HomeMy WebLinkAboutIllinois Street Corridor Study; Cole AssociatesILLINOIS STREET CORRIDOR
STUDY
Carmel, Indiana
prepared by:
Cole Associates Inc.
36 South Pennsylvania Street
360 South Century Building
Indianapolis, IN 46204
(317) 633 -4120
ILLINOIS STREET CORRIDOR: CARMEL INDIANA
COLE ASSOCIATES INC.
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TABLE OF CONTENTS
ILLINOIS STREET CORRIDOR STUDY
Section 1 Executive Summary 44
• Figure 1 - Corridor Location Map 49
Section 2 Existing Conditions 50
• Figure 2 - 1997 Through Peak Hour Volumes 52
• Figure 3 - 1992 Peak Hour Turning Movement Volumes 53
Section 3 Corridor Alignment and Right -of -Way 54
3.1 • Corridor Alignment 55
• Figure 4 - Typical Cross - section 56
• Figure 5 - Optional Pedestrian/Bicycle Pathway 57
• Figure 6 - Preferred Alignment 60
• Figure 7 - Preferred Alignment 61
• Figure 8 - Preferred Alignment 62
• Figure 9 - Preferred Alignment .. 63
• Figure 10 - Preferred Alignment 64
• Figure 11 - Preferred Alignment .. ..... ..... 65
• Figure 12 - Preferred Alignment 66
• Figure 13 - Preferred Alignment 67
3.2 • Right -of -Way 68
• Table 1 - Right - of - Way . . 68
3.3 • Corridor Acces 70
3.4 • Cost Analysis 71
Section 4 Analysis 72
4.1 Growth Rate 74
• Table 2 - Through Volumes 74
• Table 3 - Growth Rate 75
• Figure 14 - 1997 Existing Volumes 76
• Figure 15 - 2007 Future Background Volumes 77
• Figure 16 - 2017 Future Background Volumes 78
4.2 Trip Generation 79
• Table 4 - Developable Area 79
• Table 5 - Commercial Classification 79
• Figure 17 - 2007 New Trips Generated 81
• Figure 18 - 2017 New Trips Generated ......... 82
4.3 Total Future Volumes 83
• Figure 19 - 2007 Future Background with Improvements 84
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• Figure 20 - 2017 Future Background with Improvements 85
• Figure 21 - 2007 Total Future Volumes 86
• Figure 22 - 2017 Total Future Volumes 87
4.4 Level of Service 88
• Table 6 - Level of Service Criteria 88
• Table 7 - Lane Usage 90
• Figure 23 - 2007 Minimum Lane Usage Requirements 91
• Figure 24 - 2017 Minimum Lane Usage Requirements 92
• Figure 25 - 2007 Optimal Lane Usage Recommendations 93
• Figure 26 - 2017 Optimal Lane Usage Recommendations 94
Section 5 Recommendations 95
Appendix B -1 Growth Rate 99
• Table 8 -1 - AM Peak Hour Growth Rates 100
• Table 8 -2 - PM Peak Hour Growth Rates 101
Appendix B -2 Trips Generated 102
• Table 9 -1 - AM Peak Hour New Trips (100% buildout) 103
• Table 9 -2 - AM Peak Hour New Trips 104
• Table 9 -3 - PM Peak Hour New Trips (100% buildout) 105
• Table 9 -4 - PM Peak Hour New Trips 106
Appendix B -3 Levels of Service 107
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EXECUTIVE SUMMARY
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recommended corridor alternative. The analysis includes an evaluation of the potential
impacts to businesses and developments, residential areas, and the community as a whole with
regard to access throughout the corridor. The result of the efforts of Phase II include the
following recommendations:
• Four lane divided roadway section from 103rd Street to 136th Street/Smokey Row with
one hundred eight foot (108') typical right -of -way (R/W).
• Compressed, ninety foot (90') wide R/W to ease impacts on adjacent properties at these
locations:
♦ West of the Ritz Charles parking lot located between 116th Street and 126th
Street.
• Between the Duke Hills planned development and shopping center, just south of
126th Street.
• Consideration of addition of a bicycle /pedestrian path along one side of the roadway as
an option in some areas (primarily the south end of the corridor) to provide access to the
community and screening of the roadway.
• Intersection plans indicating proposed lane usages for intersections of Illinois Street with
106th Street, 111th Street, 116th Street, 126th/Carmel Drive, 131st Street, and Smokey
Row /136th Street at Oak Ridge Road.
• Traffic signals at Illinois Streets' intersections with 106th Street, 116th Street, and 126th
Street.
• Corridor alignment with the proposed right -of -way (R/W) footprint shown on existing
aerial photography in Section 3.1 "Corridor Alignment and Right of Way ".
• "Improved Access" to Illinois Street from adjacent properties and developments.
• Further Study of the connection of the intersection of Illinois Street with Smokey
Row /136th Street at Oak Ridge Road in order to fully consider related intersection and
route functions. Specifically, the intersection of U.S. 31 and 136th Street and the future
interchange at this location should be evaluated further. This elevation is needed to assess
the alternatives for both north -south and east -west arterial street connections in
conjunction with the proposed interchange.
The refined alignment, or the "Recommended Preferred Alternative" is essentially the same
as Alternative "B" presented in the Phase I report with one exception. The route has now
been extended southward from 106th Street to 103rd Street at the City's request. It should
be noted that several variations remain possible. North of 103rd Street, for operational
purposes, it would be recommended that the corridor travel north and not follow the existing
roadway between 103rd Street and 106th Street. However, due to economic considerations,
it is recommended that the corridor follow the existing roadway to 106th Street then cut
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through the smaller Indiana Farmers building. There are also two alternatives available just
west of the Ritz Charles parking lot but acquire the new residence. A new home has been
constructed just north of the parking lot. In order to avoid this home, approximately 68
parking spaces will need to be removed. After economic considerations, it is recommended
that the corridor run north and avoid the parking lot but acquire the new residence. Another
area, between 126th Street and 131st Street also contains two alternatives. This variation
being between 126th Street to Dorset Boulevard, then extending north to 131st Street at
Meridian Corner. Boulevard. While this optional alignment is possible from an operational
perspective, it still remains less desirable than the recommended alignment along Meridian
Hills Boulevard (extended). This is due primarily to the consideration given to allowing
Illinois Street to function as the through movement at its intersection with 126th Street. The
optional routing would require the arterial traffic on Illinois Street to turn left at its
intersection with 126th Street. This preference of Illinois Street as the through arterial may,
however, need to be reconsidered if R/W costs are found to be a substantial mitigating factor
in this segment. As noted above, the last segment connects with. Smokey Row /136th Street
at Oak Ridge Road. A possible connection scenario for Illinois Street at this location has
been developed that accommodates the proposed 136th Street/U.S. 31 interchange layout.
The connection depends, however, on the operation of a rotary, or "roundabout" intersection
to allow connection to the new ramps from the interchange. Given the high traffic volumes
through the U.S. 31/136th Street intersection today, and the complex connections with
extremely close adjacent street intersections along 136th Street, the operation of the overall
arterial street network in the vicinity remains in question. Since the satisfactory operation of
the Illinois Street intersection with Smokey Row /136th Street is directly linked to the overall
arterial system operations, it is important that the "system" operate at optimum efficiency.
It is beyond the scope of this Phase II study to evaluate these system operations. It is
recommended that further study be considered to evaluate these system operational and
connection issues, with specific attention given to alternative arterial connections to U.S. 31
in the vicinity of Smokey Row /136th Street.
The consideration of the "Preferred Alternative" will have R/W impacts along the corridor.
Several of these have been specifically considered and are reflected in the recommendation
of the use of a compressed typical roadway cross - section at the specific locations noted
above. The total anticipated R/W impact is summarized as follows:
Agricultural 49 acres
Residential 6 acres
Commercial 5 acres
Commercial Buildings 1
Residential Relocations 3
Access to business, commercial, and residential tracts should be maintained, but combined
where possible. The intent is to limit the impact to through traffic flows while maintaining
and enhancing access to the existing and future development sites along the corridor. Details
of "improved access" points are discussed in Section 3.3 "Corridor Access" of this report.
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The use of the bicycle /pedestrian pathway to enhance the connection to the residential
community to the west of the corridor is recommended where R/W is available. Additionally,
the use of landscaping and/or berms to separate the business /commercial overlay zoning area
(east of the corridor) from the primarily residential areas is recommended. This is seen as a
logical means with which a separation and/or screening effect can be achieved between the
residential areas near Springmill Road, the arterial roadway itself, and the overlay
business /commercial area between Illinois Street and U.S. 31.
The cost associated with the recommended improvements has been estimated at
approximately $604/L.F. for the typical 108' wide section. The addition of the landscaped
area/bicycle/pedestrian trail to the roadway is estimated to increase the cost to $692/L.F.
The compressed roadway section is estimated at $569/L.F. The "Improved Access" frontage
drives are expected to cost $131/L.F.
Given the estimated per linear foot cost and the recommended construction sections for the
"Preferred Alternative ", the estimate construction costs for the corridor are:
103rd 106th $ 375,000
106th - 111th $ 1,800,000
111th - 116th = $ 1,800,000
116th 126th = $ 3,670,000
126th - 131st = $ 1,300,000
131st 136th = $ 2,500,000
"Improved Access" Frontage Drive/Entrance
Indiana Farmers at 106th Street = $ 37,000
Fidelity Plaza at 116th Street = $ 91,500
Ritz Charles between 116th and 126th Street = $ 98,700
Eaton Lauth between 116th and 126th Street = $ 74,000
It should be noted that these costs are not based on detailed construction data that would be
available during the design phase, but rather are intended to be "ballpark" figures suitable for
planning purposes. It should also be noted that these costs, do not include street lighting,
traffic signals, acquisition expenses or R/W relocation. Street lighting costs can vary widely,
depending on the style of fixtures and lumination levels desired. The cost of traffic signals will
vary, depending on the completing of the system, the inclusion of the interconnection to
adjacent signals, and the presence of pedestrian indications. R/W relocation costs will also
vary widely, due to the market pressures. It is beyond the scope of this study to determine
such costs. R/W and relocation costs will necessarily be based on detailed property appraisal
efforts that are typically undertaken at the end of the design phase. These costs are also based
on the fact that future development will be responsible for such items as on -site drainage
costs.
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EXISTING CONDITIONS
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EXISTING CONDITIONS
The Illinois Street Corridor Study is located in Carmel, Indiana west of U.S. 31 and east of
Springmill Road. The study area is generally bounded by 103rd Street to the south and 136th
Street/Smokey Row Road to the north. Figure 1 (please see Section 1.0, "Executive
Summary", Page 6) shows the location of the corridor. Currently, Illinois Street extends
north from 103rd Street to 106th Street where it is terminated. U.S. 31 is currently a four
lane road with periodic traffic signals and turn lanes where appropriate. Springmill Road is
primarily a residential street with stop signs controlling vehicular traffic. The occupied land
in the study area varies in use. There are several commercial office buildings and housing
developments as well as individual residences and farmlands.
For this study, the traffic requirements throughout the study area were evaluated. Traffic
volumes were attained using several different methods. Through traffic volumes for the study
area were taken from Traffic Impact Fee Analysis. Existing Conditions, April 1997, (TIFA)
as prepared for the City of Carmel by A &F Engineering Company. This report provided
volumes along various streets throughout the study area for both an AM and PM peak hour.
The volumes were then given a directional split" relative to the direction of travel of the
vehicles. These volumes are summarized in Figure 2. Turning movement volumes for 1992
were attained from the same report. These volumes are shown in Figure 3. This base of
information was then utilized to attain a growth rate and conduct the necessary analyses - See
Section 4.1, "Growth Rate ".
A combination of aerial photography, field investigation, and coordination meetings with the
City of Cannel provided the basis of necessary information for examining the current land use,
and making a rough estimate of the amount of undeveloped land throughout the study area.
The examination showed that there is approximately 325 acres of available land remaining
throughout the study area.
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CORRIDOR ALIGNMENT
AND
RIGHT -OF -WAY
ILLINOIS STREET CORRIDOR: CARMEL INDIANA
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3.1 CORRIDOR ALIGNMENT
The Indiana State Department of Transportation (INDOT) intends to make U.S. 31 an
interstate with limited access in the near future. Due to this characteristic change to U.S. 31
it is the desire of The City of Carmel to provide a "corridor" that will parallel U.S. 31 on the
west side of the interstate. This corridor will be located between U.S. 31 and Springmill
Road and will serve as a "buffer" between commercial property and residential property. This
new corridor will be an extension of Illinois Street and is recommended to be a four lane,
divided roadway with curb and gutter, sidewalk, and/or bikepath where feasible. Phase I of
this study, included as Part A in this report for reference purposes, involves the initial analysis
for the corridor. Phase II is more detailed location work.
Several alternative corridor alignments were examined in detail in the Phase I Report. Section
4 of the Phase I report (See Part A) presented the details of these various alternatives.
Through extensive evaluation and review of the alternatives, it was recommended that
Alternate "B" be accepted as the "Preferred Alternative ". Following review by the City, the
alignment was further refined to reflect the basis for this Phase II study. This "further
refinement" includes several specific areas:
• The corridor evaluation was extended south from the original study limits of 106th Street
to 103rd Street.
• Between 103rd Street and 106th Street, two alternatives were evaluated for both
economic and operational feasibility.
• It was realized that a new residence has been constructed northwest of the Ritz Charles
parking lot. The feasibility of relocating this residence verses acquiring part of the Ritz
Charles parking lot has been evaluated.
• The corridor between 126th Street /Carmel Drive and 131st Street retains an alternative
to Alternate "B ", the "Preferred Alternative ", for evaluation purposes. This alternative
is a segment of the Phase I Alternate "C" that would proceed northwest from its
intersection with 126th Street/Carmel Drive along existing 126th Street to Dorset
Boulevard, and then north along a previously dedicated right -of -way (R/W) to connect
with Meridian Corners Boulevard at 131st Street. The corridor would then continue
north along existing Meridian Corners Boulevard to intersect with the Alternate "B"
route.
• Further Study of the connection of the intersection of Illinois Street with Smokey
Row /136th Street at Oak Ridge Road in order to fully consider related intersection and
route functions. Specifically, the intersection of U.S. 31 and 136th Street and the future
interchange at this location should be evaluated further. This elevation is needed to assess
the alternatives for both north -south and east -west arterial street connections in
conjunction with the proposed interchange.
These refinements allow the corridor analysis to be broad enough to give adequate
information about potential "reasonable" alternatives and allow flexibility to the final route
location. In this manner, the final route location decision can be based on an equal evaluation
of the respective impacts.
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For the Phase If study, four cross- sections were developed based on such factors as right -of-
way (R/W) space available and existing land uses. Figures 4 and 5 show two of these typical
cross sections. The most common cross- section for this project will have a typical R/W
requirement of one hundred eight feet (108'). The three primary cross - sections provide for
a four lane road with a sixteen foot (16') raised median, or turn lane, and curb and gutter.
The typical 108' cross- section provides for a three foot (3') wide utility strip along both sides
of the roadway, five foot (5') widths for sidewalks and ten foot (10') widths for landscaping.
The second cross - section (Figure 5) shows the optional pedestrian/bicycle pathway. This
cross - section requires the extension of the R/W limits to a total width of one hundred fifty
feet (150'), but provides a bike path and a landscaping "buffer ". This landscaping buffer
provides a pleasing separation between the roadway and pedestrians and to some extent, a
potential separation of the roadway and the residential areas.
The third cross - section, not shown, is a compressed version of the typical 108' section, and
is utilized where the procurement of R/W is expected to be difficult or excessively expensive.
This cross- section requires only ninety feet (90') of R/W by deleting the sidewalk and utility
strip along one side of the roadway and reducing the landscaping area from ten feet (10') to
five feet (5') on the opposite side.
Finally a cross - section for access drives was assumed. This section requires approximately
fifty feet (50') of R/W and includes only two lanes of travel. This cross section does not
provide any sidewalk or landscaping, but does include curb and gutter.
The corridor alignment was based on a 40 mile per hour (mph) design speed. With this in
mind, a five hundred twenty feet (520') minimum radius should be used throughout the
corridor. The cross- sections, described above, maintain twelve feet (12') through lanes and
sixteen feet (16') turning lanes where necessary. This is a standard design and is
recommended throughout the corridor.
Given the Phase I preferred alignment, (as refined), and the typical cross - section details, a
recommended alignment for the corridor was developed. This recommended alignment is
based on constraints such as R/W concerns and environmental factors. This recommended
final alignment and alternatives are shown in Figures 6 through 13. Note that these figures
depict the edge of right -of -way recommended and not the edge of pavement.
It is recommended that the bicycle path be designed throughout the southern portion of the
corridor. As shown in Figures 6 through 9, the bicycle path could begin at 106th Street and
terminate between 116th Street and 126th Street. The area appears ideal for the path because
most of the land is currently undeveloped and the acquisition of needed R/W should,
therefore, be easier in this area.
There are two alternatives for the vicinity of Illinois Street's intersection with 106th Street.
One of the alternatives involves reconstructing the roadway south of 106th Street in order to
bypass the commercial building, Indiana Farmers, north of 106th Street and still provide a
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continuous roadway. However, this alternative will necessitate a major residential relocation
and a large amount (135 feet) of roadway reconstruction. Another alternative for this area
is to utilize the existing roadway south of 106th Street, reconstruct the intersection at 106th
Street, and slightly skew the intersection. The corridor would then pass through the smaller
of the two commercial buildings north of 106th Street and continue north from that point
along the recommended alignment. This alternative proves to be the most cost effective
solution, but is not, however, the best operational solution. The first alternative allows the
intersection of 106th Street and the corridor to be further away (75 feet verses 55 feet) from
U.S. 31 than the other alternative. This greater separation distance would help alleviate the
potential for queuing, or the stacking of vehicles due to stopped vehicles in the lead, onto
U.S. 31. Based on the great economic cost implications and low operational benefits, the
second alternative is recommended.
As noted above, the last segment connects with Smokey Row /136th Street at Oak Ridge
Road. A possible connection scenario for Illinois Street at this location has been developed
that accommodates the proposed 136th Street/U.S. 31 interchange layout. The connection
depends, however, on the operation of a rotary, or "roundabout" intersection to allow
connection to the new ramps from the interchange. Given the high traffic volumes through
the U.S. 31/136th Street intersection today, and the complex connections with extremely
close adjacent street intersections along 136th Street, the operation of the overall arterial
street network in the vicinity remains in question. Since the satisfactory operation of the
Illinois Street intersection with Smokey Row /136th Street is directly linked to the overall
arterial system operations, it is important that the "system" operate at optimum efficiency.
It is beyond the scope of this Phase II study to evaluate these system operations. It is
recommended that further study be considered to evaluate these system operational and
connection issues, with specific attention given to alternative arterial connections to U.S. 31
in the vicinity of Smokey Row /136th Street.
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3.2 RIGHT -OF -WAY
The likely Right -of -Way (R/W) requirements for the recommended Illinois Street Corridor
alignment were developed based on the previously noted cross- section details and design
criteria. Table 1 summarizes, by land use type, the R/W that would need to be purchased for
this project for the recommended alignment alternative.
Table 1
Right -of -Wa
Figure
Area
Type
Building
Comments
Figure 6
32,400
Farmland
Wooded
100,500
Commercial
1 building
Will need to provide access to Indiana
Fanners
Figure 6*
102,600
Residential
1 House
Will need to relocate large residence
98,800
Farmland
Wooded
Figure 7
405,000
Farmland
1 House
Figure 8
405,000
Farmland
1 Outbuilding
Part of fanning buildings
480
Parking Lot
May be able to avoid
Figure 9
285,000
Farmland
79,200
Residential
1 House
Figure 9*
334,000
Farmland
36,000
Parking Lot
Approximately 68 spaces
Figure 10
27,000
Commercial
Compressed R/W
140,400
Farmland
84,000
Residential
Cut residents yard
63,000
Commercial
Compressed R/W
54,000
Commercial
For drive Realignment
Figure 10*
27,000
Commercial
Compressed R/W
140,400
Farmland
84,000
Residential
1 House
63,000
Commercial
Compressed R/W
54,000
Commercial
For drive Realignment
47,500
Residential
Most R/W owned - northside
Figure 11
302,400
Farmland
Figure 11*
345,600
Residential
Most R/W already owned
Figure 12
285,100
Farmland
Figure 13
78,000
Farmland
125,600
Farmland
For traffic circle
* Alternative
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The compressed R/W cross - section (90') is recommended for two locations throughout the
corridor. This compressed section should most likely be implemented along the western edge
of the Ritz Charles parking lot between 116th Street and 126th Street (see Figure 9). A
recreational pond and newly developed residential parcels limit the corridor width to the west.
In order to limit the impact to the area, the compressed cross- section is recommended. The
corridor should expand to the typical 108' cross section once these obstacles are cleared.
There are two alternatives in this area near the Ritz Charles. Towards the northwestern edge
of the Ritz Charles parking lot, a new residence has recently been constructed. In order to
avoid acquisition of this residence, the corridor would curve eastward. This alternative would
require the acquisition of approximately 68 parking spaces from the Ritz Charles. The second
alternative is to continue the corridor directly northward, relocate the residence, and avoid
the parking lot. Based on economic and operational feasibility, the second alternative is
recommended.
At the south side of 126th Street, between the Duke Hills planned development and the
shopping center, the compressed cross section is again recommended (see Figure 10). Ninety
feet (90') of R/W has already been allocated to the City through this area.
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3.3 CORRIDOR ACCESS
Access to Illinois Street will be an important factor in the function of the corridor. Primary
access to Illinois Street will be provided at the cross street intersections of 106th Street, 111th
Street, 1 16th Street, 126th Street, and 136th Street. Secondary "improved access" should
be provided by way of several locations throughout the corridor. Figures 6 through 13
illustrate these access points. The following paragraphs discuss these areas.
• Between 106th Street and lllth Street:
It will be necessary to provide access for the Indiana Farmers building just north of 106th
Street. Access for this building should be provided on the north side due to the close
proximity to the intersection of 106th Street and Illinois Street. No access should be
granted for the Indiana Farmers building directly along 106th Street due to the close
proximity of U.S. 31 and the proposed corridor (See Figure 6). Future access to Illinois
Street from additional properties between 106th Street and 111th Street may be granted
as development occurs.
• Between 111th Street and 116th Street:
It is recommended that access be consolidated and provided to Illinois Street for the
commercial buildings (Fidelity Plaza, New Day Care Center, etc.) just south of 116th
Street. This "improved access" will provide direct connection to the Illinois street
Corridor and from U.S. 31 via the 116th Street intersection. It is further recommended
that the existing connector road that accesses 116th. Street become a "right -in, right -out"
entrance to avoid any operational problems with the adjacent U.S. 31 ramps. This will
prevent any interference with the U.S. 31 ramps and "queuing" along 116th Street.
Queuing refers to the stacking of vehicles due to a stopped lead vehicle. This "improved
access frontage drive /entrance road should access Illinois Street just north of the
existing day care utilizing a portion of parcel 002.111. To properly align this access drive
with the existing connector-road, it will be necessary to acquire the southeast portion of
the Fidelity Plaza parking lot (See Figure 8).
• Between 116th and 126th Street:
It is recommended that the Meridian Street Frontage Road that connects to the south side
of 126th Street, just west of U.S. 31, become a "right -in, right -out" entryway to the
commercial facilities to the south. This will alleviate queuing/operational problems due
to the close proximity of the intersection to U.S. 31. It may be necessary in the future to
eliminate this access once the ramps for U.S. 31 are constructed. It is recommended that
"improved access" to Illinois Street be provided south of the existing commercial
buildings, just south of the Eaton -Lauth office building. This access will directly connect
the Meridian Street Frontage Road with the Illinois Street Corridor (See Figure 10).
Access to the corridor should also be provided south of the Ritz Charles, connecting the
Meridian Street Frontage Road segment with a new "improved access" frontage
drive /entrance connection west, to Illinois Street (See Figure 9).
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3.4 COST ANALYSIS
A rough cost estimate on a per linear foot basis was calculated for each of the cross - sections
discussed in Section 3.1. They are as follows:
Compressed cross- section (90' R/W)
Typical cross - section (108' R/W)
Typical Roadway cross- section
with Bicycle path (150' R/W)
"Improved Access" Frontage Drive/
Entrance
= $ 569/LF
= $ 604/LF
= $ 692/LF
= $ 131/LF
Given the estimated per linear foot cost and the recommended construction sections for the
"Preferred Alignment ", the estimated construction costs for the corridor are:
103rd
106th
111th
116th
126th
131st
- 106th
- 111th
- 116th
- 126th
- 131st
- 136th
= $ 450,000
= $ 1,800,000
= $ 1,800,000
$ 3,666,000
= $ 1,329,000
= $ 2,416,000
"Improved Access" Frontage Drive/Entrance
Indiana Farmers at 106th Street
Fidelity Plaza at 116th Street
Ritz Charles between 116th and 126th Street
Eaton Lauth between 116th and 126th Street
= $ 37,000
= $ 91,500
= $ 98,700
= $ 74,000
It should be noted that these costs are not based on detailed construction data that would be
available during the design phase, but rather are intended to be "ballpark" figures suitable for
planning purposes. It should also be noted that these costs, do not include street lighting,
traffic signals, acquisition, or R/W relocation expenses. Street lighting costs can vary widely,
depending on the style of fixtures and lumination levels desired. The cost of traffic signals also
vary, depending on the completing of the system, the inclusion of the interconnection to
adjacent signals, and the presence of pedestrian indications. R/W relocation cost will also
widely vary due to market pressures. These costs are based on the fact that future
development will be responsible for such items as on -site drainage costs.
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RECOMMENDATIONS
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The Phase II study detailed the traffic analysis along the proposed Illinois Street Corridor
based on the conclusions of the Phase I study. The effort included options for roadway
cross- sections and recommendations as to where these sections should be used. A
"Preferred Alternative" for the alignment of the corridor was developed. The analysis
included an evaluation of the potential impacts to business and developments, residential
areas, and the community as a whole. It should be noted that the impacts evaluation was
conducted as Phase I of the overall corridor study process. The Phase I Report is included
in Part A for reference. Lane geometric recommendations and features were also
developed for this study.
The result of the efforts of the Phase II study include the following recommendations:
• Four lane divided roadway section from 103rd Street to 136th Street/Smokey Row with
one hundred eight foot (108') typical right -of -way (R/W).
• Compressed, ninety foot (90') wide R/W to ease impacts on adjacent properties at these
locations:
• Between recreation pond and Ritz Charles parking lot located between 116th
Street and 126th Street.
• Between the Duke Hills planned development and shopping center, just south of
126th Street.
• Consideration of addition of a bicycle/pedestrian path on one side of the roadway as an
option in some areas (primarily the south end of the corridor) to provide access to the
residential community and screening of the roadway.
• Intersection plans indicating proposed lane usages for intersections of Illinois Street with
106th Street, 111th Street, 116th Street, 126th/Carmel Drive, 131st Street, and Smokey
Row /136th Street at Oak Ridge Road.
• Traffic signals at Illinois Street with 106th Street, 116th Street, and 126th Street.
• Corridor alignment with the proposed right -of -way (R/W) footprint shown on existing
aerial photography in Section 3.1, "Corridor Alignment and Right of Way ".
• Construction of "improved access" frontage drive/entrance roadways at these locations:
• The north side of Indiana Farmers north of 106th Street
• Fidelity Plaza south of 116th Street
• South of Ritz Charles
• South of Eaton Lauth
• Further Study of the connection of the intersection of Illinois Street with Smokey
Row /136th Street at Oak Ridge Road in order to fully consider related intersection and
ILLINOIS STREET CORRIDOR: CARMEL INDIANA
COLE ASSOCIATES INC.
496►
ILLST.RPT
route functions. Specifically, the intersection of U.S. 31 and 136th Street and the future
interchange at this location should be evaluated further. This elevation is needed to assess
the alternatives for both north -south and east -west arterial street connections in
conjunction with the proposed interchange.
The consideration of the "Preferred Alternative" will have R/W impacts along the corridor.
Several of these have been specifically considered and are reflected in the recommendation
of the use of a compressed typical roadway cross- section at the specific locations noted
above. The total anticipated R/W impact is summarized as follows:
Agricultural 49 acres
Residential 6 acres
Commercial 5 acres
Commercial Buildings 3
Residential Relocations 2
Access to business, commercial, and residential tracts should be maintained, but consolidated
where possible. The intent is to limit the impact to through traffic flows while maintaining
and enhancing access to the existing and future development sites along the corridor.
The use of the bicycle /pedestrian pathway to enhance the connection to the residential
community to the west of the corridor is recommended where R/W is available. Additionally,
the use of landscaping and/or berms to separate the business/commercial overlay zoning area
(east of the corridor) from the primarily residential areas is recommended. This is seen as a
logical means with which a separation and/or screening effect can be achieved between the
residential areas near Springmill Road, the arterial roadway itself, and the overlay
business/commercial area between Illinois Street and U.S. 31.
As noted above, the last segment connects with Smokey Row /136th Street at Oak Ridge
Road. A possible connection scenario for Illinois Street at this location has been developed
that accommodates the proposed 136th Street/U.S. 31 interchange layout. The connection
depends, however, on the operation of a rotary, or "roundabout" intersection to allow
connection to the new ramps from the interchange. Given the high traffic volumes through
the U.S. 31/136th Street intersection today, and the complex connections with extremely
close adjacent street intersections along 136th Street, the operation of the overall arterial
street network in the vicinity remains in question. Since the satisfactory operation of the
Illinois Street intersection with Smokey Row /136th Street is directly linked to the overall
arterial system operations, it is important that the "system" operate at optimum efficiency.
It is beyond the scope of this Phase II study to evaluate these system operations. It is
recommended that further study be considered to evaluate these system operational and
connection issues, with specific attention given to alternative arterial connections to U.S. 31
in the vicinity of Smokey Row /136th Street.
ILLINOIS STREET CORRIDOR: CARMEL INDIANA
COLE ASSOCIATES INC.
497►
ILLST.RPT
The cost associated with the recommended improvements has been estimated at
approximately $604/L.F. for the typical 108' wide section. The addition of the landscaped
area/bicycle/pedestrian trail is estimated to increase the cost to $692/L.F., and the compressed
roadway section is estimated at $569/L.F. "Improved Access" frontage drive/entrance
roadways are estimated to cost $131/L.F.
Given the estimated per linear foot cost and the recommended construction sections for the
"Preferred Alternative ", the .estimate construction costs for the corridor are:
103rd - 106th = $ 450,000
106th - 111th = $ 1,800,000
111th - 116th = $ 1,800,000
116th - 126th = $ 3,666,000
126th - 131st = $ 1,329,000
131st - 136th = $ 2,416,000
"Improved Access" Frontage Drive/Entrance
Indiana Farmers at 106th Street
Fidelity Plaza at 116th Street
Ritz Charles between 116th and 126th Street
Eaton Lauth between 116th and 126th Street
$ 37,000
_ $ 91,500
$ 98,700
= $ 74,000
It should be noted that these costs are not based on detailed construction data that would be
available during the design phase, but rather are intended to be "ballpark" figures suitable for
planning purposes. It should also be noted that these costs, do not include street lighting,
traffic signals, acquisition expenses or R/W relocation. Street lighting costs can vary widely,
depending on the style of fixtures and lumination levels desired. The cost of traffic signals will
vary, depending on the completing of the system, the inclusion of the interconnection to
adjacent signals, and the presence of pedestrian indications. R/W relocation costs will also
vary widely, due to the market pressures. It is beyond the scope of this study to determine
such costs. R/W and relocation costs will necessarily be based on detailed property appraisal
efforts that are typically undertaken at the end of the design phase. These costs are also based
on the fact that future development will be responsible for such items as on -site drainage
costs.
ILLINOIS STREET CORRIDOR: CARMEL INDIANA
COLE ASSOCIATES INC.
498►
ILLST.RPT