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Transportation

Section 4

Transportation is a very critical issue for the residents of Plainfield, as was expressed in the Community Survey. Because of the orientation of the major arterial streets in Plainfield, the limited access to Interstate 55, the lack of continuous routes for north-south travel, and with the downtown being at the convergence of three state highways, high volumes of through traffic (trucks in particular) are routed through the downtown core area. This creates traffic congestion and bottlenecks in the system due to road capacity limitations. Managing this congestion is one of the foremost priorities of Village residents, along with expanding the road network to support new growth areas.

Other transportation priorities include providing a wider range of travel options to reduce reliance on the automobile for a greater range of trips, including Metra commuter rail service along the Elgin, Joliet & Eastern Railroad line, community-serving Pace bus service, and an expansive bike trail system. The purpose of the transportation plan is to ensure that the transportation system will continue to function, and function well, as the Village grows. This will require an improvement to the existing facilities and the addition of new facilities. An improved arterial network will relieve congested areas, the downtown core in particular, of some through traffic. An expanded collector street network will ensure that local traffic can move throughout the community without having to use arterials for all trips. If the arterial and collector network is adequate, meaning a continuous system with sufficient capacity, cut-through traffic within neighborhoods will not be a problem.

GOALS OF THE TRANSPORTATION PLAN

The following goals were developed for the Village's 1995 Transportation Plan. These goals continue to be applicable and appropriate as the Village plans it's transportation system over the next 20 years. Modifications of these goals and new goals developed for this Comprehensive Plan are depicted in italics: · · · Develop alternative routes to supplement the existing regional arterials. Build the WIKADUKE Trail. Improve access to Interstate 55.

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· · Decrease the amount of non-local or "through" traffic penetration in the downtown area and existing neighborhoods and subdivisions. Develop a truck routing plan that removes truck traffic from the downtown core and make implementation a priority. Develop and expand the community's arterial street system to serve both existing development and new growth areas (both within and outside of existing Village limits). Expand and better define the collector roadway system throughout the community serving existing and new developments (i.e., subdivisions, industrial parks, commercial centers), and develop proper connections to the arterial street system. Develop access management policies and design standards to support the appropriate functions of each classification of roadway (i.e., regional (major) arterials, community (minor) arterials, and collector roadways. Increase the safety (i.e., reduce accident potential, improve sight distance) of the overall street system, considering vehicle flow, railroad crossings, and bicycle and pedestrian traffic. Provide sufficient pavement width and/or traffic control systems to achieve satisfactory Level of Service at signalized intersections. Utilize intelligent transportation system (ITS) technologies to maximize the efficiency of existing facilities. Provide better pedestrian and bicycle linkages to appropriate land use destinations. Secure Metra commuter rail service on the Elgin, Joliet & Eastern Railroad with a transit station near and integrated with the downtown core. Initiate community-serving Pace bus service. Encourage collaboration with local, state, and federal agencies, (and funding from the same), for transportation planning that provides assistance for construction, improvement, design of more adequate roads.

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ROADWAY FUNCTIONAL CLASSIFICATION SYSTEM

Roadways have two basic functions:

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To provide mobility To provide land access

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From a design standpoint, these functions are incompatible. For mobility, high speeds and uniform traffic flows are desirable; for land access, low speeds are desirable, usually accompanied by inconsistent flows. More restrictive access controls permit increased mobility and travel at higher speeds in a more uniform manner. Travel involves movement through a network of roadways. For transportation planning purposes, as well as for design purposes, roadways are most effectively classified by function to provide for the movement of traffic through this network. Functional classification reflects four distinct stages of trip-making, including primary movement, collection/ distribution, access, and termination. To facilitate these movements, four general classes of roadways are recognized: freeways, arterials, collectors, and local streets. Arterials and collectors are commonly subdivided into major and minor designations based on location, service function (i.e., mobility, land access) and design features (i.e., right-of-way, road capacity, continuity within system, speed limits, parking controls, traffic signal spacing, etc.) Each element of a functional hierarchy serves as a collecting/distributing facility for the next higher element of the system, and each functional class should intersect with facilities of the same and adjacent classifications. The adjacent figure schematically shows the general relationship of functionally classified systems in serving land access and mobility. The characteristics of the facilities within each roadway classification are summarized in the table on the following page and described below. The recommended roadway classification system for the Village of Plainfield is also shown in this table and is illustrated in the Functional Classification Graphic at the end of this section.

Freeways Freeways provide a high-degree of mobility, with access limited to grade-separated interchanges, spaced at least one mile apart, to preserve the high-speed (45-65 mph), high-volume characteristics of the facility. These facilities are typically part of the state or federal highway system. Interstate 55 is the only freeway that adjoins Plainfield. Arterials Major arterials are intended to provide a high degree of mobility and function as the primary travel routes for vehicles entering, leaving, and passing through urban areas. They are generally located about a mile apart to form a grid street system and are intended to carry high volumes at high operating speeds (35-45 mph) and have adequate capacity to operate at high levels of service. Although major arterials do interconnect with such major developments as central business

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CHARACTERISTICS

Location Link to Regional Road System

Serves as Continuous a state and regional roadway None 4 miles 1 mile 45-65 mph 30,000150,000 150400 ft Prohibited No Re- Interchange stricspacing; no tions land access Supplements capacity of arterial street system and provides high speed mobility

I-55

Classification

Continuity Direct Land Access Spacing Intersection Spacing Typical Speed Limit Typical ADT Typical Parking RightofWay Trucks Management Tools Comments

Function

Mobility

Plainfield System

Freeway/ Expressway

Within natural community separations; defining development, not separating it Continuous 1-2 miles 1/2 mile 35-45 mph 10,00050,000 80-150 ft Prohibited

Regional Traffic Movement

Provides high level of mobility within and between metropolitan areas

Major Arterial

Limited; major generators only

Backbone of street system

IL 59 IL 126 US Route 30 119th Street 143rd Street Caton Farm Road Wikaduke Trail

Primary ­ Inter-community, intrametro, traffic movement Secondary ­ Land Access

Provides high level of mobility within and between major subareas of a metropolitan area

Within Yes natural community separations; defining development, not separating it

No Re- Land access stricspacing; tions traffic signal timing, preferential access for transit

Minor Arterial

Continuous 1/2-1 mile 1/4 mile 30-35 mph 5,00030,000 On edges of development and neighborhoods Generally not desirable

60-120 ft

Generally Prohibited

111th STreet 127 th Street Renrick Rd County Line Rd

Primary ­ Inter-community, intrametro, traffic movement Secondary ­ Land Access No 1/2 mile or less 300 feet 25-30 mph 1,00015,000

Provides mobility within and between adjacent subareas of a metropolitan area

Restricted; some movements may be prohibited; number/ spacing of driveways controlled

Restricted as necessary

Traffic signal timing, land access spacing

Complements the major arterial street system

Collector

On edges or within neighborhoods Not necessarily continuous Safety controls; limited regulation

6080 ft

Limited

Drauden Steiner Heggs Rd Van Dyke Rd Plainfield-Naperville Rd 248th Street Book Rd Essington Rd 135th Street Lockport Rd Walker Rd

Primary ­ Collect/ distribute traffic between local streets and arterial system Secondary ­ Land access Tertiary ­ Inter-neighborhood traffic movement Within neigh- Never borhoods and other homogeneous land use areas None

Provides mobility between neighborhoods and other land uses

ReGeometry, stricted number of as lanes, access necessary

Through traffic should be discouraged

Local

Land Access

Provides mobility within neighborhoods and other homogeneous land use areas

Safety controls As needed 300 feet only

25 mph

< 2,000

5060 ft

Permitted

Permit- Stop signs, ted as cul-de-sacs, neces- diverters sary

Through traffic should be greatly discouraged through design

Transportation

districts, large suburban commercial centers, industrial parks and residential areas, access management is essential to preserve capacity. Signalized intersections should be spaced far enough apart (typically 1/2-mile as a minimum) to permit efficient two-way progression of traffic, and left- and right-turn lanes should be provided at these intersections to ensure that traffic capacity and level of service are maintained. In the Chicagoland area, the Illinois Department of Transportation has identified a network of major arterials called Strategic Regional Arterials (SRAs), which are intended to accommodate a significant portion of long-distance, high-volume automobile and commercial traffic in the region. The SRA system is a 1,387-mile network of existing roads encompassing route segments in Will, Cook, DuPage, Kendall, Kane, Lake, and McHenry counties. Design concepts have been developed for three types of SRA routes (urban, suburban, and rural) and studies have been or will be prepared for the facilities in the system. In the Plainfield area, IL 59, 119th Street, Caton Farm Road, and the WIKADUKE Trail are designated SRAs. Minor arterials interconnect and augment the major arterial system by accommodating somewhat shorter trips to and from residential, shopping, employment, and recreational activities at the community level. As such, operating speeds and road capacity may be less than that of major arterials, with less stringent controls on property access. The following facilities are classified as major and minor arterials in Plainfield:

Major Arterials

US Route 30 IL 59 IL 126 WIKADUKE Trail 119th Street 143rd Street Caton Farm Road

Minor Arterials

111th Street 127th Street Renwick Road County Line Road

Collectors The collector street system is designed to support the arterial network. Collector streets are generally located at the 1/2-mile points within the grid system and consist of mediumcapacity, medium volume streets that serve to link high-level arterial streets to lower level local streets. Operating speeds are typically lower on collectors than arterials and should have limited continuity to not encourage through traffic but still provide for lo-

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cal movement of vehicles between residential, commercial and industrial areas of the community. The collector system provides for some direct land access, but to a more

Major Collectors

Drauden/Steiner/Heggs Road Van Dyke Road (North of Lockport) Plainfield-Naperville Road 248th Street Book Road Essington Road 135th Street Lockport Road Walker Road Normantown Road

Minor Collectors

Eastern Avenue River Road Old Indian Boundary Line Road I-55 Frontage Road Fort Beggs Street Van Dyke Road (South of Lockport) Fraser Road Lily Cache Road Howard Street Fritz Road Rolf Road Meadow Lane

limited degree than local streets. Major collectors in Plainfield tend to be located on the edges of residential neighborhoods, while minor collectors penetrate the neighborhoods and may permit curbside parking. The following facilities are classified as major and minor collectors in Plainfield:

Local Streets Local streets provide direct land access. Movement of local streets is incidental and involves traveling to or from a collector facility. Therefore, trip lengths on local streets are typically short and, as a result, volumes and speeds on these streets are typically low. The local street system is also typically planned to ensure that all neighborhoods are accessible by at least two routes for emergency and service vehicles.

The role of the local street system is to carry traffic and provide for safe and convenient access to housing areas and other land uses. Local streets also serve a social function for residents. Neighborhood streets are often a place where neighbors can meet, children can play, or residents can bike or walk when sidewalks are not provided. These two roles can, however, create potential conflicts.

Guidelines for Uses of Local Streets

· · · Local streets should be protected from through traffic. Local streets should be protected from vehicles traveling in excess of 30 mph. Local streets should be protected from parking unrelated to residential or commercial activities of the neighborhood.

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To Achieve the Above Uses:

· · · Street layout, design, and control should express and reinforce the street function. The overall street network for the community should include higher-capacity streets capable of accommodating through traffic. Residential streets should be linked to traffic-carrying streets (arterials and collectors) in a way that simultaneously provides good access to other parts of the community and region and minimizes the chances of residential streets being used by through traffic.

EXISTING TRAFFIC CONDITIONS AND ROADWAY DEFICIENCIES

While traffic volume is not a specific element in functional classification, it provides a general indicator regarding roadway function. Historic average daily traffic volume data was obtained from the Illinois Department of Transportation and is shown on the Existing Conditions Map. The volume data is presented in the form of a traffic flow map with higher volume streets illustrated with heavier lines. This map clearly shows the major travel corridors in Plainfield and the dominant role played by IL 59 and U.S. Route 30 in moving traffic through the Village. The utilization of IL 126 for access to I-55 is also clearly identifiable. The map also depicts the convergence of the major travel routes through the downtown area and the lack of continuous north-south travel corridors through the Village. The volume data shown was obtained from IDOT maps from 1978, 1987 and 1999. From this data it can be seen that the major travel corridors (i.e., IL 59, U.S. Route 30, IL 126) experienced only a modest increase in traffic volume between 1978 and 1987. However, since 1987, traffic volumes have at least doubled in these corridors. Many other arterial and collector routes in the Village have experienced even larger gains in traffic, particularly in the areas north of 135th Street and south of Renwick Road. The Existing Conditions Map also shows the locations of existing intersections in the Village under traffic signal control. The street system has been reviewed in terms of function, capacity, continuity, capacity and accessibility. Deficiencies can be described in terms of network continuity and system capacity.

NETWORK CONTINUITY

There are several arterial and collector streets within the Village that lack network continuity. This lack of continuity contributes to (1) a double loading of traffic on some roadway segments; (2) inefficient traffic flow that requires turning movements, increases travel time, and decreases through capacity; and (3) limited accessibility to the regional freeway system. IL 59, as an example, serves as the only continuous north-south facility through the Village and, as such, carries substantially more traffic than other north-south streets and handles a mix of both local and through traffic.

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The specific locations where continuity deficiencies exist in the Plainfield area include:

· · · · · Heggs Road does not continue south of 135th Street. Steiner Road does not continue north of 143rd Street or south of IL 126. Drauden Road does not continue north of Renwick Road. County Line Road does not continue north of IL 126. Van Dyke Road does not continue north of 119th Street, is not linked between 143rd Street and IL 126, and does not connect with the arterial system (i.e., Renwick Road) south of Illini Drive. The I-55 frontage road is discontinuous between IL 126 and 143rd Street, and between Lockport Road and U.S. Route 30. U.S. Route 30 is offset by approximately one mile through the downtown area and makes use of Lockport Street (IL 126) and Division Street (IL 59). Book Road does not continue south of 127th Street. 143rd Street does not continue west of Steiner Road. Walker Road does not extend east of County Line Road. Renwick Road is misaligned at County Line Road and at Old Indian Boundary Line Road.

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SYSTEM CAPACITY

Several street segments and intersections lack adequate road capacity to efficiently accommodate peak traffic flows. These deficiencies contribute to traffic delays and congestion, poor levels of service, inefficient access to adjacent properties or neighborhoods, or traffic diversions to other higher capacity facilities. The existing traffic volume data indicates several capacity issues in the Plainfield area including:

· · · · · IL 59 (south of Lockport Street), particularly the IL 59/U.S. Route 30 intersection U.S. Route 30 (IL 59 to I-55) Caton Farm Road (west of IL 59) I-55/IL 126 interchange Renwick Road bridge over DuPage River

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STREET IMPROVEMENT PLAN

To efficiently service the transportation needs of the Village of Plainfield, a recommended street system, based upon the functional classification system, is presented in the Transportation System Improvement Map and discussed below. This street system addresses the identified network continuity and system capacity deficiencies and includes improvements to existing streets as well as the construction of new facilities to improve traffic circulation and relieve points of congestion.

Interstate 55 Improvements to I-55 consist of three projects that will provide benefits to Village residents.

Mainline widening from two lanes in each direction to three lanes for a 13-mile section between Naperville Road and I-80. This improvement, which is included in the CATS 2020 Regional Transportation Plan (RTP), will provide relief from the growing congestion on I-55 and provide needed roadway capacity to support continued growth in northwest Will County. It will also minimize the need for traffic to use IL 59 or U.S. Route 30 through the Village to divert around a traffic bottleneck on I-55. Preliminary engineering and environmental studies for this project are presently underway. Interchange upgrade at IL 126. Modifications are being planned for the existing interchange at IL 126, which presently has only directional ramps to and from the north. These modifications include reconstruction to a full-movement interchange. The Village will need to work with the Village of Bolingbrook (the lead local agency) and IDOT to insure the proposed design gives consideration to access to the Carillon and Lakewood Falls subdivisions to the southwest of the interchange. Two alternative interchange alignments are being considered. These two alignments, developed by the Village of Bolingbrook, are shown to the right. New interchange at Caton Farm Road. A new interchange at Caton Farm Road would serve the developing areas of southern Plainfield and western Joliet and provide an important east-west connection with the SRA system. Currently, there is no interstate access to this area between U.S. Route 30 and U.S. Route 52, a distance of 4.4 miles. This project is included in the Will County 2020 Transportation Framework Plan.

Interstate 55

Alternative 1

U.S. Route 30 U.S. Route 30 is an important element of the regional transportation system. As such, this facility presently carries a substantial volume of traffic through the Village of Plainfield (10,000-20,000 vpd), much of which is through traffic oriented to and from I-55 and the communities

Alternative 2

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of Aurora and Oswego, among others in northeast Kendall County and southeast Kane County. Between I-55 and downtown Plainfield, the current traffic volume exceeds the present road capacity to allow for good levels of traffic service. Growth in the western and northern areas of Plainfield will also soon result in traffic volumes that exceed the present capacity of a two-lane roadway. The transportation plan calls for the widening of U.S. Route 30 to improve traffic flow through the village, reduce congestion, and minimize the likelihood of traffic diversions through residential areas. The roadway would be widened to a four-lane section, with either a striped median or mountable/barrier median accommodating left-turn lanes, except within the downtown area where right-of-way is limited and severe land use impacts would occur. Transitions from the proposed four-lane section would occur to the west of the DuPage River bridge and to the east of IL 59. The Village of Plainfield has in the past suggested reassigning the state route designation of U.S. Route 30 to Renwick Road (between U.S. Route 30 and IL 59) and IL 59 (between Renwick Road and U.S. Route 30) in an effort to divert through traffic onto higher capacity facilities and improve operations at the IL 59/U.S. Route 30 intersection. However, due to local opposition, this proposal was dropped from further consideration. This plan recommends that this proposed reassignment be revisited without closure of any existing street segments. This proposal, however, will not effectively divert through traffic from Lockport Street (between Division Street (IL 59) and Lincoln Highway (U.S. 30)), the main commercial street through the downtown area. To divert at least a portion of this through traffic from Lockport Street, the Transportation Plan recommends the reassignment of the state route designation of U.S. 30 to 143rd Street, between Lincoln Highway and IL 59, along with the removal of Lincoln Highway (between 143rd Street and IL 126) from the state truck route system (discussed later).

IL 59 IL 59 serves as the primary north-south arterial through the Village of Plainfield and northwest Will County and is presently operating with traffic volumes (15,000-20,000 vpd) that far exceed the road capacity of a two-lane facility. IDOT's 1993 SRA study for IL 59 included roadway improvements that would expand this arterial to accommodate current traffic demands at satisfactory service levels. In general, the roadway would be widened to a four-lane facility with mountable or barrier median to accommodate left-turn lanes at intersections. The improved roadway would be developed within an 80- to 180-foot right-of-way between I-55 and the DuPage County line.

IL 59 to the north of 111th Street has already been improved. At the time this plan was being developed, the segment between IL 126 and 111th Street was under construction. The improvement of the segment from IL 126 south to Caton Farm Road is a priority project of this transportation plan. Other elements of the SRA study for this segment include an interconnected traffic signal system and dual left-turn lanes at Renwick Road and Caton Farm Road.

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This plan also recommends the future signalization of the Fraser Road intersection, when warranted, and improvements to the intersection with U.S. Route 30 (Joliet Road). The proximity of adjacent land uses limits the possible improvement options at the Joliet Road intersection. Options include:

· Closing one-block section of Commercial Street between Illinois Street and IL 59. This would remove one phase of the traffic signal and improve traffic operations at this intersection. With proper signage, pavement markings, and signal preemption equipment, the closed section of Commercial Street could continue to be made available for use by emergency vehicles. Revisit the reassignment of the state route designation for U.S. 30 to Renwick Road and IL 59. This would permit the southbound left-turn lane at the IL 59 /U.S. 30 intersection to be converted to a shared through/left-turn lane (thereby increasing through capacity) with left-turn movements prohibited during peak hours. Minor widening of IL 59 at this intersection would be required to provide a four-lane section between Joliet Road and Lockport Street.

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IL 126 Traffic volumes on this arterial presently exceed 10,000 vehicles per day, and will increase further when the IL 126 interchange with I-55 is reconfigured to provide access to and from the south. Left-turn lanes will need to be provided on IL 126 at it's intersections with Essington Road, 143rd Street, and Eastern Avenue, to channelize traffic and maximize the utilization of the existing two-lane facility. Curb cuts along this roadway should be reduced to improve traffic flow and minimize conflicts. Emphasis should be given to moving Route 126 west of the WIKADUKE north to 143rd Street to discourage heavy truck traffic through the downtown. Sidewalks and bicycle trails should be added to IL126 to accommodate pedestrian traffic. The alignment of Route 126 with James Street should be accomplished when the Vilalge accepts that section of Main Street and Route 126 is rerouted. WIKADUKE Trail The underlying concept behind this project is the provision of a continuous, major northsouth 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. With substantial growth forecasted for Plainfield and the surrounding area, coupled with the lack of existing and planned north-south transportation system capacity, the need for this regional facility cannot be over-emphasized and will be a major component of Plainfield's transportation network. This future facility has already been designated by IDOT as an SRA and studies have been completed on the proposed design for this facility. Linkages between this north-south facility and the existing SRA system would be provided from three east-west SRA connections, including Caton Farm Road, 119th Street, and 95th Street.

The IDOT alignment for this facility would extend from U.S. Route 6 (south of Minooka) to IL 56 (Butterfield Road) in Aurora via Ridge Road, Stewart Road, Heggs Road, and

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Eola Road. The final WIKADUKE SRA study recommends that Ridge Road be improved to a four-lane facility with an 18-foot median (100- to 150-foot right-of-way). North of Wheeler Road, a new roadway connection would be developed between Ridge Road and Stewart Road. The SRA would continue north on the similarly upgraded Stewart Road alignment. North of 119th Street, a new roadway connection would be developed between Stewart Road and Heggs Road. Heggs Road and its northern continuation as Eola Road would be similarly widened and upgraded to IL 56. Other recommendations for segments of the Trail in the Plainfield area include intersection improvements (separate left- and right-turn lanes) and the installation of a traffic signals (as warranted) at U.S. Route 30. Signals would be interconnected on various segments of the WIKADUKE route. The WIKADUKE Planning Group is now proceeding to secure right-of-way along existing alignments and obtain funding for construction. Kendall County has recorded the centerline for the section of the new alignment from Stewart Road to U.S. Route 30/Wolf's Crossing Road. The Village should be proactive in planning for and assisting with regional efforts to implement this future facility. Right-of-way should be preserved via annexation and the zoning process as development occurs in and around the corridor.

Caton Farm Road Although outside Plainfield's municipal boundaries, Caton Farm Road plays a major role in the regional transportation system. Caton Farm Road will serve as an SRA connector between the proposed WIKADUKE Trail SRA (at Ridge Road in Kendall County) and the IL 59 SRA. The WIKADUKE SRA study recommends that Caton Farm Road be widened to a four-lane facility with an 18-foot raised median within a 120-foot right-ofway, which would be consistent with the recently widened section of Caton Farm Road between IL 59 and Essington Road, and the recommendations from the Caton Farm Road/Bruce Road/Cedar Road/IL 7 SRA study. The improvement of Caton Farm Road to the west of IL 59 is necessitated by growth in residential development in western Joliet. Growth is anticipated to continue at a rapid pace (10,000 new homes over the next 20 years) in the areas of Joliet that extend into Kendall County. The present daily traffic volume (14,700 vpd) on this section of Caton Farm Road is already approaching capacity for a two-lane facility.

Will County has set a priority to widen Caton Farm Road from County Line Road to IL 59, and transfer ownership of the facility to the City of Joliet via a jurisdictional transfer agreement. In the ultimate SRA design, the intersections of Caton Farm Road with IL 59 and Ridge Road would accommodate dual left-turn lanes and right-turn lanes on all approaches. The intersections of Caton Farm Road with Ridge Road, County Line Road, Drauden Road, Wesmere Parkway, and the potential future mid-mile collector between Ridge Road and County Line Road would be signalized as demand warrants.

111th Street This project consists of the widening of 111th Street from two lanes to four between IL 59 and Plainfield-Naperville Road to accommodate growth in Naperville, Bolingbrook, and northern Plainfield. Daily traffic volumes on this segment of 111th Street already

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exceed 12,000 vehicles per day. This project would also include capacity improvements (i.e., additional through lanes and turn lanes) at the intersection of 111th Street and Book Road to maintain acceptable levels of operating service in the future. The Will County Highway Department has identified this project as a priority.

119th Street 119th Street will serve as an SRA facility, connecting the proposed WIKADUKE Trail SRA (at Stewart Road in Kendall County) with the IL 59 and Weber Road SRAs. The WIKADUKE Trail SRA study recommends widening 119th Street to four lanes, with an 18-foot raised median within a 120-foot right-of-way between Weber Road and Stewart Road. This improvement will be necessitated by growth in the Bolingbrook/Naperville/ Plainfield area. A new connector road will be developed from 119th Street at Heggs Road to the Collins Road extension at Stewart Road. Separate left- and right-turn lanes will also be developed at intersections along 119th Street. Traffic signals (as warranted) will be located and interconnected at intersections with Heggs Road, Stewart Road, the potential future mid-mile collector between Heggs and Stewart, U.S. Route 30, Normantown Road, 248th Street, Van Dyke Road, IL 59, Book Road, Plainfield-Naperville Road, and Essington Road. 127th Street This roadway provides access to the frontage road, and eventually to Weber Road and I-55 (via Weber Road and Essington Road) and presently serves commercial and residential developments in the Village. As development growth continues along 127th, intersection improvements will be necessary to accommodate the resulting increases in traffic and maintain traffic operations at satisfactory levels of service. 135th Street This roadway serves primarily as a residential corridor. This road also provides access to Interstate 55 via Essington Road. As development continues along this corridor, this function will increase substantially. 143rd Street The improvement of the 143rd Street corridor is pivotal if the Lockport Street commercial district is to be maintained as a pedestrian-friendly environment, protected from high volumes of truck traffic. As discussed previously for U.S. Route 30, shifting the state route designation of U.S. 30 from Lockport Street to 143rd Street, and removing the truck route status of Lincoln Highway (U.S. 30) between 143rd and IL 59, will also result in the shift of truck traffic from Lockport Street to 143rd. There are also two segments of 143rd that should be improved:

· Widening between IL 59 and U.S. Route 30 to improve traffic flow along a designated Class II truck route that carries significant truck traffic. The resulting roadway will be a five-lane facility with two lanes in each direction and a center left-turn lane within a mountable or raised median. Provisions for dual left-turn and single right-turn lanes at the U.S. Route 30 and IL 59 intersections should also be made. Adequate right-of-way and setback requirements should be developed for the section of roadway. This improvement is included in Will County's 2020 Transportation Framework Plan. West extension of 143rd Street from Steiner Road to Johnson Road at the

·

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WIKADUKE Trail. This road extension would connect the 143rd Street truck route with planned large-scale industrial land uses to be developed along the WIKADUKE Trail, north of IL 126. This new facility will also be very important if truck traffic is to be diverted away from Lockport Street.

Renwick Road Renwick Road is a key east-west arterial between developing areas of Plainfield and Romeoville, and accommodates cross-county traffic across the Des Plaines River bridge in Lockport. Renwick Road will provide access to the extension of I-355. Thus, the widening of Renwick Road between IL 59 and U.S. Route 30, and further east to IL 53 in Romeoville, is a major element of the Will County 2020 Transportation Framework Plan to provide adequate road capacity to support projected traffic demands on this facility. This road would be widened to a four-lane facility with mountable or barrier median supporting a center turn lane. Between IL 59 and U.S. Route 30, the widening is feasible, although there could be impacts to existing and planned residences on both north and south sides of the street. The Village should also revisit the proposed reassignment of the state route designation of U.S. 30 to Renwick Road (between Joliet Road and IL 59) in an effort to improve intersection operations at IL 59 and Joliet Road. A significant capacity constraint presently exists on Renwick Road at the one-lane bridge over the DuPage River. A new two-lane bridge has been planned at this location. The new bridge will span both the river and the E,J&E Railroad tracks. Funding has been identified for this $18 million improvement and the new bridge should be installed within the next five years.

The plan also includes the realignment of Renwick Road at County Line Road and at Old Indian Boundary Line Road to correct the offset intersections.

County Line Road County Line Road will become an important north-south arterial roadway as growth occurs along the Will County/Kendall County line. County Line Road should be extended north from IL 126 to 135th Street to serve new developments such as Grande Park. Right-of-way should be preserved along the county line to preserve the corridor for this future road extension. The existing segment of County Line Road, south of IL 126, will need to be improved for more efficient traffic flow. Plainfield-Naperville Road As the primary arterial route between Plainfield and the Bolingbrook/Naperville area, Plainfield-Naperville Road is projected to experience a significant increase in traffic demand over the next 20 years. The proximity of the Plainfield-Naperville Road/IL 59 intersection to the IL 59/IL 126 (Main Street) intersection creates congestion within the downtown area and reduces vehicle stacking space. Although not included in this transportation plan, consideration has been given to closing access to Plainfield-Naperville Road from IL 59, and rerouting Plainfield-Naperville Road traffic onto IL 126 via Mill Street. The intersection of Mill Street and IL 126 would be modestly realigned to create a right angle intersection with a left-turn lane on IL 126. In addition, to accommodate future traffic demands, Plainfield-Naperville Road may need to be widened from two lanes to three or four lanes (with a mountable or barrier median) between 95th Street

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and the realigned section at IL 126, with turn lanes provided at intersections. A fourlane section with median presently exists north of 95th Street, and the segment between 95th Street and 111th Street has been identified as a priority project of the Will County Highway Department.

Drauden Road/Steiner Road/Heggs Road The WIKADUKE Trail will become an important element of the Plainfield transportation system, providing a major arterial corridor for north-south travel in the westernmost areas of the Village. However, the implementation of the Trail will take many years of planning and engineering, and a substantial amount of funding will need to be identified before this facility becomes a reality. In addition, there are no other continuous northsouth arterial or collector facilities in the Village to serve planned growth between the WIKADUKE Trail and IL 59, a distance of about 3.5 miles.

A new major collector facility is recommended to serve growth in western Plainfield and commuter travel between Aurora, Naperville, Shorewood, Joliet, and Bolingbrook (via 119th Street), and alleviate congestion on IL 59. This facility would make use of the existing alignments Drauden Road, Steiner Road, and Heggs Road and include new road extensions to connect the three streets. Drauden Road would be extended north of its present terminus at Renwick Road, across Old Indian Boundary Line Road at a right-angle intersection, then north along the section line to join the southern terminus of Steiner Road at IL 126. Steiner Road would be extended north of its northern terminus at 143rd Street to join Heggs Road at its southern terminus at 135th Street. These road extensions would be constructed across relatively undeveloped area. Intersections would be signalized as traffic demands warrant. Right-of-way should be preserved along the entire Drauden/Steiner/Heggs corridor to accommodate an ultimate five-lane cross-section (with raised or barrier/landscaped median accommodating left-turn lanes), even though it could effectively function initially as a three-lane facility. In addition, proper setbacks, provision for screening/buffers, and access control policies should be implemented as this corridor develops to minimize the impacts of the widened roadway.

Van Dyke Road Van Dyke Road will also become a very important collector facility in central Plainfield. Two approximately one-half mile road extensions are needed to provide a continuous facility between 119th Street and Renwick Road. The first would connect existing segments of Van Dyke Road from just north of IL 126 (at the Post Office) north, across an undeveloped field, to 143rd Street. Construction of the segment between the Post Office north to143rd Street is scehduled to begin in 2002 for completion in 2003. The second would extend Van Dyke Road south of its terminus in the Wallin Woods subdivision, parallel to the EJ&E Railroad tracks, to Renwick Road. As part of the design of the engineering of the roadway, strong consideration should be given to crosswalks and traffic calming devices to insure that it remains safe for pedestrians. Essington Road Essington Road is an important collector facility on the northeastern edge of Plainfield. South of 135th Street Essington Road is under the jurisdiction of Plainfield, while north of 135th Street this roadway is under Bolingbrook's jurisdiction. Essington Road is in need of rehabilitation to enhance road capacity and traffic safety. The Village of Plain-

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field should coordinate with Bolingbrook and the private industries along Essington (i.e., Elmhurst Stone, American Concrete) on the upgrade of this road. As traffic demands increase along Essington, signalization of the intersection with IL 126 may be warranted in the future to improve access to I-55.

I-55 Frontage Road The frontage road system along the west side of I-55 should be completed between U.S. Route 30 and IL 126 to relieve Lockport Street and Eastern Avenue of through traffic from Romeoville. As discussed later in this chapter, the designation of the expanded frontage road as a truck route, coupled with the eastern extension of 143rd Street (between IL 59 and IL 126), will effectively divert truck traffic from Lockport Street and the downtown commercial core of Plainfield. There are three segments of the frontage road that need to be built:

· · Between Renwick Road and Lockport Street. From Renwick Road south, across the EJ&E Railroad, to the existing frontage road which begins north of U.S. Route 30.

Book Road Book Road (232nd Avenue) is a key north-south collector road between IL 59 and Plainfield-Naperville Road. To improve circulation and provide access to developing lands off of 127th and 135th streets, Book Road should be extended south from its southern terminus at 135th Street to 127th Street, just west of the DuPage River. Meadow Lane Meadows Lane will serve as a minor collector facility in central Plainfield, connecting various neighborhoods between 127th Street and Old Indian Boundary Line Road. This roadway will be constructed as development proceeds, much like the existing segment within the Walker's Grove subdivision just north of 135th Street. Old Indian Boundary Line Road Old Indian Boundary Line Road functions as a collector road between IL 126 and County Line Road. The terminii at both ends of this roadway are recommended to be realigned. The north terminus presently intersects IL 126 at a skew that impairs sight distance and motorist safety. The intersection should be reconfigured so that Old Indian Boundary Line Road intersects IL 126 at a right angle. This intersection may eventually warrant signalization as the southwest areas of Plainfield develop. The reconfigured intersection will also improve the spacing between Old Indian Boundary Line Road and the U.S. Route 30/IL 126 intersection. The south terminus at County Line Road also presently intersects a higher function roadway at a skew. In addition, this intersection is very close to the intersection of County Line Road and Walker Road. To increase the spacing between these two intersections and to improve motorist safety and sight distance, Old Indian Boundary Line Road should be realigned to intersect County Line Road at a right angle, approximately equidistant between Walker Road and Renwick Road.

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Walker Road Walker Road will serve as a collector facility as the southwest corner of Plainfield develops. Thus, the existing section of Walker, west of County Line Road, will need to be upgraded to improve traffic service in this area. In addition, to improve circulation and road continuity in this area, Walker Road should be extended east from County Line Road to Drauden Road. The new road segment may need to be grade-separated with the E,J&E Railroad if a grade crossing is not permitted. Lily Cache Road The intersection of U.S. Route 30 and Lily Cache Road will be signalized in the summer of 2002. Lily Cache Road is also planned to be extended across Howard Street to IL 59, approximately midway between Renwick Road and Caton Farm Road, and would align opposite the planned extension of Fritz Road. These two road extensions would improve access to the developing area between Fraser Road and Caton Farm Road and provide circulation routes for local traffic, which will lessen the demands placed on IL 59. Fritz Road Fritz Road is planned to be extended south of Fraser Road to IL 59, opposite the extension of Lily Cache Road. Howard Street The intersection of Howard Street and Renwick Road may warrant signalization in the future as development continues south of West Link Lane. Howard Street should also be extended south, from West Link Lane to Lily Cache Road, to improve local circulation between the Van Horn Woods neighborhood and Caton Farm Road. Normantown Road Normantown Road is designated as a major collector facility in the City of Naperville's Comprehensive Plan. For consistency, this collector designation is carried forward into the Plainfield plan between the Naperville city limits and 119th Street. The EJ&E grade crossing at Normantown Road is also recommended for closure, effectively terminating through traffic between U.S. Route 30 and 119th Street. South of U.S. Route 30, the short segment of Normantown between U.S. Route 30 and 127th Street should be abandoned to facilitate commercial development, as called for in the land use plan.

RAILROAD CROSSING IMPROVEMENTS

The Village of Plainfield is bisected by the mainline of the Elgin, Joliet & Eastern (EJ&E) Railroad, as well as a branch of the EJ&E that extends from downtown Plainfield southwest to Minooka. Train operations on these lines are spread over a 24-hour period, with the main line carrying approximately 10 to 12 trains per day and the branch line carrying approximately 2 trains per day. There are 16 locations in the Village of Plainfield where the railroad crosses a roadway. All but one of these locations (IL 59) are grade crossings. All of the grade crossings in Plainfield have passive traffic control systems in place, consisting of crossbucks, stop signs, pavement markings, railroad advance warning signs, and/or pavement markings.

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Active traffic control devices are typically used at roadway-rail grade crossings in urban/ suburban environments to:

· · Help insure roadway safety by providing for the orderly and predictable movement of traffic Provide such guidance and warnings as are needed to insure the safe and informed operation of vehicles.

These protective devices include flashing lights, gates, and bells. Arterial routes are usually under active control devices because of high ADT volumes. Collector roads are typically under active or passive control, and local streets are typically under passive control only. The Federal Highway Administration's Manual on Uniform Traffic Control Devices suggests that engineering judgement should be applied and/or engineering studies performed to determine the appropriate active traffic control device(s) at specific grade crossing locations. Flashing lights are considered the minimum level of active warning device and should be used in populated areas to improve the visibility of grade crossing operations, particularly at night and during inclement weather. A bell should also be installed at each grade crossing that is placed under active traffic signal control (i.e., flashing lights). General guidelines for the use of gates include:

· · · · · Locations of multiple mainline railroad tracks. High-speed train operation combined with limited sight distance. Where there is a combination of high-speeds and moderately high volumes of rail and roadway traffic. Where school buses or farm vehicles regularly cross the tracks.

Where rail passenger service exists.

Most of the grade crossings in Plainfield are along streets that function as arterials or collectors. Yet, many of these locations presently operate without adequate protective devices. The potential use of the EJ&E line for passenger service lends further justification to upgrading the grade crossings in Plainfield. The grade crossings listed below are recommended to be upgraded with new or additional active traffic control devices. Bicycle path crossings should also be provided or improved where appropriate. The bicycle path and trail plan for Plainfield can be found in Section 5: Community Facilities. The upgrade locations are also illustrated in Figure 4.

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EJ&E Mainline Grade Crossing Improvements

· · · · · · · ·

119th Street ­ Add gates and improve the vertical curve at the crossing Normantown Road ­ Close crossing to vehicular traffic 127th Street ­ Add gates, flashing lights, and a bell Van Dyke Road ­ Add gates 143rd Street ­ Replace rail crossing with rubberized track support Renwick Road and EJ&E Mainline and Branch Line­ Add gates Drauden Road ­ Add gate Caton Farm Road ­ Add gates and replace rail crossing with rubberized track support

TRUCK ROUTES

Designating specific truck routes is important in directing trucks to the appropriate streets that are designed to support heavy commercial traffic and avoid residential areas. In Plainfield, the state highways and primary travel routes to and from I-55 all traverse the downtown. Thus, there is the additional concern of truck traffic contributing to traffic congestion that already exists in the downtown, and conflicting with pedestrian movements. The State of Illinois has established a Designated State Truck Route System that consists of three classifications of roadways, each with specific design standards and maximum legal vehicle dimensions and loaded weights. In the Plainfield area, there are four roadways that are a part of the State system, including:

· · Class I Facility: Interstate 55 Class II Facility: US Route 30, IL 59, IL 126, 143rd Street, 119th Street, Caton Farm Road

These facilities are illustrated in the Truck Route Map accompanying this section, along with existing truck traffic volumes (from IDOT's average daily heavy commercial traffic map) and the location of current and future commercial and industrial land uses, which serve as the primary generators of truck traffic activity. As can be see on the Truck Route Map, these land uses are located along existing truck routes as well as future routes such as the WIKADUKE Trail. However, a truck route system needs to be defined in the Village to direct truck traffic around the downtown core rather than through it. This system would facilitate interstate-bound through traffic as well as traffic oriented to and

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from the commercial and industrial areas of the Village. The Truck Route Map illustrates a proposed truck route system that would serve to divert a significant amount of truck traffic out of the downtown core. Recommended enhancements to the current state truck route system include:

· Designating and signing all segments of 143rd Street between Route 59 and the WIKADUKE Trail as truck routes. This includes the existing segment of west of U.S. Route 30 and excludes the existing segment 143rd east of IL 126. In combination with the reassignment of the state route designation of U.S. 30 to 143rd Street (between Lincoln Highway and IL 59), the segment of U.S. 30 (Lincoln Highway) between 143rd Street and IL 126 would be removed from the state truck route system. In combination with the reassignment of the state route designation of U.S. 30 to Renwick Road (between Joliet Road and IL 59) and IL 59 (Renwick Road to Joliet Road), the segment of U.S. 30 (Joliet Road) between Renwick and IL 59 would be removed from the state truck route system. Designating the future WIKADUKE Trail as a truck route. This facility will become a major north-south travel corridor between I-80 (around Minooka) and Aurora. Designating and signing existing and future segments of the I-55 frontage road between IL 126 and U.S. Route 30 as truck routes. This includes the existing segment between 143rd Street and Lockport Road, and the proposed future extensions between IL 126 and 143rd Street and between Lockport Road and the EJ&E Railroad line. This enhancement will also provide a continuous and direct connection, via Lockport Road, to the industrial land uses being developed around the Lewis University Airport in Romeoville.

·

·

·

·

With these enhancements, and the planned reconstruction of the I-55/IL 126 interchange, a significant amount of interstate-oriented truck traffic will be able to access the major commercial and industrial areas of Plainfield without needing to traverse the downtown commercial core (i.e., Lockport Street). It is recommended that these enhancements be designated as Class II truck routes in the state system, which will require coordination with IDOT. Major industries that generate truck traffic through the Village core should then be notified of the truck route changes and truck route information brochures should be produced for distribution.

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PUBLIC TRANSPORTATION

Public transportation service in the Plainfield area is very limited. The community survey revealed a clear expression of interest for better access to public transportation to serve lower income residents of the community and to reduce reliance upon the automobile.

Commuter Rail Presently, the Village of Plainfield is not directly served by Metra commuter rail. Metra service is available in Joliet (Heritage Corridor and Rock Island District lines) and Naperville (Burlington Northern Sante Fe line).

Several improvements to the Heritage Corridor line have been recommended in the Will County 2020 Transportation Framework Plan and Metra/Pace Future Agenda for Suburban Transit (FAST) proposal, and would result in enhanced access and service for Plainfield residents. These include:

· New station at 135th Street in Romeoville

· Installation of bi-directional signaling between Joliet and Bridgeport, and new automated crossovers in Lemont and northern Joliet. These two improvements are estimated to increase train travel speeds by 30 percent. · 15-mile extension of the Heritage Corridor line from Joliet to Wilmington. The additional train storage capacity provided in Wilmington will relieve congestion at the Joliet Coach Yard and provide the opportunity for expanded service.

Pace Bus

Phase I feasibility studies have been completed and Phase II studies are underway for the initiation of passenger service on a new outer circumferential line along the Elgin, Joliet & Eastern Railroad. The EJ&E line, which bisects the Village of Plainfield, would provide suburb-to-suburb service between Waukegan and Gary, Indiana, with transfers available to most of Metra's existing radial lines. Within Plainfield, this new service line would be accessed from a new station that would be built in the vicinity of IL 59 and Plainfield-Naperville Road. A core segment of this line, which will be defined after Metra has completed its studies, has been selected in the Chicago Area Transportation Study's (CATS) Regional Transportation Plan (RTP) as a plan project and will likely be built first. Due to funding constraints, the remainder of the project has been designated in the RTP as a Corridor for Further Study. A branch of the EJ&E line is also recommended for further study although it is not included in the RTP. This future commuter rail service would extend from the circumferential line in Plainfield southwest to Minooka. It is critical to the viability of this future transit service that the right-of-way along the EJ&E be protected from encroachment. In addition, the possibility of transit-oriented development opportunities that are well designed and accessible should be explored near future stations to maximize ridership potential on this line.

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Pace Bus Service

There are presently no PACE bus routes that traverse the Village. Several routes are located in proximity to Plainfield. These include:

· · · · · · Route 507 ­ Plainfield: Connects the Louis Joliet Mall with the Joliet City Center/Union Station via U.S. Route 30. Route 683 ­ Naperville-Ashbury: Connects Plainfield-Naperville Road/95th Street area with Naperville Metra Station. Route 824 ­ East Bolingbrook-Lisle Feeder: Connects IL 53/Boughton Road Jewel park-n-ride with Lisle Metra Station. Route 825 ­ Central Bolingbrook-Lisle Feeder: Connects Canterbury park-n-ride (Canterbury Lane/Briarcliff Road) with Lisle Metra Station. Route 834 ­ Joliet-Yorktown: Connects Bolingbrook park-n-ride (IL 53/South Commons Mall) with Downers Grove Metra Station. Route 855 ­ I-55 Flyer: Connects park-n-rides at Romeo Center Plaza (IL 53/ Romeo Road), Canterbury and South Commons Mall with the Chicago Loop.

To better serve the growing Plainfield community, local transit service should be expanded with new routes or extensions of existing routes that connect residential areas with major activity centers. These routes would also provide local feeder bus service to new or existing commuter rail stations.

Dial-a-Ride

Pace dial-a-ride (or paratransit) service provides pre-arranged curb-to-curb transit service for persons with disabilities whose eligibility has been determined by the regional certification process. Pace's ADA Paratransit Services operate in all suburban areas that are within 3/4 mile of Pace's regular fixed routes and during the same days and hours as the regular fixed route service. Non-fixed route (paratransit) service, utilizing vans and small buses, provide pre-arranged trips to and from specific locations within the Diala-Ride service area to individuals deemed eligible based on local requirements, usually elderly and/or disabled. The Village of Plainfield presently falls within this service area for non-fixed route service.

Transfer Facilities

Based on the central location of the proposed Plainfield commuter rail station, the utilization of this facility should be maximized. As a transfer facility, this station would be used for intra- and intermodal transfers between Metra and multiple Pace bus routes. Bus schedules could be coordinated to maximize transfer opportunities and reduce passenger wait times. This facility would include a park-n-ride lot and weather-protected passenger waiting areas. This facility would also be a central location for taxi service, could be used as a clearinghouse for transit service information (i.e., schedules, pricing, and transfer policies), and could be used to facilitate a rideshare matching program.

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BICYCLE/PEDESTRIAN ROUTES

Suggested improvements and additions to the bicycle and pedestrian network are detailed in the Community Facilities Section (Section 5).

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