CITY OF LOCKPORT Bicycle/Pedestrian System Master Plan JUNE 2003 RUETTIGER, TONELLI & ASSOCIATES, INC.
City of Lockport BICYCLE/PEDESTRIAN SYSTEM MASTER PLAN TABLE OF CONTENTS TABLE OF CONTENTS...1 INTRODUCTION...3 Purpose...3 Background...3 Benefits of Cycling...4 Role of This Plan...5 PLANNING PROCESS...6 Study Approach...6 Inventory of Existing Facilities and Resource Constraints/Opportunities...6 Analysis of System Network and Design Treatments...6 Plan Formulation...6 Implementation Policies and Priorities...7 Coordination...7 Public Input...7 PLAN FRAMEWORK...9 Planning and Design Principles...9 Trail Types...9 Existing Trails...10 Trail Connections and Destinations...11 Design Treatments and Support Facilities...12 A. Class II and III Bikeways Restripe For Bike Lanes...13 B. Travel Lane Reduction, Restripe For Bike Lanes...14 C. Bike Lanes With Parking...14 D. Parking...14 Opportunities and Constraints...15 VISION, GOALS AND STRATEGIES...18 Community Vision...18 General Planning Goals...18 Planning and Design Strategies...19 THE BICYCLE/PEDESTRIAN NETWORK SYSTEM...21 Overview of the Plan...21 Outer Loop Bike Beltway Network...22 North Loop Network...23 Central Loop Network...23 South Loop Network...24 Miscellaneous Connections...25 PLAN IMPLEMENTATION...28 Targeted Development Projects...28 Priority One Projects...28 A. Farrell Road Route 7 to Division Street...28 B. Briggs Street Existing Trail to Division Street...29 C. 13 th Street Bike Lane...29 D. 7 th Street Farrell Road to 8 th & State Street Crossing...29 E. Pipeline Multipurpose Trail...30 Lockport Bicycle/Pedestrian System Master Plan Page - 1 -
F. MacGregor Road Bike Lane...30 Priority Two Projects...30 G. Cleveland Street to 7 th Street to 13 th Street...31 H. 151 st Street MacGregor Road to Pipeline ROW...31 I. North Street to 2 nd Street Signage...31 J. Bruce Road Gougar Road to Briggs Street...31 General Implementation Costs...32 Off-Road, Multi-Use Trails...32 Bridges...32 Bicycle Lanes...32 Wide Curb Lanes...32 Paved Shoulders...33 Recommendations...33 List of Tables Table 1. Table 2. Table 3. Table 4. Table 5. Existing Trails Within Incorporated Limits of Lockport 10 Shared Road Bicycle Suitability Guidelines..11 Area Roads.12 Inventory of Existing Bicycle Parking Facilities within the Community..14 Targeted Trail Development Planning List....36 List of Figures Figure 1. Community Destination Areas 17 Figure 2 Proposed Loop Trail Network 26 Figure 3. Existing Planned and Proposed Trails..27 Figure 4. Recommended Trail Development Projects...37 Lockport Bicycle/Pedestrian System Master Plan Page - 2 -
Chapter 1 INTRODUCTION INTRODUCTION Purpose The City of Lockport, like many south suburban communities, is seeing unprecedented growth within its incorporated limits and outlying areas. The past census calculated Lockport s population to be well over 15,000 people. Future trends, as noted by the Northeastern Illinois Planning Commission projects Lockport, as well as the entire Will County population to triple over the next two decades. As growth and development progress, it is important that recreational amenities and alternative modes of transportation become integral components of the community. The purpose of the Lockport Bicycle/Pedestrian System Master Plan is to serve as a guide for the planning, prioritization, and implementation of biking and pedestrian facilities that links subdivisions with key recreational and community elements for the foreseeable future. Background In 1997 the City adopted its updated Comprehensive Plan. One aspect that was missing from this plan, was the creation of a city-wide bicycle/walking path system that would link subdivisions, parks, and open spaces. Prior to this, the Intermodal Transportation Efficiency Act of 1991 (ISTEA) marked a significant shift in the focus of the federal transportation policy to provide increased funding opportunities for bicycle and pedestrian modes of travel. Similarly, State funding opportunities for trails has also increased in recent years, as well as the number of area regional trails being planned and developed by Forest Preserve Districts, Park Districts, and Cities. Some of the more notable trails being planned or developed in the area include: I&M Canal Trail Gaylord Donnelly Trail (I&M) Old Plank Road Trail Lockport Bicycle/Pedestrian System Master Plan Page - 3 -
Wauponsee Glacial Trail Grand Illinois Trail Joliet Junction Trail DuPage River Trail Joliet City and Iron Works Trail Hickory Creek Junction Trail Pilcher Park Loop Trail Paved shoulders, wide curb lanes and bike lanes often create safer conditions for both motorists and pedestrians Benefits of Cycling Open space and trails are often viewed as indicators of the quality of life offered or provided by communities. People want to live in areas where their families can enjoy riding their bikes or walking to locations for work or play. According to a Nationwide Personal Transportation Study, bicycling produces multiple benefits, both for individuals and their community, and there is a great potential to increase the number of trips taken by bicycle. Approximately sixty percent of all daily trips are less than five miles, fifty percent are less than three miles, and twenty-five percent are less than one mile well within the range of an average cyclist. As Lockport continues to grow and provide public open spaces and attractions, its potential to make biking and hiking attractive travel options increases. Providing Lockport with transportation choices allows citizens to make decisions regarding the livability of their community. The potential for increasing use of bicycles is dependent on taking a more comprehensive approach to developing and retrofitting public roadways. The integration of bicycle facilities extends beyond the needs of just the bicyclist. Bicycle facilities can simultaneously benefit the motorist by enhancing the safety and attractiveness of the roadway. For example, roads with wide paved shoulders have been shown to reduce automobile accidents and decrease road degradation, thus lowering maintenance costs. A community-wide trail system also provides economic benefits to the community. The creation of trails and greenways can have a positive effect on the value of properties adjacent to and near a proposed trail. Preferences for trails and open space are growing. Large subdivision developments in Wisconsin recently forewent the development of golf courses in favor of open space and trails based on the results of surveys. Multiple-use pathways generate more recreation hours per dollar invested than any other type of recreation facility. The many regional Lockport Bicycle/Pedestrian System Master Plan Page - 4 -
trails being developed in the area demonstrate the strong demand for these opportunities, among many participants, for many purposes. Overall, trails and greenways make for healthier lifestyles, lower air pollution, traffic congestion, and energy consumption. The bicycle also has tremendous health benefits. Cycling is ranked among the top three exercises for improving cardiovascular fitness. Role of This Plan This Bikeway Master Plan is intended to be used by the public, City Officials, and staff as a guide for the planning and implementation of trails and support facilities into the foreseeable future. It introduces the basic issues in bicycle planning, and applies these concepts to the physical environment within the City and surrounding planning area. The plan also provides information and recommendations for improvements. This plan is intended as a start for the community. As time progresses, areas develop, and conditions change, this plan too, should be reviewed and updated. Cycling ranks among the top three exercises for improving cardiovascular fitness. Lockport Bicycle/Pedestrian System Master Plan Page - 5 -
Chapter 2 PLANNING PROCESS PLANNING PROCESS Study Approach Development of the Lockport Bikeway Master Plan involved the completion of several key phases. These included: Inventory of Existing Facilities and Resource Constraints/Opportunities Analysis of System Network and Design Issues Plan Formulation, and Implementation Policies and Recommendations Inventory of Existing Facilities and Resource Constraints/Opportunities Existing trails within and adjacent to the City s incorporated limits were identified and cataloged as to type and condition. Next, existing sites that are considered destinations or potential destinations were identified and mapped. Additionally, areas within the City were noted that potentially reflects opportunities for connections or constraints to such. Analysis of System Network and Design Treatments Research and discussions with various agencies supported the development of typical design treatments that are often utilized to implement trail plans. This included an assessment of off-road trails and the community road network in general. Inventory data collected in the first phase were analyzed and mapped to support a spatial assessment of the suitability of sites and areas to be used to connect to existing destinations. This phase also included the establishment of goals and strategies to guide overall trail development and expansion. Plan Formulation Results of the previous phases were used to develop a bikeway plan for the City. The plan graphically portrays the existing and potential trails, Lockport Bicycle/Pedestrian System Master Plan Page - 6 -
linkages and connections. The plan section also provides general guidelines for each basic network segment. Implementation Policies and Priorities The final phase of the master planning effort involved targeting and prioritizing for development, proposed trail segments identified in the plan formulation phase. A summary of recommendations, and a proposed targeted project list conclude the Plan. Coordination This plan has been developed with consultation and coordination from a number of agencies, including the City of Lockport, Lockport Township Park District, City of Joliet, Joliet Park District, Romeoville Park District, Lewis University, Will County Forest Preserve District, Will County Department of Highways, Illinois Tollway Authority, Homer Glen, City of Lemont, and the Chicagoland Bicycle Federation. Periodic discussions with area jurisdictions is an important planning element Once the plan is completed, it will become a part of the City s Comprehensive Plan. It is anticipated that this plan will serve as a catalyst for greater coordination between the City and State agencies relevant to funding opportunities for identified projects. Funding for this plan was made available from the Illinois Tomorrow Corridor Planning Grant Program, and the City of Lockport Special Projects Fund. Public Input The Lockport Bikeway Plan involved a number of meetings and workshops throughout the study process. These are summarized below: Date October 2002 Public Input Process Staff Meeting, Discuss Program, Issues January 6, 2003 Joint Plan Commission/City Board Workshop, Review Inventory, Linkage Opportunities, Design/Planning Issues. January 16, 2003 January 28, 2003 Meeting, Staff Inventory Review, Issues, Constraints. Meeting, Lockport Township Park District, Coordination Issues, Plans. Lockport Bicycle/Pedestrian System Master Plan Page - 7 -
February 17, 2003 Meeting, Homer Glen, Review Opportunities, Coordination. February 26, 2003 April 22, 2003 May 7, 2003 Meeting, Romeoville Park District, Review Opportunities, Coordination. Meeting, Staff Review of updates and new information. Joint Plan Commission/City Board Public Workshop review of preliminary report, trail guidelines, potentials. Lockport Bicycle/Pedestrian System Master Plan Page - 8 -
Chapter 3 PLAN FRAMEWORK PLAN FRAMEWORK Planning and Design Principles Bicycle Planning requires an understanding of bicycle planning principles and an integration of these principles with existing conditions and the land development process in general. An effective trail system allows a wide range of users to move freely from one destination to another. Design and location are critical for a trail system to attract and accommodate those who would use them. Since trail users can be pedestrians, bicyclists, or roller-bladers, the trails themselves must be able to simultaneously accommodate them. Users come in all skill levels and ages, and have different reasons to use a trail. Consequently, trails must be designed to be flexible. Most agencies recognize the importance of biking as a legitimate mode of transportation The City recognizes the variety of transportation modes, skills and trip purposes of users. Control and design of trails, both on-road and offroad, will adhere to the most recent version of the American Association of State Highway and Transportation Officials (AASHTO) Bicycle Facility Design Standards, and to the Manual of Uniform Traffic Control and Design (MUTCD) for facility design standards. Trail Types Bicycle facilities take three basic forms; separate facilities, designated roadway facilities, and share public roadways. Traditionally, these trail types have been known a Class I, II, and III. I. CLASS I MULITI-PURPOSE OFF ROAD TRAIL A facility separate from motorized vehicular traffic; May be located within a road right-of-way, abandoned railroad grade, or an independent right-of way. Typically, trails are 10 feet in paved width, with minimum widths of 8 feet and maximum widths of 12 feet often used as well. Lockport Bicycle/Pedestrian System Master Plan Page - 9 -
II. CLASS II BIKE LANES A lane designated for exclusive bicycle use through the application of pavement striping and signage. Often implemented on area arterials and major collector streets. III. CLASS III SHARED ROADWAY ROUTES Shared roadways function well on local streets, minor collectors, and lowvolume rural roads. Shoulder bikeways are suitable on higher speed rural roads minimum shoulder with should be 4 feet. Wide outside lanes are used where shoulders or bike lanes are not possible. Wide lanes should be a minimum 14 feet wide, but less than 16 feet wide. Existing Trails The City presently has few developed trails within its incorporated limits. Recent funding from the State has provided an opportunity to construct new off-road trail segments. Table 1 summarizes the status of existing trails within the community s incorporated limits. Lockport Bicycle/Pedestrian System Master Plan Page - 10 -
Table 1. EXISTING OR PLANNED TRAILS WITHIN THE INCORPORATED LIMITS OF LOCKPORT TRAIL DESCRIPTION OWNERSHIP/REMARKS Gaylord/Donnelly, I&M Trail Dellwood Park Trail On-Road Bike Trail Signs Lago Vista Sr. Subdivision Trail Neuberry Ridge Subdivision Trail 10-12 foot limestone screens trail on I&M Canal Tow Path 10 foot asphalt trail through part of the park. Signage on existing road noting direction of bike route to Dellwood Planned 8 asphalt trail system throughout development, linking Briggs Street with Division. 5 Asphalt trail traversing through subdivision, connects Lawrence Avenue with Briggs Street. State Lockport Township Park District City Private Private Trail Connections and Destinations Trail planning starts, in part, with a review of trip generators and trip attractors. Residential areas are typically regarded as trip generation areas. Destination sites or attractors vary by region, and include places of employment, recreation and public facilities. Employment destinations are beginning to receive more emphasis regarding biking. They constitute about twenty percent of all trips and are a focal point in normal transportation planning. Recreation sites are always popular destination sites, as are schools and civic centers. Finally, retail services and transit centers are locations that also receive pedestrian and bicycle usage. The following have been specifically identified as key generators for pedestrians and bicyclists: Schools CATS and other agencies encourage biking through education and enforcement programs. Civic Centers (Public Library, City Hall) Parks and Existing Regional Trails Employment Areas (Large Industrial Subdivisions, Business Parks) Lockport Bicycle/Pedestrian System Master Plan Page - 11 -
Retail Services (Downtown, Jewel) Transit Centers (Metra Station) Specific City sites of interest include schools, Dellwood Park, I&M Canal, Gaylord Building, Metra Station, City Hall, Library, and commercial areas. Many destinations in the City can be reached on local streets. Figure one presents a summary of the community s destination sites. Design Treatments and Support Facilities It has been stated that the road network is the bicycle network. While not entirely accurate, it does focus on the fact that significant amounts of biking activity does take place on a community s road system, and bikeway plans need to reflect this reality. Many Bicycle facilities occur as incidental improvements to larger roadway projects. Table 2 provides a summary of typical shared road bicycle suitability guidelines as noted by the Chicagoland Bicycle Federation. Table 3 is a listing of some of the area roads within the Lockport Community and their current speed limits and traffic. As can be seen from these tables, several roadways have traffic and speeds that are not conducive to safe biking without some form of modification. Table 2. SHARED ROAD BICYCLE SUITABILITY GUIDELINES LOW ADT (<1250) MEDIUM ADT (1250-5000) HIGH ADT (>5000) Lane Width Lane Width Lane Width (<12') (12'-13') (14') (<12') (12'-13') (14') (<12') (12'-13') (14') Low Speed Good Good Good Fair Good Good Poor Fair Fair (under 35 mph) Medium Speed Fair Good Good Poor Fair Fair NR Poor Poor (35-45 mph) High Speed Poor Fair Good NR Poor Fair NR NR Poor (45-50 mph) Very High Speed Poor Fair Good NR NR Poor NR NR NR (>50mph) * Paved shoulders or bike lanes upgrade ratings by two levels. ** Modified from Chicagoland Bicycle Federation, 2000 Lockport Bicycle/Pedestrian System Master Plan Page - 12 -
Table 3. AREA ROADS Category Road Speed ADT Interstate I-355 65 mph >40,000-75,000 SRA Bruce Rd. 30-45 mph 24,000-56,000 Major Arterial Il. Route 7 30-55 mph 12,500-21,000 IL Route 171 (Archer) 30-55 11,500-17,500 Arterial 143rd 30-45 mph 5,000-10,000 151st 4,000-7,000 Division 5,000-7,000+ Briggs St. 5,000-10,000+ Farrel/Smith Road 2800-6,000 Gougar 5,000-10,000+ New Avenue 2,000-5,000+ Collectors Madison 25-35 mph 1,000-3,000 7th St. 1,000-3,000 Thornton St. 1,000-3,000 North St. 1,000-3,000 MacGregor St. 1,000-3,000 High Rd. 1,000-3,000 Lawrence Ave. 1,000-3,000 Canal St. 1,000-3,000 163rd 1,000-3,000 Local Streets Numerous 25-30 mph < 1,000 * City of Lockport, Will County, State A number of measures exist, which help a municipality provide relatively safe access for both motorists and bicyclists. Several of the more prevalent treatments are summarized below. A. Class II and III Bikeways Restripe For Bike Lanes Restriping to provide bike lanes on both sides of an existing road. Example, Farrell Road, 7 th Street. parking Lockport Bicycle/Pedestrian System Master Plan Page - 13 -
B. Travel Lane Reduction, Restripe For Bike Lanes Travel lanes are reduced from four lanes to two through lanes plus a turn lane. Adding bike lanes and a dedicated turn lane can often improve traffic flow. Potential locations include Farrell Road. C. Bike Lanes With Parking Parking can be narrowed to 7 feet and travel lanes reduced to 11 or 12 feet to provide minimum 5 foot bike lanes. Parking may also be eliminated on one side to provide added space. D. Parking Parking support is an important support component of any bicycle plan. This includes locations for vehicular parking to access off-road trails, as well as the addition of bicycle parking facilities at various locations throughout the community. Bike Parking Facilities Few bike racks exist within the entire community, and most of those are the old bar design that is now obsolete as they are known as tire benders. Preferred designs include the inverted U and the ribbon Lockport Bicycle/Pedestrian System Master Plan Page - 14 -
rack. The existing Metra station has a few bike lockers, which allow users increased security. It is not known how much use these receive. Bike parking facilities should be increased at various commercial, public and business establishments as the community and the trail system continues to grow. Example of inverted U bike rack and wave racks. Table 4. INVENTORY OF EXISTING BICYCLE PARKING FACILITIES WITHIN THE COMMUNITY LOCATIONS TYPE/REMARKS LOCATIONS TYPE/REMARKS GENERAL Existing Metra Station Library Downtown SCHOOLS Lockport High School Farmont School Taft Grade School Milne Grove School - 1-5 loop rack - - - 1 old wire rack - 1 old wire rack PARKS Dellwood - 1 3-loop wave rack - 1 5-loop wave rack Opportunities and Constraints An effective bikeway master plan takes advantage of an area s opportunities while overcoming many of the region s constraints. Lockport has excellent opportunities as a result of having yet large areas of undeveloped land within its planning boundaries. Additionally, there are many utility easements that can be utilized, and several existing trail developments that provide excellent linkage opportunities. Important opportunities also exist through the subdivision development process. By making bikeways a condition of approval of the subdivision, bikeways can be added along key corridors. Routes that are identified as part of the Lockport Bicycle/Pedestrian System Master Plan Page - 15 -
Bikeway Master Plan can be noted during the site plan review process, and can be coordinated with other planned facilities. Many opportunities exist within the City s planning area. Unfortunately, several constraints exist as well. Some of the more prevalent constraints include: Proposed I-355 Busy Arterials (Archer Avenue, Division, Briggs, Gougar) Route 7 (159 th Street) Future Development Severe grade changes along ComEd ROW General Access to Downtown (Access along and across State Street) Bridge Crossings (Farrell, Briggs Roads) Inadequate Road Widths (In older parts of the community) Safety many times is noted as a principal reason why people do not bicycle more often As noted earlier, Lockport s current trail system is not well developed. Many non-motorized traffic-generating areas are isolated from the trail system that does exist. Residents currently drive to the Metra lot to access the I&M Canal Trail. An expanded parking lot adjacent to 2 nd Street is proposed for development to provide additional access to the trail. Potential Intersection Enhancements Lockport Bicycle/Pedestrian System Master Plan Page - 16 -
GOUGAR RD. CEDAR RD. BICYCLE / PEDESTRIAN SYSTEM MASTER PLAN NEW AVE. SMITH RD. IL 171 (ARCHER AVE.) FUTURE I-355 143RD ST. 151ST ST. LEWIS UNIVERSITY IL ROUTE 7 IL ROUTE 53 DIVISION ST. 167TH ST. BRUCE RD. I&M Canal BRIGGS ST. OAK AVE. FARRELL RD. Legend Figure 1 I&M Canal Trail Planned or Existing Trail Route 7 Development Corridor Civic School Park/Open Space Commercial/Industrial CITY OF LOCKPORT COMMUNITY DESTINATION AREAS June 2003 Miles 0 0.5 1 2 RUETTIGER, TONELLI & ASSOCIATES, INC.
Chapter 4 VISION,GOALS AND STRATEGIES VISION, GOALS AND STRATEGIES Community Vision Increased development and interest in bicycling within the community, places emphasis on creating a more bicycle/pedestrian friendly community. To this end, the City of Lockport has established a mission statement that will promote the health, safety, and welfare of its citizens. Specifically, the City established the following community vision to guide the planning process, as well as its implementation: Enhance the quality of life for people in Lockport, and make it a pedestrian-friendly city by creating safe and enjoyable paths where people have the opportunity to bike or walk to a variety of locations for work and leisure. General Planning Goals The following Goals were summarized from the first workshop meeting to help guide the overall planning study: Develop a network of bicycle/walking paths that will connect to community features and regional trails. Focus on creating an east-west connection to the I&M Canal Trail. Create a system of loop bikeways/walkways to service community neighborhoods. Strengthen the open space/greenway corridor network with new, off-road multi-purpose trail linkages, and Enhance the overall bikeway/walkway experience for users. Lockport Bicycle/Pedestrian System Master Plan Page - 18 -
Planning and Design Strategies During planning meetings a number of strategies were identified and discussed to help guide the planning and future implementation of the plan. These are summarized by four categories to facilitate planning, design, and management. 1. Trail Network Planning a. Develop a network of bicycle/walking paths that will connect to community features and regional trails. b. Strengthen the open space/greenway corridor network with new off-road trail linkages. c. Create a system of loop trails to service community neighborhoods. d. Create an overall trail network that allows connection to it within one mile from City neighborhoods and other key trip generators. e. Create safe crossing designs at key road and rail crossings. f. Enhance bicycle/pedestrian connections with public transportation locations. g. Promote use of floodplain and stream corridors for trail connections. h. Identify and construct key gaps in the sidewalk network. This plan anticipates an increased use of bicycling and supports measures to encourage biking and hiking within the community 2. Land Development Process a. Require new subdivisions abutting existing or planned trails, or within ½ mile of such, to develop and/or coordinate obtaining connections. b. Main collector roads within new subdivisions should consider space for bike lanes, or widened outside curb lanes, if off-road trail connections are not provided. c. All new and renovated bridge construction projects should consider pedestrian access design. d. New subdivisions should consider providing adequate public use easements for trail connections such as between cul-de-sacs. e. Consider establishing major storm drainage easements also as public use easements to allow flexibility for future connections. Lockport Bicycle/Pedestrian System Master Plan Page - 19 -
f. Consider bicycle and pedestrian access whenever new arterial and collector road projects are planned, including safe intersection designs when the road crosses planned trail networks. 3. Facilities a. New business, commercial, and industrial developments should consider providing bike parking facilities. b. Bike racks should be placed within 50 feet of entrances. c. Use uniform signage and marking standards for all trails. d. Consider designing signage unique to the City for major trail connections. e. Coordinate with public and private entities to provide vehicular parking locations for trail access. 4. Management, Maintenance, Education a. Include designated trails within the City s capital improvements program. b. Publicize trails and trail parking access locations. c. Identify and include specific bicycle and pedestrian improvements in intergovernmental agreements for transportation plans utilizing state and federal funding. d. Establish a bicycle advisory committee composed of public officials and private citizens. e. Promote the use of impact fees, grants, and private donations or partnerships to fund trail projects. f. Annually review the status of trails and update the budget appropriately. These strategies form the basis for identifying plan elements and trail segments identified in figure 3, and discussed later in more detail. Lockport Bicycle/Pedestrian System Master Plan Page - 20 -
Chapter 5 THE BICYCLE/PEDESTRIAN NETWORK SYSTEM THE BICYCLE/PEDESTRIAN NETWORK SYSTEM Overview of the Plan As a result of the study process and public workshop meetings, a plan was developed to help achieve goals and provide the framework for a community-wide bikeway system. The plan has been categorized into a system of loop connections, supported or augmented with a number of sub-connections and fill-in linkages. The loop network of trails have been selected for their ability to connect a number of key destination sites, provide an effective means of alternative transportation, and provide enjoyable recreation opportunities for the community. Figure 2 at the end of this section graphically illustrates the location of these proposed loop trails relative to geographic landmarks. The proposed system will connect existing and future neighborhoods to destinations in the community. Connections to the existing I&M Trail and the future I-355 Trail will provide access to other communities and regional trails as well. Most of the trails proposed would occupy separate rights-of-way from the road system. This arrangement meets the needs of the widest variety of users and is suitable for all skill levels. The plan does not consider sidewalks for integration into a multi-user trail system, although their value for pedestrian activity is recognized. Sidewalks may be considered, if they meet width standards, which is currently a minimum of 8 feet. Figure 3, at the end of this section, displays the overall plan. Trail components have been color coded to indicate the different trail types. Solid lines represent existing or currently planned trails, and dashed lines represent proposed trails. Trail paths and linkages are conceptual and do not necessarily represent the exact alignment a trail may actually take. Following is a discussion of the key community trail loop networks. Lockport Bicycle/Pedestrian System Master Plan Page - 21 -
Outer Loop Bike Beltway Network This project would create a circumferential loop of approximately 22 miles. It would provide access to the I&M Canal, Forest Preserve District lands, and a variety of parks, open space and destination locations. Critical Areas/Features Completion of this project will be a long-term effort, requiring coordination with several neighboring communities, and agencies including Homer Glen, New Lenox, Lemont, and the Will County Forest Preserve District. The route is currently envisioned as a ten-foot wide asphalt off-road trail. Much of the northern and eastern sections follow an existing ComEd Utlilty ROW. As segments and development within the region build out, alternate locations may be identified. The trail follows the Spring Creek corridor within its southeastern region, which requires coordination with the Will County Forest Preserve District. Part of the route follows the I- 355 route and will require coordination with the Illinois Tollway Authority. An option to the tollway route may be to continue southwest within the Spring Creek corridor and turn north onto Farrell Road. Timing of future land developments may decide these alternative locations, as much of the trail implementation is expected to be tied to the land development process. Extensive agency coordination. Topographic constraints within the ComEd ROW to overcome, Connection to I&M Canal along 135 th Street in the north, Crossing of future I-355 corridor, Considerable connection opportunities within community and to adjacent communities. Intergovernmental agreements will be necessary regarding construction and maintenance. Good funding potential due to overall trail significance. Bridge crossing likely of Fraction Run Creek at Briggs Street. Coordinate with Lockport Township Park District to improve access to the I&M Canal at Dellwood Park. Lockport Bicycle/Pedestrian System Master Plan Page - 22 -
North Loop Network Critical Areas/Features The north loop network provides an approximate 12 mile trail opportunity. It would connect to the I&M Trail using part of the outer loop system described earlier. The network would mostly be made up of an offroad ten-foot asphalt trail. Part of the trail system would include a bike lane and shared road routes. The north loop trail traverses an area of the community characterized by a mix of developed and undeveloped areas exhibiting varied topography from flat to steeply sloped locations. Off-road sections would follow utility ROWs, stream corridors, and County road ROWs. A section of MacGregor Road is proposed for a bike lane as this section of road becomes targeted for widening, similar to other sections of MacGregor to the south. West of MacGregor Street the trail would share existing residential streets to the Runyon Forest Preserve. The trail would then pass through the Preserve and then share local streets to until it reaches the State Street crossing at Second Street. Here it would cross State Street and continue to the newly constructed parking lot to access the I&M Canal Trail. Interagency agreements and coordination with Homer Glen, ComEd, Will County Highway Department, Will County Forest Preserve District and Tollway Authority. Crossing of future I-355 at Big Run Creek. Intersection Crossings (striping) of Farrell Road, 151 st Street, and State Street. Widening of MacGregor Road. Central Loop Network The central loop network will ultimately create an approximate 9 mile system that would provide improved access to the downtown area. The network combines paved off-road paths, bike lanes and onroad shared routes to complete the connection. Lockport Bicycle/Pedestrian System Master Plan Page - 23 -
Critical Areas/Features The central network utilizes part of the trail system described above for the north loop network (see Figure 2). Its eastern route follows an existing pipeline ROW south to its intersection with 7 th Street. As areas build out along 7 th Street, the street also will be improved, and a bike lane is proposed within its ROW. The bike lane routes will cross Farrell Road and Route 7. Past the Route 7 crossing, the bike lanes will give way to shared road routes on Washington and 8 th Streets. A cross-walk will be necessary at the State Street-8 th Street intersection. This crossing is being proposed, even though no light exists at this location, due to the relatively high amount of pedestrian use it currently receives as a result of nearby downtown attractions/destination locations. Coordination with Homer Glen and Pipeline Companies. Developer-driven timing regarding build-out of bike lane. Crossing details (striping, etc) at Farrell Road, Route 7, and State Street. Railing for safety adjacent to ditch near west 7 th Street. Possible residential parking re-alignment on part of 7 th Street west of Route 7. Prime connection to Lockport High School, public buildings, and commercial establishments. South Loop Network This network will create an approximate 11 mile loop system. It will connect several existing and future residential developments to the I&M Canal Trail, parks, and downtown areas. Critical Areas/Issues The south network utilizes part of the trail system described above for the central network. Similar to the central system, the eastern edge can utilize an existing pipeline ROW, though currently an off-road trail loop through current, undeveloped land is proposed. This off-road loop would continue across land proposed by Homer Glen as a park (southeast corner of the network), and then cross Gougar and Farrell Roads as it parallels Bruce Road as a proposed ten-foot wide asphalt Lockport Bicycle/Pedestrian System Master Plan Page - 24 -
off-road trail. The trail would continue to Briggs Street. Here it has the option to continue along Bruce Road (as part of the proposed Bruce Road Strategic Arterial Plan) or turn north along Briggs to the Fraction Run Creek corridor, where it would turn west and tie into Dellwood Park. Coordination with Homer Glen, IDOT, Tollway Authority and Will County Forest Preserve District. Crossing details for Gougar, Farrell, and Briggs. Bridge crossing at Fraction Run Creek and Briggs Street. Access to residential developments, and Lamb s Wood Forest Preserve. Access to Dellwood Park Coordinate with Dellwood Park to improve access to the I&M Canal Trail (same as with Outer Loop network). Miscellaneous Connections In addition to the key loop networks described above, a number of opportunities exist to connect to destination areas, provide alternate connections, or serve as additional access to locations. These are shown on Figure 3 and several are noted below. 13 th Street Bike Lane Farrell Road Trail Development Lewis University Connection I-355 Multi-purpose Trail Downtown Shared Road Routes Fiddyment Creek Multi-purpose Trail Oak Avenue Off-Road Trail Although it is not the intent of this plan to provide a bike path or lane to each and every part of the City, it is intended to provide a safe, efficient network system that would allow access to each area of the City. Many of the issues identified above will either need to be resolved or alternate routes will need to be identified to complete some connections. There are a number of alternate routes possible within the various network segments. Finally some routes may require patience to wait on agencies or developers to come forward with land development proposals. Lockport Bicycle/Pedestrian System Master Plan Page - 25 -
GOUGAR RD. CEDAR RD. BICYCLE / PEDESTRIAN SYSTEM MASTER PLAN LEWIS UNIVERSITY NEW AVE. NORTH LOOP SMITH RD. IL 171 (ARCHER AVE.) FUTURE I-355 CENTRAL LOOP 143RD ST. OUTER "BELTWAY" LOOP IL ROUTE 7 151ST ST. IL ROUTE 53 SOUTH LOOP DIVISION ST. 167TH ST. BRUCE RD. I&M Canal BRIGGS ST. OAK AVE. FARRELL RD. Legend Figure 2 Outer Loop Inner Loops I&M Canal Trail Existing\Planned Off-Road Proposed Off-Road Proposed On-Road Bike Lane Proposed On-Road Shared Route Route 7 Development Corridor CITY OF LOCKPORT PROPOSED "LOOP" TRAIL NETWORK June 2003 Miles 0 0.5 1 2 RUETTIGER, TONELLI & ASSOCIATES, INC.
NEW AVE. SMITH RD. CITY OF LOCKPORT, ILLINOIS LONG RUN CREEK BICYCLE/ PEDESTRIAN SYSTEM MASTER PLAN RC HE R AV FUTU R E) E I-355 143RD ST. Legend Proposed Trail Access Point NORTH ST. ST. LEWIS UNIVERSITY EE CR NT E M DY FID Proposed I-355 Underpass I & M Canal Trail K Existing/Planned Off-Road Proposed Off-Road Proposed On-Road Bike Lane IL ROUTE 7 Proposed On-Road Shared Route ERS JEF F Lockport Corporate Limits Coordinate with Homer Glen 163RD ST. 7TH ST. Civic Building School Parks/Open Spaces DIVISION ST. Parcels CEDAR RD. ST. Floodplain 167TH ST. SHI N GT ON 11T H Future Route 7 Development Corridor Future Connections To Route 7 WA BRUCE RD. OAK AVE. Figure 3 FRACTION RUN FARRELL RD. L NA CA I&M IL R OU 13T H BRIGGS ST. TE 53 8TH Coordinate with Homer Glen ON 2ND MACGREGOR IL GOUGAR RD. 17 1 (A 151ST ST. June 2003 K EE CR G RIN SP 0 0.5 1 Miles RUETTIGER, TONELLI & ASSOCIATES, INC.
Chapter 6 PLAN IMPLEMENTATION PLAN IMPLEMENTATION Targeted Development Projects Once the plan components, goals and strategies were established, and individual routes identified, several were targeted for implementation. For purposes of prioritization, projects were classified into two general categories: Priority One Projects - Projects that help complete key linkages, are highly feasible, and generally require financing, at least in part, by the City. Priority Two Projects - Projects that continue to help complete key connections and generally rely on the completion of priority one projects to make them feasible. Priority Three Projects - Remaining projects that are too difficult to target or define at this time and/or are dependent on private development occurring first. The following projects have been identified and are meant to be used as a guide. Locations of these proposed projects are approximate and can be modified to adjust to existing and future conditions. The first 6 projects are identified because they help complete or establish strategic linkages. These are also projects that are likely to require much of their construction costs to be funded by the City. These and other projects can be implemented as funding or other resources become available. Locations of these priority projects are shown on Figure 4 and Table 5 provides a listing of the projects. Priority One Projects A. Farrell Road Route 7 to Division Street Farrell Road, from Route 7 south to Division Street has been widened recently. Adequate width exists to restripe the section from 7 th street to Route 7 for bike lanes Lockport Bicycle/Pedestrian System Master Plan Page - 28 -
approximately 4 or 5 foot widths on each side of the Road. South of 7 th Street, space exists to construct a parallel off-road trail on the west side of Farrell Road. This will provide access to Lockport High School, and to commercial areas adjacent to Route 7. Crosswalk striping will be required at 7 th street. Implementation and maintenance of this project would be the responsibility of the City. B. Briggs Street Existing Trail to Division Street This project proposes to connect the existing developer trail that runs west of Briggs and to the Park District property, with a new off-road 10 foot multipurpose trail, which would parallel Briggs Street. The trail would run north, possibly cross Briggs and continue north along the Street s eastern side. The trail would terminate at Division Street and align with Cleveland Street. An access easement will be necessary from the local church that owns this corner of Division of Briggs Streets. Part of this trail could be funded by developer contributions or possibly recaptured as development fills in. This trail stretch is an important component of the future south trail loop network. Maintenance is anticipated to be handled by the City. C. 13 th Street Bike Lane Opportunity exists to include bike lanes on 13 th Street as it is planned to be improved in the next couple of years. This project will provide access to the Metra Station, and eventually connect a number of local neighborhoods with schools and park facilities. A traffic light is also planned at the State Street intersection. Crosswalk striping and possibly other intersection enhancement features can be considered at this location. The City will be responsible for maintenance of the bike lanes. D. 7 th Street Farrell Road to 8 th & State Street Crossing The 7 th Street project is a key connection for both the south and central loop networks. Part of this project includes bike lanes, which would be created by restriping the existing road approximately from Farrell Road, west to Route 7. West of Route 7 adequate width exists for bike lanes to Jefferson or Madison Streets. At this location, the bike route would share the road. Signage would be placed along 7 th, Washington and 8 th Streets to mark the bike route. Cross walk striping should be Lockport Bicycle/Pedestrian System Master Plan Page - 29 -
placed across State Street with appropriate caution signage. Although no traffic light exists at this intersection, it receives a considerable amount of pedestrian use due to the commercial and public facilities nearby. Finally, a safety railing may be necessary adjacent to the steeply-sloped ditch that parallels 7 th and Washington Streets. The City would be responsible for maintaining the trails. E. Pipeline Multipurpose Trail This proposed project is a strategic segment of the south and central loop networks. While it parallels, to some degree, the proposed I-355 corridor, the uncertainty of this project makes the pipeline route a more attractive and feasible option. A ten-foot asphalt multipurpose trail would run for approximately 3 and ½ miles. Coordination with Homer Township will be necessary in order to route the trail through a proposed park at the intersection of Bruce and Gougar Roads. Cross walk striping and associated signage will be necessary at several road crossings (Division, 7 th, Route 7, and 151 st ). Coordination and inter-governmental agreements will be necessary with the Tollway Authority, Homer Glen, Homer Township and Gas Companies. Land development occurring in the area may help construct parts of this project. Depending on the timing of such activity however, the governing entities may decide to work together to construct the trail and work out recapture-type agreements with developers later. F. MacGregor Road Bike Lane MacGregor Road forms an important link in the central trail loop network. Effort should be made to have this section of MacGregor widened, at which time bike lanes would be included. This section of road could be signed as a share-the-road bike route, but it receives a noticeable amount of automobile traffic and bike lanes would be a safer alternative. Maintenance of these bike lanes would be by the City. Priority Two Projects Priority Two projects help complete key linkages and generally require completion of various priority one projects first. Priority two projects could Lockport Bicycle/Pedestrian System Master Plan Page - 30 -
be moved up to priority one projects, if desired by the City, and depending on the City s budget. G. Cleveland Street to 7 th Street to 13 th Street Once the Briggs Street and 7 th Street bike paths and lanes are completed in priority one projects, signing of Cleveland, Grand Avenue and 11 th Streets as shared bike routes can be completed. Designated signage should be placed periodically along the roads to mark the routes. H. 151 st Street MacGregor Road to Pipeline ROW This project is proposed as an off-road multipurpose trail parallel to 151 st Street. The trail may be constructed within the road ROW as the County improves the road in the near future. Opportunity exists to place part of the trail on an existing pipeline ROW located on the south side of 151 st Street and west of Farrell Road. The proposed route would cross Farrell Road and then run within the Big Run Creek corridor to an existing pipeline ROW. An option here would be to stay along 151 st Street to the pipeline ROW. Coordination with the Tollway Authority will be necessary since the route would cross the proposed I-355. Coordination and intergovernmental agreements also will be needed with the County Highway Department and Homer Glen. I. North Street to 2 nd Street Signage Once the MacGregor Road and 151 st Street trail are constructed, signing of North, Jefferson, and 2 nd Streets as shared bike routes can be completed. A section of this trail is proposed to route through the Runyan Forest Preserve. This construction will need to be coordinated with the Will County Forest Preserve District. J. Bruce Road Gougar Road to Briggs Street An off-road multipurpose trail parallel to Bruce Road would complete the south loop network (assuming priority one projects have been completed). Some of the trail is likely to be constructed by developers, as undeveloped land adjacent to the road builds out. The trail would require two bridge crossings, and crosswalk striping at Farrell and Briggs Street. An option to this project would be an off-road trail constructed along Oak Avenue to Briggs Street. This location, although farther south, would eliminate one bridge crossing. Bruce Road is proposed as a future strategic arterial development, which would provide opportunity to construct bike way facilities incidental to the road construction. However, as with I-355, this development could be several years away. Maintenance of the proposed trail is expected to be by the City. The project also may require coordination with Will County Highways regarding bridge construction if a bike/pedestrian bridge is built adjacent to or on the existing Briggs Street Bridge. Lockport Bicycle/Pedestrian System Master Plan Page - 31 -
General Implementation Costs This section briefly describes primary costs associated with building bicycle facilities. Once individual projects or routes are targeted, more detailed design-related study will be necessary to realistically detail costs for them. However, the following general costs will provide a frame of reference for capital improvement planning purposes. The following cost information is based on typical cost averages or ranges and are not based on individual route design details. Costs generally include material and installation, and do not include land acquisition, permitting and design costs, or costs associated with special requirements such as utility relocations, driveway repair, etc. Off-Road, Multi-Use Trails The cost of constructing off-road bike trails can vary considerably depending on route configuration and the surfacing desired. On the low end, a simple pathway with utilizing crushed limestone screens for surfacing may run nearly $10,000 per mile. A ten-to-twelve foot asphalt path with intersection treatments and site amenities may cost in excess of $200,000 per mile. Bridges Similarly, bridge costs can widely vary depending on location, length, and requirements for vehicle access. Adding 5-foot wide bike lanes to bridges can cost from $250 to $350 per linear foot. Construction of 12-14 foot wide pedestrian bridges can run as much as $1,000 per linear foot, including abutment costs and landscape restoration requirements. Bicycle Lanes The cost of providing bicycle lanes typically ranges between $25,000 and $90,000 per mile (this includes lanes on both sides of the road). Lanes are typically five to six feet in width. In tight ROW situations, the inner lane of a three (turn lane) or four lane arterial can be narrowed to 11 feet to provide additional space for the bike lanes. If adequate road width exists without repaving, then restriping is only required. This can run from $1.50 to $2.50 a linear foot. Wide Curb Lanes Construction of widened outside curb lanes (standard is 14 feet, not including gutter) can run between $15,000 to $50,000 per mile, depending on whether one or two feet of additional width on each side of the street is required, and whether concrete or asphalt pavement is used. In many designs, standard curb-to-curb width is 36 feet or greater for two lanes of traffic without parking. In these cases, there is no marginal cost Lockport Bicycle/Pedestrian System Master Plan Page - 32 -
for providing a wide curb lane since the design already accommodates bicyclists. Collector roads in newer subdivisions should require these widened lanes. Paved Shoulders The cost of paving shoulders on rural roads is approximately $26,000 per mile for a 4 foot wide pavement (on both sides of the road). This assumes that a suitable gravel base exists. Shoulder paving costs can increase noticeably if ancillary activities, such as relocating mailboxes, side ditch grading or treating driveway entrances are necessary. Recommendations The Lockport Bikeway Master Plan presented herein proposes an integrated network system that includes multi-use paths, bike lanes, shared roadways, and signed and unsigned roadways. The Plan and targeted projects emphasize off-road trail systems for safety reasons, and the fact that they serve the widest range of trail users. This Plan serves as a guide for the development of bicycling and pedestrian related facilities. It is important to keep in mind that while several trails may play key roles in completing desirable linkages, they may not be able to be completed for some time due to land use and economic constraints. Conversely, other trail segments, not currently listed on the targeted project list may be implemented prior to the targeted routes due to the timing of development within the City. This Plan recognizes that the timing of development in and around the City will strongly influence the completion of the proposed trail network. This is especially true regarding the Northeast and Southeast network areas and its relation to the I-355 road corridor and future development within Homer Glen. The following recommendations will help in achieving a successful plan implementation and the City s community vision: 1. Establish an Advisory Committee. This committee will periodically review the plan against current development activity and monitor the overall success of goals and objectives. Members of the committee should include citizens at large, Park District representatives, Will County Forest Preserve District representatives, and local bicycle groups. This committee should take the lead for updating the plan. 2. Establish Strong Links to the Subdivision Development Process. Lockport Bicycle/Pedestrian System Master Plan Page - 33 -
As proposals for new development and redevelopment come into the City, it is important that accommodation of bicycles be addressed in the planning and design of these projects. Policies and ordinances should be reviewed to ensure that appropriate facilities and standards, consistent with the Plan, are provided. 3. Establish a Maintenance Program A maintenance program is needed to provide for safe, smooth, and clean bicycle facilities. Such a program may include specifics such as sweeping, surface repair, pavement overlays, landscape restoration, sign and pavement marking repairs. 4. Promote a Public Involvement/Outreach Program. An important part of a successful bikeway plan is public knowledge of the plan itself, and education regarding safe biking practices. The City could establish a channel of communication for receiving public comments and ideas for change or improvements to the Plan. This might take the form of brochures and questionnaires, informal meetings, etc. 5. Pursue Funding Opportunities. The City should continue to pursue state and federal grant opportunities regarding development of trails and bikeway support facilities. Several grants that are often used for such activities include: Intermodal Surface Transportation Enhancement Activities (ISTEA, 80/20 match), Congestion Mitigation and Air Quality Program (CMAQ), Open Space and Land Acquisition Development (OSLAD, 50/50 match), Illinois Trails Grant Program, Illinois Bicycle Path Grant Program, These recommendations are based on the best information available at this time. Additional development may provide more trail opportunities or alter ones currently identified in this Plan. Recommendations and guidelines in this Plan are meant to serve as a guide for development of a community-wide system that connects key destinations and resolves constraint issues. Successful implementation will depend not only upon funding, but also upon building partnerships with other community interests. This Plan is meant to be reviewed and updated as necessary to keep up with growth in the City and surrounding areas. As noted previously, the status of trails and budgets for construction and upkeep should be Lockport Bicycle/Pedestrian System Master Plan Page - 34 -
reviewed annually. Opportunities for completing projects should be pursued diligently. The end result will be a livable community in which people have a range of safe and convenient travel choices for work and play. Lockport Bicycle/Pedestrian System Master Plan Page - 35 -