IL 13/Giant City Road Corridor Study

TRAFFIC & ACCESS MANAGEMENT STUDY GIANT CITY ROAD IN CARBONDALE

June 2015

Prepared for:

Southern Illinois Metropolitan Planning Organization 3000 West DeYoung Street, Suite 800 B-3 Marion, Illinois 62959

Prepared by:

Lochmueller Group 1928 SrA Bradley R. Smith Drive Troy, Illinois 62294

Report 514-0097-0TE

TABLE OF CONTENTS TABLE OF CONTENTS ...... 2 LIST OF FIGURES ...... 2 LIST OF EXHIBITS ...... 3 LIST OF TABLES ...... 3 EXECUTIVE SUMMARY ...... 4 INTRODUCTION ...... 7 EXISTING CONDITIONS ...... 10

EXISTING ROADWAY CONDITIONS ...... 10 EXISTING TRAFFIC VOLUMES ...... 11 EXISTING TRAFFIC OBSERVATIONS & PUBLIC INPUT ...... 13 EXISTING OPERATING CONDITIONS ...... 13 EXISTING SAFETY CONDITIONS ...... 15 2040 NO-BUILD CONDITIONS ...... 19

ANTICIPATED TRAFFIC INCREASE BY 2040 ...... 19 2040 NO-BUILD FORECASTED OPERATING CONDITIONS ...... 20 EVALUATION OF IMPROVEMENT ALTERNATIVES ...... 23

DESCRIPTION OF IMPROVEMENT OPTIONS ...... 24 PUBLIC INPUT REGARDING IMPROVEMENT OPTIONS ...... 34 RECOMMENDED IMPROVEMENTS & FORECASTED OPERATING CONDITIONS ...... 34 ANTICIPATED SAFETY BENEFITS OF PROPOSED IMPROVEMENTS ...... 42 CONCLUSION ...... 43

LIST OF FIGURES

FIGURE 1: STUDY LOCATION ...... 7 FIGURE 2: OVERVIEW MAP OF STUDY CORRIDOR ...... 9 FIGURE 3: CRASH DIAGRAM AT IL 13 AND GIANT CITY ROAD ...... 16 FIGURE 4: CRASH DIAGRAM AT GIANT CITY ROAD AND NORTH FRONTAGE ROAD ...... 17 FIGURE 5: CRASH DIAGRAM AT GIANT CITY ROAD AND SOUTH FRONTAGE ROAD ...... 18 FIGURE 6: SUMMARY OF FUTURE LOCAL DEVELOPMENT ...... 19 FIGURE 7: VISSIM SCREENSHOT OF 2040 NO BUILD CONDITIONS ...... 22 FIGURE 8: VISSIM SCREENSHOT OF 2040 BUILD CONDITIONS NORTH OF IL 13 ...... 36 FIGURE 9: VISSIM SCREENSHOT OF 2040 BUILD CONDITIONS SOUTH OF IL 13 (OPTION 1)...... 38 FIGURE 10: VISSIM SCREENSHOT OF 2040 BUILD CONDITIONS SOUTH OF IL 13 (OPTION 2) ...... 40

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LIST OF EXHIBITS

EXHIBIT 1: EXISTING TRAFFIC VOLUMES ...... 12 EXHIBIT 2: 2040 NO-BUILD FORECASTED TRAFFIC VOLUMES ...... 21 EXHIBIT 3: 2040 OPTION 1 TRAFFIC VOLUMES ...... 25 EXHIBIT 4: 2040 OPTION 2 TRAFFIC VOLUMES ...... 26 EXHIBIT 5: 2040 OPTION 3 TRAFFIC VOLUMES ...... 27 EXHIBIT 6: OPTION 1 IMPROVEMENT OVERVIEW ...... 29 EXHIBIT 7: OPTION 2 IMPROVEMENT OVERVIEW ...... 31 EXHIBIT 8: OPTION 3 IMPROVEMENT OVERVIEW ...... 33

LIST OF TABLES

TABLE 1: INTERSECTION LEVEL OF SERVICE THRESHOLDS ...... 14 TABLE 2: EXISTING OPERATING CONDITIONS ...... 14 TABLE 3: 2040 NO-BUILD OPERATING CONDITIONS ...... 20 TABLE 4: 2040 BUILD OPERATING CONDITIONS AT GIANT CITY ROAD & IL 13 ...... 34 TABLE 5: 2040 BUILD NORTH SIDE OPERATING CONDITIONS ...... 36 TABLE 6: 2040 BUILD NORTH SIDE OPERATING CONDITIONS (OPTIONAL ADDITIONAL ACCESS TO IL 13) ...... 37 TABLE 7: 2040 BUILD SOUTH SIDE OPERATING CONDITIONS (OPTION 1) ...... 38 TABLE 8: 2040 BUILD SOUTH SIDE OPERATING CONDITIONS (OPTION 2) ...... 39 TABLE 9: 2040 BUILD SOUTH SIDE OPERATING CONDITIONS (OPTIONAL ADDITIONAL ACCESS TO IL 13) ...... 40 TABLE 10: 2040 BUILD OPERATING CONDITIONS ...... 41

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EXECUTIVE SUMMARY

Lochmueller Group has completed a traffic and access management study for the Giant City Road corridor from north of Illinois Route 13 (IL 13) to just north of East Walnut Street/Old IL 13. The purpose of this study was to develop conceptual improvement options for the corridor that would result in more efficient, safer traffic flow and address the needs of all users. Based on the following discussion, the following may be concluded regarding the corridor:

1. Public input, peak period observations and engineering analyses all confirmed a high level of driver frustration within the corridor. This was particularly prevalent at the frontage road intersections with Giant City Road, which have unorthodox traffic control and long delays.

2. The existing congestion, traffic spillbacks and safety problems will be greatly exacerbated as traffic continues to grow in the corridor. By 2040, it is anticipated that volumes on IL 13 will increase 35% while traffic on Giant City Road will increase by nearly 80%.

3. In order to address existing constraints and accommodate future growth, many options were considered to improve conditions within the corridor. After gaining input from the public and conducting initial engineering screenings, a core set of improvement options were evaluated in detail using VISSIM traffic simulation modeling.

4. The following improvements are recommended at the intersection of IL 13 and Giant City Road: Add a separate southbound right-turn lane Add a second northbound left-turn lane Modify signal phasing, sequencing and timing These improvements would significantly increase the capacity of the intersection and reduce delays, particularly for motorists on Giant City Road.

5. On the north side of IL 13, the following improvements are recommended: Relocate the North Frontage Road approximately 300 feet further to the north Install a roundabout at the new intersection with Giant City Road. o The roundabout could also serve Wal-Mart directly provided parking lot modifications are made. o The roundabout would need two circulating lanes on the east side (to accommodate two northbound through lanes) but only one lane on the west side. Retain the existing frontage road but restrict it to right-in/right-out movements only.

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It should be noted that these improvements could be implemented in phases, as detailed in this report.

6. On the south side of IL 13, there are two different sets of improvements, and either would accommodate 2040 demands satisfactorily. The two sets of improvements were described as Option 1 and Option 2.

Specifically, the Option 1 approach would include the following: Construct a new south frontage road approximately 450 feet further to the south along the back side of the existing businesses (these businesses could have access to the new road). Install a signal at the new intersection with Giant City Road. Retain the existing frontage road but restrict to right-in/right-out movements only.

Alternately, the Option 2 approach would include the following:

Modify the west leg of the existing South Frontage Road so its intersection with Giant City accommodates inbound left and right turns and outbound right turns, but prohibits outbound (eastbound) left turns. Provide a direct right-on-only connection to eastbound IL 13 to the west of Giant City Road. Provide a new signalized intersection on Giant City Road approximately 650-850 feet south of the existing South Frontage Road. o The location of this connection would likely be near the existing drainage ditch or the Kohl’s driveway. o A new roadway connection to the east would be provided as well as a fourth leg to serve properties on the west side of Giant City. o The new roadway should connect to adjoining properties to facilitate cross- access. Restrict the east side of the existing South Frontage Road intersection to right- in/right-out movements only.

The determining factor between which improvements get implemented will likely be the relative difficulty of acquiring right-of-way under each alternative.

7. With the large increase in traffic expected on Giant City Road, it is important that proper access management policies be instituted as development continues. The following recommendations are provided for the corridor between the South Frontage Road and East Walnut Street:

Install a traffic signal at the intersection of East Mall Drive and Giant City Road.

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Continue the development of frontage roads along Giant City Road, and require cross-access between all developments with frontage on this section of Giant City Road so that all parcels have indirect access to a signalized intersection. Restrict access drives in close proximity to signalized intersections and instead provide connections to the frontage roads along either side of Giant City.

8. It is important that any project undertaken within the SIMPO planning area be multi-modal in nature. While the study corridor is dominated by heavy vehicular demands, there are opportunities to improve the experience for pedestrians and cyclists.

It is recommended that the existing sidewalk along Giant City Road be connected to the IDOT’s planned path along the south side of IL 13. The proposed new signal on Giant City Road at the relocated south frontage road should accommodate pedestrian crossings. It is recommended that consideration be given to converting the sidewalk on one side of Giant City Road to a multi-use path to accommodate cyclists, if feasible. Sidewalks are currently provided along the east side of Giant City to the north of IL 13 and along the north side of the North Frontage Road. The proposed roundabout on Giant City Road should be designed to accommodate pedestrian crossings and connections to both existing sidewalk systems.

9. A total of 17 crashes were recorded at each of the frontage road intersections with Giant City Road over the most recent three-year reporting period (2011-2013), and 58 crashes were recorded at the intersection of IL 13 and Giant City Road during this time.

Based on crash types, it is anticipated that the proposed improvements would reduce nearly 60% of crashes at the North Frontage Road and over 80% of crashes at the South Frontage Road. Given these are right-angle and left-turn crashes, they also tend to be the most severe crash types.

It is difficult to quantify the crash reduction benefits at the intersection of IL 13 and Giant City Road since all movements would remain. However, the significant reduction in delay at the intersection as well as reductions in spillbacks and delays approaching the intersection from Giant City Road would be expected to reduce driver frustration and hopefully lessen the incidence of red-right running.

Overall, the recommended improvement plan would resolve significant existing constraints within the corridor and accommodate extensive traffic growth expected through 2040.

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INTRODUCTION

Lochmueller Group has prepared the following traffic and access management study for the Giant City Road corridor from north of Illinois Route 13 (IL 13) to just north of East Walnut Street/Old IL 13. The location of the study corridor in relation to the City of Carbondale is shown in Figure 1.

Figure 1: Study Location

This corridor is unique in that it carries heavy commuter traffic in addition to serving as a primary means of access to many large-scale commercial uses as well as Southern Illinois University (SIU). The resulting mix of drivers seeking both mobility and access, coupled with the proximity to IL 13 and the prevalence of closely-spaced access points, has created a corridor known as one of the most congested and frustrating in the region. The purpose of this study was to develop conceptual improvement options for the corridor that would result in more efficient, safer traffic flow and address the needs of all users. To that end, the focus of the analysis was on operational enhancements, crash reduction and access management.

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The following intersections were included in the study: • Giant City Road at North Frontage Road • Giant City Road at IL 13 • Giant City Road at South Frontage Road • Giant City Road at East Mall Drive • Giant City Road at various commercial access drives within the corridor

An overview of the corridor denoting several business locations for reference is provided in Figure 2. This analysis focused on the afternoon peak period of a typical weekday and the midday peak on Saturday since these represent the critical time periods with regards to traffic operations within the corridor. The methodology employed to complete this study, along with the findings and recommendations are discussed in greater detail in the subsequent sections.

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Figure 2: Overview Map of Study Corridor

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EXISTING CONDITIONS

Before analyzing the impacts of additional growth in the region or the benefits of any improvements, it was necessary to establish the existing traffic conditions within the study area.

Existing Roadway Conditions Giant City Road is generally a five-lane arterial roadway with two through lanes in each direction plus a center left-turn lane between IL 13 and East Walnut Street. It provides connections to numerous commercial properties both north and south of IL 13 and intersects East Walnut Street, Carbondale High School and East Grand Avenue within the City of Carbondale.

It ultimately provides access to Giant City State Park approximately 9 miles south of the study area. It has a posted speed limit of 40 miles per hour (mph) within the study limits.

Illinois Route 13 is a major arterial roadway that serves as the core connector between most SIMPO member communities, including Marion to the east and Murphysboro to the west. It consists of three through lanes in each direction to the west of Giant City and two lanes in each direction to the east, though IDOT is currently studying options for an expansion to six lanes between this location and Carterville. It has a posted speed limit of 45 mph at Giant City Road before increasing to 55 mph immediately to the east.

The intersection of IL 13 with Giant City Road is signalized and provides dual left-turn lanes and separate right-turn lanes on the eastbound and westbound approaches. The northbound approach consists of a left-turn lane, two through lanes and a right-turn lane. The southbound approach consists of a left-turn lane, one through lane and a shared through/right-turn lane. The northbound and southbound left turns operate with protected-plus-permissive phasing, while the eastbound and westbound left turns operate protected-only.

North Frontage Road (formally designated as East Main Frontage Road North) is a two-lane roadway that provides access to numerous commercial uses. To the east of Giant City, it serves two fast-food restaurants and Wal-Mart before terminating, while it continues to Lewis Lane to the west.

The intersection with Giant City Road is only 340 feet from IL 13 (centerline-to-centerline). It is controlled via a three-way stop wherein the northbound traffic entering from IL 13 has the right- of-way while the other approaches have stop signs.

South Frontage Road (formally designated as East Main Frontage Road South) is a two-lane roadway that also provides access to numerous commercial uses. To the east of Giant City, it

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serves a restaurant and several retail and mixed-use building, while it continues to the University Mall to the west.

The intersection with Giant City Road is only 250 feet from IL 13 (centerline-to-centerline). It is controlled via a three-way stop wherein the southbound traffic entering from IL 13 has the right- of-way while the other approaches have stop signs.

East Mall Drive is a two-lane roadway that provides access to the University Mall to the west as well as several retail stores and Financial Park Drive to the east of Giant City Road where it becomes Sunny Acres Road.

Existing Traffic Volumes As an initial step in quantifying existing traffic conditions within the study area, turning movement counts were performed at all of the study intersections as well as the intersection of IL 13 with McKinney Avenue to the west to more accurately reflect traffic progression along IL 13.

These counts were collected on Thursday 12/4/15, Tuesday 12/9/15 as well as Saturday 12/6/15. SIU and area schools were still in session, and the beginning of the Christmas retail shopping season had begun, so these volumes should represent a typical or slightly conservative condition within the study area.

Based on these counts, it was determined that the peak hours of traffic flow are 4:30 to 5:30 p.m. during a weekday afternoon and 1:30-2:30 p.m. on Saturday. Existing peak hour traffic volumes are summarized in Exhibit 1. It should be noted that peak hour traffic counts were also collected at many of the commercial drives for use in the analysis, but these have been omitted from the exhibits for brevity.

As shown, traffic on IL 13 is heaviest during the afternoon peak hour with the heaviest flows headed eastbound, as expected given typical commuting patterns within the region. Traffic on Giant City Road is also very heavy during the weekday afternoon peak; however, the heaviest turning movement volumes occur on Saturday, which is consistent with high commercial activity.

In addition to the heavy volumes for all movements at IL 13 and Giant City Road, the turning movement volumes at both frontage roads are very heavy. As noted below, these demands coupled with the unorthodox traffic control and short spacing from IL 13 results in operational and safety problems at both locations.

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0 (0) 175 (305) 225 (240) 30 (105) 235 (365) 765 (625) 175 (290) 195 (195) 355 (385) 0 (0) 5 (5) 0 (0) 160 (180) 400 (335) 0 (0) 225 (315) N GIANT15 CITY(60) RD. N.T.S. N GIANT195 CITY (175) RD.

0 (0) 260 (300) 35 (115) N COMMERCIAL15 (95) IL ROUTE 13935 (720) 190 (185)

55 (50) 5 (10) 550 (630)70 (55) 160 (250) 20 (20)

N FRONTAGE ROAD 35 (25) ILLINOIS ROUTE 13 610 (625) N GIANT75 CITY(115) RD.

155 (150)5 (10) S FRONTAGE RD.90 (90) S FRONTAGE ROAD

N GIANT CITY ROAD

5 (15) 180 (340) 30 (45) 35 (30) 215 (135) 665 (512) 5 (25) 0 (5) 30 (55) 5 (5) 15 (45) N GIANT CITY RD. 85 (70)

225 (255) SUNNY ACRES 165 (220) N GIANT270 CITY (445) RD. E MALL 35 (40) 10 (10) PM PEAK HOUR TRAFFIC - 4:30 PM TO 5:30 PM E MALL SUNNY ACRES 5 (5) 15 (15) SAT PEAK HOUR TRAFFIC - (1:30 PM TO 2:30 PM) 20 (15)

20 (15) 100 (95)

N FRONTAGE RD. - EXISTING TRAFFIC SIGNAL 670 (451) 260 (325) - PROPOSED TRAFFIC SIGNAL

EXHIBIT 1: EXISTING PEAK HOUR TRAFFIC VOLUMES

GIANT CITY ROAD CARBONDALE, ILLINOIS 514-0097-0TE

Existing Traffic Observations & Public Input In addition to traffic counts, extensive observations were performed by traffic engineers during peak periods to note areas of congestion, spillbacks and driver behavior within the study area. In addition, video footage collected in conjunction with the traffic counts was reviewed in detail.

The observations revealed driver confusion and frustration at both frontage road intersections with Giant City Road, including several “near misses” where crashes were narrowly avoided. Frequent red-light running was observed at the signalized intersection with IL 13, presumably due in part to congestion and long delays, particularly for motorists arriving from the frontage roads. On Saturday, lengthy queues developed along both frontage roads and extended back along Giant City Road as well.

In order to gain specific input from those that use the study roadways on a regular basis, an initial public meeting was held in Carbondale in February 2015 where business owners, residents, public officials and other stakeholders shared their experiences using the corridor. The public input received was consistent with the study team’s own observations as well as the results of subsequent technical analysis. In addition, valuable input was provided by stakeholders regarding preferences for possible solutions for the study team to evaluate.

Existing Operating Conditions

Traffic operating conditions at the study intersections were evaluated using VISSIM 7.0 traffic modeling software. This software is often applied to analyze corridors with interaction between intersections, complex or saturated operations and/or unorthodox traffic control. The VISSIM results were then used to quantify condition based upon methodologies outlined in the “Highway Capacity Manual” (HCM), published in 2010 by the Transportation Research Board.

Operating conditions are quantified by Levels of Service (LOS), which are measures of traffic flow that consider factors such as speed, interruptions, driver comfort and, most importantly, delays. There are six levels of service ranging from Level A (“free flow”) to Level F (“oversaturated”). LOS C, which is commonly used for design purposes, represents a roadway with volumes utilizing approximately 70 to 80 percent of its capacity.

It should be acknowledged that the perception of acceptable traffic operations can vary by region. Longer delays are better tolerated in urban and suburban areas as compared to rural areas. Based on the character of this area, LOS D or better should be considered acceptable for peak period traffic conditions.

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For signalized intersections, the average control delay per vehicle is estimated for each movement and then aggregated for each approach and the intersection as a whole. For intersections with partial (side-street) stop control, delay is calculated for the minor movements only (side-street approaches and main road left-turns), since through traffic on the main road is not required to stop. The corresponding thresholds for intersection Levels of Service are summarized in Table 1.

Table 1: Intersection Level of Service Thresholds Control Delay per Vehicle (sec/veh) Level of Service Signalized Unsignalized A < 10 0-10 B > 10-20 > 10-15 C > 20-35 > 15-25 D > 35-55 > 25-35 E > 55-80 > 35-50 F > 80 > 50

Existing operating conditions at each of the primary study intersections are summarized in Table 2.

Table 2: Existing Operating Conditions Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and North Frontage Road (unsignalized) Eastbound Approach B (14.9) F (52.3) Westbound Approach E (42.0) F (131.5) Southbound Approach B (12.3) F (58.7) Giant City Road and IL 13 (signalized) Eastbound Approach B (19.1) C (22.1) Westbound Approach C (22.0) C (20.9) Northbound Approach C (22.0) C (23.9) Southbound Approach C (21.8) D (42.0) Overall Intersection C (21.0) C (25.9) Giant City Road and South Frontage Road (unsignalized) Eastbound Approach C (21.4) D (27.9) Westbound Approach A (9.4) B (10.6) Northbound Approach C (21.9) C (24.4) Giant City Road and East Mall Drive/ East Sunny Acres Road (unsignalized) Eastbound Approach D (32.9) C (20.4) Westbound Approach E (49.2) C (21.9) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

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As shown, operating conditions at the intersection of Giant City Road and North Frontage Road are constrained, particularly during the Saturday peak period when LOS F (failing) conditions occur.

Delays for motorists at the frontage roads are likely to feel longer than the delays reported, as motorists are often stopped at the frontage road and then again immediately at IL 13, which when combined can result in a lengthy delay. As previously noted, long spillbacks were observed, particularly during the Saturday peak period, and driver frustrations were high given the uncertainty of being served under the existing three-way stop control at either frontage road’s intersection with Giant City Road.

Existing Safety Conditions In order to quantify safety conditions within the study corridor, file crash data for the years 2011, 2012 and 2013 was reviewed at the intersections of Giant City Road with IL 13, North Frontage Road and South Frontage. The crash data was summarized in the form of crash diagrams, as shown in Figures 3, 4 and 5.

The intersection of IL 13 and Giant City Road had a total of 58 crashes over the three-year period, including two that resulted in serious injuries. The majority of these crashes were rear- end, which is typical at high-volume signalized intersections. However, a significant number of left-turn and right-angle crashes were also recorded, which could be an indication of failure to yield and red-light running, as observed during field inspections.

At the North Frontage Road intersection, a total of 17 crashes were reported with one severe injury. The large majority of these crashes were right-angle and left-turn, which is indicative of the observed confusion and frustration with the unorthodox three-way stop control and congestion at this location.

A total of 17 crashes were also reported at the South Frontage Road intersection, and again most were right-angle and left-turn collision, likely for the same reasons noted at the North Frontage Road.

However, a disproportionate number of crashes occurred wherein southbound vehicles on Giant City Road hit westbound vehicles crossing the intersection, which is a relatively low-volume movement. It appears that this pattern could be attributed to sight distance restrictions for westbound motorists who cannot see through standing vehicular queues to determine if a safe gap exists in southbound traffic (which is not required to stop).

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FIGURE 3: IL 13 AND N. GIANT CITY RD. CRASH DIAGRAM

06/21/2011 11/17/2012

01/30/2011 10/23/2011

04/28/2012 01/28/2012 04/24/2012 01/25/2013 08/21/2012 04/26/2012 08/02/2012 11/12/2011 06/21/2011

12/15/2012 01/07/2011 10/11/2011 02/19/2013 09/04/2012 06/10/2012 01/09/2013 02/14/2011 04/16/2011 01/14/2013 01/28/2011 11/10/2011

08/13/2013 10/03/2012

02/05/2011 02/01/2012 09/09/2012 06/01/2012 08/22/2013 12/10/2011 08/20/2013 04/10/2012 10/07/2011 12/09/2011 02/10/2012 03/05/2012 04/27/2013 11/06/2012 09/15/2011 04/14/2011 06/05/2012 07/18/2013

10/08/2013 03/21/2011 10/05/2011 10/09/2012 04/04/2011 06/19/2011 10/30/2013

09/25/2013

02/21/2012 08/31/2011

01/31/2013 03/13/2012

07/27/2013

Sideswipe Sideswipe Fixed Pedestrian Turning Same Opposite Rear End Head On Angle Other Direction Direction Object

Total Crashes: 58 Crash Diagram - 2011 to 2013 FatalInjury Crashes: 0 IL-13 and N. Giant City Rd. Severe Injury Crashes: 2 FIGURE 4: NORTH FRONTAGE RD. AND N. GIANT CITY RD. CRASH DIAGRAM

07/08/2011

11/05/2012 04/05/2012

08/11/2013 07/12/2013 01/04/2013 -201301038 01/04/2013 96 -20130103 08/26/2013 8394

05/02/2013

09/05/2013 10/14/2012 04/16/2012 03/10/2012

02/03/2012 12/22/2011 09/23/2011

12/29/2011

Sideswipe Sideswipe Fixed Pedestrian Turning Same Opposite Rear End Head On Angle Other Direction Direction Object

Total Crashes: 17 Crash Diagram - 2011 to 2013 FatalInjury Crashes: 0 North Frontage Rd. and N. Giant City Rd. Severe Injury Crashes: 1 FIGURE 5: SOUTH FRONTAGE RD. AND N. GIANT CITY RD. CRASH DIAGRAM

03/29/2013

02/19/2013 10/16/2012 01/04/2013 02/04/2013 10/20/2012 11/16/2012

11/23/2013 07/13/2011 01/04/2012 06/22/2011

11/18/2013 07/20/2012 04/18/2012 11/12/2012

06/15/2012

12/15/2012

Sideswipe Sideswipe Fixed Pedestrian Turning Same Opposite Rear End Head On Angle Other Direction Direction Object

Total Crashes: 17 Crash Diagram - 2011 to 2013 FatalInjury Crashes: 0 South Frontage Rd. and N. Giant City Rd. Severe Injury Crashes: 0

2040 NO-BUILD CONDITIONS

To ensure that any improvement plans satisfactorily accommodate future growth, the year 2040 was chosen as the design horizon. Traffic forecasts were developed for this horizon, and operations within the corridor under the resulting demand were quantified to establish a baseline condition if no improvements are implemented. It was assumed that six lanes on IL 13 east of Giant City would be in place by 2040 (currently under study by IDOT).

Anticipated Traffic Increase By 2040 Traffic volumes within the study corridor are expected to increase substantially over time as overall population in the region grows and additional development occurs within the immediate area. Background traffic growth (independent of any local development) was estimated based on historic growth along the IL 13 and Giant City Road corridors.

The impact of local development was estimated based on the assumed build-out of developable properties adjacent to the Giant City Road corridor. A summary of the available acreage along with assumed land uses and building coverage rates is provided in Figure 6.

Figure 6: Summary of Future Local Development

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These land use assumptions were based on current zoning and coordination with City of Carbondale planning staff. As shown, significant acreage remains available for development within the study area, particularly along the west side of the corridor.

The trip generation resulting from future development was estimated based upon data provided in the “Trip Generation Manual”, Ninth Edition, published by the Institute of Transportation Engineers (ITE). This manual, which is a standard resource for transportation engineers, is based on a compilation of nationwide studies documenting the characteristics of various land uses.

The development trips as well as the background growth were added to the existing traffic, the resulting 2040traffic forecast is summarized in Exhibit 2. As shown, a significant amount of growth is anticipated over the next 25 years. In fact, overall peak hour traffic volumes are expected to increase by approximately 35% on IL 13 and nearly 80% on Giant City Road.

2040 No-Build Forecasted Operating Conditions The operating conditions for the study intersections were analyzed using the forecasted traffic volumes depicted in Exhibit 2 to quantify the impact of projected growth. The results are summarized in Table 3. Table 3: 2040 No-Build Operating Conditions Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and North Frontage Road (unsignalized) Eastbound Approach F (77.4) F (114.6) Westbound Approach F (>200) F (>200) Southbound Approach E (39.6) F (121.9) Giant City Road and IL 13 (signalized)* Eastbound Approach C (27.6) C (22.6) Westbound Approach C (33.6) C (28.6) Northbound Approach C (28.1) C (22.1) Southbound Approach D (41.0) D (50.2) Overall Intersection C (32.1) C (28.8) Giant City Road and South Frontage Road (unsignalized) Eastbound Approach F (172.1) F (181.2) Westbound Approach F (54.1) E (39.0) Northbound Approach F (165.5) F (129.2) Giant City Road and East Mall Drive/ East Sunny Acres Road (unsignalized) Eastbound Approach F (104.8) F (>200) Westbound Approach F (>200) F (>200) *Actual operating conditions at this location are not accurately captured due to upstream congestion limiting access to the intersection; as a result the total demand volume is not reflected in the analysis.

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0 (0) 209 (350) 260 (289) 146 (202) 30 (105) 332 (496) 973 (875) 177 (293) 230 (244) 574 (603) 0 (0) 0 (0) 164 (185) 634 (590) 131 (182) 318 (444) N GIANT16 CITY(62) RD. N.T.S. N GIANT431 CITY (413) RD.

0 (0) 294 (345) 35 (115) N COMMERCIAL15 (95) IL ROUTE 13 1,159426 (1,032) (467)

1,055 (1,194) 104 (116) 115 (120) 6 (11) 162 (252) 60 (73)

N FRONTAGE ROAD 71 (77) ILLINOIS ROUTE 13 1,123 (1,178) N GIANT75 CITY(115) RD.

156 (153)5 (10) S FRONTAGE RD.90 (90) S FRONTAGE ROAD

N GIANT CITY ROAD

6 (18) 319 (534) 30 (45) 56 (57) 226 (150) 89 (137) 1,113 (997) 2 (8) 23 (49) 5 (5) 17 (48) N GIANT CITY RD. 92 (80)

236 (268) SUNNY ACRES 299 (403) N GIANT286 CITY (468) RD. E MALL 92 (123) 10 (10) PM PEAK HOUR TRAFFIC - 4:30 PM TO 5:30 PM E MALL SUNNY ACRES 6 (8) 94 (126) SAT PEAK HOUR TRAFFIC - (1:30 PM TO 2:30 PM)

20 (15) 90 (112)

N FRONTAGE RD. - EXISTING TRAFFIC SIGNAL 106 (104) 277 (345) - PROPOSED TRAFFIC SIGNAL 1,114 (911)

EXHIBIT 2: 2040 NO-BUILD PEAK HOUR TRAFFIC VOLUMES

GIANT CITY ROAD CARBONDALE, ILLINOIS 514-0097-0TE

As shown, the significant growth expected along the corridor would have major impacts on operations at every study location. Without improvements, the frontage road intersections would be effectively gridlocked during peak periods, resulting in failing Level of Service (LOS) for most movements. In fact, congestion would be so heavy that some traffic (up to 40% of those arriving from Giant City Road) would be “held back” and unable to access the signal at IL 13 within the peak hour, which results in artificially favorable LOS at that location in Table 3.

In addition, as traffic grows on Giant City Road and the number of available gaps decreases, unsignalized side-street left turns will be become difficult during peak periods. This is evident by the failing LOS shown at East Mall Drive during both peak hours under the No-Build condition.

The visual simulation of conditions produced by VISSIM confirmed these constraints. The screenshot shown in Figure 7 captures p.m. peak period conditions under the No Build scenario, including long queues on northbound Giant City Road and along both frontage roads.

Figure 7: VISSIM Screenshot of 2040 No Build Conditions

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EVALUATION OF IMPROVEMENT ALTERNATIVES

Based on the evaluation of 2040 No Build conditions, it is evident that substantial improvements are necessary to accommodate future growth. Without changes, gridlock conditions are anticipated with significant increases in congestion and further degradation of safety.

A wide variety of improvement options were considered, including those suggested by stakeholders during the first public meeting. However, based on initial evaluations, numerous ideas were deemed infeasible or ineffective. The improvement ideas that were considered but not carried forward for detailed analysis included:

Upgrading only the intersection of IL 13 at Giant City Road to a larger signalized intersection or a large roundabout. This would not be effective because the frontage road access is the core operational and safety problem in the corridor. Also, there are limits to the numbers of lanes that could be provided at the signal, and a roundabout would lack sufficient capacity. Upgrading the traffic control at the existing frontage road locations to traffic signals or roundabouts. This would not work due to the very short spacing from IL 13 and the resulting spillbacks between intersections. Restricting the frontage road intersections with Giant City Road to right-in/right-out only with no additional access provisions. While this would work from an operational standpoint, it was assumed to be infeasible given the impacts to existing business access and existing constraints at McKinney Avenue (where many displaced motorists would be diverted). Adding one or two full signalized intersections to IL 13 to provide additional access. This was not feasible because it would result in inadequate spacing and operational problems on IL 13. In addition, there is a lack of connecting facilities to distribute any resulting traffic, and IL 13 is an access-controlled facility.

After screening out these and other related alternatives, three main combinations of improvements were deemed feasible and carried forward for detailed evaluation.

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Description of Improvement Options

For ease of reference, the various improvement alternatives were combined to form three main options. It is important to note that many components of each “option” are fully interchangeable, so numerous possible combinations resulted from these concepts.

Each of the three options would modify traffic patterns within the study area to some extent, so 2040 traffic forecasts were developed for each, as summarized in Exhibits 3, 4 and 5.

The main features of each improvement option are described below, and recommendations resulting from the evaluation of these various options follow.

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0 (0) 209 (350) 260 (289) 144 (199) 45 (128) 332 (496) 973 (875) 217 (315) 230 (244) 574 (603) 2 (3) 0 (0) 159 (180) 634 (590) 130 (179) 318 (444) N GIANT69 CITY(152) RD. N.T.S. N GIANT431 CITY (413) RD.

1 (3) 294 (345) 60 (140) N COMMERCIAL15 (90) IL ROUTE 13 1,159426 (1,032) (467)

1,170 (1,314) 376 (604) 162 (252) 84 (97)

N FRONTAGE ROAD 358 (511) 34 (37) ILLINOIS ROUTE 13 1,299 (1,350) N GIANT434 CITY (528) RD. N GIANT CITY RD.

54 (54) S FRONTAGE RD. S FRONTAGE ROAD 1,079 (1,208) 20 (19) 115 (120) 6 (11) 60 (73) 30 (40) NEW ACCESS

37 (40)

1,137 (1,185) N GIANT CITY ROAD N GIANT85 CITY(130) RD.

545 (684) 285 (448) 56 (57) 89 (137) 1,113 (997) 23 (49) 5 (5) 207 (168) 176 (183)5 (10) N GIANT CITY RD. 92 (80) 41 (46) SUNNY ACRES 236 (268) 585 (871) N GIANT CITY RD. E MALL 92 (123) 10 (10) PM PEAK HOUR TRAFFIC - 4:30 PM TO 5:30 PM E MALL SUNNY ACRES 94 (126) SAT PEAK HOUR TRAFFIC - (1:30 PM TO 2:30 PM) 277 (345) 90 (112)

N FRONTAGE RD. - EXISTING TRAFFIC SIGNAL 106 (104) - PROPOSED TRAFFIC SIGNAL 1,114 (911)

EXHIBIT 3: 2040 OPTION 1 PEAK HOUR TRAFFIC VOLUMES

GIANT CITY ROAD CARBONDALE, ILLINOIS 514-0097-0TE 0 (0) 209 (350) 260 (289) 146 (202) 30 (105) 332 (496) 973 (875) 169 (282) 230 (244) 574 (603) 0 (0) 0 (0) 157 (179) 526 (496) 131 (182) 275 (404) N GIANT16 CITY(62) RD. N.T.S. N GIANT426 CITY (394) RD.

0 (0) 337 (385) 35 (115) N COMMERCIAL15 (95) IL ROUTE 13 1,267426 (1,126) (467)

1,170 (1,314) 0 (0) 328 (571) 8 (11) 162 (252) 97 (67) 2 (8) 84 (100) 0 (0) 7 (6) 298 (415) N FRONTAGE ROAD 229 (373) 34 (37) 1,143 (1,197) 216 (223) ILLINOIS ROUTE 13 N GIANT CITY RD. N GIANT81 CITY(126) RD.

6 (8) 160 (159) 95 (97) 20 (15) 60 (68) S FRONTAGE RD.

1,870 (1,819) 1,145 (1,284) 120 (130) 26 (30) 60 (73) NEW ACCESS

37 (40) 605 (752) 1,232 (1,330) N GIANT CITY RD. 56 (57) 96 (177) 89 (137) 1,113 (997) 165 (146) 23 (49) 5 (5) N GIANT CITY RD. 92 (80)

236 (268) S FRONTAGE ROAD N GIANT CITY ROAD SUNNY ACRES 585 (871) N GIANT CITY RD. E MALL 92 (123) 10 (10) PM PEAK HOUR TRAFFIC - 4:30 PM TO 5:30 PM E MALL SUNNY ACRES 94 (126) SAT PEAK HOUR TRAFFIC - (1:30 PM TO 2:30 PM) 217 (277) 90 (112)

N FRONTAGE RD. - EXISTING TRAFFIC SIGNAL 106 (104) - PROPOSED TRAFFIC SIGNAL 1,114 (911)

EXHIBIT 4: 2040 OPTION 2 PEAK HOUR TRAFFIC VOLUMES

GIANT CITY ROAD CARBONDALE, ILLINOIS 514-0097-0TE 1,716 (1,787) 0 (0) 40 (42) 168 (248) 260 (289) 146 (202) 30 (105) 96 (82) 332 (496) 1,014 (978) 169 (282) 207 (214) 534 (561) 0 (0) 0 (0) 157 (179) 28 (26) 400 (382) 131 (182) 1,957 (1,829) 250 (362) N GIANT16 CITY(62) RD. N.T.S. N GIANT451 CITY (436) RD.

0 (0) 337 (385) 35 (115) N COMMERCIAL15 (95) IL ROUTE 13 1,325398 (1,184) (441)

1,102 (1,246) 0 (0) 328 (571) 15 (23) 162 (252) 104 (79) 2 (8) 50 (58) 0 (0) 7 (6) 298 (415) 273 (339) 34 (37) 1,051 (1,122) 202 (200) 142 (156) ILLINOIS ROUTE 13 N GIANT CITY RD. N GIANT81 CITY(126) RD. 158 (263) 1,514 (1,365) 6 (8) 190 (191) 95 (100) 20 (15) 60 (68) S FRONTAGE RD.

1,870 (1,819) 1,109 (1,232) 88 (114) 31 (73) 60 (73) NEW ACCESS N FRONTAGE ROAD

97 (80) 605 (752) 1,135 (1,212) N GIANT CITY RD. 56 (57) 89 (166) 89 (137) 1,113 (997) 151 (123) 23 (49) 5 (5) N GIANT CITY RD. 92 (80) S FRONTAGE ROAD

236 (268) N GIANT CITY ROAD SUNNY ACRES 519 (727) N GIANT CITY RD. E MALL 62 (91) 10 (10) PM PEAK HOUR TRAFFIC - 4:30 PM TO 5:30 PM E MALL SUNNY ACRES 94 (126) SAT PEAK HOUR TRAFFIC - (1:30 PM TO 2:30 PM) 194 (247) 90 (112)

N FRONTAGE RD. - EXISTING TRAFFIC SIGNAL 106 (104) - PROPOSED TRAFFIC SIGNAL 1,114 (911)

EXHIBIT 5: 2040 OPTION 3 PEAK HOUR TRAFFIC VOLUMES

GIANT CITY ROAD CARBONDALE, ILLINOIS 514-0097-0TE

Option 1 Option 1 is shown schematically in Exhibit 6. This set of improvements was developed with the intention of providing the simplest approach to correcting existing deficiencies and accommodating projected traffic demands.

The intersection of IL 13 and Giant City Road would be upgraded for additional capacity. These upgrades were common to all options, and the specific laneage recommendations are described in detail below.

On the north side of IL 13, the existing North Frontage Road would be restricted to right- in/right-out only (with the stop sign on Giant City removed) and displaced left turns would instead be serviced via a “turnaround” to the north. For example, a motorist leaving the fast- food restaurants on the east side would no longer turn left at the frontage road. Instead, they would turn right and make a U-turn via the roundabout to access IL 13.

This simple turnaround concept would be effective in the near-term; however, it would not provide sufficient capacity to accommodate 2040 traffic demands. Consequently, the more robust improvements described in Option 2 would be necessary on the north side of IL 13.

Finally, on the south side of IL 13, a new roadway would be built to parallel the existing South Frontage Road, but with significant improved spacing from IL 13. The existing frontage road intersection with Giant City would be restricted to right-in/right-out only (with no stop sign for Giant City Road), while a full-access signalized intersection would be provided at the new roadway.

This solution for the south side of IL 13 would work well, though it would be necessary to secure right-of-way for the new roadway as well as provide connections to the existing South Frontage Road (various options for these connections are shown as dashed lines in Exhibit 6).

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ROUNDABOUT

RIGHT IN/ RIGHT OUT

N.T.S.

Route 13

POTENTIAL IMPROVEMENTS TO ADD CAPACITY RIGHT IN/ RIGHT OUT

MEDIAN ON GIANT CITY ROAD

TRAFFIC SIGNAL North Frontage Road

Route 13

South Frontage Road Giant City Road

EXHIBIT 6: OPTION 1

TRAFFIC AND ACCESS MANAGEMENT STUDY ON GIANT CITY ROAD CARBONDALE, ILLINOIS

Option 2 Option 2 is shown schematically in Exhibit 7. This set of improvements represents a more robust approach, particularly on the north side of IL 13.

Specifically, the North Frontage Road would be relocated to provide a new intersection with Giant City Road approximately 300 feet north of the existing frontage road. The existing roadway would remain but be restricted to right-in/right-out only. A full roundabout would be constructed at the intersection of the relocated frontage road with Giant City, and it would be feasible (and was assumed) to also connect directly to Wal-Mart’s parking lot at this location.

These improvements would favorably accommodate 2040 traffic demands on the north side of IL 13, including increased flows to/from the north as future development occurs west of Wal- Mart. The primary constraint would be the acquisition of right-of-way to accommodate the relocated roadway on the west side of Giant City, though the existing parking in this area is lightly used and the new connection may provide additional development opportunities.

On the south side of IL 13, this option assumes that a relocated frontage road cannot be accomplished to the west of Giant City. Instead, access to the west leg of the South Frontage Road would be modified so that its intersection with Giant City accommodates inbound left and right turns and outbound right turns, but no outbound (eastbound) lefts would be permitted. Instead, those movements would be accommodated via a new direct connection to eastbound IL 13.

Access to southeast quadrant would be similar to that described in Option 1, wherein the existing frontage road is restricted to right-in/right-out and a full access roadway is constructed further to the south. As shown in Exhibit 7, Option 2 contemplates this connection near the existing drainage channel, which would have less impact on existing businesses.

It is our understanding that a third location for this connection may be feasible as well via use of the existing Kohl’s driveway. In any case, the new intersection would be signalized (with a likely west leg to serve properties on the west side of Giant City), and cross-access connections to the adjoining businesses should be provided.

The primary constraints on the south side include securing the additional access to eastbound IL 13, which would require a break-in-access from IDOT. In addition, the new connection at the drainage ditch location would require its conversion to a closed channel via a large culvert.

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ROUNDABOUT

RIGHT IN/ RIGHT OUT

N.T.S.

RELOCATE FRONTAGE ROAD

Route 13

POTENTIAL IMPROVEMENTS TO ADD CAPACITY RIGHT IN/ RIGHT OUT

LEFT IN

MEDIAN ON GIANT CITY ROAD

North Frontage Road NEW ROAD RIGHT TURN ONLY ONTO ROUTE 13 (ONE-WAY)

Route 13

South Frontage Road Giant City Road

EXHIBIT 7: OPTION 2

TRAFFIC AND ACCESS MANAGEMENT STUDY ON GIANT CITY ROAD CARBONDALE, ILLINOIS

Option 3 Finally, Option 3 is shown schematically in Exhibit 8. While the improvements shown in Option 2 (and Option 1 for the south side of IL 13) would provide satisfactory operations, Option 3 was developed to considered additional improvements to further enhance access to businesses within the corridor. Consequently, these additional features should be considered as “bonus” improvements rather than required baseline upgrades.

On the north side of IL 13, Option 3 introduces a new break-in-access for right-in/right-out access to westbound IL 13. This access would tie into the North Frontage Road via a roundabout approximately midway between Giant City Road and McKinney Avenue.

This additional access would allow motorists to access businesses in the northwest quadrant of IL 13 and Giant City Road without using Giant City Road. In addition, while it was not part of the current study area, it is anticipated that this connection would significantly relieve congestion at the intersection of North Frontage Road and McKinney Avenue. As noted previously, IL 13 is an access-controlled facility, so this additional connection would be highly scrutinized by IDOT.

On the south side of IL 13, Option 3 introduced a limited-access break on IL 13 to the east of Giant City Road with the intention of further improving access to the southeast quadrant. The intersection would allow all movements except the northbound left turn, and it would be controlled via a two-phase traffic signal that would only stop eastbound motorists to allow westbound left turns/northbound rights (westbound traffic would never stop). If implemented, it is recommended that the 45 mph speed limit on IL 13 be extended to the east of this location.

Again, this connection would require a break-in-access on IL 13. While it would remove some traffic from the existing IL 13/Giant City intersection, it may be deemed to serve too little traffic to warrant a new access break.

Option 3 also shows a few additional local road connections that could be sought to further develop the system outside of Giant City Road. This includes a connection between South Frontage Road and East Mall Drive, as well as connections between the new eastern IL 13 connection and various parcels it would adjoin.

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WESTBOUND LEFT IN

RIGHT IN/ RIGHT OUT N.T.S. ROUNDABOUT RIGHT IN/ RIGHT OUT

Route 13 POTENTIAL IMPROVEMENTS NEW TWO-WAY TO ADD CAPACITY RIGHT IN/ RIGHT OUT CONNECTION

RIGHT TURN ONLY OFF LEFT IN ROUTE 13 (ONE-WAY) MEDIAN ON GIANT CITY ROAD

North Frontage Road ROUNDABOUT RIGHT TURN ONLY ONTO ROUTE 13 (ONE-WAY)

Route 13

South Frontage Road Giant City Road

NEW TWO-WAY CONNECTION

EXHIBIT 8: OPTION 3

TRAFFIC AND ACCESS MANAGEMENT STUDY ON GIANT CITY ROAD CARBONDALE, ILLINOIS

Public Input Regarding Improvement Options A second public meeting was held in April 2015 to share preliminary findings and provide an overview of the improvement options under consideration. VISSIM traffic simulation videos were also presented to aid in the public’s understanding of the anticipated constraints in 2040 alongside potential solutions to those problems.

The impacts and benefits of various modifications were discussed in detail, and the resulting dialogue helped to further refine the alternatives. Following this meeting, the final detailed analyses of the options was completed to quantify their traffic operations and safety implications.

Recommended Improvements & Forecasted Operating Conditions

Following detailed evaluations, the final specific improvement recommendations for each portion of the study area were developed. The 2040 Build conditions assuming these improvements are implemented are documented as follows.

Illinois Route 13 at Giant City Road The following improvements are recommended at the intersection of Illinois Route 13 and Giant City Road: Add a separate southbound right-turn lane Add a second northbound left-turn lane Modify signal phasing, sequencing and timing

These improvements would significantly increase the capacity of the intersection and reduce delays, particularly for motorists on Giant City Road. The operating conditions with these modifications are summarized in Table 4. Table 4: 2040 Build Operating Conditions at Giant City Road & IL 13 Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and IL 13 (signalized) Eastbound Approach C (23.8) C (31.8) Westbound Approach D (36.2) C (31.7) Northbound Approach C (34.4) C (34.3) Southbound Approach D (36.7) D (39.3) Overall Intersection C (31.6) C (33.4) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

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As shown, these improvements would result in satisfactory conditions despite the major increase in traffic anticipated by 2040.

It should be noted that the results in Table 4 do not differ greatly from those reported in the No Build scenario; however, in this case the intersection is serving the full 2040 demand, while volumes on Giant City Road were reduced by as much as 40% due to upstream congestion (gridlock at the frontage roads) in the No Build scenario.

North Side of Illinois Route 13 On the north side of IL 13, the improvements described under Option 2 would be necessary to accommodate the projected 2040 demands. In summary, this would include the following: Relocate the North Frontage Road approximately 300 feet further to the north Install a roundabout at the new intersection with Giant City Road. o The roundabout could also serve Wal-Mart directly provided parking lot modifications are made. o The roundabout would need two circulating lanes on the east side (to accommodate two northbound through lanes) but only one lane on the west side. Retain the existing frontage road but restrict to right-in/right-out movements only.

It should be noted that these improvements could be implemented in phases. For instance, the simpler turnaround discussed under Option 1 would work as a short-term solution until the frontage road relocation occurs. Conversely, if the relocated frontage road happens first, the new intersection could operate as a side-street stop rather than a full roundabout under existing traffic demands.

The operating conditions with the full modifications in place are summarized in Table 5. As shown, favorable conditions are expected.

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Table 5: 2040 Build North Side Operating Conditions Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and Proposed North Roundabout Eastbound Approach A (7.5) A (8.8) Westbound Approach B (12.7) D (33.3) Northbound Approach A (2.8) A (4.0) Southbound Approach B (14.8) D (27.9) Overall Intersection A (7.0) B (11.4) Giant City Road and North Frontage Road (right-in/right-out) Eastbound Right Turn C (22.3) D (31.5) Westbound Right Turn C (16.9) D (31.5) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

Furthermore, traffic queues along Giant City Road and the North Frontage Road would be dissipated greatly as compared to the No Build condition. As shown in Figure 8, VISSIM modeling confirms that no significant spillbacks would be anticipated with the implementation of these improvements.

Figure 8: VISSIM Screenshot of 2040 Build Conditions North of IL 13

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As discussed previously under Option 3, an optional additional right-in/right-out connection to westbound IL 13 was also considered to further improve access to the north side of IL 13. As shown in Table 6, the right-turn movement onto IL 13 would operate favorably (the right off of IL 13 would be free flow).

Table 6: 2040 Build North Side Operating Conditions (Optional Additional Access to IL 13) Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Proposed Right Turn onto Westbound IL 13 Southbound Approach A (1.3) A (1.7) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

South Side of Illinois Route 13 On the south side of IL 13, there are two different sets of improvements, and either would accommodate 2040 demands satisfactorily. The determining factor between which improvements get implemented will likely be the relative difficulty of acquiring right-of-way under each alternative.

The two sets of improvements were previously described under Option 1 and Option 2.

The operating conditions with Option 1 in place are summarized in Table 7. As shown, favorable conditions are expected at both intersections with Giant City Road. Although the westbound right-turn from the existing frontage road would incur delay during peak times while awaiting queues from IL 13 to clear, it is substantially improved as compared to the No Build condition.

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Table 7: 2040 Build South Side Operating Conditions (Option 1) Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and South Frontage Road (right-in/right-out) Eastbound Right Turn A (8.0) A (7.6) Westbound Right Turn E (63.3) D (52.0) Giant City Road and Proposed New Access (signalized) Eastbound Approach C (26.4) C (24.9) Westbound Approach B (19.0) B (18.6) Northbound Approach B (13.6) B (13.2) Southbound Approach B (11.5) B (12.0) Overall Intersection B (13.9) B (13.8) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

Traffic queues along Giant City Road and the South Frontage Road would be dissipated greatly as compared to the No Build condition. As shown in Figure 9, VISSIM modeling confirms that no significant spillbacks would be anticipated with the implementation of these improvements.

Figure 9: VISSIM Screenshot of 2040 Build Conditions South of IL 13 (Option 1)

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The Option 2 approach would include the following:

The operating conditions with Option 2 in place are summarized in Table 8. As shown, favorable conditions are expected at both intersections with Giant City Road as well as the right turn onto eastbound IL 13.

Table 8: 2040 Build South Side Operating Conditions (Option 2) Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and South Frontage Road (right-in/right-out) Eastbound Right Turn A (7.0) A (6.8) Westbound Right Turn E (63.3) D (52.0) Giant City Road and Proposed New Access (signalized) Westbound Approach C (22.2) C (22.5) Northbound Approach A (3.1) A (4.4) Southbound Approach A (2.5) A (5.2) Overall Intersection A (3.5) A (5.5) Proposed Right Turn onto Eastbound IL 13 Northbound Approach C (17.4) B (12.3) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

Traffic queues along Giant City Road and the South Frontage Road would also be dissipated greatly under this option. As shown in Figure 10, VISSIM modeling confirms that no significant spillbacks would be anticipated with the implementation of these improvements.

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Figure 10: VISSIM Screenshot of 2040 Build Conditions South of IL 13 (Option 2)

As discussed previously under Option 3, an optional additional left-in/right-in/right-out connection to IL 13 to the east of Giant City Road was also considered to further improve access to the southeast quadrant.

As shown in Table 9, a partial signal at that location would operate favorably. It should be noted that westbound traffic would not stop at the intersection, and eastbound stops could be minimized by coordinating this intersection with the existing signal at Giant City Road.

Table 9: 2040 Build South Side Operating Conditions (Optional Additional Access to IL 13) Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour IL 13 and Proposed ¾ Access (signalized) Eastbound Approach A (1.9) A (1.4) Westbound Left Turn C (28.1) C (28.2) Northbound Right Turn A (7.8) B (11.0) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

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Additional Roadway Improvement Recommendations With the large increase in traffic expected on Giant City Road, it is important that proper access management policies be instituted as development continues. The following recommendations are provided for the corridor between the South Frontage Road and East Walnut Street:

Install a traffic signal at the intersection of East Mall Drive and Giant City Road. Continue the development of frontage roads along Giant City Road, and require cross- access between all developments with frontage on this section of Giant City Road so that all parcels have indirect access to a signalized intersection. Restrict access drives in close proximity to signalized intersections and instead provide connections to the frontage roads along either side of Giant City.

As previously noted, unsignalized left turns from side streets will become increasingly difficult during peak times. With the installation of a signal at East Mall Drive, conditions would be improved significantly, as shown in Table 10.

Table 10: 2040 Build Operating Conditions Weekday Saturday Intersection/Approach PM Midday Peak Hour Peak Hour Giant City Road and East Mall Drive/ East Sunny Acres Road (signalized) Eastbound Approach C (30.8) D (52.0) Westbound Approach C (21.1) B (18.3) Northbound Approach A (9.0) B (15.7) Southbound Approach A (6.3) A (8.4) Overall Intersection A (10.0) B (16.3) X (XX.X) – Level of Service (Average vehicular delay in seconds per vehicle)

Bicycle & Pedestrian Improvement Recommendations It is important that any project undertaken within the SIMPO planning area be multi-modal in nature. While the study corridor is dominated by heavy vehicular demands, there are opportunities to improve the experience for pedestrians and cyclists.

IDOT currently has a project underway to construct an off-street multi-use trail on the south side of IL 13 from Lewis Lane to Giant City Road. This project will include improved crossings at IL 13’s intersections with McKinney Avenue and Lewis Lane.

Sidewalks are already in place along Giant City Road between East Walnut Street and South Frontage Road. It is recommended that the sidewalk be connected to the planned IDOT path. The proposed new signal on Giant City Road at the relocated south frontage road should

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accommodate pedestrian crossings. This will provide a safer crossing of Giant City as compared to the existing South Frontage Road intersection.

It is recommended that consideration be given to converting the sidewalk on one side of Giant City Road to a multi-use path to accommodate cyclists, if feasible. This would connect Carbondale High School and East Walnut Street to IDOT’s planned path and ultimately could provide safe access to a future off-street path along IL 13 to the east.

It is our understanding that IDOT has deemed the IL 13/Giant City Road intersection as too large and complex to accommodate crosswalks. Given that this intersection is going to get larger and significantly busier in the future, this position is appropriate.

Nevertheless, better connections could be provided within the northern portion of the study area. Sidewalks are currently provided along the east side of Giant City to the north of IL 13 and along the north side of the North Frontage Road. The proposed roundabout should be designed to accommodate pedestrian crossings and connections to both existing sidewalk systems.

Anticipated Safety Benefits of Proposed Improvements Given the complex nature of this project, it is difficult to quantify all of the associated safety benefits. However, there are clear and readily identifiable safety improvements expected at the problematic frontage road locations.

As previously noted, a total of 17 crashes were recorded at each of the frontage road intersections with Giant City Road over the most recent three-year reporting period. With the elimination of left-turn and crossing maneuvers as well as reduced congestion, it is anticipated that the following safety improvements would be realized through the implementation of the recommended modifications:

At the North Frontage Road’s intersection with Giant City Road, the 10 angle and left- turn crashes experienced between 2011-2013 would have been eliminated under the proposed configuration, which represents a reduction of nearly 60% of total crashes at the intersection. The severe injury crash at this location was also a right-angle collision involving an eastbound crossing maneuver that would be eliminated. Similarly, at the South Frontage Road, the 14 angle and left-turn crashes experienced between 2011-2013 would have been eliminated, which represents a reduction of over 80% of total crashes at the intersection.

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CONCLUSION

Lochmueller Group has completed a traffic and access management study for the Giant City Road corridor from north of Illinois Route 13 (IL 13) to just north of East Walnut Street/Old IL 13. The purpose of this study was to develop conceptual improvement options for the corridor that would result in more efficient, safer traffic flow and address the needs of all users. Based on the preceding discussion, the following may be concluded regarding the corridor:

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It should be noted that these improvements could be implemented in phases, as detailed in this report.

Alternately, the Option 2 approach would include the following:

The determining factor between which improvements get implemented will likely be the relative difficulty of acquiring right-of-way under each alternative.

Install a traffic signal at the intersection of East Mall Drive and Giant City Road.

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Overall, the recommended improvement plan would resolve significant existing constraints within the corridor and accommodate extensive traffic growth expected through 2040.

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