HomeMy Public PortalAboutResolution 1713RESOLUTION NO. 1713
A RESOLUTION ADOPTING THE LOCKPORT STREET BYPASS
FEASIBILITY STUDY -OPTION lA
WHEREAS, one of the primary goals of the Village of Plainfield is improving transportation
movement and to that end the Village is open to evaluating transportation options within the
Community and surrounding areas; and
WHEREAS, the Village recognizes the I-55 and Lockport/Airport road Interchange
improvement will greatly improve access to I-55 for the surrounding region and as such may ,
increase the volume of vehicles utilizing this corridor, undertook a Feasibility Study for the
Lockport Street Bypass; and
WHEREAS, the Study has been completed and presented to the Village Board and Option IA
has been shown to be the most economically feasible as well as environmentally sensitive to the
surround natural areas; and
WHEREAS, the Village of Plainfield desires to have the Lockport Street Bypass be constructed
in coordination with the future Interchange Improvements at I-55 and Lockport/Airport Road ;
and
NOW, THEREFORE, be it resolved by the Village President and Board of Trustees of the
Village of Plainfield, Will and Kendall Counties, Illinois, as follows:
I. That the Lockport Street Bypass Feasibility report dated May 2015 is hereby adopted by the
President and Board of Trustees of the Village of Plainfield .
ADOPTED this 6th day of July, 2015, pursuant to a roll call vote as follows:
AYES:
ABSENT:
NAYS:
Wojowski, Bonuchi, Lamb, O'Rourke, Peck
Racich
None
APPROVED by the Village President on this 6th day of July , 2015.
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~~
VIL LAGE CLERK
CHAEL P. COLLINS
ILLAGE PRESIDENT
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Cover (Teal=Transportation).docx
Report
Village of
Plainfield, Illinois
May 2015
Lockport Bypass
Feasibility
i
TABLE OF CONTENTS
Page No.
or Following
EXECUTIVE SUMMARY
SECTION 1–PURPOSE AND NEED
1.01 Background .............................................................................................. 1-1
1.02 Purpose and Need for a Lockport Street Bypass ...................................... 1-3
1.03 Report Objectives ..................................................................................... 1-5
SECTION 2–ALTERNATIVES
2.01 General .................................................................................................... 2-1
2.02 Alternative Considerations ........................................................................ 2-3
2.03 Initial Alternatives ..................................................................................... 2-5
2.04 Screening ................................................................................................. 2-8
2.05 Description of Alternatives Brought Forward for Detailed Study ................ 2-9
SECTION 3–ENVIRONMENT AND CONSTRAINTS
3.01 Land Use .................................................................................................. 3-1
3.02 Environment ............................................................................................. 3-7
SECTION 4–EVALUATION (ENVIRONMENTAL CONSEQUENCES)
4.01 Land Impacts ............................................................................................ 4-1
4.02 Costs ........................................................................................................ 4-3
4.03 Summary .................................................................................................. 4-10
SECTION 5–RECOMMENDATION
5.01 General Regulations ................................................................................. 5-1
5.02 Recommendation ..................................................................................... 5-3
TABLES
1.02-1 Traffic Forecasts (Vehicles per Day) ......................................................... 1-3
2.04-1 Screening ................................................................................................. 2-8
4.01-1 Lockport Road Bypass Alternative–Impact Evaluation .............................. 4-2
4.02-1 Alternative 1A Opinion of Probable Costs ................................................. 4-5
4.02-2 Alternative 1A Staging Costs .................................................................... 4-6
4.02-3 Alternative 2 Opinion of Probable Cost Breakdown .................................. 4-7
4.02-4 Alternative 2 Opinion of Probable Staging Costs ...................................... 4-8
4.02-5 Alternative 4 Opinion of Probable Cost Breakdown .................................. 4-9
4.02-4 Alternative 4 Staging Costs ...................................................................... 4-10
4.03-1 Impact Summary ...................................................................................... 4-11
TABLE OF CONTENTS Continued
Page No.
or Following
ii
FIGURES
1.01-1 Regional Roadway Network Around Plainfield .......................................... 1-1
1.01-2 2012 Daily Traffic Volumes ....................................................................... 1-2
1.01-3 Interchange Alternatives Being Considered by IDOT ................................ 1-3
1.02-1 Projected 2040 Daily Traffic Volumes with Possible New Interchange
Alternatives ............................................................................................ 1-4
2.01-1 Proposed Ultimate Urban Typical Section ................................................ 2-1
2.01-2 Initial Two-Lane Urban Typical Section .................................................... 2-2
2.02-1 Property Owners ...................................................................................... 2-3
2.03-1 Alternative 1A ........................................................................................... 2-5
2.03-2 Alternative 1B ........................................................................................... 2-5
2.03-3 Alternative 2 ............................................................................................. 2-6
2.03-4 Alternative 3 ............................................................................................. 2-6
2.03-5 Alternative 4 ............................................................................................. 2-7
2.03-6 Alternative 5 ............................................................................................. 2-7
2.05-1 Lockport Road Bypass Relationship to Utility Corridor .............................. 2-9
2.05-2 Proposed Multi-Use Path Routed Around Existing Transmission Towers . 2-10
2.05-3 IL 126 and Bypass Road/143rd Street Intersection (Alternative 1A) ......... 2-11
2.05-4 Bypass Road and Lockport Street Intersection (Alternative 1A) ................ 2-12
2.05-5 T-Intersection with Lockport Street (Alternative 2) ................................... 2-13
2.05-6 Lily Cache Creek Structure Crossings (Alternative 2) .............................. 2-14
2.05-7 IL 126 and Bypass Road Intersection (Alternative 4) ................................ 2-15
2.05-8 Bypass Route and T-Intersection to Existing 143rd Street
(Alternative 4) ......................................................................................... 2-16
3.01-1 Village Comprehensive Plan–Parks and Open Space Plan ...................... 3-1
3.01-2 Village Comprehensive Plan–Future Land Use Plan ................................ 3-2
3.01-3 Plainfield Recreational Lands Near the Project Limits .............................. 3-3
3.01-4 Sportsman’s Clubs in Study Area ............................................................. 3-4
3.01-5 Lake Renwick Heron Rookery Nature Preserve South of Study Area ....... 3-6
3.02-1 Lily Cache Creek Watershed According to Current Will County Mapping . 3-7
3.02-2 USFWS Wetland Mapping for Project Area, Effective February 3, 2014 ... 3-8
3.02-3 FEMA Mapping for Project Area, Effective February 3, 2014 .................... 3-9
3.02-4 USFWS Federal Listed Species for Will County,
Effective February 3, 2014 .................................................................... 3-11
4.01-1 Project Area ............................................................................................. 4-1
APPENDIX
APPENDIX A COMED MEETING SUMMARY
APPENDIX B ALTERNATIVE OVERVIEWS
APPENDIX C LOCKPORT ROAD BYPASS OPINION OF PROBABLE COST
SECTION 1
PURPOSE AND NEED
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 1–Purpose and Need
Prepared by Strand Associates, Inc. 1-1
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1.01 BACKGROUND
The Village of Plainfield, Illinois, (Village) is currently served by one United States highway (US 30) and
three state highways (IL 59, IL 76, and IL 126). US 30 has a full-access interchange on Interstate 55
(I-55) southeast of Plainfield, and IL 126 has a directional interchange that transports traffic to and from
the City of Chicago northeast of the Village. The location of the Village in relation to I-55 is shown in
Figure 1.01-1.
Figure 1.01-1 Regional Roadway Network Around Plainfield
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 1–Purpose and Need
Prepared by Strand Associates, Inc. 1-2
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The existing daily traffic volumes on the highways in and around the Village are shown in Figure 1.01-2.
The two main intersections within the Village are the intersection of US 30/IL 59 with Lockport Street
and the intersection of US 30/IL 59 with IL 126. These intersections currently operate at Level of
Service (LOS) C and D during the evening peak hour.
The Illinois Department of Transportation (IDOT) is currently studying the possibility of adding an
interchange along I-55 between Weber Road and US 30. There are currently three I-55 alternatives that
are being considered:
1. Alternative 1A–Single-point urban diamond interchange at West Lockport Street.
2. Alternative 3B–Diamond interchange at West Lockport Street and full-access
interchange at IL 126.
3. Alternative 3E–Spread diamond interchange at West Lockport Street with frontage road
connection to IL 126.
Figure 1.01-2 2012 Daily Traffic Volumes
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 1–Purpose and Need
Prepared by Strand Associates, Inc. 1-3
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Figure 1.01-3 provides schematic illustrations of these three alternatives.
1.02 PURPOSE AND NEED FOR A LOCKPORT STREET BYPASS
The addition of an interchange on I-55 presented by these three alternatives will increase traffic along
West Lockport Street into the Village. In all alternatives, IDOT is also investigating the addition of a
connector road, the Lockport Street bypass, between West Lockport Street and IL 126 east of the
Village. IDOT performed traffic modeling for the 2040 design year for all three alternatives with a
Lockport Street bypass. The modeling assumes the construction of the 143rd Street extension between
US 30/IL 59 and IL 126. Table 1.02-1 provides the forecasts for main roads through the Village in
vehicles per day (vpd).
Figure 1.01-3 Interchange Alternatives Being Considered by IDOT
Segment
2012
Volume
Alternative 1A
2040 Volume
Alternative 3B
2040 Volume
Alternative 3E
2040 Volume
US 30 southeast of IL 59 15,500 34,000 33,000 35,000
Lockport Street east of
US 30/IL 59 (west of bypass) 7,200 14,500 11,000 14,500
Lockport Street west of I-55
(east of bypass) 6,750 32,000 30,000 24,000
IL 126 northeast of US 30/IL 59
(west of bypass) 14,200 19,000 19,000 19,000
IL 126 southwest of I-55
(east of bypass) 16,000 25,000 23,000 26,000
Proposed Lockport Street
bypass N/A 34,000 29,000 29,000
Table 1.02-1 Traffic Forecasts (Vehicles per Day)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 1–Purpose and Need
Prepared by Strand Associates, Inc. 1-4
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Figure 1.02-1 graphically illustrates the projected 2040 volumes.
The traffic modeling shows that 2040 traffic volumes on IL 126 and Lockport Street are significantly less
west of the bypass than east of the bypass. For Lockport Street, the difference is 13,000 to 17,000 vpd.
For IL 126, the difference is 4,000 to 7,000 vpd. Additionally, the bypass is projected to carry between
29,000 and 34,000 vpd in the 2040 design year. This suggests the bypass would remove a substantial
amount of traffic from the Village’s downtown if a new I-55 interchange was constructed. It also
suggests that the bypass would support subregional trips that are not destined for the Village but for
origins and destinations beyond the Village.
If the traffic indicated to use the Lockport Street bypass is required to go through the Village, it is likely
that Lockport Street could carry up to 40,000 vpd. The existing two-lane urban street with residences
and driveways is not designed to accommodate this significant traffic volume.
Figure 1.02-1 Projected 2040 Daily Traffic Volumes with Possible New Interchange
Alternatives
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 1–Purpose and Need
Prepared by Strand Associates, Inc. 1-5
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If a new interchange is constructed on I-55, a Lockport Street bypass is needed for the following
reasons.
1. Without a Lockport Street bypass, traffic volumes on Lockport Street and US 30/IL 59
would grow to a level that the existing roadways could not accommodate. The level of
expansion required to accommodate these volumes would create unacceptable impacts.
2. Without a Lockport Street bypass, the resulting increase in traffic volumes would
considerably increase congestion levels inside the Village. The congestion in downtown
Plainfield is projected to grow to unacceptable levels.
3. A Lockport Street bypass would support regional and subregional trip mobility. Without
this connection, all regional and subregional traffic would have to travel through the
Village’s downtown, increasing delay for local, subregional, and regional trips.
1.03 REPORT OBJECTIVES
Because the Lockport Street bypass would provide an important traffic movement function if a new
interchange was introduced on I-55, the Village desires to investigate potential alignments for the
bypass. The area proposed for the Lockport Street bypass has several environmental constraints. By
proactively identifying an alignment corridor, environmental and socioeconomic impacts can be
minimized and the corridor can be preserved. This report documents the study findings by:
1. Identifying potential environmental and socioeconomic constraints that would affect
alignment options.
2. Developing a conceptual Lockport Street bypass cross section and evaluation of the
corridor width.
3. Developing and evaluating up to three potential bypass alignments.
4. Developing and evaluating intersection options for the bypass’s connection with IL 26
and Lockport Street.
5. Obtaining public input for the Lockport Street bypass options.
6. Recommending a proposed Lockport Street bypass corridor alignment for preservation.
SECTION 2
ALTERNATIVES
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-1
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2.01 GENERAL
The study reviewed a reasonable range of alternatives that would provide an alternative route for traffic
to travel through the Lockport Street/US 30 intersection with or without a Lockport Street interchange.
The initial alternatives were developed after discussions with property owners and managers and were
developed in a way that minimized property and natural environmental impacts.
A. Roadway Geometrics
To understand long-term impacts of a possible bypass corridor, the study developed an ultimate
four-lane typical section with median and sidewalks as detailed in the Bureau of Local Roads (BLR)
Manual. This typical section includes the ability to expand to six lanes and would be able to handle the
projected traffic volumes described in Section 1 of this report. The ultimate roadway section would have
a 120-foot right-of-way that accommodates a four-lane urban roadway, two 13-foot lanes in the
eastbound direction, and two 12-foot lanes in the westbound direction. The variance in lane width
allows roadway construction to be staged, with only two lanes being initially constructed. The ultimate
section also would include a 12-foot multiuse path adjacent to the westbound lanes and a 5-foot
sidewalk adjacent to the eastbound lanes. The ultimate typical section for the Lockport Street Bypass is
shown in Figure 2.01-1.
The proposed median width is 18 feet (in accordance with Section 34-3.03(c) of the BLR Manual) to
accommodate left-turn lanes. The bypass road would be classified as an urban street and the posted
speed would be 35 miles per hour (mph) (in accordance with Section 48-2.01 of the BLR Manual). The
alternatives were designed using horizontal geometry meeting a 40 mph design speed.
Figure 2.01-1 Proposed Ultimate Urban Typical Section
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-2
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The initial traffic volumes on the bypass will be less than the 2040 projections developed by the I-55
study and a two-lane roadway would likely be sufficient. To provide a facility that matches traffic
volumes and reduces initial construction costs, just the eastbound lanes and the multiuse path of the
ultimate typical section could be constructed. Thirteen-foot lanes would be constructed in the
eastbound direction to allow two-way traffic flow.1 When increasing traffic volumes warrant, the
westbound lanes could be constructed within the already purchased right-of-way. This staged roadway
typical section is shown in Figure 2.01-2.
It is anticipated the Lockport Street bypass will be classified as an arterial road; therefore, a WB-65
design vehicle was used to design the turning radii and intersections along the Lockport Street bypass
(Figure 36-1.R of the BDE Manual).
Discussions with ComEd personnel indicated a willingness to construct the multiuse path on ComEd
property north and east of the existing high voltage transmission towers. This has been accomplished
with other ComEd transmission corridors through the use of an easement. The path would serve the
dual purpose of bike/pedestrian accommodations and, if necessary, transmission tower access.
A 12-foot multiuse path is being proposed as an alternative to on-road bicycle facilities. Because there
would be limited driveways on the roadway, a path is an appropriate bicycle/pedestrian facility. The
multiuse path would also allow for future expansion to a six-lane section, if required, to accommodate
traffic volumes. If a six-lane section is constructed, the eastbound travel lanes would be reduced to
12 feet.2 This typical section prevents the need to construct bicycle facilities twice if the four-lane
section is expanded to six lanes.
1 In accordance with Figure 48-6.A of the BLR Manual, the minimum street width of a two-way, two-lane street is 30 feet, which allows
two-way traffic to pass a stalled vehicle. Therefore, with 2-foot gutters on each side, the lane width is proposed to be 13 feet wide.
2 Section 42-3.02(d) of the BLR Manual
Figure 2.01-2 Initial Two-Lane Urban Typical Section
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-3
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Figure 2.02-1 Property Owners
2.02 ALTERNATIVE CONSIDERATIONS
The primary landowners that would be
influenced by a bypass are illustrated in
Figure 2.02-1. The study team held
discussions with property owners and
managers who could incur larger impacts
from a Lockport Street bypass. These
discussions provided the following
requirements that were considered in the
development of alternatives.
A. Plainfield Park District
The Plainfield Township Park District owns
Avery Park that borders Lockport Street to
the north. This park is a Section 4(f) property, according 23 CFR 774. According to this federal
regulation, federal monies cannot be used for projects that impact Section 4(f) properties unless
there is no feasible and prudent alternative to the use of the land. A provision of this regulation
allows impacts even if there are alternatives, as long as the impacts are of a de minimis (small)
nature, meaning that they do not affect the attributes, activities, or features of the park. For these
reasons, siting a roadway alternative that minimizes impacts to the park is necessary. Discussions
with the Park Superintendent indicated the Park District would prefer to have an alternative that
avoids any impacts to the park. If circumstances and constraints make park impacts necessary,
the impacted area should be as close to the western edge of the property as possible. The Park
District would not support an alternative that would split the park into two separate parcels.
B. Vulcan Materials Rock Quarry
The Vulcan Materials quarry is currently not being significantly used because of the economy.
There are approximately 30 years of material left in the quarry running at normal capacity.
Discussions with Vulcan representatives revealed the following considerations:
1. If a road were placed adjacent to the property, security and unauthorized public
access are important. Considerable fencing would need to be installed to prevent
such intrusion.
2. The quarry blasts to create material. The quarry would need to have a 200-foot
blasting and mining buffer to the new roadway right-of-way. The roadway may have
to be temporarily closed for short periods when blasting occurs.
3. Underneath the quarry’s current access road is usable material. The long-range plan
includes mining the material underneath the current access roadway.
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-4
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C. IDOT
IDOT is partnering with the I-55 environmental study. That study includes a Lockport Street
bypass as a base assumption in the traffic modeling. IDOT is proceeding through the
environmental process detailed in the National Environmental Policy Act and desires coordination
between the studies. IDOT indicated to the study team that impacting the Lake Renwick County
Forest Preserve would require a series of state and federal approvals.
D. Deer Creek Recreation Club
Discussions with members of the Deer Creek Recreation Club provided the following comments.
1. Traffic n oise was a concern for alternatives that follow the existing Vulcan Materials
access road. Some living units are located adjacent to the access road.
2. Increased traffic on 143rd Street was a concern for alternatives that used 143rd
Street as part of the route.
3. The club members generally opposed any new bypass route. Should a bypass be
constructed, they preferred a two-lane road.
E. Commonwealth Edison (ComEd) Utility Line
Several alternatives border and share land owned by ComEd. This transmission corridor contains
several high voltage towers. The corridor is planned as a dual-circuit corridor and in the future
could carry an additional set of transmission lines. The Alternatives generally follow the south
border of the corridor. It is not anticipated that tower relocations would be necessary. If a tower
relocation is necessary, costs for each tower could approach or exceed $1,000,000. Preliminary
corridor layouts were sent to ComEd in March 2014 to obtain initial comments regarding
alternative layouts.
A meeting with representatives from ComEd was held on May 8, 2014. A summary Letter of this
meeting is included in Appendix A. Key discussion items included the following.
1. ComEd maintenance would need to be consulted for any arrangement creating
access.
2. The transmission corridor is sized to handle two sets of transmission lines. ComEd
anticipates this second set will be installed in the future.
3. ComEd stated that if the project begins, it prefers the first stage constructs the set of
lanes farthest from the towers.
4. ComEd sometimes allows recreational easements for paths along its transmission
corridors. If this occurs, ComEd prefers the multiuse path to be located between the
two transmission lines.
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-5
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The initial six alternatives addressed these factors to varying degrees. These routes are shown
later in this report in Figures 2.03-1 through 2.03-6. Each alternative connects the proposed
143rd Street extension west of IL 126 to Lockport Street to the south.
2.03 INITIAL ALTERNATIVES
A. Alternative 1A
Alternative 1A uses the general
alignment of the existing Vulcan
Materials r ock quarry access
road and a portion of the
ComEd utility easement. The
bypass route connects the
143rd Street extension west of
I L 126 to Lockport Street to the
south. This alternative has little
impact on the Plainfield
Township Park District’s lands
east of the Lily Cache Creek,
does not cross the creek, and
has minimal impacts to
wetlands. Conversely, this
option has the greatest impact
to the existing quarry.
B. Alternative 1B
Alternative 1B is similar to
Alternative 1A except that it
uses the lands between the
Vulcan Materials rock quarry
access road and Lily Cache
Creek. This alternative
decreases impacts to the
Vulcan Materials rock quarry by
shifting the roadway closer to
Lily Cache Creek, which
increases impacts to the creek.
Figure 2.03-2 Alternative 1B
Figure 2.03-1 Alternative 1A
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-6
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C. Alternative 2
Alternative 2 uses the Vulcan
Materials rock q uarry’s north
access road and a portion of the
ComEd easement as the
bypass route west of the Lily
Cache Creek. It then crosses
the Lily Cache Creek with a
structure and travels on the east
side of the creek as the road
runs south. Alternative 2
crosses the creek once more
with a structure before it ties
into Lockport Street. This
alternative r educes impacts to
the quarry and resulting real
estate costs. It creates two new
creek crossings and impacts the
westernmost edge of Plainfield
Township’s Avery Preserve.
D. Alternative 3
Alternative 3 uses the Vulcan
Materials rock q uarry access
road on the north and a portion
of the ComEd easement. It
crosses Lily Cache Creek with a
structure and continues to
border the ComEd easement.
As it heads south, it severs
Avery Preserve from Four
Seasons Park, both of which
are part of Plainfield Township
Park District. It crosses Lily
Cache Creek again before
connecting with Lockport Street.
This alternative reduces impacts
to the quarry. It splits lands
owned by the Plainfield
Township Park District, but its
location separates different
uses within the park.
Figure 2.03-3 Alternative 2
Figure 2.03-4 Alternative 3
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-7
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E. Alternative 4
Alternative 4 uses the existing
143rd Street corridor as it
travels eastward. At the edge of
the Deer Creek Recreation
Club, it turns south crossing Lily
Cache Creek with a bridge. The
roadway travels on the east line
of Avery Preserve and then
severs the preserve from Four
Seasons Park at the same
location as Alternative 3. It
crosses Lily Cache Creek again
before connecting to Lockport
Street. This alternative has
fewer impacts to Vulcan
Materials but impacts the
Deer Creek Recreation Club as
it runs on the club’s north and east border. This alternative provides access to undeveloped lands
that lie adjacent to I-55. As in Alternative 3, this alternative severs lands owned by the Plainfield
Township Park District, but its location separates different uses within the park.
F. Alternative 5
Alternative 5 is very similar to
Alternative 3, except that it
travels around the perimeter of
Avery Preserve rather than
through it. It uses the Vulcan
Materials rock quarry’s north
access road and a portion of the
ComEd easement west of
Lily Cache Creek. After it
crosses Lily Cache Creek, it
travels along the north edge of
Plainfield Township Park District
land and then south along the
east edge of the parkland. It
crosses the ComEd easement
again and then splits Plainfield
Township Park District land
before it connects to
Lockport Street. Two crossings of Lily Cache Creek are required for this alternative. As with
Alternatives 3 and 4, this alternative severs lands owned by the Plainfield Township Park District,
but its location separates different uses within the park.
Figure 2.03-6 Alternative 5
Figure 2.03-5 Alternative 4
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-8
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2.04 SCREENING
All six alignments were broadly evaluated using general objectives. Table 2.04-1 summarizes the
evaluation criteria and how each alternative addresses the criteria. This information was presented
to the Plainfield Village Board on January 27, 2014. Based on this information, the Board provided
input into the screening process that resulted in the elimination of Alternatives 1B, 3, and 5 from
further study.
A. Alternative 1B
Alternatives 1A and 1B are very similar in that they both follow the general alignment of the Vulcan
Materials rock quarry access road; however, the alignment of Alternative 1B is closer to Lily Cache
Creek. The area directly adjacent to the creek has steep slopes and would likely encroach into the
floodplain of the creek. Because of the challenging topography and the proximity of Lily Cache
Creek associated with Alternative 1B, this alternative was dismissed from future consideration.
B. Alternative 3
Alternative 3 follows the ComEd easement for the majority of the bypass route before crossing Lily
Cache Creek and heading south to existing Lockport Street. It splits the existing Avery Preserve
parkland into two sections, an alternative that the Plainfield Park District strongly opposed.
Therefore, Alternative 3 was dismissed from future consideration.
C. Alternative 5
Similar to Alternative 3, Alternative 5 follows the ComEd easement and splits the existing parkland
into two sections. For the same reasons as Alternative 3, Alternative 5 was also dismissed from
future consideration.
As with Alternatives 3 and 5, Alternative 4 also severs Plainfield Township parkland at roughly the
same location as these alternatives. However, Alternative 4 is the only alternative that provides
access to undeveloped lands. It is also the only alternative that uses the 143rd Street corridor.
Evaluation Criteria 1A 1B 2 3 4 5
Minimize impacts to parkland Good Good Fair Poor Poor Poor
Minimize Lily Cache Creek impacts Fair Poor Good Good Good Good
Lily Cache Creek crossings 0 0 2 2 2 2
Minimize impacts to Vulcan Materials Poor Poor Fair Fair Good Fair
Minimize impacts to Recreation Club Fair Fair Fair Fair Poor Fair
Provide access to undeveloped lands Poor Poor Poor Poor Good Fair
Brought Forward? Yes No Yes No Yes No
Table 2.04-1 Screening
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-9
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Because of these different characteristics and to provide a broader range of alternatives,
Alternative 4 was kept in consideration for further study.
2.05 DESCRIPTION OF ALTERNATIVES BROUGHT FORWARD FOR DETAILED STUDY
A. Alternative 1A
As previously mentioned, Alternative 1A uses the Vulcan Materials rock quarry access road and a
portion of the ComEd easement as the Lockport Street bypass route. The existing two-lane access
road is replaced with the typical section shown in Figure 2.01-1. Driveways would be provided
along the bypass route for Vulcan Materials access.
Alternative 1A would share part of ComEd’s utility corridor. About 35 feet of the corridor would be
needed for the roadway itself. Additionally, the multiuse path would be routed around existing
utility towers. This utility corridor is 150 feet wide, and the existing towers are on the south and
west portion of the corridor. The corridor is wide enough to carry a second set of towers when
needed in the future. Figure 2.05-1 illustrates how the proposed Lockport Street bypass roadway
section relates to the existing and planned transmission line towers within the corridor.
Figure 2.05-1 Lockport Street Bypass Relationship to Utility Corridor
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-10
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Figure 2.05-2 illustrates how the multiuse path would be routed adjacent to the transmission
towers. The study is currently under review for comments by ComEd officials. It appears the
roadway section does not require tower relocation, nor does it preclude the installation of future
transmission towers on the north and east side of the utility corridor. The cost of relocating these
transmission towers would be prohibitively expensive and would require roadway alignment
changes if comments from ComEd indicate that tower relocation is necessary.
Figure 2.05-2 Proposed Multiuse Path Routed Adjacent To Existing Transmission Towers
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-11
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On the northwest portion of the corridor, Alternative 1A connects to existing IL 126 as a four-lane
roadway. The intersection is anticipated to be signalized with designated left-turn lanes on all
approaches. The 143rd Street extension would be rerouted to the north and would connect to IL
126 as a tee intersection approximately 600 feet northeast of the existing intersection. The bypass
road would connect into the proposed 143rd Street extension west of the IL 126 intersection. The
proposed intersection geometry is shown in Figure 2.05-3.
Note that another study, the 143rd Street Extension Study, is proposing to relocate an existing
transmission tower west of IL 136. This relocation, if not modified, would interfere with this
proposed intersection layout.
Figure 2.05-3 IL 126 and Bypass Road/143rd Street Intersection (Alternative 1A)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-12
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Alternative 1A would then travel southeasterly, as a two- or four-lane roadway, until it reaches
Lockport Street where it expands to a four-lane section. The connection is reoriented to favor the
bypass/Lockport Street connection by using a sweeping curve. A tee intersection would provide
access to Lockport Street to the west. This intersection configuration encourages westbound
Lockport Street trucks and vehicles to bypass the Village rather than continuing west on Lockport
Street. The intersection could also be configured so that the bypass tees into existing Lockport
Street, which would favor Lockport Street through-traffic. (T his optional configuration is shown in
Alternative 2.) It is anticipated that Lockport Street east to I-55 would be a four-lane section by the
time the bypass is constructed. A possible intersection geometry of existing Lockport Street and
the proposed bypass route is shown in Figure 2.05-4.
Refer to Appendix B for a detailed layout of Alternative 1A.
Figure 2.05-4 Bypass Road and Lockport Street Intersection (Alternative 1A)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-13
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B. Alternative 2
Alternative 2 has a similar alignment to Alternative 1A; however, it has fewer impacts to the Vulcan
Materials r ock quarry. It has the same considerations regarding the ComEd utility corridor as
Alternative 1A. From the IL 126 intersection, Alternative 2 uses the Vulcan Materials access road
and a portion of the ComEd easement. The bypass then travels southeast across the Lily Cache
Creek via a bridge, and then travels on the eastern side of the creek and along the west side of
the Plainfield Township Park District’s Avery Preserve until it connects into existing Lockport Street
via a tee intersection. This configuration encourages westbound Lockport Street trucks and
vehicles to continue to downtown Plainfield rather than using the bypass. The configuration shown
in Alternative 1A (sweeping curve) could be used in lieu of a tee intersection to encourage traffic to
use the bypass. Improvements to IL 126 and bypass road/143rd Street are the same as those
shown in Alternative 1A .
The possible intersection geometry of Alternative 2 is shown in Figure 2.04-5.
Figure 2.05-5 T-Intersection with Lockport Street (Alternative 2)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-14
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The proposed Lily Cache Creek crossings in Alternative 2 are shown in Figure 2.04-6.
Refer to Appendix B for a detailed layout of Alternative 2.
Figure 2.05-6 Lily Cache Creek Structure Crossings (Alternative 2)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-15
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C. Alternative 4
Alternative 4 uses the existing 143rd Street corridor as the bypass route and travels south, east of
the Deer Creek Recreation Club. A unique feature regarding Alternative 4 is the alignment of
IL 126 at the intersection of the bypass road. Section 34-1.01 of the BLR Manual states the
maximum intersection skew from perpendicular is 30 degrees. To address this requirement, both
the IL 126 alignment and 143rd Street alignments sweep out to create an acceptable intersection
skew. With this realignment of IL 126, the entrance to the Pure Rod and Gun Club may need to be
reconfigured because the revised alignment overlaps the existing entrance.
The proposed IL 126 and 143rd Street realignment is shown in Figure 2.04-7.
Figure 2.05-7 IL 126 and Bypass Road Intersection (Alternative 4)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 2-Alternatives
Prepared by Strand Associates, Inc. 2-16
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The Alternative 4 alignment turns to the south on the east edge of the Deer Creek Recreation
Club. This would require relocating the club’s entrance and realigning 143rd Street to the east. A
tee intersection is planned for 143rd Street to the east for travelers wishing to continue east
instead of following the bypass route. The southbound portion of the bypass route would cross
Lily Cache Creek twice. Similar to Alternative 1A, the alignment shows a sweeping four-lane
section curve that ties into the existing Lockport Street with a tee intersection for westbound
Lockport Street travelers. This alternative could also use the tee configuration shown in
Alternative 2.
The proposed layout of the bypass/143rd Street intersection is shown in Figure 2.04-8.
Refer to Appendix B for a detailed layout of Alternative 4.
Figure 2.05-8 Bypass Route and T-Intersection to Existing 143rd Street (Alternative 4)
SECTION 3
ENVIRONMENT AND CONSTRAINTS
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-1
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3.01 LAND USE
A. Village and the Plainfield Township Park District
The Village updated its Comprehensive Plan in March 2013. The proposed bypass is located in
Sections 10 and 11, Township 36 North, Range 9 East. The planned land use for the areas associated
with the Lockport Street Bypass are proposed to remain as currently used. This includes retaining the
parks and open space intent of the project area. Figure 3.01-1 shows the Village’s Parks and Open
Space Plan.
Source: http://216.45.200.39/WebLink8/0/doc/200313/Electronic.aspx
Figure 3.01-1 Village Comprehensive Plan–Parks and Open Space Plan
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-2
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Figure 3.01-2 shows the planned land use for the study area according to the Village’s Comprehensive
Plan.
Note the alignment of the high-tension power line, proposed paths, and proposed transportation
corridor shown on the Future Land Use Plan. The current extent of Village lands and other protected
recreational lands is shown on Figure 3.01-2.
Plainfield Township Park District owns parkland within the Village’s planning area. This land includes
Avery Preserve and Four Seasons Park. Avery Preserve is an approximately 60-acre natural resource
area that is passively managed with an emphasis on habitat protection and restoration. While called a
“preserve,” it is not part of the state-designated forest preserves and does not carry the associated
property covenants. Lands owned by the Park District south of Avery Preserve, west of Lily Cache
Creek, and directly adjacent to Lockport Street include a disc golf course and a practice field.
Source: http://216.45.200.39/WebLink8/0/doc/200314/Electronic.aspx
Figure 3.01-2 Village Comprehensive Plan–Future Land Use Plan
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-3
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Four Seasons Park is approximately 70 acres and is used as a recreational park. It contains parking,
facilities, lighted and unlighted baseball fields, football/soccer fields, and playground structures. Both
preserves offer natural areas and river access. The collective area also contains a “Special Use” area
with a linear greenway that is leased from ComEd.
Figure 3.01-3 Plainfield Recreational Lands near the Project Limits. Area 15 (Avery Preserve
and Four Seasons Park). Area 17 (The Reserve) Comprehensive Plan
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-4
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B. Privately Held Recreational Lands and Sport Clubs
There are substantial recreational lands owned by private conservation organizations or sportsmen’s
clubs east of the Village in areas of former gravel and sand mining quarries. Old borrow-pit lands and
lakes were purchased by many of these organizations in the last several decades after the lands were
no longer productive for mining. The Deer Creek Conservation Club, Pure Rod and Gun Club, and
Oak Park Sportsman Clubs are located within the study area for the Lockport Street bypass. These
lands are normally held by a corporation and fees are charged for annual memberships. The
memberships allow camping, hunting, fishing, swimming, and general recreation on the clubs’ lands.
Membership funds are used for stocking, habitat, or structural improvements. Figure 3.01-4 illustrates
the locations of sportsmen’s clubs in the study area.
Deer Creek Recreation Club is located at 22823 East 143rd Street in Plainfield, southeast of the
intersection of IL 126 and 143rd Street. This club will likely be affected by all alignments under
consideration. This private club is about 270 acres and provides membership-based recreation
activities related to camping, swimming, fishing, hunting, and general recreation. The club contains two
lakes, a recreation hall, a club house, two pavilions, and trap and archery shooting ranges. The lands
do not necessarily contain any land with protected status.
Figure 3.01-4 Sportsman’s Clubs in Study Area
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-5
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Pure Rod and Gun Club is north and west of the Vulcan Materials property and gains its main access
from IL 126. It has about 153 acres of land and open water. The club includes buildings and facilities.
Activities include fishing, boating, hiking, camping, picnicking, and hunting.
Oak Park Sportsman’s Club is east of the study area and could be affected by Alternative 4. This club
owns about 80 acres. The club provides opportunities for fishing, but focuses on various shooting
activities, such as black powder shooting, archery, pistol shooting, and rifle shooting.
C. Vulcan Materials
Vulcan Materials owns the quarry located between Lockport Street and 143rd Street. Its lands are
generally west of the floodplains and wetlands of Lily Cache Creek. The entire 228-acre parcel is under
active quarry management, although in recent years the quarry has been less active because of
economic conditions. About 15 percent of the site is open water with the remaining portion in various
stages of mining. Discussions with company representatives indicate that approximately 30 years of
material remains on the site, depending on economic conditions and the demand for aggregate. The
quarry contains one access roadway from IL 126 to Lockport Street, which generally borders Lily Cache
Creek on the west side. There are two permitted water discharges from the quarry to Lily Cache Creek.
One is located on the south side of the property and the other is near the pond located south of the
office and scale. The quarry currently rents buildings on the north portion of the property to Ozinga
Ready Mix Concrete. Bordering Lockport Street on the south side of the property are buildings, a pole
shed, a parking area, and a telecommunications tower. The buildings are currently leased to other
users.
D. ComEd
A ComEd high-voltage power line exists at the eastern border of the northern half of the
Vulcan Materials site and across Plainfield Township Park District lands. The line continues south and
north/northwest of the project. The cumulative ComEd line runs 6,600 linear feet across Sections 10
and 11. Land cover in the 150-foot corridor includes a grassy field, wetlands, and floodplains. ComEd
leases a portion of the easement to the Plainfield Township Park District.
E. Lake Renwick Preserve
Lake Renwick Preserve is an 839-acre habitat protection preserve created to protect the regionally
significant 200-acre lake and surrounding wetlands. The preserve lies south of Lockport Street and
generally would not be affected by any of the alternatives being considered. The preserve is noted for
providing a unique water bird nesting habitat. The preserve is jointly owned by the Forest Preserve
District of Will County and the Illinois Department of Conservation as a wildlife preserve. The main
heron rookery and breeding protection and restoration area was acquired in 1989, and additional lands
were acquired that extended the preserve boundary to Lockport Street between 1989 and 2010. The
preserve is part of the Lily Cache Creek preservation system, which conserves approximately
1,000 acres of land in the water resource-rich area east of the Village. The 320-acre south-central
portion of the site with the most unique and deserving habitat protection needs and usage was
dedicated as an Illinois Nature Preserve in 1992. This dedication provides permanent protection for the
natural resources at the preserve.
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-6
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Wildlife at the preserve includes a variety of bird species such as the great blue heron and great egret.
Structures were built on islands within the lake to provide nesting opportunities for the birds. The nature
preserve is also home to a variety of plant species, both common and rare. The site is managed to
enhance local habitat and includes periodic mowing, burning, and other brush removal activities
targeted to protect and enhance its natural resources.
As shown in Figure 3.01-5, Lake Renwick Preserve is a multi-agency-owned preserve that contains
839 acres of land and assists in the protection of habitat. The site provides for a substantial shared
rookery with shore and wading birds normally found in five distinct areas in Illinois all present together
in this area. Although no single species is endangered, this combination of nesting habitats is unique.
The site is located south of Lockport Street.
Source:
Figure 3.01-5 Lake Renwick Heron Rookery Nature Preserve South of Study Area
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-7
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3.02 ENVIRONMENT
A. Lily Cache Wetlands
Lily Cache Creek travels through the study area and would be affected by most of the alternatives
considered. A po rtion of the Lily Cache Creek, Lily Cache Slough, and watershed is protected by private
and governmental conservation ownership. Lily Cache Creek is a major tributary of the Lower DuPage
River. It originates in the Villages of Darien and Woodridge and flows southwest through the Villages of
Bolingbrook and Plainfield before joining the main stem of the DuPage River in the City of Joliet, north
of Caton Farm Road and west of I-55. The Lily Cache Creek watershed is approximately 17 square
miles. Mainly, the creek includes slow-flowing wetlands and other drainages. The entire watershed is
urban and nearly all the communities along its length are involved in protecting or improving the
aesthetic, recreational, and wetland benefits of the waterway. Various greenways have been developed
along the creek. A 49 -acre Lily Cache wetlands parcel is part of the Forest Preserve District of W ill
County and was acquired between 2007 and 2008. This preserve complements the collective
Lily Cache Creek preservation system (with the 820-acre Lake Renwick and other riverine habitat areas
under protection), which protects approximately 1,000 acres of land in the nearly 11,000-acre
watershed.
Source: http://willcountylanduse.com/sites/default/files/documents/CoWatersheds2009_B_final.pdf
Figure 3.02-1 Lily Cache Creek Watershed According to Current Will County Mapping
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-8
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B. Wetlands
There are mapped wetlands, natural waterways and water bodies, and manmade artificial lakes and
ponds in the project area of the Lockport Street bypass. Many of the wetlands are associated with
Lily Cache Creek and the deep water habitats that were created from old quarry pits. The mapped
wetlands from the United States Fish and Wildlife Service (USFWS) wetland mapper in Sections 10
and 11 include the following and are shown in Figure 3.02-1.
1. Freshwater riverine wetlands and emergent wetlands related to Lily Cache Creek and
associated wetlands and floodplain.
2. Lake and freshwater forested/shrub wetlands related to the old quarry ponds and
recreational clubs in the area.
No Advance Identified Wetlands are located in Will County, Illinois. There is the potential that additional
wetlands could exist in alternative areas that are not mapped. A growing season, project-specific
wetland delineation would be required to identify hydric soils and nonmapped wetlands and to confirm
the extent of mapped wetland limits.
Figure 3.02-2 USFWS Wetland Mapping for Project Area, Effective February 3, 2014
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-9
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C. Floodplains
Floodplains of Lily Cache Creek and quarries are depicted in Figure 3.02-3. Regulatory floodplain
elevations for the Lily Cache Creek area on Federal Emergency Management Agency floodplain panel
No. 17197C01356 (preliminary and undated) range from Zone AE elevations of 599 south of
Lockport Street to elevations of 607 north and south of 143rd Street at IL 126.
The Forest Preserve District of W ill County holds easements on some floodplains of the Lily Cache
Creek and sloughs.1 The exact location and extent of these flood easements are not known.
1 The May 2009 Village of Plainfield Transit Oriented Development Plan
Source: FEMA Flood Panel 17197C01356 (preliminary and undated)
Figure 3.02-3 FEMA Mapping for Project Area, Effective February 3, 2014
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-10
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D. Threatened and Endangered Species
The USFWS Chicago Region-Ecological Field Office listing for threatened and endangered species
includes one mammal (northern long-eared bat), four plants (three prairie and one wetland), two
aquatic species (mussels), no birds, and two candidate species (eastern massasauga snake and a
moth). The Federal list available on the USFWS website as of February 3, 2014, is shown in
Figure 3.02-4. Note that some of these species have specific affinities for the soil glades, dry prairies,
and wetland or aquatic habitat that exist in the study area. Full field evaluation of potential habitat that
could contain potential threatened or endangered species habitat is beyond the scope of this report, but
should be performed during the NEPA process.
City of Lockport, Illinois
Lockport Bypass Feasibility Section 3–Environment
Prepared by Strand Associates, Inc. 3-11
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Source: http://www.fws.gov/midwest/Endangered/section7/sppranges/illinois-cty.html
Figure 3.02-4 USFWS Federal Listed Species for Will County, Effective February 3, 2014
SECTION 4
EVALUATION (ENVIRONMENTAL CONSEQUENCES)
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-1
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4.01 LAND IMPACTS
Minimizing right-of-way impacts was a primary consideration in the layout of each alternative. Figure
4.01-1 illustrates the study area that would be impacted by the alternatives brought forward for
further study. The alternatives will affect to some degree an existing quarry, wetlands, parklands,
adjacent neighborhoods, and utilities.
Figure 4.01-1 Project Area
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-2
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A. Alternative 1A
Alternative 1A uses the Vulcan Materials rock quarry access road and a portion of the ComEd
corridor as the bypass route connecting the 143rd Street extension west of IL 126 to Lockport Street
to the south.
Assuming a full four-lane corridor 1, for Alternative 1A, 11 parcels would be affected, from which a
total of 18.82 acres of right-of-way are necessary. No mapped wetlands would be impacted. This
alternative avoids wetland sites and minimally impacts parklands, requiring 0.69 acre of parkland
from the Plainfield Township Park District. No ComEd transmission towers are affected and no
building relocations are anticipated.
Because this alternative uses the majority of the q uarry access road, 20.04 acres of Vulcan Materials
land would be affected by the improvements. Required right-of-way from Vulcan Materials includes
a 200-foot buffer for the proposed right-of-way for blasting and mining.
B. Alternative 2
Alternative 2 uses the Vulcan Materials r ock q uarry access road and a portion of the ComEd
easement as the bypass route west of Lily Cache Creek. It crosses Lily Cache Creek and then
travels on the east bank of the creek until it reaches Lockport Street, where it crosses the creek a
second time before connecting to the road.
The alignment crosses over Lily Cache Creek twice with two proposed structures,2 resulting in a
combined bridge structure deck area of about 47,440 square feet. The mapped wetland impacts for
this alternative are 1.84 acres. The alignment runs along the western edge of the Plainfield Township
Park District land requiring 7.56 acres of right-of-way. No building relocations are anticipated. About
8.45 acres of Vulcan Materials land are affected in this alternative.
C. Alternative 4
Alternative 4 uses the existing 143rd Street corridor as a portion of the bypass route and heads
south on the east line of the Deer Creek Recreation Club. It continues southerly and bisects
Plainfield Township Park District lands before tying into existing Lockport Street.
Assuming a full four-lane corridor,1 for Alternative 4, 12 parcels would be affected, from which a total
of 19.76 acres of right-of-way would be required. This alignment crosses over Lily Cache Creek
twice and would require improvements to the bridge culvert on IL 126. This would result in an
approximate combined bridge structure deck area of about 32,305 square feet. The mapped wetland
and parkland impacts for this alternative are 2.90 acres and 8.11 acres, respectively.
The entrance and parking lot of the Pure Rod and Gun Club are anticipated to require reconfiguring
because of the realignment of IL 126 at the bypass route intersection.
1 Initially only 2 lanes would be constructed.
2 Assuming full 4-lane corridor. Initially only 2 lanes would be constructed.
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-3
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D. Summary
The preliminary impacts of each alternative are summarized in Table 4.01-1 and are approximated based
on the available data.
4.02 COSTS
A. General Assumptions
The study developed opinions of probable costs for the three alternatives. These opinions are based on
the following assumptions and limitations.
1. Quantities and costs are based on the conceptual horizontal layout. No vertical layout or
design was performed.
2. Costs are given in 2014 dollars.
3. Unit prices from previous IDOT bid tabs were used in the development of the opinions of
probable cost.
4. For the purposes of this study, the cost of rural right-of-way acquisition is estimated at
$50,000 per acre. As alternatives are further investigated, a professional appraiser should
be sought to provide a more accurate estimate of value.
5. Costs associated with the acquisition of land rights from ComEd are not included.
6. Costs associated with a recreational easement from ComEd are not included.
Alternative 1A–
On Vulcan Materials
Quarry Access
Roadway
Alternative 2–
West Side of Park
Alternative 4–
143rd Street and
Center of Park
Right-of-way (Acres)
Overall 18.8 18.5 19.8
Wetlands 0.0 1.84 2.90
Parks 0.7 7.6 8.1
Impacts
Relocations 0 0 1
Right-of-way Parcels 11 11 12
ComEd Towers 0 0 1
Structures
Amount 1 3 3
Deck Area (Square Feet) 685 48,125 29,790
Table 4 01-1 Lockport Street Bypass Alternative–Impact Evaluation
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-4
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7. Geotechnical data and hydrologic information were not available for structure layouts.
Revisions to conceptual structure lengths may be necessary if actual structure design
occurs.
8. On-street bicycle accommodations are not included in the alternatives. A multiuse path is
included on one side of the proposed roadway.
9. Typical section thicknesses used in the opinions of probable cost include:
a. Roadway
(1) 10-inch asphalt
(2) 12-inch base aggregate
(3) 12-inch subgrade aggregate
b. Path
(1) 2-inch asphalt
(2) 6-inch base aggregate
c. Sidewalk
(1) 5-inch concrete
(2) 2-inch base aggregate
The conceptual layouts for Alternatives 1A and 4 use a sweeping curve that ties into Lockport Street
at the southern end of the bypass. This geometric configuration would give priority to and encourage
westbound vehicles to bypass the Village rather than continuing west on Lockport Street to
downtown Plainfield.
The conceptual geometry for Alternative 2 shows the bypass intersecting Lockport Street as a
T-intersection. This configuration would give priority to and encourage westbound vehicles to
continue to downtown Plainfield rather than using the bypass. Either configuration (sweeping curve
or T-intersection) could be used for any of the alternatives shown.
B. Alternative 1A
This alternative requires right-of-way acquisition from the Vulcan Materials rock q uarry. The cost for
obtaining right-of -way is a complicated valuation that requires an appraiser. For the purposes of this
study, the land was valued at $50,000 an acre plus the cost of underlying unquarried material.
Conversations with aggregate material suppliers indicated that material in-place is worth
approximately one-third the value of that material delivered to a job. This study used an approximate
cost of in-place material of $0.65 a ton and assumed a unit weight of in-place material of 2.25 tons
per cubic yard.
As previously mentioned, Vulcan Materials is required to maintain a 200-foot buffer from the edge
of the roadway right-of-way. This buffer may be required for any land use adjacent to the quarry. To
provide a conservative estimate, the 200-foot buffer area was included in the cost of right-of-way
associated with this property. The study assumed 80 to 100 feet of material depth, which is the
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-5
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S4.docx\052715
approximate elevation difference within the existing quarry based on available two-foot contours
from Will County. T his provides a conservative approach to valuation. The fact that the quarry is not
active suggests that the material may warrant a discount from current market value. An appraiser
should be enlisted to provide a more accurate valuation.
Using the assumptions discussed above, 5,825,000 to 7,280,000 tons of material would no longer
be available to the quarry. This could result in costs ranging from $3,785,000 to $4,700,000 for
unused material.
There is also direct right-of-way being acquired from the rock quarry and from adjacent parcels
along the bypass route. The approximately 18.8 acres of property acquisition for this alternative
could result in a cost of about $940,000 in right-of-way acquisition.
The alignment of Alternative 1A runs along Lily Cache Creek, which requires a retaining wall to
construct the roadway along the steep slopes adjacent to the creek. It was estimated that
approximately 26,600 square feet of retaining wall is required along the proposed improvement. The
average unit price for retaining walls of this quantity and in this geographical location is $70 per
square foot of retaining wall. The cost to construct the retaining wall is estimated at $1,862,000.
Additionally, Village staff indicated the existing box culvert northeast of the bypass r oute and IL 126
will need to be replaced because it is deteriorating. The existing box culvert is also impacted by
Alignment 1A. The proposed deck area of this structure is 685 square feet.
The proposed roadway consists of a pavement structure of subgrade aggregate, 12 inches of
aggregate base course, and 10 inches of asphalt pavement. Curb and gutter will be installed along
the edge of pavement for the entire length of the bypass route. Sidewalk will be adjacent to the
eastbound lanes and a multiuse path will be adjacent to the westbound lanes. The total opinion of
probable cost of the paving items is $3,858,000. Table 4.02-1 summarizes the major costs of
Alternative 1A. An opinion of probable cost breakdown is shown in Appendix C.
Item Probable Cost
Roadway Costs $6,322,000
Structures 1,930,000
Mobilization and CSS 495,000
Design Contingency 875,000
Right-of-Way
Right-of-way acquisition 940,000
Damages for unused material 3,785,000 to 4,732,000
Compensable utilities 385,000
Construction Engineering 674,000
Total $15,410,000 to $16,360,000
Table 4.02-1 Alternative 1A Opinion of Probable Costs
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-6
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As discussed in Section 2, the bypass route would probably be phased, with only two lanes initially
being constructed. W hen traffic demand warrants it, the full facility could be constructed. Four
phasing variations were reviewed.
1. Baseline Construct four lanes (with accommodations for six lanes).
2. Staging Option 1 Construct four lanes (without accommodations for six lanes). This
staging option reduces the typical section by reducing the terrace
width. The right-of-way required is reduced by 13 percent.
3. Staging Option 2 Construct two lanes (with accommodations for up to six lanes).
This staging option purchases enough right-of-way for six lanes,
but only constructs two lanes and the multiuse path.
4. Staging Option 3 Construct t wo lanes only and only purchase r ight-of-way for two
lanes. There would be no accommodation for a future four-lane
facility. The right-of-way required is reduced by 33 percent.
Table 4.02-2 compares the opinion of probable costs for these staging options.
C. Alternative 2
This alternative also requires right-of-way acquisition from the Vulcan Materials rock quarry but less
than that required in Alternative 1A. As with Alternative 1A, the land was valued at $50,000 per acre
plus damages for the cost of underlying unquarried material. Conversations with aggregate material
suppliers indicated that material in-place is worth approximately one-third the value of that material
delivered to a job. This study used an approximate cost of in-place material of $0.65 per ton and
assumed a unit weight of in-place material of 2.25 tons per cubic yard. It was estimated that from
2,400,000 to 3,000,000 tons of in-place material would no longer be available to the quarry because
of right-of-way acquisition. This would result in damages ranging from approximately $1,600,000 to
$2,000,000 for unused material.
Staging Option Probable Cost
Baseline Construct Four Lanes
(with accommodations for six lanes) $15,410,000 to $16,360,000
Option 1 Construct Four Lanes
(without accommodations for six lanes) $15,130,000 to $16,030,000
Option 2 Construct Two Lanes
(with accommodations for up to six lanes) $12,980,000 to $13,930,000
Option 3 Construct Two Lanes
(without accommodations for four lanes) $12,330,000 to $13,180,000
Table 4.02-2 Alternative 1A Opinion of Probable Staging Costs
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-7
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Approximately 18.5 acres of property acquisition would need to be acquired for this alternative. This
would result in a right-of-way acquisition cost of approximately $927,000.
The alignment of Alternative 2 crosses Lily Cache Creek and would require two structures that are
assumed to be bridges for the purposes of this study. The north bridge structure has an estimated
deck area of about 29,600 square feet, and the south bridge structure has an estimated deck area
of about 10,400 square feet. Using a unit cost of $100 per square foot for each bridge structure
yields an estimated cost of $2,960,000 and $1,040,000, respectively, for the north and south
structures.
The Village indicated the existing box culvert northeast of the bypass route and IL 126 will need to
be replaced because it is deteriorating. The existing box culvert is also impacted by the alignment
in Alternative 2. The proposed deck area of this structure is 685 square feet. The total estimate or
probable cost for the proposed bridge structures is approximately $4,070,000.
The proposed roadway will have a pavement structure of subgrade aggregate, 12 inches of
aggregate base course, and 10 inches of asphalt pavement. Curb and gutter will be installed along
the edge of pavement for the entire length of the bypass route. Sidewalk will be installed adjacent
to the eastbound lanes. The total cost of the paving items is $3,560,000. Table 4.02-3 summarizes
the major costs of Alternative 2. An opinion of probable cost breakdown is shown in Appendix C.
As mentioned in Section 2, the bypass route would probably be phased, with only two lanes initially
being constructed. W hen traffic demands warrant, the full facility could be constructed. As with
Alternative 1A, the same f our staging options were evaluated.
1. Baseline Construct four lanes (with accommodations for six lanes)
2. Staging Option 1 Construct four lanes (without accommodations for six lanes)
3. Staging Option 2 Construct t wo lanes (with accommodations for up to six lanes)
Item Probable Cost
Roadway Costs $6,060,000
Structures 4,070,000
Mobilization and CSS 608,000
Design Contingency 1,073,000
Right of Way
Right-of-Way acquisition 927,000
Damages for Unused Material $1,596,000 to 1,995,000
Compensable Utilities 472,000
Construction Engineering 827,000
Total $15,590,000 to $16,030,000
Table 4.02-3 Alternative 2 Opinion of Probable Cost Breakdown
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-8
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4. Staging Option 3 Construct two lanes only and only purchase right-of-way for two
lanes
Table 4.02-4 compares the opinion of costs for these staging options.
D. Alternative 4
Alternative 4 avoids the Vulcan Materials Rock Quarry; therefore, there are no associated quarry
impact costs. This alternative does impact the existing ComEd transmission tower immediately west
of the intersection of 143rd Street and IL 126 . ComEd indicated that costs for relocating a
transmission tower could be $1,000,000 each.
Approximately 19.76 acres of property would need to be acquired for this alternative. This results in
a total cost of approximately $988,000 in right-of-way acquisition.
The alignment of Alternative 4 crosses Lily Cache Creek twice via two proposed structures. The
north bridge structure has an estimated deck area of about 14,650 square feet, and the south bridge
structure has an estimated deck area of about 14,450 square feet. Using a unit cost of $100 per
square foot for each bridge structure yields an estimated cost of $1,465,000 and $1,445,000,
respectively, for the north and south structures. Similar to Alternatives 1 and 2, the existing box
culvert northeast of the bypass route and IL 126 will need to be replaced and has a deck area of
about 685 square feet with a probable cost of $68,500.
This alternative would realign IL 126 to reduce the skew associated with the 143rd Street
intersection.3 To accommodate the realignment, relocation of a residential property probably will be
required in the southeast quadrant. The assessed value of this property is $32,000. To estimate the
total relocation cost of this parcel, about three times the assessed value was used (approximately
$100,000). The property appears to be in a state of disrepair and no significant community impacts are
anticipated.
3 Minimum skew from perpendicular in accordance with Section 34-1.01 of the BLR Manual
Staging Option Probable Cost
Baseline Construct Four Lanes
(with accommodations for six lanes) $15,590,000 to $16,030,000
Option 1 Construct Four Lanes
(without accommodations for six lanes) $15,430,000 to $15,810,000
Option 2 Construct Two Lanes
(with accommodations for up to six lanes) $14,490,000 to $14 ,920,000
Option 3 Construct Two Lanes
(without accommodations for four lanes) $12,950,000 to $13,290,000
Table 4.02-4 Alternative 2 Opinion of Probable Staging Costs
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-9
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S4.docx\052715
The roadway associated with Alternative 4 is longer than the roadway associated with Alternatives
1A and 2; therefore, the cost would be greater. It will have a pavement structure of subgrade
aggregate, 12 inches of aggregate base course, and 10 inches of asphalt pavement. Curb and gutter
will be installed along the edge of pavement for the entire length of the bypass route. Sidewalk will
be adjacent to the eastbound lanes. The total cost of the paving items is $4,812,000. Table 4.02-5
summarizes the major costs of Alternative 4. An opinion of probable cost breakdown is shown in
Appendix C.
As with Alternatives 1A and 2, Alternative 4 would probably be staged. The study evaluated the
same four staging options.
1. Baseline Construct four lanes (with accommodations for six lanes)
2. Staging Option 1 Construct four lanes (without accommodations for six lanes)
3. Staging Option 2 Construct two lanes (with accommodations for up to six lanes)
4. Staging Option 3 Construct two lanes only and only purchase the right-of-way for t wo
lanes
Item Probable Cost
Roadway Costs $7,852,000
Structures 2,980,000
Mobilization and CSS 650,000
Design Contingency 1,150,000
Right-of-Way
Right-of-way acquisition 988,000
Damages for unused material 0
Compensable utilities 505,000
Relocate ComEd tower 1,000,000
Construction Engineering 884,000
Total $16,110,000
Figure 4.02-5 Alternative 4 Opinion of Probable Cost Breakdown
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-10
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S4.docx\052715
Table 4.02-6 compares the opinion of probable costs for these staging options. Alternative 4 does
not cross Vulcan Materials land, so no range associated with unused material is provided.
Staging Option Probable Cost
Baseline Construct Four Lanes
(with accommodations for six lanes) $16,110 ,000
Option 1 Construct Four Lanes
(without accommodations for six lanes) $15,980,000
Option 2 Construct Two Lanes
(with accommodations for up to six lanes) $13,100,000
Option 3 Construct Two Lanes
(without accommodations for four lanes) $12,210,000
Table 4.02-6 Alternative 4 Opinion of Probable Staging Costs
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 4–Evaluation (Environmental Consequences)
Prepared by Strand Associates, Inc. 4-11
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S4.docx\052715
4.03 SUMMARY
Table 4.03 summarizes the costs and impacts of the three alternatives in detail.
Unit Alternative 1A Alternative 2 Alternative 4
Road Length Miles 1.31 1.24 1.76
Ultimate Four-Lane Roadway Costs
Roadway Costs 1,000 $ 6,321 6,060 7,852
Structures 1,000 $ 1,930 4,070 2,980
Mobilization and CSS 1,000 $ 495 608 650
Design Contingency 1,000 $ 875 1,073 1,150
Right-of-way
Right-of-way acquisition 1,000 $ 940 927 1,085
Damages for unused material (Vulcan) 1,000 $ 3,785 to 4,732 1,560 to 1,995 0
Compensable Utilities 1,000 $ 385 472 505
Relocate ComEd Tower 1,000 $ 0 0 1,000
Construction Engineering 1,000 $ 674 827 884
TOTAL Million $ $15.4 to $16.4 $15.6 to $16.0 $16.1
Staging Options
Baseline–Four-lane with accommodation
for six lanes Million $ $15.4 to $16.4 $15.6 to $16.0 $16.1
Option 1–Four-lane without
accommodation for six lanes Million $ $15.1 to $16.0 $15.4 to $15.8 $16.0
Option 2–Two-lane with accommodation
for six lanes Million $ $13.0 to $13.9 $14.5 to $14.9 $13.1
Option 3–Two-lane only Million $ $12.3 to $13.2 $13.0 to $13.3 $12.2
Impacts
Right-of-way needed Acres 18.8 18.5 19.8
Number of Parcels Each 11 11 12
Relocations Each 0 0 1
Utility Tower Relocations Each 0 0 1
Mapped Wetlands Required Acres 0 1.8 2.9
Crossings of Lily Cache Creek Acres 0 2 2
Parkland Required Acres 0.7 7.6 8.1
Sever Parkland? Number No No Yes
Table 4.03-1 Impact Summary
SECTION 5
RECOMMENDATION
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 5–Recommendation
Prepared by Strand Associates, Inc. 5-1
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5.01 GENERAL REGULATIONS
The costs associated with the Lockport Street bypass are significant and likely will require federal
participation and monies to build the facility. When federal money or permitting is required, a
series of federal regulations influences the decision-making process. A series of federal
regulations regarding parklands, wetlands, and floodplains are pertinent to selection of the
recommended alternative. These regulations are summarized as follows.
A. Parklands
The United States Transportation Bill of 1966 included the Section 4(f) provision that required the
Federal Highway Administration (FHWA) and state departments of transportation to not use or
acquire right-of-way from publicly owned parks, recreational areas, wildlife and waterfowl refuges,
or public and private historic sites unless the following apply:
1. There is no feasible and prudent avoidance alternative to the use of land, and
2. The action includes all possible planning to minimize harm to the property resulting
from such use, or
3. FHWA determines that the use of the property, including measures to minimize
harm, will have a de minimis (insignificant) impact, as defined in 23 CFR 774.17, on
the property.
Since 1966, this provision has been brought forth with subsequent highway transportation bills,
acts, and codes. The United States Department of Transportation’s (USDOT) Section 4(f) law is
contained in 49 USC 303, 23 USC 138, and the FHWA’s regulations, and final rule is contained in
23 CFR 774. Section 4(f) applies only to the actions of agencies within the USDOT, including the
FHWA. FHWA is responsible for Section 4(f) applicability determinations, evaluations, findings,
and overall compliance for highway projects.
Section 6009 of the Safe, Accountable, Flexible, Efficient Transportation Equity Act: A Legacy for
Users amended existing Section 4(f) legislation. It simplified the process and approval of projects
that have only de minimis impacts on lands impacted by Section 4(f). De minimis impacts are
those that do not adversely affect the features, attributes, or activities of the property. Additionally,
the project must use all possible planning to minimize harm, such as avoidance, minimization,
mitigation, and enhancement measures.
B. Wetlands
Section 404 of the Clean Water Act requires permit authorization from the United States Army
Corps of Engineers (USACE) for the discharge of dredged or fill material into waters of the
United States, including wetlands. A 404 Permit is required if the project area is located on public
or private property, regardless of funding source and irrespective of the type of environmental
action.
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 5–Recommendation
Prepared by Strand Associates, Inc. 5-2
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Discharge of fill material means the placement of any material into waters of the United States,
including wetlands, for the purpose of converting an aquatic site to upland. These water bodies are
defined for inland fresh waters as follows:
1. The traditional navigable waters of the United States, including adjacent wetlands.
2. All tributaries to interstate navigable waters of the United States, including adjacent
wetlands.
3. Interstate waters and their tributaries, including adjacent wetlands.
4. Waters of the United States and waters isolated from the tributary system whose
degradation and destruction could affect interstate commerce or other Waters of the
United States.
40 CFR 230.10 of the Federal Code of Regulations states the following:
“Although all requirements in Sec. 230.10 must be met, the compliance evaluation
procedures will vary to reflect the seriousness of the potential for adverse impacts on the
aquatic ecosystems posed by specific dredged or fill material discharge activities.
(a) Except as provided under section 404(b)(2), no discharge of dredged or fill material
shall be permitted if there is a practicable alternative to the proposed discharge which
would have less adverse impact on the aquatic ecosystem, so long as the alternative
does not have other significant adverse environmental consequences.
(1) For the purpose of this requirement, practicable alternatives include, but are
not limited to:
(i) Activities which do not involve a discharge of dredged or fill material
into the waters of the United States or ocean waters;
(ii) Discharges of dredged or fill material at other locations in waters of
the United States or ocean waters;
(2) An alternative is practicable if it is available and capable of being done after
taking into consideration cost, existing technology, and logistics in light of overall project
purposes. If it is otherwise a practicable alternative, an area not presently owned by the
applicant which could reasonably be obtained, utilized, expanded or managed in order to
fulfill the basic purpose of the proposed activity may be considered.
(3) Where the activity associated with a discharge which is proposed for a
special aquatic site (as defined in subpart E) does not require access or proximity to or
siting within the special aquatic site in question to fulfill its basic purpose (i.e., is not
"water dependent"), practicable alternatives that do not involve special aquatic sites are
presumed to be available, unless clearly demonstrated otherwise. In addition, where a
discharge is proposed for a special aquatic site, all practicable alternatives to the
proposed discharge which do not involve a discharge into a special aquatic site are
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 5–Recommendation
Prepared by Strand Associates, Inc. 5-3
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S5.docx\052715
presumed to have less adverse impact on the aquatic ecosystem, unless clearly
demonstrated otherwise.”
C. Floodplains
Presidential Executive Order 11988 and 23 CFR 650 Subpart A require federal agencies to avoid the
long- and short-term adverse impacts associated with the occupancy and modification of floodplains. In
implementing the Executive Order, it is the FHWA’s policy to:
1. Encourage prevention of uneconomic, hazardous, or incompatible use and development
in the floodplain.
2. Avoid longitudinal or other significant encroachments where practicable.
3. Minimize impacts that adversely affect base floodplains.
4. Restore and preserve the natural and beneficial floodplain values.
5. Avoid support of incompatible floodplain development.
6. Be consistent with the intent of the Standards and Criteria of the National Flood
Insurance Program and local floodplain management.
If encroachment is performed, a finding of no practical alternative must be made. 23 CFR 650.133
states the following:
“Sec. 650.113 Only practicable alternative finding.
(a) A proposed action which includes a significant encroachment shall not be
approved unless the FHWA finds that the proposed significant encroachment is
the only practicable alternative. This finding shall be included in the final
environmental document (final environmental impact statement or finding of no
significant impact) and shall be supported by the following information:
(1) The reasons why the proposed action must be located in the flood plain,
(2) The alternatives considered and why they were not practicable, and
(3) A statement indicating whether the action conforms to applicable State or
local flood-plain protection standards.”
5.02 RECOMMENDATION
Reviewing applicable federal regulations, impacts, and construction costs, this study recommends
pursuing Alternative 1A for further study. This recommendation comes with a caveat that the
services of a professional appraiser be enlisted to provide greater certainty regarding the potential
damage costs associated with Vulcan Materials. Additionally, the recommendation is contingent on
sharing the ComEd utility corridor without relocating any transmission towers. Depending on future
Village of Plainfield, Illinois
Lockport Bypass Feasibility Section 5–Recommendation
Prepared by Strand Associates, Inc. 5-4
R:\JOL\Documents\Reports\Active\Plainfield, IL\Lckprt Bypss Feas.3766.001.DWG.March 2014\Report\S5.docx\052715
coordination with ComEd, some alignment adjustments may be necessary to reduce impacts to
the utility corridor.
There are several reasons supporting this recommendation.
1. While understanding damages to Vulcan Materials is speculative, it appears that
Alternative 1A is a lower-cost alternative that accomplishes the objectives of the
bypass route. The fact that the current quarry is inactive suggests that damages for
unmined aggregates could be less than the market value used in this report.
2. Alternative 1A requires very little parkland and does not interfere with the features,
attributes, or activities of the park. Alternative 1A appears to be a feasible and more
prudent alternative to Alternatives 2 and 4, which have much greater impacts to
parkland. Alternative 1A satisfies Section 4(f) requirements.
3. Alternative 1A has few or no wetland impacts as compared to Alternatives 2 and 4.
Therefore, this alternative complies with the avoidance, minimization, and mitigation
sequencing required by Section 404 of the Clean Water Act. Alternatives 2 and 4 do
have wetland impacts.
4. Alternative 1A is likely to have less encroachment on floodplains than Alternatives 2
and 4, and it does not require any crossings of Lily Cache Creek. Therefore, this
alternative is more likely to comply with Executive Order 11988 and 23 CFR 650
Subpart A. It is a practicable alternative that would have minimal impact on floodplains.
APPENDIX A
COMED MEETING SUMMARY
APPENDIX B
ALTERNATIVE OVERVIEWS
GUN CLUB
PURE ROD AND
IL RTE 126
143RD ST
SCALE, FEET
0 500 1000
LOCKPORT ST
I
-
5
5
RECREATION
DEER CREEK
DATE: 2015-05-21
PRELIMINARY
CELL PHONE TOWER
TRANSMISSION TOWERS
PARK LANDS
WETLANDS
KEY:
A S S O C I A T E S ®
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FIGURE 1A
3766.001
$FILE$$USER$$DATE$$TIME$
GUN CLUB
PURE ROD AND
DEER CREEK RECREATION
SCALE, FEET
0 150 300
DATE: 2015-05-21
PRELIMINARY
Matchline STA 34+00
IL RTE 126
143RD ST
CELL PHONE TOWER
TRANSMISSION TOWERS
PARK LANDS
WETLANDS
KEY:
A S S O C I A T E S ®
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DATE: 2015-05-21
PRELIMINARY
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Matchline STA 55+75
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KEY:
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PURE ROD AND
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TRANSMISSION TOWERS
PARK LANDS
WETLANDS
KEY:
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143RD ST
SCALE, FEET
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LOCKPORT ST
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DATE: 2015-05-21
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SCALE, FEET
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IL RTE 126
143RD ST
DATE: 2015-05-21
PRELIMINARY
CELL PHONE TOWER
TRANSMISSION TOWERS
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3766.001
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LANDS INC
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FIGURE 2-3
3766.001
$FILE$$USER$$DATE$$TIME$
GUN CLUB
PURE ROD AND
CELL PHONE TOWER
TRANSMISSION TOWERS
PARK LANDS
WETLANDS
KEY:
IL RTE 126
143RD ST
SCALE, FEET
0 500 1000
LOCKPORT ST
I
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5
RECREATION
DEER CREEK
DATE: 2014-03-31
PRELIMINARY
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3766.001
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GUN CLUB
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DATE: 2014-03-31
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KEY:
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FIGURE 4-1
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SCALE, FEET0150300 DATE: 2014-03-31 PRELIMINARY
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ALTERNATIVE 4 - ON 143RD STREET
LOCKPORT STREET BYPASS
LOCKPORT STREET BYPASS STUDY
VILLAGE OF PLAINFIELD, ILLINOIS
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DATE: 2014-03-31
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APPENDIX C
LOCKPORT ROAD BYPASS OPINION OF PROBABLE COST
\\strand.com\projects\JOL\3700--3799\3766\001\Spr\Lockport Bypass Opinion of Possible Cost.xlsx 5/27/2015
1.
2.
3.
4.
5.
6.
7.
8.
9.
10.
1.
1.
2.
3.
1.
Lockport Road Bypass
Assumptions and Notes Regarding Opinions of Possible Cost
May 27, 2015
Alternative 1A
All Alternatives
Quantities and costs are based on conceptual horizontal layout for evaluation purposes. No vertical layout/design was
performed.
Costs given are in 2014 dollars.
Costs associated with the acquisition of land rights from Commonwealth Edison are not included.
Design Speed of Lockport Road Bypass is 40 mph.
Forecasted traffic volumes are not available. Intersection geometrics may vary depending on the level of traffic forecasted.
On-street bicycle accommodations are not included in the conceptual layout. A multi-use path is included on one side of the
proposed roadway.
The conceptual layouts for Alternatives 1a and 4 show a sweeping curve that ties into Lockport Street at the southern end of the
bypass. This geometric configuration would give priority to/encourage westbound vehicles to bypass Plainfield rather than
continuing west on Lockport Street to downtown Plainfield. The conceptual geometry for Alternative 2 shows the bypass
intersecting Lockport Street as a "T" intersection. This configuration would give priority to/encourage westbound vehicles to
continue to downtown Plainfield rather than using the bypass. Either configuration (sweeping curve or "T" intersection) could be
used for the alternatives shown.
Unit prices from previous IDOT bid tabs were used in the development of the opinions of cost.
Costs associated with a recreational easement from ComEd are not included.
The cost of rural right-of-way acquisition is estimated at $50,000 per acre for the purposes of this study. As alternatives are
investigated further, a professional appraiser should be sought to provide a more accurate estimate of value.
Alternative 2
This alternative requires right of way purchase from a quarry (Vulcan Materials). To approximate the cost of land acquisition the
value of material that could be quarried that is acquired for right of way was compensated at $0.65/TON assuming a unit weight
of in place material of 2.25 TONS/CY. Vulcan Materials indicated they are required to maintain a 200 foot buffer from the edge of
new right-of-way to where they can quarry. This buffer area was accounted for in the approximate in-place cost of material that
may need to be compensated for. The depth of in-place material was calculated as 80 to 100 feet which is the approximate
elevation difference between the undisturbed ground and the deepest existing point that currently exists within the quarry based
on available contour data.
This alternative requires right of way purchase from a quarry (Vulcan Materials). To approximate the cost of land acquisition the
value of material that could be quarried that is acquired for right of way was compensated at $0.65/TON assuming a unit weight
of in place material of 2.25 TONS/CY. Vulcan Materials indicated they are required to maintain a 200 foot buffer from the edge of
new right-of-way to where they can quarry. This buffer area was accounted for in the approximate in-place cost of material that
may need to be compensated for. The depth of in-place material was calculated as 80 to 100 feet which is the approximate
elevation difference between the undisturbed ground and the deepest existing point that currently exists within the quarry based
on available contour data.
Alternative 4
Geotechnical data and hydrologic information was not available to assist in structure layouts. As such, revisions to conceptual
structure lengths may be necessary when and if actual structure design occurs.
Alternative 2 has the greatest area of parkland impact, however the Plainfield Park District has provided preliminary feedback that
they may view this alternative as an improvement to allow better access to their parkland. The Plainfield Park District said that
possible mitigation for lost parkland could be assistance in establishing trails in the adjacent parkland. Costs for this potential
mitigation are not included. This discussion is included in meeting minutes from 2013-07-08.
Geotechnical data and hydrologic information was not available to assist in structure layouts. As such, revisions to conceptual
structure lengths may be necessary when and if actual structure design occurs.
\\strand.com\projects\JOL\3700--3799\3766\001\Spr\Lockport Bypass Opinion of Possible Cost.xlsx 5/27/2015
Alternative Opinion of Possible Cost with
Construction Engineering
Approximate
Savings
Baseline -Construct 4-Lanes (with accommodations for 6-lanes)16,360,000$ ---
Variation 1 -Construct 4-Lanes (without accommodations for 6-lanes)16,030,000$ 2.0%
Variation 2 -Construct 2-Lanes (with accommodations for up to 6-lanes)13,930,000$ 14.9%
Variation 3 -Construct 2-Lanes (without accommodations for 4-lanes)13,180,000$ 19.4%
Baseline -Construct 4-Lanes (with accommodations for 6-lanes)16,030,000$ ---
Variation 1 -Construct 4-Lanes (without accommodations for 6-lanes)15,810,000$ 1.4%
Variation 2 -Construct 2-Lanes (with accommodations for up to 6-lanes)14,920,000$ 6.9%
Variation 3 -Construct 2-Lanes (without accommodations for 4-lanes)13,290,000$ 17.1%
Baseline -Construct 4-Lanes (with accommodations for 6-lanes)16,110,000$ ---
Variation 1 -Construct 4-Lanes (without accommodations for 6-lanes)15,980,000$ 0.8%
Variation 2 -Construct 2-Lanes (with accommodations for up to 6-lanes)13,100,000$ 18.7%
Variation 3 -Construct 2-Lanes (without accommodations for 4-lanes)12,210,000$ 24.2%
Notes:
Baseline -
Variation 1 -
Variation 2 -
Variation 3 -
This option provides the same right of way width as the Baseline, but only constructs 2 of the 4-lanes initially with the ability to add the additional 2-lanes as traffic demand and budget dictate.
With this option, any structures are built initially to accommodate 4-lanes.
This option constructs a 2-lane roadway without accommodations for a future 4-lane section (if traffic forecasts and modeling show a 2-lane section will provide acceptable operations). This
option requires the least right of way width (80 feet).
1A
2
4
Baseline - This is the option which is shown in the exhibits. It provides wider terraces between the roadway and sidewalk/multi-use path to accommodate a future 6-lane section.
This option requires the most right of way width (120 feet).
This option provides 6-foot terraces between the roadway and sidewalk/multi-use path and does not accommodate a future 6-lane section. This option requires less right of way width (105 feet).
Lockport Road Bypass
Opinion of Possible Construction Costs
Alternative's Cost Summary
May 27, 2015
Description (See notes at bottom of table for additional explanation.)
\\strand.com\projects\JOL\3700--3799\3766\001\Spr\Lockport Bypass Opinion of Possible Cost.xlsx 5/27/2015
ITEM DESCRIPTION UNIT QUANTITY UNIT PRICE TOTAL
Pavement SQ YD -$
Curb & Gutter FOOT -$
1 -$
Earth Excavation CU YD 71,880 $9.00 646,900$
2 646,900$
Subgrade Aggregate Improvement TON 41,730 $13.00 542,500$
Aggregate Base Course TON 50,610 $15.00 759,200$
Hot-Mix Asphalt Pavement TON 31,670 $55.00 1,741,900$
Bituminous Material (Prime Coat)TON 1,740 $100.00 174,000$
Combination Concrete Curb & Gutter FOOT 30,490 $16.00 487,800$
Aggregate Shoulder TON 710 $35.00 24,900$
Portland Cement Concrete Sidewalk SQ FT 31,880 $4.00 127,500$
3 3,857,800$
4 4,504,700$
5 DRAINAGE/STORM SEWER LS 6 % of Line 4 N/A 270,300$
6 TRAFFIC CONTROL LS 2 % of Line 4 N/A 90,100$
7 EROSION CONTROL/FINISHING LS 4 % of Line 4 N/A 180,200$
8 LIGHTING LS 3 % of Line 4 N/A 135,100$
9 SIGNING/MARKING LS 2 % of Line 4 N/A 90,100$
10 TRAFFIC SIGNALS EA 1 $150,000 150,000$
11 ITS LS -$
12 ROADWAY INCIDENTALS LS 20 % of Line 4 N/A 900,900$
13 6,321,400$
Roadway Bridges SQ FT -$
Retaining Walls SQ FT 26,600 $70.00 1,862,000$
Box Culverts SQ FT 685 $100.00 68,500.00$
14 1,930,500$
15 8,251,900$
16 COMMUNITY SENSITIVE SOLUTIONS LS 1 % of Line 15 N/A 82,500$
17 MOBILIZATION LS 5 % of Line 15 N/A 412,600$
18 8,747,000$
19 DESIGN CONTINGENCY LS 10 % of Line 18 N/A 874,700$
20 9,621,700$
21 COMPENSABLE UTILITIES LS 4 % of Line 20 N/A 384,900$
22a PROPERTY ACQUISITION (RURAL)ACRES 18.8 $50,000 940,000$
22b APPROXIMATE VALUE OF IN-PLACE
MATERIAL NO LONGER USABLE BY
QUARRY (SEE ASSUMPTIONS)
TON 7,280,000 $0.65 4,732,000$
23 PROPERTY ACQUISITION (COMMERCIAL)ACRES -$
24 RESIDENTIAL RELOCATION LS -$
25 COMMERCIAL RELOCATION LS -$
26 6,056,900$
27 CONSTRUCTION ENGINEERING LS 7 % of Line 20 N/A 673,500$
28 673,500$
16,360,000$
Baseline - Construct 4-Lanes with Accomodations for Future 6-Lane Section
Paving Items Subtotal Cost
Major Roadway Items Subtotal Cost (Lines 1 - 3)
OTHER ITEMS
REMOVALS
Removals Subtotal Cost
EARTHWORK
Earthwork Subtotal Cost
Roadway & Structures Total Let Cost (Lines 18 - 19)
Utilities & Real Estate Total Cost (Lines 21 - 25)
Construction Engineering Total Cost (Line 27)
TOTAL PROJECT COST (Lines 20, 26, 28)
Lockport Road Bypass
Opinion of Possible Construction Costs
Alternative 1A
May 27, 2015
Roadway Subtotal Cost (Lines 4 - 12)
STRUCTURES
Structures Subtotal Cost
Roadway & Structures Subtotal Cost (Lines 13 - 14)
Roadway & Structures Subtotal Cost (Lines 15 - 17)
PAVING ITEMS
\\strand.com\projects\JOL\3700--3799\3766\001\Spr\Lockport Bypass Opinion of Possible Cost.xlsx 5/27/2015
ITEM DESCRIPTION UNIT QUANTITY UNIT PRICE TOTAL
Pavement SQ YD -$
Curb & Gutter FOOT -$
1 -$
Earth Excavation CU YD 67,140 $9.00 604,300$
2 604,300$
Subgrade Aggregate Improvement TON 38,860 $13.00 505,200$
Aggregate Base Course TON 47,350 $15.00 710,300$
Hot-Mix Asphalt Pavement TON 29,570 $55.00 1,626,400$
Bituminous Material (Prime Coat)TON 1,630 $100.00 163,000$
Combination Concrete Curb & Gutter FOOT 28,070 $16.00 449,100$
Aggregate Shoulder TON 770 $35.00 27,000$
Portland Cement Concrete Sidewalk SQ FT 29,450 $4.00 117,800$
3 3,598,800$
4 4,203,100$
5 DRAINAGE/STORM SEWER LS 6 % of Line 4 N/A 252,200$
6 TRAFFIC CONTROL LS 2 % of Line 4 N/A 84,100$
7 EROSION CONTROL/FINISHING LS 4 % of Line 4 N/A 168,100$
8 LIGHTING LS 3 % of Line 4 N/A 126,100$
9 SIGNING/MARKING LS 2 % of Line 4 N/A 84,100$
10 TRAFFIC SIGNALS EA 2 $150,000 300,000$
11 ITS LS -$
12 ROADWAY INCIDENTALS LS 20 % of Line 4 N/A 840,600$
13 6,058,300$
North Bridge SQ FT 29,605 $100 2,960,500$
South Bridge SQ FT 10,390 $100 1,039,000$
Replacement of Box Culvert on IL 126 SQ FT 685 $100 68,500$
14 4,068,000$
15 10,126,300$
16 COMMUNITY SENSITIVE SOLUTIONS LS 1 % of Line 15 N/A 101,300$
17 MOBILIZATION LS 5 % of Line 15 N/A 506,300$
18 10,733,900$
19 DESIGN CONTINGENCY LS 10 % of Line 18 N/A 1,073,400$
20 11,807,300$
21 COMPENSABLE UTILITIES LS 4 % of Line 20 N/A 472,300$
22a PROPERTY ACQUISITION (RURAL)ACRES 18.5 $50,000 927,000$
22b APPROXIMATE VALUE OF IN-PLACE
MATERIAL NO LONGER USABLE BY
QUARRY (SEE ASSUMPTIONS)
TON 3,070,000 $0.65 1,995,500$
23 PROPERTY ACQUISITION (COMMERCIAL)ACRES -$
24 RESIDENTIAL RELOCATION LS -$
25 COMMERCIAL RELOCATION LS -$
26 3,394,800$
27 CONSTRUCTION ENGINEERING LS 7 % of Line 20 N/A 826,500$
28 826,500$
16,030,000$
Lockport Road Bypass
Opinion of Possible Construction Costs
Alternative 2
May 27, 2015
REMOVALS
Baseline - Construct 4-Lanes with Accomodations for Future 6-Lane Section
STRUCTURES
Removals Subtotal Cost
EARTHWORK
Earthwork Subtotal Cost
PAVING ITEMS
Paving Items Subtotal Cost
Major Roadway Items Subtotal Cost (Lines 1 - 3)
OTHER ITEMS
Roadway Subtotal Cost (Lines 4 - 12)
TOTAL PROJECT COST (Lines 20, 26, 28)
Structures Subtotal Cost
Roadway & Structures Subtotal Cost (Lines 13 - 14)
Roadway & Structures Subtotal Cost (Lines 15 - 17)
Roadway & Structures Total Let Cost (Lines 18 - 19)
Utilities & Real Estate Total Cost (Lines 21 - 25)
Construction Engineering Total Cost (Line 27)
\\strand.com\projects\JOL\3700--3799\3766\001\Spr\Lockport Bypass Opinion of Possible Cost.xlsx 5/27/2015
ITEM DESCRIPTION UNIT QUANTITY UNIT PRICE TOTAL
Pavement SQ YD -$
Curb & Gutter FOOT -$
1 -$
Earth Excavation CU YD 89,950 $9.00 809,600$
2 809,600$
Subgrade Aggregate Improvement TON 52,010 $13.00 676,100$
Aggregate Base Course TON 62,650 $15.00 939,800$
Hot-Mix Asphalt Pavement TON 38,800 $55.00 2,134,000$
Bituminous Material (Prime Coat)TON 2,130 $100.00 213,000$
Combination Concrete Curb & Gutter FOOT 40,730 $16.00 651,700$
Aggregate Shoulder TON 620 $35.00 21,700$
Portland Cement Concrete Sidewalk SQ FT 43,930 $4.00 175,700$
3 4,812,000$
4 5,621,600$
5 DRAINAGE/STORM SEWER LS 6 % of Line 4 N/A 337,300$
6 TRAFFIC CONTROL LS 2 % of Line 4 N/A 112,400$
7 EROSION CONTROL/FINISHING LS 4 % of Line 4 N/A 224,900$
8 LIGHTING LS 3 % of Line 4 N/A 168,600$
9 SIGNING/MARKING LS 2 % of Line 4 N/A 112,400$
10 TRAFFIC SIGNALS EA 1 $150,000 150,000$
11 ITS LS -$
12 ROADWAY INCIDENTALS LS 20 % of Line 4 N/A 1,124,300$
13 7,851,500$
North Bridge SQ FT 14,651 $100 1,465,100$
South Bridge SQ FT 14,454 $100 1,445,400$
Replacement of Box Culvert on IL 126 SQ FT 685 $100 68,500$
14 2,979,000$
15 10,830,500$
16 COMMUNITY SENSITIVE SOLUTIONS LS 1 % of Line 15 N/A 108,300$
17 MOBILIZATION LS 5 % of Line 15 N/A 541,500$
18 11,480,300$
19 DESIGN CONTINGENCY LS 10 % of Line 18 N/A 1,148,000$
20 12,628,300$
21 COMPENSABLE UTILITIES LS 4 % of Line 20 N/A 505,100$
RELOCATE ComED TOWER EACH 1 $1,000,000.00 1,000,000$
23 PROPERTY ACQUISITION (RURAL)ACRES 19.8 $50,000 988,000$
23 PROPERTY ACQUISITION (COMMERCIAL)ACRES -$
24 RESIDENTIAL RELOCATION LS 1 $96,000 96,000$
25 COMMERCIAL RELOCATION LS -$
26 2,589,100$
27 CONSTRUCTION ENGINEERING LS 7 % of Line 20 N/A 884,000$
28 884,000$
16,110,000$
Lockport Road Bypass
Opinion of Possible Construction Costs
Alternative 4
May 27, 2015
REMOVALS
Baseline - Construct 4-Lanes with Accomodations for Future 6-Lane Section
STRUCTURES
Removals Subtotal Cost
EARTHWORK
Earthwork Subtotal Cost
PAVING ITEMS
Paving Items Subtotal Cost
Major Roadway Items Subtotal Cost (Lines 1 - 3)
OTHER ITEMS
Roadway Subtotal Cost (Lines 4 - 12)
TOTAL PROJECT COST (Lines 20, 26, 28)
Structures Subtotal Cost
Roadway & Structures Subtotal Cost (Lines 13 - 14)
Roadway & Structures Subtotal Cost (Lines 15 - 17)
Roadway & Structures Total Let Cost (Lines 18 - 19)
Utilities & Real Estate Total Cost (Lines 21 - 25)
Construction Engineering Total Cost (Line 27)
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