HomeMy Public PortalAboutVillage of Plainfield Transportation PlanTRANSPORTATION
PLAN
Prepared By:
Village of Plainfield, Baxter & Woodman, Inc., and Teska Associates , Inc.
With Funding From:
Chicago Metropolitan Agency For Planning
Adopted June 3, 2013
Village of Plainfield
Transportation Plan
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ACKNOWLEDGEMENTS
VILLAGE BOARD
Michael P. Collins, Village President
Margie Bonuchi
Paul Fay
Bill Lamb
Garret Peck
Jim Racich
Dan Rippy
VILLAGE STAFF
Brian Murphy, Village Administrator
Allen Persons
Randy Jessen
Scott Threewitt
Michael Garrigan
Jonathan Proulx
CONSULTANTS
Baxter & Woodman, Inc.
Teska & Associates, Inc.
Village of Plainfield
Transportation Plan
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TABLE OF CONTENTS
Executive Summary 1
Introduction 2
Section 1
Purpose Statement 3
Goals & Objectives of the Transportation Plan 3
Section 2: Existing Transportation System
Master Thoroughfare Plan 5
Truck Route Plan 7
Public Transportation 8
Pace Bus Service 8
Dial-a-Ride Service 9
Metra Service 10
Section 3: Public Outreach 13
Section 4: Bicycle and Pedestrian Plan
Bicycle Trails Plan 16
Components of the Plainfield Trail Network 16
Recommended Improvements to the Plainfield
Trail Network
20
Pedestrian Access Plan 25
Components of a Complete Pedestrian Network 25
Recommended Improvements to the Plainfield
Pedestrian Network
27
Implementation 35
Section 5: Roadway System & Transit Improvements
Pavement Maintenance Plan 40
Existing Roadway Network Needs 42
Recommended Improvements to the Plainfield
Roadway Network
43
Potential Public Transit Services 48
Implementation of Transit Improvements 48
Implementation of Roadway Improvements 49
Section 6: Funding Mechanisms 53
Section 7: Recommendations 58
References 60
Village of Plainfield
Transportation Plan
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TABLES
Number Name Page
2.1 Village of Plainfield Roadway Functional Classifications 6
2.2 Village of Plainfield—Metra Ridership 10
2.3 Village of Plainfield—Metra Modes of Access
at Metra Stations Utilized by Plainfield Residents
10
4.1 High Priority Bicycle and Pedestrian Projects 36-37
4.2 Moderate Priority Bicycle and Pedestrian Projects 38
4.3 Long-Term Bicycle and Pedestrian Projects 39
5.1 Public Transit Needs Identified by Residents 48
5.2 High Priority Roadway Projects 50
5.3 Moderate Priority Roadway Projects 51
5.4 Long-Term Roadway Projects 52
EXHIBITS
1 Future Transportation Plan & Roadway Improvement Projects
2 Bicycle/Pedestrian & Transit Improvement Projects
APPENDIX
A Community Remarks—www.PlainfieldTransportation.com
B Public Meeting Materials—Handouts and Sign-in Sheets
C Existing Transportation System
D Existing Pavement Conditions
E Future Land Use Plan
F Truck Route Map
G Federal Functional Classification Maps
Village of Plainfield
Transportation Plan
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Executive Summary
To prepare the Village of Plainfield for future growth and meet the challenges of traffic
congestion, more work is needed. Plainfield is a rapidly growing, predominantly residential
community of approximately 39,000 people located in Will and Kendall Counties. This
growth, combined with the Village‘s close proximity to Interstate 55, and three State Routes
converging through the Village‘s downtown core, have put a strain on Plainfield‘s
transportation system. In addition, the Village‘s roadway infrastructure is aging and the
need for transportation maintenance far outpaces the amount of funding available. Non-
motorized forms of transportation present additional alternatives to vehicular improvements.
The purpose of this Transportation Plan is to expand upon the transportation planning work
from the Village of Plainfield‘s 2013 Comprehensive Plan and focus on implementing system
improvements. In this Plan, the focus on transportation goes beyond vehicular traffic to
include bikeways, transit, and pedestrian needs. By providing alternate means for people to
travel within the community, roadway congestion can be reduced. The use of transportation
planning combined with engineering for roadway improvements is a strategic effort to
identify priority transportation system improvements and guide future capital expenditures.
Informational meetings were held by the Village on August 21, 2012, November 14, 2012,
and March 20, 2013 to inform the public about the Village‘s Transportation Plan, answer
questions, receive input on transportation needs, and help prioritize system improvements.
Stakeholders were provided an opportunity to examine exhibits showing the proposed
system improvements, take surveys, and provide feedback for consideration during the
development of the Plan.
Projects in this plan range from low-cost to major capital investments. The Village of
Plainfield Transportation Plan is largely unfunded. All major capital projects were evaluated
and included in this study. This Plan describes the improvements recommended for
roadway, bicycle and pedestrian improvements, provides associated cost estimates, and
discusses potential funding mechanisms.
Approximately $4 million per year is needed to maintain the Village‘s existing roadway
system in its current condition; at present, about $750,000 per year is allocated for this work.
The total cost of the High Priority bicycle, pedestrian and roadway projects presented in this
Plan is $52.2 million. Constructing these improvements within the next 10 years would
require a significant annual investment, in addition to yearly Village roadway maintenance
costs.
The Village should consider allocating additional financial resources to fund the roadway,
bicycle, and pedestrian improvements discussed in this Plan. Based on the funding made
available, a new, 5-Year Capital Plan can be developed to implement the Village‘s vision for
the future.
Village of Plainfield
Transportation Plan
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Introduction
Situated on the DuPage River, the
Village of Plainfield is one of the oldest
communities in Will County. The
Village located about 40 miles
southwest of Chicago. Neighboring
communities include Aurora, Oswego,
Bolingbrook, Naperville, and Joliet.
The Village of Plainfield and other
communities in the Will County region
have grown rapidly in recent years and
this growth is projected to continue.
The median price of a home in
Plainfield was $265,000 in 2011 and
the median household income was
$115,015. CMAP projects that the
population of Plainfield will reach
82,490 and the Village will add over
9,320 jobs by 2040. Employment is
focused on three main industries:
manufacturing, construction, and retail
trade.
Several major roadways pass through Plainfield and Interstate 55 runs on the east side of
the Village. Traffic volumes have doubled and even tripled along sections of I-55 since the
mid-1980‘s. The Village of Plainfield‘s downtown core is at the convergence of three State
Routes (IL 59, US 30, and IL 126). This area experiences heavy truck volumes and is highly
congested. Managing this congestion is a top priority of Village residents. The existing
Village transportation system has been described within the Plainfield Comprehensive Plan,
adopted in March 2013.
This Transportation Plan also references several other planning
documents in already completed by the Village of Plainfield:
Village of Plainfield Transportation Plan & Corridor Study,
2006
Pavement Management Report, prepared by Infrastructure
Management Services (IMS), 2011
Plainfield Area Bicycle Plan, 1999
Village of Plainfield Location Map
Village of Plainfield
Transportation Plan
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Section 1 Purpose Statement, Goals & Objectives
Purpose Statement
The purpose of this Plan is to expand upon the transportation planning work from the Village
of Plainfield 2013 Comprehensive Plan and focus on implementing system improvements.
Goals for the Village‘s transportation system were developed in the 2013 Comprehensive
Plan and were used during the development of this Transportation Plan.
The Chicago Metropolitan Agency for Planning (CMAP) provided
assistance to the Village of Plainfield in the preparation of this
Transportation Plan. CMAP is the official regional planning
organization for the northeastern Illinois counties of Cook, DuPage,
Kane, Kendall, Lake, McHenry, and Will. CMAP developed and
now guides the implementation of GO TO 2040, metropolitan
Chicago‘s first comprehensive regional plan in more than 100 years.
GO TO 2040 establishes coordinated strategies that help the
region‘s 284 communities address transportation, housing,
economic development, open space, the environment, and other
quality-of-life issues.
By undertaking a planning process to create a Transportation Plan, Plainfield is taking
responsibility for guiding its future, and demonstrating its commitment to helping shape the
future of the Chicago region as well.
Goal 1
Create a blueprint to maintain and improve the quality of the existing Village transportation
system, reduce auto trips, and enhance and expand the existing transit service in the
Village.
Objectives
1. Develop a prioritized list of improvements in the Village of Plainfield
Transportation Plan.
a. Identify high, moderate, and long-term priority projects.
b. Include Plan improvements in the Village‘s 5-year Capital Improvement
Plan (CIP).
2. Recommend transit improvements that can be implemented by Pace and Metra.
3. Identify resources needed to implement the projects identified in the Plan.
4. Maintain the Village of Plainfield Transportation Plan, which provides
recommendations for facilities, policies, and programs to be implemented in the
next 10+ years.
a. Update the Plan every 5 years or as necessary.
b. Review projects that have been completed in the Plan on an annual
basis.
c. Develop the Plan as a guide to potential funding sources and
coordinating document for other agencies and communities.
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Transportation Plan
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Goal 2
Develop a connected pedestrian and bicycle network that will increase bicycle trips, improve
the walkability of the community, and meet the transportation and recreational needs of
Village residents.
Objectives
1. Close the gaps between existing bikeway and pedestrian facilities.
a. Inventory the existing system.
b. Identify locations for improved bicycle or pedestrian facilities that will:
i. Close gaps between existing facilities,
ii. To facilitate travel between residential neighborhoods and
employment, recreation, and shopping centers.
2. Work with other agencies, such as the Plainfield Consolidated School Districts,
Plainfield Park District, and Will County Forest Preserve, facilitate travel
between schools, parks, and other recreational areas.
3. Identify resources needed to implement the actions identified in the Plan.
Village of Plainfield
Transportation Plan
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Figure 2.1 Typical Section for Plainfield Arterial Street
Arterial roadways, such as 143rd Street, are designed to accommodate higher volumes of automobile and commercial traffic. They typically have more travel lanes, stricter access
control, wider rights of way, and thicker asphalt pavement.
Section 2 Existing Transportation System
The Village of Plainfield currently has 203 centerline miles of roadway and 16 structures on
the Village System. The facilities are almost entirely 2-lane, urban roadways and bridges.
The existing transportation system was studied in great detail during the development of the
Village of Plainfield‘s Comprehensive Plan, which was adopted in 2013.
MASTER THOROUGHFARE PLAN
The purpose of a Master Thoroughfare Plan is to create and maintain a through street
system which promotes local and regional connectivity, allows for the appropriate level of
access, and facilitates the movement of people and goods in an efficient manner. The
Master Thoroughfare Plan identifies the functional street classifications within the Village.
The classification of street impacts many aspects of the roadway design, including:
Geometric Design (roadway width, clear zones);
Access Control;
Speed Limit;
Right-of-Way Needs;
Bicycle Accommodations;
Lighting Standards;
Application of traffic calming techniques;
Landscaping;
Parking restrictions; and
Truck restrictions.
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Transportation Plan
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The recommended roadway Functional Classification System was developed as part of the
2006 Transportation Plan and Corridor Study and 2013 Comprehensive Plan and the
existing roadways are classified accordingly:
Table 2.1 Village of Plainfield Roadway Functional Classifications
Interstate Route
Interstate 55
Major Arterials Minor Arterials
US Route 30 111th Street
IL Route 126 127th Street
143rd Street Renwick Road
County Line Road
Major Collectors Minor Collectors
Drauden/Steiner/Heggs Road Eastern Avenue
Van Dyke Road (north of Lockport St) River Road
Plainfield/Naperville Road Old Indian Boundary Road
248th Street I-55 Frontage Road
Book Road Fort Beggs Street
Essington Road Van Dyke Road (south of Lockport St)
135th Street Fraser Road
Lockport Street Lily Cache Road
Walker Road Howard Street
Normantown Road Fritz Road
Rolf Road
Meadow Lane
Strategic Regional Arterial Routes
IL Route 59
119th Street
Caton Farm Road
WIKADUKE Trail (Ridge Road)
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Transportation Plan
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TRUCK ROUTE PLAN
The Chicago metropolitan area is considered the freight center of North America. By 2040,
the Chicago Metropolitan Agency for Planning (CMAP) projects freight volumes (by weight)
to increase by 60 percent. Truck movements are also expected to increase their volume of
freight carried by 70 percent. This growth will continue to place a strain on the Village‘s
infrastructure, including delays at railroad crossings, noise, pollution, and traffic congestion
caused by trucks. In addition, the amount of truck traffic has a dramatic effect on pavement
deterioration—one loaded truck can have the same impact as 4,000 passenger cars.
Designating truck routes helps assure that trucks travel on roadways designed to handle
heavier loads and that noise impacts to
residents are minimized. The efficient
movement of goods and delivery of services is
crucial to the economic well-being of the Village
of Plainfield.
The State has a Designated State Truck Route
System for roadways in Illinois:
Class I Facility: limited access divided
highways (Interstate 55)
Class II Facility: non-interstate roadways
approved for all load widths of 8 foot 6
inches or less and a wheel base no
greater than 55 feet (US Route 30, IL
Route 59, and IL Route 126)
The Village of Plainfield‘s downtown core is at the convergence of three State Routes (IL 59,
US 30, and IL 126). This area experiences heavy truck volumes and is highly congested.
Managing this congestion is a top priority of Village residents. The recommended Truck
Routes for the Village of Plainfield were developed as part of the 2013 Comprehensive Plan
and are shown in Appendix F. Also shown on the Truck Route Map are the existing and
future commercial and industrial land use areas, which will serve as the major generators of
truck activity. The planned Village truck routes will be able to access the major commercial
and industrial areas of Plainfield without having to travel through the downtown core. This
will result in less congestion in this area as desired by Village residents. Future truck routes
include:
Interstate 55, IL Route 59, IL Route 126, 143rd Street, 119th Street and Caton Farm
Road.
The future WIKADUKE Trail
The future segments of the I-55 frontage roads between 135th Street and US Route
30.
.
Il Route 126 (Main Street) at IL Route 59
Trucks accelerate at a slower rate than other vehicles and
can contribute to traffic congestion.
Village of Plainfield
Transportation Plan
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PUBLIC TRANSPORTATION
Pace Bus Service
There are presently two Pace suburban routes serving the Plainfield Community:
Route 755-Provides weekday rush hour and midday
service between the Plainfield Park-n-Ride (adjacent
to the Village Hall), the Illinois Medical District, and
Union Station in the West Loop, with intermediate
stops along I-55 at the Pace Park-n-Ride in
Bolingbrook, the CTA Pink Line Damen Station and
UIC.
Route 855-Provides weekday rush hour and midday service between the Plainfield
Park-n-Ride (adjacent to the Village Hall) and the Chicago Loop, with intermediate
stops along I-55 at the Park-n-Ride at Spartans's Square in Romeoville, the Pace
Park-n-Ride at Old Chicago in Bolingbrook, the Pace Park-n-Ride at Canterbury in
Bolingbrook, the Pace Park-n-Ride in Burr Ridge and in Chicago at various stops on
Clark St., Monroe St. and Michigan Ave.
Pace Routes 755 and 855 can operate on sections of the shoulders of I-55. Under the
program, only Pace buses are permitted to use designated sections of the I-55 shoulder
when traffic in the regular lanes is flowing at less than 30 miles per hour. Buses using the
shoulder cannot travel at speeds greater than 35 mph, or 15 mph faster than the flow of
traffic in the regular lanes - whichever is less. Special signage and roadway markings
indicate where buses can use the shoulder, and the bus has special markings indicating it is
authorized to use the shoulder.
Figure 2.2 Pace Route 755 Ridership Trend
Pace’s Route 755—Ridership increased dramatically after the
I-55 shoulder-riding program was introduced in 2011.
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Transportation Plan
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Since Pace‘s Bus on Shoulder Program began in 2011, ridership on Route 755 and 855
have increased dramatically as passengers take advantage of faster, more reliable service
between the southwest suburbs and Chicago. In May of 2013, Pace will expand and modify
service on the I-55 corridor to provide more rush hour trips, some service later in the
evening, and midday trips.
Free parking for Routes 755 and 855 is offered at the Plainfield Park-n-Ride, located on
Village Center Drive, near the Village Hall, and on Van Dyke Road. Plainfield recently
worked with Pace on adding additional on-street Park-n-Ride spaces in response to
increased ridership. In the long term, Pace and the Village may need to work together to
provide a more permanent, off-street parking facility in response to the increased demand
on Routes 755 and 855.
Dial-a-Ride Service
Plainfield is also served by Pace's Dial-a-Ride Service, providing transportation to residents
who are unable to drive. Dial-a-Ride programs have certain rules for fares, geographic
boundaries, and passenger eligibility.
This non-fixed route (paratransit) service utilizes vans
and small buses to provide pre-arranged trips to and
from specific locations within the service area.
Individuals wishing to use the Dial-a-Ride Service must
be deemed eligible based on local requirements,
typically seniors or people with disabilities. The service
operates Monday through Friday, 6:00am to 5:00pm.
The areas currently served include the City of Joliet,
Homer Township, Jackson Township, Joliet Township,
Lockport Township, Plainfield Township, Wheatland
Township and Troy Township.
Figure 2.3 Pace Route 855 Ridership Trend
Pace plans to add more trips on Routes 755 and 855
in May of 2013 because of growing ridership
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Transportation Plan
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Metra Service
There is no Metra commuter rail service in Plainfield. There are three Metra lines in nearby
Naperville and Joliet with four stations that are regularly utilized by Plainfield residents:
1. Lockport Station– Heritage Corridor (HC)
2. Joliet Station—Rock Island District (RID) and Heritage Corridor (HC)
3. Route 59 Station—Burlington Northern Sante Fe (BNSF)
4. Naperville Station—Burlington Northern Sante Fe (BNSF)
Based on Metra‘s 2006-Origin-Destination Survey data, it appears that the largest portion of
Plainfield residents access the Route 59 Metra station in Naperville. Boarding for Plainfield
riders along each of the lines are shown below:
Table 2.2 Village of Plainfield—Metra Ridership
Station Name
Number of Plainfield Residents Boarding
Train on Average Weekday
Percent of Total
Riders at Station
Lockport 76 14%
Joliet 137 12%
Route 59 521 9%
Naperville 41 1%
Source: Metra, 2006 Origin-Destination Survey
Metra collects data on the origins of its passengers and their mode of access to rail stations
and the data for the Stations used by Plainfield residents is summarized in Table 2.3 below:
Table 2.3 Modes of Access at Metra Stations Utilized by Plainfield Residents
Station Walk Bike Drive
Alone
Carpool
Driver
Carpool
Pass.
Dropped
Off
Taxi Bus Metra Other
Lockport 2.1% 0% 75.5% 5.2% 5.2% 11.3% 0% 0.3% 0%
Joliet 4.8% 0.1% 66.6% 2.2% 2.9% 18.5% 0.1% 2.6% 0% 2%
Route 59 6% 0% 71% 3% 3% 12% 0% 4% 0% 0%
Naperville 9% 2% 44% 2% 3% 21% 1% 18% 0% 1%
Source: Metra, 2006 Origin-Destination Survey
Village of Plainfield
Transportation Plan
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As part of its Long Term Vision, Metra is studying a 55-mile Suburban Transit Access Route,
or STAR Line. The map on the following page illustrates that this suburb-to-suburb
commuter rail service would extend from the Joliet area to O‘Hare Airport. There are two
proposed STAR line stations within the Village of Plainfield (Van Dyke Road and Renwick
Road). The Village has adopted Transit Oriented Plans (TOD) for both potential station
areas. Unfortunately, funding has not yet been secured for the STAR Line and no clear
timeline is available for implementation. The development of this additional transit service
will occur beyond the planning horizon of this Transportation Plan.
Figure 2.5 Metra Origins and Modes of Access
Metra’s studies show that most Plainfield residents
access the Route 59 Station in Naperville.
Source: Metra, Division of Strategic Capital Planning, April 2013
Village of Plainfield
Transportation Plan
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Figure 2.5 Proposed Metra STAR Line
Future STAR Line Stations are on Van Dyke Road and Renwick
Road within the Village of Plainfield
Source: STAR Line Alternatives Analysis, July 2012
Village of Plainfield
Transportation Plan
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Figure 3.1 Public Comment Map
Nearly 100 comments were placed on the
project website about improving traffic in
Plainfield. The Village Planning Boundary is
shown as the red line in the illustration above.
Section 3 Public Outreach
To assist with the development of this
Transportation Plan, an extensive community
outreach program was created and tailored
specifically to help the Village get valuable
feedback from stakeholders. A project website
was established so residents could share their
feedback on how to improve transportation within
the Village, along with concerns and questions,
at http://www.plainfieldtransportation.com/.
Nearly 100 comments were left on the site,
which also allowed residents to share photos
and pinpoint the sites they feel should take
priority. Several articles were written in the
Plainfield Patch and project information was
posted in the Villages E-News updates, Twitter
account, and Village Voice newsletter. The
project team also met and/or coordinated with
many local agencies, including Kendall County
Highway Department, Plainfield Park District,
Plainfield Police Department, Plainfield Fire
Protection District, Plainfield School District, and
the Will County Forest Preserve.
First Public Meeting
The first public outreach event was held on August 21, 2012 at
Cruise Night downtown. The goal for the meeting was to build
awareness about the project—with the classic cars lining the
streets in the downtown core, the event‘s large attendance
engaged many people to participate in the planning process.
Business cards were developed with the project website, QR
code, and Village Contact information, and were distributed to
many attendees at the event. A booth was set up on Lockport
Street and stakeholders
were provided an
opportunity to examine
exhibits showing the
existing roadway, bicycle
and pedestrian network,
and to provide feedback that could be taken into
consideration during the development of the Plan. The
booth also had raffle for a local restaurant gift card and
for a collection of Matchbox cars. To be eligible for the
raffle, participants were asked to provide comment on
transportation within the Village. Specifically,
Village of Plainfield
Transportation Plan
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November 4, 2012 Public Meeting
Visitors examined the proposed transportation
projects and provided feedback about priority.
Figure 3.2 On-line survey results
participants were asked:
To identify gaps in existing conditions data;
Identify deficiencies in the existing system (capacity, signage, safety, etc); and
Suggest improvements to roadways and local trail networks.
Approximately twenty written comments were received, which were posted on the comment
page of the project website. Utilizing the comments provided at the public meeting and on
the project website, a list of roadway, transit, bicycle and pedestrian improvements was
developed to improve transportation within the Village of Plainfield.
Second Public Meeting
The second public meeting was held on November 14, 2012. The
purpose of the meeting was to present an overview of the proposed
roadway, transit, bicycle and pedestrian improvements and obtain
public input on prioritizing them. There was a short presentation of
the data collection and the work performed to date, followed by a
facilitated question and answer session. An update on the next
steps for the project was
also provided. Prior to and
following the presentation
the Project Team was
available to discuss the
study with stakeholders.
In addition to the public meeting, surveys were
posted on the project website. These results
helped prioritize the list of transportation projects.
Utilizing the comments provided at the public
meetings and on the project website, the list of
transportation improvement projects was
prioritized.
ON-LINE SURVEY RESULTS
Rank the transportation improvements below in order of importance, listing the
most important project #1 and the least important as #6.
1. Extend 143rd Street from IL 59 to IL 126.
2. Improve access to the Lockport Metra Station and increase frequency of
Heritage Corridor Service.
3. Complete sidewalks near existing schools.
4. Intersection improvements at IL 59 at 135th Street to improve traffic flow.
5. Provide additional Pace Bus service along IL 59 and/or to downtown Joliet.
6. Provide pedestrian connections from subdivisions to surrounding
amenities (e.g. retail, school, recreation).
Village of Plainfield
Transportation Plan
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Third Public Meeting
The third public meeting was held on March 20, 2013. The purpose of the meeting was to
obtain feedback on the Draft Transportation Plan. There was also a brief presentation,
giving an overview of the proposed roadway, transit, bicycle and pedestrian improvements,
followed by a facilitated question and answer session. An update on the next steps for the
project was also provided.
Copies of the handouts and sign-in sheets from the public informational meetings are
included in the Appendix. Suggested transportation improvements and survey results from
the website are also contained in Appendix B.
Village Board Meetings
The Transportation Plan was also discussed at the July 16, 2012, September 10, 2012,
December 10, 2012 and January 28, 2013 Village Board Meetings. A brief presentation was
given about the status of the Plan at each meeting and Board members were given an
opportunity to ask questions and provide feedback on the Transportation Plan.
Village of Plainfield
Transportation Plan
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Section 4 Bicycle and Pedestrian Trails Plan
BICYCLE TRAILS PLAN
In an effort to link residential areas with key community facilities like parks, schools,
commercial centers and employment, the Plainfield Area Bicycle Plan was developed in
1999. However, given the non-linear development of sub-divisions, the trail network outlined
in this plan has many gaps. Bicycle and Pedestrian Access goals in this Plan are to bridge
these gaps, increase ridership and enhance bicycle rider and pedestrian safety through best
practices and design. This plan summarizes the gaps in the existing trail network, suggests
options to close these gaps, and outlines ways to implement and finance opportunities to
increase usage and safety.
The overall Bicycle and Trails Plan is illustrated on Exhibit 2. This plan is an updated and
more detailed version of the earlier 1999 plan noted above. It is based on a review of
existing and proposed regional trail networks, and discussions with the Will County Forest
Preserve District, Plainfield Park District, and Village departments. Significant resident input
also went into the development of the plan, both from the web-based community mapping
tool, online survey and in-person input at community events and meetings.
Bicycle trails and pedestrian access are two distinct issues. The bicycle trail system is a
network of shared-use or multi-use paths (off-road paths that a minimum of 8‘ wide), bike
lanes (dedicated lanes on a roadway) and bicycle-friendly streets (streets with speed limits
less than 30MPH) used for commuting and recreation by bicyclists and pedestrians alike.
Pedestrian access via a network of sidewalks on the other hand, while providing the same
connectivity, is distinct from the trail network as bicycle riding on a typical 4‘ or 5‘ sidewalk
can create significant conflicts with pedestrians. Given this distinction, the gaps and
recommendations for each of these two networks have been analyzed individually as the
Bicycle Trails Plan and Pedestrian Access Plan.
Each of these sections highlights gaps in the network and recommends improvements and
best practices to increase the safety of users and increase overall ridership.
COMPONENTS OF THE PLAINFIELD TRAIL NETWORK
The trail network in Plainfield has the potential to connect users to parks, community
amenities, schools, regional and local trails, and commercial areas from their
neighborhoods. However, issues like incomplete sections along the trail that force riders on
to busy streets, missing crosswalks, and other bikeway design flaws not only reduce the
safety of the users, but also discourage cautious bikers. Improvements are needed to
complete the trail system so that it truly works as a safe and healthy form of recreation and
transportation for users of all ages. This section covers the main components of a trail
system and addresses the existing gaps in Plainfield‘s trail network. The trail network is
comprised of several components. The descriptions on the following pages should be used
to guide the construction of all future trail components identified in Exhibit 2.
Village of Plainfield
Transportation Plan
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Figure 4.2 Bike Lane Example
Bike lanes are designated for the
exclusive use of bicyclists
Source: www.pedbikeimages.org/ Dan
Burden
Figure 4.3 Example of a Buffered Bike
Lane between the travel lane and bike lane
Source: www.bikewalklincolnpark.com
Shared-use paths
These are off-road bikeways or trails which are
typically within the right-of-way. In Plainfield,
they are typically 10‘ wide and accommodate
pedestrians, joggers, bicyclists and all other
non-motorized users.
Figure 4.1
Example of a Shared-use Path in Plainfield
On-street bike lanes
Where shared-use paths are not yet constructed or not
feasible, connections to the trail network are provided by
dedicated bicycle lanes along the roadway. A bike lane is
that portion of a roadway that has been designated for
preferential or exclusive use by bicyclists. Bike lanes
provide a dedicated travel lane within the street. Bicyclists
travel one-way with the flow of traffic. The minimum width
of a bike lane varies based on the roadway cross section,
and are generally a minimum of 5‘ wide. For curbed
streets without parking, bike lanes must be at least 4 feet
wide (not including gutter pan) on each side of the road
with longitudinal pavement markings, bike lane symbols,
and Bike Lane signage.
Most conflicts between bicycles and motorists occur at
intersections and driveways. Good intersection design is important to clearly indicate to
bicyclist and motorists how they should travel through the intersections.
Buffered bike lanes are slowly replacing the
simple bike lanes as it increase the safety of the
bicyclist and hence encourages more people to
ride their bikes. A buffered bike lane simply has a
painted buffer between the bike lane and the
adjacent travel lane or the adjacent parking lane
when located along the curb. This buffer reduces
the chances of a biker being injured due to dooring
(contact due to opening of a car door into a biker‘s
path of travel). The down side of providing a buffer
is that it eats into the road right-of-way and
reduces the overall width available for travel
lanes and other roadway areas.
Village of Plainfield
Transportation Plan
Page | 18
Figure 4.4
Example of a Shared Roadway
Source: www.marinbike.org
Shared Roadway
Bicycles may be operated on all roadways except
where prohibited by statute or regulation. Most streets
within the Village of Plainfield are shared roadways.
On a shared roadway, bicyclists and motorists share
the same travel lanes without a striped separation.
Shared roadways can legally be used by bicyclists,
regardless of whether the facility is specifically
designated as a bikeway. Shared roadways include:
Roads and streets with no bicycle
provisions.
Wide outside/curb lanes
Roadway shoulders
Designated bicycle routes
Paved shoulders
Paved shoulders can accommodate bicycle travel efficiently and provide additional benefits
to the roadway:
Shoulders can be used by stopped vehicles or emergency vehicles,
Shoulders provide added safety to motorists, and
Paved shoulders provide lateral support for the pavement.
The shoulders along rural roads (which have speed limits less than 45 MPH) can typically be
used by bicyclists if they are paved and wide enough. The typical widths of paved shoulders
for bicycle use ranges from 4‘ to 8‘.
The table on the following page lists the minimum recommended widths for shoulders, lanes
and paths based on the type of roadway and posted speeds from IDOT‘s Bureau of Design
and Environment Manual.
Figure 4.5
Paving the entire shoulder on this
segment of Plainfield- Naperville
Rd will encourage more bicycle
travel
Source: www.communityremarks.com Heath
Figure 4.6
Curbs protruding into the shoulder push bicyclists
into the travel lane (Shown here at Ridge Road and
Grand Park Boulevard)
Source: www.communityremarks.com Heath
Village of Plainfield
Transportation Plan
Page | 19
Figure 4.7 IDOT’s Facility Selection Criteria
Bicycle facilities are selected based on the roadway type (rural or urban),
speed limit, right of way availability, and traffic volumes.
Source: IDOT‘s Bureau of Design & Environment Manual, Figure 17-2.A
Village of Plainfield
Transportation Plan
Page | 20
RECOMMENDED IMPROVEMENTS TO THE PLAINFIELD TRAIL NETWORK
Gaps along the shared-use paths- Existing shared-use paths
in Plainfield were typically constructed during the development
of each parcel. This has created sections of the path that are
disconnected due to undeveloped parcels. At such locations,
the path abruptly stops at the parcel boundary. If an adjacent
parcel is undeveloped at the time of construction of the
pathway, a temporary paved connection should be made to the
road with lane markings of the road connecting it to the next
shared-use path location (provided the roadway is sufficiently
wide to accommodate bike use per the preceding section).
Connections across rivers and creeks- The DuPage River and smaller creeks
within Plainfield currently create breaks in the trail system because the trails do not
continue across the existing bridges. Pedestrian bridges are needed at such
locations along the proposed trails.
Connection to regional trails- The DuPage River Trail is an important regional trail
within the planning area. It is planned to run continuously from Naperville to the I&M
Canal Trail in Channahon. Completion of this trail is a goal of the Plainfield Park
District. The trail will run through the heart of the Village, connecting downtown with
surrounding neighborhoods and recreational amenities like Mather Woods, Settler‘s
Park and Eaton Preserve. Many sections along this trail are currently incomplete.
The Park District has been actively seeking grants to assist in trail completion. While
outside the planning area, future connections of the trail network to the surrounding
trail systems of Will and Kendall County are recognized and indicated on the trails
map (Exhibit 6).
Future Connections - The Illinois Highway Code (605 ILCS 5/4-220 new) states
that bicycle and pedestrian ways shall be given full consideration in the planning and
development of transportation facilities, including the incorporation of such ways into
State plans and programs. Portions of several State highways have been
designated as a bikeway in this Plan. As the State moves forward to improve IL 126,
IL 59, and US 30, the Village must work with the IDOT to review each project and
determine if it is eligible for consideration of bicycle and pedestrian accommodations.
Different jurisdictions in charge of the trail sections- The trail system within the
Plainfield planning area includes the Plainfield Park District, Will County Forest
Preserve and Kendall County. Coordination will be needed between these agencies
to make sure that the trail network is seamless.
Figure 4.8 Shared Use Path Gap
The adjacent picture shows one such location
along Van Dyke Road where a shared-use
path on the west side of the road abruptly
ends.
Village of Plainfield
Transportation Plan
Page | 21
Bike lanes along minor collector roads- For the trail connections along Meadow
Lane, Indian Boundary Road, Lily Cache Road and other low traffic streets marked
on Exhibit 6, connections can be provided in the form of on-street bike lanes. These
should be well signed to guide bikers along the trail network.
Bicycle Parking Facilities
Providing safe and durable racks to secure bicycles is important for schools, parks,
libraries and all commercial areas. The racks should be located in visible, well lit and
well signed areas close to the building entrance (within 100‘). For temporary parking
facilities, the racks should be able to support the bicycles at two points. For long-term
parking facilities such as at the Pace bus stop at Village Hall covered parking should
be provided to protect the bikes from the elements.
Figure 4.9 Bicycle Parking
Sharrows for shared lanes
A sharrow is a symbol marked within a travel lane on the pavement and consists of a
bicycle with two chevron markings above it. It indicates that the lane is shared by
both vehicles and bicycles, and warns the motorist to watch out for bicyclists. As
Lockport Street in the Downtown Area does not have the space for a separate bike
lane, marking the travel lane in each direction with sharrows immediately after an
intersection and spaced at intervals not greater than 250 feet thereafter is
recommended. In addition, signage along the roadway (like the one in the image
below) with a sharrow and the words ‗Share the Road‘ will also help educate drivers
about sharrows.
Figure 4.10 Sharrows
Sharrows indicate where bicyclists should travel along the roadway. They also reduce
potential conflicts with opening car doors.
Village of Plainfield
Transportation Plan
Page | 22
Curb and storm grate details
The Village currently uses storm-grates that have bars parallel to the direction of
travel and located within potential bike lanes. These grates are hazardous for
bicyclists because bike tires can get stuck in them. Existing streets within the Village
can be retrofitted by replacing standard drainage grates with a design that is
compatible with bicycle use. This will improve mobility and comfort for bicyclists and
reduce bicycle-related crashes.
Crosswalks- Currently, busy streets like Route 59 do not have accommodations for
trail connections across the intersections (119th, 127th, 135th, etc.). The trails need to
be continued to the curb of the cross street with special crosswalk signals for trail
users. The signal request button should be conveniently located for use by bikers.
Railroad crossing improvements – Given the orientation of the railway lines in
Plainfield, all the locations at which the shared-use path cross the railroad tracks are
at acute angles. This is dangerous to bicyclists because it has the potential of
trapping the bicycle‘s front wheel in the rail flange-way resulting in a loss of steering
control. This issue can be addressed by widening the outside lane, shoulder, or
bicycle lane to improve the angle of
approach. Alternately, compressible
flange-way fillers can also be used to
fill the gaps between the asphalt and
flange, but would need to be checked
for replacement periodically. The top
surface of the shared-use path and
railway tracks should be level so that
it is easier for the bicyclist to
maneuver over them safely. The
Village has secured a grant to help
improve with the 135th Street railroad
crossing in such a manner.
Figure 4.11 Bicycle Compatible Drainage Grates
Bicycle compatible drainage grates, like the one shown above, make
shared lanes more compatible with bicycling.
Source: Neenah Foundry
Figure 4.12 The angular railroad crossing
along Van Dyke Road
Village of Plainfield
Transportation Plan
Page | 23
Figure 4.13 Example of a Bike Lane Crossing a Railroad
In this IDOT illustration:
a – Indicates the widening of a bike lane to improve the angle of approach
b – Compressible flangeway fillers used to smooth the transition over the rail.
Source: IDOT‘s Bureau of Design & Environment Manual, Figure 17-2.R
Bikeways along shoulders - For bikeway network connections along roads that
have wide shoulders; the shoulders should be paved for at least 6‘ beyond the outer
lane marking. This will allow for bikers to ride on the shoulder even along rural
roadways.
Figure 4.14 Example of a Paved Shoulder Transition into a Curbed Section
In this IDOT illustration, a wider curb provides bicyclists with more room to
travel safely along the edge of the roadway.
Source: IDOT‘s Bureau of Design & Environment Manual, Figure 17-2.B
It is also important to ensure that the shoulder width is maintained at intersections,
and that apron areas beyond the shoulders are paved to prevent gravel from spilling
onto the shoulder. For areas like bridges where a sufficient shoulder width cannot be
maintained, part of the travel lane should be striped to accommodate the bikers
(illustrated in the figure that follows).
Village of Plainfield
Transportation Plan
Page | 24
Figure 4.15 Example of a Striping for Unavoidable Obstacles
In this IDOT illustration, areas where the shoulder needs to be reduced considerably should be
compensated by the provision of a striped area within the adjacent travel lane.
Source: IDOT‘s Bureau of Design & Environment Manual, Figure 17-2.S
Lighting
Appropriate lighting of shared–use paths where biking at night is expected (e.g.:
Connections to the downtown area, recreation facilities and commercial areas along
Route 59). The lighting should be scaled to pedestrian or bicycle path users and
should be vandal proof where security is an issue. Sections of the riverwalk and the
DuPage River Trail near downtown are areas where such lighting would be
appropriate.
Figure 4.16 Shared Use Path Lighting
The Village’s Riverwalk Committee supports lighting shared
use paths near Plainfield’s downtown core.
Village of Plainfield
Transportation Plan
Page | 25
PEDESTRIAN ACCESS PLAN
Similar to the trail network, the network of sidewalks in Plainfield has the potential to connect
users to parks, community amenities, commercial areas, and to schools within their
neighborhoods. Incomplete sections of sidewalks, missing pedestrian crosswalk signals,
lack of access to adjacent amenities or commercial areas and lack of universal design
(described in the section below) discourage walking. The two important deciding factors in
the choice between driving and walking is the perceived ease of access (based on the
points mentioned above) and the travel time. The time it takes to get into a car, drive to a
location within a half mile distance and park, is nearly the same as walking the same
distance, provided that the route is accessible for pedestrians. Hence, locating
neighborhood amenities, shops, elementary and middle schools within this half-mile walking
distance of residents would encourage then to walk rather than drive. The sections that
follow cover the aspects of complete streets needed to encourage walking, and highlight
specific areas in Plainfield that need to be improved.
Exhibit 2 and Tables 4.1 thru 4.3 show the location and list the priority sidewalk installation
projects. Projects were prioritized based on public and staff input, project readiness,
potential for receiving matching funds, cost, and feasibility. High priority projects are those
than can be built within a 5-year time frame. Moderate priority projects are those that can
be built within the next 5 to 10 years and most do not have guaranteed funding sources.
Long term considerations are those that are anticipated to be constructed beyond the 10
year period, require significant funding, and most involve right of way acquisition.
COMPONENTS OF A COMPLETE PEDESTRIAN NETWORK
The descriptions below should be used to guide the development of sidewalks and access
to amenities within the Plainfield Planning Area.
Complete the gaps in the sidewalk network
Providing a complete network of sidewalks in Plainfield has the potential to connect
users to parks, community amenities, commercial areas, and to schools within their
neighborhoods. Installing sections of missing sidewalks and pedestrian crosswalk
signals will encourage walking to adjacent amenities or commercial areas.
Encouraging safe routes to schools
Site plan design that gives school children the ability to reach school building
entrances without crossing bus zones, parking entrances, and student drop-off areas
is vital to their safe passage. This issue is becoming increasingly important as limited
funding for schools is causing budget cuts in all areas, but particularly in
transportation. In many cases children that were once bussed across busy streets
are now required to walk to school. Many times, parents concerned for their
children‘s safety will drive them relatively short distances to school aggravating
already congested areas.
Village of Plainfield
Transportation Plan
Page | 26
Traffic calming measures near schools like on-street parking, street trees, narrower
streets, marked crosswalks, controlled intersections and caution signs help make
motorists more aware while driving near schools and in turn are more likely to watch
out for children crossing the street.
Education and support for walking and biking – Educating students and their parents
about the benefits of walking and biking to school, provision of sufficient bike storage
facilities at each school, and workshops on bike maintenance are all important steps
to increase the use of non-motorized options to access schools.
Trees and plantings along the sidewalk provide the comfort of shade for
pedestrians, besides other environmental benefits. They also have a traffic calming
effect resulting from the perceived narrowing of the roadway. When planted between
the sidewalk and the roadway, they also form a buffer between the traffic and
pedestrians, thus increasing their perception of safety. Most of the sub-divisions in
Plainfield currently have such a buffer between
the roadway and sidewalk, and improving
areas that are missing sidewalks in a similar
fashion is recommended. However, tree
branches must be consistently pruned to avoid
conflicts with bikers (pruned to maintain a
minimum 7‘ clearance).
Visibility at intersections: The plantings
must be sufficiently set back from both street
and driveway intersections to maintain visibility
for both bike riders and motorists.
Complete Streets – Adopt a complete streets policy to accommodate users of all
age groups and abilities to access the pedestrian and trails network via non-
motorized options.
Curb treatments – Use colored tactile tile strips at the curbs
before crosswalks, to warn pedestrians about the change in
surface type.
Figure 4.18
Detectable Warnings
Source: philly.com
Figure 4.17
Shaded, buffered sidewalk
along 135th Street
Village of Plainfield
Transportation Plan
Page | 27
Signage at pedestrian crosswalks – Signage for pedestrians and motorists is
encouraged to increase the safety of the pedestrians, especially at busy intersections
like those along Route 59.
Parking lots in commercial areas should have accommodations for pedestrian
access from sidewalks and shared-use paths in the area. Signage should also be
provided where driveways and sidewalks intersect so that drivers look out for
pedestrians before crossing the sidewalk.
Signage, visibility and safety – The use of marked crosswalks, controlled
intersections, caution signs, pedestrian crossing islands, bump-outs, mini-
roundabouts, etc. will help calm traffic in pedestrian areas and make it safer for
pedestrians. Lockport Street from IL 59 to IL 126 in the downtown core is an
excellent example of this.
Railroad crossings – The sidewalks at railroad crossings are missing at most
locations in Plainfield, except at Lockport Street. Completing these as per details
outlined in the previous section is important for the safe passage of pedestrians
across the tracks.
Village of Plainfield
Transportation Plan
Page | 28
RECOMMENDED IMPROVEMENTS TO THE PLAINFIELD PEDESTRIAN NETWORK
Figure 4.19
Location of Community Amenities in Plainfield
This map shows the location of schools, libraries, recreation facilities, existing and future
commercial areas (marked in red color) and pockets of unincorporated areas that currently
lack sidewalks (marked in purple). The circles on the map indicate areas of a ½ mile
distance around elementary and middle schools and 1 mile distance around high schools
that are considered walkable from the surrounding neighborhoods. Ensuring that all these
areas are well connected via a system of sidewalks encourages walkability.
Some of the overall recommendations to improve walkability are listed below. A complete
listing of the prioritized projects is included in Tables 4.1, 4.2 and 4.3.
Village of Plainfield
Transportation Plan
Page | 29
1. The Grande Park subdivision has a middle school, elementary school and park
amenities. While the sidewalks within the Village are complete, the unincorporated
subdivisions of Wheatland Plains and the area south of Plainfield Road lack
sidewalks. Completing these would make them more accessible to the neighborhood
schools and park.
Figure 4.20
2. A section of the sidewalk on the east side of 248th Street between 119th Street and
127th Street has not yet been constructed. Completion of this sidewalk is imperative
for pedestrian access to Plainfield North High School.
Figure 4.21
Village of Plainfield
Transportation Plan
Page | 30
3. The intersections along Route 59 at 119th, 127th and 135th Streets currently lack
pedestrian crosswalk signals as well as crosswalk striping. Implementing these
improvements will increase the access for residents to the commercial uses along
Route 59.
Figure 4.22
4. In addition, cut-through sidewalk connections from Champion Creek, Heritage
Meadows, Kensington Club, Riverview Estates and Golden Meadows Estates to Il 59
will allow the residents quicker access to the commercial areas without having to first
get to Van Dyke Road and then head toward Route 59.
Figure 4.23
Village of Plainfield
Transportation Plan
Page | 31
Figure 4.24
5. A large percentage of unincorporated areas are currently without sidewalks (shown
in purple on the map on Page 28). Connecting the residential areas between
Plainfield-Naperville Road and IL 126 with sidewalks is important to increase their
access to downtown. Sidewalks are also missing along Center Street near Indian
Trail School, on the south sides of Renwick Road near Central Elementary School,
on the south side of Fort Beggs Drive, and along the east side of Van Dyke Road
from the Post Office to Lockport Street. Adding sidewalks to these areas will increase
the access for residents to important amenities within the downtown area.
Village of Plainfield
Transportation Plan
Page | 32
Figure 4.25
Figure 4.26
Village of Plainfield
Transportation Plan
Page | 33
Figure 4.27
Village of Plainfield
Transportation Plan
Page | 34
Figure 4.28
6. Pedestrian crosswalks and signals are also needed across Lockport Street at
Meadow Lane, Wallin Drive and Van Dyke Road, as well as at Route 59 and
Plainfield Road. These crosswalks are vital for access to the schools in the
neighborhood. The addition of a crosswalk and signal for pedestrians at Route 59
and Fraser Road will increase the resident‘s access to parks and amenities along
Fraser Road.
During the development of this Plan, the Village received many comments about pedestrian
and bicyclist‘s safety concerns along Pilcher Road/135th Street in front of the Lakelands
Club. Traffic volumes and vehicle speeds are high due to the direct access that 135th Street
provides to the Interstate 55 Highway. There are significant Right of Way and
environmental constraints along this corridor that would accompany a project to provide a
new sidewalk on 135th Street. A more logical bicycle/pedestrian connection can be made
internally within the subdivision and should be pursued by the Village.
Overall, a complete pedestrian network will encourage walkability in Plainfield especially in
the downtown area.
Village of Plainfield
Transportation Plan
Page | 35
IMPLEMENTATION OF BICYCLE AND PEDESTRIAN IMPROVEMENTS
The overall Bicycle and Trails Plan is illustrated on Exhibit 2 and specific projects are shown
in Tables 4.1, 4.2, and 4.3. Significant resident input also went into the development of the
plan, both from the web-based community mapping tool, online survey and in-person input
at community events and meetings. Projects were prioritized based on public Village Board,
and staff input, project readiness, potential for receiving matching funds, cost, and feasibility.
High priority projects are those than can be completed within a 5-year time frame. Moderate
priority projects are those that can be completed within the next 5 to 10 years. Long term
considerations are those that are anticipated to be constructed beyond the 10 year period,
require significant funding, and usually involve right of way acquisition. Most Moderate and
Long Term projects do not have guaranteed funding sources.
A simple and cost-effective way to integrate non-motorized users into the design and
operation of the transportation system is to include bicycle and pedestrian accommodation
as an incidental part of larger ongoing projects. Examples include:
Providing paved shoulders on new and reconstructed roads.
Restriping roads (either as a stand-alone project or after a resurfacing or
reconstruction project) to create a wider outside lane, Sharrows, or striped bike
lanes.
Building sidewalks and trails, and marking crosswalks or on-street bike lanes as a
part of a roadway improvement.
Many of the bicycle and pedestrian projects in this Plan may be incorporated into a larger
capital improvement by the Village. These projects are cross-referenced in each Table.
A cost analysis was performed for the Short-Term and Moderate considerations with a base
cost in 2013 dollars. Segments were analyzed between major intersections and a cost
analysis was provided for each segment. Major cost items include right of way acquisition,
construction of the hot-mix asphalt pavement, sidewalk and bicycle path construction,
earthwork, storm sewers, removal and disposal of unsuitable soils and materials (assuming
poor soil quality), and roadway lighting. Intersection improvements included the following:
traffic signal modification or installation, transitional intersection lighting, reconstruction of
the pavement of the intersecting street to provide auxiliary lanes, and right of way
acquisition. Items estimated as a percentage of total construction cost included
maintenance of traffic, contractor mobilization, erosion control, relocation of utilities,
contingency, and engineering required to design and construct the improvements.
Village of Plainfield
Transportation Plan
Page | 36
HIGH PRIORITY BICYCLE AND PEDESTRIAN PROJECTS (0 TO 5 YRS)
TABLE 4.1
Project
Number Action Purpose Participants Preliminary
Estimate of Cost
Possible
Funding Sources *
Corresponding
Roadway
Project Number
1 Construct shared use path on 248th Street from
119th Street to 127th Street
Eliminate gaps Plainfield $214,000 MFT, STP, TAP,
CMAQ
2 Construct shared use path on Van Dyke Road
from 135th Street to 119th Street
Expand bicycle network Plainfield $1,178,000 MFT, STP, TAP,
CMAQ
3 Construct shared use path on Plainfield-
Naperville Road from 119th Street to existing trail
south of 127th Street
Expand bicycle network Plainfield $1,006,000 MFT, STP, TAP,
CMAQ
6
4 Construct shared use path on 127th Street from
Van Dyke Road west to 252nd Street
Eliminate gaps Plainfield $613,000 MFT, STP, TAP,
CMAQ
5 Construct shared use path on 127th Street from
IL 59 east to Essington Road
Expand bicycle network Plainfield $2,146,000 MFT, STP, TAP,
CMAQ
6,45
6 Construct shared use path on 135th Street from
Ridge Road to Meadow Lane
Eliminate gaps Plainfield $1,555,000 MFT, STP, TAP,
CMAQ
7 Construct shared use path on 143rd Street from
Meadow Lane to Van Dyke Road
Expand bicycle network Plainfield $664,000 MFT, STP, TAP,
CMAQ
43
9 Construct shared use path from Settler‘s Park to
Mather Woods
Eliminate gaps Plainfield $211,000 MFT, TAP
10 Construct shared use path connection across the
DuPage River at old Renwick Road
Expand bicycle network Plainfield
Plainfield Township
$830,000 MFT, TAP 32
11 Construct shared use path continuation along
Drauden Road, south of Caton Farm Road (with
City of Joliet)
Eliminate gaps Plainfield, Joliet $1,279,000 MFT, STP, TAP,
CMAQ
12 Construct shared use path continuation along
Caton Farm Road from Ridge Road to Caton
Ridge Dr/Fresno Lane (City of Joliet)
Eliminate gaps Joliet $1,030,000 MFT, TAP
15 Improve signage to Riverview Park Improve ingress/egress to park Plainfield $1,100 MFT, TAP
18 Construct shared use path connection along
127th Street between Northwest Community Park
and Tuttle Estates Subdivision (Gilmore Rd)
Eliminate gaps Plainfield $1,546,000 MFT, TAP
19 Install pedestrian signals and crosswalks at
Meadow Lane & IL 126
Improve intersection safety for bicyclists
and pedestrians
Plainfield, IDOT $115,000 MFT, STP, TAP,
CMAQ
11
20 Install pedestrian signals and crosswalks at
Wallin Drive & IL 126
Improve pedestrian access Plainfield $117,000 MFT, STP, TAP,
CMAQ
35,42
21 Install pedestrian signals and crosswalks at Van
Dyke Road & IL 126
Improve pedestrian access Plainfield $114,000 MFT, STP, TAP,
CMAQ
35
22 Construct new sidewalk, Install pedestrian
signals and marked crosswalks at IL 59 & 127th
Street
Improve pedestrian access Plainfield $127,700 MFT, TAP
24 Install pedestrian signals and crosswalks at IL 59
& Fraser Road
Improve pedestrian access Plainfield $224,500 MFT, STP, TAP,
CMAQ
Note: Project Number is for location reference only; it does not indicate priority ranking *See next page for Legend
Village of Plainfield
Transportation Plan
Page | 37
HIGH PRIORITY BICYCLE AND PEDESTRIAN PROJECTS (0 TO 5 YRS) (CONTINUED)
TABLE 4.1 (CONTINUED)
Project
Number Action Purpose Participants Preliminary
Estimate of Cost
Possible
Funding Sources*
Corresponding
Roadway Project
Number
25 Install sidewalk, pedestrian signals and marked
crosswalks at the intersection of IL 59 & 119th
Street
Eliminate gaps and improve pedestrian
access
Plainfield $116,200 MFT, STP, TAP,
CMAQ
3
26 Add roadway signage at the Fort Beggs Trail &
Renwick Road
To increase visibility of crossing Plainfield $1,700 MFT, TAP 32
29 Extend shared use path across the CN railroad
on 135th Street
Increase safety for users crossing the
railroad tracks
Plainfield, CN, ICC $305,000 MFT, ICC
38 Install sharrows in select subdivisions (30mph
speed limit or less)
Increase safety for bicyclists sharing the
road with motorists
Plainfield $1,000 to
$133,000
MFT, TAP
39 Construct sidewalk connecting to Lockport Street
Post office
Eliminate gaps Plainfield $80,000 MFT, TAP
40 Add sidewalk on Center Street near Indian Trail
School
Provide connection to Indian Trail school Plainfield $146,000 MFT, TAP
41 Construct new sidewalk on Renwick Road from
Arbor Drive to Howard Street
Provide connection to Central Elementary
School
Plainfield $54,200 MFT, TAP 47
43 Construct new sidewalk on Fort Beggs Drive
from James Street to IL 59.
To eliminate gaps and improve connectivity
to Plainfield Central High School
Plainfield $149,000 MFT, TAP
52 Install new sidewalk, pedestrian signals and
marked crosswalks at IL 59 & 135th Street
Eliminate gaps and improve pedestrian
access
Plainfield $228,700 MFT, TAP 4
53 Construct missing sidewalk on Main Street
between IL 59 and Lockport Street
Eliminate gaps and improve pedestrian
access
Plainfield, IDOT $97,000 MFT, TAP 35
Note: Project Number is for location reference only; it does not indicate priority ranking
*Project Funding Legend
MFT = Motor Fuel Tax (State)
Surface Transportation Program (Federal)
TAP= Transportation Alternatives Program (Federal)
ICC = Illinois Commerce Commission (State)
CMAQ = Congestion, Mitigation, & Air Quality Improvement Program (Federal)
Village of Plainfield
Transportation Plan
Page | 38
MODERATE PRIORITY BICYCLE AND PEDESTRIAN PROJECTS (5 TO 10 YRS)
TABLE 4.2
Project
Number Action Purpose Participants Preliminary
Estimate of Cost
Possible
Funding Sources*
Corresponding
Roadway
Project Number
8 Construct shared use path on IL 126 from
Meadow Lane to Van Dyke Road
Improve access to downtown core Plainfield $728,000 MFT, CMAQ, TAP,
STP
42
14 Construct shared use path to DuPage River Complete DuPage River Trail Connection Park District By Park District,
$798,000
16 Construct shared use path on IL 59 from IL 126
to Fraser Road
Eliminate gaps Plainfield $1,680,000 MFT, CMAQ, TAP,
STP
17 Construct shared use path on 135th Street from
Meijer store to Eaton Preserve
Provide access to park Plainfield $252,800 MFT, CMAQ, TAP,
STP
28 Extend shared use path across the CN railroad
tracks across US 30 on 127th Street
Increase safety for users crossing the
railroad tracks
Plainfield, CN, ICC $471,000 MFT, ICC 44
30 Fill-in gaps for shared use path on Van Dyke
Road from Lockport Street to north of 143rd
Street
Increase safety for users crossing the
railroad tracks
Plainfield $305,000 MFT, ICC 12
34 Construct paved shoulders on Plainfield-
Naperville Rd from 127th St to IL 59
Improve bicycle accommodations Plainfield $1,602,000 MFT, CMAQ, TAP,
STP
35 Add bike lanes on Wallin Drive, Van Dyke Road,
and Ottawa Street
Connect Lockport Street to the YMCA and
Middle School
Plainfield $12,500 MFT, CMAQ, TAP,
STP
37 Construct shared use path on Fraser
Road/Feeny Drive from Burgundy Drive to Lily
Cache Road
Connect to future Park District Bike Path Plainfield $792,400 MFT, CMAQ, TAP,
STP
42 Construct sidewalk on 248th from 127th Street to
119th Street
Eliminate gaps Plainfield $215,700 MFT, TAP
44 Construct continuous sidewalk on Plainfield-
Naperville Road
Improve pedestrian access along corridor Plainfield $1,165,000 MFT, TAP
Note: Project Number is for location reference only; it does not indicate priority ranking *Project Funding Legend
MFT = Motor Fuel Tax (State)
Surface Transportation Program (Federal)
TAP= Transportation Alternatives Program (Federal)
ICC = Illinois Commerce Commission (State)
CMAQ = Congestion, Mitigation, & Air Quality Improvement Program (Federal)
Village of Plainfield
Transportation Plan
Page | 39
LONG-TERM BICYCLE AND PEDESTRIAN PROJECTS
TABLE 4.3
Number Action
13 Construct pedestrian bridge across the river at McKenna Drive along the DuPage
River Trail (Joliet/Plainfield Township Park District Lead Agencies)
23 Pedestrian signals and crosswalks at County Line Rd & Caton Farm Rd (City of
Joliet)
27 Future shared use path intersection improvements at Renwick Rd & US 30
31 Railroad crossing improvements at Plainfield-Naperville Rd—provide paved
shoulders across the railroad tracks
32 Future shared use path extension across the railroad tracks at Main St
33 Future shared use path extension across the railroad tracks at Renwick Rd
36 Add a bike lane along Lockport St from DuPage River Bridge to the trail
connection at CN Railroad
45 Add sidewalks in all unincorporated subdivisions
46 Add Pedestrian crossing on south side of intersection at IL 59 at US 30
Note: Project Number is for location reference only; it does not indicate priority ranking
Village of Plainfield
Transportation Plan
Page | 40
SECTION 5 ROADWAY SYSTEM & TRANSIT IMPROVEMENTS
One of the Transportation Plan goals is to create a blueprint to maintain and improve the
quality of the existing Village transportation system, reduce auto trips, and enhance and
expand the existing transit service in the Village. This Section describes maintenance
needs of the Village‘s roadway system, identifies arterial and collector streets that lack
network continuity, intersections with insufficient capacity, outlines ways to improve traffic
flow through the Village, and recommends public transit services to reduce auto trips.
The overall Roadway Improvement Plan is illustrated on Exhibit 1 and specific projects are
shown in Tables 5, 6, and 7. Significant resident input also went into the development of the
plan, both from the web-based community mapping tool, online survey and in-person input
at community events and meetings (refer to Appendix A for public comments).
PAVEMENT MAINTENANCE PLAN
According to the US Census Bureau, the Village of Plainfield‘s population has tripled over
the past decade from 13,038 in 2000 to 39,581 in 2010. This population growth was also
accompanied by new residential and commercial developments and the rapid expansion of
the Village‘s roadway system. The Village of Plainfield has approximately 203 centerline
miles of roadway under its jurisdiction. The Village‘s Public Works Department creates and
administers an annual pavement maintenance program to help keep local Plainfield streets
in good working condition.
Figure 5.1
Existing
Pavement
Conditions, 2011
Source: 2011
Pavement
Management Report
Village of Plainfield
Transportation Plan
Page | 41
A Pavement Management Report was initiated by the Village in 2011. The average
pavement condition of Plainfield roadways was rated as ―Good‖ (79). A map illustrating the
current condition of Village roadways is included in Appendix D.
A continued investment in the pavement maintenance program is necessary for maintaining
convenient and safe circulation and reinforces the Village‘s commitment to maintaining
residents‘ quality of life and providing a supportive business environment. The results of the
2011 Pavement Management Report indicate that if the Village desires to maintain the
current condition of its roadways (79), it will require an annual investment of $4 million.
Presently, about $750,000 per year is allocated to maintain Plainfield‘s roadway system.
The Village roadway infrastructure is aging and the need for transportation maintenance far
outpaces the amount of funding available. Continuing the current investment of about
$750,000 annually will result in an overall Average Condition of 72 after five years (a drop of
7 points) and leave the overall local road network bordering on ―Fair‖ condition. The costs to
repair roads that fall into the ―Fair/Poor‖ category are typically much higher and the
likelihood of reconstruction vs. resurfacing is much greater.
Figure 5.2
Future Pavement Conditions, 2016
Source: 2011 Pavement Management Report
Village of Plainfield
Transportation Plan
Page | 42
EXISTING ROADWAY NETWORK NEEDS
The Village of Plainfield and other communities in the Will County region have grown rapidly
in recent years and this growth is projected to continue. Traffic volumes have doubled and
even tripled along sections of I-55 since the mid-1980‘s. The Village of Plainfield‘s
downtown core is at the convergence of three State Routes (IL 59, US 30, and IL 126). This
area experiences heavy truck volumes and is highly congested. Managing this congestion
is a top priority of Village residents. A map of the Existing Transportation System
developed as part of the 2013 Comprehensive Plan and is shown in Appendix C.
Network Capacity
The 2013 Comprehensive Plan identified the following areas that
experience frequent congestion and require capacity
improvements:
IL 59 at US 30: southbound left-turns storage is inadequate.
US 30 from IL 59 to I-55
Caton Farm Road (west of IL 59)
I-55/Il 126 Interchange
During the development of this Transportation Plan, many
residents also requested capacity improvements (such as the
construction of right turn lanes) at the following intersections with IL
59:
135th Street,
127th Street, and
119th Street.
These recommended improvements are shown in Exhibit 1.
Due to the Village‘s growth and planned future development, it is
important to examine traffic control at each intersection and
determine the best method to maximize the capacity of each
roadway. Traffic control alternatives (such as two-way stop
control, four-way stop control, and traffic signals) and geometric
improvements can play an important role in keeping traffic moving
efficiently through the Village streets.
Network Continuity
There are several collector and arterial roadways within the Village that lack network
continuity. These discontinuities increase travel times and roadway congestion. IL 59 is the
only continuous north-south roadway within the Village of Plainfield. Examples of network
discontinuities include:
Heggs Road does not continue south of 135th Street
Steiner Road does not continue north of 143rd Street
Van Dyke Road ends at 119th Street to the north and does not connect to Renwick
Road on the south
The I-55 frontage road is gapped between IL 126 and 143rd Street and between
Lockport Road and US 30.
143rd Street ends at Steiner Road
Figure 5.3
Capacity Improvements
(such as Right turn lanes) are
needed at the major
intersections with IL 59
Village of Plainfield
Transportation Plan
Page | 43
Offset intersections exist at Indian Boundary Line Road & Renwick Road, Renwick
Road and County Line Road, and at Main Street /James Street/Lockport Street.
Access Management
The goal of access management is to provide safe and efficient traffic flow while maintaining
access to adjoining properties. This includes regulating the placement of driveways and
entrances to minimize the interruption of traffic flow on the main road. Driveways and
entrances should be located away from intersections to minimize accidents, reduce traffic
interference, and provide adequate storage lengths for vehicles attempting to enter the
access points. Curbed medians can be used and median openings can be placed to
prevent driveway traffic from interfering with main intersections. Access management
decreases accident rates by removing potential conflicts between vehicles accessing
driveways and vehicles using the main road.
There is the potential for more industrial and commercial developments within the Village.
Because these developments may be constructed on undeveloped land, the Village has
developed guidelines regarding the quantity of entrances, their locations, and potential traffic
control at intersecting streets. Village guidelines for access spacing include the following:
Minimum 1/2-mile spacing between full access points.
Minimum 1/4-mile spacing between restricted access points (for example, right-
in/right-out) spacing.
No access permitted within 600 feet of a signalized intersection.
Specific access management strategies for each corridor should be examined further in a
future update of the Transportation Plan
RECOMMENDED IMPROVEMENTS TO THE PLAINFIELD ROADWAY NETWORK
The Village Village-wide roadway priorities include improving access to I-55, development of
the WIKADUKE Trail, the extension of 143rd Street east of Illinois Route 59, and the re-route
of Illinois Route 126. The overall Roadway Improvement Plan is illustrated on Exhibit 1 and
specific projects are shown in Tables 5, 6, and 7. Some of the overall recommendations to
improve the quality of the existing Village transportation system are discussed below.
INTERSTATE 55
US 30 Interchange—US 30 at I-55 is a full access Interchange. It is a grade-separated
diamond configuration with single lane exit and entrance ramps. The US 30/I-55
Interchange serves as an access point for traffic from the southern parts of Plainfield,
Romeoville, Lockport, Crest Hill, and the northern part of Joliet.
IL 126 Interchange—IL 126 is an east-west route that terminates at I-55. This partial access
interchange was originally constructed by converting each lane of IL 126 into ramps for the
interstate. Presently, service at the IL 126 interchange is limited to northbound entrance
movements to I-55 and southbound exit movements from I-55 to IL 126.
Potential I-55 Improvements at Airport Road and IL 126/Essington Road
The Villages of Romeoville, Plainfield, and Bolingbrook, along with IDOT
and the Federal Highway Administration (FHWA), are currently involved in
the Phase I Study and Planning process for access improvements to
Interstate 55. The I-55 study area is located between the Weber Road and
Village of Plainfield
Transportation Plan
Page | 44
US Route 30 Interchanges. The purpose of this project is to provide improved access to
Interstate 55 and
Improve regional connectivity
Accommodate forecasted travel demands
Reduce delay due to adverse travel demand on the local roadway network.
An interchange at Lockport Street/Airport Road and I-55 is proposed as part of this study.
The Village of Plainfield identified a connector road from 143rd Street to Lockport Street in
the alternatives being studied. The 143rd Street connection has been named the Lockport
Street bypass by the Village of Plainfield. This bypass is intended to route truck traffic at the
future Lockport/Airport Rd Interchange up to 143rd Street. This bypass will enable motorists
and truck traffic to travel to the major commercial and industrial areas within the Village
without having to travel through the heavily congested downtown core.
The proposed Phase I of the I-55 Interchange Study is fully funded with Federal and local
funding. However, Phases II and III are not currently included in the Department‘s Proposed
Multi-Modal Transportation Improvement Program but will be considered for inclusion in
future programs.
Figure 5.3 Lockport Street Bypass Location Map
The Lockport Street Bypass will enable motorists to access to the major commercial and industrial
areas in Plainfield without having to travel through the downtown core.
Village of Plainfield
Transportation Plan
Page | 45
US 30
US 30 is an arterial roadway that carries regional traffic
through the Village of Plainfield. It also provides access to
Interstate 55. US 30‘s two-lane rural roadway is
experiencing traffic volumes near the threshold for a four-
lane roadway. Growth in the western and northern areas of
the Village will result in traffic volumes exceeding the
available capacity on US 30.
A Phase I Engineering Study is recommended on US 30
from 119th Street to 143rd Street to address capacity
concerns. IDOT is currently in Phase II engineering for the
improvement of US 30 from IL 59 to I-55. Construction is
anticipated in 2014.
Figure 5.4 US Route 30 Phase 1 Engineering Study
Improvements are needed on US 30 between 119th Street and 143rd
Street to upgrade the roadway, increase capacity, and serve
projected traffic demand (labeled as #43 in this figure).
WIKADUKE TRAIL (RIDGE ROAD)
The WIKADUKE Trail is part of the Strategic Regional Arterial (SRA) system as designated
by the Illinois Department of Transportation (IDOT) and the Chicago Metropolitan Agency for
Planning (CMAP). The 2013 Comprehensive Plan defines the underlying concept behind
this project to be the provision of a continuous major north-south arterial to serve growing
travel demand in northwest Will County and Northeast Kendall County and link these areas
with western DuPage County and northeastern Grundy County. The WIKADUKE Trail will
be a major north-south arterial roadway on the west side of Plainfield in Kendall County. It
will connect Eola Road in Aurora to Interstate 80 and is designed to ease congestion along
the Village‘s north-south roadways.
IDOT completed an extensive study of the
WIKADUKE Trail to determine the ultimate
improvements needed to accommodate
future traffic at an acceptable level of service.
The proposed alignment within the Village of
Plainfield will be on Ridge Road.
Kendall County will be constructing a new
roadway between Wheeler Road and IL 126
in 2013.
Figure 5.5 Ridge Road Extension
This key segment is labeled as #26 on Exhibit 1
and will be part of the future WIKADUKE Trail.
Village of Plainfield
Transportation Plan
Page | 46
DRAUDEN/STEINER/HEGGS ROAD
The Drauden/ Steiner/ Heggs corridor is planned to be a
new major collector facility that will serve growth in
western Plainfield and commuter travel between Aurora,
Naperville, Shorewood, and Joliet. These improvements
will expand the existing collector street network and to
provide a continuous, north-south alternative to Illinois
Route 59.
Figure 5.6 Drauden/Steiner Heggs Connection
The connection between Steiner Road and Heggs Road is
labeled #22 on Exhibit 1.
119TH STREET
119th Street is part of the Strategic Regional Arterial (SRA) system as designated by the
Illinois Department of Transportation (IDOT) and the Chicago Metropolitan Agency for
Planning (CMAP). 119th Street will be a four lane Roadway connecting the WIKADUKE Trail
(Ridge Road) with IL 59. These improvements are driven by the continued growth that is
expected in the Plainfield, Naperville, Oswego, Bolingbrook, and Aurora.
The future 119th Street SRA includes a new connector road between Collins Road in
Oswego and 119th Street in Plainfield. This alignment is presented in Exhibit 1 and is shown
in Figure 5.7 below.
Figure 5.7 119th Street Extension
The geometry of the 119th Street extension will determine
the Village limits between Plainfield and Oswego.
Village of Plainfield
Transportation Plan
Page | 47
RENWICK ROAD
Plainfield Township recently completed the construction of a new, two-lane Renwick Road
Bridge over the DuPage River, including a major roadway realignment near the river. The
project will significantly improve the east-west traffic flow between southwestern Plainfield
and the major traffic corridors east of the DuPage River. Reconstruction and/or resurfacing
of Renwick Road between River Road and US 30 is required to accommodate the expected
increase in traffic.
IL ROUTE 126
The current location of Illinois Route 126 serves two major components of travel – regional
traffic, destined for Interstate 55, other connecting roadways, and local traffic destined for
downtown Plainfield. To accommodate the increased traffic into the Village and to expedite
regional traffic flow, the Comprehensive Plan and 2006 Corridor Study called for relocating
IL Route 126 to 143rd Street.
The future IL 126 alignment includes new connector road between School House Road and
143rd Street and between IL 59 and IL 126. This alignment is presented in Exhibit 1 and is
shown in the figure below.
Figure 5.8 Renwick Road Improvements
The recently constructed bridge over the DuPage River will result in
increased traffic volumes on Renwick Road.
Figure 5.9 IL 126 Realignment
The proposed alignment for IL 126 is highlighted in yellow.
Village of Plainfield
Transportation Plan
Page | 48
POTENTIAL PUBLIC TRANSIT SERVICES
Public transportation service in the Plainfield area is very limited. The on-line surveys and
public meetings revealed a strong interest in better access to public transportation for
seniors and lower income residents, others with special needs, and for residents to reduce
auto trips. Some of the recommended services identified by residents via the on-line
comment form or at public meetings are summarized in Table 5.1 below. Specific
comments from residents are shown on Page 15 in Appendix A.
PUBLIC TRANSIT NEEDS IDENTIFIED BY RESIDENTS
TABLE 5.1
Number Action
47 Provide Pace Bus service between downtown Plainfield and Joliet/Metra Station
48 Provide Pace Bus service along IL Route 59 thru Plainfield and to the Il Route 59
Metra Station
49 Increase the frequency of Pace service along I-55 to downtown Chicago—
completed May 2013
50 Provide a permanent parking lot for Pace Park & Ride services
Note: Project Number is for location reference only; it does not indicate priority ranking
Each of these Actions should be the subject of further study by Plainfield and the transit agencies.
IMPLEMENTATION OF TRANSIT IMPROVEMENTS
In response to the interests identified by Plainfield residents, the key transit
recommendations for this Transportation Plan are the following:
Work with the RTA, CMAP, Pace, and Metra to conduct a market analysis of the
Plainfield area to determine the best way to meet resident‘s needs. Additional
studies are needed to assess the market, understand current and potential users‘
travel needs and expectations, and evaluate the costs and potential benefits that
may be result from transit service improvements within the community.
Support the expansion of public transit services. Continue working with Pace and
Metra about providing/expanding service improvements within the Village.
In addition, the bicycle and pedestrian systems should be expanded to provide connections
to neighborhood amenities and provide support for future transit. If someone can easily and
conveniently walk or bike to a transit stop, they are more likely to choose transit.
Village of Plainfield
Transportation Plan
Page | 49
IMPLEMENTATION OF ROADWAY IMPROVEMENTS
The overall Roadway Improvement Plan is illustrated on Exhibit 1 and specific projects are
shown in Tables 5, 6, and 7. Significant resident input also went into the development of the
Plan, both from the web-based community mapping tool, online survey and in-person input
at community events and meetings. Projects were prioritized based on public, Village Board
and staff input, project readiness, potential for receiving matching funds, cost, and feasibility.
High priority projects are those than can be built within a 5-year time frame. Moderate
priority projects are those that can be built within the next 5 to 10 years. Long term
considerations are those that are anticipated to be constructed beyond the 10 year period,
require significant funding, and usually involve right of way acquisition. Most Moderate and
Long Term projects to not have guaranteed funding sources.
A simple and cost-effective way to integrate non-motorized users into the design and
operation of the transportation system is to include bicycle and pedestrian accommodation
as an incidental part of larger ongoing projects. Examples include:
Providing paved shoulders on new and reconstructed roads.
Restriping roads (either as a stand-alone project or after a resurfacing or
reconstruction project) to create a wider outside lane, Sharrows, or striped bike
lanes.
Building sidewalks and trails, and marking crosswalks or on-street bike lanes as
a part of a roadway improvement.
Many of the bicycle and pedestrian projects in this Plan may be incorporated into a larger
capital improvement by the Village. These projects are cross-referenced in each Table.
Projects that receive federal funding progress through 3 phases:
Phase I: Transportation needs and deficiencies will be identified, alternatives will be
developed and evaluated, and a preferred plan will be selected and potential Right-
of-Way identified.
Phase II: Detailed Construction Plans will be developed and land will be acquired.
Phase III: Construction begins.
A cost analysis was performed for the
Short-Term and Moderate considerations
with a base cost in 2013 dollars.
Segments were analyzed between major
intersections and a cost analysis was
provided for each segment. Major cost
items include right of way acquisition,
construction of the hot-mix asphalt
pavement, sidewalk and bicycle path
construction, earthwork, storm sewers,
removal and disposal of unsuitable soils
and materials (assuming poor soil
quality), and roadway lighting. Intersection improvements included the following: traffic
signal installation, transitional intersection lighting, reconstruction of the pavement of the
intersecting street to provide auxiliary lanes, and right of way acquisition. Items estimated
as a percentage of total construction cost included maintenance of traffic, contractor
mobilization, erosion control, relocation of utilities, contingency, and engineering required to
design and construct the improvements.
Village of Plainfield
Transportation Plan
Page | 50
HIGH PRIORITY ROADWAY PROJECTS (0 TO 5 YRS)
TABLE 5.2
Project
Number Action Purpose Participants Preliminary
Estimate of Cost
Possible
Funding Sources
Corresponding
Bike/Ped Project
Number
6 Plainfield-Naperville Road & 127th Street
Intersection Improvements
To increase roadway capacity and to
improve intersection operations
Plainfield, Bolingbrook,
Will County
$3,140,000 MFT, STP, HBP 3, 5
10 Reconstruct IL 126 & County Line Road
Intersection, Add turn lanes and traffic signals
To increase roadway capacity and to
improve intersection operations
Kendall County, Plainfield $1,150,000 Kendall County, MFT,
STP, HSIP
11 Traffic Signal Study at IL 126 & Meadow Lane
(IDOT is Lead Agency)
To improve intersection operations Plainfield, IDOT By IDOT 19
12 Grade Separation—Phase 1 Study at 143rd
Street & CN Railroad Crossing
To reduce congestion due to increased rail
traffic
Plainfield, CN, ICC, FRA, IDOT $2,400,000 ICC, MFT, State, STP 30
20 Phase 2 Engineering Study, 143rd Street
Extension from IL 59 to IL 126
To improve east-west regional access
through the region and to serve projected
traffic demand.
Plainfield $900,000 MFT, STP
22 Construct new roadway between 143rd Street and
135th Street (Drauden/Steiner/Heggs Connection)
To improve north-south regional access
through the Village and to serve projected
traffic demand.
Plainfield $6,250,000 MFT, STP
23 Lockport Street- Bypass Feasibility Study To improve regional access through the
Village and to serve projected traffic
demand created by I-55 improvements
Plainfield $200,000 MFT
26 WIKDADUKE Trail (Ridge Road)-Construct new
roadway between Renwick Road and IL 126
To improve north-south regional access
through the Village and to serve projected
traffic demand.
Kendall County By County,
$8,360,000
32 Reconstruct Renwick Road from River Road to IL
59
To upgrade roadway and serve projected
traffic demand
Plainfield, Plainfield Township $5,230,000 MFT, STP, Plainfield
Township
10, 26
33 Conduct I-55 Interchange Study (I-55 at IL 126
and I-55 at Lockport Street/Airport Road)
To improve regional access to adjoining
communities and serve projected traffic
demand
IDOT, FHWA,
Bolingbrook,
Romeoville, Plainfield
$400,000
MFT, State, STP
35 Resurface IL 126 from Wallin Drive to IL 59 To extend pavement service life IDOT By State, $600,000 State 20, 21, 53
39 Widen and Reconstruct US 30 from IL 59 to I-55 To upgrade roadway, increase capacity,
and serve projected traffic demand
IDOT By State,
$32,469,000
State 27, 46
42 IL 126 & Wallin Drive Intersection Improvements
(traffic signals and pedestrian crossings)
To improve traffic flow , pedestrian access,
and intersection operations
Plainfield $450,000 MFT 8, 20
43 Reconstruct intersection & install permanent
traffic signals at 143rd Street & US 30
To improve traffic flow and intersection
operations
Plainfield, IDOT $2,800,000 MFT, State, STP 7
44 Phase 1 Engineering Study to reconstruct US 30
from 119th Street to 143rd Street
To upgrade roadway, increase capacity,
and serve projected traffic demand
Plainfield, IDOT $1,050,000 MFT, STP 28
45 Reconstruct 127th Street from IL 59 to DuPage
River
To upgrade roadway, increase capacity,
and serve projected traffic demand
Plainfield,
Wheatland Township
$5,630,000 MFT, STP 5
46 Widen and Resurface 135th Street from Van
Dyke Road to IL 59
To upgrade roadway and reduce
congestion
Plainfield $4,530,000 MFT, STP 52
47 Reconstruct Renwick Road from IL 59 to US 30
to provide a 5 lane roadway section
To upgrade roadway and serve projected
traffic demand
Plainfield $3,800,000 MFT, STP, Plainfield
Township
27, 41
Note: Project Number is for location reference only; it does not indicate priority ranking *See next page for Funding Legend
Village of Plainfield
Transportation Plan
Page | 51
MODERATE PRIORITY ROADWAY PROJECTS (5 TO 10 YRS)
TABLE 5.3
Project
Number Action Purpose Participants Preliminary
Estimate of Cost
Possible
Funding Sources*
Corresponding
Bike/Ped Project
Number
1 & 21 Complete Phase 1 Engineering Study to
construct 143rd Street Extension—County Line
Road to Steiner Road, S-Curve from Lockport
Street/Schoolhouse Road to 143rd Street
To improve east-west regional access
through the region and to serve projected
traffic demand.
Plainfield $1,420,000 MFT
3 IL 59 & 119th Street Intersection Improvements
(Widen pavement to add turn lanes & upgrade
traffic signals)
To improve traffic flow Plainfield, IDOT $2,480,000 MFT, STP, TAP 25
4 IL 59 & 135th Street Intersection Improvements
(Widen pavement to add turn lanes & upgrade
traffic signals)
To improve traffic flow Plainfield, IDOT $2,480,000 MFT, STP, TAP 52
5 IL 59 & 127th Street Intersection Improvements
(Widen pavement to add turn lanes & upgrade
traffic signals)
To improve traffic flow Plainfield, IDOT $2,090,000 MFT, STP, TAP 22
7 Main Street/James Street Intersection
Realignment
To improve safety Plainfield, IDOT $3,140,000 MFT, STP, HSIP
12 Complete Phase 2 Engineering and Construct
grade-separated railroad crossing at 143rd Street
& CN Railroad
To reduce congestion due to increased rail
traffic
Plainfield, CN, ICC,
FRA, IDOT
$30,000,000 ICC, CN, MFT, State,
Grade Crossing
Protection Program,
STP
20 Construct 143rd Street Extension from IL 59 to IL
126
To improve east-west regional access
through the region and to serve projected
traffic demand.
Plainfield $19,400,000 MFT, STP
44 Phase 2 Engineering study to reconstruct US 30
from 119th Street to 143rd Street
To upgrade roadway, increase capacity,
and serve projected traffic demand
Plainfield, IDOT $1,050,000 MFT, STP 28
48 Widen asphalt shoulders on IL 126 from Lockport
Street to IL 59
To improve safety for bicyclists Plainfield, IDOT $230,000 State, MFT, STP 53
Note: Project Number is for location reference only; it does not indicate priority ranking
*Project Funding Legend
MFT = Motor Fuel Tax (State)
Surface Transportation Program (Federal)
TAP= Transportation Alternatives Program (Federal)
ICC = Illinois Commerce Commission (State)
CMAQ = Congestion, Mitigation, & Air Quality Improvement Program (Federal)
HSIP = Highway Safety Improvement Program (Federal)
HBP = Highway Bridge Program (Federal)
CN = Canadian National (private)
Village of Plainfield
Transportation Plan
Page | 52
LONG-TERM ROADWAY PROJECTS
TABLE 5.4
Number Action
1 & 21 Construct 143rd Street Extension—County Line Road to Steiner Road, S-Curve
from Lockport Street/Schoolhouse Road to 143rd Street
2 Install traffic signals at 135th Street & Heggs Road
8 111th Street at US 30--Channelization and traffic signals (IDOT is Lead Agency)
9 IL 126 at Schlapp Road—Channelization and traffic signals (IDOT is Lead
Agency)
13 Construct Grade Separated Railroad Crossing at Main Street & CN Railroad
14 Eastern Avenue & IL 126 Intersection Improvements
15 Center Street & IL 126 Intersection Improvements
16 Heggs Road & 127th Street Traffic Signal Installation
18 Add Streetscaping/Gateway Signage on IL 59 near Lockport Street
19 Grande Park Blvd Traffic Signal Installation at 135th Street
24 Van Dyke Road Extension—Lockport Street (IL 126) to Renwick Road
25 County Line Road Extension—IL 126 to 143rd Street (Development project)
27 119th Street Realignment—Ridge Road to US 30
28 Renwick Road Realignment—County Line Road to Indian Boundary Road
29 US 30 Realignment at 127th Street Intersection
30 Rolf Road realignment at Lily Cache Road
31 Indian Boundary Road realignment at County Line Road (Development project)
34 Construct I-55 Frontage Roads—from US 30 to IL 126 (IDOT is lead agency)
36 Provide on-street parking on Lockport Street at Town Square (across from Village
Hall)
37 Conduct Speed Limit Study on IL 126 from County Line Rd to Wallin Drive
38 Install traffic calming measures on Meadow Lane
40 Widen IL 59 to three lanes in both directions from 95th Street to Caton Farm Road
(IDOT Project)
41 Continue the downtown streetscaping improvements west of DuPage River to
Van Dyke Road
Note: Project Number is for location reference only; it does not indicate priority ranking
Village of Plainfield
Transportation Plan
Page | 53
Section 6 Funding Mechanisms
It is essential that the Village have enough revenue to implement the projects identified in
the Plan and maintain the Village‘s transportation system. Funding for the Transportation
Plan improvements will come from several public sources including federal, state, county,
and township programs, as well as from private sector development. Some of the funding
streams available that the Village can use towards transportation projects and are described
in the following sections:
General Revenue,
Developer-funded improvements,
Motor Fuel Tax Fund, and
Federal funding
GENERAL REVENUE
The Village‘s general fund revenue for fiscal year 2013-14 is approximately $20.9 million.
General revenue is derived from a variety of sources, which are illustrated in the figure
below:
Figure 6.1
Village Of Plainfield General Fund Revenues, FY2013-14
The Village of Plainfield‘s local gas tax is 4 cents per gallon. The Village also receives a
1% municipal sales tax imposed on retail sales made within the Village of Plainfield. The
revenue generated by these taxes is used to fund the Public Works Department, Plainfield
Police Department, Administration, Building Department, Planning Department, and provide
other vital services to Village residents. The Village also uses these revenues to fund
transportation improvements. The Village‘s 2013-14 capital budget includes $3.1 million for
roadway, bridge, bike path, and signal engineering and improvements.
Village of Plainfield
Transportation Plan
Page | 54
General Obligation Bond (GOB) Issue
Issuing general obligation bonds is one way to finance an entire project or to finance the
Local Match of a project receiving federal funding. The Lockport streetscape project is one
such example of financing transportation improvements through general obligation bonds.
$6.5 Million in bonds were secured to fund the downtown Plainfield improvements and the
Village is currently using sales tax revenues to repay bond holders.
Vehicle Stickers
In years past, the Village of Plainfield issued vehicle stickers for all motor vehicles registered
to an address within the Village limits. The fees provided approximately $250,000/year in
revenue for the Village, which was used for maintaining existing roadways. The Village may
consider reinstating motor vehicle registration/vehicle stickers to provide additional funds for
roadway maintenance, such as the annual resurfacing program.
DEVELOPER-FUNDED IMPROVEMENTS
Between 2000 and 2010, the population tripled within the Village of Plainfield. This
population growth was also accompanied by new residential and commercial developments
and the rapid expansion of the Village‘s roadway system. The Renwick Road and Drauden
Road improvements were built in conjunction with the Springbank and Creekside
subdivisions and are examples of major roadway projects that were designed, built, and
funded by developers.
Traffic Impact Fees
New developments within the Village generate vehicular traffic and put a strain on the
existing roadway system. Through the imposition of traffic impact fees, new developments
have historically provided an additional funding source for roadway improvements with in the
Village of Plainfield. Traffic impact fee revenues were as high as $1.3 Million in 2006/07.
These fees are currently suspended, but the Village may consider reinstating the traffic
impact fee when the housing market begins to expand.
The dramatic downturn in the economy also brought the housing market to a halt, which
stalled the growth of the Village in recent years. An improving economy will once again
stimulate growth within the Village and put a strain on the existing roadway system.
However, the developer-funded capital improvements cannot be depended upon when the
housing market begins to expand again in the future. The Village of Plainfield must find
ways to finance the improvements, such as increasing capacity and constructing
intersection improvements, with less financial assistance from developers.
MOTOR FUEL TAX (MFT)
The Illinois Motor Fuel Tax (MFT) Fund is derived from a tax on operating motor vehicles on
public highways and is distributed in proportion to population. MFT funds can be used for
capital improvements and maintenance. The Village of Plainfield‘s MFT allotment is
approximately $1.1 Million annually, which is used on the annual resurfacing program, snow
removal, and de-icingsalt purchases.
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The MFT fund provides revenue that is dedicated to roadway-related improvements, but the
$1.1 Million allotment is about one-fourth of the $4 million annually needed to maintain the
current condition of the Village‘s 203 centerline miles of roadways.
Motor Fuel Tax (MFT) Bond Issue
The Village is allowed to bond up to one-half of its annual MFT allotment for the purpose of
implementing transportation construction projects. The Village receives approximately $1.1
Million per year in Motor Fuel Tax disbursements from the State of Illinois. As an example, if
the Village were to bond one-half of its annual MFT allotment for 10 years, approximately
$5,500,000 could be generated towards the Local Match of a federally-funded project. The
downside to this approach is that these funds would not be available for other important
transportation improvements in the Village for a ten-year timeframe.
FEDERAL FUNDING
On July 6, 2012, President Obama signed into law P.L. 112-141, the Moving Ahead for
Progress in the 21st Century Act (MAP-21). MAP-21 is the first long-term highway
authorization enacted since 2005. Several new federal programs were established and
many others were consolidated. The maximum federal participation for a project is
generally 80%, which requires a minimum 20% local match. The resources for the local
match may include general revenue, motor fuel tax revenue, impact fees, State funds,
developers, or businesses. Presented below are federal programs available for roadway
and walking/bicycling projects in the Village of Plainfield.
Roadway Projects
Federal funding for roadway improvements includes programs such as Surface
Transportation Program (STP), Congestion Mitigation and Air Quality (CMAQ), and the
Highway Safety Improvement Program (HSIP). Projects must meet federal eligibility rules
and most must be on roadways that are on the Federal-Aid Highway System. The 5-Year
Classification Maps are included in the Appendix and illustrate which routes are on the
Federal-Aid Highway System. At a minimum, roads need to be classified as a Collector to
be eligible for Federal Aid funds. The following Village roadways are Federal Aid Routes
and are therefore eligible for Federal-Aid funding; Renwick Road, Fraser Road, Fort Beggs
Drive, 143rd Street, 135th Street, 119th Street, River Road/James Street, Van Dyke Road and
Drauden/Steiner Road. It is recommended that Village streets serving a collector function,
such as 127th Street, be added to the Federal Aid Route system. Then, the Village may
receive Federal funding assistance for projects on those roadways.
Bicycle and Pedestrian Projects
Federal funding for bicycle and pedestrian infrastructure improvements is available through
the Transportation Alternatives Program (TAP). This program is administered by IDOT and
projects must meet federal eligibility rules. The TAP replaces funding from pre-MAP-21
programs, such as the Illinois Transportation Enhancements Program (ITEP), Recreational
Trails Program (RTP), Safe Routes to School (SRTS), and several other discretionary
programs, and wraps them into a single funding source.
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The Chicago Metropolitan Agency for Planning (CMAP) also maintains a list of potential
funding sources for walking/bicycling projects and programs in Northeastern Illinois at
http://www.cmap.illinois.gov/bike-ped/funding-sources.
Surface Transportation Program (STP)
The Federal Surface Transportation Program provides funding to municipalities for
projects on the Federal-Aid Highway System. Eligible projects include roadway
reconstruction, road rehabilitation, pavement widening/add lanes, intersection
improvements, traffic signals, Right of Way acquisistion, street lighting, sidewalks and
storm sewer improvements. The Will County Governmental League (WCGL) receives
approximately $5 million a year in STP funds and is responsible for programming the
funds for transportation improvements within Will County. The WCGL STP Funding
Methodology is as follows:
No Federal participation in Phase I Engineering and Right-of-Way Acquisition.
80% maximum Federal participation in Phase II Engineering.
Construction and Construction (Phase III) Engineering is funded at a maximum
Federal Participation of 80%.
The WCGL limits their federal participation on any one project to $2,500,000.
Approximately every 3 years, there is a call for eligible projects. Each project is ranked
and then selected to be included in the Surface Transportation Program.
Congestion Mitigation and Air Quality Improvement Program (CMAQ)
The CMAQ program funds transportation projects to help the Chicagoland region meet
the requirements of the Clean Air Act Amendments of 1990. The CMAQ program
encourages the construction of projects that will reduce congestion and/or provide an air
quality benefit through transportation improvements. The federal participation amount
for CMAQ projects is 80% with a 20% local match. Eligible projects include the following:
Traffic flow improvement projects (bottleneck elimination, intersection
improvements such as adding turn lanes or traffic signals). Potentially eligible for
funding are the following intersections; IL 59 at 119th Street, IL 59 at 127th Street,
and IL 59 at 135thStreet.
Traffic signal interconnects to provide better progression along major corridors.
Transit projects.
Bicycle and pedestrian facility projects.
Bicycle parking/bicycle encouragement projects.
Commuter parking projects
CMAQ funds are administered by the Chicago Metropolitan Agency for Planning
(CMAP). CMAP typically has a call for project applications in December of each year.
Highway Safety Improvement Program (HSIP)
The HSIP program is a federal-aid funding program with the goal of achieving a
significant reduction in traffic fatalities and serious injuries on all public roads. Highway
safety improvement projects correct or improve a hazardous road location or feature, or
address a highway safety problem. Examples include guardrail, intersection
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channelization, signing and pavement markings or other similar elements. To achieve
the maximum benefit, the program focuses on cost effective use of the funds allocated
for safety improvements. Priority is typically given to projects having a higher total
number of fatalities and serious injuries affected. Approximately $9 million in funding for
the local highway system in the State of Illinois was available in 2012.
All phases of safety improvement projects are eligible for reimbursement, including
preliminary engineering, land acquisition, construction, and construction engineering.
The federal funding level is a maximum of 90% of the total improvement cost with the
local agency responsible for the 10% matching funds. Applications for the HSIP are
received annually by the Illinois Department of Transportation at District 1.
Transportation Alternatives Program (TAP)
The Transportation Alternatives Program (TAP) is a federally-funded competitive
program that promotes alternative means of transportation. TAP provides funding for
community based projects that expand travel choices and enhance the transportation
experience by improving the cultural, historic, aesthetic and environmental aspects of
transportation infrastructure. The Village may receive up to 80 percent reimbursement
for eligible project costs. The remaining 20 percent is the responsibility of the Village.
Eligible projects include the following:
Construction, planning, and design of infrastructure-related projects and
systems that will provide safe routes for non-drivers, including children, older adults,
and individuals with disabilities to access daily needs.
Conversion and use of abandoned railroad corridors for trails for pedestrians,
bicyclists, or other nonmotorized transportation users.
Construction of turnouts, overlooks, and viewing areas.
Community improvement activities, including—
o inventory, control, or removal of outdoor advertising;
o historic preservation and rehabilitation of historic transportation facilities;
o vegetation management practices in transportation rights-of-way to
improve roadway safety, prevent against invasive species, and provide
erosion control; and
o archaeological activities relating to impacts from implementation of a
transportation project.
Any environmental mitigation activity, including pollution prevention and pollution
abatement activities and mitigation to—
o address stormwater management, control, and water pollution prevention
or abatement related to highway construction or due to highway runoff; or
o reduce vehicle-caused wildlife mortality or to restore and maintain
connectivity among terrestrial or aquatic habitats.
Federal-aid programs can contribute a significant portion of the funds needed for
transportation improvement projects. However, the administrative burden of a federal-aid
project is substantial. In addition, the project scope and scale of a project may expand
because of federal procedures and standards. Projects must be refined through the
National Environmental Policy Act (NEPA) process, which can add years to the project
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schedule. The NEPA process evaluates social and economic impacts, impacts to
agricultural land, cultural impacts, and effects on air quality, noise, natural resources, water
quality, flood plains, wetlands, special waste, and other issues. Federal-aid procedures also
require that a problem has to be looked at systematically over a twenty-year planning
horizon. This may involve changes that significantly increase the cost of the project (and the
amount of matching funds required of the Village).
Section 7 Recommendations
The Village‘s transportation system influences patterns of growth and economic activity by
providing access to land and providing for the mobility of people and goods. To prepare the
Village of Plainfield for future growth and meet the challenges of traffic congestion, more
work is needed.
This Plan describes the improvements for roadway, bicycle, pedestrian and transit
improvements, provides associated cost estimates, and discusses potential funding
mechanisms. The key recommendations in the Plan include the following:
Support the expansion of public transit services. Continue working with Pace and
Metra about providing/expanding service improvements within the Village.
Work with the RTA, CMAP, Pace, and Metra to conduct a market analysis of the
Plainfield area to determine the best way to meet resident‘s needs. Additional
studies are needed to assess the market, understand current and potential users‘
travel needs and expectations, and evaluate the costs and potential benefits that
may be result from transit service improvements within the community.
Add collector roadways to the Federal Aid Route System to make them eligible for
Federal Aid funds.
Use the prioritized list of projects and cost estimates to apply for federal or State
funds when they become available.
Expand the bicycle and pedestrian systems to provide connection to neighborhood
amenities and provide support for future transit. By providing alternate means for
people to travel within the community, roadway congestion can be reduced.
Work with IDOT to eliminate bicycle/pedestrian gaps on State roadways.
Consider a General Obligation or Alternative Revenue (sales tax) Bond issue.
Continue seeking meaningful developer contributions/improvements.
Consider an MFT Bond issue.
Reinstate Village vehicle stickers.
Reinstate development traffic impact fee.
This Transportation Plan will serve as a guide and provide a framework for capital
improvements within the Village. This Plan incorporates the public perspective on potential
improvements and will also be an invaluable tool to aid in applying for funding. Several
revenue sources that can help fund the transportation improvements within the Village are
presented in this report. However, the range of funding options available versus the
significant costs of the improvements presents numerous challenges.
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The total cost of the High Priority bicycle, pedestrian and roadway projects presented in this
Plan is $52.2 million. Constructing these improvements within the next 10 to 20 years would
require a significant annual investment, in addition to yearly roadway maintenance costs.
Approximately $4 million per year is needed to maintain the current condition of the Village‘s
existing roadway system. Regular and scheduled maintenance of the Village‘s roadway
facilities helps ensure the continuation of high quality services.
The Village should consider allocating additional financial resources to fund the roadway,
bicycle, and pedestrian improvements discussed in this Plan. Based on the funding made
available, a new, 5-Year Capital Plan can be developed to implement the Village‘s vision for
the future.
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References
FEDERAL OR STATE DOCUMENTS
GO TO 2040 Regional Comprehensive Plan, CMAP
Bureau of Design & Environment Manual, Chapter 17-Bicycle and Pedestrian
Accommodations, IDOT, 2013
Guide for the Planning, Design, and Operation of Bicycle Facilities, Fourth Edition,
AASHTO, 2012
The Transportation Planning Process: Key Issues Publication Number FHWA-HEP-07-039,
FHWA & FTA, September 2007
Manual on Uniform Traffic Control Devices (MUTCD) 6th Edition, AASHTO, 2011
Illinois Long Range State Transportation Plan-Freight Mobility Plan, November 2012
WEBSITES
Federal Highway Administration, http://www.fhwa.dot.gov/map21/tap.cfm
Chicago Metropolitan Agency for Planning, www.cmap.illinois.gov
Metra, http://metraconnects.metrarail.com/star.php
Pace, http://www.pacebus.com/
Pedestrian and Bicycle Information Center, www.bicyclinginfo.org
National Complete Streets Coalition, www.completestreets.org
FHWA Bicycle and Pedestrian Program, www.fhwa.dot.gov/environment/bikeped
Potential I-55 Improvements Study, http://www.airportand126study.com/index.html
Village of Plainfield Fiscal Year 2013-2014 Budget, http://plainfield-il.org/