Interchange Feasibility Study

Transcription

1 Interchange Feasibility Study I-88/Illinois Route 47 Full Interchange Kane County, IL Prepared for Village of Sugar Grove, Illinois August 5, 2010 Prepared by GRAEF 8501 West Higgins Road, Suite 280 Chicago, Illinois Telephone: (773) FAX: (773)

2 Interchange Feasibility Study I-88/IL Rte. 47 Full Interchange TABLE OF CONTENTS EXECUTIVE SUMMARY Page No INTRODUCTION Page No Purpose of the Study 1.2 Report Organization 1.3 History of the Project 1.4 Previous Reports 1.5 Description of the Study Area 1.6 Project Scope 1.7 Study Limitations 1.8 Acknowledgements 2.0 PURPOSE AND NEED Page No Traffic Benefit 2.2 Social and Economic Demands 2.3 Interchange Spacing Requirements 3.0 EXISTING CONDITIONS Page No Traffic 3.2 Roadway 3.3 Lighting 3.4 Structural 3.5 Existing Utilities 3.6 Land Use 3.7 Existing Right-of-Way 3.8 Environmental Conditions 4.0 INTERCHANGE LAYOUTS Page No Option 1 Conventional Diamond Interchange 4.2 Option 2 Northeast Loop Ramp 4.3 Option 3 Eastbound I-88 Loop Off-Ramp 4.4 Option 4 Single Point Urban Interchange (SPUI) 4.5 Option 5 Diverging Diamond Interchange 4.6 Option 6 - No-Build Alternative 4.7 Feasibility Discussion 4.8 Ultimate Interchange Alternates 4.9 AET (All Electronic Tolling) vs. Cash Tolling 5.0 TRAFFIC EVALUATION OF INTERCHANGE DESIGN ALTERNATIVES Page No Projected Traffic Volumes 5.2 Traffic Analysis of the System 5.3 Access Control Limitations 6.0 COMPATIBILITY WITH LOCAL AND REGIONAL PLANNING Page No Design Standards 6.2 Support of Local Jurisdictions and Regional Planning Agencies 6.3 Compatibility with Local and Regional Planning 7.0 PROJECT COST AND POTENTIAL FUNDING SOURCES Page No Probable Cost of Construction 7.2 Potential Funding Sources Table of Contents- Page i

3 Interchange Feasibility Study I-88/IL Rte. 47 Full Interchange 8.0 CONCLUSION Page No Impetus for the Interchange 8.2 Recommended Interchange Configuration 8.3 Next Steps APPENDICES Appendix A Appendix B Appendix C Appendix D Appendix E Appendix F Environmental Analysis for Interchange Study at Interstate Route 88 and Illinois Rte 47 Illinois Tollway and IDOT Geometric Design Criteria Toll Plaza Design Criteria Agency Meeting Correspondence Interchange Volumes Study HCS Worksheets and Synchro Reports o F-I Existing Freeway Capacity Reports o F-II Existing Ramp Capacity Reports o F-III Existing Intersection Capacity Reports o F-IV 2020 Freeway Capacity Reports o F-V 2020 Ramp Capacity Reports o F-VI 2020 AM Diamond Interchange Capacity Report o F-VII 2020 PM Diamond Interchange Capacity Report o F-VIII 2030 Freeway Capacity Reports o F-IX 2030 Ramp Capacity Reports o F-X 2030 AM Diamond Interchange Capacity Report o F-XI 2030 PM Diamond Interchange Capacity Report o F-XII 2030 AM Northeast Loop Ramp Interchange Capacity Report o F-XIII 2030 PM Northeast Loop Ramp Interchange Capacity Report o F-XIV 2030 AM SPUI Interchange Capacity Report o F-XV 2030 PM SPUI Interchange Capacity Report o F-XVI 2030 AM DDI Interchange Capacity Report o F-XVII 2030 PM DDI Interchange Capacity Report o F-XVIII 2030 AM Finley Three-Quarter Access Capacity Report o F-XIX 2030 PM Finley Three-Quarter Access Capacity Report o F-XX 2030 AM DDI Interchange Capacity Report o F-XXI 2030 PM DDI Interchange Capacity Report Appendix G Agency Correspondence o G-I Single vs. Dual Left-Turn Lane Evaluation Appendix H Support Resolutions of Local Jurisdictions Appendix I Construction Cost Analysis o I-I Project Unit Cost Development o I-II Conventional Diamond Interchange Detailed Cost Estimate o I-III Northeast Loop Ramp Interchange Detailed Cost Estimate o I-IV Single Point Urban Interchange Detailed Cost Estimate o I-V Diverging Diamond Interchange Detailed Cost Estimate Appendix J Zoning and Transportation Maps o Village of Sugar Grove 2008 Zoning Map o Village of Sugar Grove Future Land Use Plan o Village of Elburn Zoning District Map o Village of Sugar Grove Transportation Plans o Illinois 47 Corridor Study Capitol Improvements & Proposed SRA Cross Section Appendix K Previous Reports I-88/Illinois Rte. 47 Interchange Completion Analysis, CEMCON, Ltd. Table of Contents- Page ii

4 Interchange Feasibility Study I-88/IL Rte. 47 Full Interchange EXHIBITS Exhibit 1 Exhibit 2 Exhibit 3 Exhibit 4 Exhibit 5 Exhibit 6 Exhibit 7 Exhibit 8 Exhibit 9 Exhibit 10 Exhibit 11 Exhibit 12 Exhibit 13 Exhibit 14 Exhibit 15 Exhibit 16 Exhibit 17 Exhibit Conventional Diamond Interchange 2030 Diamond Interchange with NE Loop Ramp 2030 Single Point Urban Interchange (SPUI) 2030 Diverging Diamond Interchange Existing Half Diamond Interchange Illinois Route 47 Access Control Exhibit Diamond & NE Loop Ramp Interchange Design ROW Display SPUI Interchange Design ROW Display Diverging Diamond Interchange Design ROW Display I-88 at IL Rte 47 Existing Bridge Section Illinois Route 47 Proposed Typical Sections Ramp Typical Sections 2030 Seavey Road Design after Redevelopment 2030 Conventional Diamond Interchange Cash and IPass Tolling Option 2030 Conventional Diamond Interchange Alternate Suburban Design Diamond Interchange Design ROW Display - Alternate Suburban Design Illinois Route 47 Proposed Typical Sections Alternate Suburban Design Finley Road NB Left Sight Distance Table of Contents- Page iii

5 IL RTE 47/I-88 INTERCHANGE FEASIBILITY STUDY EXECUTIVE SUMMARY 1. PROJECT IDENTIFICATION The I-88/Illinois Route 47 Full Interchange Feasibility Study has been prepared to provide an analysis and evaluation of several interchange configurations. The Village of Sugar Grove is the lead agency for the study with significant financial support from Crown Community Development. All options consider adding ramps to and from the east, as the Village of Sugar Grove desires to investigate the feasibility of a full interchange. The investigation presented herein provides several alternatives for the proposed improvements. Of the five alternates investigated for a full service interchange at IL Rte. 47, the alternate deemed most feasible under the operational and financial constraints of the project is the Conventional Diamond Interchange. The purpose of this report is to assess the conditions of the project location, analyze existing and projected (2020 & 2030) traffic, and identify feasible designs for use in future phases of study. The next step in the project would be the development of a Phase I Report. The project is located in southern Kane County in Blackberry Township. The Village of Sugar Grove is located south of the interchange and the Village of Elburn is located to the north. The interchange is located at milepost on the Reagan Memorial Tollway (I-88). This is approximately 15.5 miles east of the Peace Road interchange and 4 miles west of the IL Rte. 56 system interchange. The project will include the addition of ramps to and from the east, as well as a partial reconstruction of the existing ramps to and from the west. New toll plazas are proposed to be constructed on all ramps of the proposed interchange. The purpose of the project is to provide a safe full access facility that will improve connectivity to the interstate network while also meeting the development goals of the adjacent communities. Planning documents from the Village of Sugar Grove, Village of Elburn, and the Chicago Metropolitan Agency for Planning (CMAP) indicate a tremendous potential for residential and commercial/industrial development with associated traffic growth in the project area over the next several years. This facility will help to address the inappropriate usage of local roadways by regional traffic. Kane County supports the full interchange as integral to their land use and transportation planning, as evidenced by their Long Range Transportation plan. Record drawings, highway plats, aerial photography, contour mapping, and utility atlases were utilized to develop existing conditions presented in the report exhibits. 2. RESULTS OF THE INVESTIGATON The major design characteristics addressed in this report include: Environmental Impacts, Existing Infrastructure Impacts, Traffic Operations, Roadside Safety, Toll Plaza Locations and Operations, Right-of-Way Acquisition, and Project Cost. These design characteristics are not listed in order of importance. Environmental Impacts: Environmental issues are addressed in Section 3.8 and Appendix A. Issues addressed include wetlands, water quality, floodplains, threatened and endangered species, and potential hazardous materials. Nothing in the environmental investigation precludes the development of the full service interchange. Existing Infrastructure Impacts: The infrastructure being evaluated includes IL Rte. 47, the Reagan Memorial Tollway, and the existing IL Rte. 47 Bridge over I-88. An inventory of roadway lighting and utilities was also included. Significant reconstruction of the aforementioned roadways 1

6 will be necessary. Fiber optic cables, electrical lines, telephone lines, and gas facilities all exist within the project area. No significant impacts to existing utilities are anticipated with the construction. Please see Section 3.5 for information regarding existing utilities in the project vicinity. Traffic Operations: The geometry of the existing I-88/IL Rte. 47 Interchange is a half diamond interchange with ramps connecting I-88 Eastbound to Rte. 47 and Rte. 47 to I-88 Westbound. The current design arrangement does not allow traffic movements from Rte. 47 to I-88 Eastbound or from I-88 Westbound to Rte. 47. This configuration does not meet motorists expectations for full service interchange. All of the full interchange designs considered in this study are expected to provide sufficient capacity to manage traffic volumes projected through the 2030 design year. The Eastbound I-88 Loop Off-Ramp alternative was eliminated based on feedback from agency staff. The No-Build alternative is not recommended, as it does not meet driver expectation or the long-term transportation goals of local and regional jurisdictions. The Diverging Diamond is not expected to function as well as the Conventional Diamond, NE Loop Ramp, or the SPUI from a traffic operations standpoint. The purpose of the project is to provide a safe roadway that will improve connectivity to the interstate network while meeting the development goals of the impacted communities. Phase I engineering will document the impacts and cost of each viable alternative and the results will be coordinated with the public prior to finalizing an interchange type. Roadside Safety: The incorporation of agency design criteria and typical standards will minimize accident potential. Addressing specific roadside obstacles and hazard mitigation will continue in Phase I of the project design. Toll Plaza Locations and Operations: For all design alternatives under consideration, the new toll plazas will be located on all ramps to and from Interstate 88. Appropriate Tollway communication infrastructure will be included in the plaza design. Right-of-Way Acquisition: The right-of-way required for each alternative varies from the extreme of over eleven acres for the Eastbound I-88 Loop Off-Ramp to zero acres for the No-Build option. However, the remaining alternatives are more closely aligned and fall within the proximity of less than two acres. The SPUI and DDI necessitate slightly less acreage (average of 1.6 acres) than the Conventional Diamond or the NE Loop Ramp (average of 2.7 acres). The majority of the subject right-of-way is owned by Crown Community Development. This land developer is in firm support of the proposed interchange. The remainder of land, not owned by CCD, is owned by another developer who also supports this project. Project Cost: The total project cost includes the cost of construction, right-of-way acquisition, utility relocations and engineering. With the exception of the No-Build option, the Conventional Diamond Interchange has the lowest probable project cost of $19.7 million in 2009 dollars. The highest projected cost is $32.3 million for the SPUI Alternative. An overall summary of the project costs is shown on Table CURRENT AND FUTURE SRA STATUS The recently completed IL Rte. 47 Corridor Study by Kane County shows the Existing Development Context Zones along IL Rte. 47 as Open Space/Agricultural and Residential from north of the IL Rte. 47/I-88 interchange south to Scott/Denny Road. This appears to have been a prime consideration in the 1995 IDOT Strategic Regional Arterial (SRA) Study for IL Rte. 47 which classifies this section of the IL Rte. 47 corridor as a Rural SRA from just south of Bliss Road to north of Seavey Road. 2

7 However, that SRA report is now 15 years old and the Village of Sugar Grove is identified by Kane County as a Priority Place, which is defined as a center where safe, healthy and livable communities can be developed through implementation of smart growth principles. The Village has significant potential for additional retail space and the Kane County IL Rte. 47 Corridor Study now identifies the IL Rte. 47 corridor from north of Seavey to US 30 as primarily future suburban Commercial and Residential. The timing of the build-out for the subject corridor within Sugar Grove will likely coincide with the completion of a full interchange at I-88 and IL Rte. 47. Accordingly, the Kane County study has noted that the proposed right-of-way (ROW) needs and cross-sections for IL Rte. 47, as based on the 1995 IDOT IL Rte. 47 SRA Report, may no longer reflect current conditions and planned land use nor be appropriate based on the Development Context Zones identified by the Village of Sugar Grove. At the request of IDOT representatives reviewing the Feasibility Study, and for purposes of guidance on ROW preservation and protection, this interchange feasibility study has taken a conservative approach and based preliminary IL Rte. 47 improvements on design parameters for the wide-median and high speed (60 mph design speed) Rural SRA cross-section. A lower design speed (50 mph) and narrower median suburban design, however, has been included in Exhibits 15, 16, and 17. It is the intent of the Village of Sugar Grove to pursue this Suburban design treatment, which is more compatible with local development context and pedestrian/bicycle accessibility and significantly reduces project cost, as the interchange project proceeds to Phase I (design) engineering. 4. CONCLUSION A standard conventional diamond interchange with a four-lane IL Rte. 47 section is sufficient to accommodate 2020 and 2030 traffic projections. The 2030 design is in the scope of the Feasibility Study and is the previously agreed upon timeframe as discussed with the Illinois Tollway and the Illinois Department of Transportation (IDOT). After agency approval of the Feasibility Study, the next step in the project will be the Phase I Study. The Phase I Study likely will require preferred interchange design options and a cost/benefit analysis of alternates for a design year consistent with CMAP s most up-to-date projections. A full service interchange at IL Rte. 47 meets the purpose of the project, which is to provide a safe full access facility that will improve connectivity to the interstate network while meeting the development goals of the local communities. Governmental and commercial entities in the vicinity of the interchange have expressed their support for the full interchange. Six alternatives (including a No-Build option) were evaluated during this feasibility study and our conclusions are as follows. The conventional diamond interchange requires minimal right-of-way and has the lowest project cost of the alternatives investigated in the study. Reconstruction and widening of IL Rte. 47 will be necessary, as well as signalized intersections to accommodate the new ramps, both north and south of the interchange. This alternative allows for the existing bridge, which had its superstructure fully reconstructed in 2007, to remain. The conventional diamond interchange is a viable option and will be strongly considered in the next phase of design. The NE Loop Ramp alternative eliminates the northbound left turn at the Westbound I-88 ramp. This will provide an increase in overall capacity over the conventional diamond interchange and eliminate back to back left turns on the bridge. However, this design also requires additional rightof-way and an increased cost of construction. The existing bridge will be impacted and some modifications to the structure will be required to configure the north span properly for the new ramps. The existing Illinois Tollway storage yard in the northeast quandrant will also need to be relocated for this configuration to be feasible. The NE Loop Ramp Alternative is considered a viable option and will be further studied in the next phase of design. 3

8 The Eastbound I-88 Loop Off-Ramp was considered in the early phases of this study. However, this alternative was not pursued further because it requires substandard geometry which would not meet the minimum standards of AASHTO or FHWA. This alternative will not be considered in the subsequent phase of design. The SPUI alternative is an efficient single-point design that provides adequate capacity for all movements. It is also the safest alternative due to the reduction in conflict points and requires the least amount of right-of-way. Conversely, the SPUI Option has the highest cost at $32.3 million. This alternative will require a complete reconstruction of the existing bridge, which was recently upgraded in Complete reconstruction of the bridge will lead to the longest construction duration of any alternative. Although this alternative has some major drawbacks, it is still a viable option due to its capacity and safety characteristics. The DDI alternative is a fairly new interchange design that has not been widely used in the United States. The main argument supporting DDI interchanges is that they completely eliminate leftturn conflict points. However, the main argument against DDI interchanges is that they force motorists to drive through the interchange on the left side of the road. This non-standard design could lead to driver confusion and potential wrong-way turning movements. Overall, the design has a low cost, minimal right-of-way acquisition, and the existing bridge can be maintained with minimal construction. The DDI is a feasible option which will be further studied in the subsequent phase. As noted in the evaluation matrix (Table 4-1), there are several designs that provide the capacity and safety requirements for the new I-88/Rte. 47 Interchange. In Phase I, these factors will be further evaluated and comments/suggestions from IDOT and the Illinois Tollway will be integrated into the proposed design. 4

9 INTRODUCTION 1.1 Purpose of the Study The purpose of this Interchange Feasibility Study is to provide the relevant analysis for alternative layouts of a full service interchange on Interstate 88 at Illinois Rte. 47 in southern Kane County, Illinois. Additionally, all viable alternatives identified must accommodate year 2030 traffic projections. The study is required by the Illinois Tollway and IDOT in order to obtain the next level of support from the Agencies. As limited resources and unfunded operational needs prohibit both the Illinois Tollway and IDOT from initiating new facilities, specific high interest projects are typically locally initiated and jointly developed. The Village of Sugar Grove has notified the regional transportation agencies (Illinois Tollway, IDOT, CMAP and Kane County) of the desire to proceed with this project and to serve as lead agency in its development. This feasibility study sets the stage for the remainder of the preliminary engineering and the final engineering phases. This report will be the primary resource for the subsequent development of a Phase I report and Phase II construction documents. The goal of the study is to obtain concurrence on feasible interchange designs from the affected transportation agencies and enhance the opportunity for construction funding. The Illinois Tollway requires a minimum design horizon of 10 years. 1.2 Report Organization The report follows the policy established by the November 2007 Illinois Tollway report titled Illinois Tollway Interchange and Roadway Cost Sharing Policy, and Section 4.4 of the June 2006 Illinois Tollway Design Section Engineer s Manual. The following summarizes the Illinois Tollway requirements as applicable (Items to be addressed in the report are indicated with bold type): Identify the Project Need (Traffic Benefit, Economic Development Benefit, Alternatives Analysis and Local Support) Complete a Traffic Analysis Report based on 20-year traffic projections. Prepare an Access Justification Report as required by the Illinois Department of Transportation and/or Federal Highway Administration. Environmental Analysis of project impacts and mitigations of affected resources. Noise Analysis Determine required right-of-way and access control limits. Determine construction and right-of-way access control costs. 1.3 History of the Project A full service interchange at IL Rte. 47 has been in the planning or concept stage for a number of years. In 1994 the Illinois Tollway prepared construction plans for conversion of the interchange to a full service conventional diamond interchange by adding ramps to and from the east. However, this project was not constructed due to funding shortfalls and other priorities. Ramps to and from the east at IL Rte. 47 are included in the Kane County 2030 Transportation Plan, Village of Sugar Grove Transportation Planning Study, and the 2004 Kane County Transportation Planning Area Study. The full service interchange is also supported by CMAP and is a critical component of the recently completed IL Rte. 47 Corridor Plan prepared by Kane County. 5

10 In 2008 the Village of Sugar Grove enlisted the project team of GRAEF, Metro Transportation Group, and Huff & Huff, Inc. to prepare an Interchange Feasibility Study for a full service interchange at the existing I-88 and IL Rte. 47 half-diamond interchange. 1.4 Previous Reports Crown Community Development retained CEMCON, Ltd. to provide an analysis for the conversion of the IL Rte. 47 interchange at I-88 to a full service interchange. This report, titled I- 88/Illinois Rte. 47 Interchange Completion Analysis, is dated June 28, 2006 and recommends several alternatives for the proposed interchange improvements including a full diamond interchange and a Partial Cloverleaf/Partial Diamond interchange. 1.5 Description of the Study Area The interchange being studied is located in southern Kane County in Blackberry Township between the Village of Elburn north of the interchange and the Village of Sugar Grove south of the interchange. The general Kane County roadway network is shown in Figure 1-1. Geometric improvements for the Interchange Feasibility Study specifically focus on I-88 between Blackberry Creek located 1 mile south of the Tollway Mainline and Seavey Road located 0.5 mile north of the Tollway Mainline. The study area for traffic projections in this Interchange Feasibility Study includes I-88 between IL Rte. 56 and the Main Street crossing of the interstate and on IL Rte. 47 between Galena Road to the south and Keslinger Road to the north. The specific study boundary is shown in Figure 1-2. Figure 1-3 provides aerial photography of the existing IL Rte. 47 interchange. 6

11 Figure 1-1 Kane County Transportation Overview 7

12 Figure 1-2 Interchange Study Boundaries Figure 1-3 Project Location 8

13 1.6 Project Scope This study investigates alternative full service interchange configurations and their impacts on IL Rte. 47 and I-88. Currently, access is only provided at IL Rte. 47 for I-88 mainline traffic traveling to and from the west. Five interchange configurations for a full service interchange for IL Rte. 47 at I-88 have been considered herein. The interchange configurations include a Conventional Diamond, an I-88 Eastbound Loop Off-Ramp, a Northeast Loop Ramp, a Single-Point Urban Interchange (SPUI), and a Diverging Diamond Interchange. GRAEF s sub-consultants, Metro Transportation Group, Inc. and Traffic Analysis & Design, Inc., developed projected traffic data with input from regional and local jurisdictional agencies and proposed development plans. These projections were utilized to examine traffic operation and develop the geometrics of the feasible interchange configurations. Design provisions, including number of turn lanes and turn bay storage lengths, were developed based on the traffic analysis. Impacts to existing environmental resources have been evaluated. Features including wetlands, archeologically significant areas, water resources, previously contaminated sites, and agricultural land have been identified and evaluated. The goal is to minimize environmental impacts while maintaining the desired functionality of the interchange. Presently, there are no known environmental factors which would limit or preclude the completion of the project. Coordination with the resource agencies will be initiated in the Phase I process. This is an important element in assessing alternatives, particularly when avoiding potential Threatened and Endangered (T&E) species. T&E issues need to be resolved in the Phase I Study. Additional coordination may be needed in Phase II permitting and Phase III construction depending on the species involved and extent of impacts. Impacts to the existing utilities have been evaluated. Existing utilities have been identified using the following sources: topographic survey, utility company atlases, and Tollway permit records. 1.7 Study Limitations Access locations for proposed developments and improvements to Seavey Road are addressed in this Interchange Feasibility Study. As part of the land dedication process, Crown Community Development will be seeking Tollway and IDOT cooperation for access north of I-88 and south of Seavey Road as indicated on Exhibit 1. The east access would reduce queuing and delay for the northbound right-turning movement on IL Rte. 47 at Seavey Road. Access locations for any proposed developments will be addressed in the IDOT permitting process for the IL Rte. 47 access modifications. No waivers from standard IDOT Access Control Distances are anticipated for these proposed locations. It is anticipated that improvements to Seavey Road will be identified as a part of the IDOT permitting process for the planned Crown Community Development site, given this roadway s role as a primary point of access for parts of the Crown development. Traffic projections indicate that IL Rte. 47 may eventually have to expand between the existing I-88 interchange and the existing section at Old Oaks Road to accommodate future traffic volumes. See Appendix J for information regarding the IDOT Route 47 corridor study. Reductions in anticipated development of adjacent properties will not impact the need for a full service interchange at IL Rte. 47 and I-88. 9

14 1.8 Acknowledgements This report has been prepared under the Agreement with Village of Sugar Grove, IL and GRAEF. Portions of this report have been developed by other consulting firms acting as sub-consultants to GRAEF. They include: Huff & Huff, Inc. 915 Harger Road, Suite 330 Oak Brook, IL Metro Transportation Group, Inc W. Higgins Road, Suite 100 Hoffman Estates, IL Traffic Analysis & Design, Inc., (TADI) 1898 Waverly Way Montgomery, IL

15 PROJECT NEED 2.1 Traffic Benefit I-88 serves as a regional transportation corridor extending from the Quad Cities area of Illinois and Iowa to the Chicago metropolitan area. Existing access at IL Rte. 47 provides access only to/from the west. No direct access to/from the east to I-88 is available and this traffic must now access I-88 at IL Rte. 56 (4 miles east), Orchard Road (5 miles east), or Peace Road (15.5 miles west). This restricted access is not compatible with growth demands of the Village of Sugar Grove, Village of Elburn, and southern Kane County. IL Rte. 47 is a designated Strategic Regional Arterial (SRA) Route and part of the approximately 1,300-mile SRA system intended to provide a safe and operationally effective level of service along high volume arterial roadways. The purpose of Strategic Regional Arterial routes is to supplement the existing expressway system by providing local arterials with high mobility for regional travel. IL Rte. 47 is also a Class II Truck route, serving north-south truck trips between Interstates 55, 80, 88, 90, and Wisconsin. A full access interchange at Interstate 88 and IL Rte. 47 is consistent with regional transportation plans such as those identified and recommended in IDOT s SRA Report for IL Rte. 47, the Kane County 2030 Transportation Plan, Village of Sugar Grove Transportation Planning Study, the 2004 Kane County Transportation Planning Area Study, and the Illinois 47 Corridor Plan that was recently completed by Kane County. CMAP has also commented favorably on completion of this interchange (see page 38). Without east ramps at IL Rte. 47, the nearest access points to I-88 to and from the east are located at Illinois Route 56 and at Orchard Road (located four and five miles east of IL Rte. 47, respectively). For motorists with origins or destinations south of I-88, IL Rte. 56 is the most proximate and can be accessed from IL Rte. 47 roughly four miles south of the I-88 interchange. Vehicles traveling to and from areas north of I-88 likely utilize Orchard Road by way of local roadways such as Seavey Road, Main Street, Keslinger Road, and Randall Road. Each of these paths to the Orchard Road interchange are primarily comprised of rural, two-lane roadways and do not provide direct access to the desired interchange. The addition of ramps to and from the east at IL Rte. 47 would provide improved interstate access to areas north of I-88 (particularly the Villages of Elburn and Kaneville), thereby reducing traffic on the local roadways currently used to travel to and from the Orchard Road interchange. As development trends continue to extend radially from the Chicago core, increasing pressure is placed on the existing transportation network. Access to and from regional systems such as I-88 is essential to the economic vitality and maintenance of quality of life standards in developing communities and to prevent the local roadway system from serving regional traffic for which it was not designed. The Villages of Sugar Grove and Elburn have experienced high growth rates in recent years as development trends begin to occur along IL Rte. 47 and southern Kane County. In 2000, the Village of Sugar Grove had a population base of 3,909. In a special census performed in 2005, that population base had expanded to 7,958, an annual growth rate of over 15 percent. The Northern Illinois Planning Commission (NIPC) has projected that Sugar Grove s population will increase to 62,742 by Sugar Grove s 2008 Zoning Map and Land Use Plan from the Village s Comprehensive Plan are included in Appendix J. In 2000, the Village of Elburn had a population of 2,756. In a special census preformed in 2006, that population base had expanded to 4,721, an annual growth rate of over 9 percent. The Northern Illinois Planning Commission (NIPC) has projected that Elburn s population will increase to 21,126 by Elburn s Zoning District Map is included in Appendix J. 11

16 This growth in population will presumably be accompanied by a proportional expansion of complementary retail and commercial developments, further adding to the demand on the transportation network. Communities north and south of the interchange area are expected to see similar growth patterns, creating a regional demand for improved interstate access. The growth projections within the Villages of Sugar Grove and Elburn and the prospect of similar growth patterns in neighboring communities, coupled with the limited interstate access alternatives, focus a significant portion of the regional trip-making at the I-88/IL Rte. 47 interchange. Projections have been developed (see Appendix E) which highlight the significant increase in travel demand which is expected to take place in this location. 2.2 Social and Economic Demands Efficient access to regional routes is essential to accommodate the growth and development that is planned for this region. In addition, providing full freeway access to the Tollway system will assist in alleviating traffic congestion on the regional roadway network and the existing interchanges located upstream and downstream of the IL Rte. 47 interchange. Additionally, the proposed interchange improvements will help accommodate traffic continuing north following the construction of the Prairie Parkway. The reconstruction of the existing half diamond interchange to a full access interchange is a high priority transportation project that facilitates economic development in the region and improves the distribution of regional traffic in rapidly growing southern Kane County. The local communities of the Village of Sugar Grove and the Village of Elburn recognize that a full interchange improvement will accommodate the traffic demand created by their development plans, which will create more employment opportunities within the region. 2.3 Interchange Spacing Requirements Analysis of agency interchange spacing requirements looked at the IL Rte. 47 to Peace Road freeway segment (15.5 miles west) and the IL Rte. 47 to IL Rte. 56 segment (4 miles east). Illinois Tollway Requirements Minimum interchange spacing required is 2 miles on the Tollway. The following existing and future conditions along the Tollway system have been considered in establishing the minimum spacing: Balancing the need for an interchange with maintaining the basic function of the Tollway mainline system. Traffic conflicts caused by high traffic demand on mainline and at an interchange. Limited Funds. Mainline Plaza capacity and operation. The addition of ramps to and from the east on Interstate 88 would meet the minimum and desired spacing design criteria for Illinois Tollway. Please note that it would also meet IDOT and FHWA minimum spacing criteria for a rural area (3 miles between interchanges). 12

17 3.0 EXISTING CONDITIONS 3.1 Traffic In order to evaluate traffic operations at the existing subject interchange, peak hour turning movements and daily traffic counts were collected within the primary study area (depicted in Figure 1 of Appendix E). To supplement this data, letters were sent to various jurisdictional transportation agencies (including IDOT, Illinois Tollway, CMAP, KDOT, and the Villages of Sugar Grove and Elburn) requesting historical traffic data, future traffic projections, area development plans, and other traffic-related information for the interchange influence area. All available traffic data was combined to develop the existing traffic networks, as shown in Figures 2 and 3 in Appendix E. Based on 2008 data collection, mainline I-88 currently carries approximately 28,000 vehicles per day east of IL Rte. 47, with bidirectional volumes of roughly 2,000 to 2,500 during the weekday morning and evening peak hours. The eastbound exit ramp at I-88/IL Rte. 47 has a peak hour utilization of roughly 125 vehicles in the morning and evening and an Average Daily Traffic (ADT) count of nearly 2,000. On the westbound entrance ramp, peak hour traffic volumes were observed at between 150 and 200 in the morning and evening; ADT on this ramp is approximately 1,800. Vehicles entering and exiting the mainline Tollway at IL Rte. 47 (the only interchange with access to and from the west within a stretch of 20 miles) make up between 10 and 15 percent of I-88 traffic to and from the west. Using HCS+ software, existing traffic operation was evaluated for the study intersections and Tollway system. The resulting Level of Service (LOS) data is shown in Table 3-1. Table 3-1 EXISTING CONDITIONS CAPACITY ANALYSIS 1 EXISTING FACILITY (YEAR 2008) Location Type of Analysis LOS (AM) LOS (PM) Westbound I-88 (east of IL Freeway A B Westbound I-88 (west of IL Freeway A B Eastbound I-88 (west of IL RTE. Freeway A A Eastbound I-88 (east of IL RTE. Freeway A A Westbound I-88 entrance Merge A B Eastbound I-88 exit Diverge B B IL RTE. 47/Seavey Road 2 Intersection A/B A/B IL RTE. 47/I-88 WB ramps 3 Intersection A A IL RTE. 47/I-88 EB ramps 3 Intersection B B IL RTE. 47/Finley Road 2 Intersection A/C A/B IL RTE. 47/Scott Road 2 Intersection A/C A/B IL RTE. 47/Merrill Road 2 Intersection A/C A/B 1 Because all study intersections are currently unsignalized, overall intersection levels of service are not reported by HCS+. 2 Levels of service for the major leg s opposed left-turning movements are reported first, while levels of service for the minor leg are shown second. 3 Levels of service are for the opposed northbound left-turning movement at IL RTE. 47/I-88 WB and for the minor-leg approach at IL RTE. 47/I-88 EB. 13

18 Based on these capacity results, existing traffic operation is shown to be satisfactory throughout the study network. With minor-leg stop control in place at all study intersections today, traffic on IL Rte. 47 operates with little to no delay. Low-volume traffic on the minor legs is also shown to operate acceptably with LOS C or better at all study intersections. 3.2 Roadway I-88 Reagan Memorial Tollway I-88 is classified as a freeway/tollway and presently has two 12.5-foot mainline lanes in each direction separated by an open grassed median. The posted speed limit is 65 mph. The existing pavement consists of 3.75 inches bituminous concrete on 14 inches of Portland Cement Concrete pavement constructed over 4 inches of stabilized sub-base. The existing shoulders consist of 3 inches of bituminous concrete on a concrete shoulder. The existing half diamond interchange provides access at IL Rte. 47 to and from the west. IL Rte. 47 is carried over the Reagan Memorial Tollway. Toll collection is not provided on either existing ramp. Peace Road is a full service interchange located approximately 15.5 miles west of IL Rte. 47. IL Rte. 56 is a system interchange with ramps to and from the east only and is located approximately 4 miles east of IL Rte. 47. Orchard Road is a full service interchange located approximately 5 miles east of IL Rte. 47. IL Rte. 47 IL Rte. 47 is a designated Strategic Regional Arterial (SRA) Route. IL Rte. 47 is a two-lane undivided roadway north and south of the existing half diamond interchange. At the interchange IL Rte. 47 widens to a five-lane section. IL Rte. 47 is a primary north-south thoroughfare serving the Village of Sugar Grove, Village of Elburn and Kane County. The existing tangent sections approaching the IL Rte. 47 bridge on the north and south side have recently been overlaid with asphalt. Approximately 1,750 feet north of the Tollway centerline is an unsignalized intersection with Seavey Road, an east-west undivided roadway. Approximately 815 feet south of the Tollway centerline, Finley Road is an east-west two-lane undivided roadway that forms a T-intersection with IL Rte. 47. Approximately 3,280 feet south of the Tollway centerline, Scott Road, an eastwest two-lane undivided roadway that forms a T-intersection with IL Rte. 47. Aerial photography of the interchange is show in Exhibit Lighting Presently, no lighting is provided on the IL Rte. 47 overpass at I-88. Presently, no lighting is provided on the I-88 Tollway mainline. Ramp lighting is present on the EB off-ramp and WB on-ramp. 3.4 Structural The existing IL Rte. 47 Bridge carries IL Rte. 47 over I-88. The bridge provides for two through lanes in each direction separated by a 20-foot raised median. The deck is 93 feet 2 inches outto-out. It is a four span bridge with a concrete deck supported by twelve precast, prestressed 14

19 concrete I-Beams. The overall length between the centerline of abutment bearings is 239 feet 0- inches. Both approach slabs to the bridge section consists of a 15 of concrete with a 4 aggregate base. The bridge superstructure was fully reconstructed in Existing Utilities Resources used for identifying the existing utilities for this project were Illinois Tollway record drawings, Tollway utility and permit files, and utilities identified in the JULIE utility locate system. Notices were sent to all utility owners identified in these sources, and responses have been received from all owners. The following are existing utilities that fall partially or entirely within the proposed footprint of the IL Rte. 47 at I-88 Interchange. Aerial photography and topography of the existing interchange is show in Exhibit 5. A 6 gas main parallels IL Rte. 47 on the east side through the limits of the project. The line crosses under I-88 approximately 175 east of IL Rte. 47. The owner has been identified as Nicor. Information on this utility comes from Nicor utility atlases. North of I-88 overhead electric cables parallel IL Rte. 47 approximately 2 inside of the west right-of-way line. These overhead cables cross I-88 approximately 125 west of the IL Rte. 47 centerline. The overhead cables then cross to the east side of IL Rte. 47 at Finley Road and continue south through the limits of the project. The owner has been identified as ComEd. Information on this utility comes from topographic information and drawings supplied by ComEd. An underground fiber optic cable parallels I-88 within 10 feet south of the north right-ofway line throughout the project limits. The 8 HDPE pipe crosses IL Rte. 47 near the north abutment. The owner has been identified as Adesta. Information on this utility comes from drawings supplied by Adesta. An underground fiber optic cable runs adjacent to the Adesta line north of I-88 and crosses I-88 approximately 174 east of IL Rte. 47. Six 2 HDPE at variable depth runs along the east side of IL Rte. 47 in the right-of-way through the project limits. The owner has been identified as AT&T long distance. Information on this utility comes from drawings supplied by AT&T long distance. An underground fiber optic cable crosses I-88 approximately 100 east of IL Rte. 47. The owner is identified as Mediacom. Information on this utility comes from Adesta record drawings. The following utility companies were identified by the JULIE utility locates, but are clear from any possible construction activities. Exelon Enbridge Energy Partners 3.6 Land Use Current land use in the immediate vicinity of the I-88/IL Rte. 47 intersection is a mix of farmed land, residential, and privately owned open land. The project area is entirely within Kane County and in Blackberry Township. South of the interchange is the Village of Sugar Grove and north of the interchange is the Village of Elburn. Northeast Quadrant The northeast quadrant of the project lies entirely within Blackberry Township. This quadrant of the interchange is owned by Crown Community Development from the I-88 right-of-way to Seavey Road. The parcel is currently farmed along IL Rte. 47. Adjacent to I-88, the Tollway maintains a storage yard in their right-of-way. The environmental report has identified areas of wetland in the ditches adjacent to the I-88 mainline (see Figure 5 and Table 1 of Appendix A). 15

20 Southeast Quadrant The southeast quadrant of the project lies entirely within Blackberry Township. This quadrant of the interchange is owned by Crown Community Development from I-88 south to Merrill Road. The parcel is currently undeveloped adjacent to the I-88 right-of-way and farmed south of Blackberry Creek. The environmental report has identified wetlands in the ditch along IL Rte. 47 and in the ditch running east-west approximately 500 feet south of the Tollway centerline. Southwest Quadrant The southwest quadrant of the project lies entirely within Blackberry Township. The area between the existing eastbound off-ramp and Finley Road is currently undeveloped and is owned by a single investor/developer who supports the project. South of Finley Road is a residential development adjacent to IL Rte. 47. The environmental report has identified wetlands in the area between the ramp and Finley Road and in the ditches along the frontage road. Northwest Quadrant The northwest quadrant of the project lies entirely within Blackberry Township. This quadrant of the interchange is owned by Crown Community Development from the I-88 right-of-way to Seavey Road. The parcel is currently farmed along IL Rte. 47. The Tollway maintains a salt storage yard between I-88 and the existing westbound on-ramp in this quadrant. The environmental report has identified wetlands in the ditches along I-88 and a small amount of wetlands in the ditches along IL Rte Existing Right-of-Way Reagan Memorial Tollway (I-88) The general limits of the existing right-of-way for I-88 within the project are approximately 125 feet both north and south of the existing Tollway centerline. However, a wider right-of-way occurs both east and west of IL Rte. 47 for the existing ramps to and from the west and for future ramps to and from the east. IL Rte. 47 The general limits of the existing right-of-way for IL Rte. 47 within the project area are as follows: North of I-88 the right-of-way width is approximately 200 feet wide from the I-88 on-ramp to Seavey Road. South of I-88 the right-of-way width is approximately 130 feet wide south of Finley Road. 3.8 Environmental Conditions An environmental analysis was prepared to assess potential environmental constraints related to the proposed full access interchange at IL Rte. 47 and I-88. This screening is important to the process of identifying feasible configurations for the IL Rte. 47 access. The environmental analysis, which evaluated natural resources including wetlands, water quality, floodplains, and threatened and endangered species, does not indicate any adverse environmental impacts. The analysis also includes an investigation of potential hazardous material within the study area. Appendix A contains the full Environmental Analysis for the Interchange Study. 16

21 4.0 INTERCHANGE LAYOUTS The six configurations considered for the IL Rte. 47 and I-88 interchange include: Option 1 - Conventional Diamond Interchange Option 2 - Northeast Loop Ramp Option 3 - Eastbound I-88 Loop Off-Ramp Option 4 - Diverging Diamond Interchange Option 5 - Single Point Urban Interchange (SPUI) Option 6 - No Build Alternative The selection of the type of service interchange is dependent on the following: Safety and Capacity Turning traffic volume at the ramp intersections Right-of-Way availability and cost Effect on the adjacent environmental resources Funding Each of the interchange designs comply with the latest Illinois Tollway geometric design criteria, with the exception of the Eastbound I-88 Loop Off-Ramp for the ramps and mainline and IDOT s design standards for IL Rte. 47 and the associated traffic signals. The Illinois Tollway requires a minimum Level of Service (LOS) D capacity be provided at the following elements of the interchange: Tollway mainline Entrance and Exit Ramp junctions Signalized or Unsignalized Ramp intersection with cross street. Designs were evaluated based on traffic volumes generated and documented in the Interchange Volumes Study developed by Metro Transportation and included in Appendix E of this report. The projections made in Metro s study have been previously reviewed and commented on by the various jurisdictional agencies including IDOT, Illinois Tollway, and KDOT. Per direction given by these agencies, the Interchange Volume Study has been updated to incorporate agency comments; dispositions responding to these comments are included in Appendix G and 2030 volumes include local and regional growth and the developments proposed within the study area. Volumes from the Crown Development were obtained from the developer s engineer and include the planned residential, commercial, industrial and retail land uses. Other development information was obtained through working with the Villages of Sugar Grove and Elburn. Proposed Village land use plans in the vicinity of the interchange are included in the volume study. The volume study also considers traffic that will reroute from IL Rte. 47 to the proposed Prairie Parkway to perform regional trips by design year 2030; it was assumed that these vehicles would travel between Prairie Parkway and IL Rte. 47 via I-88, thereby adding to the eastbound to northbound and southbound to westbound movements at the subject interchange. The predominant turning movements on the project are the southbound IL Rte. 47 to eastbound I- 88 movement and the westbound I-88 to northbound IL Rte. 47 movement. The IL Rte. 47 Interchange with IL Rte. 56 is located on the south side of Sugar Grove. This interchange reduces anticipated volumes for the northbound IL Rte. 47 to eastbound I-88 movement and the westbound I-88 to southbound IL Rte. 47 movement. Interchange ramp and intersection designs accommodate the 2030 traffic projections developed in the volume study. 17

22 Design year traffic projections for the study area reveal fairly balanced utilization on each of the interchange ramps. With a strong commercial presence predicted for the study area, traffic generated by retail, office, and industrial uses balances the commuter travel patterns of residential motorists. On the west ramps, background traffic volumes contribute to design year projections that are similar in magnitude to those on the east ramps. These travel patterns are atypical for an interchange located in an outer suburban community of the Chicago region, but are not surprising given the small number of area interchanges providing access to and from the west. It should be noted that the IL Rte. 47/Finley Road intersection currently operates as a full-access T -intersection. After further discussion with agency staff, however, the project team has assumed that Finley Road will operate as a right-in/right-out access intersection for the purposes of developing geometrics for the study area (where applicable). The project team is in agreement with jurisdictional agencies that Finley Road, which is located within the Illinois Tollway access control limits, should not be maintained with full access for safety reasons. Yet given this roadway s current utilization by adjacent residents (and the additional two-plus miles that would be traveled by these residents along the shortest alternate route to IL Rte. 47), it is the project team s conclusion that a ¾ access at IL Rte. 47/Finley provides adequate accessibility without compromising vehicular safety. The ability to provide three-quarters access at Finley Road while providing safe and efficient operation for area motorists is further discussed in Section Option 1 - Conventional Diamond Interchange Traffic As proposed, the conventional diamond interchange would use the existing I-88 structure and include a four-lane section on IL Rte. 47. It should be noted that the Conventional Diamond has been designed such that it would not preclude the construction of a northeast loop ramp (Option 2) in the future, if needed. (See Exhibit 1 for an overview.) Cost Lowest cost alternative of the build alternatives. The existing IL Rte. 47 overpass can remain with this interchange configuration. PROPOSED FACILITY (CONVENTIONAL DIAMOND INTERCHANGE) Improvement Type Cost (millions) Ramps and Toll Plazas $6.56 IL Rte. 47 Improvements $4.02 Seavey Road $0.08 Finley Road $0.10 Maintenance of Traffic $0.33 Excavation $1.10 Signing $0.16 Mobilization $0.37 Contingency (25%) $3.18 Engineering Costs $2.38 Utility Relocations $0.33 Right-of-Way Acquisition $1.08 TOTAL $19.7 Million See Appendix I for a detailed breakdown of the construction costs for all alternatives. 18