The Village of
Plainfie ld Comprehensive Plan Update
Adopted May 20, 2002 Updated May 2004 December, 2012 Public Hearing Draft
Comprehensive Plan Update May 20, 2002 April 2004 Update December 2012 Update
Prepared By: Teska Associates, Inc.
and
The Plainfield Planning Department
Acknowledgements Village Board:
Michael P. Collins, Village President Margie Bonuchi, Trustee Paul Fay, Trustee Bill Lamb, Trustee Garrett Peck, Trustee Jim Racich, Trustee Dan Rippy, Trustee Plan Commission: James Sobkoviak, Chairman Cynthia Fulco Andrew Heinen Richard Kiefer Ed O'Rourke John Renzi Dan Seggebruch Comprehensive Plan Update Committee: Bill Lamb, Trustee, Committee Chairman Margie Bonuchi, Trustee Michael Garrigan, Village Planner Dan Seggebruch, Plan Commission Jim Sobkoviak, Plan Commission Bill Wilson Wendy Yaksich Village Staff: Brian Murphy, Village Administrator Allen Persons, Director of Public Works Michael Garrigan, Village Planner Jonathan Proux, Planner II Randy Jessen, Public Improvement Supervisor Doug Kissel, Wastewater Superintendent Scott Threewitt, Village Staff Engineer Teska Associates, Inc. Staff: Michael Hoffman, AICP, PLA, Project Manager Malika Ramdas, Associate
Village of Plainfield Comprehensive Plan
Table of Contents Executive Summary Introduction Section 1: Situation Audit
Regional Location History Population Employment Housing Retail Sales and Development Industrial Development Community Survey
1-1 1-1 1-1 1-4 1-5 1-6 1-8 1-11 1-12
Section 2: Policy Framework
2-1
2-1 2-1 2-1 2-2 2-3 2-3 2-4 2-5 2-5 2-6 2-7
Mission Statement Goals and Objectives Community Character Economic Development Environment Historic Downtown Open Space Public Facilities and Services Residential Neighborhoods Transportation Implementation
Section 3: Future Land Use
3-1
Calculation of Density 3-2 3-4 Community Character Land Use Categories 3-6 Agricultural 3-6 Countryside Residential 3-6 Low Density Residential 3-6 Medium Density Residential 3-6 Village Residential 3-6 Southwest Residential 3-6 Multiple Family Residential 3-7 Mixed Use 3-7 General Commercial 3-7 Transitional 3-7 Public Parks/Forest Preserves 3-7 Greenways 3-7 Municipal/Institutional 3-7 Light Industrial/Business Park 3-7 Industrial 3-8 Heavy Industrial 3-8
Village of Plainfield Comprehensive Plan
Table of Contents
Land Use Plan Agriculture Residential Commercial Industrial/Office Mixed Use Municipal/Institutional Open Space Future Land Use Table
Section 4: Transportation
3-8 3-8 3-8 3-9 3-9 3-9 3-9 3-9 3-10
4-1
Goals of the Transportation Plan 4-1 Roadway Functional Classification System 4-2 Freeways 4-3 Arterials 4-3 Collectors 4-5 Local Streets 4-6 Existing Traffic Conditions and Roadway Deficiencies 4-7 Network Continuity 4-7 System Capacity 4-8 Street Improvement Plan 4-8 Interstate 55 4-8 U.S. Route 30 4-9 IL 59 4-10 IL 126 4-10 WIKADUKE Trail 4-10 Caton Farm Road 4-11 111th Street 4-11 119th Street 4-11 127th Street 4-11 135th Street 4-12 143rd Street 4-12 Renwick Road 4-12 County Line Road 4-13 Plainfield-Naperville Road 4-13 Drauden/Steiner/Heggs Road 4-13 Van Dyke Road 4-14 Essington Road 4-14 Interstate 55 Frontage Road 4-14 Book Road 4-14 Meadow Lane 4-15 Lily Cache Road 4-15 Normantown Road 4-15 Railroad Crossing Improvements 4-15 Truck Routes 4-17 Public Transportation 4-19 Commuter Rail 4-19 Pace Bus Service 4-20
Village of Plainfield Comprehensive Plan
Table of Contents
Plainfield Township Senior Shuttle Service 4-21 Kendall Area Transit 4-21 Dail-a-Ride 4-22 Transfer Facilities 4-22 Bicycle/Pedestrian Routes 4-22 Traffic Calming 4-23 Traffic Circles and Roundabouts 4-23 Lane Narrowing 4-24 Speed Tables and Humps 4-26 Stop Signs and Traffic Enforcement 4-27 Traffic Delineators 4-28
Section 5: Community Facilities
5-1
Municipal Buildings Sewer and Water Fire and Emergency Facilities Library District Schools Parks and Trails Plainfield Park District Kendall County Forest Preserve District Oswegoland Park District Bicycle Plan
5-1 5-1 5-2 5-3 5-3 5-5 5-5 5-7 5-7 5-8
Section 6: Route 30 Corridor
6-1
6-1 6-1 6-2 6-5 6-4 6-5
Existing Land Use Goals Appearance and Function Issues Development and Redevelopment Sites Route 30 Corridor Plan Route 30 Redevelopment
Section 7: Route 59 Corridor North
7-1
7-1 7-1 7-2 7-2 7-5 7-6
Existing Land Use Goals Transportation Issues Appearance and Function Issues Division Street (Business Transition) Corridor Plan Route 59 Corridor North Plan
Section 8: Route 59 Corridor South
8-1
8-1 8-1 8-2 8-3 8-6
Existing Land Use Goals Transportation Improvements Appearance and Function Issues Route 59 Corridor South Plan
Village of Plainfield Comprehensive Plan
Table of Contents Section 9: Route 59 Corridor
Route 59 Corridor Plan
9-1 9-1
Section 10: Route 59 & 143rd Street Corridor
10-1
Section 11: Village Center East
11-1
Existing Land Use Goals Transportation Issues Appearance and Function Issues Village Center East Plan
11-1 11-1 11-1 11-2 11-4
Section 12: Central Area Central Area Plan
12-1
Section 13: 143rd Street Corridor
13-1
Section 14: Heartland Business Park
14-1
Section 15: Plainfield Medical District
15-1
Section 16: Southwest Plan
16-1
Section 17: Implementation
17-1
17-1 17-1 17-1 17-2 17-2 17-2 17-3 17-4 17-5
Route 59 & 143rd Street Corridor Plan
Zoning Ordinance Update Annexation Policies Comprehensive Plan Updates Downtown Design Guidelines/Historic District Residential Design Guidelines Commercial Design Guidelines Intergovernmental Cooperation Transit Oriented Development Action Plan Matrix
Village of Plainfield Comprehensive Plan
10-1
12-1
Table of Contents List of Illustrations 1. 2. 3. 4. 5. 6. 7. 8. 9. 10. 11. 12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22. 23. 24. 25.
Regional Location Map Regional Context Map Map of Regional Business Centers Proposed Four Seasons Corporate Park Future Land Use Map Existing Transportation System Future Transportation Plan Truck Routes Library & Fire Protection District Plan Schools Parks and Trails Plainfield Park District- Parks Map Route 30 Corridor Plan Division Street Corridor Plan Route 59 Corridor North Plan Route 59 Corridor South Plan Route 59 Corridor Plan Route 59 and 143rd Street Plan Village Center East Plan Central Area Plan 143rd Street Corridor Plan Heartland Business Park Plainfield Medical District Southwest (SW) Plan Entitled Projects Within the SW Plan
Village of Plainfield Comprehensive Plan
1-1 1-5 1-12 3-9 (Inserted after page 3-10) (Inserted after Illustration 5) (Inserted after Illustration 6) (Inserted after page 4-18) (Inserted after page 5-2) (Inserted after page 5-4) (Inserted after page 5-8) (Inserted after Illustration 11) 6-4 7-5 7-6 8-5 9-1 10-1 11-4 12-1 13-1 14-1 15-1 16-1 16-2
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Village of Plainfield Comprehensive Plan
Executive Summary The Village of Plainfield, the oldest community in Will County, was established in the early 1800s in the verdant prairie and lush forest surrounding the DuPage River. During its first 150 years, the community remained a small but thriving Village on the very edge of the greater Chicago metropolitan area. However, over the last decade, Plainfield has seen a surge in population. Since the 1990, Plainfield’s population surged from 4,557 to 39,581 in the 2010 Census. While Plainfield has sufficient open land to accommodate substantial additional growth, careful planning will be required to create a quality community in which to live and work. Recognizing both the necessity and the opportunity, the Village updated the Comprehensive Plan in 2002, in 2005, and again in 2012 with input from many sources.
Elements of the Comprehensive Plan The Comprehensive Plan contains a wide range of recommendations with a primary focus on addressing transportation and land use issues. The Village of Plainfield Future Land Use Plan establishes a land use policy direction for the Village and surrounding planning area. The Plan provides a framework for public and private decisions about how particular sites should develop. The purpose of the Future Land Use Plan is to provide guidelines for controlling the character of the community, insure that municipal services and facilities will not be overburdened, and establish a sound tax base. The principal aim of the Plan is to maintain the traditional form, natural environmental characteristics, and quality of life found in Plainfield, while promoting balance by encouraging new commercial and employment opportunities. Key land use issues include: •
The Plainfield planning area represents nearly 50 square miles. The Land Use Plan for this area can accommodate a population at build out between 100,000 to 120,000. Staff is projecting a population of approximately 62,000 by 2030.
•
Residential use within the community has been divided into five categories to accommodate and encourage a wide range of densities and housing types. Low and Medium Density Residential, which reflect current residential densities, represent the bulk of land proposed for future residential use.
Village of Plainfield Comprehensive Plan
Mission Statement The following is the community mission statement developed through a facilitated workshop with community leaders and citizens: The Village of Plainfield promotes a friendly, safe and diverse community; offering a variety of cultural opportunities and a high quality of living. Plainfield will maintain its commitment to strengthening community spirit and embrace its historic character while improving transportation options, increasing access to services, and enhancing open space.
Executive Summary •
A large light industrial/business park has been proposed for the northwest intersection of Steiner Road and Drauden. This business park is planned to create more employment opportunities and diversify the Village’s tax base.
•
Commercial land uses are concentrated at major roadway intersections in an effort to prevent strip development.
•
Significant land has been preserved as open space. This category is intended to protect natural resources and areas with unique environmental characteristics.
The Transportation Plan is designed to ensure convenient access into and through Plainfield as the Village grows. This will require improvement to 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. Priority roadways include Route 59, Route 30, Route 126, WIKADUKE Trail, Renwick Road, 119th Street, and 143rd Street.
Subdivision
The Community Facilities Plan sets forth a number of policies regarding public utilities, public safety (police and fire), parks and recreation, education, and municipal facilities. Maintaining the quality of public education is an important Plan objective. The Plan also recommends an increased focus on the preservation and enhancement of quality natural areas, open space, and greenways. New and existing bikeways are shown on the Park and Trail Plan. During the development of the Plainfield Comprehensive Plan, several areas emerged as neighborhoods or corridors which would benefit from special, focused planning efforts. These areas are the Route 30 Corridor, the Route 59 Corridor North, the Route 59 Corridor South, the Village Center East neighborhood, and the 143rd Street Corridor. For each of these special focus areas, issues, opportunities and recommendations have been identified to guide future land use and development policies. In addition, the Village has developed specific plans for the Southwest Sector and the Central Area. These plans are published separately, but considered a part of this Comprehensive Plan.
Trail
Fire Station
Village of Plainfield Comprehensive Plan
Introduction The Comprehensive Plan outlines a vision for how the community should develop based on current and projected conditions. It provides a statement of policy for land use and growth management decisions. This 2012 Village of Plainfield Comprehensive Plan update is the culmination of efforts by the Village to reexamine issues related to changes in the community that have occurred since the adoption of the previous 2002 Comprehensive Plan. According to the Illinois State Statutes, a Comprehensive Plan is an advisory document “..and itself shall not be construed to regulate or control the use of private property in any way, except as...has been implemented by ordinance duly enacted…” The Comprehensive Plan should provide the rationale that supports municipal ordinances, and be used in conjunction with such ordinances. Courts increasingly look to a community’s Comprehensive Plan to evaluate the relative merits of a zoning change or to justify the costs that compliance with a zoning ordinance may require. With completion of this Plan, the Village should review and revise as appropriate existing zoning regulations to insure that the objectives outlined in the plan can be implemented, and that consistency is maintained between these key planning documents. Due to the unpredictable nature of future economic and development patterns, the Comprehensive Plan itself should be reviewed annually and confirmed or updated at least once every five years. Timing of future growth illustrated within the plan will be highly dependent on economic and market conditions. For example, much of the land within the planning area will likely remain agricultural for some time. However, when market conditions suggest that new development can be supported, this plan suggests appropriate future uses which would fit with the overall development of the community. In a similar fashion, new roadway connections outlined in this plan will likely only occur in connection with development of adjacent parcels. The 2012 Comprehensive Plan covers all land within the Village’s corporate limits and its 1½-mile planning jurisdiction, except for property that is already within the boundaries of other municipalities or subject to existing boundary agreements. This area is referred to as the “Planning Area”.
Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Situation Audit Section 1 Regional Location The Village of Plainfield is located on the DuPage River in northwestern Will County. The Village lies approximately 40 miles southwest of the Chicago Loop, placing it on the edge of the growing Chicago Metropolitan Region. Neighboring communities to the north, south and east include Aurora, Bolingbrook, Joliet, Naperville, Oswego and Yorkville. The land west of the Village remains primarily agricultural. Several major roadways pass through Plainfield. U.S. Routes 30, Illinois Route 59 and Illinois Route 126 all pass through the Village. Interstate 55 runs just east of town. The Canadian National Railroad also serves Plainfield.
History Living along the densely wooded banks of the DuPage River, the Potawatomie Native Americans were the areas first inhabitants. The Potawatomie lived in small, scattered villages along the river and farmed small plots of land. French fur traders arrived in the area as early as 1674. They plied their trade along the DuPage River, some building simple log cabins. However, none actually purchased land or chose to settle permanently. Reverend Jesse Walker, a Methodist minister and circuit rider, was the first American to visit this area. His duties as a missionary often required him to travel between Ottawa and Chicago, passing through the site of present day Plainfield. He was accompanied on these trips by his son-inlaw James Walker. James Walker liked what he saw in the area and decided it would be a good location on which to settle. In 1828, James Walker moved his family from Ottawa permanently and established a sawmill. The small settlement that grew around the sawmill was named Walker’s Grove, in honor of its first inhabitant. The area benefited from a good supply of timber, a site on the DuPage River, and its location approximately half-way between Ottawa and the settlement that is today Chicago. The southern 13 blocks of what was to become the Village of Plainfield were platted in 1834 by Chester Ingersoll. He gave the Village the name Plainfield, possibly after the lush surrounding
Illustration 1
Village of Plainfield Comprehensive Plan
1-
Situation Audit prairie. In 1835, Will County was separated from Cook County. That same year, James Matthews platted the eastern portion of town. Squire Arnold platted the northern addition in 183536. The Village’s contrasting northwestern and southwestern sections are a direct result of the differing ideas of these two Village fathers: Ingersoll laid his out on a grid, while Arnold designed Main and Oak streets to run on a diagonal. The Village operated under the supervision of the township government from 1834 until 1861 when the northern part of the Village was incorporated. In 1869, both the northern and southern parts of the Village were again incorporated under a special act of the state legislature. The Village was incorporated one final time on June 30, 1877 under the general law of the state, making it one of the oldest incorporated communities in Will County. In 1833 the first stagecoach line was established between Ottawa and Chicago. The Dr. John C. Temple Stage line, as it was known, followed the path of present day Route 126. The first stage arrived in Plainfield on January 1, 1834. Built as a stopover on the stage line halfway between Chicago and Ottawa, the Halfway House is one of the oldest houses in Illinois. The Halfway House, located on Main Street, was built in 1834 as an inn and tavern, but also served as the first franchised post office in Will County and the headquarters of the local militia. Today the home is listed on the National Register of Historic Places.
Early Plat of Plainfield
Among the first industries in the Village were a cheese factory, a tile factory, a foundry, a wagon manufacturing establishment and a mill. Many of the early commercial buildings were destroyed by several fires between 1888 and 1898. However, many of it’s early, wood frame residential and religious buildings survive today. In 1886 the Elgin, Joliet and Eastern Railroad was established and began hauling freight and passengers. In 1904 the Aurora, Plainfield and Joliet Railroad was established. That same year an electric trolley was built providing hourly service between Plainfield and Aurora and Joliet. The railroad company opened Electric Park on October 21, 1904 with the intention of stimulating business for the electric line. Electric Park was located along the DuPage River and became a premiere recreation and entertainment facility. The amenities available at the park included a large auditorium, dance pavilion, restaurant, boat house, and dining hall. Sports fans could take advantage of a baseball diamond, a bowling alley, and a horse track. The
Village of Plainfield Comprehensive Plan
Flanders House (old Location)
1-
Situation Audit park took full advantage of its access to the DuPage River, providing boats that could be rented, a paddlewheel boat that took sightseers up the river, a bath house for swimmers, plus chutes that let a swimmer slide into the river. The park closed in 1923 as the Aurora, Plainfield, and Joliet Electric Railway Company went out of business, to some extent due to the increased use of the automobile. The line converted to buses in 1924. The last remaining significant structures were destroyed by a devastating tornado in August of 1990. Illinois Section of the Lincoln Highway
Downtown Plainfield, Circa 1905
Lockport Street, Plainfield’s primary east-west roadway, was chosen in 1913 as a segment of the Lincoln Highway. The Lincoln Highway was the first paved, transcontinental highway stretching from New York to San Francisco. Plainfield’s stretch of the highway was constructed in 1921. Later, when US Route 66 crossed the Lincoln Highway through Plainfield, Plainfield was at the intersection of two of the longest paved highways in the world. This was only one of two such places where this happened. Plainfield grew considerably by 1960. The Village managed to maintain its small town image while still growing into a modern suburb. In 1976 a new Village Hall and Police Station were constructed to serve the community. On August 28, 1990 an F5 level tornado struck Plainfield killing 28, injuring 350, and destroying homes and businesses. Among the buildings destroyed in this tornado was Plainfield High School.
Downtown Plainfield, Circa 1970
New Subdivision
Plainfield recovered from the 1990 tornado to experience one of the fastest decades of growth in the history of the community. Within three years of the tornado 1,100 people moved to Plainfield, more than twice as many as any other decade. By 1999, the population had more than doubled its 1990 level. In 1996 more than twenty new subdivisions were being constructed in or immediately adjacent to Plainfield. This unprecedented growth continued as residential building permits more than tripled from 1997 to 1999. The Village of Plainfield originally adopted a Comprehensive Plan in 1995. With substantial growth taking place within the Village, major Comprehensive Plan updates were approved in 2002 and again in 2005. The economic problems in the later half of the 2000-2010 decade significantly altered the Village’s growth prospects and home market dynamics. This update to the Comprehensive Plan is an effort to bring planning in line with economic reality.
Village of Plainfield Comprehensive Plan
1-
Situation Audit
P lain field P o p u latio n (1970 -2040) U .S. C e n su s
P lain field P o p u latio n (1970 -2040)
C M AP p ro je ctio n
U .S. C e n su s
9 0 ,0 0 0
9 0 ,0 0 0
8 0 ,0 0 0
8 0 ,0 0 0
The population of Plainfield remained stable between 1970 and 1990 as the larger surrounding 3 0 ,0 0 0 communities of Aurora and Naperville encompassed 2 0 ,0 0 0 the majority of the growth in the area. Although the 1 0 ,0 0 0 southwest suburbs of Chicago continue to grow 0 dramatically, the trend changed between 1990 and 2008. During that time period, Plainfield has had a faster growth rate than any of the larger, surrounding communities. Based on the new market trends, staff is internally projecting a population of 62,000 people by 2030.
U .S. C e n su s
5 0 ,0 0 0 4 0 ,09000,0 0 0 3 0 ,08000,0 0 0 2 0 ,07000,0 0 0
2 0 4 0 (P ro je cte d )
2030 (interpolated)
(interpolated)
2020
2010
2 0 4 0 (P ro je cte d )
2030 (interpolated)
(interpolated)
2020
2010
2000 2000
1990
1980
1970
0
Pla in fie ld a n d Su rro u n d inPopulation g C o m m u n(1970-2040) itie s Po p u la tio n (1 9 8 0 -2 0 4 0 ) Plainfield 300,000 250,000
P la in fie ld
Pla in fie ld a n d Su rro u n d in g C o m m u n itie s Po p u la tio n (1 9 8 0 -2 0 4 0P)la in f
A u ro ra
200,000
A u ro r
300,000
B o lin g
150,000
N a p e rville O sw e g o
Jo lie t
250,000
P Na p e
100,000
A O sw e
B
150,000 0 2040 (Pro jec ted)
Year
P o p u la tio n C 0 h a n g e fo r P la in fie ld a n d S u rro u n d in g
P e rc e nta ge C ha nge in P opula tion
300.0%
2030 (interpolated)
2020 (interpolated)
2010
2000
1990
1980
Plainfield and SurroundingC Communities o m m u n itie s Population (1970-2040)
Year
250.0%
N
O
2040 (Pro jec ted)
50,000
2030 (interpolated)
2020 (interpolated)
J
2010
100,000
2000
Po p u latio n
200,000 50,000
1990
Jo lie t
Po p u latio n
B o lin g b ro o k
2040 (Pro jec ted)
2030 (interpolated)
2020 (interpolated)
2010
2000
1990
1980
1990
1 0 ,0 0 0
Between 1990 and 2010, the population of
This projection of high growth is not surprising. The southwest suburbs of Chicago are some of the fastest growing communities in the State. While many of the inner ring suburbs have a dearth of open land for development, the southwest suburbs, and Plainfield in particular, have a surplus of available land. The areas quality of life, availability of infrastructure, and strategic location all support these growth trends.
1980
3 0 ,0 0 0
1970
Po p u la tio n
4 0 ,0 0 0 2 0 ,0 0 0
PlaPlainfield in fie ld a n dincreased Su rro u n d infrom g Com m u n itie Po p u la tioDuring n (1 9 8 0 -2 0 4 0 ) 4,557 tos 39,581.
the same time period, Will County grew from 300,000 357,313 to 677,560. Naperville, Bolingbrook and Oswego also grew significantly during the 250,000 1990s and early 2000s. Joliet, which had been experiencing population decline through much of 200,000 the 1970s and 1980s experienced a resurgence in the same time period as it began to develop open 150,000 farmland on the periphery of the City. A substantial 100,000 part of this growth has been just south of Plainfield along Caton Farm Road. Much of Joliet’s growth is in50,000 the Plainfield School District, Library District, and Park 0District. These population trends suggest that Plainfield and the surrounding area will continue to grow substantially. Chicago Metropolitan Agency for Planning (CMAP) confirmed this supposition Year with their 2040 population projections for the Greater Chicago Metropolitan Area. By 2040, CMAP projects that the population of Plainfield will reach 82,490.
C M AP p ro je ctio n
1 0 ,06000,0 0 0 5 00,0 0 0
2 0 4 0 (P ro je cte d )
2030 (interpolated)
2020
(interpolated)
2010
2000
4 0 ,0 0 0
1990
6 0 ,0 0 0
Po p u la tio n
5 0 ,0 0 0
1980
P lain field P o p u latio n (1970 -2040)
7 0 ,0 0 0
1980
6Population 0 ,0 0 0
1970
Po p u la tio n
7 0 ,0 0 0
Po p u latio n
C M AP p ro je ctio n
200.0% 1 9 7 0 -1 9 8 0
150.0%
1 9 8 0 -1 9 9 0 1 9 9 0 -2 0 0 0
100.0%
2 0 0 0 -2 0 1 0
50.0% 0.0% Plain field
O s w eg o
N ap erv ille
Auro ra
C om m unity
Population Change in Plainfield and Surrounding Communities Source: U.S. Census Bureau and CMAP
Village of Plainfield Comprehensive Plan
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Situation Audit Employment Plainfield has experienced a fairly steady growth in employment since the early 1980s. According to the Illinois Department of Employment Security, Plainfield’s employment was 10,415 in 2011 representing a 10 year increase of 2,755 (36%). By comparison, the balance of Will County grew at the same 36% rate during that time period. Much of the growth in employment can be attributed to the location of several large businesses in the community, including Diageo, Logoplaste and Chicago Bridge and Iron. Also contributing to the growth in employment in Plainfield is the steady increase in the number of businesses operating in the Village. Since its twenty year low in 1983 the number of business establishments in Plainfield has grown from 150 to 1,495 in 2011.
Illustration 2: Regional Context Map
2010
2008
2006
2004
2002
2000
1998
1996
1994
14,000 12,000 10,000 8,000 6,000 4,000 2,000 0 1992
Em p lo ym en t
Em p lo ym e n t in Pla in fie ld (1 9 7 8 -2 0 0 2 )
CMAP projections show that employment in Plainfield will continue to grow substantially through 2040. Over the next twenty-eight years, CMAP projects that Plainfield will add over 9,320 new jobs. Employment within Plainfield is strongly focused on three industries: manufacturing, construction, and retail trade. According to the Illinois Department of Commerce and Economic Opportunity (DCEO), Plainfield’s largest employers include:
• Plainfield School District (1,300 employees) • Chicago Bridge and Iron (430 employees) • Diageo (300 employees) Employment N u m bine rPlainfield o f B u s in(1992-2011) e s s Es ta b lis h m e n ts in Pla in field• Logoplaste (75 employees) • Plainfield Companies (100 employees) (1 9 9 1 -2 0 1 1 )
E s ta blis hm e nts
Year
1600 1400 1200 1000 800 600 400 200 0 1991
1996
2001
2006
2011
Year
In the 2000s, retail surpassed manufacturing as the leading industry in Plainfield and now accounts for 19% of the employment, most likely due to the explosive growth occurring in the southwest suburbs. Manufacturing, once the largest industry in Plainfield, is no longer as dominant as it has been in the past. In 1983, manufacturing accounted for 60% of the employment; in 2011, it only accounted for 13% of the total employment. However, the number of manufacturing jobs has held relatively stable over the past 10 years at approximately 820 jobs. The overall industrial mix in Plainfield is becoming more diverse.
Number of Business Establishments in Plainfield (1991-2011) The employment trends in Plainfield mirror the employment Source: Illinois Department of Employment Security
trends in Aurora, Joliet, Naperville and Will County. Over the past two decades these areas have seen a decline in
Village of Plainfield Comprehensive Plan
1-
Situation Audit
Diageo
the dominance of the manufacturing sector and a steady increase in the importance of the retail and service sectors. There are several key differences, however. The construction sector makes up a smaller percentage of the surrounding communities total employment. The service sector makes up a larger portion of other communities total employment. In the balance of Will County, wholesale and warehousing is more prominent. This may be due to the burgeoning warehouse industry along the I-55 corridor. The surrounding area has several large employers including two Caterpillar plants, three local riverboats, Argonne National Laboratory, Navistar, ComEd, Nicor Gas, and the Will County inland port facility.
Plainfield Employment by Industry 2002 Mining & Quarrying
Percentage
86
1.1%
1,283
16.7%
Manufacturing
993
13.0%
Wholesale Trade
653
8.5%
1,248
16.3%
Construction
Retail Trade Finance, Insurance & Real Estate
232
3.0%
Misc. All Remaining Services
1,321
17.2%
Total
7,660
100.0%
Plainfield Employment by Industry 2012 Mining & Quarrying
Employment
Percentage
43
0.4%
Construction
996
9.6%
Manufacturing
821
7.9%
Wholesale Trade
967
9.3%
1,956
18.8%
Retail Trade Finance, Insurance & Real Estate Misc. All Remaining Services Total
Housing
Employment
450
4.3%
5,182
49.8%
10,415
100.0%
Source: Illinois Department of Employment Security
The demand for housing in Plainfield has increased along with the population. Between the 1990 decennial Census and a special census conducted in 2003, the number of housing units in Plainfield increased by 5,438 units. An astonishing 94% of the growth in number of housing units occurred between 1995 and 2003. During that time, the number of new residential building permits issued has grown substantially. A total of 772 permits were issued in 1999, and by 2003, the Village issued over 1,400 residential building permits. NIPC projects that the number of housing units in Plainfield will grow to 19,682 by 2030, more than eleven times the 1990 total. However, the housing bubble of 2006 has had a dramatic impact on this projection and the village projects between 80-100 new home starts for the foreseeable future. As the number of housing units has increased, so has the median home value. In 1990 the median home value was $122,100. Six years later, in 1996, that number had risen to $152,296. The value continued to climb with a median home price of $265,000 in 2011. The median household income in 2011 was $115,015. Mortgage rates offered by the banks in Plainfield range between 3.75% to 4.5% (rate estimates include several local banks) for a thirty year mortgage. Bankrate.com
Village of Plainfield Comprehensive Plan
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Situation Audit offers a calculator on its web site to determine the housing costs a household can afford. Several area banks also offer this service. Assuming an availability of $30,000 for a down payment, and $800 in debt (including car loans or credit card debt), the amount a household making $115,000 can reasonably afford is over $400,000. Most of Plainfield’s new single family homes start at or below these amounts.
Single Family Homes in the Village Center
In 1993, 78% of all housing units within Plainfield were owner occupied, up from 71% in 1990. Based on the 2003 special census, rates are now closer to 91% owner-occupied housing. The percentage of single-family, detached housing grew in the 1990s and reached 80% by the 2000 Census, up from 71% ten years earlier. Based on building permit data since that time, the current split between single-family detached housing and other housing types is closer to 88% to 12%. These numbers suggest that the mix of housing types in Plainfield is declining significantly. Housing Units: Plainfield and Surrounding Communities Aurora
Community
Single Family Homes in a New Subdivision
Naperville 2020
Joliet
1990
Bolingbrook Plainfield 0
20,000
40,000
60,000
80,000
Housing Units S ingle-Fam ily B uilding P erm its Issued (2004-2011)
New Townhomes 1600
Pe rm its Is s u e d
1400
1302
1407
1200
998
1000 800 600
400
400
164
200
66
59
88
2009
2010
2011
0
Apartments near the Village Center
2004
2005
2006
2007
2008
Ye a r
Single-Family Building Permits Issued (2004-2011)
Village of Plainfield Comprehensive Plan
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Situation Audit Retail Sales and Development According to retail sales tax summaries released by the Illinois Department of Revenue, retail sales tax revenue increased from $836,983 in 1995 to $1,337,750 in 2000, or an increase of 60%. This compares favorably with surrounding communities. Of the surrounding communities, only Naperville, with a retail sales growth of 55%, grew as quickly. However, per capita, Plainfield receives less sales tax revenue than neighboring communities, with the exception of Aurora. A summary of the sales tax receipts for Plainfield, Naperville, Joliet, Oswego and Aurora can be found on page 14 of this section. According to retail sales tax summaries released by the Illinois Department of Revenue, Plainfield’s retail sales tax revenue increased dramatically between 2000 and 2010, increasing by over 2.7 million dollars (210%). However, on a per captia basis, Plainfield’s generation of $106 per person is significant lower than Naperville ($172), Oswego ($128) and Joliet ($122). A summary of the sales tax receipts for Plainfield, Naperville, Joliet, Oswego and Aurora can be found on page 10 of this section. Growth in Plainfield’s retail sales between 2000 and 2010 was spread across many sectors including food (Jewel and grocery sales at WalMart and Meijers), lumber, building and hardware (Menard’s and Ace), drug and other retail (CVS and Walgreens), and drinking and eating establishments (Red Robin, Panera, Starbucks, and many new restaurants downtown). The most dramatic increase was in general merchandise (Wal-Mart and Mejiers) which increased over 1 million dollars, surpassing automotive & filling stations, in 2009, as the highest sales tax generating use in the Village.
Jewel Osco
Target Store
With the dissolution of Plainfield Economic Partnership (PEP) in 2010, the Village absorbed economic development responsibilities for the community. With input from the newly-formed Economic Development Advisory Task Force and psychographic profile/ consumer propensity analytics from Buxton/Community ID, the Village embarked on a retail attraction and retention strategy. The strategy focuses on capturing the retail leakage that leaves the Village to nearby communities. In 2010, Buxton identified a retail leakage of $268,468,304, with clothing/fashions, foodservice, electronics, home centers and furniture leading the gap. The comparatively low per capita retail sales tax revenue buttresses the “gap analysis” that many residents of Plainfield are leaving the Village to satisfy their shopping and entertainment needs. South of Plainfield, Joliet is almost built out along the Route 59 Corridor. The only areas with sites available for development are at the intersection of Caton Farm Road and Ridge Road and at the intersection of Theodore and Route 59. These areas are zoned for commercial uses and are expected to be developed for strip commercial centers, although no plans are on file with Joliet at this time.
Village of Plainfield Comprehensive Plan
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Situation Audit
Chili's Restaurant
A study of the WIKADUKE Trail, an acronym for a joint effort by four counties (Will, Kane, DuPage and Kendall), was initiated in 2002 to analyze the creation of a road system that would connect northbound and southbound traffic from I-88 to I-80. The study, completed in January of 2004, examines the impacts of the planned road alignment on a one-mile wide corridor along the proposed route of the WIKADUKE Trail. It provides a forum for regional planning to address issues such as land use, appearance, buffering, and access control along the corridor. Within ten years, development is expected to begin along the route of the WIKADUKE Trail. However, access controls planned along this route may limit commercial potential. Currently Joliet is the only community with water, sewer and other infrastructure in place to take advantage of this corridor, and they expect considerable interest from larger retailers. Plainfield has available sites within the Village for new commercial development, and already has limited access to frontage along the WIKADUKE Trail within the Grande Park development. The development of this land is not assured. Infrastructure is only partially in place to accommodate development demands. Portions of the WIKADUKE Trail in the Grande Park subdivision in Plainfield and south of Caton Farm Road in Joliet have been constructed. Kendall County plans to provide a critical connection to realign Ridge Road to Route 126 in 2012-2013. Plainfield has the available land to compete with any of the neighboring communities for commercial, industrial, and residential development. This Comprehensive Planning process must provide the development community with a clear direction for Plainfield’s future.
Village of Plainfield Comprehensive Plan
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Situation Audit VILLAGE OF PLAINFIELD Category Population Estimate General Merchandise Food Drinking & Eating Places Apparel Furniture, H.H. & Radio Lumber, Bldg, & Hardware Automotive & Filling Stations Drug & Other Retail Agricultural & Extractive Manufacturers Total Per Capita
1995 Tax Receipts Percent
CITY OF AURORA Category Population General Merchandise Food Drinking & Eating Places Apparel Furniture, H.H. & Radio Lumber, Bldg, & Hardware Automotive & Filling Stations Drug & Other Retail Agricultural & Extractive Manufacturers Total Per Capita
1995 Tax Receipts Percent
CITY OF NAPERVILLE Category Population General Merchandise Food Drinking & Eating Places Apparel Furniture, H.H. & Radio Lumber, Bldg, & Hardware Automotive & Filling Stations Drug & Other Retail Agricultural & Extractive Manufacturers Total Per Capita
1995 Tax Receipts Percent
CITY OF JOLIET Category Population General Merchandise Food Drinking & Eating Places Apparel Furniture, H.H. & Radio Lumber, Bldg, & Hardware Automotive & Filling Stations Drug & Other Retail Agricultural & Extractive Manufacturers Total Per Capita
1995 Tax Receipts Percent
VILLAGE OF OSWEGO Category Population General Merchandise Food Drinking & Eating Places Apparel Furniture, H.H. & Radio Lumber, Bldg, & Hardware Automotive & Filling Stations Drug & Other Retail Agricultural & Extractive Manufacturers Total Per Capita
1995 Tax Receipts Percent
10,461 1.2% 77,392 9.2% 58,482 7.0% 3,022 0.4% 11,061 1.3% 93,264 11.1% 434,195 51.9% 54,949 6.6% 270,010 32.3% 67,148 8.0% 836,983 100.0%
2,364,347 20.4% 1,721,373 14.8% 882,620 7.6% 812,203 7.0% 910,154 7.8% 1,067,280 9.2% 1,731,694 14.9% 1,385,677 11.9% 374,581 3.2% 355,047 3.1% 11,604,978 100.0%
1,856,510 13.8% 1,971,948 14.6% 1,297,073 9.6% 368,989 2.7% 652,733 4.8% 840,592 6.2% 3,998,004 29.7% 1,599,315 11.9% 506,329 3.8% 379,654 2.8% 13,471,146 100.0%
2,096,514 19.2% 1,650,077 15.1% 831,840 7.6% 292,929 2.7% 729,773 6.7% 1,117,396 10.2% 2,459,562 22.5% 1,103,252 10.1% 381,268 3.5% 275,139 2.5% 10,937,749 100.0%
9,583 0.8% 225,890 19.4% 53,247 4.6% 18,373 1.6% 2,647 0.2% 191,457 16.4% 413,139 35.4% 210,445 18.1% 27,472 2.4% 13,336 1.1% 1,165,589 100.0%
2000 2005 Tax Receipts Percent Tax Receipts Percent 13,038 0.0% 786,643 22.5% 23,862 1.8% 438,426 12.5% 113,529 8.5% 338,411 9.7% 0.0% 21,675 0.6% 27,373 2.0% 84,127 2.4% 54,553 4.1% 347,747 9.9% 722,874 54.0% 865,241 24.7% 149,208 11.2% 354,762 10.1% 214,105 16.0% 177,264 5.1% 29,625 2.2% 81,835 2.3% 1,337,750 100.0% 3,496,131 100.0% 103
2010 Tax Receipts Percent 39,038 1,017,080 24.5% 330,659 8.0% 475,025 11.4% 60,139 1.4% 73,713 1.8% 270,965 6.5% 1,001,370 24.1% 558,852 13.5% 257,484 6.2% 93,869 2.3% 4,152,430 100.0% 106
2000-2010 % Change
2000 2005 Tax Receipts Percent Tax Receipts Percent 142,990 2,176,698 14.6% 2,232,250 11.7% 2,148,967 14.4% 2,093,794 10.9% 1,562,811 10.5% 1,703,904 8.9% 934,925 6.3% 2,110,710 11.0% 1,534,478 10.3% 1,530,114 8.0% 469,681 3.1% 753,707 3.9% 1,815,971 12.2% 3,058,900 16.0% 1,910,333 12.8% 2,825,944 14.8% 1,717,544 11.5% 2,278,745 11.9% 613,864 4.1% 547,042 2.9% 14,914,567 100.0% 19,138,081 100.0% 104
2010 Tax Receipts Percent 193,806 2,129,658 11.4% 1,576,899 8.4% 1,733,288 9.3% 2,801,037 15.0% 1,080,345 5.8% 483,698 2.6% 3,563,031 19.0% 3,026,045 16.2% 1,852,764 9.9% 454,118 2.4% 18,707,287 100.0% 97
2000-2010 % Change
2005 2000 Tax Receipts Percent Tax Receipts Percent 128,358 1,958,181 9.4% 2,228,720 8.4% 2,744,451 13.2% 2,757,561 10.4% 1,988,990 9.5% 2,339,662 8.9% 537,006 2.6% 659,602 2.5% 1,669,995 8.0% 2,224,168 8.4% 1,115,371 5.4% 1,665,287 6.3% 5,852,062 28.1% 8,708,048 32.9% 2,509,974 12.0% 2,927,449 11.1% 2,176,180 10.4% 2,211,006 8.4% 272,934 1.3% 711,636 2.7% 20,831,248 100.0% 26,433,138 100.0% 162
2010 Tax Receipts Percent 153,791 2,103,314 8.0% 3,210,537 12.1% 2,885,101 10.9% 767,404 2.9% 1,862,218 7.0% 1,235,492 4.7% 8,807,116 33.3% 3,336,129 12.6% 1,560,231 5.9% 675,725 2.6% 26,443,266 100.0% 172
2000-2010 % Change
2000 2005 Tax Receipts Percent Tax Receipts Percent 106,221 2,532,167 16.2% 3,393,513 18.1% 2,234,200 14.3% 2,241,260 12.0% 1,327,754 8.5% 1,597,839 8.5% 408,468 2.6% 529,340 2.8% 988,580 6.3% 992,567 5.3% 1,180,079 7.5% 1,749,846 9.3% 3,500,602 22.4% 3,788,838 20.2% 1,962,704 12.5% 2,450,225 13.1% 1,094,459 7.0% 1,436,793 7.7% 427,915 2.7% 569,803 3.0% 15,656,928 100.0% 18,750,023 100.0% 147
2010 Tax Receipts Percent 147,433 3,667,558 20.4% 1,839,742 10.2% 1,779,442 9.9% 477,104 2.7% 1,003,775 5.6% 892,903 5.0% 3,605,841 20.1% 2,702,356 15.0% 1,402,885 7.8% 597,763 3.3% 17,969,509 100.0% 122
2000-2010 % Change
2000 2005 Tax Receipts Percent Tax Receipts Percent 13,326 0.0% 427,467 13.3% 339,274 21.8% 687,128 21.4% 117,428 7.5% 281,626 8.8% 17,196 1.1% 42,128 1.3% 0.0% 36,501 1.1% 270,671 17.4% 555,657 17.3% 467,021 30.0% 569,694 17.7% 173,922 11.2% 356,124 11.1% 145,914 9.4% 246,646 7.7% 14,286 0.9% 12,687 0.4% 1,558,345 100.0% 3,215,658 100.0% 117
2010 Tax Receipts Percent 37,826 1,044,682 21.6% 561,369 11.6% 538,906 11.2% 228,374 4.7% 267,536 5.5% 313,492 6.5% 1,113,413 23.1% 550,689 11.4% 132,674 2.7% 74,224 1.5% 4,825,359 100.0% 128
2000-2010 % Change
n/a 1286% 318% n/a 169% 397% 39% 275% 20% 217% 210%
-2% -27% 11% 200% -30% 3% 96% 58% 8% -26% 25%
7% 17% 45% 43% 12% 11% 50% 33% -28% 148% 27%
45% -18% 34% 17% 2% -24% 3% 38% 28% 40% 15%
n/a 65% 359% 1228% n/a 16% 138% 217% -9% 420% 210%
Source: Illinois Department of Revenue
Retail Sales Tax Receipts for the Village of Plainfield
Village of Plainfield Comprehensive Plan
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Situation Audit Industrial Development Competition for industrial development between Plainfield and neighboring communities is high. The Interstate 55 corridor has become a very desirable location for light industrial, warehousing and distribution facilities. Bolingbrook and Romeoville in particular have benefited from this trend. High tech office, industrial and research businesses are clustered along Interstate 88 in Naperville. Several sizable business parks, led by the Meridian Business Park, have located along Route 34. These locations all benefit from immediate access to transportation. Regional commercial and industrial competition is shown on the Regional Competition Map on the following page. Although several large industrial uses, including Diageo and Logoplaste have chosen to locate in the Village, Plainfield’s ability to attract industry has been hampered due to the unsuitability of nearly all of its Interstate 55 frontage for development. As with future commercial development, 143rd Street and Route 30 provides Plainfield’s strongest opportunity to develop light industrial, office and warehousing. This major arterial roadway will provide access both the Interstate 88 and Interstate 55. The development of a full interchange between Route 126 and Interstate 55 will also increase the potential for industrial development within Plainfield.
Village of Plainfield Comprehensive Plan
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Situation Audit NAPERVILLE
88 Meridian Business Park
Waterford Business Park
26
355
Fox Valley Center Rush Copley Memorial Hospital
30
Metra
Metra
53
Joliet-Naperville Rd
AURORA
DuPage County Will County
Kendall Point
34
34
Weber Road Commercial Developments
59
Windham Lakes Business Park
30 Carlow Corporate Center
Crossroads Business Park International Center West Joliet Junior College
PLAINFIELD
Local Retail
Weber Rd
55
Caton Farm Rd
Legen Retail Industrial/Office Institutional
Kendall County Will County
126
Caton Farm Town Square
52
Leweis University Airport Leweis University
Louis Joliet Mall
JOLIET
30
80
Illustration 3: Major Regional Business Centers
Village of Plainfield Comprehensive Plan
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Situation Audit Community Survey As part of the comprehensive planning, the Village Board commissioned a survey of residents’ attitudes toward general development, residential development and commercial and business development. During the first week of April 2001, surveys were sent to 5,047 Plainfield households using the Village’s water billings mailing list. There was an impressive return rate of 38 per cent, 1,924 surveys. Since the expected response rate for mailed surveys is approximately 10 percent, this high response rate indicates that there is significant resident interest in having a say in the future growth and development of the community. It also means that the survey’s confidence level is + or - 2 to 3%. A comparison with data projections for the total Plainfield population by a national demographics service also suggests that the respondents were a balanced sample of Plainfield residents with the possible exception of income. Highlights from the analysis of the responses to Plainfield’s Community Survey include: General Development •
The community clearly does not want to be exclusively a bedroom community without its own commercial base
•
There is limited interest in adding more industry to Plainfield
•
There is community consensus on the general development priorities
•
With young and wealthy residents interested in downtown, there is an ideal market for businesses
•
Transportation is a very critical issue for most residents. The high desire for the Wikaduke Trail is particularly interesting as the roadway does not currently exist and no funding is currently in place for construction
•
Commuter rail and bike trails make Plainfield attractive to a younger population
•
The Comprehensive Plan should include a trail component, and developers should be encouraged to add bike trails as an appealing feature of new subdivisions
•
There was a clear emphasis on Route 59 as a planning priority
Village of Plainfield Comprehensive Plan
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Situation Audit •
Planning for downtown and existing residential areas are also clear priorities but the support is concentrated in special interest groups defined by age demographics and proximity
•
It is significant that Plainfield’s police and fire services are highly rated because that makes residents feel more secure and consequently more likely to remain in Plainfield
•
The relatively lower rating for fire services by new residents and some planning areas may be a lack of knowledge about the location of services rather than an evaluation of the services
•
Improving the water supply (both water quality and in some areas water pressure) is an important issue for many residents
•
The high identification of farmland and forest preserves as open space suggests that less active, less expensive development would satisfy open space needs and perhaps improve the parks rating
•
Trails may play a role in attracting new residents to Plainfield
•
While use of the Village web site will likely increase with increasing web use, it is not currently used by enough residents to rely on it as the sole method of keeping residents informed on community issues
Commercial and Business Development •
Downtown is relatively well positioned but could do more to attract new residents
•
With 5,000 households spending approximately $60 per week, the annual restaurant spending by Plainfield residents is over $15 million
•
The perceptions of Downtown Plainfield that would be hardest and most costly to change, safety and attractiveness, are not a problem
•
Low satisfaction with the selection downtown shows a desire to have more stores rather than making a comment on the existing stores. The high customer service rating is a better evaluation of the quality of existing stores
•
The relatively high parking rating by new and younger residents suggests that d o w n t o w n p a r k i n g compares favorably to the offering of other shopping districts
•
Lower ratings for parking from longer-term residents suggest that it is not as easy to park downtown as it once was
•
A low preference for Sunday shopping hours means it is not terribly important to pressure businesses to establish Sunday hours, however, higher ratings for evenings suggest it may be beneficial to add evening hours
•
Saturday is probably the best day for events that are designed to attract young people and families
Residential Development •
There may be a market for senior housing attracting the relatives of Plainfield’s young families
•
With proximity to work increasingly important, creating local employment opportunities may become the key to attracting young residents
•
Consistent with the high satisfaction rating, subgroups do not appear to be leaving Plainfield based on the quality of the community, rather, the subgroups that are more inclined to move have eminent lifestyle changes like retirement or are typical starter home buyers who plan to move up as their income increases.
Village of Plainfield Comprehensive Plan
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Policy Framework Section 2 Mission Statement The following is the community mission statement developed through a facilitated workshop with community leaders and citizens: The Village of Plainfield promotes a friendly, safe and diverse community; offering a variety of cultural opportunities and a high quality of living. Plainfield will maintain its commitment to strengthening community spirit and embrace its historic character while improving transportation options, increasing access to services, and enhancing open space.
The planning process is based on a continuum of personal and collective decision making reflected in a shared vision of the community. The identification of goals and the formulation of objectives in support of these goals is the first part in the process to establish a common vision. Goal and objective statements provide the policy framework upon which all land use decisions, both now and in the future, must be supported. The Comprehensive Plan is a declaration of intent. It is advisory and does not itself constitute a regulation.
Goals and Objectives To accomplish this community mission, a series of goals and objectives are outlined below. These goals and objectives have been divided into the following categories: Community Character, Economic Development, Environment, Historic Downtown, Open Space, Public Facilities and Services, Residential Neighborhoods, Transportation and Implementation. Each goal is followed by several objectives or specific targets designed to assist the community in pursuing a particular goal.
Community Character Goal: Foster a positive, distinct civic identity and sense of community pride that is built upon the unique qualities of a safe, family-oriented community. Objectives: • Actively pursue expansion of the Village Center west of the DuPage River. • Establish a historic preservation program. • Develop a hierarchy of special entryway treatments to announce arrival into Plainfield based on roadway volume, the permanence of the location, and the availability of land for the entryway. • Create clear common boundaries to create a sense of separation from surrounding communities. • Promote the use of landscaping techniques that reflect a rural character on the perimeter of the community such as hedgerows, natural areas, and landscaped buffers along roadways. Goal: Enhance community design and architecture in existing and new areas of the Village. Objectives: • Continue implementation of Planned Unit Development Design Guidelines developed by Linden-Lenet Design Group in February 2003 in all new developments along with the Village of Plainfield Comprehensive Plan
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Policy Framework Residential Design Guidelines as prepared by staff and Duane Linden. • Promote the Design Manual for the Lockport Street Business Corridor (also known as Downtown Design Guidelines) prepared by Arris Architects + Planners in August 2000. • Encourage use of Teng Plan in considering new developments or redevelopment.
Goal: Respect and enhance diversity based on the community’s historic reputation as the home to a wide variety of religious institutions. Objective: • Work with new religious institutions to locate in areas where shared parking and appropriate access can be achieved with minimal disruption of residential neighborhoods, buffers along roadways and the preservation of natural areas Goal: Encourage the establishment of new cultural events, institutions and organizations while maintaining civic traditions and historic character.
Local Church
Objective: • Work closely with the Chamber of Commerce, the Main Street organization, and other organizations to promote and operate successful events that bring residents together and celebrate Plainfield’s sense of community.
Economic Development Goal: Foster a wide-ranging tax base that increases employment opportunities within Plainfield. Objectives: • Plan for a new business park and for retail goods and services in locations identified in the Future Land Use Plan • Pursue development of a business park near the I-55/Route 30 intersection and the long term redevelopment of Four Seasons Park. • Pursue development of a health care facility, such as a hospital, to serve residents and create employment opportunities • Build a relationship among the Economic Development Task Force, the Village Board, the Chamber of Commerce, the School District, Main Street, Downtown Partnership, and the Plainfield business community that encourages the exchange of information
Village of Plainfield Comprehensive Plan
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Policy Framework • Establish an effective Business Recruitment Plan which will promote and market the Village of Plainfield to businesses and developers who are searching for potential sites for their business facility or commercial development • Implement a business retention program to retain the industrial and commercial base existing in the Village • Maintain current demographic information, a land and building inventory and financing and grant opportunities available for businesses investigating expansion options or seeking a new site for a business and for developers seeking information related to a new retail commercial center. UDV
Goal: Strategically provide convenient business locations to provide residents with desired access to goods and services. Objective: • Continue land use polices which promote commercial development within the expanded Village Center and a major roadway nodes along Route 59, Route 126, and Route 30.
Environment Goal: Enhance the quality of life by building a relationship between human activities and the environment that minimizes the adverse impacts of development on environmental resources and natural areas.
DuPage River
Objectives: • Limit individual waste water treatment facilities and fields in close proximity to above-ground water bodies and in areas with high water tables • Encourage the use of bio-filtration, constructed wetlands, and other natural means of eliminating pollutants in residential and non-residential developments • Preserve other natural resources that provide filtering for water bodies, including wetlands, flood plains, shorelines, and forests
Historic Downtown Goal: Protect the character and integrity of the downtown area. Objectives: • Establish a historic district. • Promote the Façade Improvement Program in the TIF District • Develop good access to expand downtown Village of Plainfield Comprehensive Plan
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Policy Framework Goal: Focus on expanding the traditional downtown district as the core of the community through cooperative public/private efforts that incorporate historic preservation and new investment. Objectives: • Use the new Village Hall as a springboard for new mixed-use development within the Village Center. • Work with local property owners to maintain and enhance existing downtown buildings and to construct new facilities that blend with the character of existing structures. • Work closely with districts within the downtown to keep important community facilities, such as the Library, in the Village Center. • Improve the DuPage River Bridge by adding a pedestrian crossing and enhancing the bridge’s appearance.
Main Street
Open Space Goal: Provide quality, accessible public open space and recreation facilities. Objective: • Increase community access to and appreciation of the DuPage River, particularly within the Village Center. Goal: Incorporate public parks, facilities and trail throughout the community as part of a comprehensive network of open space. Objectives: • Create a map of existing and planned open space and multipurpose trail system in the Village that links growth areas of the community with Plainfield’s traditional Village Center, the DuPage River corridor, and other important civic and cultural facilities • Incorporate map of planned open space and multi-purpose trail system into the Comprehensive Plan • Work with developers and adjoining Park Districts to plan open space in new development which meets local recreational needs while blending into an overall integrated open space system • Promote clustered development that provides common open space • Carefully evaluate the potential to preserve some of the community’s agricultural heritage • Actively pursue grants, donations, and dedicated fees to provide for open space acquisition.
Village of Plainfield Comprehensive Plan
Wheatland Park
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Policy Framework Public Facilities and Services Goal: Promote a quality living and working environment by ensuring facilities and services that are responsive to the needs of citizens and the business community. Objectives: • Aggressively work to eliminate radium concerns with the water supply and continue efforts to secure a quality, reliable source of water for new and future residents and businesses • Maintain strong community support of police and fire protection services through appropriate expansion to accommodate a growing population • Work with the Park Districts, Township government and other organizations to expand services targeted at senior and disabled citizens • Work with residents to improve sidewalks and street lighting in all of the community, with special attention to the older parts of the community
Residential Neighborhoods Goal: Expand the diversity of quality, attractive, and safe neighborhoods within the Village of Plainfield.
Residential Street
Objectives: • Encourage a mix of residential types including traditional single-family development, cluster development, and planned development • Foster a healthy mix of residents from different age groups and cultural backgrounds by encouraging a mix of building types including a variety of traditional single-family detached homes, townhouses, condominiums and apartments Goal: Encourage neighborhoods with a friendly and comfortable ambiance, including the conservation and enrichment of existing neighborhoods and prudent development of new neighborhoods that are compatible with the character of the Village. Objectives: • Encourage the establishment of a central place for a neighborhood such as an elementary school, a stand of mature trees, or a recreational area to provide the neighborhood with a distinctive character • Neighborhoods should be designed to encourage bicycle and pedestrian movement both within the community and to adjacent communities • Link open space and multi-purpose trails between neighborhoods to promote community-wide accessibility Village of Plainfield Comprehensive Plan
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Policy Framework • Design a transportation hierarchy that minimizes traffic flow through a neighborhood • Identify and evaluate the establishment of one or more historic districts
Goal: Promote local housing opportunities for all levels of the workforce to enhance stability and productivity for workers as well as to attract and retain businesses. Objectives: • Permit multi-unit housing in areas well served by transportation and with access to goods and services such as downtown and near major commercial nodes • Improve the mix of housing types in new subdivisions by encouraging more multi-unit housing
Transportation Goal: Provide a well-balanced, efficient, safe and attractive transportation system that allows for the movement of motor vehicles, pedestrians, bicyclists, and transit users throughout Plainfield. Objectives: • Enhance Van Dyke Road as a collector roadway with improved intersections and pavement • Extend Steiner Road as a north-south minor arterial roadway south of Route 126 and north to 127th Street. Connecting with Drauden to the south and Heggs to the north • Extend 143rd Street as a major east-west collector west to the proposed WIKADUKE Trail • Develop access management policies and design standards to support the appropriate functions of each classification of roadway (i.e. regional arterials, community arterials, and collector roadways) • Provide sufficient pavement width and/or traffic control system to achieve Level of Service C or D at signalized intersections • Plan new residential subdivisions to control the amount of non-local or through traffic penetration while providing interconnections to enhance public safety and the feeling of being a part of a larger community • Provide traffic calming measures to minimize cut through traffic in neighborhoods • Implement a community wide multi-use trail plan consistent with current engineering practices and integrating existing Park District Plans
Traffic Calming Device
Village of Plainfield Comprehensive Plan
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Policy Framework
Historic Train Station
Goal: Include emergency vehicles Objectives: • Evaluate need for Van Dyke extension to Springbank now that R59 has been expanded and Drauden Road is in place • Extend Steiner Road to 143rd Street as a major collector • 143rd Street still needed as a major east-west collector to the proposed WIKADUKE Trail • Remove section on access management policies • Provide sufficient pavement to achieve Level of Service C or D at signalized intersections • Combine sections that address cut-through traffic control and traffic calming measures. Include pedestrian movement signals and possible use of solar powered signals • Implement community wide multi-use trail plan Goal: Encourage intergovernmental cooperation Objectives: • Work closely with others to move cars and people • Change EJ&E to Canadian National • Work with Pace & incorporate BRT (Bus Rapid Transit) opportunities • Work with Romeoville & Bolingbrook on I-55 exchange improvements • Work with Regional Park Districts to develop bike trail systems • Work with IDOT & Will County to reroute Route 126 around downtown Plainfield to remove heavy truck traffic • Seek grants • Work closely with Local School Districts to select best school sites and plan for future development
Implementation Goal: Achieve the Village’s goals of high-quality growth by creating an approach to development that provides considerable options on how land is used. Objectives: • Work to gain a reputation for approval of development consistent with the Comprehensive Plan • Develop a land use pattern that promotes a balance of residential and nonresidential growth areas • Adopt a comprehensive amendment to the Zoning Ordinance • Develop and adopt a long-term (five-year) and current year capital improvement program • Maintain existing boundary agreements and secure western boundary agreements Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Future Land Use Section 3 The Village of Plainfield Future Land Use Plan identifies locations within the Village and surrounding planning area for a variety of land uses that will help maintain the community as a vital, growing and attractive place to live and work. The Plan provides a framework for public and private decisions about how particular sites should develop. It also forms the basis for community facilities and utilities planning. The Future Land Use element of the Comprehensive Plan is a longrange guide for determining the uses to which the land should ultimately be put, rather than a direct, immediate indication of the appropriate zoning regulations to apply to a specific parcel of land. The purpose of the Future Land Use Plan is to provide guidelines for controlling the character of the community, insuring that municipal services and facilities will not be overburdened, and establishing a sound tax base.
The principal aim of the Plan is to maintain the traditional form, natural environmental characteristics (ie. waterways, prairies, etc.), and quality of life found in Plainfield, while promoting balance by encouraging new commercial and employment opportunities. When reviewing the plan, it is important to understand the generalized nature of a land use plan. Given the scale at which municipal comprehensive planning occurs, only broad areas of land use are indicated. On specific parcels of land, certain exceptions may be appropriate. A more detailed evaluation and land use recommendation is found in the special area plans for Route 30, the Village Center East area, Route 59 North and South, Southwest, Central Area, Van Dyke Corridor, and 143rd Street Corridor. This section provides a general description of uses anticipated in each of the Village’s twelve land use categories and a brief summary of the rationale used in constructing the Future Land Use Plan. Many of the descriptions refer to a density range for a particular land use category. All recommended residential densities described below are based upon the “gross buildable acreage� of a site. The following is a description of gross buildable acreage and how it is calculated. There are two basic approaches to regulating the intensity of residential development. The traditional zoning approach is to establish a minimum lot size, which in Plainfield is generally between 10,000 to 12,000 square feet. This approach produces individual neighborhoods that can be very attractive, with homes that are scaled in proportion to their lot. Unfortunately, applying
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Future Land Use this standard to every development tends to create subdivisions which all begin to look alike with little variety, creativity, or identity. This is inconsistent with the goals of this plan. A second alternative is to regulate development based on density. This approach provides more flexibility and potentially more creativity in the design of new residential developments. The following example should help to illustrate the benefits of a densitybased approach to regulating the number of new homes that can be developed on an individual parcel of land. In the traditional example, the minimum lot size requirement encourages the developer to utilize every available square foot of the property for private lots. In the cluster approach, over half the site is preserved in public open space. In addition, the cluster concept provides these additional benefits:
Existing Conditions
1. Reduced road right-of-way means reduced development cost and reduced maintenance cost for the Village. 2. Development can be set back from the main access roadways, providing a more attractive view from the road. 3. Open space areas can be connected between adjacent developments to form an integrated regional system. 4. The entire community benefits from the open space rather than just the individual lot owner. 5. The layout can be more interesting, responding to site characteristics than the dictates of a minimum lot size.
Calculation of Density For residential development, density generally refers to the number of dwelling units per acre. While the basic concept of density is simple enough (total number of dwelling units divided by the site acreage), determining what site acreage to use can be an issue. Historically, Plainfield has measured density based on the total residential site acreage (gross acres). Traditionally, this is the method used to calculate density. However, there is a flaw in this approach in that it ignores the basic environmental characteristics of a site. Some portions of a site, such as flood plains and wetlands, are not appropriate for development. Preservation of these environmental features can provide a nice amenity to both the development and the community. This plan recommends that a developer of a property should be aware of these features prior to purchasing the property and should not be given full density credit for the acreage containing these features. Residential densities should be based on the gross buildable area of a site. The following example will help clarify the issue.
Village of Plainfield Comprehensive Plan
Traditional Development
Minimum Lot Size
20,000 sq ft
Lot Yield
68
Area in Lots
40.5 acres
Area in Road (ROW)
5.0 acres
Open Space (detention) 4.5 acres Total Site Area
50 acres
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Future Land Use Consider a 100-acre property, of which 50 acres is within the 100-year floodplain. At a maximum density of 2 dwelling units per acre, 200 homes could be developed under a standard gross density formula. However, since only half of the property can actually be developed, homes will have to be placed closer together on smaller lots than on a comparable parcel without the flood plain. Under a gross buildable area formula, the flood plain area would be subtracted before calculating the number of permitted dwelling units. Therefore, with 50 “buildable� acres and a maximum density of 2 dwelling units per acre, only 100 dwelling units would be permitted. Preferred Cluster Development
Minimum Lot Size
10,000 sq ft
Lot Yield
85
Area in Lots
23.75 acres
Area in Road (ROW)
4.25 acres
Therefore, for the purpose of determining the number of dwellings on a property, suggested by the Comprehensive Plan, the following definition shall apply. All information needed to perform these calculations should be readily available on a property survey or from review of published maps from FEMA or the National Wetlands Inventory.
Open Space (detention) 22 acres Total Site Area
50 acres
BUILDABLE ACREAGE The total acreage of the property minus the following: 1. Wetlands and land that is generally inundated by water (under ponds, lakes, creeks, etc.). Only those wetlands which fall under current regulation by the Army Corps of Engineers shall be considered in this calculation. 2. All of the floodway within the 100-year floodplain, as shown on official FEMA maps or approved by the Army Corps of Engineers. Where a defined floodway is not known, an area 75 feet on both sides of the creek or river centerline shall be used for this calculation until additional engineering studies detail the actual floodway; 3. Land within the right-of-way or easement of an existing roadway; 4. Land within an existing permanent easement prohibiting development (including utilities, drainage, access and pipelines). 5. Land identified in the comprehensive plan for exclusive business use such as commercial or industrial areas. The common argument against this gross buildable approach to determining density is that it does not recognize the community benefit provided by preserving stands of mature trees of providing public access to usable park space. However, the community benefit depends on the degree of protection and public access
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Future Land Use provided to these features in the development proposal. Since these factors can only be determined based on a specific site plan, the Comprehensive Plan suggests that the best way to address this issue is by providing a density bonus above the gross buildable density calculation based on the degree of public benefit. The range is identified to allow movement from the base or bottom of the range based on the degree of public benefit. The Village will identify areas of public benefit in the design guidelines and/or zoning ordinance.
Community Character Community character is an important element in Plainfield’s planning; it is a unifying concept that combines land use, economics, and lifestyle. Such elements shape decisions to move or stay in a community. In addition, community character is frequently an issue in zoning decisions.
The Village will consider a bonus in the total number of dwelling units permitted on a property based on the Village's PUD Design Guidelines, which address issues such as: 1. Open space areas are accessible to the public (or at least residents of the subdivision) 2. Where appropriate, contain trails or paths 3. Where relevant, preserve stands of mature trees 4. Where applicable, public open space areas are linked to similar public or private open space on adjacent properties
Downtown Given its location within the Chicagoland region, Plainfield will always have a suburban character. Fortunately, the Village’s long history and distinct downtown give the community a sense of place and identity that many growing suburbs lack. One of the fundamental land use and community character components of this Comprehensive Plan is a strong and expanded downtown. A specific downtown expansion plan was formally adopted by the Village in the 2000. This plan, developed by TENG and included at the end of this section, is incorporated and expanded upon by the Comprehensive Plan. This core walkable area of the community should also be expanded north to include the future transit station on the Canadian National line. Special emphasis should be given to pedestrian access across the DuPage River and the railroad tracks. Bike access to the core should also be encouraged.
Strong/Distinct Residential Neighborhoods
The Village's Central Area Plan provides additional planning focus for this unique portion of the Village.
The Village should encourage creative land planning which provides for a mixture of housing types, integrates open space within the development and to adjacent properties, and includes compatible related uses such as neighborhood shopping and civic uses such as churches and schools. The residential design guidelines recommended in the Implementation chapter are needed to provide clear direction on these desired neighborhood features and architectural details. Developments to be annexed or requesting a PUD will require the minimum requirements outlined in the design guidelines. These requirements will include architecture, reducing the impact of garages, and improved landscape architecture.
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Future Land Use The Village should encourage outstanding architecture consistent with the Village historic character and quality of materials. Developers should be required to submit proposed elevations to ensure diversity and character issues are achieved.
Entrances The majority of people enter Plainfield along relatively few roads: Illinois Route 126, U.S. Route 30, and Illinois Route 59. Some barriers exist that affect creating Village entrances. The DuPage River limits the Village’s southern side. To the east, I-55 and the mined area are the obstructions. However, no natural boundary exists to the north and west. For the near-term, the dominance of agricultural uses in Kendall County provides a transition into Plainfield. However, growing development pressure is likely to blur lines between communities.
Lower DuPage River Watershed Plan- The Village of Plainfield is active in the Lower DuPage River Watershed Coalition which prepares a plan outlining goals and policies to protect these areas.
An entrance should be more than a sign welcoming a visitor to Plainfield. To create a real entrance or gateway, special landscape treatments, buffers, and/or public improvements are needed along arterials. Where practical, entrance treatments should include trees, shrubs, flowers and other plantings that provide a distinctive character.
Greenways and Paths The Village of Plainfield has an opportunity to utilize greenways to link various areas of the community together into a unified open space system. With the DuPage River immediately adjacent to downtown, the core of this system is already centrally located within the community. Tributaries that feed into the river, such as Lily Cache Creek, Mink Creek, Wolf Creek and Spring Brook Creek provide natural connections into this central open space feature. This system will also allow connection to major parks and open spaces in the community such as the Renwick Preserve and via bike paths to major shopping and employment centers such as downtown and the planned business park along the WIKADUKE Trail. Greenways have also been designed to connect to surrounding communities and the region through an extensive bikeway system. For example, Kendall County has planned for preservation of an existing greenway along the Aux Sable Creek. The Village of Plainfield’s plan also shows this greenway, with connections along roadways and around existing subdivisions to connect with the planned open space corridors in the Grande Park subdivision and continuing east through the Nature’s Crossing subdivision and eventually into downtown.
Village of Plainfield's Beautification Guidelines
The Village adopted a Greenways Plan in 2004 and Beautification Plan in 2007 that provides additional recommendations for their areas.
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Future Land Use Land Use Categories Developments to be annexed or requesting a PUD will require the minimum requirements outlined in the design guidelines. The base densities for each residential area are those identified here and on the Future Land Use Map. Density is calculated using buildable acreage as defined in this section. A developer may request a bonus as identified on Page 3-4 but will need to work with Staff to identify specific elements that justify a density increase.
Agricultural - The Agricultural land use category is intended
to encourage the preservation and protection of economically viable agricultural land. This category discourages the premature development of vacant or agricultural lands.
Residential Subdivision
Countryside Residential - The Estate Residential land use
category is designed to provide opportunities for very low intensity, single family residences with an overall density of one dwelling unit per acre or less. This category provides a semi-rural or countryside character, and preserves the land’s natural features and open space. Governmental, educational, religious and recreational uses which are compatible with this form of development may also be permitted. Residential densities are typically below 1 dwelling unit per acre.
Low Density Residential - This land use category provides for
low density residences at a density of between 1.4 and 2.0 dwelling units per acre or less. While primarily designed to accommodate single family detached housing, some attached housing units may also be appropriate. Compatible government, education, religious, and recreation uses may also be permitted.
Medium Density Residential - The Medium Density Residential land use category is intended to provide a mix of low density single and two family dwelling units at a density of between 2.1 and 3.0 dwelling units per acre. Compatible government, education, religious, and recreation uses may also be permitted.
Village Residential - The Village Residential land use category
allows for a mix of single family detached residences and attached residences of up to four units per building at an overall density between 4.0 and 6.0 dwelling units per acre. This category may also act as a transition between low density residential and higher intensity developments such as high density residential or commercial. Compatible government, education, religious, and recreation uses may also be permitted.
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Future Land Use Multiple Family Residential - This category is intended to include
all forms of attached housing, including duplexes, townhomes, condominiums and apartments with an overall density between 10.0 and 15.0 dwelling units per acre.
Mixed Use - This category is designed to provide opportunities for a variety of potential uses, including mixtures of retail, office, institutional and limited residential development. This category may also provide for small scale retail clusters or individual businesses necessary to satisfy basic shopping needs of residents of adjacent residential developments.
General Commercial - The General Commercial category is
intended to provide for retail establishments which offer a wide range of goods and services in locations which abut or front, and have access to, either directly or through frontage roads, heavily traveled major arterial roadways. This category includes commercial complexes and roadside commercial establishments.
Transitional - The Transitional category allows for the conversion
of residential structures to professional and commercial use, while maintaining the historic and residential character of the structures. This category may be used as a buffer along roadways and immediately adjacent to the downtown or other business districts.
Public Parks/Forest Preserves - The Public Parks/Forest Preserves category includes publicly owned open spaces, recreational facilities, and forest preserves. Greenway
Greenways - This category is intended to protect natural resources
and areas with unique environmental characteristics such as wetlands, floodplains, woodlands and prairies. In addition to their sensitive nature, these areas provide the Village with natural functions such as flood storage and conveyance, pollution control, and wildlife habitat. Ownership of open space areas may be public or private.
Municipal/Institutional - The Municipal/Institutional land use
category encompasses those lands owned and operated by federal, state, or local governments as well as public and private educational facilities, cemeteries, churches, hospitals, nursing homes, or other non-profit facilities.
Light Industrial/Business Park -This land use category provides
opportunities for nuisance-free offices and light industry, preferably in well-designed, attractive buildings in a heavily landscaped campuslike atmosphere. These uses should have access to arterial roads, to avoid increasing traffic in residential neighborhoods. High tech, engineering, office and research uses are particularly appropriate for this category.
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Future Land Use Industrial - This land use category provides for higher intensity
industrial and compatible warehouse uses. These uses are primarily located near arterial routes and the Canadian National Railroad tracks. It is envisioned that most new industrial development will occur within planned business parks in a campus setting.
Heavy Industrial - This category is intended to provide for the continuation of moderate to heavy industrial facilities and related uses. These uses should have access to arterial roads, to avoid increasing traffic in residential neighborhoods. These uses should be well buffered from adjacent uses.
Land Use Plan The transportation system provides the framework upon which the future land use recommendations are based. In many locations, the land uses proposed are dependent upon proposed transportation accessibility. Therefore, the Functional Classification of existing and future roadways is shown on the Future Land Use Map. There are several key concepts used in the creation of the Future Land Use Plan. A brief summary of these concepts follows:
Agriculture - After considering its distance from the core community,
the existing Kendall County Resource Management Plan for the area, and the difficulty of serving this area with sewers, it was determined that nearly all of the land west of Schlapp Road should remain in agricultural use.
Residential - The predominant existing land use in Plainfield is
residential. Residential use within the community has been divided into five categories to accommodate a wide range of densities and housing types. Countryside Residential accommodates very low densities and is used to preserve natural features and to provide a transition between higher density residential uses and the area Agricultural Land designated for agricultural use. The Low Density and Medium Density Residential reflect the current residential development patterns within Plainfield. These make up the bulk of the proposed future residential development. Village Residential represents much of the older residential development within the community, including the original residential neighborhoods. New Village Residential development is shown in areas that have good access to transportation corridors and in proximity to the proposed Village Center expansion. Multiple Family Residential accommodates high density projects including apartments and condominiums. Multiple Family Residential is shown as part of the planned Village Center expansion, and as part of the Grande Park development. Future Subdivision Site
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Future Land Use Commercial - The General Commercial land uses are anticipated
26
along the major transportation routes including: Route 30, Route 59, and the Wikaduke Trail. General Commercial land uses are concentrated at major roadway intersections in an effort to prevent strip development and reduce the number of automobile trips generated. Transitional Commercial is shown along Route 30, Route 59, and Main Street through the Village Center. This reflects the desire to maintain an historic, residential character along these roadways, while realizing that these properties are best suited for commercial use.
IL 1
Industrial/Office - Several large areas are shown as Light Industrial/ 143rd
Business Park. This has been done to increase the opportunities for local jobs and economic development, as well as to diversify the tax base. The Light Industrial/Business Park land use is shown along primary transportation corridors to afford truck access. The Heavy Industrial land use reflects several existing heavy industrial uses. No new Heavy Industrial areas are shown.
Street
Mixed Use - The Mixed Use land use category is used in the planned Village Center expansion to reflect the proposed character of this development. It is also used in areas where a mix of uses may present an improved opportunity for unique future development. One such location is around the conceptual commuter rail station. The Mixed Use designation provides an opportunity to take advantage of any future station and create a Transit Oriented Development. 55
Municipal/Institutional - Only existing or planned public and
Possible Interchange Airport Road
Lockport Street
institutional facilities are specifically shown on the Future Land Use Map. Future park and school sites are outlined in the Community Facilities Section of this report. Other municipal and institutional facilities should be located where they are necessary and compatible with surrounding uses.
Open Space - As part of this plan, floodplains along the DuPage River
and its tributaries have been preserved as open space. This reflects their unsuitability for development and the desire to create greenway and pedestrian connections throughout the community.
Future Land Use Table The following table provides a summary of the future land uses within the planning area boundary, excluding the area dedicated to water bodies and road right-of-ways.
Renwick Road
Illustration 4: Proposed Four Seasons Corporate Park
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Future Land Use
Future Land Use
Acres
Percentage
Countryside Residential
2,997
10.39%
Low Density Residential
4,647
16.11%
Medium Density Residential
8,625
29.90%
Village Residential
1,691
5.86%
Multiple Family Residential
280
0.97%
Office/Research and Development
389
1.35%
Medical District
164
0.57%
Mixed Use
310
1.07%
28
0.10%
1,625
5.63%
Light Industrial
687
2.38%
Heavy Industrial
153
0.53%
Municipal/Institutional
737
2.55%
Public Parks/Forest Preserves
2,408
8.35%
Greenways
4,104
14.23%
28,846
100.0%
Transitional Commercial General Commercial
Total
Village of Plainfield Comprehensive Plan
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DETENTION DETENTION
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(This page has been intentionally left blank to enable double sided printing.)
Village of Plainfield Comprehensive Plan
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 northsouth 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 Canadian National 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 be greatly diminished.
Goals of the Transportation Plan Transportation goals were established in the Village’s 1995 Transportation Plan. Since then progress has been made on many of the original goals, some new goals have emerged, and priorities have shifted. The goals for the next 20 years are: •
Develop alternative routes to supplement the existing regional arterials. Multiple options are desirable to ensure emergency vehicle movement and to facilitate traffic flow when inevitable construction projects, weather, and other traffic obstructions hinder regional mobility.
•
Work together with IDOT as well as Romeoville and Bolingbrook to improve regional traffic flow to and from I-55. If a decision is made to have an I-55 interchange at Airport Road/Lockport Street, an effective bypass will be required to avoid forcing traffic through an already overloaded Lockport Street.
•
Improve ability of through automobile and truck traffic to circumvent Plainfield’s downtown area. The intersection of three
Village of Plainfield Comprehensive Plan
4-
Transportation major highways in the middle of Plainfield’s historic core presents a major design and financing challenge, but the current overloaded network must be improved by working with IDOT. •
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). Traditional improvements funded by large developments may not be in a position to support infrastructure improvements, so alternative funding sources need to be aggressively sought.
•
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. Renwick Road, 143rd Street, and 119th Street are high priorities.
•
Increase the safety of the overall street system by providing sufficient pavement width, incorporating effective traffic control measures and reduce accident potential by improving sight lines and enforcing posted speeds.
•
The numerous railroad crossings in Plainfield will require extra attention to ensure safety as Canadian National significantly increases rail traffic on their tracks that bisect Plainfield.
•
Utilize intelligent transportation system (ITS) technologies to maximize the efficiency of existing facilities to ensure satisfactory Level of Service at signalized intersections.
•
Provide better pedestrian and bicycle linkages to appropriate land use destinations and design road/trail intersections for improved biker and pedestrian safety.
•
Explore ways to utilize energy efficient rail transportation to move people and freight. Plainfield is well positioned to capitalize on the resurgence of rail transportation, in part because Canadian National has aggressive growth plans for their newly acquired tracks through Plainfield, and in part because the Village has acquired land for Transportation based development.
•
Expand Pace bus service to support Plainfield commuters and to reduce resident dependence on automobiles to move locally.
•
Continue to support developments and road construction along the WIKADUKE Trail.
•
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.
Roadway Functional Classification System Roadways have two basic functions: • •
To provide mobility To provide land access
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.
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Transportation 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 (3545 mph) and have adequate capacity to operate at high levels of service. Although major arterials do interconnect with such major developments as central business 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 ½-mile as a minimum) to permit efficient two-way progression of traffic,
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Village of Plainfield Comprehensive Plan
Function
Regional Traffic Movement
Primary – Inter-community, intrametro, traffic movement Secondary – Land Access
Primary – Inter-community, intrametro, traffic movement Secondary – Land Access
Primary – Collect/distribute traffic between local streets and arterial system Secondary – Land access Tertiary – Inter-neighborhood traffic movement
Land Access
Classification
Freeway/ Expressway
Major Arterial
Minor Arterial
Collector
Local
Provides mobility within neighborhoods and other homogeneous land use areas
Provides mobility between neighborhoods and other land uses
Provides mobility within and between adjacent subareas of a metropolitan area
Provides high level of mobility within and between major subareas of a metropolitan area
Provides high level of mobility within and between metropolitan areas
Mobility
No
Generally not desirable
Within neigh- Never borhoods and other homogeneous land use areas
On edges or within neighborhoods
On edges of development and neighborhoods
None
Not necessarily continuous
Continuous
Continuous
½ mile or less
½-1 mile
1-2 miles
4 miles
Spacing
300 feet
¼ mile
½ mile
1 mile
Intersection Spacing
Safety controls As needed 300 feet only
Safety controls; limited regulation
Restricted; some movements may be prohibited; number/ spacing of driveways controlled
Limited; major generators only
None
Direct Land Access
25 mph
25-30 mph
30-35 mph
35-45 mph
45-65 mph
Typical Speed Limit
< 2,000
1,00015,000
5,00030,000
10,00050,000
30,000150,000
Typical ADT
5060 ft
6080 ft
60-120 ft
80-150 ft
150400 ft
Permitted
Limited
Generally Prohibited
Prohibited
Prohibited
Typical Parking RightofWay
ROADWAY FUNCTIONAL CLASSIFICATION CHARACTERISTICS Continuity
Serves as Continuous a state and regional roadway
Link to Regional Road System
Within Yes natural community separations; defining development, not separating it
Within natural community separations; defining development, not separating it
Location
Management Tools
Traffic signal timing, land access spacing
Permit- Stop signs, ted as cul-de-sacs, neces- diverters sary
ReGeometry, stricted number of as lanes, access necessary
Restricted as necessary
No Re- Land access stricspacing; tions traffic signal timing, preferential access for transit
No Re- Interchange spacing; no strictions land access
Trucks
Through traffic should be greatly discouraged through design
Through traffic should be discouraged
Complements the major arterial street system
Backbone of street system
Supplements capacity of arterial street system and provides high speed mobility
Comments
PlainfieldNaperville Rd
Van Dyke Rd
Heggs Rd
Drauden Steiner
County Line Rd
Renrick Rd
127 th Street
111th STreet
Wikaduke Trail
Caton Farm Road
143rd Street
119th Street
US Route 30
IL 126
IL 59
I-55
Plainfield System
Walker Rd
Lockport Rd
135th Street
Essington Rd
Book Rd
248th Street
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Transportation 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
Minor Arterials
US Route 30
111th Street
IL 59
127th Street
IL 126
Renwick Road
WIKADUKE Trail
County Line Road
119th Street 143rd Street Caton Farm Road
Collectors The collector street system is designed to support the arterial network. Collector streets are generally located at the ½-mile points within the grid system and consist of medium-capacity, 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 local 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 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:
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Transportation Local Streets Local streets provide direct land access. Movement on 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 Major least two routes for emergency and service vehicles. Collectors Minor Collectors Drauden/Steiner/Heggs Road
Eastern Avenue
Van Dyke Road (North of Lockport)
River Road
Plainfield-Naperville Road
Old Indian Boundary Line Road
248th Street
I-55 Frontage Road
Book Road
Fort Beggs Street
Essington Road
Van Dyke Road (South of Lockport)
135th Street
Fraser Road
Lockport Road
Lily Cache Road
Walker Road
Howard Street
Normantown Road
Fritz Road Rolf Road Meadow Lane
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.
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.
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Transportation 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 in 2011 and documents the major traffic loads carried by IL 59, U.S. Route 30, and IL 126, which are Plainfield's major 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. Frequent reviews of these intersections are essential to optimize 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. •
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
•
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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Transportation 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, for vehicles turning onto South IL 30 • 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
Interstate 55
Street Improvement Plan The streets need to service efficiently the needs of Plainfield residents. A 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 the following projects that will provide benefits to Village residents. Interchange upgrade at IL 126. The upgrade to this interchange continues to be an important objective of the improvement plan. These modifications may include reconstruction to a full movement interchange. The Village will need to work with Romeoville, Bollingbrook, and IDOT to ensure the proposed design gives consideration to regional transportation needs. Airport/Lockport I-55 interchange. An interchange at Airport/ Lockport and I-55 could be beneficial but would require extension of 143rd street to move traffic to and from the west. Widening of I-55. The widening of I-55 from two lanes in each direction to three lanes for a 13-mile section between Naperville Road and I-80 has been completed.
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Transportation
Study Area for potential I-55 improvements at airport road and at Illinois Route 126/Essington Road Resource: http://www.airportand126study.com/
U.S. Route 30 U.S. Route 30 is an important element of the regional transportation system connecting Plainfield's downtown, Joliet and the existing I-55 interchange. As such, this facility presently carries a substantial volume of traffic through the Village of Plainfield (15,000-25,000 vpd), much of which is through traffic oriented to and from I-55 and the communities 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. Currently improving traffic flow on this section is a high priority for IDOT. U.S. Route 30 is currently in Phase 2 design improvements and should be under construction in 2014 depending on right-of-way acquisition. This project will provide a uniform three (3) lane cross section from Lily Cache Road up to Renwick Road. Turn lanes will be improved and curb cuts reduced or consolidated.
Renwick Road- Over the years, Plainfield Village Boards have looked into the concept of having U.S. Route 30
moved over to Renwick Road. Resident resistance to the concept was substantial and the proposed project has never moved forward. Considering that IDOT has recently completed their designed changes for U.S. Route 30, it is unlikely that IDOT would seriously consider this approach.
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Transportation IL 59 IL 59 serves as the primary north-south arterial through the Village of Plainfield and northwest Will County. This route is presently operating with average traffic volumes of 25,000 to 40,000 vehicles per day. The major road widening project from a two-lane to a four-lane roadway has been completed between 111th Street and I-55. The improvements include the signalization of the Fraser Road intersection and eliminating access to IL 59 from Commercial Street which has improved southerly traffic flow through at the U.S. Route 30 intersection.
IL 126 Traffic volumes on this arterial presently exceeds an annual average of 22,000 vehicles per day, and will increase further if the IL 126 interchange with I-55 is reconfigured to provide access to and from the south. The proposed 143rd Street bridge over the DuPage River connecting IL 59 to IL 126 will encourage heavy truck traffic to bypass downtown Plainfield. Left-turn lanes will be needed on IL 126 at key intersections to channelize traffic and maximize the utilization of the existing two-lane roadway. Drives and curb cuts along this roadway should be reduced to improve traffic flow and minimize conflicts. Sidewalks and bicycle trails should be added to IL 126 to accommodate pedestrian traffic. The alignment of Route 126 with James Street should be considered.
WIKADUKE Trail The underlying concept behind this project is the provision of a continuous, major northâ&#x20AC;&#x2018;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. 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 Plainfieldâ&#x20AC;&#x2122;s transportation network. Currently, slow development along this proposed route has reduced its priority. However, as many communities along the proposed trail support this long term development, it is important that Plainfield continue to support this concept as well. The successful conversion of IL Route 59 into a major north-south highway with well planned adjacent commercial developments provides a useful model for developing the proposed WIKADUKE Trail. This future facility has already been designated by IDOT as an SRA (Strategic Regional Arterial) 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 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
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Transportation Trail in the Plainfield area include intersection improvements (separate left- and right-turn lanes) and the installation of 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 is moving ahead with the new alignment from Stewart Road to U.S. Route 30/Wolfs 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 Plainfieldâ&#x20AC;&#x2122;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 ILÂ 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-of-way, 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. 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 the lead role in this project and 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 The widening of 111th Street from two lanes to four between IL 59 and Plainfield-Naperville Road has been completed.
119th Street 119th Street will serve as a four lane strategic regional arterial road, connecting the proposed WIKADUKE Trail SRA (at Stewart Road in Kendall County) with the IL 59 and Weber Road SRAs. This improvement will be necessitated by growth in the Bolingbrook/ Naperville/Plainfield area and will include a new connector road from 119th Street at Heggs Road to the Collins Road extension at Stewart Road, left- and right-turn lanes as required, and traffic signals (as warranted).
127th Street This roadway provides access to the frontage road, and eventually to Weber Road and
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Transportation 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, and has continually increasing traffic volumes as it provides access to Interstate 55 via Essington Road. The segment of 135th street between IL Route 59 and Plainfield–Naperville Road has become more important with the construction of the new Fire Station and Fire District Administrative complex.
143rd Street 143rd Street is rapidly becoming an increasingly important east-west corridor for traffic bypassing downtown Plainfield. Hence, the improvement of this 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. There are 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 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. In addition to the above improvements, as Canadian National increases rail traffic through town, an overpass/underpass on 143rd Street will be a very high priority. Constructing a bridge over the DuPage River and using 143rd Street to connect IL Route 59 with IL Route 126 remains a top priority for moving vehicles efficiently from west to east through Plainfield. Also, extending 143rd Street from IL Route 126 to the potential I-55 interchange at Airport/ Lockport Roads will be an essential component of making this interchange a benefit to Plainfield residents.
Renwick Road Renwick Road is a key east-west arterial between developing areas of Plainfield and Romeoville. This road accommodates cross-county traffic using the Des Plaines River bridge in Lockport. Renwick Road also provides access to I-355. Widening 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. The new two-lane Renwick Road bridge over the DuPage River, replacing the historic one-lane bridge, will significantly improve the east-west traffic flow between the southwestern Plainfield and the major traffic corridors east of the DuPage River. Reconstruction of the section of Renwick Road that lies between the
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Transportation new bridge and IL 59 will be required to accommodate the expected increase in traffic. Traffic increase may also require expansion of the current roundabout if the volume on this segment of Renwick Road exceeds 10,000 vehicles per day.
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 143rd 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. This intersection with IL Route 59 needs to be improved to reduce traffic congestion. 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 and the realigned section at IL 126, with turn lanes provided at intersections. A four-lane 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 western most 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 north-south 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 across relatively undeveloped area to connect the three streets. 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 need to be completed in order to make this route a reasonable alternative to north-south traffic on IL Route 59. In addition, intersections would need to be signalized as traffic demands warrant. Right-of-way should be preserved along the entire Drauden/Steiner/Heggs corridor to accommodate an ultimate
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Transportation 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. An approximately one-half mile road extension is needed to provide a continuous facility between 119th Street and Renwick Road. This 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. In addition to the road extension, road improvements need to be completed all the way to 119th Street. However, with the installation of an at-grade bridge on Renwick, the need to extend Van Dyke Road to provide more direct access to downtown Plainfield needs to be evaluated.
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. Bolingbrook has widened Essington north of 135th Street in expectation that this road will play a major role in moving traffic from I-55 into Plainfield and Bolingbrook. However, the road is still in need of rehabilitation to enhance road capacity and traffic safety. The Village of Plainfield should coordinate with Bolingbrook and the private industries along Essington (i.e., Elmhurst Stone, American Concrete) on the upgrade of this road. Thus far, signals have been installed at the intersection with IL Route 126 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. The I-55 interchange studies will determine the extent that this road will be needed to move traffic. An easily accessible Frontage Road may be the catalyst for developing the Plainfield I-55 corridor. 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 PlainfieldNaperville 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 127th
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Transportation Street to 135th Street, just west of the DuPage River. The segment of Book Road from 127th Street to 119th Street should serve as a minor north-south collector.
Meadow Lane Meadow 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. A traffic signal is required at the IL Route 126 and Meadow Lane intersection which IDOT is considering. Speeding along the straight section of Meadow Lane continues to be a major source of resident complaints.
Lily Cache Road The intersection of U.S. Route 30 and Lily Cache Road has been signalized. The extension of Lily Cache Road from U.S. Route 30 to IL 59 via local roads has also been completed.
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. As called for in the land use plan, the short segment of Normantown Road between U.S. Route 30 and 127th Street has been abandoned to facilitate commercial development, and the EJ&E grade crossing at Normantown Road has also been closed effectively terminating through traffic.
Railroad Crossing Improvements The Village of Plainfield is bisected by the mainline of the Canadian National (CN) Railroad bypass around Chicago, as well as a branch of the CN 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 sixteen (16) 6,300 foot long trains per day and the branch line carrying approximately two (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. 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.
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Transportation 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.
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High-speed train operation combined with limited sight distance.
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Where there is a combination of high-speeds and moderately high volumes of rail and roadway traffic.
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Where school buses or farm vehicles regularly cross the tracks.
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Where rail passenger service exists.
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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 CN 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.
CN Mainline Grade Crossing Improvements •
119th Street – Add gates and improve the vertical curve at the crossing
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127th Street – Add gates, flashing lights, and a bell
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Van Dyke Road – Add gates
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143rd Street – Replace rail crossing with rubberized track support
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Renwick Road and CN Mainline and Branch Line– Add gates
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Drauden Road – Add gate
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Caton Farm Road – Add gates and replace rail crossing with rubberized track support
Village of Plainfield Comprehensive Plan
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Transportation 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 from the commercial and industrial areas of the Village.
Village of Plainfield Comprehensive Plan
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Transportation 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.
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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.
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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 I55/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.
Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Transportation 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 for seniors, lower income residents, others with special needs and to residents to reduce their reliance upon the automobile.
Commuter Rail
Final Study Report
March
March 2009
Plainfield is currently an under-served community with respect to rail transit. To better connect the Village within the region via a commuter rail system, the Will County 2030 Transportation Plan supports the proposed commuter rail service along the STAR (Suburban Transit Access Route) Line which includes Plainfield. It also recommends adding an infill station at Romeoville (135th) along Metra's Heritage Corridor to attract more riders from Plainfield. With respect to the level of safety at railroad crossings in Plainfield, Canadian National has made improvements along all the railroad crossings to enhance safety.
Metra - 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). Illinois High-speed Rail - The Illinois High-speed and Intercity Passenger Rail line planned between Chicago and St. Louis will have a scheduled stop in Joliet. The purpose of this project is to enhance the passenger transportation network within the ChicagoSt. Louis corridor.
Map showing the Illinois High-speed Rail corridor from Chicago to St. Louis
Canadian National Railroad - 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 CN Railroad. The CN line, which bisects the Village of Plainfield, would provide suburb-to-suburb service between Waukegan and Gary, Indiana, with transfers available to most of Metraâ&#x20AC;&#x2122;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 Studyâ&#x20AC;&#x2122;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 CN 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 CN be protected
Village of Plainfield Comprehensive Plan
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Transportation 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.
Pace Bus Service Weekday bus service between Plainfield and Downtown Chicago is available courtesy of the Pace Suburban Bus Company.
•
Route 755 begins at the Plainfield Park-n-Ride on Village Center Drive, adjacent to Plainfield Village Hall, stops at the Bolingbrook Old Chicago Park-n-Ride, the CTA Pink Line (Damen Station), Damen & Polk, Racine & Harrison, and Union Station.
•
Route 855 begins at the Plainfield Park-n-Ride, with intermediate stops along I-55 in Romeoville (Spartans’ Square Park-n-Ride), Bolingbrook (Canterbury Park-n-Ride and Old Chicago Park-n-Ride), and the Burr Ridge Park-n-Ride, and ends in Chicago with stops at the corners of Monroe & Wabash and Superior & Michigan.
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 between 6:00 a.m. and 9:00 a.m. for inbound trips, and between 3:00 p.m. and 7:00 p.m. for outbound trips. 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. Free Wi-Fi on buses allows passengers to use the internet for work or play while riding. For more information about Pace Routes 755 and 855 and the Bus on Shoulder pilot project, visit www.pacebus.com. 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.
Village of Plainfield Comprehensive Plan
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Transportation Vanpooling Vanpooling is an economical, convenient, and environmentallyfriendly alternative to driving alone. A vanpool is formed by a group of five or more people who live and work near each other and have similar work schedules. Pace supplies the vehicle and covers costs including fuel, maintenance, insurance, tolls, roadside assistance, van washes, and an emergency ride home program for the participants. Each member is billed monthly and fares are scaled based on the round-trip commute mileage and the number of people in the vehicle. One rider agrees to be the primary driver. This rider keeps the vehicle, does not pay a monthly fare, and receives an incentive of 300 personal miles per month. Backup drivers receive a $10 per month discount. This program is available to those commuting to work who live and/or work in Cook, DuPage, Kane, Lake, McHenry, or Will County. Pace RideShare is a free, easy and convenient online matching service that connects commuters who are interested in forming a vanpool (5 or more people) or carpool (2-4 people). The website,PaceRideshare.com, will confidentially match commuters based on starting location, destination location, and work schedule and will even let you know if you match with an active vanpool.
Plainfield Township Senior Shuttle Service Plainfield Township offers senior township residents bus service to run errands to local stores, hair appointments, banks, the mall, and doctor appointments. Shuttle service hours of operation are Monday through Friday from 8:00 a.m. to 3:00 p.m. The Shuttle stays in the Plainfield area and also travels to Provena St. Joseph Hospital and surrounding doctor's offices and medical centers. The cost is $2.00 each way and reservations must be made in advance. The service is for township residents only and registration includes a simple passenger form. For further information or to have a brochure mailed to you, please call the Plainfield Township Senior Shuttle Bus Line at (815) 436-1112.
Kendall Area Transit Kendall Area Transit (KAT) operates transit service in the Kendall County area that is reliable, flexible, and financially sustainable, while satisfying the various mobility needs of the general public and individuals unable to access or operate a private automobiles. KAT provides curb-to-curb and door-to-door services for Kendall County residents. This is a general public transportation service with a priority for the disabled and seniors.
Village of Plainfield Comprehensive Plan
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Transportation 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. Paceâ&#x20AC;&#x2122;s ADA Paratransit Services operate in all suburban areas that are within 3/4 mile of Paceâ&#x20AC;&#x2122;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 Dial-a-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 and should work with other organizations to provide this special service for eligible individuals.
Transfer Facilities Based on the central location of the proposed Plainfield commuter rail station, the utilization of this facility should be maximized to facilitate easy movement of passengers between rail, bus and other transportation systems. 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.
Bicycle/Pedestrian Routes Suggested improvements and additions to the bicycle and pedestrian network are detailed in the Community Facilities Section (Section 5).
Village of Plainfield Comprehensive Plan
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Transportation Traffic Calming Speeding within neighborhoods is an age old issue faced by most communities. Plainfield has been a leader in exploring several innovative techniques to allow for appropriate roadway connectivity while slowing traffic and enhancing pedestrian safety. The best solution is to carefully design roadways within and through neighborhoods with short blocks, limited use of long straight streets, and integration of appropriate traffic calming techniques. However, solutions exist to retrofit roadways where speeding becomes a problem in existing neighborhoods. The following discussion highlights some of the current traffic calming best practices that have or may be employed in Plainfield.
Traffic Circles and Roundabouts In the U.S., traffic engineers use the term roundabout for intersections in which entering traffic must yield to traffic already in the circle, reserving the term traffic circle for those in which entering traffic is controlled by stop signs, traffic signals, or is not formally controlled (U.S. Department of Transportation). Traffic circles are typically much larger in scale and character, and have historically been used on the east coast in such famous urbanized areas as DuPont Circle in Washington D.C. Roundabouts are designed as small as possible and operate at slower speeds, typically 15 mph to 25 mph. The design of roundabouts forces drivers to slow as they approach them, then limits drivers' circulating and exit speed. Roundabouts work well with low to moderate volumes of traffic, and have been employed in some of the Villageâ&#x20AC;&#x2122;s newer subdivisions such as Creekside Crossing and Springbank. While such intersections may be confusing to motorists at first due to their unique design, they have proven to actually enhance safety for both pedestrians and motorists. They also have the added benefit of being a green solution, allowing motorists to save gas by moving through intersections without the need to come to a complete stop. Carefully placed signage and design of pavement widths, crosswalks, and landscaping is needed to ensure a safe roundabout. However, the safety and environmental benefits suggest that roundabouts should be incorporated as a component of future residential areas.
DuPont Circle, Washington D.C.
Village of Plainfield Comprehensive Plan
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Transportation Lane Narrowing A variety of techniques are used in Plainfield and other communities to slow traffic by narrowing roadway lanes. One such technique is called a chicane. Per the Merriam-Webster dictionary, a chicane is â&#x20AC;&#x153;a series of tight turns in opposite directions in an otherwise straight stretch of a road-race course.â&#x20AC;? Within neighborhoods, the obvious goal is to avoid the race course effect and slow traffic so the community is safe for pedestrians. There are many variations of traffic calming chicanes which have long been popular in the Netherlands, but have only recently been employed in the United States. A chocker is a mid-block narrowing of lanes designed to slow traffic. This technique was used in Plainfield along Lockport Street in the downtown area and in a newer subdivision in Bolingbrook just north and east of the Bolingbrook Golf Club. A similar technique of narrowing lanes at an intersection is commonly referred to as a neckdown or knuckle. This technique is also used in downtown Plainfield, and has recently been used to slow traffic within several neighborhoods in Forest Park. The Village of Plainfield Police Department has worked closely with several neighborhood groups to address neighborhood speeding concerns, including enhanced enforcement and the use of both permanent and temporary speed radars to remind motorists to slow down and observe the speed limit. Stop and yield signs are used at many intersections to control the flow of traffic. Standards contained in the Manual on Uniform Traffic Control Devices help to determine what intersections warrant each type of sign, taking into consideration issues such as traffic volume, visibility, and accident history.
Example of a Mid-block Chocker in Bolingbrook
Example of an Intersection Knuckle in Forest Park
Example of a retrofit Chicane
Example of Mid-block Chocker in Downtown Plainfield
Village of Plainfield Comprehensive Plan
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Transportation
Renwick/Drauden Roundabout
Roundabout within Creekside Subdivision
Example of a Retrofit Roundabout in an Existing Neighborhood in Evanston
Village of Plainfield Comprehensive Plan
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Transportation Speed Tables and Humps The Village of Plainfield has used both Speed Humps and Speed Tables to help slow traffic and enhance pedestrian safety. A speed hump is a raised section of pavement across a roadway to slow traffic. Per the Institute for Transportation Engineers, a speed table is a “long raised speed hump with a flat section in the middle and ramps on the ends; sometimes constructed with brick or other textured materials on the flat section.” In Plainfield, speed humps have been installed along 135th Street on the south edge of the Lakeland’s subdivision to help slow traffic through the neighborhood. The Village employed speed tables in downtown along Lockport Street at major intersections to slow traffic and provide a priority to pedestrian movements.
Speed Hump along 135th Street
Speed Table in Downtown Plainfield
Village of Plainfield Comprehensive Plan
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Transportation Stop Signs and Traffic Enforcement The Village of Plainfield Police Department has worked closely with several neighborhood groups to address neighborhood speeding concerns, including enhanced enforcement and the use of both permanent and temporary speed radars to remind motorists to slow down and observe the speed limit. Stop and yield signs are used at many intersections to control the flow of traffic. Standards contained in the Manual on Uniform Traffic Control Devices help to determine what intersections warrant each type of sign, taking into consideration issues such as traffic volume, visibility, and accident history.
Examples of Neighborhood Speed Radars
Village of Plainfield Comprehensive Plan
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Transportation Traffic Delineators Another effective traffic calming technique employed by the Village is to delineate traffic lanes to enhance safety. This approach can take several forms, from simple reflective lane markers to landscaped medians. By clearly separating lanes of traffic, delineators help to avoid accidents and keep traffic flowing. The technique used depends on available space and available funding for construction and maintenance. Lane markers are used in several locations in Plainfield, including along 135th Street to separate turn lanes at a busy intersection and along the roadway approach to several railroad crossings. Landscape islands are commonly used throughout the community, including entrances to subdivisions and along major roadways such as Route 59.
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Communities Facilities include both public and semi-public uses. Facilities such as Village Hall, Police Station, the Fire Station and the Library are all examples of community facilities. Over the past decade the Village has constructed a new Village Hall, Public Works facility and Police Station. Additionally, both the School district and Fire District have opened numerous new facilities in an attempt to keep up with the tremendous growth that the Village has experienced.
Community Facilities Section 5 Municipal Buildings The Village Hall was constructed in 2002 and has been designed to meet the current needs of the Village and to accommodate future expansion as the Village continues to grow. The site was strategically chosen to anchor the future expansion of the downtown west of the DuPage River . Adjacent to the Village Hall is Settlers Park with its manicured grounds and amphitheater for outdoor events throughout the warm weather months. The Village Hall is centrally located between the historical downtown, the future river walk and the expanded downtown. Currently, work has started on a new pedestrian bridge which will connect the Village downtown campus to the river walk and the historical downtown. In addition to the downtown municipal campus, Public Works and Law Enforcement facilities have been constructed off 143rd Street and Coil Plus Drive. These new facilities provide large new state of the art facilities for both Public Works and Police Department and provide ample room for future expansions for both departments. These facilities have been designed to accommodate the needs of the Village as it approaches build-out population and should be adequate for future generations.
SEWER and WATER Village Hall; Settler's Park (above)
The Village is responsible for the provisions of water and disposal of waste water for its residents. The delivery of these services, as well as the installation and maintenance of the necessary facilities is under the jurisdiction of the Public Works Department. The Water Division of the Public Works Department oversees the Village’s water service. The Village’s Water Department maintains the Village’s water tank and water treatment facility for Lake Michigan water. The agreement that the Village was able to negotiate with American Water to access Lake Michigan water has been one of the Village’s biggest achievements over the past decade in view of the fact it provides the Village with a long term sustainable resource to fresh water. With more and more pressure being built on the existing aquifers in the region, Plainfield has taken a tremendous step in ensuring it will be able to address the water needs for future generations by gaining access to Lake Michigan water. In addition, the Public waters Department has made extensive efforts to modernize its system of water delivery and has one of the lowest water leakage rates in the metro area (2%). Additional efforts have been made by the Village to promote water conservation throughout the community. The collection and treatment of wastewater is overseen by the Wastewater Division. The Wastewater Division maintains a 3.5
Village of Plainfield Comprehensive Plan
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Community Facilities million gallon wastewater treatment facility that provides the Village with the capacity to service the wastewater needs of a community of 70,000 people. In addition, over the past decade the Village has constructed several regional sanitary interceptors to the northwest and southwest providing the Village with the ability to service future residential growth. The Spring creek interceptor to the southwest has the capacity to service a future population of approximately 25,000 residents within the Southwest Plan. The overall Facility Planning Area (FPA) for Plainfield is shown on the utility map. The FPA corresponds with existing boundary agreements on the north, south, east and west. A master plan for providing sanitary lines to the entire FPA has been created. In addition, the land uses requiring sanitary sewer service proposed in the Future Land Use plan corresponds with the areas serviced by the Master Plan. The new sanitary waster water plan now extends to the future boundary to the west which is Schapp Road and the future â&#x20AC;&#x153;Countryside Districtâ&#x20AC;? is located in this area.
Public Works Facility
FIRE and EMERGENCY FACILITIES Fire protection and emergency medical services are provided by the Plainfield Fire Protection District. The 55 mile square mile district covers the Village of Plainfield as well as surrounding unincorporated areas. The Plainfield Fire Protection District has engaged in a major physical expansion of their facilities and has constructed four stations along with a state of the art administrative headquarters. The new fire department headquarters at 135th Street, east of Route 59 has provide the fire department with a centrally located location and has allowed the department to vacate its downtown location. The Plainfield Fire Protection District also owns a site on Ridge Road and off Walker and County Line Roads as part of the Springbank development. New facilities have been located on 143rd Street, Renwick, 119th Street and 135th Street. In addition, the Oswego Fire Protection District has opened a new facility on 127th Street, west of Ridge Road that services Grande Park subdivision and the areas surrounding the Grand Park subdivision. A Wescom facility is currently being constructed adjacent to the Law Enforcement facility and will provide emergency 911 services for a number of nearby communities. The addition of the Wescom facility adjacent to the Law Enforcement facility has provided the Village with one of the most state of the art emergency campuses in the region.
Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Community Facilities LIBRARY DISTRICT The Plainfield Library District continues to operate its downtown facility and has long terms plans to potentially expand this downtown facility and potentially open a new satellite campus. The Library District will be dependent on the successful completion of a future referendum for any potential expansion of its downtown facility. The existing facility dates back to the last expansion in 1990 and the library has been working with a local architectural firm of a major expansion of the current facility. The library owns several lots on Route 59 which are currently being used for parking in addition to another lot with a single-family home on it. Future expansion plans call for expansion of the existing facility to the east adjacent to Route 59 and the construction of a parking deck to the north of the current facility. The library has also had discussions with the Plainfield Park District about a joint facility between the districts and worked on a concept for a new facility at the Legends project on 135th Street prior to the housing market collapse. The district continues to look for ways to serve a large segment of its district in North Plainfield by opening another facility outside the downtown.
Plainfield Public Library
The existing presence of the Plainfield Library in the downtown is important to the continued vitality of the downtown and the existing facility continues to attract many patrons to the downtown. The goals of this Comprehensive Plan continue to promote the importance of having strong civic uses in the downtown and the library is one of the more important civic uses in the community.
SCHOOLS The Plainfield Community Consolidated School District 202 serves the majority of the Plainfield planning area. The northwestern edge of the Villageâ&#x20AC;&#x2122;s planning area in Kendall County, including most of Grande Park is in the Oswego Community School District 308. Both of these school districts have a good academic reputation, and have done a commendable job of keeping up with the rapid pace of development over the past decade.
Plainfield High School- Central Campus
The Plainfield School District 202 is a unit district with approximately 28,910 students in 2012. District 202 encompasses 64 square miles and is the fourth largest school district in state. In addition to the Village of Plainfield, it serves segments of Bolingbrook, Crest Hill, Joliet, Lockport, Naperville, Romeoville and unincorporated Will and Kendall Counties. During the past decade the district has witnessed rapid growth which has resulted in the district being required to construct a series of elementary, middle and high schools to address the explosion in enrollment. District 202 operates 30 schools, approximately half are actually
Village of Plainfield Comprehensive Plan
5-
Community Facilities located in the Village of Plainfield. There are 17 elementary schools, 7 middle schools and 4 high schools. During the past decade the school district has constructed 15 new schools, including two new high schools as a response to the rapid growth in the district. Until the downturn in the residential market, the school district was typically constructing two schools per year. As illustrated on the attached table, each school type has different requirements. These requirements will vary depending on the specific factors in place at the time of the site acquisition. As an example, new high schools now require up to 100 acres and new elementary and middle school campuses now require up to 40 acres. A stand alone elementary school requires 15 acres at a minimum. The school facility plan below reflects existing schools and site for future expansion. The school district has purchased property along County Line Road and Ridge Road for future schools to service the future growth areas for the Village of Plainfield. In addition, the plan reflects future schools at entitled residential developments that have not been constructed yet. The following projects have school sites which still have not been constructed; Springbank, Legends, and Vista Pointe. The attached School Plan indicates the boundary between District 202 and District 308, along with the location of the existing schools. These locations were determined based on a comparison of the Future Land use Plan and related growth in enrollment, school district standards for enrollment per school, and proximity to existing schools. Within the District 202 portion of the Villageâ&#x20AC;&#x2122;s planning area alone, 30,000 additional school age are anticipated on the Future Land Use Plan at full-build-out.
Plainfield East High School
Village of Plainfield Comprehensive Plan
5-
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Plainfield North High School DETENTION Walkerâ&#x20AC;&#x2122;s Grove Elementary School Eagle Pointe Elementary School Heritage Middle School 0 Detention 0.3Grove 0.6ponds 1.2 Liberty Elementary School Miles Creekside Elementary School Lakewood Falls Elementary School Indian Trail Middle School Operations/Maintenance Office Plainfield Academy 0 0.3 0.6 1.2 Lincoln Elementary School Miles Ira Jones Middle School Plainfield High School- Central Campus Technology/Media Office Central Elementary School Administration Center Bonnie McBeth Learning Center Crystal Lawns Elementary School Grand Prairie Elementary School Timber Ridge Middle School River View Elementary School Wesmere Elementary School Ridge Elementary School Drauden Pointe Middle School Meadow View Elementary School Charles Reed Middle School Plainfield South High School Aux Sable Middle School Freedom Elementary School Plainfield East High School John F. Kennedy Middle School Thomas Jefferson Elementary School Elizabeth Eichelberger Elementary School Robinson B. Murphy Jr. High School Grande Park Elementary
Illustration 10:
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Prepared by Teska Associates, Inc. Last updated in November 2012
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Village of Plainfield Comprehensive Plan
Community Facilities PARKS and TRAILS The Will County Forest Preserve District operates several major facilities within the Plainfield planning area. North of 119th Street along Book Road is the River View Farm Preserve. In late 2011, the District purchased property along the DuPage River between 119th Street and 127th Street (Boughton and Birkett Farms) for future forest preserve. At the Northeast corner of Renwick Road and Route 30 is the 860 –acre Lake Renwick Preserve. This very large preserve is home to a wide variety of birds and provides convenient access to this preserve along Route 30. Lake Renwick Preserve
Plainfield Park District The Plainfield Park District serves all of Plainfield Township and portions of Wheatland Township in Will County and Na-Au-Say Township in Kendall County. This service area includes significant areas along Caton Farm Road and east of interstate 55 that are in Joliet. The District operates over 60 parks and provide a wide variety of programs and activities for all ages. Facilities include Four Seasons, and Avery Preserve, a major soccer complex and Van Horn Woods, and Renwick Community Park.
Plainfield Park
Park Type
Size
Service Radius Characteristics
Community
30 to 80 acres
1 ½ miles
Ball fields, swimming pools, community centers, trails, picnic areas and other related facilities
Neighborhood
5 to 15 acres
½ mile
Playground, basketball and/or tennis courts, practice ball fields
Tot-Lot
.5 to 2 acres
¼ mile
Playground, landscaping, and basketball on larger sites
Other
Varies
Varies
Varies, but often includes greenbelts and urban plazas/parks
Village Green Splash Park in Plainfield
Village of Plainfield Comprehensive Plan
5-
Community Facilities In addition, the Park District operates the Normantown Equestrian Center and an extensive bridal trail system. The district also operates an extensive greenway system that includes the West Norman Drain and East Norman Drain in addition to the Spring Creek greenway in Southwest Plainfield. Park facilities are typically divided into four categories including community parks, neighborhood parks, tot lots and other parks. The following table summarizes each park type: The Park District works closely with the Village to insure that park acquisitions keep pace with new developments through the Villageâ&#x20AC;&#x2122;s parkland donation requirements. The District also actively sought and received grants to help fund additional acquisition and development of parks. The park space demand table compares Plainfield to national standards for open space. From this table, it is clear that the Park District has done an excellent job of keeping pace with development. However, as this table also shows significant additional land will be required to maintain appropriate open space and recreational opportunities for a growing population even in this current downturn. The attached Park and Trail Plan identifies existing parks and existing and proposed trails. Approximate park services areas are illustrated for each park. the Park district has a Parks and Recreation Master Plan which they periodically update to guide their efforts to provide residents with quality parks and recreational programs.
Park Space Demand 1
Jan. 2002 6
2
3
4
5
Standard
Existing Acres
Ex. Acres Required
Ex. Surplus/ Deficit
Future Ac. Required
Additional Ac. Needed
Tot Lot
1.5
15.8
19.6
-3.8
216.0
200.2
Neighborhood Park
3.5
60.3
45.6
14.7
504.0
443.7
4.
Community Park
5.0
644.0
65.2
578.8
720.0
76.0
5.
Other
0.0
175.5
0.0
175.5
0.0
-175.5
Total
10.0
895.6
130.4
765.2
1,440.0
544.4
1. 2. 3.
6.
Acres per 1,000 population Existing Acres Standard times 2000 population of 13,038 Existing surplus/deficit (Existing - Required Ultimate Acres Required based on population of 144,000 Future Acres Required (Future required - existing
Village Green Tot Park in Plainfield
Village of Plainfield Comprehensive Plan
5-
Community Facilities Plainfield Parks Community Parks
Acres
Neighborhood Parks Acres
Ottawa/Boy Scout 11.0 Four Seasons/Avery Preserve 134.0
Tot Lots
Acres
Acres
Golden Meadows 1.5 Unit #4
Riverview 3.5
Village Green 3.0
Golden Meadows 2.5
Norman 100.0 Greenway
Van Horn Woods 88.0
Quail Run 3.5
Indian Oaks 1.0
Renwick Community Park 38.0
Walkers Grove School/ 8.0 Park
Walkers Grove 8.0 Tot Lot
Eaton Preserve 75.0
Winding Creek 5.0
River Ridge 2.0
Reserve 50.0
Harvest Glen 12.0
Walker/Ridge Community Park 80.0
Heritage Meadows/Green 10.0
Grande Park (a) 111.0
Other
Kelly Park 5.0
Electric Park 7.0 Mather’s 65.0 Woods 175.5
Ponds 0.8
Champion Creek 4.0
127th Park 40.0
Vintage Harvest 3.0
River Edge Recreation Center 17.0
Kensington Club 6.8
Total 644.0
Total 60.3
Total 15.8
Total 895.6
Note: Parks operated by the Plainfield Park District, which also operates facilities in parts of neighboring Joliet (a) Grande Park is in the Oswegoland Park District
Kendall County Forest Preserve District The Kendall County Forest Preserve District does not currently have any facilities within the Plainfield’s planning area,. However, County plans suggest a trail along the Aux Sable Creek, and the potential for a major facility just west of Grove Road and north of Route 126. The attached trail plan provides for future connections to these facilities.
Oswegoland Park District As Plainfield the Village has expanded into Northwest Kendall County, many of the Village’s residents now reside within the Oswegoland Park District. The Oswegoland Park’s districts largest facility in Plainfield is “Grande Park” which is a 200 acre plus facility in the middle of the Grande Park subdivision. This facility includes soccer, and football fields in addition to a sledding hill for this subdivision. The Oswegoland Park district offers residents an abundance of recreational programs . Setting itself the goal of “creating opportunities for a healthy community” the Park District sponsors programs that cover a wide variety of interests from “computer tots” to “yoga” reaching preschoolers through senior citizens. An aquatic center, bike trails, and hundreds of acres of parks provide Oswego residents with clean and safe recreation. Festivals such as the annual Prairie Fest provide seasonal entertainment for the whole family.
Village of Plainfield Comprehensive Plan
5-
Community Facilities BICYCLE PLAN In 1999, the Plainfield Park District lead a cooperative effort to develop a Plainfield Area Bicycle Plan with the Village of Plainfield, the City of Joliet, the Forest Preserve District of Will County and Plainfield Township. The Trail plan contained in this Comprehensive Plan generally reflects this prior planning effort, with minor modifications made to respond to changing conditions. The plan is designed to link residential areas of Plainfield with key community facilities such as parks, schools, and major centers of employment and shopping. Planned bikeways are classified into one of six categories as summarized in the following table.
Bike Lane
Shared Use Path
Bike Route
Classification
Characteristics
Shared Use Path
Off-road bike paths, often running through a greenway or around a lake. Typically 10’ wide, such paths can be as narrow as 8’ for short neighborhood trails or as wide as 12’ for multi-use paths or heavy use areas
Side Path
Separate path running within a road right-of-way.
Bike Lane
Dedicated lanes on a roadway pavement, striped and signed for bike use. Bike lanes typically are 5’ wide, and located on each side of a street so that bike traffic flows in the same direction as motor vehicles.
Bike Route
Roadways signed as appropriate for bike travel.
Rails to Trails
Bike trails developed within the bed of an abandoned rail line, or parallel and adjacent to an active rail line.
To be determined
Important connections within the overall bike trail system which need further study to determine the appropriate trail type.
A "Bike Trails and Pedestrian Access Plan" is being put together by the Village of Plainfield as part of the Transportation Plan for the Village. Please refer to this plan for more details to the map on the following page.
Village of Plainfield Comprehensive Plan
5-
30
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Village of Plainfield Comprehensive Plan
Route 30 Corridor Section 6 The Route 30 Corridor serves as a major entrance into Plainfield, providing direct access from Interstate 55 and the City of Joliet. This corridor extends from Interstate 55 and Plainfield’s boundary with Joliet in a northwesterly direction to Illinois Route 59. Much of the development in this corridor is older, and was developed prior to modern development procedures such as site plan review. Consequently, although the corridor is home to some important businesses and community resources the overall character of the corridor is in need of enhancement.
Existing Land Use The existing land use pattern is as follows: • • • • • • •
The dominant businesses in the corridor include auto dealerships, Mega Sports, an interior shooting range and shop. The Lily Cache Creek and associated flood plain cut across the corridor. Various commercial businesses are found between the DuPage River and Renwick Road including two auto dealerships, auto repair facilities, and several small office buildings. The Lake Renwick Rookery and Forest Preserve occupies the single largest frontage in the corridor on the north side of Renwick Road and east side of Route 30. The District 202 Bonnie McBeth Learning Center and Administrative Center, along with Plainfield Cemetery lie across the street from the Rookery. Businesses in the central portion of the corridor includes the Pioneer Lanes Bowling Alley. The northern end of the corridor is comprised of a series of older homes fronting onto Route 30, with a gas station/minimart located at the intersection of Route 30 and Route 59.
Goals The following goals have been established to guide future development efforts within the Route 30 corridor: Enhanced Roadway Capacity - Traffic is already heavy, and will likely continue to increase. Congestion is particularly bad at the intersection with Route 59. IDOT has plans to improve roadway capacity in the corridor starting in 2013. Improve Corridor Appearance - This corridor should be viewed as an important front door to Plainfield. Both public and private improvements are needed to enhance the appearance of the corridor. Develop Remaining Vacant Property for Business Use- A number of sites within the corridor are vacant and would provide good opportunities for infill development. Focus should be on attracting a small business park near Interstate 55.
Village of Plainfield Comprehensive Plan
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Route 30 Corridor Appearance and Function Issues This area serves as the southern entrance to Plainfield. Physical improvements in this section of the corridor will help welcome residents and visitors to the community and create a positive impression of the Village. Photographs and accompanying commentary suggest potential improvements. Many of these improvements are applicable throughout the corridor and are not specific to the location illustrated in the photograph.
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Attractive entry sign, but enhanced setting needed to compete with adjacent billboard and other corridor features.
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Road widening and other capacity enhancements are needed to accommodate existing and future traffic.
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Shared driveways and cross access between properties are needed to improve traffic flow and safety.
Village of Plainfield Comprehensive Plan
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Proliferation of billboards and temporary signs is distracting – review and strengthening of sign regulations recommended.
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Shrubs and other landscape features needed in parkways – review private and enhance private landscape requirements.
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Roadway improvements should incorporate drainage enhancements.
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Auto dealerships provide strong anchor businesses for the corridor.
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Route 30 Corridor
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Façade renovation would enhance appearance of many existing businesses.
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Curb openings should be reduced to better direct traffic flow.
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Landscape enhancements are needed to screen parking areas.
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Copley Park provides needed access to Lake Renwick Preserve.
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Vegetation along Route 30 should be pruned/ thinned to provide framed views into Preserve.
Village of Plainfield Comprehensive Plan
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Pioneer Lanes provides a good example of parking lot landscaping.
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Wide parkway section south of Renwick Road provides opportunity for enhanced landscaping, including shade and ornamental trees and grasses for reduced maintenance.
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Route 30 Corridor ROUTE 30 Corridor PLAN The Route 30 corridor continues to be identified for major redevelopment based on its current condition of legally non-conforming uses, poor commercial design and lack of any unified architectural approach. Staff formulated the “Route 30 Design Guidelines” which has been adopted by the Village Board and calls for consolidation of access points, new commercial redevelopment, new signage that conforms to the Village’s current regulation and extensive landscaping and buffering along the corridor. The recently completed Shell station and the Mega-Sports expansion reflect the standards that the Village has identified for the corridor.
BOULEVARD– The Boulevard commercial projects will be a future commercial anchor to the Village’s long term revitalization plans for the Route 30 corridor. The Village envisions the potential attraction of a national big box or wholesale retailer to this important site.
Illustration 13: Route 30 Corridor Plan
Commercial Development Rod Baker Ford Bill Jacob Chevrolet
Boulevard Retail Development
Ro
ut
e
30
N Village of Plainfield Comprehensive Plan
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Route 30 Corridor Route 30 Redevelopment U.S. ROUTE 30 Corridor Enhancement Guidelines
S. U. Ro e ut 30 Prepared August 2008
In 2008, the Village created the U.S. Route 30 Corridor Enhancement Guidelines. This document is considered to be a part of this Comprehensive Plan. The guidelines provide recommendations to enhance the appearance and function of the corridor including issues such as site design, architecture, signage and streetscape. The guidelines also celebrate the routes mostly as part of the Lincoln Highway, also known as "The Main Street Across America", running 3,400 miles from New York to California.
The Route 30 Corridor Enhancement Guidelines call for the redevelopment and character enhancement of this corridor. An important element in the long term redevelopment of this corridor is simply improving the appearance of the corridor. Based on this goal, any new development along the corridor will be required be constructed out of quality materials consistent the â&#x20AC;&#x153;Route 30 Enhancement Design Guidelinesâ&#x20AC;? and the Villageâ&#x20AC;&#x2122;s Site Plan Review. Staff has also identified a need for extensive new unified landscaping and signage along the corridor and a consolidation of access points. One of the major new developments related to this corridor is the Illinois Department of Transportation to re-construct the corridor into a new five lane profile. These improvements will provide a temporary boost to the capacity of the corridor and will potentially help attract new commercial development based on the increased traffic volume.
Route 30 potential enhancements
Existing character of Route 30
Village of Plainfield Comprehensive Plan
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Route 30 Corridor
This is an example of a good wall sign. It is not obnoxious and the business made an effort to tie the sign into the architecture of the building. Though not visible in this picture, the sign is illuminated externally by lights in the roof.
Here is an attractive ground sign which advertises for a development as a whole, rather than for individual tenants.
A commercial development with quality wall and ground signs. Though the fonts and colors of the signs are different, the backlit illumination ties them all together nicely.
Above is an example of a tasteful multitenant sign.
This ground sign advertises for a development rather than a tenant and does a great job of incorporating landscaping and water elements to make this sign truly unique.
Village of Plainfield Comprehensive Plan
This wall sign has attractive channel letters which reflect the businessâ&#x20AC;&#x2122;s name and complement the façade. Note how the hunter green brings out the white of the letters and the letters have a dark green border on them to provide a finished look.
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Route 59 Corridor North Section 7 The Route 59 Corridor is the major entrance into the Village of Plainfield from the north. The roadway was recently widened by IDOT, and carries over 31,000 cars a day (Average Daily Trips).
Existing Land Use This portion of the Route 59 Corridor has undergone considerable growth. Overall, the corridor is developing as the major commercial center of the community, with clear pockets of residential and industrial development. The specific existing land use pattern is as follows: • • •
•
The Wolf Creek I and Wolf Creek II light industrial subdivisions occupy the eastern frontage of Route 59 immediately south of 119th Street. Big box retailers are beginning to occupy the corners of major intersections; outlots are situated along the Route 59 frontage. Several large, new residential developments have been constructed along the western Route 59 frontage including: Champion Creek, Heritage Meadows, Kensington Club, Riviera Estates, Golden Meadow Estates and Quail Run. Heavy industrial uses including Chicago Bridge and Iron and Plainfield Molding lie immediately north of the DuPage River and downtown Plainfield.
Goals The following goals have been established to guide future development efforts within the Route 59 corridor: Improved Corridor Appearance - The Route 59 corridor is a primary entryway into the Village and an important method by which to experience the community. Both public and private improvements need to be made to enhance the appearance of the corridor. Improve Pedestrian Access to Corridor - This corridor is targeted as a primary location for retail development, particularly at the major intersections. Most of this retail will be oriented to, and accessed by, automobile. However, providing pedestrian access should also be an important component of the corridor. Develop Vacant Frontage as Retail and Office Uses - The Route 59 Corridor is currently home to sizable tracts of undeveloped property. As the population of Plainfield continues to grow and demand for retail increases, this undeveloped land should be developed for retail and office uses.
Village of Plainfield Comprehensive Plan
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Route 59 Corridor North Transportation Issues Route 59 is designated as a Strategic Regional Arterial (SRA) by the Illinois Department of Transportation (IDOT). It is classified by the Village and by Will County as a major arterial roadway. Average Daily Traffic (ADT) counts for this roadway are between 29,700 and 33,600. These values are nearly double similar counts in 2000 (See Existing Transportation System Exhibit). Given this increased traffic, Route 59 was widened from two to four lanes through this area. Stoplights have been installed at all major intersections. The following recommendations are designed to enhance the overall convenience, capacity and safety of the corridor: • • • •
Align future intersections across Route 59 to reduce the number of intersections and traffic conflicts. Continue to promote interconnections and cross-access between businesses to help minimize curb cuts and to permit movements between sites without having to go back out onto Route 59. To assist motorists in accessing commercial properties and residential subdivisions along Route 59, additional stoplights may be necessary. The status of this road as an SRA may limit the number and location of future stoplights. The redevelopment or reuse of the remaining residential structures which front on Route 59 should be encouraged.
Appearance and Function Issues The Route 59 Corridor North is a primary entryway into the community from the City of Naperville to the north. It is also developing as an important commercial and residential corridor. Therefore, this area should provide a positive visual perception of the community. The following recommendations outline strategies for enhancing the overall appearance and function of the area. Photographs and accompanying commentary suggest potential improvements. These improvements are applicable throughout the corridor and are not specific to the location illustrated in the photograph. •
Future intersections should be aligned across Route 59 to reduce traffic conflicts.
Village of Plainfield Comprehensive Plan
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Route 59 Corridor North
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Industrial uses and outdoor storage should be properly screened from the road and adjacent uses.
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Shrubs, ornamental trees, and other landscaping could be used to improve the appearance of private property. Consider increasing landscaping requirements for private property along he Route 59 corridor.
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Few pathways exist for pedestrians. Sidewalks should be added to connect retail and residential throughout the corridor.
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Crosswalk improvements should be made at major intersections to provide a safer, more comfortable pedestrian experience.
Village of Plainfield Comprehensive Plan
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Minimal planting has been done in the right-of-way. The planting of additional of trees would greatly enhance the appearance of the corridor. Consider developing coordianted landscaping theme for the corridor which encourages the use of ornamental grasses.
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Existing land use conflicts should be minimized. Redevelopment sites present an opportunity to create buffers by encouraging transitional uses such as high density residential and office.
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Cross-access between parking lots should continue to be encouraged to minimize curb cuts and improve traffic flow throughout the corridor.
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Route 59 Corridor North
•
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Large parking lots associated with major commercial uses should be buffered from the roadway and adjacent properties with extensive landscaping.
Adequate landscape buffers should be maintained between residential and commercial developments.
Village of Plainfield Comprehensive Plan
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Entry features and plantings should be used to emphasize secondary intersections and subdivision entry ways to break up long blocks and improve character.
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A unique community entry feature should be created at the north end of the corridor.
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Future intersections should be aligned across Route 59 to reduce traffic conflicts.
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Route 59 Corridor North Division Street (Business Transition) Corridor Plan
New Infill Development Business Transition Elm Trees
N Illustration 14: Division Street Corridor Plan
The intersection of Route 59/Division Street and Route 126/Main Street is a major entryway into downtown Plainfield. The Village has long recognized the importance of this entry point, and invested in gateway treatments and worked with private property owners to enhance the appeal of this area. However, the Village also recognizes that this area will continue to transition over time. The attached sketch highlights several key planning principals that should be integrated into future development plans. â&#x20AC;˘ A focus on business transitional uses for many of the existing residential structures fronting on Route 59. South of Lockport Street, many former homes have been converted to offices and similar low-intensity commercial uses. This approach allows the area to maintain its existing visual character while acknowledging the changes caused by increased vehicular traffic and enhanced opportunities for low intensity business uses that can provide an appropriate transition to attractive residential neighborhoods off of Route 59. Parking for these businesses should generally be located to the rear of the property, with an access drive created parallel and on the east side of Route 59 at the rear of the property (see illustration). These parking areas should be appropriately screened from adjacent single-family homes to the east. â&#x20AC;˘ Infill development on vacant or under-utilized parcels. The architecture and site design of this infill development should be reflective of surrounding homes and the historic downtown, with buildings placed near the street. â&#x20AC;˘ Streetscape enhancements should be provided as development occurs, with consideration of new disease resident Elm tree plantings along Route 59/Division Street to create a unique character along this key access into and through downtown Plainfield.
Village of Plainfield Comprehensive Plan
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Route 59 Corridor North Route 59 Corridor North Plan
Route 59 North will remain the premier retail sector of the Village of Plainfield in view of the existing and projected population, proximity to Naperville, and high median household income within a three mile radius. This corridor plan envisions the future development of the â&#x20AC;&#x153;Polo Clubâ&#x20AC;? into a new town center that will potentially attract high end retail catering to the refined taste of South Naperville and North Plainfield. Additionally, there will be several new commercial opportunities to develop important corners of Route 59 at 119th Street and 127th Street.
Assemblage of light industrial development into a new commercial node at the southeast corner of 119th Street and Rt 59.
Beautification of the medians located along Route 59 with raised beds and extensive landscaping.
127th Street
119th Street
Development of 50 acres into a new town center retail development with mixed use catering to South Naperville and Plainfield.
Polo Club
Future
Plainfield Market
Heritage Meadows
Future
Future
Route 59
Illustration 15: Route 59 Corridor North Plan
Village of Plainfield Comprehensive Plan
Kensington Kensington North
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Route 59 Corridor South Section 8 The south section of the Route 59 Corridor is one of the two major entry points into Plainfield from the City of Joliet and the Village of Shorewood. The corridor extends from the DuPage River in the south approximately 2 miles north to the entrance into downtown Plainfield.
Existing Land Use As with most areas of the community, the South Route 59 Corridor has experienced considerable growth. The existing and ongoing development projects show an emerging character for the corridor of retail, office and residential. The following describes the specific existing land use pattern: • The northern portion of the corridor is comprised of older residential structures fronting on the roadway, a retail strip center, and the Plainfield Township Cemetery. • Saint Mary’s Church is a major use which occupies the middle of the eastern block between Fort Beggs Drive and Renwick Road. Several residential structures, which front on Route 59, and a few small retail establishments also occupy this block. Opposite is a minor retail cluster which includes a McDonald’s and an auto repair establishment. • A major commercial and office cluster exists at the southeast corner of Renwick Road and Route 59. This cluster includes medical offices, fast food restaurants, and a car wash. • Between Feeney Road and the ComEd high tension powerlines is also primarily undeveloped. There is one existing medium density subdivision. • Immediately north of the DuPage River is a considerable amount of undeveloped land, including several large tracts which lie within the Dupage River floodplain. Plainsman’s Terrace, a low density subdivision is the dominant development within this area. The ComEd high tension power lines create a clear northern boundary for this portion of the corridor.
Goals The following goals have been established to guide future development and redevelopment within this portion of the Route 59 Corridor: Enhanced Corridor Appearance - The Route 59 corridor is a primary entryway into the Village and an important method by which to experience the community. Both public and private improvements need to be made to enhance the appearance of the corridor. Develop Vacant Frontage - The Route 59 Corridor is currently home to sizable tracts of undeveloped property. As the population of Plainfield continues to grow and demand for retail increases, this undeveloped land could be developed for retail and office uses. Several properties along the corridor should also be developed for residential use.
Village of Plainfield Comprehensive Plan
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Route 59 Corridor South Insure Pedestrian Access to Corridor - This corridor is targeted as a primary location for both retail and residential development. Providing pedestrian access should be an important component of the corridor, connecting future retail and residential developments.
Transportation Improvements Route 59 is designated as a Strategic Regional Arterial (SRA) by the Illinois Department of Transportation (IDOT). It is classified by the Village and by Will County as a major arterial roadway. Currently, Route 59 handles Average Daily Traffic (ADT) levels of greater than 20,000 vehicles through the south portion of the corridor. The following recommendations are designed to enhance capacity and safety: • •
• • •
•
Discourage residential structures with direct access to Route 59. The redevelopment or reuse of existing structures should be encouraged. Continue to promote interconnections and cross-access between businesses to help minimize curb cuts and to permit movements between sites without having to go back out onto Route 59. Align future intersections across Route 59 to reduce the number of intersections and traffic conflicts. Promote internal connectivity between existing and future residential neighborhoods to provide alternative connections for vehicles and pedestrians. To assist motorists in accessing commercial properties and residential subdivisions along Route 59, additional stoplights may be necessary. The status of this road as an SRA may limit the number and location of future stoplights. A new signal between Fraser Drive and the DuPage River will be needed to support future retail and entertainment uses.
Village of Plainfield Comprehensive Plan
Route 59 Right-of-Way
Home with Route 59 Frontage
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Route 59 Corridor South Appearance and Function Issues The Route 59 Corridor South is a primary entryway into the community from the south. It is also developing as an important commercial, residential and office corridor. Therefore, this area should provide a positive visual perception of the community. The following recommendations outline strategies for enhancing the overall appearance and function of the area. Photographs and accompanying commentary suggest potential improvements. These improvements are applicable throughout the corridor and are not specific to the location illustrated in the photograph.
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Improve the appearance of the community entry feature at the south end of the Route 59 Corridor.
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Work with utility providers during future road improvement projects to relocate overhead utility lines underground.
Village of Plainfield Comprehensive Plan
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No pathways exist for pedestrians. Sidewalks should be added to connect the retail and residential throughout the corridor.
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Crosswalk improvements should be made at major intersections to provide a safer, more comfortable pedestrian experience.
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Route 59 Corridor South
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Shrubs, street trees, and other landscaping could be used to improve the appearance of private property and public right-of-way. Consider increasing landscaping requirements for public and private property along the Route 59 corridor.
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Enhancements to landscaping are needed to screen parking areas.
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Commercial design guidelines should be developed for commercial developments along the corridor.
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Facade improvements would enhance the appearance of many existing businesses.
Village of Plainfield Comprehensive Plan
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Cross-access between parking lots should continue to be encouraged to minimize curb cuts and improve traffic flow throughout the corridor.
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Improved interior circulation, including better pedestrian circulation, should be encouraged in planned commercial developments.
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Route 59 Corridor South Route 59 Corridor South Plan Staff envisions that the Route 59 Corridor South will become a new commercial gateway into the Village. A new entertainment development with a multi-plex theatre would greet visitors entering the Village from the south and to the west would be an area of open space adjacent to the DuPage River (Fritz farm). To the north as one approaches the downtown would be a series of new multiâ&#x20AC;&#x2018;family developments and neighborhood commercial projects. The following concept calls for extensive new landscaping within the medians along Route 59 along this sector of this important roadway into the Village.
New row house development along Rt 59 constructed around a series of small squares
Development of an entertainment complex including a theatre, restaurants and mixed use retail
Villas at Fox Run
Entertainment
Multi-Family Residential Commercial
Commercial Single Family Residential
Illustration 16: Route 59 Corridor South Plan
Village of Plainfield Comprehensive Plan
Apartments
Route 59
Future Forest Preserve
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Village of Plainfield Comprehensive Plan
Route 59 Corridor Section 9 Route 59 Corridor Plan The Route 59 corridor at 135th Street will continue to service the commercial needs of the community in the future. Staff envisions the future commercial development of the Prairie Creek development along Route 59 into a planned development with individual commercial lots catering to commercial convenience and value. There will continue to be the potential for the re-imaging or re-branding of the Jewel-Osco store in view of national and regional trends with respect to the food business. Opportunities for another multi-family development exists for a portion of the Prairie Creek development adjacent to the East Norman Drain.
Beautification of Route 59 through heavy landscaping of the existing median.
Prairie Creekâ&#x20AC;&#x201C; Develop the Prairie Creek into a commercial Planned Development containing individual outlots along Route 59 and office development in the second tier lots behind the commercial outlots. Staff envisions the potential of attracting a new auto dealership on a portion of the Prairie Creek site.
Mixed Use Future Retail
Meijer's
Menards
Prairie Creek 135th Street
Route 59 Jewel Osco
Illustration 17: Route 59 Corridor Plan
Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Route 59 & 143rd Street (The Gap) Section 10 Route 59 & 143rd Street Plan
The subject area has been identified as the “Gap” and divides North Route 59 from downtown Plainfield. Currently, this area contains a number of light industrial buildings, the old Village Hall, a storage facility and a business office building. Much of the area is made up of floodplain along the DuPage River and Commonwealth Edison utility easements for a major transmission line that runs along 143rd Street. The following corridor plans calls for a new commercial development at the subject site of the “storage facility” on Route 59 and new office development adjacent to the “Martin Office” development.
New landscaping at this corner in order to soften the existing character and the fact that the character of the site is defined by high-line transmission lines.
Redevelopment of this area into a new office development that would help define this “gap” and provide the area with some aesthetic character as one approaches the downtown from the north.
M n
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Greenway Commercial Office Route 59
Office
Illustration 18: Route 59 & 143rd Street Corridor Plan
Village of Plainfield Comprehensive Plan
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Village of Plainfield Comprehensive Plan
Village Center East Section 11 The Village Center East area is the extension of the Village of Plainfield downtown plan. It is designed to complement this plan while addressing the issues specific to this area. This area includes Route 126, the major entry to Plainfield from Interstate 55.
Existing Land Use This area is home to several incompatible land use relationships. It functions as a transition between the residential uses east of the Village Center and the commercial and civic uses within the downtown. Although primarily built out, several redevelopment opportunities exist. The following details the specific existing land use pattern: • • • • • • •
The dominant land use type in this area is residential. Densities move from village (3.0 - 7.0 dwelling units per acre) in the older core community to low and medium further from the core. The Canadian National (CN) Railroad tracks traverse the Village Center East area. Several industrial uses are located along the EJ&E Railroad. These industrial uses lie in the center of the residential neighborhood. Two schools, Indian Trail Middle School and Plainfield Academy are located within this area. Commercial uses, including a day care center and a convenience store are located at the corner of Route 126 and Route 59. Many residential structures exist along the Route 59 frontage.
Goals Address Incompatible Land Use Relationships - As noted, several incompatible land use relationships currently exist within this area. This should be rectified by facilitating the relocation of these incompatible uses to alternate locations. Improve Safety and Availability of Pedestrian Alternatives Sidewalks, bike routes and other pedestrian alternatives should be encouraged. Particular attention needs to be given to providing safe access to the two schools.
Transportation Issues Route 126 is designated as a minor arterial roadway as it approaches downtown Plainfield. This classification, along with Average Daily Traffic Volumes of approximately 16,000 vehicles per day, indicate a future need to improve this roadway. The shoulders of Route 126 should also be widened. Plainfield-Naperville Road has been designated a major collector. Based on this classification, current lane configurations are likely adequate.
Village of Plainfield Comprehensive Plan
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Village Center East The intersection of Plainfield-Naperville Road and Route 59 is extremely close to the intersection between Route 126 and Route 59 and creates a potential safety hazard. Alternative street alignments and methods for directing traffic from Plainfield-Naperville Road to Route 126 prior to the Route 59 intersection should be pursued. Recommendations include: • Divert traffic away from the Plainfield-Naperville Road/Route 59 intersection. • The proposed eastern extension of 143rd Street to Route 126 could significantly reduce congestion at this intersection. • Sidewalks and bike routes should be extended through this area to provide a more convenient and safe method for pedestrians and cyclists to access the downtown and schools.
Appearance and Function Issues The Village Center East area is a part of the existing center of the community and an extension of the reinvigorated core. It also functions as a primary entryway into the community. Therefore, this area should provide a positive visual perception of the community. The following recommendations outline strategies for enhancing the overall appearance and function of the area. Photographs and accompanying commentary suggest potential improvements. These improvements are applicable throughout the corridor and are not specific to the location illustrated in the photograph.
Shrubs, evergreen trees and other landscape features should be planted to improve the appearance of properties throughout the area.
Village of Plainfield Comprehensive Plan
Adaptive reuse of existing and historic structures should be encouraged.
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Village Center East
Infill development should be built on a smaller scale congruent with the existing pattern of development.
If the abandoned grain elevator is not removed and replaced, efforts to improve its appearance should be undertaken.
Village of Plainfield Comprehensive Plan
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Village Center East Village Center East Plan The Village Center East Plan encompasses an important area of the Village's downtown and is a gateway into downtown from Route 126 and Route 59. The following plan calls for the redevelopment of a light industrial area between Center Street and Eastern Avenue along with new commercial development along Main Street. Any new development within this area should be sensitive to the character of the subject area. New infill multi-family development within this area should mirror some of the architectural styles along Bartlett and Center Street and be sensitive to the historical character of the area. An excellent example is the Vintage Knoll duplex development on Eastern Avenue.
New commercial development along Main Street should incorporate mixed uses and traditional architectural forms. The hope is to create a new commercial node which reflects the highest architectural standards and creates a gateway into the downtown that the Village can be proud of. The existing landmarks along Main Street should be highlighted as new design anchors into the village's historical downtown.
N Village of Plainfield Comprehensive Plan
Illustration 19: Village Center East Plan
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Central Area Section 12 Central Area Plan The Central Area Plan and the Villageâ&#x20AC;&#x2122;s Transit Oriented Development Plan both identify a need to promote new residential development within the downtown and the Villageâ&#x20AC;&#x2122;s expanded downtown. Future residential development will be oriented along Van Dyke Road and contain a mixture of rowhouses and apartments oriented around a series of greens, squares and crescents of green space. The hope of these plans is to provide the critical mass of downtown population that will help support the existing downtown and plans for expansion of the downtown along Lockport Street. People are critical in creating a vibrant downtown and plans for new residential units within the expanded downtown will provide opportunities to provide housing options to new demographic groups.
Illustration 20: Central Area Plan
Village of Plainfield Comprehensive Plan
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Central Area Historical Downtown Plainfield will continue to attract niche retail and restaurants to the core of the downtown and there remains opportunities for new infill multi-family development within the core. What was once the commercial center of the Village has transformed itself into a destination spot for those in the community who are looking for certain dining and limited shopping opportunities. With additional people residing in the downtown, new opportunities to attract new commercial development will arise. The Central Area Plan calls for continued restoration of the existing historical fabric in the downtown and sensitive infill development. The Central Area Plan calls for the creation of a Traditional Neighborhood Development on the Keller property and with the property that is located on the west side of Wallin Drive, between Route 126 and 143rd Strete. This new planned neighborhood would contain a traditional grid neighborhood with a series of small parks. This plan calls for a creation of a traditional neighborhood with a diversity of residential typologies including single-family, townhomes, duplexes and mixed use buildings. The hope is to create a compact and walkable neighborhood that mirrors the Village Green neighborhood in downtown Plainfield. The creation of a traditional neighborhood with a density slightly higher than the Liberty Grove development will provide the additional population that the downtown needs to support an expanded town downtown.
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143rd Street Corridor Section 13 The 143rd Street corridor will continue to be the main light industrial corridor in the Village of Plainfield in view of the presence of several end users such as Diageo, Logoplaste, Vintage Tech and Ravago. These international light industrial corporations have provided the Village with a strong economic and employment base along this important corridor. This plan envisions the attraction of several new light industrial users along this corridor. While the Village has identified a number of potential employment areas on the Future Land Use Plan, the Village’s existing industrial base is centered on 143rd Street. Key existing businesses in this corridor include Center Point, Chicago Bridge and Iron, Diageo and Logoplaste. The attached sketch highlights several key opportunities to infill remaining vacant parcels with appropriate additional commercial and industrial development. The plan provides for additional commercial/retail uses at key intersections with Route 30 and Route 59, with new light industrial uses along the corridor. Strong transportation access is critical to the success of any business corridor, and several key transportation issues should be addressed within the 143rd Street Corridor, including: • Extension of 143rd Street to the east to connect with Route 126 and ultimately I-55. • Extension of 143rd Street to the west, providing links to Ridge Road and a future alignment connecting to Route 126 on the west side of the Village • A grade separated crossing of the Canadian National Rail line (just east of Van Dyke Road) should continue to be pursued for enhanced access, both for business access and for enhanced emergency response. • Completion of the bike path system through this area, including the planned path on the south side of 143rd Street to Van Dyke, with connections into the planned DuPage River Trail and Village River Walk.
Coil Plus Site Center Point
Vintage Tech Diageo Extension Ravago
Fire Station
Peterson
Commercial Municipal Site
N Illustration 21: 143rd Street Corridor Plan
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Heartland Business Park Section 14 Staff envisions the creation of a new “Business Park” at the future intersection of 143rd Street and Drauden Road . This new “Business Park” would potentially attract small business offices and light industrial buildings that would cater to those residents who reside in Plainfield and who wish to have their offices or businesses in close proximity to their residences. With good access to Route 59 and Ridge Road, this new business park would be adjacent to a new mixed use development located on Ridge Road. The envisioned plan will provide new employment center for the Village of Plainfield. Farther west along the future extension of 143rd Street lays another opportunity for Plainfield to expand the Village’s industrial base with the proposed Heartland Light Industrial Park. This business park would be located at the northwest corner of Steiner Road/143rd Street. The north and east boundary of the future business park would be the northern extension of Steiner Road to connect with Heggs Road. The attached conceptual sketch highlights the following key planning principals that should be incorporated into the future development. • A park-like setting with common stormwater management areas and extensive landscaping. • Connection to the Village-wide bike trail system and internal sidewalks. • Quality masonry construction materials, similar or better to existing industrial buildings along 143rd Street and Van Dyke Road. • Limited curb cuts onto 143rd Street, with primary building access provided from a new internal roadway system. • Creation of a various lot sizes to accommodate a wide variety of light industrial users.
Extend Drauden Road to 135th Street
Mixed-Use
Business Park
N
Commercial Extend 143rd Street from Drauden to Ridge Road Illustration 22: Heartland Business Park
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Plainfield Medical District Section 15 The following concept calls for the creation of a new “Plainfield Medical Campus” bordered by 127th Street, Van Dyke Road and 248th Street. Plainfield’s future growth and projected aging population along with the growth in the medical field provides the Village with the opportunity to create a new medical district in the future. Anchored by the Edward’s campus and the eventual attraction of a hospital, this new district will provide a new employment center in the Village. The plan calls for the extension of Prairie Grove Drive to 248th Street and the development of a series of new medical offices along this new street extension. In addition, this plan calls for the development of a new medical complex south of 127th Street on a portion of the “Bronk Farm”. The Village of Plainfield has been working for a number of years with Edward Hospital and other businesses and property owners on creation of a medical district along Van Dyke Road and 127th Street. Existing facilities include a medical office building, emergency care facility, and an out-patient surgery center. Edward desires to construct a hospital on this site in the future. In addition, the area has room to accommodate a variety of other medial office uses. A variety of compatible uses have already occurred within the area, including a day care facility at the northwest corner of 127th Street and 248th Street, and an assisted living facility along Van Dyke Road. Other appropriate compatible uses might include a health club and limited retail/restaurant/services uses at key intersections. Key planning principals that should be integrated into future development within this area include: • Continuation of the quality architecture and landscape exhibited in the existing Edward Hospital facilities. • Extension of the existing bike trail system into and through the Medical District • Limited curb cuts onto major roadways to enhance traffic flow and maximize convenient vehicular access. • Consideration of enhanced public transportation access to and from the medical district, including potential connections to downtown Plainfield and commuter rail facilities
Prairie Grove Drive MEDICAL DISTRICT
127th Street
Village of Plainfield Comprehensive Plan
Illustration 23: Plainfield Medical District
Route 59
Extend Prairie Grove Drive to 248th Street New medical office campus
Van Dyke Road
248th Street
New commercial node
N 15-1
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Southwest Plan Section 16 The Southwest Plan is based on the need to provide more diversity of housing products for future residents of the Village. The plan is based on the premise that the market of the future will be different from what occurred between 1995-2006. While Plainfield will continue to be a community of predominantly single-family homes, there remains an opportunity to provide different types of product for the future residents of the Village. The demographic shifts of the region are reshaping the future needs of housing and many housing experts believe that the current demand for rental housing is a long term trend. Currently, seventy-five percent of the housing market demand is made up non-traditional families (parents and children) . The rise of the millennials will reshape the future housing demand of the whole Chicago region and the Village perils its future if it decides to ignore this generation. There is an existing glut of larger lots in the Village and need for smaller lots and a variety of products including duplexes, manor homes, townhomes and apartments. The goal of this plan is not to create a North Plainfield and a South NORTH Plainfield, but instead to provide new opportunities for the first time move up homeowner looking to purchase a home in Plainfield.
SOUTHWESTERN PLAN
NEIGHBORHOOD PLAN
Neighborhood Plan 9 neighborhoods centered around 10 acre parks
Illustration 24: Southwest Plan
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Southwest Plan
Future Products
Current Housing Stock
Modified Grid
The “Southwestern Plan” encompasses the area west of Drauden Road and south of Renwick/Wheeler Roads and incorporates approximately three sections (1,920 acres) of the village’s southwestern boundary. The planning area is bordered by Ridge Road to the west and the Village’s southern boundary to the south. Currently, this area has a sanitary capacity for 25,000 future residents or 8,333 future households. As conceived the plan calls for a diversity of housing opportunities including single-family, townhomes, manor homes, duplexes and apartments. The “Southwestern Plan” attempts to respond to the changing housing market in the region by recognizing the need for providing more diversity in housing choices and more moderate price points. The “Southwest Plan” attempts to respond to the changing housing market in the region by recognizing the need for providing more diversity in housing choices and more moderate price points. The plan promotes the idea of regional detention, creating opportunities for enhanced recreational amenities and efficiency of maintenance. As envisioned the plan calls for the re-introduction of a wellconnected street network constructed around a series of neighborhood parks. Additionally, the plan identifies several opportunities along Ridge Road for “neighborhood nodes” which would incorporate neighborhood commercial development and higher density multi-family developments. The plan follows the general premise that future residential development will follow existing infrastructure and that most future development in the Village will be infill and constructed on a much more incremental approach in the future. The long term goal of this plan is to create a set of self-contained neighborhoods which provide a diversity of uses including residential, commercial and institutional uses. Each neighborhood enclave within this plan would provide easy access to neighborhood commercial centers along Ridge and County Line Roads. In lieu of commercial strip development along these corridors, this plan calls for a series of neighborhood town centers. In addition for good interconnection between neighborhoods, there is a need for good interconnection between residential development and commercial development.
Entitled Projects within the Sector
Illustration 25: Entitled Projects within the Southwest Plan
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Implementation Section 17 To achieve the type and character of development outlined in the Comprehensive Plan, the Village will need to modify some existing regulations and develop several new tools. The following types of implementation tools shall be developed or revised in order to implement the objectives and policies outlined in the Comprehensive Plan:
Annexation Policies Over 82% of respondents to the community survey somewhat or strongly agreed that the Village of Plainfield should actively pursue annexation of properties to control development. While State Statutes provide municipalities with some control over subdivision standards within 1½ miles of a municipal boundary, a Village only has control of land use decisions for property that is annexed or can be annexed. The process of annexing land in Illinois is also a critical step in the land development process, as the Village and the private property owner often enter into an annexation agreement which outlines a number of development controls which may go beyond what is in the Village’s zoning ordinance. Annexation agreements often outline who will be responsible for extension of roads and utilities, and the timing of these improvements. The Village should explore incentives to encourage infill development to facilitate easier extension of utilities and services. For example, developments east of Steiner Road and south of 127th Street might be encouraged to develop first since it is closest to the traditional core of the community.
Comprehensive Plan Updates As Heraclitus put it, “there is nothing permanent except change.” This Comprehensive Plan is based on currently available information regarding community desires, development trends, and understanding of environmental issues. Over time, most if not all of these assumptions will change. The Plan Commission, with staff assistance, should conduct an annual review of development activity in the Village. This activity should be compared with the Comprehensive Plan for consistency. When development has been approved that is inconsistent with the Comprehensive Plan, then it is clear that the plan needs to be updated to reflect current community thoughts regarding growth management. The action plan contained in this implementation chapter should also be reviewed annually and updated as appropriate. For a municipal Comprehensive Plan to remain as an effective tool in guiding development, it must be kept current. The overall plan should be revised and updated at least every five years.
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Implementation Downtown Design Guidelines/Historic District Plainfield is known for its downtown character. To maintain this character, design guidelines should be followed to allow for new development or renovation consistent with the historic character of the area. These guidelines have been expanded to include the train station site, the surrounding area, and promote pedestrian and bike access. To implement these guidelines, the Village should carefully define a district where these standards are applied and a development review process to monitor conformance with the guidelines.
Residential Design Guidelines To meet the goals for residential neighborhoods established in this Comprehensive Plan, creative and environmentally sensitive land planning is essential. Illustrated residential design guidelines have been developed to clearly communicate the importance of design to the development community, while providing flexibility for creative design solutions. Proposed developments should submit concepts of architectural plans and streetscape with a listing of additional options for more variety. High quality materials are expected on facades and should also be sumbitted by the applicant. These requirements should be clearly identified in PUD, plats and annexation agreements applications. Architecture and the quality of development in the village is a key element in achieving the character that is envisioned for the Village. The design guidelines for the Village will be updated to include elements on what is envisioned by the Village for a streetscape, streetscape submittals by the developer, landscaping requirements for individual lots, and exterior facade materials. These requirements should pertain to all facades--front, rear and sides.
Commercial Design Guidelines Commercial development is typically located at high-profile locations such as at major intersections or along highly traveled roadways within Plainfield. These locations warrant attention to design details to ensure that the quality of development is reflective of the community. These projects should project a positive image for the Village, and should be designed with appropriate buffers from surrounding residential development. As with the residential design guidelines, these commercial guidelines will provide a means to clearly indicate to the development community what type of standards the Village expects in new development. The U.S. Route 30 enhancement guidelines provide a general appearance and streetscape guidance.
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Implementation Intergovernmental Cooperation Plainfield has a history of intergovernmental cooperation. This plan promotes intergovernmental cooperation through joint planning for roads, parks, schools, and land use. The Advisory Committee used to develop this plan, and the Village’s tradition of including school and park district representation on the Plan Commission are two examples of this cooperation. Additional recommended intergovernmental cooperation is needed, particularly in the following areas. 1. WIKADUKE TRAIL – The transportation chapter highlights the need for this proposed north-south arterial road. By its very name, this roadway has been conceived through intergovernmental cooperation. Such cooperation will be essential to obtaining the right-of-way and funding roadway construction. An example of such cooperation was the grant obtained by the Village and Kendall County to evaluate appropriate land use and access controls within the corridor and to develop appropriate design guidelines for consistency throughout the corridor. This plan won an award from the Illinois Chapter of the American Planning Association for Intergovernmental cooperation. 2. Other Roadway Improvements – The Village must work closely with IDOT and the Will and Kendall County Highway Departments and local townships on improvements to regional roadways that pass through the Village. 3. Trail, Greenway and Open Space Planning – The Village must work closely with the Forest Preserve Districts and the Park Districts to develop an integrated trail system to meet resident’s needs. Close cooperation is also needed with these agencies to plan and develop regional open space that will meet the needs of Plainfield residents and the respective Counties. 4. School Planning – The Village must work closely with both School District 202 and District 308 to plan new school locations to serve Plainfield residents. This effort should include review of new development proposals for possible land or cash donations, along with general planning for other site acquisitions. 5. Regional Stormwater Management – The Village should work closely with the Army Corps of Engineers on stormwater management issues such as flood control and wetlands protection. Concepts such as regional detention should be explored at a regional scale. 6. Boundary Agreements – The Village should maintain boundary agreements with all neighboring communities. Such agreements will allow each community to plan for their ultimate growth, avoid competition for the right to annex individual parcels of land, and provide some understanding to each community of what is planned for the “other side of the line.”
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Implementation 7. Library District - Work closely with the Plainfield Library District to plan the expansion of the main library. 8. Fire Protection District - Work with the Plainfield Fire Protection District to site additional satellite fire stations to ensure adequate fire protection is provided to the entire community. 9. Metra and Pace- Work closely to encourage well enhanced access to transit, particularly along the STAR Line and Pace's I-55 Flyer routes as well as potential expanded service along Route 59 and U.S. 30. 10. Economic Development- The Village should continue to work with the Will County Economic Development Corporation and surrounding communities to promote local and regional job retention and growth.
Transit-Oriented Development Metra is studying the feasibility of commuter rail service on the CN rail line through Plainfield. The Village has developed a detailed plan for the station area. This plan emphasizes a walkable scale, a mixture of uses including higher density residential, and appropriate commuter parking. The TOD plan incorporates a 'Park and Ride' lot for Pace on Village owned land along Wood Farm Road. This lot could also be used by future commuters when service becomes available on the Star Line.
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Implementation Action Plan The following table provides a summary of the key implementation tasks outlined within the Comprehensive Plan. This table is designed to provide a starting point for prioritization and budgeting of actions needed to implement the community vision. Further refinement of this table will be needed as details of cost and staff resources become available. Classification
Action Step
Purpose
Timeframe
Responsibility
Participants
Community Character
Pursue expansion of Village Center west of the DuPage River.
To create a sense of community and a strong civic identity.
Near Term
VB, VA, CD
Plainfield, IDOT
Community Character
Develop a hierarchy of entry treatments.
To announce arrival to Plainfield and develop a sense of community.
Continuing
PD
Plainfield, IDOT
Community Character
Create clear separation from surrounding communities.
To create a sense of community.
Long Term
VB, PD
Plainfield
Community Character
Promote the use of landscaping that reflects a rural character on the perimeter of the community. Work with local organizations to operate successful events.
To create a sense of community and a strong civic identity.
Continuing
PD
To bring residents together and create a sense of community.
Near Term Continuing
VA, PD
Community Character
Develop a Riverwalk.
Bring residents together, promote the downtown and to create a sense of community.
Medium Term
PD
Community Character
Evaluate potential sites and open space acquisition strategies.
Create a greenway system to promote pedestrian and bike access, natural resource protection.
Near Term
PD
Plainfield, Park District, Forest Preserve Districts, Conservation Foundation
Economic Development
Develop Heartland Business Park.
Medium Term
VB, VA, PD
Plainfield
Economic Development
Develop commercial nodes along the WIKADUKE Trail as identified in the WIKADUKE Land Use and Access Management Plan.
Diversify the tax base, provide employment and take advantage of economic opportunities. Diversify the tax base, provide employment and take advantage of economic opportunities.
Long Term
VB, PD
Plainfield
Community Character
VB = Village Board VA = Village Administration VE = Village Engineer
PD = Planning Department PW = Public Works
Plainfield, Main Street, Chamber of Commerce, Downtown Partnership Plainfield Park District
EDTF = Economic Development Task Force HPC = Historic Preservation Commission
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Implementation Classification
Action Step
Purpose
Timeframe
Responsibility
Participants
Economic Development
Implement the Village's Business Plan
Near Term
PD, EDTF
Plainfield
Economic Development
Continuing
PD
Plainfield
PD, HPC
Plainfield
Continuing
PW
Plainfield
Continuing
PW
Plainfield
Public Facilities & Services
Improve access to health care by actively pursuing a hospital
Medium Term
VB, VA, PD
Plainfield, County, State
Transportation
Upgrade I-55/IL 126 interchange. New I-55/143rd Street interchange.
To maintain and expand the downtown as the core of the community. Promote a quality, safe and healthy living environment for citizens. To aid in achieving the Villageâ&#x20AC;&#x2122;s goals and meet expected growth needs. Promote a quality safe and healthy living environment for citizens. To provide access to/ from south on I-55. To improve access to the high growth areas of southern Plainfield and western Joliet. To maintain adequate road capacity to serve current and future traffic volumes at efficient levels of service. New major arterial to serve traffic demand in high growth areas along Will/Kendall County line. To increase capacity of this SRA.
Continuing
Public Facilities & Services
Maintain current demographic information, a land and building inventory and financing and grant opportunities available for businesses investigating downtown expansion. Work with local property owners to maintain and enhance existing downtown buildings. Work with residents to improve sidewalks and street lighting throughout the community. Maintain a long-term (fiveyear) and current year capital improvement program.
To promote and market Plainfield to businesses and developers To promote and market Plainfield to businesses and developers.
Long Term
VA
Long Term
VA
Near Term
VB, VE
Bolingbrook, IDOT, Plainfield Will County, IDOT, Bolingbrook, Romeoville Plainfield, IDOT
Medium Term
VB, VA, PD, VE
Plainfield, Joliet, IDOT, Will County, Kendall County
Long Term
VB, VE
To maintain trafffic operation at satisfactory levels of service Support regional efforts to provide commuter rail service to Plainfield
Long Term
VE
IDOT, Plainfield, Naperville, Bolingbrook Plainfield
Long Term
PD
Historic Downtown
Public Facilities & Services
Transportation
Transportation
US Route 30 widening.
Transportation
WIKADUKE Trail construction.
Transportation
119th Street widening.
Transportation
119th Street intersection improvements
Transportation
STAR Line
VB = Village Board VA = Village Administration VE = Village Engineer
PD = Planning Department PW = Public Works
Village of Plainfield Comprehensive Plan
Plainfield, Metra, RTA
EDTF = Economic Development Task Force HPC = Historic Preservation Commission
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