Feasibility Study
For Improvements to the Intersection of:
Irving Park Road, Wood Dale Road, and the Metra-Milwaukee West Line Railroad Wood Dale, Illinois

The intersection of Irving Park Road (IL Route 19), Wood Dale Road (DuPage County Route 28), and the Metra-Milwaukee West Line Railroad (RR) experiences high accidents and traffic congestion. This Feasibility Study was performed to determine if one or more grade separations could eliminate or alleviate these problems.

The intersection is located in northeastern DuPage County in Wood Dale, IL. The RR crosses the north and east legs of the intersection at sharp skew angles. The Metra train station is located very near the intersection, causing RR crossing gates to close while a train is in the station.

Compared to similar intersections in the northeastern Illinois,

• The intersection is considered a High Accident Location. The intersection accident rate and frequency are 1.82 ACC/MVEI (Accidents per Million Vehicles Entering Intersection) and 88.0 (in number of crashes). The critical rate and frequency for accidents in northeastern Illinois are 1.262 and 88.2.
• The west approach to the intersection is considered a High Accident Segment. The accident rate and frequency are 5.93 ACC/MVEI and 56.0 for the western approach to the intersection. The critical rate and frequency for accidents in northeastern Illinois are 3.85 and 40.6.
• On a scale from A (free flow) to F (gridlock), the intersection operates at a level of service F in the am rush hour and E in the pm rush hour.
• Trains stopped at the Metra station or just passing through the intersection cause over 100,000 hours of vehicle delay per year.
• Approximately 26 emergency vehicles are delayed each month.
• There is an 11% chance of a train/vehicle crash on Irving Park Road in any given year.
• There is a 5% chance of a train/vehicle crash on Wood Dale Road in any given year.

Consoer Townsend Envirodyne Engineers, Inc. (CTE), in association with Res Publica Group, prepared the Feasibility Study according to requirements of the Illinois Department of Transportation (IDOT) and the Federal Highway Administration (FHWA). A public outreach program was initiated that included direct mailings, website information, media relations, newsletters, advertising, and a public meeting. Two local committees were formed to guide the study; an Advisory Committee and a Steering Committee.

The Advisory Committee included representatives of the Wood Dale business community, concerned citizens and City officials. This committee met regularly to review and comment on the progress of the Feasibility Study. It helped communicate the needs and concerns of the broader Wood Dale community and assist in sharing information with community residents and businesses.

The Steering Committee included representatives of the City of Wood Dale, IDOT, the DuPage County Division of Transportation (DDOT), Metra, and CTE. This committee provided a forum for agency participation and ensured that design alternates would meet the engineering and operational requirements of each participating agency as well as the needs of the community.

Eleven initial design alternates were evaluated (Level 1 Analysis) to determine if they were acceptable or clearly inferior based on the criteria of Engineering Feasibility, Cost, Safety, Rail and Highway Operations, and Community and Environmental Concerns. After recommendations by the Advisory and Steering Committees, eight alternates were dropped from further study, but six variations of the remaining three and two new alternates were carried forward to a more detailed analysis (Level 2).

Criteria used in the Level 2 Analysis included:

• Constructability Constraints - Impacts during construction and ease of implementation
• Bridge types
• Utility Impacts
• Road Profiles
• Capital Costs - Construction Costs and Right of Way Costs
• Accident Rate and Frequency - Vehicle to Vehicle
• Accident Prediction Analysis-Train to Vehicle
• Vehicular Operations - Vehicle Delay, Emergency Response Time, Capacity
• Rail Operations - Impacts on rail operations and the Metra Commuter Station
• Right-of-Way Required
• Stormwater Storage Requirements
• Aesthetics
• Community Cohesion, Town Center
• Context Sensitive Design

After recommendations by the Advisory and Steering Committees and the Wood Dale City Council, the five leading alternates were presented at an Open House Public Meeting on May 14, 2003. These are shown on the following pages as Alternates 2A, 2B, 2C, 3A, and 13. Over 300 people attended the meeting and 29 written responses were received, which generated 41 separate comments. These comments were responded to in a newsletter sent on or around September 26, 2003 to all citizens of Wood Dale.

At the Open House Public Meeting, the City presented their preferred Alternate 2A in a separate room. They also presented this alternate at a second public meeting on July 17, 2003. This alternate was the least expensive, had the fewest barriers, and had the greatest potential for development of a town center to promote community cohesion. However, Alternate 2A required the displacement of residential and commercial properties and impacted the Salt Creek floodplain.

Based on comments received at the public meetings and through normal political channels, the City Council Community and Economic Development Committee voted on September 4, 2003 to add Alternate 2 to the leading alternates. This alternate is similar to Alternate 2A, but does not displace as many residential and commercial properties; nor does it promote community cohesion by potential development of a town center. The committee also voted to move to the next phase of the project with six leading alternates to be studied further.

Upon approval of the Feasibility Study, the Phase 1 Study will be started. Phase 1 includes preliminary engineering and environmental reviews and is much more detailed then a feasibility study.

In summary, it is feasible to improve safety and reduce congestion by constructing a grade separation structure at the intersection.

Alternate 2: Move Irving Park North, Tight Arc, Lower Irving Park under RR, 1 Underpass, 1 Creek Bridge, 1 At-Grade RR Crossing, No Room for Town Center, Poor Community Cohesion, Minimal Barriers, 8 Acres ROW, 7 Acre-Feet Stormwater Storage, $34 Million

Alternate 2A: Move Irving Park North, Wide Arc, Lower Irving Park under RR, 1 Underpass, 1 Creek Bridge, 1 RR Crossing, Good Opportunity for Town Center and Community Cohesion, Minimal Barriers, 12 Acres ROW, 7 Acre-Feet Stormwater Storage, $41 Million

Alternate 2B: Move Irving Park Road North, Wide Arc, Lower Irving Park and Wood Dale under RR, 2 Underpass, 1 Creek Bridge, No At-Grade RR Crossing, Potential for Town Center, Major Barriers East-West, 15 Acres ROW, 7 Acre-Feet Stormwater Storage, $64 Million

Alternate 2C: Move Irving Park Road North, Medium Arc, Lower Irving Park and Wood Dale under RR, 2 Underpass, 1 Creek Bridge, No At-Grade RR Crossing, Minimal Space for Town Center, Major Barriers East-West and North-South, 16 Acres ROW, 7 Acre-Feet Stormwater Storage, $72 Million

Alternate 3A: Move Irving Park Road South and under RR, Tight Arc, Lower Wood Dale Road under RR, 2 Underpass, No At-Grade RR Crossing, No Community Cohesion, Major Barriers All Directions, 10 Acres ROW, 1 Acre-Feet Stormwater Storage, Major Impacts to Metra Station, $62 Million

Alternate 13: Move Irving Park Road South under RR, Realign Wood Dale Road along Cedar Avenue and Commercial Street, 1 Underpass, No At-Grade RR Crossing, Potential for Town Center, Major Barriers North-South, 16 Acres ROW, 0.6 Acre-Feet Stormwater Storage, Major Impacts to Metra Station, $55 Million