 Traffic Considerations T!tACH portion of the project is designed to serve an indi- vidual region. The locations finally selected, as covered by the estimates of project cost, generally coincide with the routes established in the feasibility report. However, cer¬ tain minor deviations have been found desirable to attract the maximum amount of traffic and provide connections with major feeder routes. For the Tri-State Route an adequate connection for traffic moving between Illinois and Indiana will be pro¬ vided by the existing Kingery Expressway, U. S. Route 6. Between its connections with U. S. Routes 6 and 66 the route finally adopted is somewhat closer to the City of Chicago than was planned originally. As now located it passes close to a number of suburban communities which will generate a considerable volume of local traffic. Farther to the north, adequate connections are provided with major radial highways such as Congress Street and U. S. Routes 34, 30 and 64 leading into the City of Chicago. The final location of the route east of O’Hare Airfield results in higher right-of-way and construction costs but will provide for a connection with the access highway leading into the airport, which will be a large traffic generator. In addition a larger volume of local traffic will be generated in the vicinity of River Road which parallels the adopted location. Continuing to the north a spur connection near the Cook-Lake County line provides means of travel for Wis¬ consin traffic destined both for Chicago and the lakefront communities via the Edens Highway. Earther to the north, the Tri-State Route lies generally between U. S. Route 45 and U. S. Route 41 to supplement these two facilities and accommodate the heavy flow of traffic between Chicago and heavily populated areas to the north. At the northern end of this highway connection is provided to U. S. Route 41 at a point just south of the Wisconsin line to serve movements of traffic to centers of population such as Milwaukee as well as to resort areas in Wisconsin. It was found desirable to study the extension of the North Illinois Route east of the Tri-State Route into the City of Chicago to connect with the Northwest Expressway near the southern terminus of Edens Highway. This seven-mile section is located on the alignment and on the right-of-way previously studied for this radial artery by Cook County and City of Chicago authorities. From its intersection with the Tri-State Route the North Illinois Route passes close to Elgin to attract traffic from that city. Alternate locations farther to the north were con¬ sidered but traffic considerations dictated the adoption of the route selected. In the Rockford area it intersects U. S. 21 TRAFFIC CONSIDERATIONS Route 20 and Harrison Avenue, which feed directly into that city. From Cherry Valley the route runs north to con¬ nect with Manchester Road a short distance from U. S. Route 51. This stretch will serve north-south traffic as well as that from the west destined for Chicago. A 15-mile con¬ nection from Cherry Valley to the Wisconsin line near Beloit is included. The East-West Route connects with the Tri-State Route at the Congress Street Expressway to serve the heavy traffic which will be carried by that radial artery. Erom this point west the location has been moved slightly to the south to cross the Eox River closer to Aurora with connections to State Routes 25 and 31. Connection to the spur from U. S. Route 30 west of Aurora will relieve traffic congestion in that city. To the west the facility continues to a point between the cities of Sterling and Dixon to serve these two municipali¬ ties. Beyond Sterling a connection is made to U. S. Route 30 to pick up traffic crossing the Mississippi River at Clin¬ ton. From there it extends in a southwesterly direction to a point near the town of Port Byron on the Mississippi River to provide for a future link with the proposed Iowa Turnpike. Connection is made to State Routes 2 and 92 to serve the northeast section of the Quad-Cities area. Separate studies were made of an extension to the south of Silvis, East Moline, Moline and Rock Island (see Exhibit 5) connecting with U. S. Routes 6 and 67 and thereby forming a beltway around these communities. This will serve traffic moving between these cities as well as that using the crossings of the Mississippi farther to the west or highways leading to the south via Galesburg. With respect to traffic the portion of the project between the Quad-Cities and Dixon has a double function. For this distance it will serve movements between the Quad-Cities and Rockford in addition to east-west traffic. 22 Safety Considerations ^doDERN expressways which carry large volumes of mixed traffic at high speeds must be designed as limited access highways to assure the greatest practical safety. This requires the separation of grades at all intersecting high¬ ways and railways. Lanes carrying traffic moving in op¬ posite directions must be separated by a median strip of sufficient width to reduce to the practicable minimum effects of headlight glare and cross-over accidents. Access to the travel lanes is permissible only at interchange ramps connecting with the more important highways crossed. Access to abutting property is prohibited as are all left- hand turning movements. These principles are the foundation for design directed at the elimination of intersectional, marginal and inter¬ stream friction of traffic flow which are the causes of the majority of highway accidents. The usual four-lane high¬ way design does not embody these features. As a result safety, permissible speed of travel and convenience are greatly reduced by left-hand turning movements into side roads and abutting property and by traffic lights of varying number. The hazards inherent in this type of design are emphasized at night and during periods of inclement weather, particularly those attended by icing conditions. On a limited access facility the driver’s attention is di¬ rected to the highway and to traffic traveling in his own direction. For this reason he is not subjected to the need for quick decisions to the extent necessary on dual high¬ ways not built to these standards. Accident records prove limited access highways are two to three times as safe as the uncontrolled type. It is difficult to evaluate the dollar value of the saving in accidents over the years. It is prob¬ able that it would more than equal the cost of the facility. An added safety feature of the design recommended for Illinois is the use of lane widths somewhat wider than those on other expressways. This results in safer passing of commercial vehicles traveling at high speed. Suitable right-of-way fencing is provided throughout the entire length of the routes and completely around inter¬ changes, service and maintenance areas to prevent the pas¬ sage of persons and animals. This is of particular impor¬ tance in thickly populated areas where children are fre- c[uently present. Adequate shoulders on the outside of the travel lanes provide for the safe parking of vehicles for emergency repairs. A paved shoulder on the left side of the travel lane is a safety feature necessary to enable a motorist to regain control of his car should he be forced from the pave¬ ment. Without such protection a car might get out of 23 S A F E T Y CONSIDERATION S control clue to rutting in grass areas, particularly in the spring and winter months. Another safety measure is the provision of proper superelevation and transitions on curves so higher speeds can be maintained in all kinds of weather rcithout the danger of skidding. Long sight distances on all vertical and horizontal curves are retjuired to reduce accidents under night and ■\\dnter driving conditions. Adecpiate and prompt snotc disposal on the wide medial areas and shoulders is a safety measure of great importance, particularly in the northern part of the state. Emergency road service, available to both auto¬ mobile and commercial traffic, is necessary because of the distance between interchange points. Adecpiate line strip¬ ing and delineation of the traffic lanes are important fea¬ tures, particularly as an aid to night driving. Efficient and prompt police patrolling of the highway accounts for a large reduction in the accident rate and the handling and reporting of accidents when they do occur. Ambulance service must be available as required. Each of the facilities must be ecpiipped tcith telephone and radio communication systems to further expedite the handling of emergency cases and reporting of weather and ice hazards as they occur so motorists along the highway may be warned of the conditions ahead. Lighting of all in¬ terchanges and service areas and portions of the highway in urban areas is necessary to properly delineate the roadway surfaces where turning movements occur and where large volumes of traffic may be expected. Large reflector type signs must be so located as to fully inform motorists of the rules of the road and facilitate their decisions. These fea¬ tures on highways of similar design now in existence have been responsible for a marked reduction in accident rate. The provision of the tvide median will result in the elimination of many seriotis accidents due to head-on col¬ lisions. This purpose cotdd also be accomplished by the use of a narrower median with a barrier along its center- line. This tvould result in the possibility of cars being throtvn from the median back into the stream of traffic. Crossings of the median strip are prohibited. It is neces¬ sary however that some crossings be made by police and maintenance vehicles. These are accomplished under prop¬ er supervision and therefore do not create traffic hazards. The design presented heretvith calls for the location of service stations and restaurants opposite each other. Tun¬ nels are provided under the toll highway so that passengers from vehicles parked on one side of the road may gain access to the facility on the other. In this ivay the tempta¬ tion to cross the median to service stations or restaurants on the opposite side of the road is eliminated. This could be accomplished also by placing service and restatirant fa¬ cilities in the tvddened median, but this tvoidd residt in the necessity for making undesirable left-hand movements from tlie high speetl or passing lanes. I’he use of tvarning signs and reduced speed zones for some distance on either side of the service areas tvotdd therefore be necessary. Placing of the facilities on opposite sides of the road results in no hazardous movements of this type since those made at the service areas are the same as occur at any interchange area. 24 Reconnaissance and Aerial Survey T/eNTATIVE route locations were established in the May 1954 report on the basis of preliminary studies of traf¬ fic requirements, topography, soil conditions and construc¬ tion cost. Information obtainable from topographical maps was supplemented by ground and air reconnaissance. Following the Governor’s designation of the program those routes selected were subjected to more detailed study. Full cognizance was taken of control points such as river crossings, traffic generating centers, major railroad crossings and other topographical features affecting highway location. Additional consideration was given in conjunction with the traffic engineers to potential traffic generation and proper interchange locations. More detailed ground and air reconnaissance was undertaken. As a result, some re¬ visions in location were found desirable. Five-mile wide bands within which the best possible final lines were con¬ tained were then selected. Aerial photographs covering the entire widths and taken from flights along their center- lines were studied in detail. These studies, combined with additional field investigations, resulted in further refine¬ ment of the lines to limits within one-mile wide bands. The set of one-mile wide bands thus laid out was submitted to the Governor with recommendations for ap¬ proval which was granted August 6, 1954 on one portion and August 20, 1954 on the remainder. Aerial photographs covering these mile wide bands taken from flights along their centerlines were subjected to still more detailed study. Tentative alignments of all routes were determined from these photographs. Field inspec¬ tions supplemented the use of the photographs in the se¬ lection of these lines. Photogrammetric maps showing all topographical features and covering a width of 1000 feet on each side of these centerlines were then plotted from the aerial photographs. These maps are 200 feet to the inch in scale with five-foot contour interval and show all topo¬ graphic features of the areas covered. The photogrammetric maps were used to make final re¬ finements of alignment. They formed the basis for the lay¬ out, preliminary design and estimates of construction quan¬ tities required. Profiles were plotted from the contours shown on them, supplemented where necessary by field surveys. Final grade lines were established on the basis of these profiles. 25 Soils and TTHE geology of most of the surface deposits of Illinois is associated with the several continental ice sheets which moved outward from centers of accumulation in Canada during the past one million years. During each advance these glaciers excavated tremendous quantities of soil and rock material, which were subsecjiiently mixed, pulverized, transported ancl redeposited. About three-fourths of the surface of the state was so covered as the glaciers were ad¬ vancing or melting back or during interglacial periods. After the retreat of one ice sheet and before the advance of the next, weathering processes as we know them today operated to modify tlie character of the exposed surface of the deposits. Thus, water passing through the soil carried dissolved and suspended material downward, leaving an impoverished surface layer or horizon and building up a subsoil horizon finer in texture than the underlying sub¬ strata. The degree of contrast developed between these various horizons depended not only upon the original na¬ ture of the glacial deposit but also upon the length of time it was exposed to weathering. The last major ice sheet covered only the northeastern part of the state. Conse¬ quently there is a marked difference in the degree of sur¬ face weathering there compared to that found in southern 26 Geology Illinois where the surface deposits were exposed to weath¬ ering several thousand years longer. All materials transported and deposited through glacial action are known as glacial drift. Rather extreme varia¬ tions in the texture of the drift exist due to variations in the average texture of the substance being carried by the ice and to variations in the manner of deposition. That deposited directly from the ice without subsequent water-sorting is called glacial till. It is found on nearly level to gently rolling areas known as till plains or on roll¬ ing and ridged areas known as moraines. During the melting of the glacial ice much of the con¬ tained soil material was washed or sorted by water. Some of this was laid down as a cover over the till plains and in depressions on the moraines as silty, sandy or gravelly glacial outwash. Some was carried into the stream valleys which drained the melting glacier and formed sand and gravel river terrace deposits. Some was deposited as grav¬ elly knobs or ridges within the body of the ice and was later partially covered by glacial till. Much of the finer silt and clay-sized material tvas carried to sea by the major drainage- ways such as the Mississippi and the Illinois rivers, but some was deposited in glacial lakes which have since dis¬ appeared. SOILS AND GEOLOGY As the glacial ice melted back, winds sweeping across the overloaded drainageways picked up silt and fine sand from river bars and deposited it over the surrounding upland as loess. Adjacent to the Rock, Green, Mississippi and Illinois river valleys loess deposits are thick and thin out gradually to the south and Avest of these major drainagCAvays. The soil area map (Exhibit 6) indicates the general char¬ acter of the soil deposits along the proposed routes of the Northern Illinois Toll HigliAvay. It is based on a study of geologic maps and reports, agricultural soil maps and re¬ ports and vertical aerial photographs as well as a prelim¬ inary soil survey in\^olving field exploration at 256 sites and laboratory testing of about 700 samples. Detailed boring logs giving laboratory test data and preliminary soil strip maps to a scale of one inch to 1,000 feet are available as an addendum to this report. A brief discussion of the physical characteristics and expected engineering problems associ¬ ated with each map area is contained in the following para¬ graphs. The results obtained from tests on the typical sub¬ strata of each are summarized in the adjacent column. Area A—Gravelly glacial drift This area contains a high proportion of soils which are developed on gravelly glacial moraines, kames, eskers and rolling outwash plains. It is mapped along the North Illi¬ nois Route in Kane and McHenry counties and along the East-West Route in Kane and eastern DeKalb counties. BeloAv tAvo to four feet the material is commonly A-l-a, A-l-b, or A-2-4 but may be as fine as A-4 (8). It is easily excavated, makes an ideal subgrade and is excellent gran¬ ular borroAV. Pockets of frost-heaving silts are uncommon. Engineering problems are due to the presence of a fair number of peat deposits both large and small, some of Avhich are probably more than 10 feet deep. Typical Test Values FOR Substrata in Soil Mapping Areas Depth Opt. Soil Area to Substrata ft Liquid Limit % Plasticity Index % Std. Max. Dry Dens, pcf Water Content % A 2 - 4 NP*- 15 NP - 6 110 - 135 7-15 B 3 NP - 30 NP - 15 105 - 120 10 - 15 C 31/2 - 6 20 - 40 10 - 20 110 - 120 10 - 16 D 3 - 41/2 25 - 45 10 - 25 105 - 118 15 - 18 E 3 - 41/2 35 - 65 15 - 40 95 - 110 15 - 25 G 11/ - 3 NP - 35 NP - 15 105 - 120 10 - 15 H 3 - 6 NP - 40 NP - 25 95 - 120 10 - 25 I 31/2 - 5 NP - 35 NP - 20 110 - 125 8-13 J 0 - 6 NP - 35 NP - 20 105 - 110 10 - 15 K 4 - 5 15 - 35 5-12 100 - 110 10 - 20 (loess) 6 - 20 20 - 50 5-30 110 - 125 10 - 20 (drift) * NP - non-plastic 27 SOILS AND GEOLOGY Area B—Sandy glacial till In this area the soils are developed on glacial moraines, till plains, and kames of a predominantly sandy texture. These are found in Kane county along the East-West Route and along the North Illinois Route in Winnebago and Kane counties. Below three feet the substratum is commonly A-3 or A-2-4 but may range from A-l-b to A-6 (10). In general, it provides a satisfactory pavement subgrade and is suitable for granular borrow. Pockets of frost-heaving silt are com¬ mon and should be excavated to the average depth of frost along the section of Tri-State Route in central Lake county; along the North Illinois in McHenry, Boone, and Win¬ nebago counties and along the East-West in DuPage, Kane, DeKalb and Lee counties. Area C—Sandy clayey glacial till Deposits of this type are among the most common in northern Illinois and are found as glacial moraines and till plains. Exhibit 6 indicates the presence of these areas along the section of Tri-State Route in central Lake county; along the North Illinois in McHenry, Boone, and Winnebago counties and along the East-West in DuPage, Kane, DeKalb and Lee counties. The substratum is usually encountered below three and one-half feet but in level and depression locations it is fre¬ quently covered with plastic silt-clay material to a depth of six feet. In general, it will vary from A-4 (6) to A-6 (10). It is not easily graded in winter and becomes slippery when wet. Pockets of frost-heaving silt are common. It is easily compacted at the proper moisture content and is suitable for embankments. There is sufficient fine-grained matter present to cause “pumping” and granular sub-base is re¬ quired for high type pavements. Provision for drainage of cuts is essential. Some of the level areas are peaty and may require excavation of four to five feet. Medium to small¬ sized peat deposits are present; some may be over 10 feet deep. Area D—Clayey silt glacial till Materials representative of this area are found on till plains and moraines along the section of Tri-State Route in northern Lake county; along the Tri-State in western Cook and along the East-West in eastern DuPage. Below three to four and one-half feet the material is a rather plastic glacial till ranging from A-6 (7) to A-6 (15). Grading of these soils is difficult when they are wet but at the proper moisture content they are suitable for embank¬ ments. For proper pavement performance drainage of cuts is essential and granular sub-base is required. Many small to medium depressional areas are present; some with high¬ ly plastic soils, others filled with peat. In most cases the depth of the undesirable matter will not exceed six to 10 ft. Area E—Silty clay glacial till Some of the moraines and till plains are formed of highly plastic till. These are found principally along the sec- 28 SOILS AND GEOLOGY lions of the Tri-State Route in southern Lake county and along the North Illinois in northwestern Cook county. The unweathered till is usually found at a depth of three to four and one-half feet and ranges from A-6 (10) to A-7-6 (20). The surface soils are equally plastic whether found on the slopes or in the depressions. Medium to large sized peat deposits are present but most of them are probably rather shallow. The till is difficult to dry and cannot be graded when wet. Drainage in cuts and a good sub-base are required to prevent rapid pavement breakup under heavy loads. Area G—Sands and peaty sands—alluvial These soils are found principally in the old lake bed along the Tri-State Route in southern Cook county and in the valley of the Green and Rock Rivers along the East- West Route in southern Whiteside and Rock Island coun¬ ties. The substratum which is found at a depth of one and one-half to three feet is usually a sandy A-3 or A-2-4 but soils as fine as A-4 (1) or even A-6 (9) are not uncommon. The level areas are usually covered by a layer of peaty sand about a foot thick, but deeper peat deposits may occasion¬ ally be present. The water table is often at or near the ground surface, making the soil unstable under the action of heavy equipment. Generally, if the topsoil can be strip¬ ped a satisfactory fill can be built of the substratum ma¬ terial. When the water table is below four feet these soils provide good subgrade support. If the ground has a high silt content frost action may be detrimental. Usually this can be minimized by maintaining a high grade line. Area H—Silty local wash, glacial outwash and stream alluvium The soils of this group are common throughout the state and are intermingled with the glacial deposits of all other areas. They form the predominant deposit in at least one location along all proposed toll highway routes. The substrata of these deposits are extremely variable and may range from A-2-4 to A-6 (12). In local wash and glacial outwash areas materials no lighter than A-6 (10) may be found to depths as great as six or eight feet. In the stream valleys the substratum is usually an A-4 (8) to A-2-4 (0) below three feet. The depressional soils are highly plastic and often peaty. Since the water table is near the surface these materials are unstable. It is usually imprac¬ tical to excavate all soft matter, but peat should be dis¬ placed by loading or excavation. The undulating outwash sections have plastic soils but can be handled much like those of Area C. Stream deposits will usually be covered by fill or bridged and unless peaty are not difficult to handle in dry weather. Area I — Sandy-gravelly glacial outwash and terraces. These deposits are common along the DesPlaines, Fox, Rock, and Green Rivers. They are crossed in these areas 29 SOILS AND GEOLOGY by the Tri-State, North Illinois and East-West Routes. They are generally similar to the deposits of Area A but differ because of greater variability in texture, level topo¬ graphic position and a greater average depth of overburden. The substratum is usually encountered below three and one half to five feet and may vary from A-l-a, A-2-4, A-4, to A-6. Generally, they provide good pavement subgrades and suit¬ able granular borrow. They have good drainage character¬ istics if the upper plastic horizons are removed. Some small peat deposits may be present but they are usually not deep. Area J—Sandy silty loess over 25 ft thick These deposits are confined to the bluffs along the Mis¬ sissippi River and are crossed only by the East-West Route in Rock Island and Whiteside counties. The typical substratum may be encountered anywhere from the surface down to a depth of six feet due to ex¬ cessive erosion. The material varies from A-6 (5) to A-4 (8) but layers as plastic as A-7-6 may sometimes be encountered. These soils have good drainage so that engineering problems are principally concerned with the roughness of the terrain and problems of slope erosion. Area K—Silty loess eight to 25 feet thick on glacial drift or bedrock. These deposits are found slightly to the east of the de¬ posits of Area J along the East-West Route. Here the silty loess has been more deeply weathered than in Area J. Erom three to six feet the loessial material varies from A-6 (12) to A-7-6 (15) but below six feet it is usually an A-6 (8) to A-6 (10) . The underlying glacial drift, or occasionally bedrock, may be encountered at depths ranging from six to 20 feet. The drift may vary from a relatively non-plastic A-4 (4) to a plastic A-7-6 (16). Soil profile development has led to the formation of a sub¬ soil horizon which is generally rather plastic and deep. Problems of pavement deterioration are conHned mainly to places where the subgrade crosses two dissimilar horizons, such as the contact between surface and subsoil, subsoil and loessial substratum, and loess and glacial drift. Proper precautions should be taken to prevent abrupt changes in the character of the subgrade. Even with the higher clay content slope erosion is rapid. Cut slopes should be made as steep as possible to prevent excessive gullying. 30 A-GRAVELLY GLACIAL DRIFT B-SANDY GLACIAL TILL C-SANDY CLAYEY SILT GLACIAL TILL D-CLAYEY SILT GLACIAL TILL E - SILTY CLAY GLACIAL TILL G-SANDS AND PEATY SANDS, WATER DEPOSITED H-SILTY LOCAL WASH, GLACIAL OUTWASH OR STREAM ALLUVIUM I - SANDY AND GRAVELLY GLACIAL OUTWASH OR RIVER TERRACES J-SANDY SILTY LOESS OVER 25' THICK K-SILTY LOESS 8' TO 25' THICK ON GLACIAL DRIFT OR BEDROCK SOIL AREAS EXHIBIT 6 ~'W. i- 'i *l 23 SYMM. ABOUT t SECTION A-A TYPICAL UNDERPASS EXHIBIT 11 PLAN ELEVATION SYMM. ABOUT t- SECTION A-A TYPICAL OVERPASS - URBAN EXHIBIT 12 EXHIBIT 13 FOX RIVER CROSSING AT AURORA ROCK RIVER CROSSING AT DIXON FOX RIVER CROSSING AT ROCK ISLAND RAILROAD CROSSING AT HAZEL CREST DES PLAINES RIVER 8 CS a S CANAL CALUMENT SAG CHANNEL CMSP a P RAILROAD CROSSING AT BENSENVILLE FOX RIVER CROSSING AT ELGIN DES PLAINES RIVER CROSSING AT PARK RIDGE SCALE CLAY SILT SAND GRAVEL ROCK I I MISC. LEGEND BORING LOGS MAJOR STRUCTURES EXHIBIT 14 f r< '3 I » 1 * URBAN OVERPASS STRUCTURE EXHIBIT 15 UNDERPASS STRUCTURE EXHIBIT 16 Interchanges O assure full utilization of a toll highway facility it is essential that access be provided at every intersecting road carrying an appreciable volume of traffic. To select these locations it is necessary first to determine that the origins and destinations of vehicles using the intersecting road in¬ dicate that use of the toll highway is beneficial to a suffi¬ ciently high percentage of this traffic to warrant the ex¬ penditure necessary for the construction of an interchange facility. This has been given full consideration in the selection of points of access to the Northern Illinois Toll Highway. The two types of toll collection facilities which have been chosen for use on the toll highway require distinctly differ¬ ent means of access. With the barrier type adopted for urban areas entrance to and exit from the toll highway is by means of ramps upon which no toll is collected. To provide for the maximum possible use of the facility in urban areas it is necessary that these ramps be spaced much more closely than is required in rural sections. The cost of installation and operation of the usual off-road toll collec¬ tion facility at all of these locations is prohibitive. For this reason barrier stations are spaced along the highway at intervals permitting single coin collection insofar as possi¬ ble. The percentage of travel between two ramp locations with no intervening toll barrier is so small that loss of revenue is negligible compared to the savings in construc¬ tion and operating costs effected by use of this system. At these points of free access two types of interchanges are employed. Where crossings of traffic are permissible on the intersecting road simple ramps are used. With these, traffic travelling in one direction on the side road uses either of two ramps to the toll highway. It is necessary that a left-hand movement from the side road be made to enter one of the ramps; a simple right-hand movement suffices for access to the other. Similar movements are required in leaving the ramps to enter the intersecting road. In all cases the ramps lead to or exit from properly designed ac¬ celeration or deceleration lanes along the toll highway. Where left-hand turns cannot be permitted when leaving or entering the side road the familiar “clover-leaf” type of interchange is used. With this all movements are to the right from both highways and the left-hand turns are effected in the loops of the “leaf”. In rural areas access is by means of trumpet type inter¬ changes. (See Exhibits 17 and 18.) These are so designed that traffic leaving the intersecting road turns onto a ramp meeting it roughly at right angles. The toll plaza is located on this ramp a short distance from the point at which it 65 INTERCHANGES leaves the side road. Beyond this plaza ramps lead to acceleration lanes merging with the toll highway. A grade separation structure is provided on one branch of the ramp to eliminate left-hand turns. Vehicles leave by means of deceleration lanes and follow a procedure exactly the re¬ verse of that for oncoming traffic. Generally the in-bound and out-bound ramps are parallel and contiguous insofar as possible and are carried on the same grade separation structure. Where left-hand movements to or from the intersecting road are not permissible a double trumpet interchange is utilized. This is similar to that already de¬ scribed except that separation of grades and directional movement are provided for on the side road as well as the toll highway. Where individual routes of the toll highway meet or in¬ tersect complete directional interchanges are provided. In every case acceleration and deceleration lanes of proper design are provided for traffic entering or leaving the toll highway. All interchange areas are lighted to facili¬ tate the handling of traffic at these locations of unusually numerous turning movements. At intersecting roads carrying traffic volumes which do not justify the construction of such facilities at present, but which give promise of substantial future increases, provision has been made in the design for subsequent installation of interchanges. 66 EXHIBIT 17 RFACED SHOULDERS 10 SURFACED SHOULDERS TRUMPET INTERCHANGE TRUMPET INTERCHANGE EXHIBIT 18 Toll Collection Facilities T HE motorist will encounter two types of toll collection facilities on the Northern Illinois Toll Highway. In urban sections there will be barriers spaced at regular intervals across the highway where motorists will pay coin tolls. On the longer routes traversing the state they will receive a punched card as they enter and at the end of the journey will pay a fare calculated from the punched card and based on the distance travelled. These two types of collection are generally distinguished as “coin collection” or “barrier type toll collection” and as “card type” or “closed highway toll control.” The toll plazas have been planned to direct trucks through one set of lanes and passenger cars through an¬ other. (See Exhibit 19.) The barrier type toll booths will be accessible from underground tunnels. This will permit operators to enter the booths without crossing the stream of traffic. Collection facilities at interchanges are designed to per¬ mit taking tolls at either one or a group of booths. These are so placed on the toll plaza that when traffic is light in¬ bound vehicles may pass on one side and off-bound vehicles on the other side of the same booth. This permits collec¬ tion from a single booth during lulls in traffic. Either one or two operators may be employed in the booth during these periods. BARRIER TYPE On the Tri-State Route and on those portions of the North Illinois and East-West Routes east of the Fox River, barrier type collection will be used. (See Exhibit 19.) At some selected locations it will be augmented by collection on ramps. This is proper for these urban sections of the toll highway where the average trip-length is considerably shorter than that in more rural areas. The percentage of free travel resulting from this system is so small that the additional cost of equipment necessary for, and higher operating expenses inherent in, the punch card system are not justified in these locations. Barriers are spaced from 10 to 20 miles apart. The ramp collection points selected are between the barrier locations. Coin collection will apply to truck as well as passenger vehicle traffic. For trucks an axle classification system will be employed. At all barriers specific lanes will be designated for col¬ lection from trucks. These will be equipped with over¬ weight detection devices. To guarantee accuracy of coin collection reports they will 71 TOLL COLLECTION FACILITIES be checked by automatic axle count devices. These will furnish records for each collector’s span of duty. CLOSED HIGHWAY TOLL FACILITIES The punch card or closed highway toll facility method of collection will be used on the rural portions of the North Illinois and East-West Routes. These sections of the toll highway will be connected to the state highways by means of interchanges. Selection of locations for these re¬ sulted from the studies of traffic requirements. Toll collec¬ tion will be provided for on the ramps of each of these interchanges as well as at barrier type facilities at each terminus of the route. The motorist or commercial user will receive a punched card" at the beginning of his journey. This card will be punched to indicate the date and the time of access, the operator who checked the entry and the vehicle classifica¬ tion. It will be carried to the end of the trip over the toll highway where it will be surrendered to the exit toll collector who will again check the vehicle classification. The card will be inserted in a machine that will automati¬ cally produce an audit indicating the amount of the fare and any discrepancies which may appear in length of travel time and vehicle classification as related to that indicated at the access point. The traveller will then pay the toll. If a credit card is carried, the punched card audit will be forwarded to the central office for use in preparing a monthly billing. A re¬ ceipt for the payment or credit transaction will be issued if requested. The vehicle classification method at entrances to and exits from the highway will permit major weight classifi¬ cation determinations of axle load and will detect axle overload as well as record axle classification information. This will be accomplished by an automatic vehicle and axle counting treadle and a weight detection and recording system. REVENUE SAFEGUARDS In general the method of toll collection has been so de¬ veloped as to be a self-checking operation. The audit of transactions is made automatic by the use of punched cards. Control by management will be most effective with this system which minimizes or completely eliminates losses in toll collection. Automatic machines and methods have been devised in developing the entire toll collection system whereby: 1. Every toll due is received. 2. Every toll received is recorded. 3. Every toll is correctly recorded as to vehicle classi¬ fication. 4. Every toll is properly identified with respect to the collector by whom it was received and with respect to the vehicle from which it was paid. 5. Every vehicle is correctly classified with respect to toll schedules. 72 TOLL COLLECTION FACILITIES In addition to the absolute necessity for accuracy and efficiency, the system must permit rapid operation. Any inconvenience to the patron at the barrier will discourage the use of the facility. On those sections where punch card collection is uti¬ lized, vehicles are classified at the beginning of the trip and again at the end when payment is made. Any error in entering classification information as well as mechanical inaccuracies will thus be double checked and can be cor¬ rected. The punched card will be carried by the traveling vehicle from entrance to exit. It will bear the identifica¬ tion of the entrance place and time, the vehicle classifica¬ tion, and coded identification of the entrance operator. The back of the card will list the rates between stations for various types of vehicles so patrons may read the fare between all points on the highway. Punched information will serve as an audit made automatically. The toll will be recorded on the card by equipment in the receiving booth. MANAGEMENT It is necessary to analyze the traffic and the revenue at each barrier or other toll collection place regularly to secure the information necessary for proper financial and administrative planning and traffic control. Consolidated records at each interchange are desirable for auditing and administrative purposes. It is necessary also to centralize detailed records from which a credit billing may be made to commercial credit users of the toll highway. These are the essential items of detailed information which make it possible to handle revenues without tempta¬ tion to the collectors or the possibility either of collusion between them or the falsification of records. To accomplish this it is necessary to have: 1. An authentic recorded classification and count of each vehicle passing through each toll interchange and an axle count record. 2. A record of trip length for vehicles leaving the road. 3. A detailed record of the receipts as they relate to each classification and to each vehicle at every toll collec¬ tion place passed. 4. The amount of the fare. 5. A summary record of receipts by operator, by day and by hour for each toll station. 6. A correlation of each record with the collector on duty. 7. A separate record, independent of the toll operator, showing the number of vehicles entering and leaving the toll highway at each interchange. For the purposes of managing a detailed control of the coin collection system in the urban areas, it will be neces¬ sary to have: 73 l OLL COLLECTION FACILITIES 1. The axle count of each vehicle passing through a toll barrier or through an access ramp coin collection station. 2. A detailed record of the revenues taken by each collector. 3. A recorded tally of the receipts and the axle count for coin toll barrier operators. 4. A provision for automatic coin collection on certain lanes at barrier stations on heavily traveled sectors of the toll highway. 5. Special physical arrangements at the collection bar¬ rier locations allo^ving visual supervisory control of coin collectors and of automatic collecting devices. The supervision and correlation of the toll collection system will require the movement of records and of money. 'Fo accomplish this it is necessary to have: 1. Cash accounting and deposit facilities. 2. A tveekly summary of all detailed traffic information showing daily movements and if desired, hourly totals. 3. Punch card tabulation equipment for correlating sta¬ tistical information on the entire highway. 4. Credit account billing facilities. One of the important operations in connection with the toll collection system is the daily gathering and depositing of cash and records. Local banks so designated along the various routes will be used for such purposes and will re¬ ceive the revenues from trucks especially designed for handling funds. These same units can also be used for the collection and dispersal of mail, records and other material. 74 BARRIER TOLL BOOTH EXHIBIT 19 Communications HE operation of the toll highway will require com- pletely reliable communication between administrative, police patrol, operating and maintenance personnel in all kinds of weather twenty-four hours per day. Operating personnel must be able to inform patrons of weather con¬ ditions, traffic developments and emergencies. Because of the length and relative isolation of major portions of the routes, radio communication ofEers the best basic system. Connection to the public utility telephone lines will be made for normal business use and coin operated stations will be available to patrons and the system’s employees for their personal convenience. The toll highway personnel must be able to transmit written messages. There must also be means of moving records and money as necessary for administration pur¬ poses. Communication must be provided among administra¬ tive headquarters, toll barriers in urban areas, toll plazas at every interchange on routes in rural areas, maintenance stations on all routes and police and maintenance vehicles carrying two-way mobile equipment. The “trunk” circuits connecting administrative head¬ quarters, maintenance buildings and terminal stations will consist of a microwave system designed to operate in the 2000-2500 me range. Local circuits serving vehicles and toll barriers will be connected. For these VHF radio in the 450 me range will be used. The essential electrical communication functions will be as follows: 1. Maintenance circuit This circuit linking the dispatcher, maintenance buildings and vehicles will utilize both VHF and microwave. It will be full party line among all sta¬ tions. 3ome refinements will be added including selective calling of all fixed stations, automatic calling unit identification and paging system. 2. Police circuit This circuit linking dispatcher with mobile and fixed stations will employ VHF and microwave frequen¬ cies. Communication between police cars on the toll highway will be interconnected with the state police by direct radio contact with state police central dis¬ patch points. This will also apply to city and county police in the Tri-State Route area. 77 COMMUNICATIONS 3. Administrative circuit This dial telephone microwave circuit will be used by the toll highway administrative personnel. 4. Toil barrier and toll plaza circuit This VHF and microwave circuit connecting toll plazas and the central dispatcher will be used to con¬ vey information concerning toll collection and de¬ livery. 5. Teletype circuit This circuit linking dispatcher, maintenance build¬ ing, police and fixed stations will be used to transmit weather and general information. Toll plazas may also be interconnected to provide continuous traffic data. 6 Communication maintenance circuit This circuit linking each microwave station and the communications maintenance center will facilitate repair or replacement of system components. 7. Alarm circuit This will transmit to the communications mainte¬ nance center indications of equipment failure. The planning of the radio system takes into consider¬ ation the location of towers in relation to maintenance buildings and administrative headquarters. It is designed to make use of property within the right-of-way in all cases. Normal coin box telephone facilities will be provided at service stations, restaurants and maintenance centers for the convenience of patrons and operating personnel. 78 Restaurant and Service Station Areas F'OR the convenience and comfort of the traveler it is important to provide properly designed and well main¬ tained service buildings at frequent intervals along the toll highway. The locations of these facilities are shown by symbols on Exhibits 3, 4, and 5. Typical restaurant and service station areas are shown on Exhibits 20 and 21. They will be visible from the highway and will be approached safely and conveniently on deceleration lanes. Separate buildings for restaurants and vehicular servic¬ ing are provided. Automobile and truck parking will be separated to minimize the extent of heavy duty parking aprons. Parking areas and roadways through the service station areas have been arranged to permit flow of traffic to and from restaurants without interference to service station operations. Truck service pumps and parking aprons for fuel delivery trucks have been separately defined. The architectural treatment of the buildings has been motivated by consideration of the need for space to accom¬ modate the known functional operations at a reasonable building cost and by the responsibility to provide comfort¬ able and convenient service of the highest order to the toll highway patrons. Appropriate architectural motifs will define the “Lincoln State Theme”. As shown on Exhibits 20 and 21 restaurants serving 30 to 40 miles of highway have been provided with under¬ passes to permit restaurants on one side of the route to serve traffic moving in both directions. Space has been allowed at such locations for future duplicate restaurants on the other side of the highway when increasing traffic volume necessitates. The underpasses will be as short as possible, well lighted and designed with ample width and easy approach ramps to prevent tunnel effect. Their cost is quite nominal in comparison to the construction cost of duplicate facili¬ ties on the opposite side of the highway. They will also be useful in moving personnel and equipment between res¬ taurants and service stations. Experience indicates numerous operational advantages occur if the unit is designed for a number of seats in excess of 150, and that a higher quality of service can be rendered than is possible in smaller facilities. Further benefits will ultimately occur in operating restaurants placed directly opposite each other instead of staggered along the highway. Service stations also have been provided midway be¬ tween restaurants. This results in a spacing of 15 to 20 miles. No restaurant facilities will be provided on the urban 79 RESTAURANT AND SERVICE STATION AREAS portions of the Tri-State Route since they are available on nearby existing highways, driving distances along the toll highway are, in general, short and many trips local in nature. It is anticipated that the facilities will be constructed by the Toll Highway Commission and leased to operators selected primarily for their ability to render excellent serv¬ ice to patrons. The service stations are planned separately from restau¬ rant buildings so that no confusion in the maintenance of facilities will occur between operators. Leases to operators are planned on a basis equivalent to the pattern generally followed in the industry. 80 RESTAURANT AND SERVICE AREA EXHIBIT 20 RESTAURANT AND SERVICE AREA EXHIBIT 21 Construction Costs HE routes were laid out on photogrammetric maps of 200 feet to the inch scale and with five-foot contour interval. These maps were supplemented with ground surveys where necessary. Profiles were plotted from the contours, grades laid and accurate quantity estimates made of all items required to complete the construction. De¬ signs were made for roadway drainage facilities and quan¬ tity estimates of the required construction prepared. Each structure required to carry the toll highway over waterways or to separate grades at intersecting highways and railroads was listed-and quantities required for its construction esti¬ mated in the manner described in the section entitled “Structures”. Preliminary architectural layouts of all toll booths, service stations, restaurant and maintenance build¬ ings formed the basis for estimates of construction cost of these items. In the determination of unit prices to apply to the quan¬ tities estimated the first step was an exhaustive study of all available data. Bid prices for similar work in Illinois over the past ten years were carefully studied. A thorough re¬ view was made of costs, current and past, of other toll high¬ ways, particularly those in nearby states. Experts in the construction field were consulted. Full consideration was given to the effect that the large volume of work involved and other work which may be in progress in this area will have on prevailing prices. Trends in construction costs were studied in detail. In finally selecting the prices to be used every attempt was made to eliminate optimism and to arrive at figures as accurate as analysis of the factual data available and sound engineering judgment and construc¬ tion experience permit. The tables show itemized estimates of construction cost. These are given by individual routes, divided into sections as necessary, as well as for each stage of construction and the entire Northern Illinois Toll Highway. The unit cost established for each item of work included in the estimates covers all material, labor, equipment and contractors’ profit required for the completion of that item. Following is a description of the work included under the principal items given in the estimates. Clearing and Grubbing: Removal of all trees, brush, stumps and other material and the demolition and removal of structures necessary to clear the site for construction operations. Excavation of Unsuitable Material: Excavation and dis¬ posal of all materials unsuitable for use in embankments. Topsoil Removal and Stockpiling: Stripping of topsoil 85 CONSTRUCTION COSTS from areas to be graded and the stockpiling of this material for future use. Unclassified Excavation: Excavating, hauling, placing and compacting in embankments of all suitable material from cut sections, trenches and ditches. Borrow: Excavating, hauling and placing into embank¬ ments of material required from offsite locations where ex¬ cavation from cuts is insufficient for required fill. Spreading Topsoil: Removal from stockpiles, hauling and spreading of topsoil on areas of finished grade which are to be grassed. Seeding: Furnishing and spreading of all seed and fer¬ tilizing material required on areas of finished grade which are to be grassed but not sodded. Sodding: Furnishing and placing of all sod and fertilizing material required on areas of the finished grade which are to be sodded. Channel Excavation: Excavation, removal and disposal of all materials taken from channel relocations and which are not suitable for use in embankments. Selected Sub grade Material: Excavating from cuts or bor¬ row pits, hauling and placing in required location in the embankments of all special frost-resistant materials re¬ quired directly below the granular sub-base. Pipe Culverts, Storm Sewers and Sub drains: Furnishing of all pipe and other materials and performing of all excava¬ ting and backfilling necessary in the installation of the va¬ rious sizes required. Inlets: Fabricating, furnishing and placing of all materials and performing of all excavation and backfilling required for inlets, including frames and gratings. Ditch Paving: Furnishing of all materials, tools, equipment and appurtenances necessary to pave ditch inverts where required. Concrete for Culverts and Headwalls: Furnishing of all materials, tools, equipment, forms and finishing of all con¬ crete required for culverts and headwalls. Excavation for Structures: Performing all excavation for structures beyond the grading limits of the regular road¬ way section and placing and compacting of all backfill. Items for both earth and rock excavation are included. Piles: Furnishing and driving of all piles required for structures. Substructure Concrete: Furnishing of all materials, tools, equipment, forms and finishing of all concrete required for substructures of bridges. Superstructure Concrete: Furnishing of all materials, tools, equipment, forms and finishing of all concrete required for bridge decks, curbs and parapets. Reinforcing Steel: Fabricating, furnishing and placing of all reinforcing steel required for culverts, headwalls and bridge superstructures and substructures including neces¬ sary accessories. Structural Steel: Fabricating, furnishing, erecting and painting of all structural steel required for bridge super¬ structures and roadway joints. 86 CONSTRUCTION COSTS Handrail: Fabricating, furnishing and placing of all metal¬ lic handrails on bridge superstructures including the nec¬ essary fittings and accessories. Granular Sub-base: Furnishing of all granular sub-base material and placing and compacting of it to the required thickness under the toll highway pavement. Coarse Macadam Shoulders: Furnishing and placing of all materials required in the three-inch paved shoulders adja¬ cent to the toll highway pavement. Side Road Pavement: Furnishing and placing of all ma¬ terials required for the type of side road paving specified. Appurtenances: Fabricating, furnishing and installation of all appurtenances such as curb, guard rail, right-of-way fence, delineators, signs, markers and snow fence required to complete the toll highway construction. In addition to the work covered by the unit prices, the cost of such items as borings, test piles, field offices and lab¬ oratories, maintenance of traffic and construction of detours is included in the construction cost estimates. 87 ESTIMATE OF CONSTRUCTION COST TRI-STATE ROUTE Item Section A 27.5 Miles Unit Quantity Unit Price AmounT ROADWAY Clearing & Grubbing Acre 58 $ 300.00 $ 17,400 Excavation of Unsuitable Material CY 239,700 1.00 239,700 Topsoil Removal & Stockpiling CY 492,500 0.80 394,000 Unclassified Excavation CY 1,720,300 0.65 1,118,195 Borrow CY 8,865,800 1.00 8,865,800 Spreading Top Soil Acre 462 500.00 231,000 Seeding—Class I Acre 334 225.00 75,150 Seeding—Class II Acre 150 300.00 45,000 Sodding SY 58,600 1.00 58,600 DRAINAGE Channel Excavation CY 615,000 1.25 768,750 Concrete—Culvert 8c Headwall CY 4,190 65.00 272,350 Reinforcing Steel (Culvert 8c Headwall) Ton 383 240.00 91,920 Inlets—Type 1 EA 408 200.00 81,600 Inlets—Type 2 EA 224 250.00 56,000 Pipe Culverts—18" LF 23,880 6.00 143,280 Pipe Culverts—24" LF 2,780 8.00 22,240 Pipe Culverts—30" LF 2,800 11.00 30,800 Pipe Culverts—36" LF 1,600 14.00 22,400 Pipe Culverts—42" LF 890 18.00 16,020 Pipe Culverts—48" LF 880 22.00 19,360 Pipe Culverts—54" LF — 27.00 — Pipe Culverts—60" LF 650 32.00 20,800 Pipe Culverts—66" LF 360 38.00 13,680 Storm Sewers—18" LF 29,680 7.00 207,760 Storm Sewers—24" LF 7,980 10.00 79,800 Storm Sewers—30" LF 3,660 12.50 45,750 Storm Sewers—36" LF 820 16.00 13,120 Storm Sewers—42" LF 900 20.00 18,000 Storm Sewers—48" LF 1,200 25.00 30,000 Storm Sewers—54" LF 2,750 •35.00 96,250 Storm Sewers—60" LF 4,560 36.00 164,160 Storm Sewers—66" LF — 45.00 — Subdrains—6" LF 36,130 2.00 72,260 Subdrains—8" LF — 2.50 — Ditch Paving CY — 50.00 — 88 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS Adjustments to Existing Farm Tile Systems LS TOTAL 89 Quantity Unit Price Amount 80,260 $ 5.00 $ 401,300 41,720 12.00 500,640 528,210 5.50 2,905,155 64,930 50.00 3,246,500 31,530 62.00 1.954,860 6,720 240.00 1,612,800 24,871 280.00 6,963,880 38,720 10.00 387,200 596,600 2.00 1,193,200 362,800 3.00 1,088,400 508,700 1.40 712,180 109,300 0.75 81,975 797,100 5.50 4,384,050 104,100 6.00 624,600 47,600 3.75 178,500 22,600 2.00 45,200 3,900 3.00 11,700 120,100 3.25 390,325 — — 13,390 — — 26,770 — — 534,000 — — 80,000 — — 100,000 253,900 1.25 317,375 — — 16,060 — _ 896,000 — — 295,000 — — 84,000 — — 175,000 — — 400,000 — — 287,100 — — 35,000 — — 30,000 — — 32,400 — — 100,000 $ 43,435,705 ESTIMATE OF CONSTRUCTION COST TRI-STATE ROUTE Section B 14.0 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 63 $ 300.00 $ 18,900 Excavation of Unsuitable Material CY 76,900 1.00 76,900 Topsoil Removal 8c Stockpiling SY 318,600 0.80 254,880 Unclassified Excavation CY 2,745,000 0.65 1,784,250 Borrow CY 3,280,600 1.00 3,280,600 Spreading Top Soil Acre 299 500.00 149,500 Seeding—Class I Acre 176 225.00 39,600 Seeding—Class II Acre 123 300.00 36,900 Sodding SY 22,600 1.00 22,600 DRAINAGE Channel Excavation CY 95,900 1.25 119,875 Concrete—Culvert 8c Headwall CY 2,300 65.00 149,500 Reinforcing Steel (Culvert 8c Headwall) Ton 132 240.00 31,680 Inlets—Type 1 EA 155 200.00 31,000 Inlets—Type 2 EA 262 250.00 65,500 Pipe Culverts—18" LF 17,500 6.00 105,000 Pipe Culverts—24" LF 980 8.00 7,840 Pipe Culverts—30" LF 1,180 11.00 12,980 Pipe Culverts—36" LF 250 14.00 3,500 Pipe Culverts—42" LF 1,690 18.00 30,420 Pipe Culverts—48" LF 1,260 22.00 27,720 Pipe Culverts—54" LF 490 27.00 13,230 Pipe Culverts—60" LF 100 32.00 3,200 Pipe Culverts—66" LF 710 38.00 26,980 Storm Sewers—18" LF 21,230 7.00 148,610 Storm Sewers—24" LF 7,080 10.00 70,800 Storm Sewers—30" LF 6,800 12.50 85,000 Storm Sewers—36" LF 5,170 16.00 82,720 Storm Sewers—42" LF 1,700 20.00 34,000 Storm Sewers—48" LF 1,580 25.00 39,500 Storm Sewers—54" LF — 32.00 — Storm Sewers—60" LF 1,260 36.00 45,360 Storm Sewers—66" LF — 45.00 — Subdrains—6" LF 41,690 2.00 83,380 Subdrains—8" LF 2,000 2.50 5,000 Ditch Paving CY — 40.00 — 90 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS TOTAL 91 Quantity Unit Price Amount 46,600 $ 5.00 $ 233,000 — 12.00 — 276,400 5.50 1,520,200 56,080 50.00 2,804,000 28,250 62.00 1,751,500 5,790 240.00 1,389,600 20,350 280.00 5,698,000 33,100 10.00 331,000 449,200 2.00 898,400 227,000 3.00 681,000 334,600 1.40 468,440 48,900 0.75 36,675 788,200 5.50 4,335,100 31,880 6.00 191,280 44,000 3.75 165,000 9,300 2.00 18,600 5,000 3.00 15,000 90,400 3.25 293,800 — — 7,900 — — 15,800 791,000 — — 23,000 — — 200,000 178,100 1.25 222,625 — — 7,900 __ _ 1,248,000 — — 340,000 130,000 — — 200,000 _ _ 121,200 — — 24,000 — — 20,000 — — 19,000 $ 31,087,945 ESTIMATE OF CONSTRUCTION COST TRI-STATE ROUTE Section C 38.7 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 200 $ 300.00 $ 60,000 Excavation of Unsuitable Material CY 233,900 1.00 233,900 Topsoil Removal & Stockpiling CY 702,600 0.75 526,950 Unclassified Excavation CY 4,306,700 0.65 2,799,355 Borrow CY 7,631,100 0.90 6,867,990 Spreading Top Soil Acre 653 500.00 326,500 Seeding—Class I Acre 417 225.00 93,825 Seeding—Class II Acre 236 300.00 70,800 Sodding SY 86,300 1.00 86,300 DRAINAGE Channel Excavation CY 218,000 1.00 218,000 Concrete—Culvert & Headwall CY 4,860 65.00 315,900 Reinforcing Steel (Culvert & Headwall) Ton 402 240.00 96,480 Inlets—Type 1 EA 658 200.00 131,600 Inlets—Type 2 EA 407 250.00 101,750 Pipe Culverts—18" LF 29,650 6.00 177,900 Pipe Culverts—24" LF 4,740 8.00 37,920 Pipe Culverts—30" LF 3,550 11.00 39,050 Pipe Culverts—56" LF 2,630 14.00 36,820 Pipe Culverts—42" LF 1,660 18.00 29,880 Pipe Culverts—48" LF 1,800 22.00 39,600 Pipe Culverts—54" LF 1,900 27.00 51,300 Pipe Culverts—60" LF 1,750 32.00 56,000 Pipe Culverts—66" LF 580 38.00 22,040 Storm Sewers—18" LF 67,470 7.00 472,290 Storm Sewers—24" LF 15,170 10.00 151,700 Storm Sewers—30" LF 11,510 12.50 143,875 Storm Sewers—36" LF 5,670 16.00 90,720 Storm Sewers—42" LF 3,350 20.00 67,000 Storm Sewers—48" LF 1,600 25.00 40,000 Storm Sewers—54" LF — 32.00 — Storm Sewers—60" LF 1,100 36.00 39,600 Storm Sewers—66" LF 900 45.00 40,500 Subdrains—6" LF 64,640 2.00 129,280 Subdrains—8" LF — 2.50 — Ditch Paving CY 860 50.00 43,000 92 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic 8c Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS Adjustments to Existing Farm Tile Systems LS TOTAL 93 Quantity Unit Price Amount 54,065 $ 5.00 $ 270,325 — 12.00 — 262,880 5.50 1,445,840 57,080 50.00 2,854,000 25,480 62.00 1,579,760 5,714 240.00 1,371,360 14,590 280.00 4,085,200 42,160 10.00 421,600 914,300 2.00 1,828,600 490,400 3.00 1,471,200 815,300 1.40 1,141,420 135,400 0.75 101,550 1,509,700 5.50 8,303,350 50,240 6.00 301,440 53,600 3.75 201,000 73,600 2.00 147,200 5,000 3.00 15,000 186,480 3.25 606,060 — — 20,290 — — 40,580 _ _ 1,005,000 — — 115,000 — — 100,000 434,200 1.25 542,750 — — 20,290 _ _ 761,000 — — 178,000 — — 84,000 — — 360,000 — — 600,000 — _ 195,500 — — 30,000 — — 15,000 — — 48,700 — — 50,000 $ 43,948,840 ESTIMATE OF CONSTRUCTION COST TRI-STATE ROUTE 80.2 Miles Item Unit Quantity Amount ROADWAY Clearing & Grubbing Acre 321 $ 96,300 Excavation of Unsuitable Material CY 550,500 550,500 Topsoil Removal &: Stockpiling CY 1,513,700 1,175,830 Unclassified Excavation CY 8,772,000 5,701,800 Borrow CY 19,777,500 19,014,390 Spreading Top Soil Acre 1,414 707,000 Seeding—Class I Acre 927 208,575 Seeding—Class II Acre 509 152,700 Sodding SY 167,500 167,500 DRAINAGE Channel Excavation CY 928,900 1,106,625 Concrete—Culvert & Headwall CY 11,350 737,750 Reinforcing Steel (Culvert & Headwall) Ton 917 220,080 Inlets—Type 1 EA 1,221 244,200 Inlets—Type 2 EA 893 223,250 Pipe Culverts—18" LF 71,030 426,180 Pipe Culverts—24" LF 8,500 68,000 Pipe Culverts—30" LF 7,530 82.830 Pipe Culverts—36" LF 4,480 62,720 Pipe Culverts—42" LF 4,240 76,320 Pipe Culverts—48" LF 3,940 86,680 Pipe Culverts—54" LF 2,390 64,530 Pipe Culverts—60" LF 2,500 80,000 Pipe Culverts—66" LF 1,650 62,700 Storm Sewers—18" LF 118,380 828,660 Storm Sewers—24" LF 30,230 302,300 Storm Sewers—30" LF 21,970 274,625 Storm Sewers—36" LF 11,660 186,560 Storm Sewers—42" LF 5,950 119,000 Storm Sewers—48" LF 4,380 109,500 Storm Sewers—54" LF 2,750 96,250 Storm Sewers—60" LF 6,920 249,120 Storm Sewers—^66" LF 900 40,500 Subdrains—6" LF 142,460 284,920 Subdrains—8" LF 2,000 5,000 Ditch Paving CY 860 43,000 94 Item STRUCTURES Excavation (Earth) Excavation (Rock) Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Flexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDINGS AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas MISCELLANEOUS Maintenance of Traffic & Detours Foundation Borings Test Piles Field Offices and Laboratories Adjustments to Existing Farm Tile Systems TOTAL 95 Unit Quantity Amount CY 180,925 $ 904,625 CY 41,720 500,640 LF 1,067,490 5,871,195 CY 178,090 8,904,500 CY 85,260 5,286,120 Ton 18,224 4,373,760 Ton 59,811 16,747,080 LF 113,980 1,139,800 CY 1,960,100 3,920,200 CY 1,080,200 3,240,600 SY 1,658,600 2,322,040 SY 293,600 220,200 SY 3,095,000 17,022,500 SY 186,220 1,117,320 SY 145,200 544,500 SY 105,500 211,000 LF 13,900 41,700 LF 396,980 1,290,185 LS — 41,580 LS — 83,150 LS — ;- LS — 2,330,000 LS — 218,000 LS — 400,000 LF 866,200 1,082,750 LS — 44,250 LS _ 2,905,000 LS — 813,000 LS — 298,000 LS _ 535,000 LS — — LS — 1,200,000 LS _ 603,800 LS — 89,000 LS — 65,000 LS — 100,100 LS — 150,000 $118,472,490 ESTIMATE OF CONSTRUCTION COST NORTH ILLINOIS ROUTE Section A 6.9 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing 8c Grubbing Acre 30 $ 300.00 1 9,000 Excavation of Unsuitable Material CY _ _ Topsoil Removal 8c Stockpiling CY 91,000 0.80 72,800 Unclassified Excavation CY 3,143,500 1.00 3,143,500 Borrow CY _ . _ Spreading Top Soil Acre 84 500.00 42,000 Seeding—Class I Acre 40 225.00 9,000 Seeding—Class II Acre 44 300.00 13,200 Sodding SY 13,100 1.00 13,100 DRAINAGE Channel Excavation CY 91,000 1.00 91,000 Concrete—Culvert & Headwall CY 50 65.00 3,250 Reinforcing Steel (Culvert 8c Headwall) Ton 2 240.00 480 Inlets—Type 1 EA 85 200.00 17,000 Inlets—Type 2 EA 162 250.00 40,500 Pipe Culverts—18" LF 1,260 6.00 7,560 Pipe Culverts—24" LF 200 8.00 1,600 Pipe Culverts—30" LF — 11.00 Pipe Culverts—36" LF — 14.00 _ Pipe Culverts—42" LF — 18.00 _ Pipe Culverts—48" LF — 22.00 _ Pipe Culverts—54" LF — 27.00 _ Pipe Culverts—60" LF 700 32.00 22,400 Pipe Culverts—66" LF — 38.00 Storm Sewers—18" LF 10,400 7.00 72,800 Storm Sewers—24" LF 1,200 10.00 12,000 Storm Sewers—30" LF 600 12.50 7,500 Storm Sewers—36" LF 1,500 16.00 24,000 Storm Sewers—42" LF 2,100 20.00 42,000 Storm Sewers—48" LF 3,300 25.00 82,500 Storm Sewers—54" LF 4,200 32.00 134,400 Storm Sewers—60" LF 17,200 36.00 619,200 Storm Sewers—66" LF 11,060 45.00 197,700 Subdrains—6" LF 42,500 2.00 85,000 Subdrains—8" LF 22,500 2.50 56,250 Ditch Paving CY 540 50.00 27,000 Pumping Station LS — — 1,200,000 96 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS TOTAL 97 Quantity Unit Price Amount 168,100 $ 5.00 $ 840,500 — 12.00 — 86,500 5.50 475,750 33,020 50.00 1,651,000 13,700 62.00 849,400 2,626 240.00 630,240 7,986 280.00 2,236,080 8,100 10.00 81,000 175,300 2.00 350,600 94,700 3.00 284.100 137,900 1.40 193,060 9,300 0.75 6,975 324,500 5.50 1,784,750 70,000 6.00 420,000 26,700 3.75 100,125 — 2.00 — 39,000 3.00 117,000 25,100 3.25 81,575 — — 3,250 — — 6,500 — — 488,000 — — 195,000 — — 1,000 — — 20,000 67,000 1.25 83,750 — — 3,900 — — 460,000 — — 89,000 — — 42,000 — — 63,000 — — 12,000 — — 20,000 — — 7,800 $ 17,944,095 Item ROADWAY Clearing & Grubbing Excavation of Unsuitable Material Topsoil Removal 8c Stockpiling Unclassified Excavation Borrow Spreading Top Soil Seeding—Class I Seeding—Class II Sodding DRAINAGE Channel Excavation Concrete—Culvert 8c Headwall Reinforcing Steel— (Culvert 8c Headwall) Inlets—Type 1 Inlets—Type 2 Pipe Culverts—18" Pipe Culverts—24" Pipe Culverts—30" Pipe Culverts—36" Pipe Culverts—42" Pipe Culverts—48" Pipe Culverts—54" Pipe Culverts—60" Pipe Culverts—66" Storm Sewers—18" Storm Sewers—24" Storm Sewers—30" Storm Sewers—36" Storm Sewers—42" Storm Sewers—48" Storm Sewers—54" Storm Sewers—60" Storm Sewers—66" Subdrains—6" Subdrains—8" Ditch Paving ESTIMATE OF CONSTRUCTION COST NORTH ILLINOIS ROUTE Section B 66.1 Miles Unit Quantity Unit Price Amount Acre 87 $ 300.00 $ 26,100 CY 365,600 0.75 274,200 CY 1,063,300 0.65 691,145 CY 8,582,200 0.55 4,720,210 CY 7,906,400 0.60 4,743,840 Acre 1,004 500.00 502,000 Acre 1,123 225.00 252,675 Acre 192 300.00 57,600 SY 149,000 1.00 149,000 CY 64,200 1.00 64,200 CY 6,000 65.00 390,000 Ton 390 240.00 93,600 EA 1,071 200.00 214,200 EA 806 250.00 201,500 LE 11,620 6.00 69,720 LF 3,780 8.00 30,240 LF 1,980 11.00 21,780 LF 5,180 14.00 72,520 LF 2,460 18.00 44,280 LF 2,350 22.00 51,700 LF 1,060 27.00 28,620 LF 870 32.00 27,840 LF 530 38.00 20,140 LF 135,700 7.00 949,900 LF 32,070 10.00 320,700 LF 22,800 12.50 285,000 LF 11,550 16.00 184,800 LF 5,300 20.00 106,000 LF 1,120 25.00 28,000 LF 300 32.00 9,600 LF — 36.00 — LF — 45.00 — LF 151,930 2.00 303,860 LF 5,100 2.50 12,750 CY — 50.00 — 98 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS Adjustments to Existing Farm Tile Systems LS TOTAL 99 Quantity Unit Price Amount 68,500 $ 5.00 $ 342,500 — 12.00 — 176,430 5.50 970.365 52,470 50.00 2,623,500 31,180 62.00 1,933,160 6,189 240.00 1,485,360 18,103 280.00 5,068,840 50,500 10.00 505,000 1,410,600 2.00 2,821,200 763,340 2.75 2,099,185 1,302,000 1.40 1,822,800 246,780 0.75 185,085 2,071,340 5.50 11,392,370 61,580 6.00 369,480 161,400 3.75 605,250 117,760 2.00 235,520 6,160 3.00 18,480 213,160 3.25 692,770 — .— 31,500 — — 63,000 _ _ 660,000 — — 155,000 — — 138,000 673,540 1.25 841,925 — — 38,030 _ _ 936,000 — — 476,000 — — 82,000 _ 545,000 — — 2,200,000 — — 700,000 — — 388,700 — — 50,000 — — 45,000 — — 70,000 — — 50,000 $ 55,588,740 ESTIMATE OF CONSTRUCTION COST NORTH ILLINOIS ROUTE SecKon C 15.4 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 47 $ 300.00 $ 14,100 Excavation of Unsuitable Material ct — 0.75 — Topsoil Removal &: Stockpiling CY 240,600 0.65 156,390 Unclassified Excavation CY 2,469,000 0.55 1,357,950 Borrow CY 3,381,000 0.60 2,028,600 Spreading Top Soil Acre 224 500.00 112,000 Seeding—Class I Acre 117 225.00 26,325 Seeding—Class II Acre 107 300.00 32,100 Sodding SY 34,200 1.00 34,200 DRAINAGE Channel Excavation CY 3,170 1.00 3,170 Concrete—Culvert & Headwall CY 7,350 65.00 477,750 Reinforcing Steel— (Culvert &: Headwall) Ton 500 240.00 120,000 Inlets—Type 1 EA 240 200.00 48,000 Inlets—Type 2 EA 130 250.00 32,500 Pipe Culverts—18" LF — 6.00 — Pipe Culverts—24" LF 750 8.00 6,000 Pipe Culverts—30" LF 640 11.00 7,040 Pipe Culverts—36" LF 360 14.00 5,040 Pipe Culverts—42" LF 170 18.00 3,060 Pipe Culverts—48" LF 390 22.00 8,580 Pipe Culverts—54" LF 950 27.00 25,650 Pipe Culverts—60" LF — 32.00 — Pipe Culverts—66" LF 670 38.00 25,460 Storm Sewers—18" LF 31,650 7.00 221,550 Storm Sewers—24" LF 5,900 10.00 59,000 Storm Sewers—30" LF 1,750 12.50 21,875 Storm Sewers—36" LF — 16.00 — Storm Sewers—42" LF — 20.00 — Storm Sewers—48" LF — 25.00 — Storm Sewers—54" LF — 32.00 — Storm Sewers—60" LF — 36.00 — Storm Sewers—66" LF — 45.00 — Subdrains—6" LF 20,500 2.00 41,000 Subdrains—8" LF — 2.50 — Ditch Paving CY — 50.00 — 100 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material SY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Elexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas IS Service Areas LS MISCELLANEOUS Maintenance of Traffic &: Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS TOTAL 101 Quantity Unit Price Amount 5,870 $ 5.00 1 29,350 — 12.00 — 15,370 5.50 84,535 6,810 50.00 340,500 4,100 62.00 254,200 720 240.00 172,800 1,640 280.00 459,200 8,400 10.00 84,000 325,100 2.00 650,200 176,800 2.75 486,200 291,000 1.40 407,400 49,400 0.75 37,050 439,000 5.50 2,414,500 15,500 6.00 93,000 31,400 3.75 117,750 11,300 2.00 22,600 _ 3.00 78,260 3.25 254,345 — — 7,365 — — 14,730 — — 72,000 — — 2,000 — — 25,000 155,700 1.25 194,625 — — 8,840 _ _ 161,000 — 60,000 — — 42,000 ■ — — 350,000 _ 151,200 — — 7,500 — — 5,000 — — 17,700 $ 11,893,930 Item ROADWAY Clearing &: Grubbing Excavation of Unsuitable Material Topsoil Removal & Stockpiling Unclassified Excavation Borrow Spreading Top Soil Seeding—Class I Seeding—Class II Sodding DRAINAGE Channel Excavation Concrete—Culvert 8c Headwall Reinforcing Steel— (Culvert 8c Headwall) Inlets—Type 1 Inlets—Type 2 Pipe Culverts—18" Pipe Culverts—24" Pipe Culverts—30" Pipe Culverts—36" Pipe Culverts—42" Pipe Culverts—48" Pipe Culverts—54" Pipe Culverts—60" Pipe Culverts—66" Storm Sewers—18" Storm Sewers—24" Storm Sewers—30" Storm Sewers—36" Storm Sewers—42" Storm Sewers—48" Storm Sewers—54" Storm Sewers—60" Storm Sewers—66" Subdrains—6" Subdrains—8" Ditch Paving Pumping Station ESTIMATE OF CONSTRUCTION COST NORTH ILLINOIS ROUTE 88.4 Miles Unit Quantity Amount Acre 164 $ 49,200 CY 365,600 274,200 CY 1,394,900 920,335 CY 14,194,700 9,221,660 CY 11,287,400 6,772,440 Acre 1,312 656,000 Acre 1,280 288,000 Acre 343 102,900 SY 196,300 196,300 CY 158,370 158,370 CY 13,400 871,000 Ton 892 214,080 EA 1,396 279,200 EA 1,098 274,500 LF 12,880 77,280 LF 4,730 37,840 LF 2,620 28,820 LF 5,540 77,560 LF 2,630 47,340 LF 2,740 60,280 LF 2,010 54,270 LF 1,570 50,240 LF 1,200 45,600 LF 177,750 1,244,250 LF 39,170 391,700 LF 25,150 314,375 LF 13,050 208,800 LF 7,400 148,000 LF 4,420 110,500 LF 4,500 144,000 LF 17,200 619,200 LF 11,060 497,700 LF 214,930 429,860 LF 27,600 69,000 CY 540 27,000 LS — 1,200,000 102 Item STRUCTURES Excavation (Earth) Excavation (Rock) Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Flexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDINGS AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas MISCELLANEOUS Maintenance of Traffic & Detours Foundation Borings Test Piles Field Offices and Laboratories Adjustments to Existing Farm Tile Systems TOTAL 103 Unit Quantity Amount CY 242,470 $ 1,212,350 CY — — LF 278,300 1,530,650 CY 92,300 4,615,000 CY 48,980 3,036,760 Ton 9,535 2,288,400 Ton 27,729 7,764,120 LF 67,000 670,000 CY 1,911,000 3,822,000 CY 1,034,840 2,869,485 SY 1,730,900 2,423,260 SY 305,480 229,110 SY 2,834,840 15,591,620 SY 147,080 882,480 SY 219,500 823,125 SY 129,060 258,120 LF 45,160 135,480 LF 316,520 1,028,690 LS — 42,115 LS — 84,230 LS — 488,000 LS — 927,000 LS — 158,000 LS — 183,000 LF 896,240 1,120,300 LS — 50,770 LS 1,557,000 LS — 625,000 LS — 166,000 LS _ 545,000 LS — 2,550,000 LS — 700,000 LS 602,900 LS — 69,500 LS — 70,000 LS — 95,500 LS — 50,000 $ 85,426,765 ESTIMATE OF CONSTRUCTION COST EAST-WEST ROUTE Section A 24.7 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 50 $ 300.00 $ 15,000 Excavation of Unsuitable Material CY 67,300 0.75 50,475 Topsoil Removal & Stockpiling CY 545,600 0.65 354,640 Unclassified Excavation CY 4,844,800 0.55 2,664,640 Borrow CY 2,608,000 0.70 1,825,600 Spreading Top Soil Acre 510 500.00 255,000 Seeding—Class I Acre 360 225.00 81,000 Seeding—Class II Acre 170 300.00 51,000 Sodding SY 63,050 1.00 63,050 DRAINAGE Channel Excavation CY 29,850 1.00 29,850 Concrete—Culvert & Headwall CY 1,920 65.00 124,800 Reinforcing Steel— (Culvert 8c Headwall) Ton 170 240.00 40,800 Inlets—Type 1 EA 370 200.00 74,000 Inlets—Type 2 EA 360 250.00 90,000 Pipe Culverts—18" LF 12,360 6.00 74,160 Pipe Culverts—24" LF 3,360 8.00 26,880 Pipe Culverts—30" LF 3,180 11.00 34,980 Pipe Culverts—36" LF 1,940 14.00 27,160 Pipe Culverts—42" LF 1,920 18.00 34,560 Pipe Culverts—48" LF 470 22.00 10,340 Pipe Culverts—54" LF 130 27.00 3,510 Pipe Culverts—60" LF — 32.00 — Pipe Culverts—66" LF 300 38.00 11,400 Storm Sewers—18" LF 54,150 7.00 379,050 Storm Sewers—24" LF 13,370 10.00 133,700 Storm Sewers—30" LF 9,020 12.50 112,750 Storm Sew'ers—36" LF 8,630 16.00 138,080 Storm Sewers—42" LF 430 20.00 8,600 Storm Sewers—48" LF 1,480 25.00 37,000 Storm Sewers—54" LF — 32.00 _ Storm Sewers—60" LF — 36.00 _ Storm Sewers—66" LF 310 45.00 13,950 Subdrains—6" LF 38,070 2.00 76,140 Subdrains—8" LF 13,610 2.50 34,025 Ditch Paving CY 150 50.00 7,500 104 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS Adjustments to Existing Farm Tile Systems LS TOTAL 105 Quantity Unit Price Amount 24,610 $ 5.00 $ 123,050 470 12.00 5,640 95,110 5.50 523,105 22,600 50.00 1,130,000 23,350 62.00 1,447,700 3,650 240.00 876,000 6,090 280.00 1,705,200 24,540 10.00 245,400 627,080 2.00 1,254,160 319,500 2.75 878,625 569,950 1.40 797,930 81,480 0.75 61,110 908,490 5.50 4,996,695 12,140 6.00 72,840 75.780 3.75 284,175 22,260 2.00 44,520 10,380 3.00 31,140 114,540 3.25 372,255 — — 12,000 — — 24,000 — — 475,000 — — 62,000 — — 50,000 296,360 1.25 370,450 — — 12,500 — _ 1,339,000 — — 325,000 — — 42,000 — — 175,000 — — 350,000 — _ 55,000 — — 27,000 — — 22,000 — — 30,000 — — 20,000 $ 25,124,135 ESTIMATE OF CONSTRUCTION COST EAST-WEST ROUTE Section B 113.5 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 93 $ 300.00 $ 27,900 Excavation of Unsuitable Material CY 110,160 0.75 82,620 Topsoil Removal & Stockpiling CY 1,655,000 0.65 1,075,750 Unclassified Excavation CY 13,656,400 0.55 7,511,020 Borrow CY 12,613,200 0.70 8,829,240 Spreading Topsoil Acre 1,620 500.00 810,000 Seeding—Class I Acre 1,780 225.00 400,500 Seeding—Class II Acre 455 300.00 136,500 Sodding SY 270,890 1.00 270,890 DRAINAGE Channel Excavation CY 342,710 1.00 342,710 Concrete—Culvert 8c Headwall CY 17,290 65.00 1,123,850 Reinforcing Steel (Culvert 8c Headwall) Ton 1,290 240.00 309,600 Inlets—Type 1 EA 1,900 200.00 380,000 Inlets—Type 2 EA 1,340 250.00 335,000 Pipe Culverts—18" LE 47,880 6.00 287,280 Pipe Culverts—24" LE 12,690 8.00 101,520 Pipe Culverts—30" LF 6,660 11.00 73,260 Pipe Culverts—36" LE 6,290 14.00 88,060 Pipe Culverts—42" LF 2,880 18.00 51,840 Pipe Culverts—48" LF 5,230 22.00 115,060 Pipe Culverts—54" LF 9,810 27.00 264,870 Pipe Culverts—60" LF 3,040 32.00 97,280 Pipe Culverts—66" LF 8,570 38.00 325,660 Storm Sewers—18" LF 248,810 7.00 1,741,670 Storm Sewers—24" LF 47,440 10.00 474,400 Storm Sewers—30" LF 27,190 12.50 339,875 Storm Sewers—36" LF 10,050 16.00 160,800 Storm Sewers—42" LF 4,420 20.00 88,400 Storm Sewers—48" LF 730 25.00 18,250 Storm Sewers—54" LF 2,260 32.00 72,320 Storm Sewers—60" LF — 36.00 — Storm Sewers—66" LF — 45.00 — Subdrains—6" LF 209,510 2.00 419,020 Subdrains—8" LF 29,860 2.50 74,650 Ditch Paving CY 2,550 50.00 127,500 lOf) Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Landscaping LS Communication System LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant 8c Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic 8c Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS Adjustments to Existing Farm Tile Systems LS TOTAL 107 Quantity Unit Price Amount 65,560 $ 5.00 $ 327,800 — 12.00 — 299,520 5.50 1,647,360 52,590 50.00 2,629,500 37,860 62.00 2,347,320 5,680 240.00 1,363,200 15,000 280.00 4,200,000 64,960 10.00 649,600 2,484,910 2.00 4,969,820 1,367,300 2.75 3,760,075 2,089,750 1.40 2,925,650 295,600 0.75 221,700 3,395,510 5.50 18,675,305 75,130 6.00 450,780 58,560 3.75 219,600 288,460 2.00 576,920 27,980 3.00 83,940 430,620 3.25 1,399,515 — — 56,000 — — 109,000 _ 504,000 — — 200,000 — — 240,000 1,243,120 1.25 1,553,900 — — 57,500 _ _ 847,000 — — 573,000 — — 86,000 _ _ 750,000 — — 3,300,000 — — 1,400,000 _ _ 270,000 — — 123,000 — — 98,000 — — 130,000 — — 80,000 $ 83,382,780 ESTIMATE OF CONSTRUCTION COST EAST-WEST ROUTE Section C 14.6 Miles Item Unit Quantity Unit Price Amount ROADWAY Clearing & Grubbing Acre 69 $ 300.00 $ 20,700 Excavation of Unsuitable Material CY 62,500 0.75 46,875 Topsoil Removal & Stockpiling CY 194,500 0.65 126,425 Unclassified Excavation CY 536,180 0.55 294,899 Borrow CY 3,474,000 0.80 2,779,200 Spreading Top Soil Acre 181 500.00 90,500 Seeding—Class I Acre 254 225.00 57,150 Seeding—Class II Acre 142 300.00 42,600 Sodding SY 32,620 1.00 32,620 DRAINAGE Channel Excavation CY 16,000 1.00 16,000 Concrete—Culvert & Headwall CY 1,600 65.00 104,000 Reinforcing Steel— (Culvert & Headwall) Ton 110 240.00 26,400 Inlets—Type 1 EA 245 200.00 49,000 Inlets—Type 2 EA 19 250.00 4,750 Pipe Culverts—18" LE — 6.00 — Pipe Culverts—24" LE 930 8.00 7,440 Pipe Culverts—30" LE 510 11.00 5,610 Pipe Culverts—36" LE 440 14.00 6,160 Pipe Culverts—42" LE 180 18.00 3,240 Pipe Culverts—48" LE 760 22.00 16,720 Pipe Culverts—54" LE 150 27.00 4,050 Pipe Culverts—60" LE 1,980 32.00 63,360 Pipe Culverts—66" LE 700 38.00 26,600 Storm Sewers—18" LE 21,780 7.00 152,460 Storm Sewers—24" LE 300 10.00 3,000 Storm Sewers—30" LE — 12.50 — Storm Sewers—36" LE — 16.00 — Storm Sewers—42" LE — 20.00 — Storm Sewers—48" LE — 25.00 — Storm Sewers—54" LE — 32.00 — Storm Sewers—60" LE — 36.00 — Storm Sewers—66" LE — 45.00 — Subdrains—6" LE 2,550 2.00 5,100 Subdrains—8" LE — 2.50 — Ditch Paving CY — 50.00 — 108 Item Unit STRUCTURES Excavation (Earth) CY Excavation (Rock) CY Riprap SY Piles LF Concrete, Substructure CY Concrete, Superstructure CY Reinforcing Steel Ton Structural Steel Ton Handrail LF PAVEMENT Selected Subgrade Material CY Granular Sub-base CY Penetration Macadam Shoulders—3" SY Stabilized Shoulders SY Toll Road Pavement SY Side Road Pavement—Concrete SY Side Road Pavement—Flexible SY Side Road Pavement—Gravel SY ROADWAY APPURTENANCES Curb LF Guard Rail LF Delineators and Striping LS Signs and Markers LS Roadway Lighting LS Interchange Lighting LS Communication System LS Landscaping LS Right of Way Fence LF Snow Fence LS TOLL COLLECTION FACILITIES Toll Booths LS Toll Collection Equipment LS Toll Plaza Lighting LS BUILDINGS AND EQUIPMENT Maintenance Areas LS Restaurant and Service Areas LS Service Areas LS MISCELLANEOUS Maintenance of Traffic & Detours LS Foundation Borings LS Test Piles LS Field Offices and Laboratories LS TOTAL 109 Quantity Unit Price Amount 8,400 $ 5.00 $ 42,000 800 12.00 9,600 2,500 10.00 25,000 48,680 5.50 267,740 12,920 50.00 646,000 5,750 62.00 356,500 1,040 240.00 249,600 2,520 280.00 705,600 9,480 10.00 94,800 291,400 2.00 582,800 157,800 2.75 433,950 265,000 1.40 371,000 25,800 0.75 19,350 480,000 5.50 2,640,000 7,400 6.00 44,400 — 3.75 — 139,200 2.00 278,400 250 3.00 750 35,000 3.25 113,750 — — 7,300 — — 14,600 — — — — — 144,000 — — 1,000 — — 10,000 147,000 1.25 183,750 — — 8,760 — — — — — — — — — — — — — — — — — — _ . 31,000 — — 10,000 — — 5,000 — — 17,520 $ 11,299,029 ESTIMATE OF CONSTRUCTION COST EAST-WEST ROUTE 152.8 Miles Item Unit Quantity Amount ROADWAY Clearing &: Grubbing Acre 212 $ 63,600 Excavation of Unsuitable Material CY 239,960 179,970 Topsoil Removal 8c Stockpiling CY 2,395,100 1,556,815 Unclassified Excavation CY 19,037,380 10,470,559 Borrow CY 18,695,200 13,434,040 Spreading Top Soil Acre 2,311 1,155,500 Seeding—Class I Acre 2,394 538,650 Seeding—Class II Acre 767 230,100 Sodding SY 366,560 366,560 DRAINAGE Channel Excavation CY 388,560 388,560 Concrete—Culvert 8c Headwall CY 20,810 1,352,650 Reinforcing Steel (Culvert 8c Headwall) Ton 1,570 376,800 Inlets—Type 1 EA 2,515 503,000 Inlets—Type 2 EA 1,719 429,750 Pipe Culverts—18" LF 60,240 361,440 Pipe Culverts—24" LF 16,980 135,840 Pipe Culverts—30" LF 10,350 113,850 Pipe Culverts—36" LF 8,670 121,380 Pipe Culverts—42" LF 4,980 89,640 Pipe Culverts—48" LF 6,460 142,120 Pipe Culverts—54" LF 10,090 272,430 Pipe Culverts—60" LF 5,020 160,640 Pipe Culverts—66" LF 9,570 363.660 Storm Sewers—18" LF 524,740 2,273,180 Storm Sewers—24" LF 61,110 611,100 Storm Sewers—30" LF 36,210 452,625 Storm Sewers—36" LF 18,680 298,880 Storm Sewers—42" LF 4,850 97,000 Storm Sewers—48" LF 2,210 55,250 Storm Sewers—54" LF 2,260 72,320 Storm Sewers—60" LF — - Storm Sewers—66" LF 310 13,950 Subdrains—6" LF 250,130 500,260 Subdrains—8" LF 43,470 108,675 Ditch Paving CY 2,700 135,000 110 Item STRUCTURES Excavation (Earth) Excavation (Rock) Riprap Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Elexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDINGS AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas MISCELLANEOUS Maintenance of Traffic & Detours Foundation Borings Test Piles Field Offices and Laboratories Adjustments to Existing Farm Tile Systems TOTAL 111 Unit Quantity Amount CY 98,570 $ 492,850 CY 1,270 15,240 SY 2,500 25,000 LF 443,310 2,438,205 CY 88,110 4,405,500 CY 66,960 4,151,520 Ton 10,370 2,488,800 Ton 23,610 6,610,800 LF 98,980 989,800 CY 3,403,390 6,806,780 CY 1,844,600 5,072,650 SY 2,924,700 4,094,580 SY 402,880 302,160 SY 4,784,000 26,312,000 SY 94,670 568,020 SY 134,340 503,775 SY 449,920 899,840 LF 38,610 115,830 LF 580,160 1,885,520 LS — 75,300 LS — 147,600 LS — — LS — 1,123,000 LS — 303,000 LS — 260,000 LF 1,686,480 2,108,100 LS — 78,760 LS _ 2,186,000 LS — 898,000 LS — 128,000 LS _ 925,000 LS — 3,300,000 LS — 1,750,000 LS _ 356,000 LS — 160,000 LS — 125,000 LS — 177,520 LS — 100,000 $119,805,944 Item ESTIMATE OF CONSTRUCTION COST NORTHERN ILLINOIS TOLL HIGHWAY Initial Stage 193.3 Miles Unit Quantity Amount ROADWAY Clearing and Grubbing Acre 535 160,500 Excavation of Unsuitable Material CY 983,400 875,175 Topsoil Removal and Stockpiling CY 3,454,200 2,450,805 Unclassified Excavation CY 27,811,500 17,588,100 Borrow CY 33,672,900 27,612,430 Spreading Topsoil Acre 3,236 1,618,000 Seeding—Class I Acre 2,567 577,575 Seeding—Class II Acre 1,022 306,600 Sodding SY 426,850 426,850 DRAINAGE Channel Excavation CY 1,117,120 1,294,845 Concrete—Culvert and Headwall CY 26,670 1,733,550 Reinforcing Steel (Culvert and Headwall) Ton 1,979 474,960 Inlets—Type 1 EA 2,987 597,400 Inlets—Type 2 EA 2,351 587,750 Pipe Culverts—18" LF 96,270 577,620 Pipe Culverts—24" LF 16,590 132,720 Pipe Culverts—30" LF 13,300 146,630 Pipe Culverts—36" LF 11,960 167,440 Pipe Culverts—42" LF 8,790 158,220 Pipe Culverts—48" LF 7,150 157,300 Pipe Culverts—54" LF 4,530 122,310 Pipe Culverts—60" LF 4,070 130,240 Pipe Culverts—66" LF 3,150 119,700 Storm Sewers—18" LF 350,280 2,451,960 Storm Sewers—24" LF 82,770 827,700 Storm Sewers—30" LF 56,140 701,750 Storm Sewers—36’ LF 33,340 533,440 Storm Sewers—42" LF 13,780 275,600 Storm Sewers—48" LF 10,280 257,000 Storm Sewers—54" LF 7,250 240,250 Storm Sewers—60" LF 24,120 868,320 Storm Sewers—66" LF 12,270 552,150 Subdrains—6" LF 395,460 790,920 Subdrains—8" LF 43,210 108,025 Ditch Paving CY 1,550 77,500 Pump Station LS — 1,200,000 112 Item STRUCTURES Excavation (Earth) Excavation (Rock) Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Flexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDINGS AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas Administration Building MISCELLANEOUS Maintenance of Traffic 8c Detours Foundation Borings Test Piles Field Offices & Laboratories Adjustments to Existing Farm Tile Systems TOTAL 113 Unit Quantity Amount CY 448,005 2,240,025 CY 42,190 506,280 LF 1,440,900 7,924,950 CY 292,990 14,649,500 CY 157,590 9,770,580 Ton 31,409 7,538,160 Ton 93,630 26,216,400 LF 205,520 2,055,200 CY 4,498,180 8,996,360 CY 2,434,540 6,988,710 SY 3,959,450 5,543,230 SY 680,560 510,420 SY 6,838,330 37,610,815 SY 345,440 2,072,640 SY 440,480 1,651,800 SY 256,820 513,640 LF 69,440 208,320 LF 828,040 2,691,130 LS — 95,695 LS — 191,380 LS — 488,000 LS — 3,732,000 LS — 438,000 LS — 633,000 LF 2,058,800 2,573,500 LS — 107,520 LS _ 5,801,000 LS — 1,763,000 LS — 506,000 LS _ 1,255,000 LS — 2,550,000 LS — 2,250,000 LS — 1,650,000 LS 1,261,700 LS — 185,500 LS — 157,000 LS — 225,600 LS — 220,000 230,673,390 ESTIMATE OF CONSTRUCTION COST NORTHERN ILLINOIS TOLL HIGHWAY Second Stage 128.1 Miles Item Unit Quantity Amount ROADWAY Clearing and Grubbing Acre 162 $ 48,600 Excavation of Unsuitable Material CY 172,660 129,495 Topsoil Removal and Stockpiling CY 1,849,500 1,202,175 Unclassified Excavation CY 14,192,580 7,805,919 Borrow CY 16,087,200 11,608,440 Spreading Topsoil Acre 1,801 900,500 Seeding—Class I Acre 2,034 457,650 Seeding—Class II Acre 597 179,100 Sodding SY 303,510 303,510 DRAINAGE Channel Excavation CY 358,710 358,710 Concrete—Culvert and Headwall CY 18,890 1,227,850 Reinforcing Steel (Culvert and Headwall) Ton 1,400 336,000 Inlets—Type 1 EA 2,145 429,000 Inlets—Type 2 EA 1,359 339,750 Pipe Culverts—18" LF 47,880 287,280 Pipe Culverts—24" LF 13,620 108,960 Pipe Culverts—30" LF 7,170 78,870 Pipe Culverts—36" LF 6,730 94,220 Pipe Culverts—42" LF 3,060 55,080 Pipe Culverts—48" LF 5,990 131,780 Pipe Culverts—54" LF 9,960 268,920 Pipe Culverts—60" LF 5,020 160,640 Pipe Culverts—66" LF 9,270 352,260 Storm Sewers—18" LF 270,590 1,894,130 Storm Sewers—24" LF 47,740 477,400 Storm Sewers—30" LF 27.190 339.875 Storm Sewers—36" LF 10,050 160,800 Storm Sewers—42" LF 4,420 88,400 Storm Sewers—48" LF 730 18,250 Storm Sewers—54" LF 2,260 72,320 Storm Sewers—60" LF — — Storm Sewers—66" LF — — Subdrains—6" LF 212,060 424,120 Subdrains—8" LF 29,860 74,650 Ditch Paving CY 2,550 127,500 Item STRUCTURES Excavation (Earth) Excavation (Rock) Riprap Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Flexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDINGS AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas MISCELLANEOUS Maintenance of Traffic and Detours Foundation Borings Test Piles Field Offices and Laboratories Adjustments to Existing Farm Tile Systems TOTAL 115 Unit Quantity Amount CY 73,960 $ 369,800 CY 800 9,600 SY 2,500 25,000 LF 348,200 1,915,100 CY 65,510 3,275,500 CY 43,610 2,703,820 Ton 6,720 1,612,800 Ton 17,520 4,905,600 LF 74,440 744,400 CY 2,776,310 5,552,620 CY 1,525,100 4,194,025 SY 2,354,750 3,296,650 SY 321,400 241,050 SY 3,875,510 21,315,305 SY 82,530 495,180 SY 58,560 219,600 SY 427,660 855,320 LF 28,230 84,690 LF 465,620 1,513,265 LS — 63,300 LS — 123,600 LS — — LS — 648,000 LS — 241,000 LS •— 210,000 LF 1,390,120 1,737,650 LS — 66,260 LS _ 847,000 LS •—■ 573,000 LS — 86,000 LS _ 750,000 LS — 3,300,000 LS — 1,400,000 LS _ 301,000 LS — 133,000 LS — 103,000 LS — 147,520 LS — 80,000 94,681,809 ESTIMATE OF CONSTRUCTION COST NORTHERN ILLINOIS TOLL HIGHWAY 321.4 Miles Item Unit Quantity Amount ROADWAY Clearing and Grubbing Acre 697 $ 209,100 Excavation of Unsuitable Material CY 1,156,060 1,004,670 Topsoil Removal and Stockpiling CY 5,303,700 3,652,980 Unclassified Excavation CY 42,004,080 25,394.019 Borrow CY 49,760,100 39,220,870 Spreading Topsoil Acre 5,037 2,518,500 Seeding -Class I Acre 4,601 1,035,225 Seeding—Class II Acre 1,619 485,700 Sodding SY 730,360 730,360 DRAINAGE Channel Excavation CY 1,475.830 1,653,555 Concrete—Culvert and Headwall CY 45,560 2,961,400 Reinforcing Steel (Culvert and Headwall) Ton 3,379 810,960 Inlets—Type 1 EA 5,132 1,026,400 Inlets—Type 2 EA 3,710 927,500 Pipe Culverts—18" LE 144,150 864,900 Pipe Culverts—24" LF 30,210 241.680 Pipe Culverts—30" LF 20,500 225,500 Pipe Culverts—36" LF 18,690 261,660 Pipe Culverts—42" LF 11,850 213,300 Pipe Culverts—48" LF 13,140 289,080 Pipe Culverts—54" LF 14,490 391,230 Pipe Culverts—60" LF 9,090 290,880 Pipe Culverts—66" LF 12,420 471,960 Storm Sewers—18" LF 620,870 4,346,090 Storm Sewers—24" LF 130,510 1,305,100 Storm Sewers—30" LF 83,330 1,041,625 Storm Sewers—36" LF 43,390 694,240 Storm Sewers—42" LF 18,200 364,000 Storm Sewers—48" LF 11,010 275,250 Storm Sewers—54" LF 9,510 312,570 Storm Sewers—60" LF 24,120 868,320 Storm Sewers—66" LF 12,270 552,150 Subdrains—6" LF 607,520 1,215,040 Subdrains—8" LF 73,070 182,675 Ditch Paving CY 4,100 205,000 Pumping Station LS — 1,200,000 116 Item STRUCTURES Excavation (Earth) Excavation (Rock) Riprap Piles Concrete, Substructure Concrete, Superstructure Reinforcing Steel Structural Steel Handrail PAVEMENT Selected Subgrade Material Granular Sub-base Penetration Macadam Shoulders—3" Stabilized Shoulders Toll Road Pavement Side Road Pavement—Concrete Side Road Pavement—Flexible Side Road Pavement—Gravel ROADWAY APPURTENANCES Curb Guard Rail Delineators and Striping Signs and Markers Roadway Lighting Interchange Lighting Communication System Landscaping Right of Way Fence Snow Fence TOLL COLLECTION FACILITIES Toll Booths Toll Collection Equipment Toll Plaza Lighting BUILDING AND EQUIPMENT Maintenance Areas Restaurant and Service Areas Service Areas Administration Building MISCELLANEOUS Maintenance of Traffic and Detours Foundation Borings Test Piles Field Offices and Laboratories Adjustments to Existing Farm Tile Systems TOTAL 117 Unit Quantity Amount CY 521,965 1 2,609,825 CY 42,990 515,880 SY 2,500 25,000 LF 1,789,100 9,840,050 CY 358,500 17,925,000 CY 201,200 12,474,400 Ton 38,129 9,150,960 Ton 111,150 31,122,000 LF 279,960 2,799,600 CY 7,274,490 14,548,980 CY 3,959,640 11,182,735 SY 6,314,200 8,839,880 SY 1,001,960 751,470 SY 10,713,840 58,926,120 SY 427,970 2,567,820 SY 499,040 1,871,400 SY 684,480 1,368,960 LF 97,670 293,010 LF 1,293,660 4,204,395 LS — 158,995 LS — 314,980 LS — 488,000 LS — 4,380,000 LS — 679,000 LS — 843,000 LF 3,448,920 4,311,150 LS — 173,780 LS _ 6,648,000 LS — 2,336,000 LS — 592,000 LS _ 2,005,000 LS -- 5,850,000 LS — 3,650,000 LS — 1,650,000 LS -- 1,562,700 LS — 318,500 LS — 260,000 LS — 373,120 LS — 300,000 325,355,199 SUMMARY OF CONSTRUCTION COST TRI-STATE ROUTE 80.2 Miles ITEM SECTION A 27.5 Miles SECTION B 14.0 Miles SECTION C 38.7 Miles TOTAL 80.2 Miles Roadway $ 11,044,845 $ 5,664,130 $ 11,065,620 $ 27,774,595 Drainage 2,286,300 1,222,795 2,572,205 6,081,300 Structures 17,972,335 13,727,300 12,028,085 43,727,720 Pavement 8,308,105 6,794,495 13,495,760 28,598,360 Roadway Appurtenances 1,489,620 1,577,025 2,464,970 5,531,615 Toll Collection Facilities 1,275,000 1,718,000 1,023,000 4,016,000 Maintenance Areas 175,000 — 360,000 535,000 Service Areas and Restaurants 400,000 200,000 600,000 1,200,000 Miscellaneous 484,500 184,200 339,200 1,007,900 Totals $ 43,435,705 $ 31,087,945 $ 43,948,840 $118,472,490 NORTH ILLINOIS ROUTE 88.4 Miles ITEM SECTION A 6.9 Miles SECTION B 66.1 Miles SECTION C 15.4 Miles TOTAL 88.4 Miles Roadway $ 3,302,600 $ 11,416,770 $ 3,761,665 $ 18,481,035 Drainage 3,044,140 3,530,950 1,105,675 7,680,765 Structures 6,763,970 12,928,725 1,424,585 21,117,280 Pavement 3,139,610 19,530,890 4,228,700 26,899,200 Roadway Appurtenances 999,975 2,638,705 578,905 4,217,585 Toll Collection Facilities 591,000 1,494,000 263,000 2,348,000 Maintenance Areas — 545,000 — 545,000 Service Areas and Restaurants — 2,900,000 350,000 3,250,000 Miscellaneous 102,800 603,700 181,400 887,900 Totals $ 17,944,095 $ 55,588,740 $ 11,893,930 $ 85,426,765 118 SUMMARY OF CONSTRUCTION COST EAST-WEST ROUTE 152.8 Miles ITEM SECTION A 24.7 Miles SECTION B 113.5 Miles SECTION C 14.6 Miles TOTAL 152.8 Miles Roadway 1 5,360.405 $ 19,144,420 $ 3,490,969 $ 27,995,794 Drainage 1,523,235 7,412,875 493,890 9,430,000 Structures 6,056,095 13.164,780 2,396,840 21,617,715 Pavement 8,390,055 31.799,850 4,369,900 44,559,805 Roadway Appurtenances 1,409,345 4,203,855 483,910 6,097,110 Toll Collection Facilities 1,706,000 1,506,000 — 3,212,000 Maintenance Areas 175,000 750,000 — 925,000 Service Areas and Restaurants 350,000 4,700,000 — 5,050,000 Miscellaneous 154,000 701,000 63,520 918,520 Total $ 25,124,135 $ 83,382,780 $ 11,299,029 1119,805.944 NORTHERN ILLINOIS TOLL HIGHWAY 321.4 Miles ITEM INITIAL STAGE 193.3 Miles SECOND STAGE 128.1 Miles TOTAL 321.4 Miles Roadway $ 51,616,035 $ 22,635,389 $ 74,251,424 Drainage 15,285,300 7,906,765 23,192,065 Structures 70,901,095 15,561,620 86,462,715 Pavement 63,887,615 36,169,750 100,057,365 Roadway Appurtenances 11,158,545 4,687,765 15,846,310 Toll Collection Facilities 8,070,000 1,506,000 9,576,000 Maintenance Areas 1,255,000 750,000 2,005,000 Service Areas and Restaurants 4,800,000 4,700,000 9,500,000 Administration Building 1,650,000 — 1,650,000 Miscellaneous 2,049,800 764.520 2,814,320 Total $230,673,390 $ 94,681,809 $325,355,199 119 Rights hi sTIMATFS of cost of the rights of way required for the project tcere made by an association of specialists re¬ tained by the roll Higlrway Commission. This association is composed of Hugh C. Michels, Ronald J. Chinnock and Morgan L. Fitch. Their report was sid:)mitted directly to the Commission. The bgnres used in the project estimates tvere taken from that report. These estimates included allotvances for property damage. The allowances in the progress schedules for length of time required for acquisi¬ tion were determined in consultation with the right-of- ■way specialists. There is considerable variation in both the cost and length of time required to acquire land throughout the area covered by the toll hightvay. Some routes, particular¬ ly the Tri-State Route, lie partly in rather tvell populated districts, flo^vever, the greater portion of the toll high¬ of Way way is in rural sections where costs of land acquisi¬ tion and property damage are relatively low. The indi¬ vidual appraisals of each parcel traversed lead naturally to estimates which take these variations fully into account. They also furnish a firm basis for determining realistic al¬ lowances for the time required for acquisition in setting up project progress schedules. Estimates of cost were based on a right-of-way width of 250 feet in urban areas and 300 feet in rural districts. In a few cases in urban sections where property damage can be reduced materially without sacrifice of design standards slight reductions in right-of-way widths will be made. The estimates include the cost of all property required for inter¬ changes, toll plazas, service stations, restaurant facilities and maintenance areas. 120 Adjustments All public utility facilities located within the right-of- way will be so relocated or adjusted that their maintenance will not interfere with the operation of the toll highway. A thorough survey, including field reconnaissance as well as a study of all available maps and data, was made and each facility affected was listed, A tabulation of these follows: Power Lines . 527 Telephone and Telegraph Lines. 452 Gas Lines. 182 Oil Lines. 8 Water and Sewer Lines. ... 301 Total . 1470 Power, telephone and telegraph lines generally will be carried across the toll highway overhead. Where voltage is low and interference does not result they will be carried in conduit on grade separation structures. Where excessive height of poles would occur because of height of fill relo¬ cation will be made to points of crossing which permit sat¬ isfactory pole height. Sewers of smaller size and water, gas and oil lines will be carried under the toll highway in pipe of long-life ma¬ 121 to Utilities terial. They w’ill be protected by sleeves or galleries the full width of toll highway right-of-way. Such required appurtenances as drips, blow-offs and valves will be in¬ stalled outside the right-of-way boundaries. Storm and sanitary sewers of large size which will pass under the toll highway will be rebuilt in extra long-life construction where necessary. In some cases economy may be effected without loss of utility by relocation to a new crossing or to an alignment requiring no crossing. Except in some cases where the work can be done by con¬ struction contract, adjustments will be made by the owners of the facilities. The Toll Highway Commission is re¬ quired to reimburse the owners for the cost of this work. All construction of this type within the limits of the toll highway rights of way will be subject to the approval of the Toll Highway Commission’s engineers. The clearances and requirements for utility adjustments have been determined in all cases through conferences with engineers of the affected utility companies. Full cog¬ nizance has been taken of the standard requirements of these companies in preparing the cost estimates of utility adjustments. Project In addition to the cost of construction the project cost includes the items of preliminary expense, costs of rights of way, utility adjustments and engineering, legal and ad¬ ministrative expenses, the cost of initial maintenance and operating equipment and supplies and contingencies. Preliminary expenses are those normally incurred in the development of a revenue bond project. In addition to the administrative expenses of the Toll Highway Commis¬ sion during this period, they include the costs of feasibility and civil engineering reports, trafhc and revenue reports, aerial surveys, borings and soils analyses, and legal opinions. The costs of rights of way are explained fully in the sec¬ tion entitled “Rights of Way”. The manner of estimating utility adjustments is de¬ scribed in the section so titled. Engineering includes all expenses in connection with the complete engineering organization required by the com¬ mission in the performance of its duties as well as the cost of the detailed engineering services necessary for the indi¬ vidual projects, and those required and provided for in the resolution authorizing the revenue bonds. Detailed engineering services consist of surveys, sub¬ surface investigations, design and supervision of construc¬ 122 Costs tion. Surveys include field and aerial surveys necessary to establish topography, centerline, cross-sections, monuments, co-ordination of line and stake-out work required for con¬ struction purposes. Subsurface investigations comprise the taking of auger and core borings needed to determine soil conditions for borrotv, excavation and embankment and structural foundations. Laboratory analysis of sam¬ ples so obtained is a part of this work. The design work covers the preparation of the detailed contract plans, speci¬ fications and contract documents, supervision of design, awarding of contracts and the checking of shop and con¬ struction drawings. Engineering supervision of construc¬ tion includes the checking of materials and workmanship and the processing and approving of payments. Legal and administrative expenses consist of the salaries and expenses of commission members, executive officers, accounting and clerical staffs, office costs and miscellaneous items, and related legal expenses during the design and construction period. Initial maintenance and operating equipment and sup¬ plies covers the cost of office e(|uipment and maintenance machinery, such as tractors, trucks and automobiles re- (juired to be in operation on the opening of the facility. PROJECT Also included are uniforms and all necessary equipment for the toll collectors. An allowance for contingencies must be made to provide for unforeseen conditions which may arise during con¬ struction both with respect to required changes in design and to unit costs. In the first category those resulting from more detailed subsurface information are of particular note. Changes in the national and local economic status are of first import with regard to changes in unit costs. An allowance of 10% of the cost of construction, rights of way, utility adjustments, engineering and legal and administra¬ tive costs is considered proper for the estimates prepared for this project. The estimates of project costs have been subdivided into the following sections: I. Tri-State Route (A) From Calumet Expressway to junction with U.S. Route 34. (B) From U.S. Route 34 to junction with North Illi¬ nois Route. (C) From North Illinois Route to connection with 123 COSTS U.S. Route 41 near the Wisconsin State Line in¬ cluding the spur to Edens Expressway near the Lake-Cook County Line. 11. North Illinois Route (A) Erom Cicero Avenue, Chicago to its junction with Tri-State Route. (B) Erom junction with Tri-State Route to U.‘S. Route 20 and Harrison Avenue east of Rockford. (C) Wisconsin connection from junction with U.S. Route 20 east of Rockford to Manchester Road near the Wisconsin Line. III. East-West Route (A) Erom Tri-State Route to connection to U.S. Route 30 west of Aurora. (Initial Stage) (B) Erom connection with U.S. Route 30 west of Aurora to junction with State Routes 2 and 92 northeast of Moline. (Second Stage) (C) Erom junction with State Routes 2 and 92 northeast of Moline to junction with U.S. Route 67 south of Rock Island. (Second Stage) Separate project costs are given for each stage of con¬ struction as well as for the entire project. ITEM Preliminary Expense Rights of Way Utility Adjustments Construction Engineering Legal and Administrative Expenses Initial Maintenance and Operating Equipment and Supplies Contingency Total Project Cost ITEM Preliminary Expense Rights of Way Utility Adjustments Construction Engineering Legal and Administrative Expenses Initial Maintenance and Operating Equipment and Supplies Contingency Total Project Cost ESTIMATE OF PROJECT COST TRI-STATE ROUTE 80.2 Miles Section A Section B 27.5 Miles 14.0 Miles $ 143,000 $ 73,000 10,846,400 12,247,100 2,034,680 901,752 43,435,705 31,087,945 3,735,500 2,673,500 200,500 156,500 220,000 112,000 6,062,215 4,725,203 $ 66,678,000 $ 51,977,000 NORTH ILLINOIS ROUTE 88.4 Miles Section A Section B 6.9 Miles 66.1 Miles 36,000 $ 343,500 8,757,556 4,269,851 2,242,900 1,103,500 17,944,095 55,588,740 1,543,000 4,780,500 152,500 330,500 45,000 430,000 3,071,949 6,684,409 33,793,000 $ 73,531,000 Section C Total 38.7 Miles 80.2 Miles 201,000 $ 417,000 4,296,475 27,389,975 1,226,300 4,162,732 43,948,840 118,472,490 3,779,500 10,188,500 178,000 535,000 310,000 642,000 5,393,885 16,181,303 59,334,000 $177,989,000 Section C Total 15.4 Miles 88.4 Miles 80,000 $ 459,500 450,451 13,477,858 53,000 3,399,400 11,893,930 85,426,765 1,023,000 7,346,500 67,500 550,500 100,000 575,000 1,367,119 11,123,477 15,035,000 122,359,000 124 ESTIMATE OF PROJECT COST EAST-WEST ROUTE 152.8 Miles Section A Section B Section C Total ITEM 24.7 Miles 113.5 Miles 14.6 Miles 152.8 Miles Preliminary Expense $ 128,000 $ 170,000 $ 22,000 $ 320,000 Rights of Way 2,700,000 3,444,491 870,700 7,015,191 Utility Adjustments 350,100 1,962,358 156,000 2,468,458 Construction 25,124,135 83,382,780 11,299,029 119,805,944 Engineering 2,160,500 7,171,000 971,500 10,303,000 Legal and Administrative Expenses Initial Maintenance and Operating 152,500 480,500 66,500 699,500 Equipment and Supplies 160,500 738,000 95,000 993,500 Contingency 3,078,265 9,734,871 1,348,271 14,161,407 Total Project Cost $ 33,854,000 $107,084,000 $ 14,829,000 $155,767,000 NORTHERN ILLINOIS TOLL HIGHWAY 321.4 Miles ITEM Initial Stage 193.3 Miles Second Stage 128.1 Miles Total 321.4 Miles Preliminary Expense $ 1,004,500 $ 192,000 $ 1,196,500 Rights of Way 43,567,833 4,315,191 47,883,024 Utility Adjustments 7,912,232 2,118,358 10,030,590 Construction (Includes Administration Building) 230,673,390 94,681,809 325,355,199 Engineering 19,837,500 8,142,500 27,980,000 Legal and Administrative Expenses 1,238,000 547,000 1,785,000 Initial Maintenance and Operating Equipment and Supplies 1,377,500 833,000 2,210,500 Contingency 30,561,045 11,083,142 41,644,187 Total Project Cost $336,172,000 $121,913,000 $458,085,000 125 Maintenance DISTRICT MAINTENANCE COMPREHENSIVE fully equipped roadway mainte¬ nance organization will be provided to assure the maximum utilization of the toll highway and its facilities with a mini¬ mum of inconvenience and interruption to the traveling patrons. The toll highway will be divided into approximately 25-mile maintenance districts, each equipped with a shop building, a paved equipment yard, and space for stock piling and bulk storage of materials. (See Exhibit 22.) The shop building will provide facilities for routine servicing and maintenance of automotive and road repair equip¬ ment. The locations for these areas were selected to meet the following requirements: A. Centralized point of operation within the main¬ tenance section. B. Proximity to a town offering a source of personnel. C. A point served by a well maintained State or U.S. Route to assure uninterrupted accessibility of per¬ sonnel during winter or inclement weather. To fulfill these requirements a suitable interchange was selected in each case. The maintenance areas will be corre¬ lated with the toll collecting operation. In this way con¬ siderable duplication of facilities will be avoided, with re¬ sulting economy, by combining the toll operations and the maintenance buildings at the same site. An architecturally attractive structure will provide office and administrative facilities for both toll collecting operations and roadway maintenance in addition to the necessary shops. The equipment and personnel allocated to each main¬ tenance area will be sufficient to perform all maintenance and minor construction that may be required on the roadway and grounds up to the right-of-way limits, includ¬ ing service areas, within the maintenance district. Peak re¬ quirements will be during summer months. Snow and ice removal during winter months will require particular at¬ tention. Maintenance of buildings and major overhaul and repair of equipment are not functions of these sec¬ tional facilities. Since the bulk of the roadway maintenance will rest with the districts, 80% of the personnel strength required will be carried in them. CENTRAL MAINTENANCE SHOP Eacilities for maintenance of buildings, equipment and incidental installations will be provided in the central maintenance shop. 126 MAINTENANCE These facilities will include the necessary ecjnipment and personnel for the following types of shops: A. Major automotive and equipment repair. B. Machine. C. Carpenter. D. Paint (to include line striping and signs). E. Electrical (to include line work). F. Mechanical and plumbing. G. Radio (servicing and repair). ADMINISTRATION The maintenance operations of the toll highway will be administered by the Chief Engineer with the aid of an Assistant Chief Engineer and the necessary staff located in the central administrative building. (See Exhibit 23.) The entire maintenance operation will be headed by a General Maintenance Superintendent. The central main¬ tenance shop will be under the supervision of a shop sup¬ erintendent reporting to the General Maintenance Super¬ intendent. Each route will be divided into maintenance districts. East-West tvill have six such districts, North Illinois and Tri-State, three each. A supervisor reporting to the Gen¬ eral Maintenance Superintendent will be provided for each group of three maintenance districts. Each roadway maintenance district will be headed by a general foreman. His force will include the necessary fore¬ men, mechanics, equipment operators and laborers. Dur¬ ing the winter season personnel will be on call 24 hours a day for sno^v removal operations. It will be necessary to re¬ move the snow as it falls so that it cannot accumulate and create hazardous driving conditions. Grass cutting, weed control, grounds maintenance and landscaping activities of the districts will be under the technical direction of a horticulturist who will function directly under the office of the Chief Engineer. The restaurant and service area buildings will be main¬ tained by the tenants to a distance of five feet outside the structures. The parking areas and grounds around these facilities as well as the water supply and water and sewage treatment plants will be maintained by the Commission. 127 MAINTENANCE BUIEDING EXHIBIT 22 A--' ADMINISTRATIVE TOLL ILLINOIS I r L TRUSTEE CONSULTING ENGINEER A CENTRAL MAINTENANCE SHOP MAINTENANCE DISTRICTS EXHIBIT 23 ADMINISTRATIVE ADMINISTRATIVE EXHIBIT 23 TOLL HIGHWAY ORGANIZATION ILLINOIS STATE TOLL HIGHWAY COMMISSION A LEGAL AND REAL ESTATE COMPTROLLER CHIEF E NGINEER PUBLIC RELATIONS SUPT. Of ■ TOLLS PURCHASING AGENT CHIEF OF PATROLS PERSONNEL DIRECTOR AS SISTANT CHIEF ENGINEER CONSTRU CTION ASSISTANT CHIEF ENGINEER MAINTENANCE CENTRAL MAINTENANCE SHOP PATROL UNITS MAINTENANCE DISTRICTS A EXHIBIT 23 ADMINISTRATIVE Maintenance and Tr*HE costs of maintaining and operating existing toll highways were reviewed thoroughly and form one basis upon which estimates of these items were made for this project. Cognizance was taken of differences between con¬ ditions controlling the facilities now in operation and those tvhich will control this program. In addition indi¬ vidual consideration was given to each section of the Northern Illinois Toll Highway. Such items as climatic conditions, trallic voltnncs, prevailing salaries and wage scales, material costs and insurance rates were among those included in this consideration. Estimates of maintenance and operating costs for each of the first ten years of operation are tabulated. Those given for the initial stage are on the basis that the Congress Street and Northwest Expressways are not open to traffic; those for the entire Northern Illinois Toll Hightray on the basis that these two expressways are open to traffic. The year by year estimates sho^v individual figures for maintenance and operation, insurance and Renewal and Reconstruction Reserve. It is assumed that these expenses ^vill be the same as the tenth year of operation for all suc¬ ceeding years. In addition a detailed breakdown is given for the fifth year of operation of the initial stage. The costs included under each general heading are as follows: Operating Costs 1. Adininistrnlion. Included in this expense are the sal¬ aries of the commission members and the supervisory per¬ sonnel shown in the administrative section of the organi¬ zation chart, Exhibit 23. The salaries of all technical and clerical personnel employed in and the cost of operating the general administrative offices are also included. In ad¬ dition, fees for the trustees, legal counsel, consulting engi¬ neers and auditors, and expenses assignable to public rela¬ tions and advertising fall under this heading. 2. Mahitenance. This consists of all usual annual items of cost necessary to maintain the physical structure at the high standard re([uired in toll highway facilities. It in¬ cludes expenses incinred in the maintenance and opera¬ tion of lighting at interchanges and toll plazas as well as the necessary utilities at these locations. The maintenance of parking areas and grounds, water supply and tvater and setvage treatment plants at restaurant and service areas fall under this heading, d’he cost of maintaining and operat¬ ing the communication system is also included. The usual items of maintenance expense are the salaries of all em- })loyees and the costs of materials and ecpiipment operation and dejjreciation. Regular maintenance of the roadway pavement, shoulders and slopes, ditches, structures and all other aj)purtenances as ^cell as a reserve for such items as ) MAINTENANCE AND OPERATING COSTS may not occur annually is provided for. Proper provision is also made for snow removal. Extraordinary expenses are provided for in the Rene^val and Reconstruction Re¬ serve described under a following heading. 3. Toll Collection. The expenses under this heading are the salaries of toll collectors and tellers and all costs in¬ curred in the operation of the toll plazas, including the collection and depositing of revenues. 4. Highway Patrol. The salaries of all members of the toll highway unit of the Illinois State Police except the supervisory personnel and their assistants working in the general administration building are included under this heading. The estimates also provide for the expenses of this personnel and the costs of uniforms and vehicle oper¬ ation and replacement. 5. Insurance. The estimates include allowances for all types of insurance consistent with good business practice. These are all risk, use and occupancy, fire, ^rorkmen’s com¬ pensation, comprehensive liability, and automobile, truck and ecjuipment instirance. 6. Reneiual and Reconstruction Reserve. It is necessary that an allo^vance be made for Renetval and Reconstruc¬ tion Reserve in addition to the ordinary annual mainte¬ nance expenses. T his is to provide funds for such items as pavement replacement, painting of steel structtires, and other extraordinary expenses ^vhich may occur during the life of the bonds. It is necessary to provide no funds for this reserve in the first t^vo years ami only a small amount in the third year of operation. Beginning 'ivith the fourth year a constant annual amount is provided for. In the tabulation of estimates of annual maintenance and operating costs the item of maintenance and operation includes administration, maintenance, toll collection and highway patrol. 134 ESTIMATES OF MAINTENANCE AND OPERATING COSTS Initial Stage Entire Northern Illinois Toll Highway 193.3 Miles 321.4 Miles Without Congress Street and Northwest Expressways With Congress Street and Northwest Expressways Open to Traffic Open to Traffic Year of Operation Maintenance and Operation Insurance Renewal and Recon¬ struction Reserve Total Year of Operation Maintenance and Operation Insurance Renewal and Recon¬ struction Reserve Total First 2,490,000 92,000 — 2,582,000 First 3,820,900 140,000 — 3,960,900 Second 2,562,500 92,000 — 2,654,500 Second 3,916,200 140,000 — 4,056,200 Third 2,635,000 92,000 150,000 2,877,000 Third 4,011,600 140,000 250,000 4,401,600 Fourth 2,707,500 92,000 360,000 3,159,500 Fourth 4,106,900 140,000 550,000 4,796,900 Fifth 2,780,000 94,000 360,000 3,234,000 Fifth 4,202,300 143,000 550,000 4,895,300 Sixth 2,848,600 94,000 360,000 3,302,600 Sixth 4,304,500 143,000 550,000 4,997,500 Seventh 2,917,200 94,000 360,000 3,371,200 Seventh 4,406,800 143,000 550,000 5,099,800 Eighth 2,985,800 96,000 360,000 3,441,800 Eighth 4,509,000 146,000 550,000 5,205,000 Ninth 3,054,400 96,000 360,000 3,510,400 Ninth 4,611,300 146,000 550,000 5,307,300 Tenth 3,123,000 96,000 360,000 3,579,000 Tenth 4,713,500 146,000 550,000 5,409,500 Maintenance and Operating Costs for succeeding years are the same as for the tenth year of operation. 135 DETAILED ESTIMATE OF MAINTENANCE AND OPERATING COSTS FOR THE FIFTH YEAR OF OPERATION OF INITIAL STAGE ADMINISTRATION Commissioners and Directorate $ 54,000 Staff and Assistants 85,500 Clerical and Others 103,000 Social Benefits 11,200 Fees: Legal, Engineering, 'Frustees 118,800 Public Relations 27,700 Audits, Travel and Allowances 20,000 Advertising and Other Expenses 18,800 $ 439,000 MAINTENANCE Power, Fuel 150,000 Electrical Maintenance Materials 24,000 Building Maintenance Materials 10,000 Roadtvay Maintenance Materials 63,000 Supervisory Personnel 41,300 Operators, Journeymen, Laborers, Others 646,600 Social Benefits 32,200 Equipment Operation and Depreciation 67,900 TOLL COLLECTION Personnel—Supervisory 50,000 Toll Collectors 665,000 Pickup Men 20,000 Social Benefits 33,000 Supplies and Uniforms 60,000 Vehicle and Equipment Operation 54,000 $ 882,000 HIGHWAY PATROL Personnel—Captain 8,000 Lieutenants 26,000 Officers 240,000 Clerks 16,000 Retirement and Social Security 15,000 Vehicle Operation 104,000 Uniforms 15,000 $ 424,000 INSURANCE All Risk $ 25,000 Use and Occupancy 5,000 Fire Insurance 20,000 Workmen’s Compensation 16,000 Automobile, Trucks and Equipment 15,000 Comprehensive Liability 13,000 $ 94,000 RENEWAL AND RECONSTRUC¬ TION RESERVE 360,000 $ 1,035,000 136 TOTAL $ 3,234,000 Progress In the development of the progress schedules shown as Exhibits 24 to 27 inclusive, consideration was given to all factors affecting the rapidity with which the proposed con¬ struction can be completed. Estimates of the length of time required to acquire necessary rights of way were based on the report of the specialists retained by the Commission to study this problem. In determining the time needed for the preparation of plans and specifications, and for the completion of the work in conformity with them, difficul¬ ties involved in both design and construction peculiar to each section of the project were analyzed carefully and given proper weight. No schedule is given for the second stage of construction since the date of initiation of this is not determinable at this time. Every effort was made to schedule the completion of the various routes comprising the toll highway in such a man¬ ner as to insure the earliest possible return on the invest¬ ment. It was necessary that this be consistent with realistic appraisals of accomplishments possible in both design and construction. The effects that the large volume of work in¬ volved will have upon the engineering profession and con¬ struction trades in the area were considered carefully. The schedules were prepared so as to minimize the additional Schedules burden imposed upon the building industry by the un¬ usual effort necessitated by the program. The schedules recommended call for the opening of the various routes to traffic at different times. Those which present lesser problems of right-of-way acquisition, engi¬ neering design and construction, due either to size or complexity, are proposed for early completion. Those of more complex nature are shown with later dates of initial operation. Such factors as the relative difficulty of pur¬ chase of land in urban and rural areas, variations in soils and topography, number and magnitude of structures re¬ quired and construction quantities involved, controlled the selection of the order of predicted completion of the indi¬ vidual routes. In some cases design of sections presenting fewer construction problems was deferred slightly to per¬ mit earlier completion of the more complex sections. This was done to insure the earliest possible date of opening for the entire toll high^vay. In each case full consideration was given to climatic con¬ ditions. In some instances the schedules show work con¬ tinuing during periods of adverse weather. However, in 137 PROGRESS SCHEDULES these cases full cognizance was taken of the reduction in progress attainable and the schedules so established that expenditure of excess funds will not be required to meet the completion dates. Exhibits 24, 25 and 26 show schedules and completion dates for the individual routes. Exhibit 27 is a composite schedule for the entire initial stage of construction of the Northern Illinois Toll Highway, dates are: North Illinois Route West of Tri-State Route East of Tri-State Route East-West Route, Section A Tri-State Route The estimated opening December 1, 1956 August 15, 1957 December 1, 1956 November 15, 1957 138 ITEM 1955 1957 JANUARY FEBRUARY 1 MARCH APRIL MAY JUNE JULY APRIL MAY JUNE 1 JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER 1 DESIGN PLANS AND SPECIFICATIONS h- lO RIGHTS OF WAY 07 irf eg UTILITY ADJUSTMENTS UJ CO 2 LlI CONSTRUCTION > o z _l. GRADING AND DRAINAGE - o BRIDGES - - OPE PAVING AND SHOULDERS o LlI TOLL FACILITIES Q y SERVICE AREAS LIGHTING AND COMMUNICATIONS J DELINEATION AND SIGNS " _ EXHIBIT 24 EXHIBIT 24 PROGRESS SCHEDULE TRI-STATE ROUTE ITEM DESIGN PLANS AND SPECIFICATIONS RIGHTS OF WAY UTILITY ADJUSTMENTS CONSTRUCTION 1955 >- (T < >- q: < a: GO UJ o or < a: Q. < UJ 3 CD 3 < or UJ GO S ui h- Q. UJ (/) or UJ GO o H— O O 00 UI GO :e UJ > o 00 UI GO UJ o UI Q 1956 >- o:: < < “D q: < 3 00 GO UJ U O 00 < 00 a. < UI h~ CO O 3 < 00 UJ GO :e UJ H CL UI (O 00 US GO O H CD O OO UJ GO :e UI > o 00 UJ GO :e UI CD UI O 1957 > 00 < > OO < 00 GO UI U. o 00 < 00 a. < UI h" CO CD 3 < 00 UI GO UJ CL UI CO 00 UJ GO O I— o o GRADING AND DRAINAGE BRIDGES PAVING AND SHOULDERS TOLL FACILITIES SERVICE AREAS LIGHTING AND COMMUNICATIONS DELINEATION AND SIGNS EXHIBIT 24 - NOVEMBER DATE 0- OPENING-L NOVEMBER 15, DECEMBER ITEM 1955 1957 JANUARY FEBRUARY MARCH APRIL MAY JUNE JULY APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER DESIGN PLANS AND SPECIFICATIONS RIGHTS OF WAY ININ Rl-S' G-S FATE ;ect : RO ION UTE u. o UTILITY ADJUSTMENTS ,195 6 EAST lO CONSTRUCTION 2 O j ST 15 GRADING AND DRAINAGE - SEC AUGl BRIDGES 1 ■ ■ ■■ _ (3 2 7^ UJ H 3 PAVING AND SHOULDERS """ — — LjJ Q. O O (T UJ •- - TOLL FACILITIES — FE OF < CO 1 SERVICE AREAS < o a: LIGHTING AND COMMUNICATIONS L DELINEATION AND SIGNS " ■ EXHIBIT 25 EXHIBIT 25 PROGRESS SCHEDULE NORTH ILLINOIS ROUTE ITEM DESIGN PLANS AND SPECIFICATIONS RIGHTS OF WAY UTILITY ADJUSTMENTS CONSTRUCTION GRADING AND DRAINAGE BRIDGES PAVING AND SHOULDERS TOLL FACILITIES SERVICE AREAS LIGHTING AND COMMUNICATIONS DELINEATION AND SIGNS 1955 >“ q: < >- cr < a: GO UJ u. o cr < cr cr < UJ 3 H CO 3 O < cr UJ CO UJ t UJ CO cr UJ 00 o H O o cr UJ GO UJ o cr UJ GO UJ o UJ Q 1956 < >• cr < cr GO UJ u. o cr < cr a. < UJ 3 CO < GO UJ I— CL UJ CO cr UJ GO o h“ o o cr UJ GO :e UJ > o cr UJ GO UJ o UJ o 1957 > cr < DAT WE DEC >- cr < 3 cr CO UJ u. ST O cr < E Of- OP OF EMEERI TR cr a. < ;nin i-s G- ATE , I9£ 6 UJ s:ect RO ON UTE] H CO 3 CO 5 u. o CO < UJ cr UJ CO lO (J> oy cr UJ 00 g o cr UJ 00 2 UJ cr ui 00 2 ui o UI o EXHIBIT 25 ITEM 1955 1957 JANUARY FEBRUARY MARCH APRIL MAY JUNE JULY oc Q. < MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER DESIGN PLANS AND SPECIFICATIONS RIGHTS OF WAY UTILITY ADJUSTMENTS CONSTRUCTION GRADING AND DRAINAGE BRIDGES PAVING AND SHOULDERS TOLL FACILITIES SERVICE AREAS LIGHTING AND COMMUNICATIONS DELINEATION AND SIGNS EXHIBIT 26 EXHIBIT 26 PROGRESS SCHEDULE EAST-WEST ROUTE SECTION A ITEM DESIGN PLANS AND SPECIFICATIONS RIGHTS OF WAY UTILITY ADJUSTMENTS CONSTRUCTION GRADING AND DRAINAGE BRIDGES PAVING AND SHOULDERS TOLL FACILITIES SERVICE AREAS LIGHTING AND COMMUNICATIONS DELINEATION AND SIGNS EXHIBIT 26 ITEM 1955 1957 JANUARY FEBRUARY MARCH a: CL < MAY JUNE JULY APRIL MAY JUNE JULY AUGUST SEPTEMBER OCTOBER NOVEMBER DECEMBER DESIGN PLANS AND SPECIFICATIONS MES ITH OF \LL\t OPE lOIS slING | ?OUl RIGHTS OF WAY ST C ST C F T F T — 1 1 C/) (/) FATE FATE p UTILITY ADJUSTMENTS ,ST- SE( HES :tio r Ro si A UTE r CONSTRUCTION TRI- STA' rE R OUT - - J GRADING AND DRAINAGE 1 1 BRIDGES J 1 PAVING AND SHOULDERS 1 1 I -1 TOLL FACILITIES 1 SERVICE AREAS LIGHTING AND COMMUNICATIONS 1 1 1 DELINEATION AND SIGNS 1 j j EXHIBIT 27 EXHIBIT 27 PROGRESS SCHEDULE NORTHERN ILLINOIS TOLL HIGHWAY INITIAL STAGE EXHIBIT 27 Engineering Feasibility and Conclusions TThE routes selected are all so located that they are en- tirely feasible from an engineering standpoint. Some por¬ tions of the Tri-State Route are in populated suburban areas and present problems somewhat more difficult than those found in rural sections. However, it was found possible to establish alignment which does not involve ex¬ cessive right of way, property damage and construction costs. Most of the alignment is through flat or gently rolling terrain so that grading quantities are moderate. Few large stream crossings are required. The subsurface investiga¬ tions and soil analyses show that no serious foundation diffi¬ culties need be anticipated and that materials satisfactory for roadway construction are available along the routes. The progress schedules established allow ample time for the acquisition of rights of way and the completion of the various construction items. They show that the entire project can be completed before the end of 1957 with indi¬ vidual routes opening to traffic successively beginning late in 1956. The estimates of project costs are ample to cover the required construction and place the facilities in operation. In addition a contingency fund sufficient to cover unfore¬ seen conditions is included. Maintenance and operating costs were estimated to fully cover the expenses involved in administering, operating and maintaining the facilities in accordance with the high standards necessary. They include allowances for insur¬ ance coverage of all types consistent with good business practice. The Renewal and Reconstruction Reserve pro¬ vided for is adequate to cover the items of unusual main¬ tenance expense, such as resurfacing, which may arise dur¬ ing the life of the bond issue. The foregoing report, consisting of pages 1 to 147, inclusive is hereby approved this day of.,19. Governor, State of Illinois 147 V' ^ > ■ '•T’' v I s ~ ^'N'^:, '- - 'v^.'-f^ V- 4 . •^- ,*» ' ’S - .' t::' \‘/ . V , ■x^- - V*■ . -•'•.> • • •<• ■- ' ^ . 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