The Illinois Tollway’s Interstate 490 project, part of the Elgin O’Hare Western Access Program designed to improve regional connectivity around O’Hare International Airport, is nearing completion but faces significant cost overruns and delays. The new roadway will link I-90 near Des Plaines with Route 390 in Bensenville and the Tri-State Tollway in Franklin Park, offering a critical new corridor for millions of commuters.
Originally estimated at $3.4 billion, the project’s price tag has risen to approximately $4.3 billion, with the expected completion date pushed from 2027 to 2029. Despite these setbacks, a new interchange at I-490 and I-294 in Franklin Park officially opened on Friday. This interchange facilitates traffic flow between Franklin Avenue and I-294, allowing movements from Franklin Avenue to southbound I-294 and from northbound I-294 to Franklin Avenue.
The highest increases in cost and complexity stem from the relocation of Union Pacific Railroad tracks near O’Hare. This portion of the project has proven especially challenging due to the constrained work environment adjacent to O’Hare’s regulated airspace, active rail operations involving Union Pacific (UP), Canadian Pacific Kansas City (CPKC), and Metra, as well as stringent safety and operational requirements set by both the railroad companies and the Federal Aviation Administration.
Since 2021, the contract with Lorig Construction Co., initially approved at $107.4 million for track relocation, has expanded to $138.1 million. Among various approved change orders, expenditures include nearly $1.9 million in June 2022 for retaining wall adjustments following unexpected underground conditions; $2.6 million in March 2023 to modify soil retention systems in response to updated UP specifications; and $7.5 million in May 2024 for extended shifts, additional labor, materials, and equipment. Additional change orders have been related to disposal of unsuitable soil, further soil retention system modifications, and unanticipated site conditions.
Joelle McGinnis, a spokesperson for the Illinois Tollway, described the railroad relocation as “among the most complex parts” of the entire project. She explained that work occurs largely on property owned by third parties and must maintain uninterrupted rail service under tight scheduling constraints. The tollway is also constructing infrastructure that will be owned and operated by UP, necessitating adherence to rigorous railroad safety, engineering, and maintenance standards.
McGinnis clarified that while some change orders may appear repetitive, each addresses unique requirements at different locations and at various stages of construction. Coordination with Union Pacific began several years before ground was broken, and design revisions have continued to accommodate evolving railroad criteria. She attributed issues with soil conditions to varying underground obstructions and materials discovered across multiple work zones, noting that an active rail environment limited the scope of pre-construction investigation.
Overall, the I-490 segment represents a landmark infrastructure project that, despite its challenges, is set to enhance traffic flow and connectivity in the Chicago metropolitan area upon completion.