City Council Packet 2009 09-08-09Prepared By:
& FOX RIVER WATERSHED STUDY
United City of Yorkville
Integrated Transportation Plan
Shared Use Trail Master Plan
Downtown Streetscape Plan
September 8, 2009
Yorkville Integrated Transportation Plan | United City of Yorkvillei
ACKNOWLEDGEMENTS
United City of Yorkville – Office of the Mayor:
Mayor Valerie Burd
United City of Yorkville City Council:
Ward 1
Wally Werderich
George Gilson, Jr.
Ward 2
Gary Golinski
Arden Joseph Plocher
Ward 3
Marty Munns
Robyn Sutcliff
Ward 4
Rose Spears
Diane Teeling
ITP Task Force Members:
Brian DeBolt Yorkville Community Unit School District 115
Jason Pettit Kendall County Forest Preserve and Fox River Eco System Partnership
Gary Neyer Home Builder/Architect
Jeff Farren Downtown Business Owner
Dan Nicholson Downtown Business Owner
Don Duffy Yorkville Chamber of Commerce
Lynn Dubajic Yorkville Ecomonic Development Corporation
Jeff Wilkins Kendall County Administrator
Rick Powell IDOT District 3, Studies & Plans Engineer
Dave Longo IDNR Local Representative
Ben Niles Yorkville Bike Club
Russell Rogers Chicago Area Mountain Bikers
ITP Project Team:
United City of Yorkville Staff
Project Lead: Travis Miller - Community Development Director
Project Manager: Stephanie Boettcher - Senior Planner
City Engineer: Joe Wywrot
City Park Designer: Laura Haake
Superintendent of Parks: Scott Sleezer
ITP City Consultant - SEC Group
Principal in Charge: Jason Poppen - Executive Vice President
Project Manager: Phil Stuepfert
Staff Planners: Tedd Lundquist and Marisa Currier
Transportation Engineers: Glenn Tredinnick and Tony Simmons
Yorkville Integrated Transportation Plan | United City of Yorkville ii
EXECUTIVE SUMMARY
SEC Group is pleased to submit the Integrated
Transportation Plan (ITP), including the Shared
Use Trail Plan and Downtown Streetscape Master
Plan, to the United City of Yorkville (City). This plan is
both visionary and achievable, and will benefit Yorkville
and its surrounding communities in Kendall County.
Shared Use Trail Plan
As Yorkville continues to grow, more and more vehicles
will be on the roads resulting in increased congestion.
This increased traffic volume not only causes frustration
for residents, but also increases maintenance costs of
roads, and is detrimental to the environment through the
harmful vehicle emissions. Yorkville can take steps toward
creating a more comprehensive and highly-utilized trail
network system by implementing the recommendations
of this ITP. Implementation of the concepts and plans
within this document, potentially improves and protects
air quality by decreasing reliance on the automobile and
consequently promoting healthier lifestyles.
The ITP process consisted of a detailed data collection
and analysis stage, followed by concept development.
One of the primary goals of the ITP project was to develop
a sense of what the general public desires with respect
to bicycling and walking. Through the creation of a Task
Force committee, survey data collection and public input
meetings, valuable information was collected to help to
shape the project’s vision, goals and objectives for the
project. During the planning process, goals and objec-
tives were finalized, existing and proposed trail corridors
were created and analyzed, design standards were deter-
mined, and priorities were identified. The residents of the
Yorkville area, City leaders and staff, the ITP Task Force,
and other involved parties collectively established a plan
to create a more livable community through a cohesive
and interconnected trail system.
Downtown Streetscape Plan
The Downtown Streetscape Plan portion of the ITP
focuses primarily on non-vehicular transportation and
includes recommendations for both vehicular and pedes-
trian safety. While not a Downtown Revitalization Plan,
or detailed Downtown Streetscape Plan, this ITP project
identifies and addresses constraints and opportunities
in Yorkville’s downtown. This core area of Yorkville is
the geographic heart of the overall community, and this
ITP provides general recommendations to improve the
aesthetics, “walkability” and “bikeability” in this important
section of the community. Recommendations for busi-
nesses, property owners and the City include providing
walkable streets, establishing a theme and streetscape
design standards that maintain the character and history
of the region. Creating walkable streets should provide
encouragement to residents and visitors alike to use al-
ternative modes of transportation.
Yorkville Integrated Transportation Plan | United City of Yorkvilleiii
TABLE OF CONTENTS
CHAPTER PAGE
CHAPTER 1 – INTRODUCTION
1.1 Background 1
1.2 Study Area 1
1.3 Purpose and Benefits of the ITP 2
1.4 ITP Process and Timeline 3
CHAPTER 2 - VISION, GOALS AND OBJECTIVES
2.1 Vision, Goals and Objectives 5
CHAPTER 3 – DATA COLLECTION AND ANALYSIS (EXISTING CONDITIONS & INVENTORY)
3.1 Document Review and Collected Data 9
3.2 Overall Bicycle and Pedestrian Conditions 10
3.3 Downtown Existing Conditions and Analysis 12
CHAPTER 4 - PUBLIC/STAKEHOLDER INVOLVEMENT, INPUT AND PARTICIPATION
4.1 The Process and Importance of Public and Stakeholder Involvement 17
4.2 Coordination and Partnership 19
4.3 City Staff and City Council 19
CHAPTER 5 - ITP RECOMMENDATIONS
5.1 Overall ITP Recommendations 21
5.2 Shared Use Trail Recommendations 23
5.2.1 Shared Use Trail Plan
5.2.2 Design Criteria and Standards
5.3 Downtown Streetscape Plan Recommendations 32
CHAPTER 6 - PLAN OF IMPLEMENTATION
6.1 Shared Use Trail Implementation Plan 49
6.1.1 Implementation and Strategy Plan
6.1.2 General Maintenance Program
6.1.3 Funding Strategies (Local, State, and Federal)
6.2 Downtown Streetscape Implementation Plan 72
6.2.1 Implementation and Strategy Plan
6.2.2 Funding Strategies
Yorkville Integrated Transportation Plan | United City of Yorkville iv
TABLE OF CONTENTS
CHAPTER PAGE
APPENDIX A: EXHIBITS
Exhibit ‘A’ - Study Area
Exhibit ‘B’ - Study Area Inventory
Exhibit ‘C’ - Downtown Study Area
Exhibit ‘D’ - Regional Trails
Exhibit ‘E’ - Key Nodes and Connections
Exhibit ‘F’ - Downtown Study Area Analysis
Exhibit ‘G’ - Downtown Area Sidewalk Inventory
Exhibit ‘H’ - Theme and Character Vision
Exhibit ‘I’ - Gateways and Wayfinding Signage Concepts
Exhibit ‘J - Shared Use Trail Plan (Overall and four details of quadrants)
Exhibit ‘K’ - Shared Use Trail Plan - Priority Corridors (Overall and Detail)
Exhibit ‘L’ - Potential Bike Lane/Shared Roadway Routes
Exhibit ‘M’ - Loop System Plan
Exhibit ‘N’ - Gateways and Wayfinding Signage (Overall and Detail)
Exhibit ‘O’ - Trailheads and Wayfinding Signage
Exhibit ‘P’ - Gateway and Wayfinding Signage – Downtown Plan
Exhibit ‘Q’ - Streetscape Elements
Exhibit ‘R’ - Downtown Area Sidewalk Improvements
Exhibit ‘S’ - Downtown Recommendations
Exhibit ‘T’ - Illustrative Downtown Streetscape Plan
APPENDIX B:
ITP Survey Results
ITP Comment Card Results
APPENDIX C: VISUAL PREFERENCE STUDY
Downtown Theme and Streetscape Elements
APPENDIX D: LIST OF DOCUMENTS AVAILABLE AT CITY HALL AND OTHER REFERENCES
Yorkville Integrated Transportation Plan | United City of Yorkville 1
CHAPTER 1 - INTRODUCTION
1.1 BACKGROUND
The Illinois Department of Transportation (IDOT) awarded
Yorkville funds through the Illinois Tomorrow Corridor
Planning Grant to complete this Integrated Transportation
Plan (ITP). The purpose of this study is to improve and
encourage bicycle and pedestrian transportation within
Yorkville, and to plan for connections to the surround-
ing area. This ITP addresses community transportation
issues, potential for economic opportunities, protection
of natural resources, and improving non-vehicular public
access and mobility.
The ITP is designed to achieve the goals set forth by
the Illinois Tomorrow Corridor Planning Grant Program.
Tasks completed as set forth by the Grant Program and
Yorkville are summarized below;
Data Collection and Analysis
Collect data such as demographics, corridor statistics,
traffic maps, orthophotos, land use, and other relevant
information from forest preserve districts and municipali-
ties; conduct site visits and evaluate the corridor’s pres-
ent condition.
Public Involvement
Conduct a series of open and ongoing public meetings
involving local, county and state officials, businesses,
land developers, property owners, forest and waterway
authorities, citizens, and other stake holders, to present
the plan, gather input, identify and deliberate issues, and
formulate a context-sensitive solution.
Coordination and Partnership
Coordinate with the Kendall County Highway Department
and IDOT’s District 3 Office regarding its road capacity
assessments, zoning changes, and walking and bicycle
paths. Establish a partnership with waterway authori-
ties, adjacent communities, the Kendall County Forest
Preserve District and the Illinois Department of Natural
Resources (IDNR) regarding its plan affecting the Fox
River, wildlife, and wetlands; coordinate with land devel-
opers on land use management.
Concept Development
Assess the performance and effectiveness of existing
transportation plans; develop specific plans for non-
vehicle access, “bike-friendly” streets, pathways and
parking areas; enhance land-use design in the target cor-
ridor, including complementary amenities; recommend
changes to zoning codes and sign standards; promote
the preservation of open space; and build multi-faceted
transportation guidelines and policies.
1.2 STUDY AREA
The United City of Yorkville, Illinois (founded in 1830) is
located 50 miles southwest of Chicago and lies along the
Fox River in Kendall County, Illinois. The community has
experienced tremendous growth in the past decade both
in terms of population as well as expansion of physical
area. A 2008 report by the United States Census Bureau
identified Kendall County as the fastest growing county
in the nation from 2000 to 2007, with a 77.5% increase in
population during that period; the greatest growth having
taken place from 2005-2007. During the period from 2000
to 2005, the City expanded its territory by more than 13
square miles. The study area is the same as the City’s
planning area used for the 2008 Comprehensive Plan.
The Shared Use Trail Plan and the Downtown Streetscape
Plan study areas are described below and are shown on
the referenced exhibits.
The Fox River is a valuable natural resource within the study area.
Shared Use Trail Plan – Study Area
The study area for the Shared Use Trail Plan includes
approximately 74.6 square miles. The boundaries are,
generally, U.S. Route 30 (to the north), Helmar Road (to
the south), Eldamain Road (to the west), and Grove Road
(to the east). The Study Area encompasses significant
transportation routes such as U.S. Route 34, Illinois
Routes 47, 71, and 126, Galena Road, Baseline Road,
Caton Farm Road, Kennedy Road, and the proposed
Prairie Parkway (see Exhibit A - Study Area).
Downtown Streetscape Plan – Study Area
The Downtown Streetscape Plan addresses a study area
within the Shared Use Trail Plan area, generally bounded
by Somonauk Street (to the north), Mill Street (to the east),
Illinois Route 126 (to the south), and Morgan Street (to
the west) (see Exhibit ‘C’ - Downtown Study Area). This
includes the “core” downtown area as well as the Fox
River, which traverses in an east-west direction, just north
of Hydraulic Street. Other significant physical features
within this study area include the Yorkville Intermediate
School, Town Square Park, Bicentennial Riverfront Park,
the whitewater recreation facility and the Historic Kendall
Yorkville Integrated Transportation Plan | United City of Yorkville2
County Courthouse and campus.
1.3 PURPOSE AND BENEFITS OF THE ITP
The ITP project was prepared to achieve the goals set
forth by the Illinois Tomorrow Corridor Planning Grant
Program, and addresses items targeted by Yorkville com-
munity leaders:
Community-wide transportation issues•
Impact on economic opportunities•
Natural resources protection•
Public access and mobility improvement•
The ITP builds upon Yorkville’s current Comprehensive
Land Use Plan approved in 2008, the 2008 Park and
Recreation Master Plan, and the Downtown Vision Plan
created in 2005.
Shared Use Trail Plan – Purpose and
Benefits
The purpose of this Shared Use Trail Plan is to guide
Yorkville in the planning of current and future non-vehic-
ular transportation facilities, in order to meet the demand
of citizens. In 2004, the Yorkville Parks and Recreation
Department completed a conceptual trail development
plan, as part of the Parks and Recreation Master Plan,
outlining the location for major trail alignments throughout
the study area. The original plan was further refined and
detailed to indicate trail connections and links in the 2008
Parks and Recreation Master Plan revision and update.
This ITP project utilizes that plan as a base and provides
a more comprehensive Trail Plan with recommendations.
The benefit of completing this study and implementing
the recommendations are many. As Yorkville’s popula-
tion continues to grow, the overall goal is to create a liv-
able community that offers non-vehicular transportation
options that are convenient, reliable, safe, and efficient. If
implemented successfully, residents will be able to travel
from the places where they live to the places they, work,
shop, learn, dine, and recreate, without requiring the use
of a vehicle.
Economic, Health and Safety Benefits
Economic
A well-planned and well-constructed trail system offers po-
tential economic benefits, including higher
real estate property values, increased tour-
ism and recreation-related revenues, and
cost savings for public services. Trails and
greenways are viewed as amenities by resi-
dential, commercial, and office park devel-
opers, who realize higher property values
when in close proximity of these features.
Additionally, open space, trails and greenways can help
manage community storm water issues, by utilizing the
open space areas for storm water management. The ITP
promotes this idea in order to assist in minimizing flood-
ing, improve water quality, protect wetlands, conserve
habitat for wildlife, and buffer adjacent land uses.
Health
A well-planned and integrated
trail system throughout the
Yorkville region can have ex-
tensive health benefits. Daily
exercise (bicycling, walking,
etc.) significantly improve
mental and physical health.
Safe and convenient trails and
greenways encourage people
to walk and utilize bicycles.
Additionally, it provides opportunities for people to travel
to their workplace, retail shopping, or to simply enjoy the
outdoors for recreational purposes.
Safety
Safety for residents of all ages in Yorkville and the im-
mediate area is another important reason to implement
the ideas and principles set forth in this ITP. The con-
sequences of bicycle/pedestrian accidents with vehicles
are often serious and sometimes fatal. Children are es-
pecially vulnerable, because their movements are often
unpredictable, and they are inexperienced at riding in
traffic. Young children often ride their bikes or walk across
busy streets and highways to schools, parks, neighbors’
houses, or other destinations in Yorkville. The addition of
any new bicycle or pedestrian facilities indicated in this
plan will immediately increase the safety of residents and
children who use them.
Downtown Streetscape Plan – Purpose and
Benefits
As a part of the Integrated Transportation Plan, a
Downtown Streetscape Plan has been prepared, in-
cluding a Downtown Pedestrian Analysis and Design
Standards for Streetscape Elements. The focus in these
areas is to provide standard guidelines for an improved
pedestrian environment, helping to re-create a vibrant
downtown for years to come. This can be achieved by
building upon the vision set forth by the Downtown Vision
Plan created in 2005. The ITP specifically recognizes
the Downtown Vision Plan, and incorporates its overall
concepts and ideals, as set forth. The Vision Plan estab-
lished the “ultimate vision” or “big picture” for Yorkville,
while the ITP Downtown Streetscape Study focuses on
Yorkville Integrated Transportation Plan | United City of Yorkville 3
tangible and more immediate goals to improve walkability
and bikeability. Therefore, the primary focus is to set the
stage for a better pedestrian environment and providing
streets that are safe, pedestrian-friendly, and aestheti-
cally pleasing.
Implementation of the Downtown Streetscape Plan will
help to create an overall environment that encourages ex-
isting businesses, residents, and institutions to stay and
prosper in Yorkville, as well as attract new businesses
and new residents to the downtown. Creating this plan
is merely the first step to creating a more successful and
vibrant downtown. Forging long-lasting partnerships
among private investors, local businesses, property
owners, public agencies, and community representatives
will also be crucial for success.
1.4 ITP TIMELINE AND STEPS
The following table provides an overview of the general
timeline followed while preparing this ITP project. Also a
diagram is provided representing the various steps taken
in order to complete the study. For a detailed description
of each step, see the associated sections in this report.
Data Collection and Analysis
Public Involvement, Coordination and
Partnership
(Continues throughout entire project)
Concept Development
Subtask 1 - Shared Use Trails System Design
Subtask 2 - Downtown Streetscape Plan
Integrated Transportation Plan Final
Report
Final Public Meetings and Approval
Prioritization, Phasing, Implementation
and Funding Strategies
DATA COLLECTION
& ANALYSIS
CONCEPT DEVELOPMENT
INTEGRATED TRANSPORTATION
PLAN REPORT
06
.
2
0
0
8
No
t
i
c
e
t
o
P
r
o
c
e
e
d
07
.
2
0
0
9
Pr
o
j
e
c
t
C
o
m
p
l
e
t
i
o
n
10.16.2008
Task Force
Meeting #1
12.04.2008
PUBLIC
WORKSHOP/
INFORMATION
MEETING #1
01.15.2009
Task Force
Meeting #2
03.05.2009
Task Force
meeting #3
04.30.2009
Task Force
meeting #4
05.14.2009
PUBLIC
WORKSHOP/
INFORMATION
MEETING #2
public involvement/coordination & partnershippublic involvement/coordination & partnershipppp
06.2009
Concept Development Complete
10.2008
Data Collection & Analysis Complete
10.2008
Begin Concept Development
End 04.2009
DRAFT Plan Report
issued
End 07.2009
FINAL Plan Report
issued
Yorkville Integrated Transportation Plan | United City of Yorkville4
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville 5
CHAPTER 2 - VISION, GOALS AND OBJECTIVES
2.1 VISION, GOALS AND OBJECTIVES
During and following the public input process, a clear and
specific vision statement capturing the goals and inten-
tions of the project was developed, to accurately describe
the desired outcome of the ITP.
Shared Use Trail Plan - Vision Statement
Imagine Yorkville has evolved its non-vehicular trans-
portation system into a cohesive and connected network
of trails, consisting of walkable and bikeable streets and
ample greenways. This integrated system accommo-
dates users of all ability levels and is safe and accessible
for all users. The City’s trail network provides a variety
of recreational opportunities such as running, walking,
and bicycling, and connects important recreational des-
tinations, such as Yorkville parks, Kendall County Forest
Preserves, the water park, local gyms and other facilities.
Safety features such as landscaping and lighting provide
a sense of security. Continued maintenance and high
quality design of the trails maintain the infrastructure in
useable condition, as well as create a pleasing environ-
ment for its users. The trails within Yorkville create op-
portunities for people to use other modes of transporta-
tion to reach shopping, places of employment, residential
neighborhoods, schools and other key destinations.
While implementation of the Vision will take many years,
this future scenario is the ultimate vision of the Shared
Use Trail Plan.
Downtown Streetscape Plan - Vision
Statement
Imagine downtown Yorkville being a lively place where
people can meet, eat, shop, and live—a place that cel-
ebrates its history and embraces its rich natural environ-
ment located on the Fox River. The sense of place and
ambiance is unique and memorable. Signs leading to
the downtown make it easy to find, welcoming visitors
and residents to town. These attractive “gateways” frame
each approach to downtown Yorkville, and the friendly
atmosphere and unique character provides visitors with
a lasting impression. There is truly a unique sense of
place that provides a pedestrian-friendly environment en-
hanced by a great streetscape. The downtown consists
of tree-lined streets, inviting sidewalks, attractive street
lighting, colorful landscaping, well-maintained storefronts
and public areas, appealing street furniture, and welcom-
ing green spaces. Residents and visitors are attracted to
downtown Yorkville because of its unique sense of place,
aesthetically pleasing environment and natural features
such as the Fox River.
Shared Use Trail - Goals and Objectives
The following goals for the Shared Use Trail Plan provide
the context for the specific policies and recommenda-
tions discussed in the ITP. The goals support the long-
term vision and serve as the foundation of the plan. The
goals are broad and general statements of purpose, not
intended to provide details, but show the plan’s direction
and provide overall guidance. The corresponding objec-
tives provide more specific descriptions and methods to
achieve each goal.
GOAL 1: IMPROVE THE EXISTING TRAIL
NETWORK SYSTEM
Objective 1: Improve and expand the existing trail
system, by completing and connecting to local trail
networks and adding trail segments in high priority
corridors.
GOAL 2: FACILITATE PUBLIC INVOLVEMENT
Objective 1: Provide multiple opportunities for
residents of Yorkville and the surrounding area to
provide input and ideas regarding the Integrated
Transportation Plan. This objective was accom-
plished by establishing a Task Force and conducting
a series of meetings with stakeholders, including
local, county and state officials, business owners,
land developers, property owners, and citizens.
GOAL 3: PROVIDE CONNECTIVITY
Objective 1: Complete a network of trails that ac-
commodate bicycle and pedestrian modes of travel,
especially to key destinations such as employment
centers, residential neighborhoods, schools, parks,
recreational facilities, civic establishments, future
transit stops, and commercial centers.
Objective 2: Focus on local connections and imple-
menting trail connections where gaps or uncompleted
trail corridors currently exist.
Objective 3: Create “loops” north and south of the
Fox River of various lengths (short, medium, and
long) that are high priority and connect to existing trail
systems.
Objective 4: Coordinate regional trail connections
with adjacent and nearby municipalities.
GOAL 4: ENSURE SAFETY AND SECURITY
Objective 1: Improve overall safety and security
of existing and future shared use trail facilities for all
users.
Objective 2: Seek funding and grants for
Yorkville Integrated Transportation Plan | United City of Yorkville6
improvements to walkways and bike routes surround-
ing schools.
Objective 3: Implement appropriate signage, light-
ing, pavement markings and comply with American
with Disabilities Act (ADA) standards.
Objective 4: Provide recommendations for imple-
menting traffic calming techniques and minimizing
conflict zones.
GOAL 5: DESIGN STANDARDS
Objective 1: Provide or reference established
standards and guidelines for the shared use trail,
to accommodate safe non-vehicular travel (such as
bicycling and walking).
Objective 2: Provide or reference established
guidelines and specifications for developing bicycle
and pedestrian-friendly streets.
Objective 3: Incorporate theme and design stan-
dards, to integrate the community character within
the trail system and focus on aesthetic quality.
GOAL 6: ENVIRONMENTAL PROTECTION
Objective 1: Protect and enhance the Fox River
watershed, by utilizing environmentally-friendly
techniques, such as Best Management Practices
(BMP’s).
Objective 2: Emphasize the use of drought-tolerant
and native trees, wildflowers and grasses along the
shared use trail.
Objective 3: Highlight the Fox River as a major
component of the shared use trail system.
GOAL 7: FUNDING
Objective 1: Explore and identify available federal
and state funding to construct and maintain future
pedestrian and bicycle facilities.
Objective 2: Establish a method for all future road
improvements to include bicycle or walking accom-
modations and/or contribute funds to the shared use
trail system.
Objective 3: Explore other revenue sources, such
as including the shared use trail system in
the annual capital expense budget, and
requiring new developments to contribute
funds.
GOAL 8: CONTEXT SENSITIVE SOLUTIONS
Objective 1: Utilize Context Sensitive Solutions
(CSS), in order to blend the Shared Use Trail Plan
with the character of Yorkville’s existing neighbor-
hoods and the surrounding region.
Yorkville Integrated Transportation Plan | United City of Yorkville 7
Downtown Streetscape Plan - Goals and
Objectives
GOAL 1: DOWNTOWN AS A DESTINATION
Objective 1: Contribute to the revitalization of
Yorkville’s downtown and create a destination that
becomes the centerpiece of the community by im-
proving accessibility via walking and bicycling.
Objective 2: Improve access and visibility to the
Fox River, and integrate multiple recreational oppor-
tunities along the Fox River corridor.
Objective 3: Maximize riverfront connectivity op-
portunities such as the Bicentennial Riverfront Park,
river walk, whitewater recreation facility, fishing and
other recreational amenities.
GOAL 2: FACILITATE PUBLIC INVOLVEMENT
Objective 1: Provide multiple opportunities for
residents of Yorkville and the surrounding area to
provide input and ideas regarding the Integrated
Transportation Plan. Accomplish this objective by
establishing a Task Force and conducting a series
of meetings with stakeholders, including local, county
and state officials, business owners, land develop-
ers, property owners, and citizens.
GOAL 3: IMPROVE ACCESS AND
CIRCULATION
Objective 1: Improve pedestrian access to and
between key elements, such as the existing down-
town storefronts, Bicentennial Riverfront Park, future
plazas, key overlooks, and the Fox River.
Objective 2: Focus on providing trails and walkways
connecting the downtown core area to residential
areas throughout Yorkville.
GOAL 4: ESTABLISH THEME AND
CHARACTER
Objective 1: Establish a unique and identifiable
theme for the downtown that ties into its historical
character.
Objective 2: Create ideas and conceptual sketches
for “gateway” features, to establish a sense of arrival
into the downtown.
Objective 3: Identify theme features that can be
replicated within the trail system (i.e. directional
signage), to tie the downtown to the surrounding
community.
GOAL 5: DESIGN STANDARDS AND
GUIDELINES
Objective 1: Develop general streetscape design
standards and guidelines, establishing a model for
pedestrian environments to be consistent with the
course of future development in the downtown.
Objective 2: Create design standards, to require
inclusion of pedestrian-friendly features in the down-
town area.
Yorkville Integrated Transportation Plan | United City of Yorkville8
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville 9
3.1 DOCUMENT REVIEW AND COLLECTED
DATA
In preparing the Integrated Transportation Plan the proj-
ect team collected data and created an inventory of the
existing study area, ultimately providing an overall site
analysis. A sampling of the information and data col-
lected is as follows;
Current Yorkville Demographic Information•
Corridor Statistics and Traffic Maps•
2003 Transportation Plan•
Kendall County Trail and Greenways Plan 2004•
2006 Aerial Photography•
2007 Kane and Kendall County Bike Map•
2008 Comprehensive Plan Update•
2008 Parks and Recreation Master Plan•
IL Route 47 Engineering Plans (for future widening)•
CMAP 2040 Draft Plan (Trails and Greenways)•
Existing Standards from other Agencies (i.e. Manual on •
Uniform Traffic Control Devices (MUTCD), American
Association of State Highway and Transportation
Officials (AASHTO)
Existing conditions of Cannonball Trail - looking north.
During the assessment and analysis stage, an initial
kickoff meeting occurred, with the project team touring
the study area and specifically focusing on the downtown
area. The study areas, as described previously for both
the Shared Use Trail Plan and the Downtown Streetscape
Plan, were studied and inventoried. The project team
completed tasks such as:
Inventory of existing conditions•
Analysis of population projections and trip •
generations
Cross-section analysis and recommendations•
Opinion of probable costs•
At the completion of the data collection and site analysis
stage, the information and graphics were compiled for
use throughout the process and, specifically, through
the public involvement stage. Many municipalities are
adjacent to the ITP study area boundary (see Exhibit ‘A’
- Study Area). Natural features such as the Fox River,
Blackberry Creek, Middle Aux Sable Creek and Rob
Roy Creek also exist within the study area (see Exhibit
‘B’ – Study Area Inventory). Other significant features
inventoried and shown on Exhibit ‘B’ are:
Municipal Boundaries•
School Districts•
Schools•
Floodplains (100 year and 500 year)•
Environmental Corridors (minor and major •
drainages)
City Parks (Existing and Proposed), State Parks and •
Forest Preserves
The Fox River and Fox River Watershed are sensitive natural resources in the
Yorkville region.
Context Sensitive Solutions
One of the unique methods utilized during the ITP project
is called Context Sensitive Solutions (CSS). This method
identifies existing conditions and character of an area
and then establishes recommendations, based upon
the context of the region. The CSS process works as a
partnership between Yorkville and local stakeholders to
develop working solutions that incorporate the context of
the area to ensure that final recommendations preserve
and respect local character and natural resources.
Kendall County Courthouse
The CSS process respects architecture of a region.
“Context sensitive solutions is a collaborative, interdisci-
plinary approach that involves all stakeholders to develop
a transportation facility that fits its physical setting and
preserves scenic, aesthetic, historic and environmental
resources, while maintaining safety and mobility. CSS is
an approach that considers the total context within which
a transportation improvement project will exist.”
Source: Federal Highway Administration
CHAPTER 3 – DATA COLLECTION AND ANALYSIS
(E XISTING CONDITIONS AND INVENTORY)
Yorkville Integrated Transportation Plan | United City of Yorkville10
All information and knowledge is shared within a col-
laborative process. This process leads to flexible ap-
plication of design standards, focusing more attention
on pedestrians and bicyclists. The ITP utilizes Context
Sensitive Solutions by analyzing the “context” of Yorkville
and the Kendall County region, and incorporating the
findings into design solutions that are in harmony with the
area’s natural features and resources that could be oth-
erwise harmed. Scenic, aesthetic, historic, and environ-
mental resources were examined and inventoried, such
as the Historic Kendall County Courthouse, Fox River,
Blackberry Creek, Aux Sable Creek, Forest Preserves,
and existing rural character of the area. Yorkville, like
many communities, values these types of features be-
cause they are an important aspect of the cultural history
and character of the Kendall County region.
Harris Forest Preserve
Richard Young Forest Preserve
3.2 OVERALL BICYCLE AND PEDESTRIAN
CONDITIONS
Bicycle and pedestrian conditions vary greatly throughout
the study area. In the past, as with most growing commu-
nities, Yorkville focused on immediate needs such as infra-
structure improvements including roads, water and sewer
system, and trail plans were not developed, or required in
developments, to connect to facilities in town. In 2006 with
the creation of the Community Development Department,
the trail system began to develop further,
with careful watch on completing missing
connections as developments came in. In
some cases, trails have been constructed
along the roadway in lieu of sidewalks, with
the hope that, someday, it would provide
connectivity to a greater system. Today
many gaps in the system remain and the
Yorkville region, specifically, does not have
a cohesive or connected trail system, even though the
demand exists. In a 2007 survey by the Parks and
Recreation Department, trails were identified as the
number one facility request by residents. However, in
the results of a recent survey (2009), over 86% of respon-
dents reported that the “level of accessibility of the trails
they travel” are average to very poor. Then when asked
“which of the following would do the MOST to encourage
you to utilize trails and sidewalks in Yorkville?” a significant
number (61.8 %) responded “more connected sidewalks
and trails”. However when asked about the “quality of
the trail” almost 75% responded favorably saying they are
average to excellent, which may be due to the fact that
constructed trails in Yorkville are fairly new (see Appendix
B for all survey questions and responses).
It can be assumed that if the facility improvements con-
tained in this ITP report were implemented, non-vehicular
travel could substantially increase in Yorkville.
Connections to Local Trail Systems
The ITP provides an inventory of the local trail systems
that are constructed or planned. Yorkville is developing a
large cohesive trail system, with implemented trails typi-
cally located in new developments. Successful grant ap-
plications and the use of developer land/cash funds have
directly funded some trail construction. In other areas, the
trails were designed as part of the development in-lieu of
sidewalk on no-load roads, or in greenways behind homes.
To date, over 20 developments in Yorkville currently have
trail easements secured and agreements with the devel-
opers for construction as part of their development proj-
ects. Continuing this practice will greatly benefit the City
through reducing cost to connect the various residential
developments and maintenance fees if the developments
homeowner’s association can maintain internal trails that
are primarily utilized by the developments’ residents.
For future trail development, negotiations in annexation
agreements can create regional trails, and this is espe-
cially beneficial in an area where all development plans
are under review at the same time. Another example of
how connections to local trails may occur, IDOT is now
required to plan for non-vehicular facilities on all major
roads. This is especially beneficial to Yorkville with the
multiple regional roads such as U.S. Route 34,IL Routes
47, 126, and 71 within the ITP study area.
Yorkville Integrated Transportation Plan | United City of Yorkville 11
Connecting to existing trails (Windett Ridge picture above) is a primary goal of
the ITP study.
Successful local trail systems include the Grande Reserve
Trail, Autumn Creek, Fox Hill, Heartland, Windett Ridge,
Raintree, Heartland Circle and Bristol Bay, all developer
installed trails. A future trail corridor (see exhibits for lo-
cation) is an example of a key local trail location that the
City is currently pursuing grant funding.
Some constructed trails exist in Yorkville (as shown in Grande Reserve, above)
however connectivity of these existing trails to downtown and other built trail
systems is lacking.
Connections to Existing and Potential Regional
Trail Systems
One of the primary goals of the ITP project was to ana-
lyze regional trail systems and pursue connectivity with
these regional trail networks. Maps were collected and
the project team met with or discussed the ITP with other
municipalities and organizations in order to identify po-
tential regional connections (see Exhibit ‘D’ – Regional
Trails).
The Fox River Trail is a key regional link for Yorkville.
As the Yorkville trails system expands, it will be very im-
portant to coordinate and understand the conceptual trail
plans of other municipalities and organizations and their
overall programming and implementation schedules for
those plans. Therefore, the ITP includes an emphasis
on inventorying and pursuing connections to existing and
proposed regional trails. This coordination is essential, as
Yorkville looks for opportunities - on a regional level - to
partner with other organizations with similar goals of cre-
ating a regional shared use trail network, while meeting
the needs of Yorkville. An example would be the linking
and coordination with the Village of Oswego, Oswegoland
Park District and their trail system, which is immediately
east of the ITP study area. Also, it will be important to
coordinate with Kendall County and the Kendall County
Forest Preserve District regarding their trail plans, and
examine potential partnership opportunities.
The ITP focuses on connecting to existing and proposed regional trails
(pictured above is the Kendall County Subdivision – Fields of Farm Colony trail
system).
Yorkville has coordinated trail planning and construction
when appropriate and will continue to pursue opportuni-
ties in the future to connect any geographically con-
nected projects. For example, successful coordination
and implementation with Kendall County and the Kendall
County Forest Preserve District will produce a unified
regional trail system for all residents of this area to enjoy.
The ITP has identified potential regional connections and
it will be important for the City to be knowledgeable about
the programming and current status of the groups listed
below.
Adjacent Municipalities
Oswego•
Montgomery•
Sugar Grove•
Plano•
Millbrook•
Millington•
Lisbon•
Newark•
Plattville•
Joliet•
Yorkville Integrated Transportation Plan | United City of Yorkville12
Other Agencies and Potential Regional Trail
Corridors
Kendall County and Kendall County Forest Preserve •
District
Kane, Grundy, and Will Counties•
Oswegoland Park District•
Plainfield Park District•
Fox Valley Park District (Fox River Trail)•
CMAP (Chicago Metropolitan Agency for Planning)•
Conservation Foundation•
Commonwealth Edison (ComEd)•
Adjacent Townships and Road Commissioners•
IL Route 47 Corridor (potential link to the I & M Canal •
Trail)
Middle Aux Sable Creek Corridor•
Virgil Gilman Trail•
Illinois Railway•
Burlington Northern Santa Fe (BNSF) •
Connectivity to Key Nodes and Destinations
One of the primary goals of the Shared-Use Trail System
is to provide connectivity by linking existing neighbor-
hoods and trails to “activity nodes” and destinations
around Yorkville. The project team examined how po-
tential connections to existing trail networks might be
achieved in developments such as Heartland Circle and
Raintree Village. Ultimately, trails will connect to adjacent
municipalities, Kendall County, and to state-wide trail net-
works, as mentioned previously.
Trail connections to shopping areas, schools and work places is a primary goal
of the ITP proposed trail system.
Connectivity of key nodes, places, features,
and destination points is very important
when implementing a successful Shared
Use Trail system. In Yorkville, there are
many key nodes that should be linked to-
gether, such as forest preserves, library,
schools, employment and work places,
parks, restaurants, shopping areas, public buildings,
churches, banks and medical facilities (see Exhibit ‘E’ –
Key Nodes and Connections). The ITP has considered
important features and has identified many destinations
including but not limited to:
Downtown Yorkville•
Yorkville High School/YHS Academy •
Kendall Marketplace Shopping Center•
Yorkville Public Library and City Hall•
Yorkville REC Center and Parks and Recreation •
Administration Office
3.3 DOWNTOWN EXISTING CONDITIONS AND
ANALYSIS
In order to provide ideas and recommendations for im-
provements, it is important to gain an understanding and
thorough inventory of the existing conditions in down-
town Yorkville (see Exhibit ‘F’ – Downtown Study Area
Analysis). This ITP study expands beyond the strengths,
weaknesses, opportunities and threats, as identified in
the current Vision Plan. These items will be taken into
consideration throughout the ITP.
Analysis
Strengths
Intact vintage blocks and character•
Quick growth and high traffic counts•
Nearby tourism attractions and Fox River access •
and recreation (whitewater recreation facility, fishing,
etc.)
Adjacent traditional neighborhoods, available sites, •
strong businesses downtown and owner occupied
properties
Leadership and government interest•
Weaknesses
Hard edge of the river dividing the downtown area•
Illinois Route 47 as a barrier between the east and •
west downtown regions
Yorkville Integrated Transportation Plan | United City of Yorkville 13
Existing conditions in Downtown Yorkville – A historic residential building is
shown on the left and IL Route 47 shown on the right.
Opportunities
Façade and building rehabilitations•
Historic resources and design guidelines•
National retailer and restaurant recruitment•
Advertisement to potential new residents•
Build out of density•
Threats
Future widening of IL Route 47•
Lack of modern commercial space and aging hous-•
ing stock
Distance to new residents•
Lack of connection between new and old streets•
Competitive atmosphere of nearby communities•
In addition to the strengths, weaknesses, opportunities
and threats listed above, the ITP identifies the exist-
ing conditions in the categories: land use, streetscape
conditions, vehicular and non-vehicular transportation
conditions, existing sidewalk conditions, lighting and site
furnishings.
Land Use
A range of land uses exist within the downtown study
area, such as retail, restaurants, parking lots, service,
office, institutional, public and residential, all of which are
fairly “typical” in small town commercial districts such as
Yorkville. Auto-oriented uses dominate the core area
of the downtown, as well as the immediate surrounding
area. Residential uses are located to the east, west,
north (across the Fox River), and south of the downtown
core area. (The downtown has some green space and
important amenities such as the whitewater recreation
facility. In the future connecting such features with trails
and walks will be key.)
Vehicular Transportation
IL Route 47 is the main north-south arterial route through
the downtown carrying significant traffic volume and di-
viding the area into an east and west side, which inhibits
safe non-vehicular travel. Future plans for Route 47
are to widen the road and increase the number of lanes,
thus eliminating the parking that currently exists. The
removal of the parallel parking requires its replacement
elsewhere in the downtown. IDOT is currently working
with the City to relocate these parking spaces. Lastly,
since a high-volume, four lane arterial road such as this
can disrupt a pedestrian-friendly environment due to the
loud noises, faster travel speeds and space constraints,
Yorkville and the Illinois Department of Transportation are
working together in order to optimize a safe non-vehicular
transportation system.
Bicyclists desire to ride in the Yorkville region however more trail facilities need
to be constructed.
Riders at IL Route 47 and Hydraulic Ave pictured above.
Additionally, collector streets pass through the downtown
study area and include Van Emmon, Fox Street, and
River Road. These important road corridors have bicycle
and pedestrian safety concerns and some mitigation
will be needed in the future. For example, pedestrian
bump-outs can be added at some intersections and
clearly marked pedestrian crossings will be needed at
key intersections.
Parking
The downtown area currently has City parking lots scat-
tered in various locations (see Exhibit ‘F’ – Downtown
Study Area Analysis). Most residents, business owners
and users of the downtown area perceive a parking short-
age, and this would worsen as IL Route 47 is widened and
the on-street parallel parking is eliminated. Therefore,
parking is a critical issue that needs to be addressed.
Yorkville Integrated Transportation Plan | United City of Yorkville14
Pedestrian and Bicycle Existing Conditions and
Analysis (Core Downtown Area)
The ITP strives to improve walkability and all types of non-
vehicular circulation in and around the core downtown
area and, therefore, an inventory of existing conditions
was necessary. The ITP team examined the existing
sidewalks within an approximate 10 minute walking radius
of the downtown, to identify the conditions and walkability.
The results or findings of the inventory (see Exhibit ‘G’ –
Downtown Area Sidewalk Inventory) are listed below.
Over half of the roadway corridors within the 10 •
minute radius do not have pedestrian facilities (side-
walks or trail).
Many existing sidewalks are fairly narrow, undefined •
and/or in poor condition.
Existing sidewalks often terminate in the middle of •
the block.
Recent improvements to streets and sidewalks (In •
Town Road Improvement Program) with the goal of
providing continuous sidewalks on at least one side
of the street initially and both side ultimately.
North of the Fox River
Liberty Street•
Colton Street•
Center Street•
E. Main Street•
South of the Fox River
Hydraulic Avenue•
W. Van Emmon•
W. Madison Street•
E. Fox Street•
E. Washington Street•
Orange Street•
Morgan Street•
Adams Street•
Huestis Street•
Mill Street•
Sidewalks in the residential area surrounding the •
Yorkville Intermediate School need to be improved
due to poor conditions
Existing condition on South Main Street near the Kendall County Courthouse.gyy
Some existing sidewalks within a ten minute walk of the downtown are non-
existent or in poor condition.
In the core downtown area (IL Route 47, Hydraulic Street
and Van Emmon) sidewalk encroachments, including
building facades, street and traffic lights, signage poles,
etc., limit the effective width of sidewalks in many areas to
as little as three (3) feet, which is not recommended. This
width is acceptable only in low traffic areas, and the width
can cause conflicts when there are a greater number
of pedestrians and streetscape elements. In addition,
the narrow sidewalk clearance can cause difficulties for
people with strollers and wheelchairs.
In order to achieve the goal of improved walkability in the
core downtown area, many improvements are needed.
To provide safe and convenient pedestrian circulation,
sidewalks will need to be completed, pedestrian cross-
ings added and some sidewalks will need to be widened,
repaired, or in many cases constructed where no walk
currently exists.
Existing Streetscape Conditions
The west side of IL Route 47 in the core
downtown area – parking to be removed as
part of future widening project.
While some attractive
streetscape improve-
ments or façade im-
provements have been
undertaken within the
downtown in recent
years, these have been
implemented incremen-
tally, and are not con-
sistent throughout the
core downtown. It was
identified, through the
inventory and analysis
stage, that Yorkville
needs clear and con-
sistent Streetscape
Design Standards and
Yorkville Integrated Transportation Plan | United City of Yorkville 15
Guidelines, to improve the walkability and aesthetics in
the downtown. These potential improvements should
build upon the existing qualities and historic character of
the region. Consistent streetscape elements, such as
street trees, street lighting, paving materials, banners,
bollards, benches, trash receptacles, and planters should
be provided.
Railroad parallels Hydraulic Street.
Existing Site Furnishings
Downtown Yorkville currently has few existing site furnish-
ings with various types and colors of lighting, benches,
planter boxes, etc. Many of the furnishings are fairly old
and in need of repair or replacement.pp
Existing Lighting
Pedestrian scale street lighting al-
ready exists within the Downtown
Study Area. This style of lighting
has been around for many years
which emulates the City’s historic
lighting of the 1930’s, and is cur-
rently being installed in most new
parks within Yorkville. In order to
create a bicycle and pedestrian-
friendly environment, lighting will be
critical and key to the success and safety of a vibrant
downtown at night. The ITP proposes street lighting solu-
tions that are designed to pedestrian scales, with shorter
light poles and attractive fixtures. This lighting method
should be effective in illuminating the pedestrian travel
way, but not obtrusive or harsh aesthetically. The street
and pedestrian lights should minimize light projecting into
the sky. The current street lights project light upward,
creating light pollution, which is not in compliance with
the City’s current dark sky standards. This can be amend-
ed by adding a special cap to the fixtures.
Above lights currently exist in the downtown and they are located in Town
Square Park.
This lighting style is also being installed in new parks throughout Yorkville.
Picture taken in the 1930’s shows the “Victorian Style” street lights.
Yorkville Integrated Transportation Plan | United City of Yorkville16
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville 17
CHAPTER 4 - PUBLIC /STAKEHOLDER I NVOLVEMENT, INPUT
AND PARTICIPATION
4.1 THE P ROCESS AND I MPORTANCE OF P UBLIC
AND STAKEHOLDER INVOLVEMENT
The key to the success of the ITP is frequent and
meaningful communication with the general public and
key stakeholders. Without the involvement of the local
citizens of Yorkville and the surrounding region, the ITP
plan would not realize its full implementation potential.
If residents have a vested interest in a project or idea,
realization of the vision and goals can be achieved more
quickly, and with more benefit to the residents than if they
had not been involved. The exchange of knowledge and
ideas between residents and the City can greatly enhance
the outcome of this plan and its final products. For these
reasons, the ITP sought the early and active participa-
tion of residents during the planning process. The project
team utilized the following methods to involve the public
in its planning efforts: ITP Task Force, resident survey,
downtown business and property owner survey, comment
cards, information sharing, and public workshops.
The following groups were involved in the formulation of
the ITP;
Yorkville Area Residents•
Task Force Committee•
Community Leaders and Elected Officials•
Downtown Business and Local Property Owners•
Yorkville Economic Development Corporation•
Yorkville Chamber of Commerce•
Yorkville School District•
Illinois Department of Transportation•
Kendall County Planning Department, Highway •
Department, and Forest Preserve District
Illinois Department of Natural Resources•
Local Developers and Homebuilders•
Fox River Eco System Partnership •
Yorkville leaders involved the stakeholders, in order to
establish the guiding principles of this study, which will
ultimately improve safety and mobility for everyone, while
also preserving and enhancing the scenic, economic,
historic, and natural qualities of Yorkville’s setting.
Task Force and Public Workshop Meetings were held periodically throughout
the process.
In addition to the partnership with the stakeholders, the
study team coordinated and partnered with other local
agencies that may have a vested interest in the Plan. For
example, the Fox River and the Fox River Watershed are
important environmental assets to the region, and are
to be protected. The Fox River Ecosystem Partnership
(FREP) has established a plan to ensure the long-term
health of the Fox River Watershed which is a major goal
of the ITP, therefore participation of a FREP representa-
tive was solicited.
ITP Task Force Committee
The ITP Task Force Committee was established to repre-
sent a cross-section of stakeholders and experts who vol-
unteered their time in providing direction and input on the
project. Task Force members have diverse backgrounds,
interests, perspectives, and technical expertise.
The ITP Task Force is comprised of the following organi-
zations and representatives:
School District #115 – Brian DeBolt1.
Kendall County Forest Preserve District – Jason 2.
Pettit
Local and Active Developers/Builders – Gary Neyer 3.
Downtown Businesses/Property Owners – Jeff 4.
Farren, Dan Nicholson
Chamber of Commerce – Don Duffy5.
Yorkville Economic Development Corporation (YEDC) 6.
– Lynn Dubajic
Fox River Ecosystem Partnership (FREP) – Jason 7.
Pettit
Kendall County – Representatives8.
Illinois Department of Transportation (IDOT) District 9.
3 office – Rick Powell
Illinois Department of Natural Resources (IDNR) – 10.
Dave Longo
Yorkville Bike Club – Ben Niles11.
Chicago Area Mountain Bikers – Russell Rogers12.
Task Force participation and input throughout the process
was vital to the success and overall usefulness of the final
document. Primary responsibilities of the ITP Task Force
were as follows:
Offer overall general guidance for the ITP project •
development.
Provide input to develop prioritization as to the •
shared use trail system projects and implementation.
Provide input as to theme, way-finding, gateways and
signage.
Offer guidance as to bicycle use and type of trail for •
design guidelines.
Provide overall recommendations to increase •
Yorkville Integrated Transportation Plan | United City of Yorkville18
pedestrian and vehicular access to the downtown
area for economic development enhancement.
Offer input for improvements to the downtown aes-•
thetic quality.
Provide general input on the framework for downtown •
development/re-development design standards/
guidelines for land uses, sign standards, lighting,
parking, landscaping, furnishings, sidewalk improve-
ments, hardscapes, etc.
Provide a forum for consensus-building on key issues •
and decisions.
The ITP Task Force meetings provided a forum to directly
communicate progress on the project, and to receive input
from the members on key issues and components of the
plan. Additionally, public comments or concerns were
communicated to the members for input and consensus-
building. The ITP Task Force helped to create the Vision
Statement, Goals and Objectives. The ITP Task Force
met 4 times throughout the project time frame on the fol-
lowing dates:
Meeting Dates:
Meeting # 1 - October 16, 2008
Meeting # 2 - January 15, 2009
Meeting # 3 - March 5, 2009
Meeting # 4 - April 30, 2009
Public Workshop Meetings
Two public workshop/information meetings were held for
the ITP.
Public Workshop # 1 - December 4, 2008
Public Workshop # 2 - May 14, 2009
The purpose of these meetings was to gain an under-
standing of underlying issues and concerns
regarding the plan, as well as solicit input
and comments, thereby building consensus
and ownership for the project (see Appendix
B – ITP Survey Results). Valuable input was
received at both public meetings, through
feedback from the survey and from opinions
expressed verbally at the meetings.
Park and Recreation Survey and ITP Survey/
Questionnaire Results
The City’s website was utilized as an informational tool for
the public. The newsletter (described below), ITP survey,
and other project information were placed on the website,
so as to be easily accessible and available to the public
and interested parties. The online survey was conducted
to gain input on current and potential trail usage. As
mentioned previously in this report, the survey recently
completed by the Parks and Recreation Department (see
Appendix B - ITP Survey Results) also ascertained the
wishes of Yorkville residents, by demonstrating that 83%
of residents desire trails.
By collecting this feedback from the various surveys,
the ITP was able to address respondents’ attitudes and
opinions on various subjects and issues. Input gathered
through these surveys impacted the direction and deci-
sions made throughout the process of the ITP.
ITP Newsletters
Four project newsletters and fact sheets were developed
and distributed throughout the course of the project. The
newsletters served as a written source of easily under-
stood, up-to-date information regarding the ITP project.
The newsletters were available at Task Force meetings
and public workshops, and were available at several lo-
cations throughout Yorkville. The newsletters informed
people of the status of the project, important milestones,
and next steps of the project.
Publication Dates:
Publication # 1 - August, 2008
Publication # 2 - March, 2009
Publication # 3 - May, 2009
Publication # 4 - Following Plan Approval
Downtown Business Owners/Stakeholders
Downtown Business Owners Stakeholders
Meetings
It was critical to gain input and participation from business
owners in downtown Yorkville. Early in the process, the
project team held an open meeting for downtown busi-
ness owners (held on September 30, 2008) to introduce
the project and ask for participation on the task force
committee. This was followed by the May 14, 2009 public
workshop, which was held in the downtown, where spe-
cial invitations were sent to downtown business owners.
Yorkville Integrated Transportation Plan | United City of Yorkville 19
Visual Preference Survey
A Visual Preference Study was completed by the down-
town business and property owners (see Appendix
C - Visual Preference Study - Downtown Theme and
Streetscape Elements). The technique is based on the
development of one or more visual concepts to determine
which is most pleasing to the viewers. This process gave
downtown stakeholders the opportunity to review, study,
and comment on their preferences regarding features
that may be implemented in Yorkville’s downtown. The
group was able to define their preferences for architectur-
al style, theme, signage, landscaping, and other design
elements.
A summary of the results or preferences for the Downtown
Theme and Streetscape Elements are:
Theme – A general theme relating •
to historical features of Yorkville was
desired
Streetscape elements such as benches, trash cans, •
lights, etc. – generally a black color selection was
preferred
Windows with awnings•
Curved features (benches, trash cans, signs)•
Streetscape lighting with a decorative feature (i.e. •
banner or flower basket)
Landscaping – mixture of annuals and natives – bright •
colors preferred
Planter boxes•
Brick pavement with a border - most pavement de-•
signs were unique, not a simple running bond
4.2 COORDINATION AND PARTNERSHIP
Individual stakeholders were met with or contacted, to
discuss project issues, concerns, potential solutions and
options. The project team met with the following organi-
zations throughout the ITP process:
Yorkville Economic Development Corporation •
08-13-08
Chamber of Commerce •
08-21-08
Kendall County •
09-03-08
Kendall County Forest Preserve •
09-03-08
Downtown Business owners •
09-30-08
Meeting with IDOT and the City •
12-08-08
4.3 CITY STAFF AND CITY COUNCIL
City Staff
City staff had significant involvement throughout the ITP
process, at public and stakeholder meetings and in the
creation of this report. Through internal coordination and
ongoing communication with SEC Group, Inc. the com-
bined effort resulted in a document with significant input
and support from City staff.
Meeting Dates:
February 18, 2009
April 7, 2009
Coordination and communication occurred
throughout the ITP Process
City Council
The Economic Development Committee (EDC), a City
Council Committee made up of 4 of the 8 alderman and
the Mayor, received reports regarding the progress and
status of the ITP. The EDC was continuously updated
and informed throughout the ITP process. Upon review
of the plan by the EDC, it was reviewed by the entire City
Council.
Meeting Date:
EDC: July 7, 2009
City Council: September 8, 2009
Yorkville Integrated Transportation Plan | United City of Yorkville20
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville 21
CHAPTER 5 - ITP RECOMMENDATIONS
5.1 OVERALL ITP RECOMMENDATIONS
As mentioned previously, there are two areas of focus
within the ITP Project, the Shared Use Trail Plan and
the Downtown Streetscape Plan. Sections 5.2 and 5.3
provide specific recommendations for these elements;
however, there are some recommendations that apply to
both sections that are addressed below.
ITP Recommendation # 1:
Protect the Fox River and Fox River
Watershed
Protecting the Fox River through
Best Management Practices and
other environmentally-friendly
storm water runoff solutions is
highly recommended.
Knowing the Fox River and
Fox River Watershed are ex-
tremely valuable assets to
Yorkville and Kendall County,
the ITP recommends environ-
mentally-sensitive techniques
be utilized, in order to preserve
and enhance this most valu-
able feature. Therefore, pro-
tecting the Fox River through
preservation of natural fea-
tures utilizing various tech-
niques, such as innovative
storm water solutions, is the
first ITP recommendation.
Environmentally-friendly methods such as Rain Gardens
and other Best Management Practices (BMP’s) are highly
recommended within the trail system corridors and/or the
downtown area, where feasible. These innovative storm
water solutions will ensure steps are being taken to pro-
tect and preserve the Fox River and Fox River
Watershed.
Example of a Rain Garden to
cleanse storm water runoff shown
in a parking lot.
The ITP recommends imple-
menting alternative storm
water management techniques
(i.e. biobasins and bioswales)
to limit the potential for flood-
ing and to cleanse storm water
runoff. Additionally, these
techniques should be used
when impervious areas are
added to the landscape. These
innovative storm water tech-
niques allow infiltration of
runoff into the ground to re-
charge the groundwater and aquifer water resources.
The natural systems can occur in parking area medians,
with native landscape material that absorbs and cleanses
the water before releasing to the adjacent creeks and Fox
River.
ITP Recommendation # 2:
Incorporate Consistent Theme, Gateway and
Wayfinding Signage in the Downtown and
Within the Shared Use Trail System
Theme, Gateways and Wayfinding
Yorkville’s history and character
should be celebrated and
preserved for future generations
to enjoy.
Gateways and Wayfinding
Signage are an important
component of the Shared Use
Trail Plan and Downtown
Streetscape Plan. These fea-
tures can help motorists, pe-
destrians, and bicyclists find
specific locations in the down-
town area, navigate through
the core area and through the
trail network, find public park-
ing lots, and locate major ac-
tivity areas, destinations, and
trailheads. An important step
in the ITP project was to identify a theme that would
impact the ultimate design concepts for Gateway and
Wayfinding Signage (see Exhibit ‘H’ – Theme and
Character Vision).
Important historical items, proximity to the Fox River and
the general character of the Yorkville area were incorpo-
rated into the theme for downtown Yorkville and, subse-
quently, the overall signage program. (see Exhibit ‘H’
– Theme and Character Vision and Exhibit ‘I’ – Gateways
and Wayfinding Signage Concepts).
As the Vision and Concept
demonstrates, the overall
theme is focused on the physi-
cal and natural characteristics
of Yorkville. For example, the
existing buildings in the down-
town area demonstrate a
Victorian “Italianate” architec-
ture which were typically con-
structed with a lower level of
block limestone (quarried from areas along the Fox River)
with brick above for the main walls of the building.
The ITP recommends this concept theme be implemented
Yorkville Integrated Transportation Plan | United City of Yorkville22
at key locations in highly visible areas, along sidewalks,
public parks, plazas, trailheads and the like. See sections
of the Downtown Streetscape and Shared Use Trail Plan
later in this report (Section 5.3), for examples of how the
theme was incorporated into signage and wayfinding
concepts.
ITP Recommendation # 3:
Implement Walkable and Bikeable Street
Concepts Throughout Yorkville
Walkable/Bikeable Streets
The ITP plan calls for refocus-
ing transportation projects and
planning efforts on creating
walkable and bikeable streets
that provide transportation op-
tions and a better balance be-
tween cars, bikes and pedes-
trians. These roadways are a
key part of a safe, enjoyable
downtown for Yorkville and the
overall region. The pedestrian is the priority, however,
the automobile is still accommodated. Streets are a sig-
nificant component of a downtown area, and their role is
very important in the safety of bicycle and pedestrian traf-
fic. Well-designed streets can also dramatically impact
the look and feel of Yorkville.
Existing school crossing by
Yorkville’s City Hall and High
School.
The recommendations below
have been created in order to
encourage a safe, comfort-
able, pleasant environment
throughout Yorkville. The ITP
proposes future improvements
to the downtown streets, spe-
cifically, in order to create
streets and environments that
are user friendly to bicyclists
and pedestrians. Some of the
design aspects to consider are
as follows:
Pedestrians are effectively separated •
from moving traffic (wide sidewalks or
medians)
Pedestrians can cross the street safely •
and easily at designated locations, such as
clearly marked crosswalks
Intersections are designed to reduce pe-•
destrian crossing distances (bump outs)
Safe refuge (resting) islands are provided •
periodically for bicyclists and pedestrians
Barriers are minimized – designed for people with •
disabilities, older adults and children (ADA compat-
ibility with curb ramps, etc.)
On-street parking is provided, but does not dominate •
the street scene
Vehicle access, speeds and geometrics are designed •
with the pedestrian in mind
Signing is placed at key locations•
For street cross-section concept ideas for the downtown,
see Section 5.3 – Downtown Recommendations.
ITP Recommendation # 4:
Incorporate and Promote Sustainable and
Environmentally-Friendly Land Use Planning
Sustainability and Environmentally-Friendly
Land Use Planning
While a land use study was not
the focus of the ITP project, it
is an important aspect when
creating a bikeable and walk-
able community that is sustain-
able. The United City of
Yorkville Comprehensive Plan
addresses many related as-
pects of sustainability and en-
vironmentally-friendly land use
planning. The ITP supports the incorporation of such
planning and recommends that sustainable design prin-
ciples be implemented in the future, to ensure that non-
vehicular options are maximized. Opportunities should
be provided for people to get everywhere they want to go
on a daily basis by walking or biking.
Shared Use Trail
Sustainable development
practices include a framework
of open space and greenways
interconnected with trails and
walkways. Additionally, this
type of land use design
proposes a mix of land uses,
a variety of housing types,
and higher densities next to
commercial areas to make neighborhoods more com-
pact and walkable. These innovative land use patterns
are critical to a cohesive shared use trail network.
Therefore, the ITP highly recommends these innovative
concepts because they have impact on the walkability,
Yorkville Integrated Transportation Plan | United City of Yorkville 23
bikeability and aesthetical quality of Yorkville.
Sustainability in Downtown Yorkville
In order to develop the downtown as a sustainable envi-
ronment the following aspects should be promoted:
Promote walking and biking by creating safe •
streetscape environments
Implement innovative storm water solutions, such as •
rain gardens
Require landscape plantings that minimize water use •
(Xeriscape)
Create ample green space and open •
space
Install street trees throughout the •
downtown core, to reduce the heat
island effect (higher air temperatures
due to pavement, rooftops, etc.)
Promote mixed uses (entertainment, recreation, com-•
mercial, office and residential uses) allowing people
to recreate, shop and live in the downtown
By promoting ideas such as these, downtown Yorkville •
can become a more pedestrian and bicycle-friendly
environment in the future – one that is sustainable for
generations to come
5.2 SHARED USE TRAIL RECOMMENDATIONS
Safe and accessible trail connec-
tions to schools is a primary focus
of the ITP allowing children safe
routes to school.
The Shared Use Trail Plan an-
alyzed existing conditions and
provided recommendations to
improve bicycling and walking
throughout the City and sur-
rounding region. The recom-
mendations listed in this sec-
tion are a guide to be
referenced and utilized when
considering individual improve-
ments to the non-vehicular
transportation network. It is
understood that trail improve-
ments will occur over the
course of many years, and design standards and guide-
lines will need to be updated periodically. The ITP Shared
Use Trail Plan focuses on direct and safe access to des-
tinations around Yorkville and Kendall County. The ITP
also recommends solutions that balance the vehicular
transportation needs of the community with the highly
desired non-vehicular trails. Therefore, the following
items are identified, and recommendations provided, re-
garding the following categories:
Types of Trail Users•
ADA (American Disabilities Act)•
Trail Locations•
Priority Corridors•
Loop System Concept•
Design Criteria and Standards•
Non-vehicular facilities, such as trails, provide an impor-
tant mode of transportation that goes beyond recreational
use and should provide a means of transportation that
allows residents of all abilities to travel to multiple des-
tinations safely. Therefore, it is important to identify the
intended users of the trail system and design or prioritize
corridors appropriately.
Types of Trail Users
Bicyclists of all levels • (see below)
Joggers•
Walkers and parents with strollers•
Roller bladers•
Skate boarders•
ITP Recommendation # 5:
Provide Trails Throughout Yorkville for
Various Skill Levels of Bicyclists and Users
The ITP recognizes that there are various trail users and
skill levels of bicyclists. Each level of bicyclist should be
accommodated within the overall trail system. There are
three basic skill levels; avid and/or experienced, basic
bicyclists, and children, as described below.
1. Avid and/or Experienced Bicyclist
Avid or experienced riders generally use bicycles as they
would a motor vehicle. They ride for convenience and
speed, and want direct access to destinations - usually
via the existing street and highway system, with minimum
detours or delay. Avid cyclists are, typically, comfortable
riding on high speed routes (they comprise the majority
of the current users of collector and arterial streets). In
motor vehicle traffic, however, they desire routes that
are relatively uninterrupted by traffic lights and stop
signs. The avid cyclist will often choose to ride on the
road and along major transportation routes without any
bicycle facilities (i.e. bike lanes, signage, etc.). This group
of experienced cyclists will typically avoid separated bike
paths, particularly in neighborhood greenbelts because
they feel it slows them down. Avid cyclists are highly at-
tuned to bicycle safety, so they are sensitized to potential
hazards. This group of riders is a relatively small segment
of the cycling population.
Yorkville Integrated Transportation Plan | United City of Yorkville24
2. Basic Bicyclist
Basic or less confident riders
typically prefer to be “off-road”
on a trail.
Basic (or less confident) riders
may use their bikes for trans-
portation purposes, but prefer
to avoid roads with fast and
busy motor vehicle traffic.
Basic riders are typically more
casual adults or teenage riders
who are less confident of their
ability to operate in traffic with-
out special provisions for bicy-
cles. Comfortable riding on
lower traffic volume streets
and shared use paths, they
prefer designated facilities such as bike lanes or wide
shoulder lanes and sometimes avoid routes that may be
hazardous or dangerous. This group of cyclists will typi-
cally utilize a bicycle as the preferred transportation
mode, provided that the destination is reasonably close
and a good bicycle route exists. Usually comprised of
working adults or high school students and parents with
child seats/carts, these cyclists desire safe and efficient
bicycle facilities/routes. High-speed arterial streets make
them uncomfortable, even when bike lanes are provided.
This type of cyclist typically comprises a large segment of
the cycling population in any given community.
3. Children
Heartland Circle Trail in Yorkville
is an inviting and safe environ-
ment for children to travel to a
friend’s house or the park.
This group is comprised of
school age children (elemen-
tary/junior high school) who
routinely ride to and from
school or to visit friends, neigh-
bors, go to the park, and other
after-school activities. This
group of cyclists tends to have
less experience negotiating
traffic, and is not always aware
of potential hazards. They
often disobey traffic laws and
traffic control devices, and
tend to prefer the shortest
route possible. They also tend to prefer bike lanes and
bike paths. Until children reach age nine or ten, they do
not have well-developed peripheral vision,
and have difficulty with concepts such as
closure speed (e.g. approaching motor ve-
hicles). Younger bicycle riders typically
have difficulty following a straight track, and
they frequently weave from side to side
when riding.
Children, riding on their own or with their parents, may not
travel as fast as their adult counterparts but still require
access to key destinations in their community. Residential
streets with low motor vehicle speeds, linked with shared
use paths, and busier streets with well-defined pavement
markings, or greenways and open space corridors, can
all accommodate children without encouraging them to
ride in the travel lane of major roadways. Detached trails
with ample separation from vehicular traffic are the ideal
environment for children. Beginning bike riders are a
relatively smaller segment of the cycling population.
Although the trails in Yorkville should be designed (as
much as possible) to accommodate all three groups listed
above and all types of trail users, it is intended that the
Basic Bicyclist will be the primary user of the system in
Yorkville.
Americans with Disabilities Act (ADA)
Compliance
The Americans with Disabilities Act (ADA) of 1990 has
stringent guidelines to improve accessibility for those
with disabilities. Public and private agencies must ensure
that all users have access to all services and facilities.
Guidelines for the ADA include the minimum dimensions
required to achieve that access. As trail segments are
improved, ADA will need to be examined on a case-by-
case basis.
5.2.1 SHARED USE TRAIL M ASTER PLAN –
TRAIL LOCATIONS
ITP Recommendation # 6:
Execute the Shared Use Trail Master Plan with
a Focus on High Priority Corridors
Trail Locations
The Shared Use Trail Plan (see Exhibit ‘J’ – Shared Use
Trail Plan (Overall and four details of quadrants)) identi-
fies the location (*) of all existing and future trail corridors.
The Shared Use Trail Plan indicates on which side of the
roadway or waterbody the trail should be located, how-
ever specific engineering design and field verifications
will need to be completed as each project comes to frui-
tion, thus dictating the final location of the trail. Below are
the general guidelines and goals as to the locations and
alignments of the shared use trail:
Finalize trail locations and alignments per input •
from residents, city leaders and staff, Task Force
Yorkville Integrated Transportation Plan | United City of Yorkville 25
Committee and all stakeholders.
Mid-block crossings were avoided, where possible, •
for high volume and/or low visibility roadways.
Where possible, street crossings were made at inter-•
sections where a safer crossing could occur.
Railroad crossings are avoided, where possible, •
though a limited number of designated crossings will
be needed, to facilitate trail linkage throughout the
community.
Trails are sited along greenways or waterways and •
some are located within floodplain areas, assuming
no fill will occur. For significant and highly-traveled
trail corridors it is recommended that paths be located
outside of the floodway and ten (10) year floodplain
limits, to avoid frequent inundation.
Some bridge underpasses or overpasses are required •
and are shown on the Shared Use Trail Plan. Goals
of these areas are minimal impact to the natural (wet-
lands) or physical environment and minimum bridge
span. Prefabricated bridge structures with aesthetic
features are recommended.
Trail locations were sited to minimize areas that cross •
or conflict with vehicular traffic (separate from traffic
where possible).
*Locations and trail alignments shown on the Shared Use
Trail Plan are conceptual. Specific geometric and spatial
constraints will need to be looked at carefully for each of
the trail corridors. Additionally, development patterns and
unknown road improvements may also dictate changes to
the Shared Use Trail Plan. Therefore, the Plan should be
updated every two (2) years or as needed, based on the
level or intensity of development activity.
Priority Corridors and Potential Bike Lane/
Shared Roadway Routes
Priority corridors were studied once a draft of the Master
Plan was completed. Through input from the public, city
staff, etc. a plan depicting high, medium and low priority
routes was created (see Exhibit ‘K’ – Shared Use Trail
Plan -Priority Corridors). As part of this step, the proj-
ect team studied corridors where bike lanes or signed
shared roadways might occur (see Exhibit ‘L’ – Potential
Bike Lane/Shared Roadway Routes). If space exists on
certain routes bike lanes and signed shared routes are
fairly inexpensive to implement. For a detailed descrip-
tion of this plan and the priorities see the Implementation
section (Chapter 6) of this report.
Loop System Concept
Creating a loop system was an idea that surfaced from
a public workshop meeting as part of the ITP process.
Discussion revolved around the desire to create short,
medium and long distance loops to serve residents in the
immediate downtown area. The various lengths would
allow users to start in one location and loop back to their
origin and have various options for distance to travel.
Ultimately six loops were created (three north of the Fox
River and three to the south). See Exhibit ‘M’ – Loop
System Plan for the locations and distances of the trail
corridors.
ITP Recommendation # 7:
Require Strict Adherence to Section
8: Pathways and Trail Standards (Park
Development Standards within Subdivision
Ordinance)
5.2.2 DESIGN CRITERIA AND STANDARDS –
SHARED USE TRAIL
Recently constructed trail along
Cannonball Trail Road.
Design Criteria and Standards
provide a regional-wide trail
system of safe, convenient,
and attractive bicycle and pe-
destrian networks. Yorkville
currently utilizes Section 8
(Pathways and Trail Standards)
of the Park Development
Standards (as part of the
Subdivision Control Ordinance)
as the guiding document. As
an important part of this ITP
study, these standards were
thoroughly reviewed and recommended changes were
provided to the City. City staff has revised the standards
accordingly, and the draft will be presented to the Park
Board and City Council for final approval. All trail devel-
opment should follow these approved standards and,
where items are not addressed in that document, users
should follow other accepted planning and engineering
guidelines such as;
AASHTO (American Association of State Highway •
and Transportation Officials) - “Guide for the
Development of Bicycle Facilities”
BDE Manual (Bureau of Design and Environment •
Manual-IDOT Chapter 17)
MUTCD (Manual on Uniform Traffic Control Devices)•
BLR Manual (Bureau of Local Roads – IDOT)•
Summary of Section 8 (Park Development
Standards) and General Guidelines;
For approved detailed technical information regarding trail
Yorkville Integrated Transportation Plan | United City of Yorkville26
standards, see Yorkville’s Park Development Standards
noted above. Below is a summary of key items pro-
vided for general information. Some elements not cur-
rently addressed in Section 8 are provided in this section
and should be followed for all trail development within
Yorkville.
Design Speed
Twenty mph design speed should be utilized, unless •
the grade exceeds four (4%) percent, whereupon 30
mph is advisable.
The minimum horizontal radius of curvature at 20 •
mph shall be at 30 feet, and at 30 mph it shall be 90
feet.
Grades
Vertical grade on the trail shall be kept to a minimum, •
although it may not be possible in some areas.
Horizontal grades should allow for sufficient drainage •
to occur (2% minimum).
A ten (10’) foot wide area with a gentle slope should •
be adjacent to both sides of the trail.
Culverts for drainage at ravines, ditches, swales, and •
small creeks may be required.
Inventory of Existing Facilities - An inventory and site •
analysis of the existing conditions and facilities along
the proposed trail shall be conducted.
Analysis of all bridges and drainage structures will •
be needed, to determine their compliance with the
local and state requirements.
Trail Access
Appropriate access to the trail system shall be de-•
signed for all authorized users, emergency and main-
tenance vehicles.
Entry points shall be designed to control and prevent •
access by unauthorized vehicles.
Parking facilities, information for users, site ameni-•
ties, access for maintenance, emergency and secu-
rity vehicles, items to prevent unauthorized use and
assist with security, landscaping for aesthetics and
function shall be considered at appropriate access
locations.
Railroad Crossings
Well marked example of a
railroad trail crossing.
Coordination with the •
various railroads needs to
occur, to ensure safety pre-
cautions are taken into con-
sideration when designing,
constructing and maintaining
these crossings.
Special pavement sur-•
faces at railroad crossings
may be installed, to provide
safe and smoother transitions
and to alert trail users of the
upcoming crossing.
Signage
Trail Route Signage
Trail map signage example.
Overall trail signs provide
users with helpful information
to assist in navigating the trail
system. Yorkville will utilize the
Manual of Uniform Traffic
Control Devices (MUTCD)
standards for most signage
within the system. However,
trailhead and directional sig-
nage may be customized (see
related section in this report), to resemble the theme and
character of the wayfinding signage presented in this
report. There are five basic types of sign groups:
Informational signs (educational or interpretative)•
Identification markers (mileage markers/trail names)•
Warning signs•
Regulatory signs•
Directional markers•
Example of educational signage.
Informational Signs
These typically provide the
trail user with educational or
interpretative information.
Identification Markers
These are for trail users and
for vehicular users. This may
include mile markers - which
are important for trail users, maintenance forces, police,
and emergency personnel.
Warning Signs
These alert users of safety issues (curves, intersections,
Yorkville Integrated Transportation Plan | United City of Yorkville 27
and steep slopes or terrain). Typically these signs are
yellow and diamond-shaped with black lettering.
Regulatory Signs
These are usually white and rectangular, with black let-
tering. Regulatory signs provide information on trail use
and etiquette.
Directional Markers
These typically use arrows or wording to indicate in which
direction to travel, and include the trail name, distance
and direction. Yorkville will utilize customized directional
signage at trailheads and key overlooks, or special points
of interest.
Per Section 8 (Park Development Standards), the follow-
ing applies to signage for the Yorkville shared use trail
system:
Approved standard precautions and signage shall be •
used in the design of the trail at intersections with the
roadway. Warning signs, stop signs, striped cross-
walks should be utilized at all roadway crossings and
must be ADA compliant
A uniform signage system, incorporating the Park •
and Recreation Department and the United City of
Yorkville sign standards, shall be designed for the
trail. All signage shall conform to the guidelines of the
MUTCD and the Illinois Supplement to the Manual of
Uniform Traffic Control Devices (ILMUTCD)
All custom signage shall be approved by the Parks •
Department, prior to installation. Custom signs will be
considered on a case-by-case basis
Examples of MUTCD (Manual on Uniform Traffic Control Devices) specific to
trail signage
Trailheads
Designed to be effective and usable, the trail system shall
incorporate trailheads and access points throughout the
community. These elements should be designed to pro-
mote safe, efficient and easy access to the trail system.
For conceptual locations of trailheads, rest areas and
directional signage (see Exhibit ‘N’ – Gateways and
Wayfinding Signage). Not all features are located on
City or public property and, therefore, easements or land
acquisition/donations may be required. For guidelines
and more detailed information on Trailheads (see Exhibit
‘O’ – Trailheads and Wayfinding Signage).
Custom Trail Signage (Trailheads and
Directional)
All custom trail signs should incorporate consistent visual
elements, to reflect the look and feel of the Yorkville
parks and trails system and the established Theme
and Character, as defined by this ITP document. Each
sign should feature a consistent logo, material palette,
sign shape, typeface and color scheme (see Exhibit
‘O’ – Trailheads and Wayfinding Signage for example
concepts).
Rest Area and Overlooks
Rest areas and Overlooks should be incorporated along
the shared use trail at key points. These areas allow
users to rest, gather, socialize and, if located at a scenic
location, encourage users to take in the view. Rest areas
can be a simple shaded bench or more comprehensive,
with educational and interpretative signage.
Sitting areas will be located in conjunction with •
Yorkville Integrated Transportation Plan | United City of Yorkville28
existing or proposed parks, historic, scenic, or unique
points of interest
Each location will be individually designed, and take •
into consideration the existing features of the site and
trail alignment
Trail Widths and Clearances
The trail width shall be ten (10’) feet, not including the •
area needed for shoulders.
For high traffic volumes, a twelve (12’) foot trail width •
is suggested.
Reduced widths of eight (8’) feet will be considered on •
a case-by-case basis, based on use, site constraints,
or topographic features.
A minimum two (2’) foot wide (preferable three (3’), •
foot) level graded shoulder with grass on each side,
for safety clearance.
Vertical clearance shall be a minimum of eight (8’) •
feet above the trail.
A minimum separation of five (5’) feet from the face of •
curb of the roadway, to the edge of trail shoulder.
Railings shall be considered on a case-by-case basis. •
Steep side slopes or a fixed hazard that cannot be
removed or relocated may dictate railing locations.
Trail Bridgesg
Example of a trail crossing over
the Fox River.
In places where trails cross
creeks or drainage corridors,
pre-fabricated single span
bridges or culvert crossings
may be utilized to create safe
passage, while providing visual
interest along the trail. Bridges
provide trail access during pe-
riods of high water, and miti-
gate safety concerns and
maintenance costs associated
with low water crossings.
Bridges shall be installed •
to connect trails across valleys, streams, creeks, ra-
vines, etc.
New bridges shall be constructed with a minimum •
width of ten (10’) feet.
A barrier shall be provided to prevent use by unau-•
thorized vehicles.
The minimum clearance width for trails •
shall be the same as the approaching
paved trail.
Handrails, barriers, or fences shall be •
located on both sides of the trail, where
appropriate. Taller barriers or fence sec-
tions may be desired at locations such as a
highway or ravine.
Yorkville Integrated Transportation Plan | United City of Yorkville 29
Yorkville Integrated Transportation Plan | United City of Yorkville30
Landscape
While landscape adds to the aesthetic quality of a trail
corridor or trailhead it also provides shade and other en-
vironmental benefits. Below is a summary of landscape
guidelines specific to trail routes and/or at trailheads:
Utilize native landscape plant material that is drought •
tolerant.
Trees of heights and patterns complementary to •
human scale, with high branches and upward branch-
ing habits.
At trailheads, perimeter landscaping should define •
edges that reduce the impact of parked vehicles,
and enhance the trailhead, yet provide visibility for
security reasons.
Wind screens may be incorporated, to protect users •
from cold winds, particularly on ridges and exposed
areas.
Trail Cross-Section and Surface
The trail shall be designed to accommodate the •
wheel loads of occasional service vehicles, such as
emergency, patrol, construction, and maintenance.
The trail surface shall be suitable for bicyclists, jog-•
gers, roller bladers, walkers, etc., and it shall be
handicap accessible.
There are several types of trail surfaces that may be con-
structed depending on location and existing conditions.
The City will determine which trail surface is appropriate
as more detailed studies are completed for the trail seg-
ments. The section below provides a summary of each
type of surface that is available for consideration.
Types of Surfaces
Hard or Paved Surfaces
Most existing, shared use paths within the City have been
constructed as asphalt trails. Concrete surfaces will only
be considered if constraints or other reasons deem this
surface is necessary. While a Portland Cement Concrete
(PCC) surface is extremely durable, and perhaps aes-
thetically preferred in some cases, it is not ideal for trail
use for several reasons. First, PCC construction is very
costly. Second, the rigidity of the surface is undesirable
for runners, and thirdly, the required expan-
sion and contraction joints cause discomfort
for cyclists and especially in-line skaters.
For these reasons, Bituminous (asphalt) is
the preferred surface for trails; however this
material does require periodic maintenance
(e.g. filling cracks, periodic resurfacing,
etc.). Asphalt or bituminous paths should
be constructed per the approved standards (see Trail
Cross-Section).
Limestone Screening Surface
Another option for shared use trails is a surface consist-
ing of limestone screenings. This surface is muchless
expensive to install than asphalt, but does require more
intensive maintenance. This material is desirable for
low traffic areas or in areas of environmental concern.
Limestone screenings are typically constructed by strip-
ping the topsoil, placing a compacted gravel base, and
then applying a 2-3” surface of limestone screenings.
The screenings compact very well and continue to harden
over time. The surface provides excellent traction for
cyclists, although is undesirable for in-line skaters due to
the loose material that can occur.
This type of surface actually creates more noise than other
surfaces, however, this can improve safety in a shared use
environment, by providing a warning to pedestrians of an
approaching cyclist. Finally, because of their lower initial
cost, limestone paths can provide an interim improvement
until funds are available for an asphalt surface. Loose
material is typically limited to the top eighth of an inch,
while material below the surface has consolidated into a
firm structure. The loose material provides good traction,
but tends to erode on steep slopes.
Proper drainage and storm water runoff control is ex-
tremely critical with limestone trails. In locations where
slopes over 4% cannot be avoided - or within floodplains
- an asphalt, concrete or grass surface should be used.
Bark or Grass/Mowed Surface
Bark or Grass/Mowed trail surfaces are rarely utilized for
bicycle travel, however, for trails located on steep slopes
and within floodplains they may be appropriate. Bark or
wood chips should be at least four (4”) inches deep and
should be replaced every year, due to compaction and
dislocation. Bark or wood chips should not be used near
streams or wetlands, within the floodplain, or on portions
of the trail with cross-drainage or storm water runoff.
ITP Recommendation # 8:
Design and Construct Various Types of Trails
Within the ITP Study Area
Trail Type
To address the non-vehicular transportation needs, the
ITP provides vision, recommendations, and direction, in
Yorkville Integrated Transportation Plan | United City of Yorkville 31
order to create a comprehensive and cohesive shared use
trail system. To successfully implement the Shared Use
Trail Plan, the ITP proposes that there be many types of
trails with associated cross-section options, which allow
adjustment to the trail section, depending on the location,
constraints and need of the trail users. There are six basic
types of bicycle facilities that can be implemented: shared
use roadways, signed shared roadways, wide shoulder,
striped or marked bike lanes, shared use trail (detached
from road), and greenway or nature trail. This section
provides a description of each type of trail.
1. Shared Use Roadway
Fox Road, River Road and Lisbon
Road are examples of potential
Shared Use Roadway Facilities
for the short term, until future
improvements occur.
The term Shared Use
Roadways simply refers to
roads and streets that may be
legally used by cyclists. Under
Illinois law, cyclists may use
any street or highway unless
posted otherwise. Generally,
bicyclists are prohibited only
on Interstate Highways and
other high speed limited
access routes. Therefore,
almost all streets in Yorkville
and Kendall County technically
qualify as Shared Use
Roadways. While cyclists may
legally use any public roadway, it does not guarantee that
the routes are safe for cyclists, and they may not have
signage designating it as a bike route. Cyclists can utilize
any part of the road lane and, therefore, cause vehicle
and bicycle conflicts. This type of facility is only used
where there are significant spatial constraints, or reasons
that preclude other options, as listed in this section. Given
these constraints, the corridor becomes very important,
in terms of reaching destinations and, therefore, needs to
be included as part of the system. Fox Road may be a
good candidate for this type of trail, until future road im-
provement can occur or funding is provided for more sig-
nificant trail improvements. Rural roads with low traffic
volumes, such as Lisbon Road, may be good corridors for
this type of facility as well.
2. Signed Shared Roadways
A more recent prac-
tice and option to the
Shared Use Roadway
designation is to have
a Shared Use Symbol
painted on the pave-
ment - with associat-
ed signage along the
right-of-way. This fa-
cility type encourages
the motorist and the bicyclist to share the road and, most
importantly, shows the cyclist where they are expected to
ride. This type of facility is most appropriate on roads
with wider pavement widths. They are typically signed,
and serve to provide continuity with other bicycle facilities
through corridors where construction of a dedicated five
(5’) foot bike lane or detached shared use path is not fea-
sible. The signage of these routes indicates a determina-
tion has been made that these routes are suitable for bi-
cycle use. Low traffic neighborhood streets or collector
streets without on-street parking (or minimal on-street
parking) are the best candidates for this type of system.
The markings on the pavement may demonstrate the
destination of the route as well (i.e., Downtown Yorkville)
so that cyclists know where they are going.
3. Wide Shoulder
A wide shoulder (e.g. existing
situation along Van Emmon
Road generally from downtown
to Route 71) is also an accept-
able means of promoting bicy-
cle use on roadways.
Occasionally they may only be
2’ to 3’ wide, however five (5’)
foot is preferred, so bicyclists
can feel more comfortable and
have an area in which to ride. As compared with the
Signed Shared Roadway, which may designate the bicy-
clist to ride within the vehicular travel lane, this use pro-
vides a wider shoulder, separating bicyclists slightly more.
This can help to minimize erratic maneuvers on the part
of motorists, and enhance the comfort level for the
bicyclist.
Yorkville Integrated Transportation Plan | United City of Yorkville32
4. Striped or Marked Bike Lanes
Bike lane example.
Spatial constraints within the
right-of-way may hinder the
construction of a side path or
detached trail and, therefore,
sometimes a bike lane makes
more sense for the experi-
enced bicyclist’s direct travel,
as part of the street cross-
section. Also, bike lanes on
roadways provide an excellent
means of achieving efficient,
non-motorized transportation
through Yorkville and the sur-
rounding region, without significant cost. Striped bike
lanes are configured along the right edge of the roadway
with a solid white painted line. They help to define the
space to ride, decrease stress for bicyclists, encourage
bicyclists to ride in the correct direction, and alert motor-
ists that cyclists have a right to the road. Overall these
types of facilities help to better organize the flow of traffic,
and reduce the chance that motorists will veer into a cy-
clist’s path of travel. Bike Lanes are intended for the ex-
clusive use of bicyclists, so vehicular traffic is often pro-
hibited from crossing into a bike lane, except when making
a turn. Vehicles can sometimes be allowed to park in the
bike lane on low traffic volume roads, or where minimal
parking use occurs. If parking is allowed, there is typi-
cally space and room to pass the cars without veering
into the adjacent lane. “Share the Road” signs and pave-
ment markings can also be utilized in this type of facility.
Design guidelines published by AASHTO do present rec-
ommendations for inclusion of Bike Lanes on routes that
allow parallel parking.
The ITP study specifically examined where bike
lanes or signed shared roadways could occur. In the
Implementation section of this document, roads are listed
with designations regarding the type of on-road facil-
ity that may be possible (see Exhibit ‘L’ – Potential Bike
Lane/Shared Roadway Routes).
5. Shared Use Trail
Shared use trails are typically
physically separated from
roadways, and are normally
shared by bicycles, joggers,
wheel chairs, strollers, pedes-
trians, roller bladers, skate-
boarders, and dog walkers.
They are usually paved, with
an asphalt surface, but may
also have a gravel or Portland Cement Concrete surface.
More importantly, shared use trails serve as extensions
of road networks, offering viable connections between
key nodes and destinations, such as work, schools, li-
brary, parks, shopping areas, historical and cultural sites
and tourist attractions. Most of the trails shown within the
ITP study limits are shown as this type of trail. Sidewalks
are not considered shared use paths, primarily for safety
reasons. In selected high traffic pedestrian areas, namely
downtown Yorkville, bicyclists should walk their bikes if
using the sidewalk until they can access a shared use
trail or roadway. Yorkville may need to revise or update
ordinances in the future to address potential conflicts.
6. Greenway and Nature Trails
Greenway and Nature Trails
typically incorporate varying
types and intensities of human
uses, including trails for recre-
ation and travel and passive or
active park facilities, including
open playing fields. Nature
trails are a form of shared-use
path, although they typically
run through environmentally-
sensitive areas. The surfacing and width specifications
are more flexible than for shared-use paths; for example,
nature trails may have a soft, permeable surface, such as
bark, wood chips, or crushed aggregate (limestone
screenings) in lieu of asphalt. Therefore, nature trails are
not necessarily designed to be ADA accessible, except at
parking areas, restrooms, and picnic areas. The width of
the nature trail may be very narrow to allow for passage
through densely vegetated areas and hilly terrain.
5.3 DOWNTOWN STREETSCAPE PLAN
RECOMMENDATIONS
The purpose of the Downtown Streetscape Plan is to pro-
vide general standards and guidelines for the pedestrian
and bicycle environment in the downtown area of Yorkville.
While the ITP study is not a comprehensive or detailed
Streetscape Plan, general standards are provided which
focus on the pedestrian and bicycle environment, circula-
tion, and safety. An active downtown seeks to achieve
elements such as reduced traffic speeds, which can
result in making the streetscape more enjoyable, aes-
thetically pleasing, and safe for all users. Therefore ben-
efits are recognized, such as: reducing conflict between
non-vehicular and motorist traffic, increasing pedestrian
and vehicular access to the downtown area (enhancing
economic development), and providing connections to
Yorkville Integrated Transportation Plan | United City of Yorkville 33
recreational opportunities like the Fox River.
The following categories are addressed in this section:
Attracting Market Groups to the Downtown•
Theme and Character •
Environment in and Access to Downtown, Including •
Discussion on IL Route 47, Bicycle Access, Pedestrian
Environment, and Downtown Streets
Traffic Calming Techniques, ADA, Parking and •
Façade Treatments
Streetscape Elements•
ITP Recommendation # 9:
Attract a Variety of Market Groups to the
Downtown
Attracting Market Groups to the Downtown
A market study was not included in the scope for this
ITP project, however, it is important to understand how
Yorkville might attract various market groups to the down-
town. Streetscape improvements alone do not bring
residents and businesses to a downtown, and therefore
a comprehensive approach is needed. Working with the
Economic Development Corporation, the City should en-
deavor to design a vibrant downtown, appealing to - and
attracting - the various groups listed below.
Community Residents
For this group, downtown Yorkville should represent the
center of social recreation, as well as a place to live and
conduct business. For example, if City Hall is located in
the downtown, residents from all over Yorkville will travel
downtown to attend City Hall meetings, and conduct other
government business. In addition, downtown Yorkville
can also draw residents from throughout the City for
special events and other occasions. Many citizens also
periodically frequent downtown retailers, restaurants,
and bars. A truly successful downtown revitalization will
cause more community residents to visit the downtown
more often, greatly contributing to the vitality of the area.
Shopping, Food and Entertainment
Many vibrant downtowns are home to a large number
of restaurants and entertainment options. As Yorkville
grows, the downtown can improve on the food and enter-
tainment options. Restaurants, bars, and other entertain-
ment venues can often benefit greatly from proximity to
other similar venues along with special events or occa-
sions. Visitors are likely to stay longer (and spend more)
downtown, if additional venues are located there.
Local Students and Youth
Many young people are attracted to downtowns and,
therefore, youth-friendly stores should be provided.
Stores selling clothing, toys, music, candy, soda, etc.
and restaurants attract younger consumers. Additionally,
community events attract high school students and young
families to the downtown.
Downtown Residents
A fair number of people already live within walking distance
of Downtown Yorkville and this plan proposes efforts to
increase the number of residents in the immediate area.
Higher densities that are typically appropriate in an urban
core bring additional consumers within walking distance
to a marketplace. Also, having a significant population
in the downtown draws visitors from out of town. Having
significant population (purchasing capacity) is typically a
critical component of a successful downtown.
Downtown as a Workplace
Attracting businesses and offices is a key component to
having a vibrant downtown during the day. People who
work downtown represent a significant market for res-
taurants (breakfast, lunch, and coffee break). Also, after
work hours, bars and restaurants are prime destinations,
and shops can offer convenience shopping, as well.
As mentioned above, it is important to have a downtown
that is appealing to these groups, to truly make it a vibrant
area. While some streetscape improvements can attract
people to an area, it is often the synergy of the above
items that brings people to a downtown.
ITP Recommendation # 10:
Apply the Gateway and Wayfinding Signage
Throughout the Downtown Region per the
Established ITP Theme Concept
Theme, Character and Wayfinding/Signage
As described previously in the report, the ITP defines
a theme for the shared use trail signage, as well as the
downtown wayfinding and signage. The signage for
downtown Yorkville can be applied at key “gateway” loca-
tions, parks, public spaces, and along roads at the city
limits and other key gateway locations. Gateway signage
for the downtown welcomes visitors and residents into
the region, and establishes pride in the community. As
described in the Theme and Character Vision (Exhibit
H), incorporating historical items of Kendall County and
Yorkville Integrated Transportation Plan | United City of Yorkville34
Yorkville will ensure the history of the area is preserved
for and enjoyed by future generations. Wayfinding and
signage concept sketches for Yorkville’s downtown em-
brace the theme described previously. (see Exhibit ‘I’
– Gateway and Wayfinding Signage Concepts). Also, a
Gateway and Wayfinding Signage Downtown Plan reflects
potential locations of features, such as public spaces,
plazas, parks and open space corridors. (see Exhibit ‘P’
– Gateway and Wayfinding Signage– Downtown Plan).
Pedestrian informational signs, directional signage and
kiosks are located throughout the downtown area.
Pedestrian Environment, Downtown Streets and
Traffic Calming Techniques
Design improvements should be provided for key streets
within the downtown, to create a pedestrian environment
and to improve accessibility to the downtown within the
core area. Pedestrian-oriented streets place emphasis
on areas where buildings abut the streets, and should fea-
ture proper spatial relationships for streetscape elements,
including landscape plantings, street lighting and street
furniture, such as bench seating. The streets in down-
town Yorkville are very visible and, if properly designed,
can vastly improve the aesthetics and pedestrian/bicycle
environment, thus inviting people to come downtown.
ITP Recommendation # 11:
Improve Downtown Streets, Pedestrian
Environment and Non-vehicular Access with
Traffic Calming Techniques
Pedestrian Environment
The primary pedestrian routes
within downtown are the side-
walks. While many of the side-
walks within the downtown
core area are in fair condition,
sidewalks in other areas are
either missing, or may require
significant maintenance and
repair. The plan should identify
a continuous, safe and attrac-
tive sidewalk system, to service all areas of
downtown Yorkville. The existing pedestri-
an network has been examined, specifically,
within a 10 minute walk of the core down-
town area, as described in Chapter 3 of this
report. Based upon those findings, the ITP
recommends sidewalk improvements within
this defined area - as specified on Exhibit
‘R’ - Downtown Area Sidewalk Improvements.
Priority corridors shown on the exhibit as “identified for
improvement” were chosen because they achieve one or
more of the following goals:
Improve walks in areas devoid of sidewalks•
Provide direct access to the downtown core area•
Provide efficient mobility and direct routes•
Enhance accessibility and connectivity•
Promote a comfortable/attractive environment •
Improve slope or grade•
By implementing the sidewalk improvements, the core of
downtown Yorkville will become a much more walkable
area.
Pedestrian Zones
Appropriate pedestrian zones in the downtown core area
are an important focus, when trying to achieve a better pe-
destrian environment. The pedestrian zones are located
from the curb to the front property line or building façade
of the adjoining parcels. These zones provide areas
along the street corridor for landscaping, street furnish-
ings, and pedestrian circulation. Currently the downtown
street corridors lack defined or appropriately designed
zones. This ITP recommends incorporating these design
recommendations as property re-develops, and as future
streetscape improvements occur. The following section
discusses the specific functions and minimum dimensions
for each sub-zone within the pedestrian zone. There are
typically four sub-zones (see descriptions and exhibits on
the following page)
Frontage Zone1.
Pedestrian Zone2.
Planting/Amenity Zone3.
Edge Zone4.
1) Frontage Zone
The frontage zone is the area adjacent to the property
line. It may be defined by a building facade, landscaping
area, fence, or screened parking area. A minimum width
of three (3’) feet should be provided for the frontage zone.
The width of the frontage zone may be increased, to ac-
commodate a variety of activities associated with adja-
cent uses, such as outdoor seating or merchant displays.
If space does not permit, this zone can be eliminated.
2) Pedestrian Zone
The pedestrian zone is intended for pedestrian travel
only, and should be entirely clear of obstacles and pro-
vide a smooth walking surface. The throughway zone
should be, at a minimum, six (6’) feet wide, which is the
minimum comfortable passing width for two wheelchairs
on a sidewalk.
Yorkville Integrated Transportation Plan | United City of Yorkville 35
3) Planting/Amenity Zone
The planting/amenity zone is the key buffer component
between the active pedestrian walking area and the
vehicle traveled area. Street trees, planting strips, street
furniture, bollards, signal poles, signals, electrical, tele-
phone and traffic signal cabinets, signs, fire hydrants and
bicycle racks should be consolidated in this zone, to keep
them from becoming obstacles to pedestrians. The plant-
ing/amenity zone should have a minimum width of three
(3’) feet in narrow road sections. A more comfortable
and, therefore, desirable dimension is eight (8’) feet for
the planting/amenity zone.
4) Edge Zone
The edge zone (sometimes called obstruction free zone)
provides an interface between parked vehicles and street
furniture. This zone should, generally, be kept clear of any
objects. Parking meters or other small vertical features
may be placed here with consideration to door swings.
The edge zone should have a minimum width of one (1’)
foot, preferably two (2’) feet.
Often existing conditions do not allow the appropri-
ate amount of space for all of the pedestrian zones.
Therefore, Options A, B, C, and D are provided below for
reference, and each street or area should be studied in
detail and planned on a case-by-case basis, depending
on available space. The exhibits below show the “typical”
treatments in plan and section view.
Yorkville Integrated Transportation Plan | United City of Yorkville36
OPTION A
- 25’ total width
-Typically, street right of way does not allow the space for this option, so the front setback will need to be increased, resulting in the property owner having the “frontage
zone” on their property
-Utilized for restaurants and businesses that desire the public space in front of their facility
OPTION B
- 19’ total width
-Large frontage zone is eliminated (space for planter boxes)
-Emphasis on the planting/amenity zone, to allow maximum area for street trees, benches, bike racks, flower beds, etc.
Yorkville Integrated Transportation Plan | United City of Yorkville 37
OPTION C
- Limited space exists (12’ total), so amenity planting zone is reduced; however, space exists for small landscape plants, light poles and hanging baskets
-This situation is fairly typical in most downtown areas, due to limited space in the right of way
OPTION D
- This situation occurs when only eight (8’) feet or less exists
- No frontage zone can be accommodated
- Space may exist in the amenity zone for lighting poles and bollards
-Parking bays should be added periodically (eliminate some parking spaces), in order to provide a streetscape program
Yorkville Integrated Transportation Plan | United City of Yorkville38
Route 47
The future widening of IL Route 47 and additional im-
provements considered for the downtown Yorkville area
will, potentially, have a negative impact on the pedestrian
environment. Crossing IL Route 47 at Van Emmon and
Hydraulic is a significant constraint, as pedestrian cross-
ings will need to be clearly identified for the pedestrian
and the automobile user. Also, the east and west sides
of IL Route 47 are very narrow and with the elimination of
parking and widened lanes the pedestrian environment
is challenged. To accommodate the negative factors,
as part of this ITP project, Yorkville and IDOT are pursu-
ing solutions to these impacts. Currently a wall/raised
planter bed is being proposed along each side of Route
47 along with decorative fencing. The ITP recommends
that this wall be faced with materials that match the theme
for signage and wayfinding (see Exhibits ‘H’-Theme and
Character Vision and ‘I’ - Gateways and Wayfinding
Concepts).
Based upon the understood pedestrian zones de-
scribed above, the ITP suggests future improvements
to specific streets in downtown Yorkville. The overall
characteristic of street cross-sections should create an
environment that is appropriate to the design speed of
the street. When modifying a street cross-section, the
design elements need to be considered, along with the
traffic volume. Design elements relevant to the vehicle
include lane widths, pavement markings, materials and
colors; curb design, and on-street parking. Design ele-
ments more relevant for the pedestrian include: building
setbacks, street trees, sidewalks and furnishings. The
greater the level of pedestrian activity, the lower the
design speed and posted speed should be, to improve
the pedestrian environment in downtown Yorkville. The
streets listed below were studied to determine how they
could be modified in the future to be more pedestrian and
bicycle-friendly.
Note: These are conceptual illustrations only designed to
fit within the existing right-of-way. However field condi-
tions and other variables may not allow the exact dimen-
sions as shown. Roadway improvements and easements
may need to be acquired in some areas, to achieve the
proposed cross-section. The sections also assume po-
tential redevelopment on sites where easements could be
acquired.
Route 47 (focus on west side)•
Hydraulic Street•
Fox Street (residential sections or areas •
only)
South Main Street•
Yorkville Integrated Transportation Plan | United City of Yorkville 39
Proposed Conceptual Street Section for Hydraulic
Proposed Conceptual Street Section for Fox Street (Residential areas only)
Yorkville Integrated Transportation Plan | United City of Yorkville40
Proposed Conceptual Street Section for South Main Street
Proposed Conceptual Street Section for Van Emmon
Yorkville Integrated Transportation Plan | United City of Yorkville 41
Traffic Calming Techniques
Example of traffic calming sign.
Modifying or improving street
cross-sections is an important
step in making downtown
Yorkville a more pedestrian-
friendly place. In relationship
to the street sections there are
various other traffic calming
and safety techniques to be
considered and, therefore,
recommended as part of this
ITP.
Traffic calming is a combination of techniques used to:
reduce the negative effects of motor vehicle use, alter
driver behavior and improve conditions for pedestrians
and bicyclists. Traffic calming objectives are: enhance
the street environment and aesthetics, reduce cut-through
vehicle traffic, slow vehicles down, reduce accidents, and
increase safety perceptions. The ITP recommends con-
sideration of traffic calming techniques such as;
Refuge islands (bump outs) with barriers (where •
needed) to protect the pedestrian
Intersection improvements•
Alternative trail and sidewalk surfaces and colors at •
crossings
Raised pavement areas•
Safe sight and stopping distances•
Clearly visible traffic and directional signing and •
pavement markings
In summary, the ITP recommends solutions to im-
prove interactions between vehicular, bicycle and
pedestrian routes, and to overall improve the walkabil-
ity of the downtown area (see Exhibit ‘S’ – Downtown
Recommendations).
Intersection Improvements
Several intersections have been identified as prime
candidates for future improvements for pedestrian
safety. (see Exhibit ‘S’ – Downtown Recommendations).
Improvements at these intersections may include bump
outs, pedestrian refuge islands, special crosswalk pave-
ment (see below), and additional signage and pavement
markings.
Crosswalk Treatments
Crosswalk treatments can
occur at intersections and mid-
block crossings. Improved
crossings should be estab-
lished at intersections (as
mentioned above), to better
unify the downtown areas and
provide safe connections be-
tween existing and future loca-
tions such as:
Existing downtown core (IL Route 47 and Hydraulic/•
Van Emmon)
Surrounding residential areas•
Whitewater Recreation Facility•
Riverwalk•
Bicentennial Riverfront Park•
Future public plazas, shopping areas, civic uses•
When designing crosswalk treatments, appropriate sig-
nage and striping measures should be applied per the
MUTCD (Manual on Uniform Traffic Control Devices).
The hierarchy and appropriate locations include the fol-
lowing applications:
Standard Markings - All crossings should be identi-•
fied with parallel lines
Enhanced Markings - Ladder striping, if colored/•
textured pavement is not utilized (i.e. stamped
concrete)
Colored pavers – A distinctly patterned paver may •
be applied to distinguish intersection crosswalks and
mid-block crossings in the core or transition zone,
consistent with the proposed theme and as shown on
the Streetscape Elements Exhibit ‘Q’
Slope / Grade
Where possible, the cross slope of pedestrian street
crossings, at either marked or unmarked crosswalks,
should be not more than eight (8%) percent, measured
perpendicular to the direction of pedestrian travel. Also,
where possible, the running grade of pedestrian street
crossings, at either marked or unmarked crosswalks
should be not more than five (5%) percent in the direction
of pedestrian travel in the crosswalk. Crosswalks at sig-
nalized intersections should be marked on the roadway
with pavement markings, and should be at least eight (8’)
feet wide and preferably ten (10’) feet wide.
Yorkville Integrated Transportation Plan | United City of Yorkville42
Intersection Sight Triangles
A corner triangle of thirty (30’) feet by thirty (30’) feet should
be kept clear of any unnecessary visual obstruction. In
addition, minimal obstructions should be maintained in a
sight triangle, as defined using AASHTO recommended
methodologies and appropriate street cross-section and
intersection designs.
High Visibility Crosswalk Markings
High visibility crosswalk mark-
ing is an added feature beyond
the use of the standard or en-
hanced pavement markings,
colored pavement, or special
pavers. High visibility cross-
walk markings can be in the
form of signage, special pave-
ment markings, flashers, or
in-ground lights. High visibility
crosswalk markings should be provided at all mid-block
crossings and at intersection crossings where no traffic
control is provided. Signage identifying the pedestrian
crossing location should be incorporated wherever a mid-
block crossing is designed. In high pedestrian and bicycle
activity areas, or for pedestrian and bicycle path cross-
ings, enhanced features such as flashers or in-ground
lights should be considered.
Mid-Block Crossing and Pedestrian Refuge
Islands
Mid-block crossings and pedestrian refuge islands with
curb extensions should be considered at locations where
a substantial number of pedestrians or bicyclists attempt
to cross streets, regardless of the presence of protection
or identification of the crossing. These circumstances
typically occur in locations with pedestrian attractions
on both sides of a roadway, in areas with a combination
of street-facing retail shops and on-street parking, and
the presence of long blocks (i.e., blocks of 600-feet or
greater). Mid-block crossing will only be applied to limited
locations, and will be analyzed on a case-by-case basis.
Multilane un-signalized, controlled mid-block crossing
should be avoided. Refuge islands should, generally, be
considered for crossings wherever there is a
median. Refuge islands in medians should
be at least six (6’) feet wide.
Curb Extensions (Bump Outs)
Curb extensions are the side-
walk areas that extend beyond
the regular curb lines, into the
traveled way or parking lane.
When on-street parking is pro-
vided, curb extensions should
be provided at all intersections.
They are encouraged at mid-block crossings in limited
locations. Curb extensions should not be constructed
beyond bicycle and vehicle travel lanes.
Applicable MUTCD Standards
MUTCD standards should be followed for crosswalk
improvements in Yorkville. Below are some of the appli-
cable standards for this ITP project. Pedestrian crossing
intervals should be calculated at the walking speed of four
(4) feet per second (less if other factors are present, such
as steeper slopes, or if the crosswalk length is greater
than 50 feet). Extended time for pedestrian crossing may
be initiated by a long (e.g., greater than three (3) seconds)
button press. MUTCD recommends calculating the
clearance interval, based on the pedestrian reaching the
farthest edge of the traffic lane on the opposite side of
the street. Total crossing distance, as defined by MUTCD,
should include the entire length of the crossing - plus the
length of one curb ramp.
ITP Recommendation # 12:
Encourage redevelopment opportunities and
improve bicycle and pedestrian connectivity
between the core downtown and key
destinations/attractions
Pedestrian Environment Along the Fox River
- Bike/Pedestrian Bridge, Riverfront Park and
Whitewater Recreation Facility
Yorkville has a tremendous
opportunity given the recent
construction of a whitewater
recreation facility on the Fox
River. Combine this amenity
with natural beauty of the Fox
River Valley, Riverfront Park
and the proximity to downtown
Yorkville there is endless po-
tential. The ITP recommends
the City maximize on this po-
tential by taking actions steps
such as pursuing additional
Yorkville Integrated Transportation Plan | United City of Yorkville 43
public land along the Fox River, and acquiring easements
and accessibility to expand the Riverwalk.
Fox River Bike/Pedestrian Bridge
Yorkville recognizes that por-
tions of the Fox River water-
front is privately owned yet
access along and across the
natural feature is desired. The
Plan shows a river side trail
(along the south side of the
Fox River) and four potential
bridge crossing locations. As
part of this ITP project the
crossings have been identified and a priority assigned.
Two viable locations for the Fox River Trail crossing have
been identified (1A and 1B) however both are not needed.
Further study is required to determine which location is
best suited for a bridge and associated landing areas on
the north and south banks of the River.
Bike/Pedestrian Bridge Priority # 1A
West side of Riverfront Park to the north bank
Bike/Pedestrian Bridge Priority # 1B
East side of Riverfront Park to Worsley
Bike/Pedestrian Bridge Priority # 2
Beecher Extension
Bike/Pedestrian Bridge Priority # 3
Van Emmon (Saw Wee Kee Park) to Route 34
#1A
#2
#1B
#3
Potential Redevelopment Areas/Sites
Many redevelopment opportunities exist in the downtown
(see Exhibit ‘S’-Downtown Recommendations). Unlike
many downtowns, Yorkville has large parcels of land that
are either under one owner or can be compiled into sig-
nificant development projects. The City should encour-
age cohesive parcels of land to be assembled and should
also pursue purchasing key properties for future public
use (parking, parks, and open space). Lastly, as these
properties are improved, recommendations within this
report can be implemented.
Alleys Behind Businesses on IL Route 47
The existing alleys behind the
businesses along Route 47
has potential to be improved
aesthetically while also providing
improved pedestrian access.
Behind the businesses that
front on to IL Route 47 alley
ways exist that access City
owned public parking. The
ITP recommends improving
the vehicular and pedestrian
environments in this area.
Pedestrian promenades could
be developed and landscaping
and other streetscape ele-
ments could be incorporated
to improve the aesthetics and
walkability. Further study of
details for this area should be
conducted.
Focal Points and Gathering Places
Focal points (identified on
Exhibit‘S’-Downtown
Recommendations) could be
locations for small plazas,
courtyards, open spaces and
vertical features. The features
are located at a very prominent
position - often at the terminus
of a street in downtown
Yorkville. Because of the
areas’ high visibility and vicinity within the downtown,
these are ideal areas to implement pedestrian gateways,
signage monumentation, streetscape amenities, public
art, perennial flower beds and the like. These areas could
also simply be gathering places designed to accommo-
date both passive use and organized events.
Bicycle Access in the Downtown
Downtown bicycle access needs to be improved. It is an
important mode of current and future transportation in
Yorkville. A clearly-designated bicycle route should be de-
veloped downtown, with connections to core businesses
or public areas (whitewater recreation facility, riverwalk,
etc.). Exhibit ‘S’ – Downtown Recommendations shows
the potential location for bicycle access and routing.
The downtown streets should be designed to be “bicycle-
friendly” however, in some isolated areas, bike traffic
may be limited due to potentially high pedestrian traffic or
limited space (IL Route 47, Hydraulic, etc.). The existing
and future Riverwalk may be a prime location to provide
bicycle access; however, the corridor will need to be very
Yorkville Integrated Transportation Plan | United City of Yorkville44
wide to accommodate significant pedestrian traffic, as
well as other users.
Americans with Disabilities Act (ADA)
Compliance
ADA improvements need to
be incorporated in downtown
Yorkville.
Similar to the overall Shared-
Use Trail Plan, ADA compli-
ance will be extremely critical
in the downtown environment.
Pedestrian facilities to be uti-
lized by the general public
should be planned, designed,
constructed and maintained,
so that a wide range of people
can use them and rely on them
for their daily travel, including
people with disabilities and
older adults. This ensures
people with various degrees of
mobility and disability can all enjoy downtown Yorkville,
and will bring great diversity to the downtown
environment.
ITP Recommendation # 13:
Improve Availability and Treatment of Parking
Areas
Parking Recommendations
Parking is a critical component of
a successful downtown.
Parking is a critical use for
downtown. Three spaces per
1,000 occupants is the ratio
used for new suburban office
development, but Yorkville
should plan on doubling that
amount for the core downtown
area. As housing development
and re-development occurs in
the downtown, there will be a
need for additional parking.
IL Route 47 Parking
The movement of motor vehicles is the pri-
mary function of IL Route 47 and, therefore,
IDOT is eliminating all on-street parking.
As a result, coordination with IDOT is oc-
curring to obtain and develop off street
parking areas to replace these spaces that
will be eliminated. The vehicular needs of
the downtown businesses, residents and
festivals must meet current demands and
identify the growth potential in future years.
Parking types and general recommendations
There are, generally, two types of parking in a downtown.
“Point” parking represents spaces that are provided at
the demand location. They include both on-street and
off-street spaces adjacent to the destination. “Area” park-
ing entails off-street lots and on-street spaces located
within a convenient walking distance of the destination.
Area parking lots can often be designated for employees,
commuters and other long-term users. The City should
promote a balance between the overall supply of parking
spaces and the amount of future “point” parking.
If parking is visible from
pedestrian walkways or streets,
it should be visible yet screened
appropriately as shown above.
Furthermore, parking should
be located with entrances visi-
ble from the streets or alleys,
however, the entire parking lot
should not be located along
the street corridor. Rather,
parking should be located in
the rear of buildings or, if lo-
cated on the street, it should
be screened appropriately.
Parallel parking is preferred
over angle or 90-degree park-
ing. Parallel parking shall be
encouraged over angle park-
ing. Typically the slight increase in the number of stalls
realized using angle or 90-degree parking vs. parallel
parking is more than offset by the benefits of parallel
parking such as fewer parking accidents, improved drain-
age, and ease of street cleaning and snow plowing.
Additionally, for angle parking and 90-degree parking
vehicles have to back out into traffic lanes with limited
visibility of oncoming traffic. Other parking-related rec-
ommendations are:
Apply and enforce parking and signage standards •
to all new developments downtown. However, new
businesses should provide adequate parking, without
placing unnecessary restrictions on property owners
of small lots
The City should continue to acquire vacant property •
for future parking lots
Examine reorganization of existing parking and the •
identification of new sites
As Yorkville and the downtown expand, parking will
become more of a premium and, therefore, planning
needs to occur now.
Yorkville Integrated Transportation Plan | United City of Yorkville 45
ITP Recommendation # 14:
Utilize Form-Based Codes in the Downtown
Core Area
Form-Based Codes
To create a vibrant mixed-use downtown, the ITP recom-
mends changes and modifications to the Zoning Code,
Subdivision Ordinance and sign standards, in order to
be friendlier to pedestrians and bicycles - specifically in
the downtown core area. Concepts, such as form-based
codes, should be considered, to achieve the desired look
and feel in the downtown area. Items such as street
widths, street patterns, vehicle parking requirements,
building location and orientation, safety standards and
open space amenities should be flexible, to ensure that
downtown Yorkville is a walkable environment versus a
vehicular-dominated environment. Therefore, the ITP
recommends exploring the use of form-based codes
as a solution. Form-based codes are less focused on
strict zoning standards. The concept of form-based
codes is to address the relationship between buildings
and the public realm, such as open spaces, open space
and green space, form and mass of buildings, quality of
architecture, the pedestrian scale and types of streets.
The goal is to designate the appropriate form and scale
of development, rather than only distinctions in land-use
types. Form-based zoning prescribes build-to lines, spe-
cifically defining desired development patterns. Mixed
use is encouraged and promoted, where traditional strict
zoning codes make mixed-use development difficult, if
not impossible.
Improve Building Façades and Relationship to
Pedestrian Corridors
To make the pedestrian environment as pleasing as pos-
sible, building façades should be appropriately designed.
Materials, colors, forms, textures, building setbacks, etc.
all impact the look and feel of the streetscape and pedes-
trian experience. The ITP recommends these general
guidelines, as they relate to creating pedestrian friendly
environments:
Building Materials
Materials used in the construction of infill buildings should
be similar to that used of adjacent buildings. A new
building should not stand out from other buildings on the
block.
Detailing
Details from adjacent buildings, such as the masonry
work, cornice lines, window shapes and bulkheads should
be reflected in the architecture of infill buildings.
Building Form/Elevation
The floor level of an infill building should relate to, and be
consistent with, the floor levels of adjacent structures. All
sides of a building should receive design consideration.
Expanses of blank wall should be softened through the
use of landscape treatments such as foundation plant-
ings or trellises.
Mechanical Equipment
Or other utilities should be located so as to not be visible
from any public ways, customer parking areas or neigh-
boring residential or public uses.
Utilities
Newly installed utility services, and service revisions ne-
cessitated by new construction, shall be underground.
ITP Recommendation # 15:
Apply Consistent Downtown Streetscape
Elements to Future Improvements
Streetscape Elements
Example of landscaping along a
downtown street.
A successful implementation
of Streetscape Elements (see
Exhibit ‘Q’ – Streetscape
Elements) will increase attrac-
tiveness, thus creating a desir-
able location for shopping, en-
tertainment and recreation.
The following recommenda-
tions address:
Landscape Plantings
Street Tree Program•
Planters and Planter Boxes•
Foundation Plantings and Wall Expanses•
Decorative Streetscape Elements
Bench•
Trash Receptacle•
Bollard•
Lighting and Banner•
Bike Rack•
Tree Grate•
Fencing•
Crosswalk Paving and Hardscape Treatments•
Yorkville Integrated Transportation Plan | United City of Yorkville46
Landscape Plantings
Downtown Yorkville contains
minimal landscape plantings,
therefore improvements to the
landscape environment can
greatly enhance the aesthetic
appearance. The addition of
landscaping can help to soften
areas in the downtown, by
adding color and life to an oth-
erwise hard and noisy area.
When properly located and maintained, landscape ele-
ments can enhance the appearance of the streetscape,
and provide a place of relaxation and refuge for residents
and visitors. Landscaping, overall, plays a significant role
in defining downtown character. The landscape plan for
the downtown should include parkway trees, planting
beds and raised planters in strategic locations, potted
planters and hanging baskets. It may also include hard-
scape items, such as masonry walls, textured concrete,
paver bricks, and flagstone.
The ITP recommends land-
scape planting schemes and
treatments, to make Yorkville a
“greener” city. There are sev-
eral goals that the City can
pursue, in order to achieve this
goal:
Encourage the imple-•
mentation of the Downtown
Street Tree Program as part of
the Parkway Tree Program that has already
been established
Create more planting areas (bump outs, •
parkways and boulevards)
Preserve existing trees in the core down-•
town area
Promote the use of native plants and xeri-•
scape plant material (lowers water useage)
Downtown Street Tree Program
The ITP recommends a specific Street Tree Program
for the downtown. Location, species and treatment of
street trees in an urban environment differs from a more
non-urban environment. The absence of a cohesive and
consistent street tree program in downtown Yorkville
provides a great opportunity to improve the look and
feel of the area. Parkway trees, for example, frame the
street, provide shade for pedestrians, and help soften tall
walls and buildings. Listed below are recommendations
regarding landscaping in downtown Yorkville.
A consistent spacing of street trees is recommended, •
unless adjustments need to be made in order to mini-
mize the obstruction of signage or businesses
Tree species with compact narrow forms should be •
utilized, due to the limited space available between
building face and curb. In areas of limited space, a
smaller canopy of tree (10’-15’ in diameter) should be
utilized
Street trees should be located in areas that still pro-•
vide an adequate sight stopping distance for drivers
of approaching vehicles to observe stop signs or traf-
fic signals
A tree should be located at a minimum of three (3’) •
feet from the curb
Street trees should be trimmed to eight (8’) feet in •
height to allow appropriate sight lines and safe pas-
sage of people under the trees.
As part of the ITP and the
Downtown Streetscape Plan,
a recommended plant list (in-
cluding many native trees,
shrubs and perennial plants) is
provided below. While not all
recommended plants are
native to northeastern Illinois,
most of the trees, shrubs and
perennials have been chosen
because they offer the following advantages and
benefits:
Adapt to our soils and climate •
Less water usage•
Attract birds and butterflies •
Require less care and watering, once •
established and thrive with no fertilizers
Aesthetic and ecological value•
Salt resistance•
Yorkville Integrated Transportation Plan | United City of Yorkville 47
Botanical Name Common Name Key
Shade Trees
Acer miyabei ‘Morton’ State Street Miyabe Maple
Acer platanoides ‘Emerald Lustre’ Emerald Lustre Norway Maple S, U
Celtis occidentalis ‘Chicagoland’ Chicagoland Hackberry P
Ginkgo biloba ‘Autumn Gold’ (male only) Ginkgo S, U
Gleditsia triacanthos var. inermis ‘Skycole’ Skyline Thornless Honeylocust S, P, U
Gymnocladus dioica Kentucky Coffeetree S, P, U **
Pyrus calleryana ‘Aristocrat’ Callery Pear U
Quercus rubra Red Oak S ***
Quercus macrocarpa Bur Oak S, P ***
Tilia americana Redmond American Linden U ***
Tilia cordata, spp. Littleleaf Linden U
Ulmus x ‘Homestead’ Homestead Elm P
Ornamental Trees
Amelanchier x grandiflora ‘Autumn Brilliance’ Apple Serviceberry S
Malus spp. (light fruiting varieties) Crabapple
Syringa reticulata ‘Ivory Silk’ Japanese Tree Lilac P
Shrubs
Cornus racemosa Gray Dogwood P ***
Cornus sericea ‘Baileyi’ Redtwig Dogwood U
Cotoneaster acutifolius Peking Cotoneaster P, U
Euonymus alatus ‘Compactus’ Dwarf Burning Bush U
Forsythia viridissima ‘Bronxensis’ Forsythia U
Juniperus (all) Juniper P, U
Rhus aromatica ‘Gro-Low’ Fragrant Sumac S, P ***
Ribes alpinum ‘Green Mound’ Alpine Currant S, P, U
Rosa (shrub varieties) Rose S
Spiraea japonica (all) Spirea P
Syringa meyeri ‘Palibin’ Dwarf Korean Lilac P
Viburnum dentatum ‘Synnestvedt’ Arrowwood Viburnum S, P, U
Perennials
Aster novae-angliae New England Aster **
Calamagrostis acutiflora ‘Overdam’ White Feather Reed Grass
Echinacea pallida Pale Purple Coneflower **
Echinacea purpurea ‘Magnus’ Purple Coneflower
Hemerocallis spp. Daylily
Liatris spicata Spike Blazingstar **
Monarda fistulosa Wild Bergamot **
Panicum virgatum Switch Grass **
Pennisetum alopecuroides ‘Hameln’ Dwarf Fountain Grass
Perovskia atriplicifolia ‘Little Spire’ Dwarf Russian Sage
Sedum spectabile ‘Autumn Joy’ Sedum
Sporobolus heterolepis Prairie Dropseed **
Key
S: Tolerate Salt P: Tolerate Poor Dry Soil U: Tolerate Urban Conditions
* USA Native **Illinois Native ***Northern Illinois Native
Yorkville Integrated Transportation Plan | United City of Yorkville48
Planter Boxes and Hanging Baskets
Currently some of the properties in downtown Yorkville
have planter boxes or window treatments with landscape
plants or various annuals and perennials. Hanging bas-
kets exist, as well, along IL Route 47. These types of
elements add color to the streetscape, storefronts or rear
entrances. This is highly encouraged, to provide inter-
est and aesthetic improvements, as well as creating a
cohesive look throughout the downtown. Planters and
hanging baskets should not infringe upon pedestrian and
bicycle access to sidewalks or trails.
Foundation Plantings and Wall Expanses
Adding landscaping (low growing shrubs, perennials, an-
nuals and groundcover) along the foundation of the build-
ing is encouraged. Large wall expanses can (and should
be) interrupted with foundation plantings, such as shrubs
and trees. Trellises and arbors are also recommended,
as they soften expansive walls that are, typically, visually
obtrusive.
Decorative Elements
Decorative elements such as signage, benches, trash
receptacles, bollards, street lighting, banners, bike racks,
tree grates, fencing, crosswalk paving, and hardscape
treatments can enhance an area’s pedestrian environ-
ment and commercial viability. These streetscape ele-
ments will help to identify downtown Yorkville as a special
and distinct place for visitors, residents, and shoppers.
As mentioned in the data collection section of this report
some elements exist of mixed colors, textures and forms.
Some of the street furniture is deteriorated or in poor con-
dition. Lastly, certain elements are not at an appropriate
scale for the space.
Downtown Streetscape Plan
An Illustrative Plan has been created as part
of the ITP in order to conceptually demon-
strate streetscape improvements and gen-
eral land uses that could occur in the down-
town. This graphic is for illustrative purposes
only to demonstrate the implementation of
concepts presented in this report. Variables such as utili-
ties, access points, building setbacks and existing field
conditions will all impact a final design (see Exhibit ‘T’
– Illustrative Downtown Streetscape Plan).
Yorkville Integrated Transportation Plan | United City of Yorkville 49
CHAPTER 6 - PLAN OF IMPLEMENTATION
The most important part of the ITP study is the imple-
mentation. This document explains several critical ele-
ments for the long-term development, financing, and
implementation of this project. It outlines the priority cor-
ridors and associated action items and estimated costs.
Potential funding opportunities are provided, and a sug-
gested monitoring method is recommended. The plan
also appeals to partners and the public (citizen-based
groups) to provide oversight and to be actively involved in
implementing the plan. Residents, local government, the
school district, law enforcement, local businesses, de-
velopers, and other agencies will need to work together
to accomplish the overall vision and goals. Successful
implementation will require a conscientious effort over
many years. Following approval of the plan, implementa-
tion steps and action items could be followed in order to
ensure this plan comes to fruition.
ITP Approval and Implementation Steps/
Action Items
Implementation Team
Appoint or accept volunteers to create an implementa-
tion team that will meet regularly and track progress and
effectiveness.
On-going Communication and Education
Promote constant cooperation and communication be-
tween all interested parties during and after completion of
this study. Provide a copy of the final plan to all surround-
ing municipalities, as well as to property owners and key
stakeholders within the study area.
Intergovernmental Coordination and/or
Agreements
Pursue and approve intergovernmental coordination and/
or agreements between the City of Yorkville and sur-
rounding municipalities, including Kendall County. Focus
on connecting trails between the entities and partnering
in regards to construction or completion of important re-
gional trails.
Modify Key Documents
The ITP recommends the City continues to review and
modify key documents, as needed, such as Section
8 “Pathways and Trail Standards,” Comprehensive
Land Use Plan, Subdivision Regulations, and Zoning
Ordinances.
Specific implementation ideas for the Shared Use Trail
Plan and Downtown Streetscape Plan are outlined in this
section of the report:
6.1 SHARED USE TRAIL IMPLEMENTATION
6.1.1 IMPLEMENTATION AND STRATEGY PLAN
The ITP recommends an Implementation and Strategy
Plan, with specific steps and action items for the Shared
Use Trail Plan. More importantly, continued communi-
cation and involvement by multiple individuals, orga-
nizations and agencies is critical to the success of this
project. The stakeholders in the immediate region will
need to work closely together to take this ITP study from
paper to reality.
A goal of the ITP Plan is to use the approved Shared Use
Trail Plan to determine appropriate phasing of projects, in
order to be most effective and efficient with the funding
allocated to this effort. A consensus regarding final trail
locations and priority areas was reached. Overall, the plan
identifies routes of high priority and medium priority.
ITP Recommendation # 16:
Implement the Trail Master Plan and Focus on
Identified High Priority Corridors
A priority list of trail projects (high, medium, and low) has
been created (see Exhibit ‘K’-Shared Use Trail Master
Plan – Priority Corridors). Priority routes indicated on
the plan only specifically identify high and medium prior-
ity routes. The remaining routes shown on the plans not
specifically assigned a high or medium priority are of low
priority. The following factors dictated and guided deci-
sions when assigning trail priority;
Potential connections linking to constructed trail •
segments (see connection opportunity locations as
shown on Exhibit‘K’ - Priority Corridors)
Responsive to community input and needs•
Direct routes and connections to key destinations •
(shopping areas, schools, and residential areas)
Potential funding and feasibility•
Safety factors•
Potential user volumes•
Equal geographic distribution to residents in the study •
area (loop system north and south of the Fox River)
Land availability and easements that may be needed•
Potential connections with other municipalities and •
regional trail systems
Pleasant environmental riding surroundings for vari-•
ous levels of riders
Minimal or environmentally sensitive crossings of •
natural features (i.e. Fox River, Blackberry Creek,
existing drainage ways)
Yorkville Integrated Transportation Plan | United City of Yorkville50
Some segments in currently undeveloped sections of the
study area are likely to be constructed as residential and
commercial developments occur, as part of the improve-
ments for that project, thus, the timing will be dictated
by the location of development activity. Therefore, it is
difficult to prioritize and predict the timing of these seg-
ments, as it depends on many factors, such as progress
and location of development activity.
List of High Priority Corridors
IL Route 47 (Cannonball Trail to IL Route 71 - Excludes 1.
Section from IL Route 126 to Somonauk Street)
Kennedy Road (IL Route 47 to Mill Road)2.
Cannonball Trail (IL Route 47 to US Route 34)3.
Cannonball Trail (US Route 34 to Carly Circle-4.
Blackberry Woods Development - Option A)
Beecher Road (US Route 34 to the South Side of 5.
Blackberry Woods Development - Option B; Part 1.
North-South Leg)
Blackberry Woods Trail (Along Southern Edge of
Development - Option B; Part 2. East-West Leg)
Route 34 (Center Parkway to Eldamain Road)6.
Blackberry Creek Trail and Bridge (Blackberry Woods 7.
Development to Game Farm Road)
Game Farm Road/Somonauk Street (US Route 34 to 8.
IL Route 47)
Somonauk Street (IL Route 47 to McHugh Road)9.
East Main Street (IL Route 47 to McHugh Road)10.
Fox River Trail Crossing and Bridge (Hydraulic 11.
Avenue to East Main Street - New Trail and Bridge
East of IL Route 47 Existing Bridge)
Riverwalk (South Main Street to Riverfront Park)12.
Van Emmon (Downtown to IL Route 71)13.
South Main Street (Elizabeth Street to Hydraulic 14.
Avenue)
Heustis Street (Orange Street to Riverfront Park)15.
Fox Road (IL Route 47 to Highpoint Road)16.
Route 126 (IL Route 47 to ComEd Trail)17.
ComEd Trail (Van Emmon to Windett Ridge 18.
Subdivision)
Route 71 (ComEd Trail to Kendall County Fairgrounds 19.
- Highpoint Road)
Trail Parallel to Dick Young and Lyons Forest 20.
Preserves
McHugh Road (South of Route 21.
34 Only)
Yorkville Integrated Transportation Plan | United City of Yorkville 51
# 1 - IL Route 47 (Cannonball Trail to IL Route 71 - Excludes Section from IL Route 126 to Somonauk
Street)
Trail Type: Asphalt - Separated from Road
Approximate Length: 9,756’ (north - Cannonball Trail to Somonauk St.) and 5,622’ (south - IL. Rt. 126 to IL. Rt. 71)
Approximate Construction Cost: $909,000*
*Costs assigned to this route are per the application that has been submitted to CMAQ for grant funding.
StepActionParty
Responsible
Estimated TimelineDone
1Include trail in engineering documents for IL Route 47
Improvements (Kennedy Road –IL Route 71)
IDOT0-2 years
Currently in Phase II
Yes
2Secure road construction funding (Kennedy Road –IL Route
71)
IDOTYes
3Apply for grant funding for trail
Applied for 2009 CMAQ funding (Kennedy Road – IL •
Route 71)
City of Yorkville **CMAQ grants awarded in
November, 2009
Yes
4Preparation of engineering documents
Include trail in engineering documents for IL Route 47
Improvements (north of Kennedy Road)
IDOTOccurring in 2009 for area north
of Kennedy to Route 30
Phase I Engineering
No
5Secure road construction funding (north of Kennedy Road)IDOTNo
6Apply for grant funding for trailCity of Yorkville **After Phase II documents are in
progress
No
7Trail constructionIDOT ***2-3 yearsNo
**This is a cost sharing effort where IDOT pays for 50% of the construction costs and the City pays for the remaining 50%. The City will be pursuing a grant for their
portion.
***City to share in cost of trail construction as required by IDOT.
# 2 - Kennedy Road (IL Route 47 to Mill Road)
Trail Type: Asphalt - Separated from Road
Approximate Length: 15,102’ (does not include stretch from Mill to Galena)
Approximate Construction Cost: $1,101,660*
*Costs assigned to this route are per the application that has been submitted to CMAQ for grant funding.
StepActionParty
Responsible
Estimated TimelineDone
1Acquire trail easements across two private propertiesCity of Yorkville2010, minimum of 1 year to
secure-In Progress
No
2Secure ROW for trail along Grand Reserve developmentCity of YorkvilleIn progressNo
3Apply for grant funding for trail
Applied for 2010 CMAQ funding• City of YorkvilleYes
4Preparation of engineering plans and construction documentsCity of YorkvillePhase I completeNo
5Trail construction as part of Kennedy Road improvementsCity of Yorkville &
Local Developers
Kennedy Road Improvements
along Grande Reserve triggered
by building permit issuance**
No
6Potential for IDNR Recreation Trails Grant Funding (if CMAQ
is not received)
City of YorkvilleNeed to secure easements
across all properties, then can
apply to continue Blackberry
Creek Trail south to IL Route 47
No
** Kennedy Road from Bristol Ridge north to railroad crossing: within 1 year of issuance of 500 building permits within neighborhoods 6-16 or sooner, if funds are
available. Mill Road & Kennedy Road north of railroad crossing: within 1 year of issuance of 500 building permits within neighborhoods 1-5 or sooner, if funds are
Yorkville Integrated Transportation Plan | United City of Yorkville52
# 3 - Cannonball Trail (IL Route 47 to US Route 34)
Trail Type: Asphalt - Separated from Road
Approximate Length: 5,161’
Approximate Construction Cost: $180,635 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Determine trail easements necessary for construction in ROW
along Cannonball Trail
City of YorkvilleNo
2Acquire trail easements across private propertiesCity of YorkvilleNo
3Secure additional ROW in areas necessaryCity of YorkvilleNo
4Preparation of engineering plans and construction documentsCity of YorkvilleYes
5Secure funding for trail installationCity of YorkvilleMay not be possible to get grant
on this section
No
6Trail constructionCity of YorkvilleNo
# 4 - Cannonball Trail (US Route 34 to Carly Circle-Blackberry Woods Development - Option A)
Note: Two options exist (A and B) in this area as alternative routes from US Route 34 to a potential Blackberry
Creek crossing. Both routes are considered viable and either route is an acceptable option.
Trail Type: On Road Bike Lane and/or Signed Route
Approximate Length: 2,434’
Approximate Construction Cost: $7,302 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Determine feasibility of line striping or sidewalk replacement
for recommended bike lane from Route 34 south to Carly
Circle (can be on road bike lane or can choose to replace
sidewalk with trail, when sidewalk replacement is necessary)
City of YorkvilleNo
2Stripe bike lane or replace existing sidewalk with trailCity of YorkvilleNo
Yorkville Integrated Transportation Plan | United City of Yorkville 53
# 5 - Beecher Road (US Route 34 to the South Side of Blackberry Woods Development - Option B;
Part 1. North - South Leg)
Note: Two options exist (A and B) in this area as alternative routes from US Route 34 to a potential Blackberry
Creek crossing. Both routes are considered viable and either route is an acceptable option.
Trail Type: Asphalt - Separated from Road
Approximate Length: 2,773’
Approximate Construction Cost: $97,055 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Trail constructed along Rush Copley frontageRush Copley
Developer
Installed 2008Yes
2Road extension to be constructed south from Rush Copley siteLocal DeveloperNo
3Trail constructed as part of road improvementLocal DeveloperNo
4Consider a “temporary” trail constructed in advance of road
improvements.
City of YorkvilleNo
5If “temporary” trail preferred, annex property (consider
annexing just property necessary for trail)*
City of Yorkville
& Property Owner
No
6Lease agreement for property in order for City to apply for
grant funding
City of Yorkville
& Property Owner
No
7Preparation of engineering plans and construction documentsCity of YorkvilleNo
8City to apply for fundingCity of YorkvilleNo
9Trail constructionCity of YorkvilleNo
* Not required, but suggested if City to lease
# 5 - Blackberry Woods Trail (Along Southern Edge of Development - Option B; Part 2. East-West
Leg)
Note: Two options exist (A and B) in this area as alternative routes from Route 34 to a potential Blackberry
Creek crossing. Both routes are considered viable and either route is an acceptable option.
Trail Type: Asphalt - Separated from Road
Approximate Length: 2,253’
Approximate Construction Cost: $78,855 (does not include purchase of right of way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Secure trail easementCity of YorkvilleNo
2Annexation of property may be necessary (consider annexing
just property necessary for trail)*
City of YorkvilleNo
3Lease agreement for property in order for City to apply for
grant funding
PNA Camp
City of Yorkville
No
4Preparation of engineering plans and construction documentsCity of YorkvilleNo
5City to apply for fundingCity of YorkvilleNo
6Trail constructionCity of YorkvilleNo
* Not required, but suggested if City to lease
Yorkville Integrated Transportation Plan | United City of Yorkville54
# 6 - US Route 34 (Center Parkway to Eldamain Road)
Trail Type: Asphalt - Separated from Road
Approximate Length: 10,806’
Approximate Construction Cost: $970,975*
*Costs assigned to this route are per the application that has been submitted to CMAQ for grant funding.
StepActionParty
Responsible
Estimated TimelineDone
1Trail constructed along Rush Copley frontageRush Copley
Developer
2008Yes
2US Route 34 Improvements from IL Route 47 to Center
Parkway included in Route 47 Project. Trail will be included in
engineering plans
IDOTCurrently in Phase II
engineering
In
Progress
3US Route 34 Improvements from Center Parkway to
Cannonball Trail. Trail included in engineering plans
IDOTPhase I engineeringYes
4Route 34 Improvements from Cannonball Trail to Eldamain
Road. Trail included in engineering plans
City of Yorkville
&
Local Developers
Phase I engineeringIn
Progress
5Apply for grant funding for trail
Apply for 2010 CMAQ funding (Center Parkway to •
Eldamain Road)
City of YorkvilleCMAQ grants awarded in
November, 2009
Yes
6Trail constructionIDOT, City of Yorkville
& Local Developers
City to share in cost of trail
construction as required by
IDOT
No
Yorkville Integrated Transportation Plan | United City of Yorkville 55
# 7 - Blackberry Creek Trail and Bridge (Blackberry Woods Development to Game Farm Road)
Trail Type: Asphalt - Separated from Road
Approximate Length: 1,784’
Approximate Construction Cost: $62,440 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
Approximate Blackberry Creek Bridge Construction Cost: $1,126,000 (560 lineal feet)
Approximate Limestone Loop System Construction Cost: $606,700
StepActionParty
Responsible
Estimated TimelineDone
1Annex property (woods along Blackberry Creek) *School District #115
City of Yorkville
No
2Lease Agreement for property, in order for City to apply for
grant funding **
School District #115
City of Yorkville
No
3Cost EstimateCity of YorkvilleNo
4Apply for grant funding for trail/bridge including engineering,
EA/EIS, and Phase I/II engineering, and construction
City of YorkvillePhase I engineering can be
included in grant funding
application, but this will also
determine feasibility of project
and can include the EA/EIS as
well.
No
5Environmental assessment, potentially then an environmental
impact statement
Assessment will determine if a
full statement is required by the
National Environmental Policy
Act. EA - 6 months to EIS - 2
years
No
6Preparation of engineering plans and construction documentsCity of YorkvilleNo
7Trail/bridge constructionCity of YorkvilleNo
* Not required, but suggested if City to lease
** School can only apply for Safe Routes to School Grant for trail/sidewalk development. Lease Agreement allows City to apply for grant funding from other
programs.
# 8 - Game Farm Road/Somonauk Street (Route 34 to Route 47)
Trail Type: Asphalt - Separated from Road
Approximate Length: 4,784’
Approximate Construction Cost: $738,485 (Cost derived from Estimate of Cost for Game Farm Improvements).
StepActionParty
Responsible
Estimated TimelineDone
1Complete Game Farm Road/Somonauk Street Engineering
Plans and construction documents, as trail is included
City of Yorkville &
KKCOM
End of 2009No
2Grant funding has been applied for this project, trail
construction not subject to funding.
Applied for 2009 CMAQ funding •
City of YorkvilleCMAQ grants awarded in
November, 2009
Yes
3Road and trail constructionCity of Yorkville &
KKCOM
2010No
Yorkville Integrated Transportation Plan | United City of Yorkville56
# 9 - Somonauk Street (IL Route 47 to McHugh Road)
Trail Type: Signed Route Only
Approximate Length: 2,397’
Approximate Construction Cost: $7,190 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1On road bike lane (sidewalk exists on both sides of road),
determine feasibility of line striping or just bike route signs
City of YorkvilleNo
2Stripe bike lane and/or place bike route signsCity of YorkvilleNo
# 10 - East Main Street (IL Route 47 to McHugh Road)
Trail Type: On Road Bike Lane and/or Signed Route
Approximate Length: 2,254’
Approximate Construction Cost: $6,762 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1On road bike lane (sidewalk exists on both sides of road),
determine feasibility of line striping or just bike route signs
City of YorkvilleNo
2Stripe bike lane and/or place bike route signsCity of YorkvilleNo
Yorkville Integrated Transportation Plan | United City of Yorkville 57
# 11 - Fox River Trail Crossing and Bridge (Hydraulic Avenue to East Main Street - New Trail and
Bridge East of IL Route 47 Existing Bridge)
Trail Type: Asphalt - Separated from Road
Approximate Length: 1,000’
Approximate Construction Cost: $35,000 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
Approximate Fox River Bridge Construction Cost: $1,575,000 (750 Lineal Feet)
StepActionParty
Responsible
Estimated TimelineDone
1Conduct a preliminary feasibility study of the Fox River Bridge
crossing (east of IL Route 47) to determine permits needed,
potential location(s) of bridge, estimated costs, identify needs,
potential environmental impacts, funding sources and identify
the process required for approval and construction of the
bridge
City of Yorkville6 monthsNo
2Phase I Engineering Study including geometry and
environmental screenings
City of Yorkville18 monthsNo
3Upon completion of above steps and once the final location
of the bridge is determined, pursue easements, lease or land
purchase if needed
City of YorkvilleNo
4Apply for grant funding for trail/bridgeCity of YorkvilleNo
5Final Cost EstimateCity of YorkvilleNo
6Preparation of final engineering plans and construction
documents
City of YorkvilleNo
7Trail/Bridge ConstructionCity of YorkvilleNo
# 12 - Riverwalk (South Main Street to Riverfront Park)
Trail Type: Riverwalk - Surface TBD
Approximate Length: 1,225’
Approximate Construction Cost: (cost not provided - needs to be studied in more detail and multiple variables exist)
StepActionParty
Responsible
Estimated TimelineDone
1Cost Estimate - for acquisition or for constructionCity of Yorkville6 monthsNo
2Acquire trail easements across private propertiesCity of Yorkville &
Property Owners
1-2 YearsNo
3Apply for grant funding for riverwalkCity of Yorkville6 monthsNo
4Environmental assessment – required for Phase I engineeringCity of Yorkville &
IDNR
1 yearNo
5Preparation of engineering plans and construction documentsCity of Yorkville1-2 yearsNo
6Trail constructionCity of Yorkville1-2 yearsNo
Yorkville Integrated Transportation Plan | United City of Yorkville58
# 13 - Van Emmon (Downtown to IL Route 71)
Trail Type: On Road Bike Lane or Wider Shoulder
Approximate Length: 8,043’
Approximate Construction Cost: $24,129 for marking and signage only (does not include purchase of right-of-way, ease-
ments, wider shoulder, or other special field conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Coordinate efforts between City and Kendall County Highway
Department, as road is under both jurisdictions
City of Yorkville
K.C. Highway Dept.
No
2On road bike lane (or wider shoulder)*
Determine feasibility of line striping or just bike route signs**
A two (2’) foot wide trail shoulder currently exists
City of Yorkville
K.C. Highway Dept.
No
3Stripe bike lane and/or place bike route or share the road signsCity of Yorkville
K.C. Highway Dept.
No
* A wider shoulder is recommended on Van Emmon from IL Route 71 to Heustis St.
**Van Emmon, from Heustis St. to S. Main St. will require further study to determine the feasibility of an On Road Bike Lane. The City should also consider a potential
bike ordinance pertaining to bike use throughout the Downtown area.
#14-South Main Street (Elizabeth Street to Hydraulic Avenue)
Trail Type: On Road Bike Lane and/or Signed Route
Approximate Length: 2,923’
Approximate Construction Cost: $8,769 (Cost estimate does not reflect, but improvements may require, purchase of
right-of-way, easements or other special field conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1On road bike lane (sidewalk exists on both sides of road in
majority of the corridor), determine feasibility of line striping or
just bike route signs
City of YorkvilleNo
2Determine if ICC approval is necessary for bike lane striping
as within street right-of-way
City of Yorkville & ICCNo
3Stripe bike lane and/or place bike route signsCity of YorkvilleNo
Yorkville Integrated Transportation Plan | United City of Yorkville 59
# 15 - Heustis Street (Orange Street to Riverfront Park)
Trail Type: On Road Bike Lane and/or Signed Route
Approximate Length: 3,496’
Approximate Construction Cost: $10,488 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1On road bike lane (sidewalk exists on both sides of road)
Determine feasibility of line striping or just bike route signs
City of YorkvilleNo
2Determine if ICC approval is necessary for bike lane striping
as within street right-of-way
City of Yorkville & ICCNo
3Stripe bike lane and/or place bike route signsCity of YorkvilleNo
# 16 - Fox Road (IL Route 47 to Highpoint Road)
Trail Type:
On Road Bike Lane or Wider Shoulder (initially short term)
Off Road Trail (long term)
Approximate Length: 15,290’
Approximate Construction Cost: $45,870 for marking and signage only (does not include purchase of right-of-way, ease-
ments, wider shoulder, or other special field conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Coordinate efforts between City and Kendall County Highway
Department, as road is under both jurisdictions
City of Yorkville
K.C. Highway Dept.
No
2Determine feasibility of line striping, bike route signs, or share
the road signs.
City of Yorkville
K.C. Highway Dept.
No
3.A detached off-road trail is desired ultimately. Pursue grant
and funding options.
City of Yorkville
K.C. Highway Dept.
*May be separated path west of Hoover and a bike lane east of Hoover to IL Route 47
** Sidewalk existing on both sides of street (majority) from Route 47 to Morgan Street
Yorkville Integrated Transportation Plan | United City of Yorkville60
# 17 - IL Route 126 (IL Route 47 to ComEd Trail)
Trail Type: Asphalt - Separated from Road
Approximate Length: 2,332’
Approximate Construction Cost: $81,620 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Portion of IL Route 126 trail (from IL Route 47 to School
District Property) included trail in engineering documents for IL
Route 47 Improvements (Kennedy Road –Route 71)
IDOTYes
2Secure road construction fundingIDOTYes
3Apply for grant funding for trail
Applied for 2009 CMAQ funding (for IL Route 47 trail)
City of YorkvilleCMAQ grants awarded in
November, 2009
Yes
4Trail ConstructionIDOTNo
5Verify desired trail can be accommodated in ROW along IL
Route 126
City of YorkvilleNo
6If not, acquire trail easementsCity of Yorkville and
property owners
No
7Secure additional ROW in areas, if necessaryCity of YorkvilleNo
8Secure funding for trail installation (from School District
property to ComEd Trail)
City of YorkvilleNo
9Preparation of engineering plans and construction documents
(from School District property to ComEd Trail)
City of YorkvilleNo
10Trail constructionCity of YorkvilleNo
Yorkville Integrated Transportation Plan | United City of Yorkville 61
# 18 - ComEd Trail (Van Emmon to Windett Ridge Subdivision)
Trail Type: Asphalt - Separated from Road
Approximate Length: 8,963’
Approximate Construction Cost: $1,600,000* in 2007 dollars
*Costs assigned to this route are per the application that has been submitted to CMAQ for grant funding.
StepActionParty
Responsible
Estimated TimelineDone
1Complete preliminary engineering documents for IDOT and
ComEd to review
City of YorkvilleYes
2Obtain permission from IDOT for trail crossing at Route 126
and Route 71
City of Yorkville
IDOT
Yes
3Acquire easement from Raintree Village Homeowners
Association and YBSD for trail around ComEd substation
City of Yorkville
Raintree Village HOA
YBSD
Yes
4Lease agreement with ComEd to construct trailCity of Yorkville
ComEd
Yes
5aApply for grant funding for trail
Applied for 2007 ITEP Grant
City of YorkvilleAwaiting award notice for ITEPNo
5bIf grant is not awarded to Yorkville pursue the next grant cycle
and work to secure funding
No
6Preparation of final engineering documents and construction
documents
City of YorkvillePhase I completeNo
7Trail constructionCity of YorkvilleNo
# 19 - Route 71 (ComEd Trail to Kendall County Fairgrounds - Highpoint Road)
Trail Type: Asphalt - Separated from Road
Approximate Length: 6,857’
Approximate Construction Cost: $239,995 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Preparation of engineering documents. Include trail in
engineering documents for IL Route 71 Improvements
IDOTNo
2Secure road construction fundingIDOTNo
3Apply for grant funding for trailCity of YorkvilleNo
4Trail constructionIDOTNo
Yorkville Integrated Transportation Plan | United City of Yorkville62
# 20 - Trail Parallel to Dick Young and Lyons Forest Preserves
Trail Type: Asphalt - Separated from Road
Approximate Length: 9,023’
Approximate Construction Cost: $315,805 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1Begin discussion with Kendall County Forest Preserve Board
about trail connections to (and potentially through) forest
preserve property
City of Yorkville &
K.C. Forest Preserve
No
2Determine ownership and maintenance structure for trail along
western edge of forest preserves
City of Yorkville &
K.C. Forest Preserve
No
3Joint grant funding application for trail constructionCity of Yorkville &
K.C. Forest Preserve
No
4Preparation of engineering plans and construction documentsCity of Yorkville &
K.C. Forest Preserve
No
5Trail ConstructionCity of Yorkville &
K.C. Forest Preserve
No
6If City is unable to use Forest Preserve property, consider
securing trail easements from property owners immediately
west of Forest Preserve (Option A)
City of YorkvilleNo
7Apply for funding for trail constructionCity of YorkvilleNo
8Preparation of engineering plans and construction documentsCity of YorkvilleNo
9Trail ConstructionCity of YorkvilleNo
10If City is unable to secure trail easements, await potential
Penman Road extension and/or development plan (Option B)
City of Yorkville &
Local Developer(s)
No
11Include trail in engineering and construction documents for
road extension
City of Yorkville &
Local Developer(s)
No
12Trail constructionLocal Developer(s)No
# 21 - McHugh Road (South of US Route 34 Only)
Trail Type: On Road Bike Lane and/or Signed Route
Approximate Length: 9,370’
Approximate Construction Cost: $28,110 (does not include purchase of right-of-way, easements or other special field
conditions that may exist-see cost assumptions at end of this section)
StepActionParty
Responsible
Estimated TimelineDone
1On road bike lane (sidewalk exists on both sides of road),
determine feasibility of line striping or just bike route signs
City of YorkvilleNo
2Stripe bike lane and/or place bike route signsCity of YorkvilleNo
3Intersection of McHugh and US Route 34
Needs to be studied in more detail
City of YorkvilleNo
4North of Route 34 the trail may be separated from the road
Needs to be studied in more detail
City of YorkvilleNo
Yorkville Integrated Transportation Plan | United City of Yorkville 63
Cost estimate assumptions and exclusions;
Note: Each trail corridor and specific project will result in various ranges of cost per linear foot. Additionally, the exclu-
sions listed below can greatly impact the cost of each trail segment. Therefore $35 per linear foot is provided for the
aggregate base course and surface.
Assumptions;
-Costs are approximate and for budgetary purposes only
-All costs are based upon 2009 numbers
-Costs are for the aggregate base course and trail surface only (all other items excluded are listed below)
-Cost ranges will depend on project size (smaller sized projects will incur higher costs per linear foot as compared to
larger projects)
-Bridge crossing estimates (i.e. Blackberry Creek and Fox River)- $175 per square foot of deck at a width of twelve (12’)
feet. This is a rough constructed cost and does not include engineering, environmental studies, etc.
-15% Contingency is added to all costs
Exclusions;
-Costs for land acquisitions, land purchases and easements
-Excavation and grading, retaining walls, stormwater drainage, geotextile fabric, tree removal, restoration
-Fences, gates, bollards and lighting
-Preliminary and final engineering
-Construction administration and management
-Insurance, legal, permits, review fees
-Surveying
-Testing, inspection, and other potential environmental fees
-Bridges
-Maintenance costs
-Trail heads, parking lots, etc.
-Trail signage (directional, educational and informational)
Surface material and signing/bike lane cost assumptions
Bituminous Path (i.e. Asphalt)
-$35 per linear foot (ten (10’) foot wide trail)
-3” Bituminous surface material over eight (8”) inch aggregate base course
Limestone Aggregate Path (Assumes eight (8”) inch thick)
-$13 per linear foot (ten (10’) foot wide trail)
Striping and Signing for bike lanes
-$3 per linear foot
Signing only for bike lanes
-$0.30 per linear foot
Yorkville Integrated Transportation Plan | United City of Yorkville64
ITP Recommendation # 17:
Consider Bike Lanes and/or Shared Use
Roadway Designations on Selected Routes
Potential Bike Lane/Shared Roadway Routes
(On Road Facility)
In order to realize some immediate improvements to the
trail system, and to explore cost saving techniques, bike
lane (on road) facilities were examined on selected cor-
ridors. In some cases, bike lanes make the most sense,
given the location and low traffic volumes. Below are
some advantages and justifications for bike lanes and on
road trail facilities:
Collector roads or arterial roads do not typically have •
parking and have minimal driveways, therefore reduc-
ing the cross conflict areas.
Avid or more experienced riders prefer being on the •
road and are comfortable in a bike lane.
Bike lanes and adding signage and markings are •
fairly cost-effective, especially as part of a road re-
surfacing program or re-construction project.
The project team examined multiple corridors that may
be good candidates for these types of trail facilities. The
“type” A, B, C, D or E is a designation intended to cat-
egorize the various situations and potential trail facilities
that may be feasible. For a graphic representation of the
proposed corridors (see Exhibit ‘L’ – Potential Bike Lane/
Shared Roadway Routes).
A: Striped/Marked Bike Lane (On-Street)
Recommended
Few impacts or minimal cost implications. Short-term im-
provement can result in immediate benefits, with minimal
cost.
B: Wide Shoulder Recommended
At time of re-surfacing or improvements, widened shoul-
der should be added by making the road wider.
C: Striped/Marked Bike Lane (On-Street)
Possible
May incur higher costs or impacts, due to
existing constraints. May need road re-
work, right-of-way/easements acquired, or
parking eliminated on at least one side.
D: Striped/Marked Bike Lane Not
Recommended
Provide signing and/or shared roadway pavement mark-
ings until road is improved/widened or modified in some
way, to accommodate bike lane.
E: Striped/Marked Bike Lane Not
Recommended
Consider detached shared use trail. Pursue additional
right-of-way/easement acquisition, if needed.
Yorkville Integrated Transportation Plan | United City of Yorkville 65
TypeStreetFromToComments
EMcHughKennedyU.S. Route 34Collector of newer construction-no parking but travel
lanes are not very wide - potential to add to replace walk
with trail when improvements are needed.
EMcHughU.S. Route 34Marketplace DriveNarrow lane widths and turn lanes exist at US Route
34 – Between Farmstead and Marketplace Road -has
not been improved and would need significant rework to
accommodate a bike lane. Existing trees exist in r.o.w. on
east side as well. Easements or land purchases may be
needed.
DMcHughMarketplace DriveSpringNarrow lanes exist - may have to be a signed shared
roadway route or roadway needs to be widened to
accommodate.
AMcHughSpringE. Main StWide lanes exist in this section - bike lane recommended
CE. MainMcHughChurch StMay be able to achieve side path or detached trail, but
significant existing trees and other constraints exist.
B/CVan EmmonIL Route 47IL Route 71When resurfacing occurs, widen shoulder to 5’ if possible
from IL Route 71 to Heustis St.
Van Emmon, from Heustis St. to S. Main St. will require
further study to determine the feasibility of an on road
bike lane. The City should also consider a potential
bike ordinance pertaining to bike use throughout the
Downtown area.
DHeustisHydraulicVan EmmonMay be more difficult, due to parking being utilized by
restaurant and businesses. Railroad crossing needed,
slope is steep.
AHeustisVan EmmonOrange StThrough residential area, parking could be eliminated on
one side, to accommodate space for bike lanes.
AS. MainIL Route 126Fox StBike lane or signed route is possible - needs detailed
study.
CS. MainFox StHydraulicAngled parking exists on the east side of S. Main St
between Fox St. and Madison St. that is often utilized -
would need to be modified. Steep slopes exist north of
the courthouse on S. Main. Needs detailed study.
BFoxHeustis StCity LimitsBike route often utilized currently due to Silver Springs
destination and scenic nature of the route-narrow lanes
exist. Widen shoulder to five (5’) feet if possible.
ACannonballU.S. Route 34John StreetPursue bike lane, since further south a bike lane is
feasible. Parking needs to be examined.
ACannonballJohn StreetCul De SacParking currently not allowed for most of the corridor –
bike lane very feasible.
ESomonaukIL Route 47McHughMinimal right-of-way available, and constraints at IL
Route 47 area are significant - may have to do a Signed
Shared Roadway facility for this corridor.
BRiver RoadIL Route 47Eldamain RdScenic route used significantly by bicyclists -pursue
widened shoulder - five (5’) if possible.
ASpringIL Route 47Birchwood DrWide pavement exists through most of the corridor.
May be an alternative east-west route to the Somonauk
corridor between McHugh and IL Route 47.
BLisbon/Highpoint RdFox RdSouth Study Area
Limits
North/south corridor, as Lisbon Road continues south
past Caton Farm Road. Public comment preferred this
regional route. No shoulders currently exist.
Yorkville Integrated Transportation Plan | United City of Yorkville66
TypeStreetFromToComments
BLegion Rd.IL Route 47Harris Forest PreserveNarrow lanes – extremely aesthetic route and potential
to connect to Immanuel. Need wider shoulder - three (3’)
minimum
BImmanuel Rd.Forest PreserveCaton Farm RdPossible to complete a large regional route, if Legion,
Caton Farm and Lisbon bike routes can be achieved.
BPenman Rd.IL Route 71Caton Farm RdMay be able to have detached shared use trail on new
constructed segments – If Pennman not feasible, pursue
Ashley Road with widened shoulders as the north/south
trail corridor.
BCaton FarmLisbonEast study AreaCaton Farm has a widened shoulder east of IL Route
47 (2.5’ +-) – pursue wider shoulder west of IL Route 47
connecting to Lisbon Road
CRoute 71HighpointOswego Village LimitsKey east/west corridor to be completed at time of road
re-work or resurfacing
AFaxon Rd.IL Route 47BeecherCollector with wide pavement in recently constructed
areas. Accommodate bike lanes as improvements occur
to Eldamain.
BBristol Ridge RdKennedy RdCannonball TrailNarrow lanes - Route provides excellent opportunities
for regional connection. Widen shoulder to five (5’) if
possible.
CCenter StCemeteryIL Rt 47Existing conditions include various types of curb cross
sections. Existing curb and gutter located on both sides
of the street between IL Route 47 and King St., the south
side only between King St. and West St., and no curb
west of West St. A recommended bike lane should be
incorporated into any future improvements to Center St.
Many of the corridors are proposed as future on-street
bike routes that will supplement existing and proposed
off-street paths and serve to interconnect Yorkville to the
greater region (see section below on Potential Bike Lane
/ Shared Roadway Routes).
Education, Awareness, Safety and Security
An important aspect of a Shared Use Trail Plan is the
implementation of education, awareness, safety and se-
curity programs throughout the community. The issues of
bicycle safety cannot be fully addressed without mention-
ing the importance of educational programs.
ITP Recommendation # 18:
Continue Current Programs and Implement
Additional Education, Awareness, Safety and
Security Programs
Bike collisions typically involve improper
actions on the part of bicyclists, motorists,
or both. Therefore, crash reduction efforts
need to include educational programs to in-
crease awareness of improper motorist and
cyclist actions that are known to contribute
to crashes, and to promote correct actions for both. It is
very critical to educate children and young adults about
the importance of bicycle safety.
Yorkville currently holds Safety Town at Green’s Filling
Station Park, and it is recommended that the City further
establish programs through the City police department,
to educate children and the general public. The police
department could sponsor a bicycle education program
for elementary and high school students throughout
the community. When requested, officers regularly visit
local schools to teach students about bicycle safety. This
instruction includes bicycle maintenance, safety precau-
tions, riding tips, and defensive cycling techniques and
serve cyclists of all ages and riding abilities. As part of the
safety and encouragement programs discussed below, a
bicycle safety brochure would include safety tips and can
be distributed through the schools and local businesses.
The brochure could contain information regarding bicycle
maintenance, safety precautions, riding tips, and rules of
the road.
The following objectives and programs are recommenda-
tions for Yorkville to implement, as part of a successful
long-term program.
Yorkville Integrated Transportation Plan | United City of Yorkville 67
Potential Safety and/or Encouragement
Programs
Programs regarding safety and encouragement should be
implemented as part of this ITP study. Some programs
exist (i.e. Safety Town) however, increased awareness
and additional programs are recommended, to increase
bicycle and pedestrian safety in Yorkville. Additionally,
recommendations may be made to the City Council to
adapt and amend ordinances for the purpose of promot-
ing and enforcing a safe environment for bicycling and
walking.
Yorkville Bicycling Ambassador
The Yorkville Bicycling Ambassador educates and en-
courages the public to bike and walk more often and more
safely. The main goal will be to improve skills, knowledge
and the road-sharing behaviors of cyclists, motorists and
pedestrians.
The Ambassador hosts demonstrations for kids, teens
and adults by participating in community events and run-
ning special programs. The Ambassador works with part-
ners in the community to identify and address local trans-
portation safety concerns. The program would run over
the summer months. The Ambassador will increase the
offerings of bicycle education classes through the Parks
and Recreation Department. The Ambassador will begin
offering bicycle safety and encouragement programming
to Yorkville schools, and will be available for block parties
and other local festivals. The ambassador should also
consider organizing ‘International Walk to School Day
USA’ for the community, and be a leader in organizing
Safe Routes to School events.
Bicycle Advisory Committee
A Bicycle Advisory Committee and the designated
Bicycling Ambassador would work to ensure the imple-
mentation of the education and encouragement programs
described below, and also address bicycling concerns
and needs in the future. The mayor could appoint a com-
mittee to review plan progress and catalyze next steps
and implementation. This group could be an extension of
the Task Force created for the ITP project.
Education Campaign
Many bicyclists and motorists do not know or understand
the rules of the road for bicyclists. Educating people in the
community of Yorkville will create a safer environment for
bicyclists and should cover:
Benefits of bicycling and walking•
How to take care of bicycles•
Rules of the road for bicyclists, and illegal motorist •
behaviors that endanger bicyclists
Bicycling behaviors that are dangerous and common •
causes of bicycle crashes
How to prevent bicycle theft•
Additionally, residents and visitors to Yorkville will become
more aware of bicycle safety and awareness if “Share
the Road” signs can be posted throughout Yorkville, to
spread the message that motorist must share the road
with cyclists.
High School Programs
High School Education Programs gives teens an un-
derstanding of how to travel by walking or biking safely.
Additionally, programs can educate new drivers on the
importance of respecting people walking or biking. The
Yorkville Bicycle Advisory Committee could work with the
Driver’s Education Departments, to integrate programs
and curriculum into the existing class structure. Topics,
as described above in the Education Campaign, could be
addressed.
Creating Safe Trails and Walkways to Schools
Safe Routes to School
The purpose of Safe Routes to School (SRTS) is to
increase the number of children who walk or bicycle to
school, by funding improvement projects that remove the
barriers that currently prevent them from doing so. Those
barriers include lack of trails and walkways, unsafe cross-
ings, and lack of programs that promote walking and bicy-
cling through education/encouragement programs, aimed
at children, parents and the community. New sidewalks
need to be constructed immediately surrounding schools
that are safe and ADA accessible.
In August of 2009, the City was awarded two grants to help
improve existing sidewalk conditions in the Downtown
residential area. The City should continue to work with the
Yorkville School District to determine which routes need
improvements, and apply for grants, as appropriate.
Area near major school crossing
at Yorkville Freshman Campus
Regarding Safe Routes to
School (SRTS), the Yorkville
School District should take the
lead (with the City’s support) to
promote education and en-
couragement projects such
as:
Walk and Bike to School •
Week celebration
Pedestrian and bicycle •
safety skills in relevant physical
Yorkville Integrated Transportation Plan | United City of Yorkville68
education and extracurricular programs
Sustainable transportation benefits of walking and •
bicycling in relevant health, environmental and aca-
demic classes
Crossing Guard Day should be recognized by the •
School District and Police Department to honor the
crossing guards that help keep the kids safe
Note: See the Implementation section of this report re-
garding grant and funding options, for a more detailed
description of SRTS. Organize volunteer groups to assist
with the programs.
School Zones
To create a truly walkable and bikeable community for
children, well-designed and signed school zones should
be a high priority. This ITP study recommends additional
discussion and action items be developed, in order to im-
prove school zones and the environment for children trav-
eling to school by bike or foot. For example, as a result
of the ITP study discussions with IDOT that occurred re-
garding the future IL Route 47 improvements, additional
crosswalk markings at intersections will be provided. The
City should continue to focus on school zones and work-
ing with the school district on these issues. Additionally,
safety programs and education programs are discussed
later in this report, to further address the importance
of safe crossings within school zones and education of
young people.
Implement pedestrian safety programs such as the •
“Orange Flag” program and Adopt-A-Crosswalk
Install Pedestrian Countdown Timers and Overhead •
Crosswalk Warning Lights, where possible
Bicycle Competitions and Challenges
A competition could be held between grades, organiza-
tions, or high schools, to encourage students to bike
to school. Various clubs and the Physical Education
Departments could organize competitions and “chal-
lenges” to encourage students to bike to school. For ex-
ample a punch card could be created and based on miles
traveled by bike students could receive awards in order
to motivate them to participate. The Yorkville Bicycling
Ambassador could also offer bicycle skill trainings and
rules of the road classes for all students who plan to
participate.
Law Enforcement
Law Enforcement helps to improve the
safety of bicycling and walking around
Yorkville. As Yorkville continues to grow,
the Yorkville Police Department may need
to adjust for a higher volume of traffic on
the shared use trails. For example the Department may
need to have a bicycle enforcement officer who periodi-
cally travels the trails. Also, the Department may provide
introductory and ongoing training in the community, re-
garding enforcement of the traffic laws that create a safe
bicycling environment, as outlined above. The League of
Illinois Bicyclists and the Chicagoland Bicycle Federation
can provide training and resource materials.
6.1.2 GENERAL M AINTENANCE PROGRAM
Maintenance of Existing Trails
All of the existing paths in Yorkville are relatively new,
and have not yet experienced significant deterioration.
However, the importance of maintaining bicyclist safety
and enjoyment through a proactive trail maintenance plan
cannot be understated. Therefore, a trail maintenance
component should be included within Yorkville’s Capital
Improvement Program Budget, in order to keep the trail
system operating at maximum effectiveness.
Typical trail maintenance includes:
Shoulder maintenance•
Re-painting striping and markings•
Crack filling, seal coating•
Pavement patching•
Resurfacing•
Replacement•
Note: for on-street bike lanes and routes, maintenance
should be part of the annual Public Works Department
budget program
Yorkville should keep track of user complaints and results
from inspections, and then complete maintenance on an
“as-needed” basis. It is important to identify and prioritize
system maintenance needs often, and make sure a por-
tion of the City’s Capital Improvement Budget is allocated
to trail maintenance. An estimated timeline of routine
maintenance are outlined below;
Maintenance Item and Approximate Timeframe
Shoulder maintenance annually
Re-painting pavement markings 3 years
Bituminous (asphalt) seal coating 3 years
Crack filling 5 years
Pavement patching 5-8 years
(bituminous-asphalt)
Pavement patching (concrete) 7-10 years
Re-painting pavement markings 10 years
(if thermoplastic)
Pavement resurfacing 12-15 years
New trail construction / reconstruction 20-25 years
Yorkville Integrated Transportation Plan | United City of Yorkville 69
ITP Recommendation # 19:
Pursue Multiple Forms of Funding Options in
Order to Execute the Shared Use Trail Plan
and to Provide Financial Means for Short and
Long-Term Maintenance of Trail Facilities
6.1.3 FUNDING STRATEGIES (L OCAL, STATE ,
FEDERAL, OTHER)
Many trails are planned and implemented with funding
assistance from the state or federal level. A variety of
programs are available to assist local units of government
with the development of trails and greenways. These pro-
grams differ in the amount of funding assistance, require-
ments of the local units of government and administration
methodology. Funding for projects may come from a
combination of Federal grant funds, State grant funds,
City fee programs, TIF districts, special service areas or
other community financing districts, gas tax, and trans-
portation sales tax. The following funding strategies are
recommended and described in detail below:
Note: Funding programs through state and federal fund-
ing change periodically and the latest information should
be obtained when pursuing.
Federal Funding
The Intermodal Surface Transportation
Efficiency Act of 1991 (ISTEA) and its succes-
sor, the Transportation Equity Act
For the 21st Century (TEA-21), provided eligibility for
pedestrian and bicycle transportation facilities, includ-
ing trails. After 2003, new legislation, titled the Safe,
Accountable, Flexible and Efficient Transportation Equity
Act of 2003 (SAFETEA), would continue to provide fund-
ing for such projects.
The Federal-Aid Highway Program
This program provides financial assistance to the states
to construct and improve the National Highway System,
other major roads, bridges, bicycle and pedestrian facili-
ties, and trails. Trail projects have to compete for funding
with other eligible transportation projects.
The Surface Transportation Program (STP)
This program provides funding for all types of transporta-
tion projects, including pedestrian and bicycle facilities.
Within STP funding, there are several unique funding
programs:
Safety: 10% of STP funds are available only for safety •
programs, such as railway-highway crossing projects
and hazard elimination.
Transportation Enhancements: 10% of STP funds •
are available for projects that include pedestrian and
bicycle facilities, educational programs, landscaping,
and historic preservation, among other factors.
The Congestion Mitigation and Air Quality •
Improvement Program (CMAQ) provides funding for
greenways and trails projects, if they can demonstrate
an air quality benefit.
The Illinois Department of Natural Resources •
Recreational Trails Program (RTP) provides funds
to the states to develop and maintain recreational
trails for motorized and non-motorized trails and trail-
related projects.
The Public Lands Highways Discretionary Program •
(PLH) provides assistance to improve access to, and
within, federal lands.
The National Scenic Byways Program provides •
funding for state scenic byways programs and
improvements.
The Community Development Block Grant (CDBG) •
Program, through the Department of Housing and
Urban Development, offers grants to communities
for neighborhood revitalization, economic develop-
ment, and improvements to community facilities and
services, which can include trails.
The Land and Water Conservation Fund (LWCF) •
Grants are used by federal agencies to acquire addi-
tions to national parks, forests, and wildlife refuges.
They are also available for communities.
State funding
IDOT Participation in State Highway Projects
Four IDOT-maintained highways are located in the City of
Yorkville: US 34, IL 47, IL 71 and IL 126. Under IDOT’s 3R
or reconstruction policies, IDOT will pay 100% removal
and replacement costs for adjacent sidewalk or multi-use
trail damaged or removed by construction of an IDOT
highway project. In addition, IDOT will participate on a
50% state/50% municipal basis for elective additions to
the sidewalk or multi-use trail system along the highway,
or replacement of adjacent sidewalk or trail, that is oth-
erwise not affected by the IDOT highway project. The
municipality is responsible for 100% cost of removal of
existing sidewalk or trail where elective replacement
work is performed. New or replacement highway bridge
structures (such as IL 47 over the Fox River or US 34
over Blackberry Creek), when constructed by IDOT, typi-
cally will be designed and constructed to accommodate
existing or planned sidewalks or trails at no cost to the
Yorkville Integrated Transportation Plan | United City of Yorkville70
municipality.
Illinois Bicycle Path Grant Program - Illinois
Department of Natural Resources
The primary purpose of the Illinois Bicycle Path grant pro-
gram is to provide financial assistance to eligible, local
units of government, to assist them with the acquisition,
construction, and rehabilitation of public, non-motorized
bicycle paths and directly-related support facilities.
Agencies that apply for projects that accommodate addi-
tional trail users, such as equestrians, will receive special
consideration in the review of grant applications. Project
applications are limited to land acquisition or trail devel-
opment along a single trail corridor. Bicycle routes shar-
ing existing roadway surfaces are not eligible for funding
consideration under this program.
The Bicycle Path grant program provides up to a maxi-
mum of 50 percent funding assistance on approved local
project costs. Maximum grant assistance for develop-
ment (construction) projects is limited to $200,000 per
annual request. No maximum grant amount limit exists
for acquisition projects, other than the established annual
state appropriation level for the program.
Grant assistance may be obtained for, but not limited to,
the following items:
Bicycle path development or renovation costs in-•
cluding, but not necessarily limited to, site clearing
and grading, drainage, surfacing, bridging, fencing,
access control devices, signage, and associated
support facilities/ amenities, such as access parking
areas and roads, shelters, lighting, benches and re-
strooms - including necessary professional design or
engineering services.
Land acquisition costs (fee simple title, permanent •
easement, long term lease), including associated ap-
praisal costs approved by the IDNR for securing a
linear corridor/right-of-way to be used for bicycle path
development. Agencies contemplating the acquisition
of a linear corridor should always consider allowing
multiple uses. The width of the future bike trail, or par-
allel unpaved paths within the bike trail corridor, may
be guided by the types of trail use allowed. Trail cor-
ridor width approved for grant funding generally does
not exceed 100’. Reimbursement is based
upon 50 percent of the approved certified
fair market value (CFMV) of the land and
associated costs.
Congestion Mitigation and Air Quality (CMAQ)–
Chicago Metropolitan Agency for Planning
(CMAP)
This program supplies federal funds to local units of
government through CMAP. These funds are to be used
for projects that alleviate vehicular congestion or improve
air quality. Eligible programs include, but are not limited
to: transit improvements, commuter parking facilities,
traffic flow improvements, bicycle and pedestrian facil-
ity projects, bicycle parking and bicycle encouragement
projects, and diesel emissions reduction projects.
Greenways and Trails Planning Assistance
Program – Illinois Department of Natural
Resources (IDNR)
The IDNR’s Division of Planning offers assistance for
greenways and trails through the Planning Assistance
Program. This program is designed to assist communi-
ties, counties and multi-county coalitions with greenway
and trail planning. The program is an extension of suc-
cessful IDNR-assisted greenway and trail planning for
northeastern Illinois and downstate metro-areas. The
goal of the program is to encourage and facilitate com-
prehensive, cooperative and coordinated planning, to
protect high priority greenways and, where appropriate,
provide public access to them by developing trails.
Illinois Transportation Enhancement Program
(ITEP) Illinois
The goal of ITEP is to allocate resources to well-planned
projects that provide and support alternate modes of
transportation, enhance the transportation system through
preservation of visual and cultural resources, and improve
the quality of life for members of the communities. ITEP
requires communities to coordinate efforts, to develop
and build worthwhile projects in a timely manner.
Federal funds will provide reimbursement up to 50 per-
cent for right-of-way and easement acquisition costs, and
up to 80 percent for preliminary engineering, utility relo-
cations, construction engineering and construction costs.
The 20% or 50% sponsor participation must come from a
local government or state agency.
IDOT accepts project applications for ITEP funding in the
following twelve categories:
Provision of facilities for pedestrians and bicycles•
Scenic or historic highway programs (including the •
provision of tourist and welcome center facilities)
Landscaping and other scenic beautification•
Historic preservation•
Yorkville Integrated Transportation Plan | United City of Yorkville 71
Rehabilitation of historic transportation buildings, •
structures, or facilities (including historic railroad fa-
cilities and canals)
Provision of safety and educational activities for pe-•
destrians and bicyclists
Acquisition of scenic easements and scenic or his-•
toric sites
Preservation of abandoned railway corridors, for •
the conversion and use thereof, for pedestrian and
bicycle trails
Control and removal of outdoor advertising•
Establishment of transportation museums•
Environmental mitigation to address water pollution •
due to highway runoff or reduce vehicle-caused wild-
life mortality while maintaining habitat connectivity
Archeological planning and research•
Illinois Tomorrow Corridor Planning Grant
Program – Illinois Department of Transportation
(IDOT)
The program will support planning activities that promote
the integration of land use, transportation and infrastruc-
ture facility planning in transportation corridors in Illinois.
The goals of the program are to:
Promote land use and transportation options, to reduce
the growth of traffic congestion:
Connect infrastructure and development decisions•
Promote balanced economic development to reduce •
infrastructure costs
Promote intergovernmental cooperation•
In addition, the program strives to:
Promote public-private partnerships and coalitions•
Promote collaboration among local governments, the •
development of industry, labor and environmental
organizations
Minimize the cost to taxpayers for infrastructure and •
maximize the use of existing infrastructure
Examples of projects that qualify include:
Creation of transit oriented/mixed use development •
plans, to increase transportation options, improve
walkability and enhance access to transit
Development of intergovernmental agreements that •
provide for multi-jurisdictional planning of land use,
zoning and developmental decisions
Development of public-private plans and agreements •
that provide for, and encourage, affordable housing for
workers that is convenient to employment centers
Creation of multi-community corridor plans to develop •
efficient transportation facilities and land uses
Open Space Lands Acquisition and
Development (OSLAD) – Illinois Department of
Natural Resources
This program can provide up to 50 percent funding as-
sistance to eligible units of local government for the ac-
quisition and/or development of land for public outdoor
recreation. Actual funding assistance for approved
projects is provided on a reimbursement basis, after sat-
isfactory project completion. OSLAD grants are awarded
through a competitive application process, which are due
no sooner than May 1 and no later than July 1 of each
year. Proposed bike paths and snowmobile paths eligible
under IDNR’s Bike Path Grant Program are not eligible
for OSLAD consideration.
Eligible projects include, but are not limited to: play-
grounds, walking/hiking/jogging trails (excluding bike
trails), sports fields, nature observation and sightseeing
facilities, camping, fishing and hunting facilities, con-
struction of a Safety Town, and development of dog park
areas.
Illinois Green Streets Initiative – IDOT
The Governor’s new Illinois Green Streets Initiative is
part of the Replanting the Prairie State Initiative to fur-
ther reduce greenhouse emissions in the state. Although
funded through the ITEP program, applications for the
Illinois Green Streets Initiative will utilize a separate ap-
plication unique to that program. Project sponsors may
receive up to 80% reimbursement for project costs. The
remaining 20% is the responsibility of the project sponsor.
Funds for this program can only be used for planting of
trees or prairie grasses.
Local Funding Sources
Sales taxes can be used to raise funds for trails ac-•
quisition and development
“Trail Bank” • - Impact fees are one-time charges levied
by a local government on new development that can
be used to finance trails and other projects located
outside the boundary of development
Require developers to provide public trails as part of •
development
General obligation bonds can be used to fund green-•
ways and trails projects, but many require referenda.
Referendum is an opportunity to educate the public
and build support for trail programs
The local Capital Improvements Program can have a •
yearly trails appropriation
Yorkville Integrated Transportation Plan | United City of Yorkville72
Private Sector Funding Sources
Local businesses can donate funds for specific trail •
segments or amenities, donate services to reduce the
cost of developing trails, reduce the costs of materi-
als for trail construction, and/or contribute employee
volunteer time to work on trail projects.
A land trust is typically a private, nonprofit organiza-•
tion that is engaged in the protection and conservation
of real estate, which can include trail corridors. Local
organizations can play a key role in trail development
and construction.
Local and national foundations can be solicited for •
trail funding; local foundations are more likely to fund
local interests than national foundations.
Service clubs can hold fund-raisers for greenways •
and trails projects.
Individual sponsors can contribute to greenways and •
trails projects by sponsoring the purchase of facilities
or parts of a trail.
Volunteer work can decrease construction costs of •
trail projects.
“Buy-a-Foot”• programs raise funds and promote
awareness of trail projects. Public-private partner-
ships have been deemed the most successful way to
raise funding for greenways and trails projects.
“To be truly successful, implementation of a trail project
should not become the sole responsibility of local govern-
ment, but a collective pursuit.” – Trails
6.2 DOWNTOWN STREETSCAPE
IMPLEMENTATION PLAN
6.2.1 IMPLEMENTATION
The process and recommendations described in the
previous section seeks to achieve the vision set forth by
residents and City leaders. This Implementation Plan
outlines actions steps the City can focus on such as:
Priority and timing•
Policy orientation•
Regulatory Action including potential code changes•
Funding options•
ITP Recommendation # 20:
Pursue Multiple Forms of Funding Options
and Pursue Policy Orientation and Regulatory
Action in Order to Implement the Downtown
Streetscape Plan
Priority, Timing and Coordination Between the
City and Downtown Business Owners
Priority and timing of projects
is dependent on the availability
of funds as well as the relative
importance of the element. To
understand and prioritize the
future improvements, conver-
sations between the City and
local business owners need to
occur. As part of this ITP study
coordination and communica-
tion is already occurring and the efforts should continue
in the future. It will take the combined effort of City lead-
ers and the business community to implement this plan
and future endeavors. The earliest actions might be initi-
ating discussions among business owners to address
parking concerns in regards to the IL Route 47 widening
project. For the long term, the City could convene the
discussions, serve as a facilitator, and manage imple-
mentation of the vision and ultimate plan. A committee
(i.e. Streetscape Committee or Riverwalk Committee)
could be formed that would work on the priority, funding
and timing of various downtown improvements. To start,
the committee may decide to focus on one streetscape
element such as street lighting. The group could investi-
gate grants and funding for various amenities and finalize
the selection of lighting type (manufacturer, model, and
preferred phasing). Or the committee could work with the
City to further develop a priority list of projects for imple-
mentation. Some potential priority projects may be;
Work with IDOT on future IL Route 47 improvements1.
Develop a detailed Downtown Streetscape Plan for 2.
phase one improvements (Van Emmon, Hydraulic)
Building and facade improvements3.
Policy Orientation
The City should take a strong, proactive stance toward
downtown improvements for pedestrians and bicycles.
While the City does not hold the sole responsibility for
implementation, community leaders can energize the pri-
vate sector to become the steward for, and developer of,
the downtown. This plan requires a greater commitment
Yorkville Integrated Transportation Plan | United City of Yorkville 73
by the City to support, act, demonstrate, and to fund coor-
dinated downtown improvements affecting non-vehicular
travel. The key here is to have the City, like all the down-
town stakeholders, maintain a continuous and consistent
commitment to the implementation.
Regulatory Action
Many of the components of this plan require regulatory
action. Probably the most significant is modification of the
street standards for downtown. However, there are also
other regulatory issues to be addressed, such as how the
City will structure its general improvements, in response
to the dictation of the plan. Additionally, there may need
to be changes in ordinances such as;
Building massing/setbacks (Form Based Codes)•
Landscaping and screening•
Regulating hours of operation•
Signage•
Shared parking•
Loading area and mechanical equipment•
Property maintenance and code enforcement•
Funding options
There are a variety of funding sources that may have
potential to fund various recommendations found within
this ITP report including:
TIF (Tax Increment Financing)•
SSA (Special Service Area Financing)•
BID (Business Improvement District)•
CIP (Capital Improvement Programming)•
Tax Increment Financing
TIFs have been implemented for the core downtown
Yorkville area. This method of financing should be re-
viewed, to determine whether changes are needed to the
boundaries, objectives, projects and budget.
Special Service Area
An SSA is a state authorized financing program that can
be administered by the City that provides financing re-
sources for a specific area. It is funded through a special
tax assessment paid by property owners in a designated
area. An SSA is initiated by property and business owners
wanting certain services above those already provided
by the Village or other services not provided such as
advertising, marketing, parking, loan programs, capital
improvements, and maintenance. A group of contiguous
property owners vote to form an SSA consisting of all
properties that will benefit from the services, and elect to
levy an additional property tax to pay for the services. If
approved by the City Council, the tax will be levied and
distributed to the SSA on an annual basis.
Business Improvement District
A BID is a tool to coordinate, manage and redevelop
downtown as it allows a host of strong municipal powers
for bonding, condemnation, and the like. There are many
benefits of BID’s. For example they are very versatile in
using its powers and funds for a wider range of initiatives
and activities than are available under an SSA. A BID
may be an effective tool for the City and should be further
investigated.
Capital Improvement Programming
Funding sources through the Capital Improvement
budget should be pursued to finance the Downtown Plan
and Streetscape Plan. Since capital improvements will
likely need to be phased based on funding availability,
the City should develop a list of projects and prioritize
them as mentioned previously. Some forms of financing
improvements for the downtown have been put in place
and additional revenue streams will be necessary in the
future.
In general, the most successful street improvement proj-
ects result from cooperative public/private effort. Direct
benefits of the street improvements will fall to the downtown
business community, therefore sharing of organizational
and fiscal responsibility is recommended. The overall suc-
cessfully upgrading of downtown Yorkville’s streetscape
will require significant funds and directing the appropriate
resources that will achieve the greatest impact. A list of
grant sources is included in the appendix, however, com-
petition for funding is high, and grant sources are limited.
The most effective funding means for most projects will
be a combination of grants substantially matched by City
funds and business and/or property owner contributions.
The City and Economic Development Corporation should
review the feasibility of these programs as well as State
and Federal funding.
Yorkville Integrated Transportation Plan | United City of Yorkville74
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville
APPENDIX A
Exhibit ‘A’ - Study Area
Exhibit ‘B’ - Study Area Inventory
Exhibit ‘C’ - Downtown Study Area
Exhibit ‘D’ - Regional Trails
Exhibit ‘E’ - Key Nodes and Connections
Exhibit ‘F’ - Downtown Study Area Analysis
Exhibit ‘G’ - Downtown Area Sidewalk Inventory
Exhibit ‘H’ - Theme and Character Vision
Exhibit ‘I’ - Gateways and Wayfinding Signage Concepts
Exhibit ‘J - Shared Use Trail Plan (Overall and four details of quadrants)
Exhibit ‘K’ - Shared Use Trail Plan - Priority Corridors (Overall and Detail)
Exhibit ‘L’ - Potential Bike Lane/Shared Roadway Routes
Exhibit ‘M’ - Loop System Plan
Exhibit ‘N’ - Gateways and Wayfinding Signage (Overall and Detail)
Exhibit ‘O’ - Trailheads and Wayfinding Signage
Exhibit ‘P’ - Gateway and Wayfinding Signage – Downtown Plan
Exhibit ‘Q’ - Streetscape Elements
Exhibit ‘R’ - Downtown Area Sidewalk Improvements
Exhibit ‘S’ - Downtown Recommendations
Exhibit ‘T’ - Illustrative Downtown Streetscape Plan
Yorkville Integrated Transportation Plan | United City of Yorkville
APPENDIX B
ITP SURVEY RESULTS
Do you live in Yorkville city limits?
Yes: 72.37% (55)
No: 27.63% (21)
Do you bike, jog or walk in the Yorkville area?
Yes: 88.16% (67)
No: 11.84% (9)
If you answered yes to Question 2, please indicate the general area you bike, jog or walk.
NE: 27.54% (19)
NW: 34.78% (24)
SE: 14.49% (10)
SW: 23.19% (16)
What is your mode(s) of non vehicular travel? (Check all that apply)
Bicycle: 84.21% (64)
Jog: 31.58% (24)
Walk: 61.84% (47)
Rollerblade: 11.84% (9)
Other: 2.63% (2)
On average, how often do you bike, jog or walk?
Once a Day: 42.67% (32)
Once a Week: 40.00% (30)
Once a Month: 12.00% (9)
Once a Year: 5.33% (4)
Never: 0.00% (0)
Where do you travel when you bike, jog, or walk?
To Work: 7.89% (6)
To the Park: 34.21% (26)
To my School: 6.58% (5)
To the Library: 10.53% (8)
To a Rec Center: 19.74% (15)
To the Home of a Family Member or Friend: 25.00% (19)
To do Errands, Dining or Shopping: 19.74% (15)
For recreation/exercise: 85.53% (65)
Other: 1.32% (1)
Yorkville Integrated Transportation Plan | United City of Yorkville
When you bike, jog or walk, which do you use?
Designated Trails: 57.89% (44)
Sidewalks: 55.26% (42)
State Routes: 15.79% (12)
Neighborhood Streets: 73.68% (56)
Hiking Trails: 53.95% (41)
Other: 3.95% (3)
What is your average one-way distance?
0 - 1/2 Mile: 2.67% (2)
1/2 - 1 Mile: 8.00% (6)
1 - 2 Miles: 32.00% (24)
2 - 5 Miles: 36.00% (27)
5 - 10 Miles: 9.33% (7)
10+ Miles: 12.00% (9)
How would you rate the level of accessibility of the trails you travel?
Very Poor: 26.67% (20)
Poor: 29.33% (22)
Average: 30.67% (23)
Good: 12.00% (9)
Excellent: 1.33% (1)
How would you rate the quality of the trails you travel on a regular basis?
Very Poor: 13.33% (10)
Poor: 12.00% (9)
Average: 44.00% (33)
Good: 28.00% (21)
Excellent: 2.67% (2)
Which of the following would do the MOST to encourage you to utilize trails and sidewalks in
Yorkville?
More connected sidewalks and trails: 61.84% (47)
Better conditions of sidewalks and trails: 1.32% (1)
Safer crossings at intersections: 5.26% (4)
Separate bicycle paths, wider shoulders: 17.11% (13)
Better access to shopping, schools, parks and other destinations: 10.53% (8)
Don’t know: 1.32% (1)
Other: 2.63% (2)
Yorkville Integrated Transportation Plan | United City of Yorkville
On which road corridors (in Yorkville) would you bike,
jog or walk most often?
Route 47: 44.74% (34)
Mill Road: 14.47% (11)
Cannonball Trail: 30.26% (23)
Route 34: 32.89% (25)
Van Emmon: 27.63% (21)
Kennedy Road: 23.68% (18)
Route 71: 14.47% (11)
Fox Road: 28.95% (22)
Other: 10.53% (8)
Route 126: 13.16% (10)
River Road: 26.32% (20)
To which of the following regional trails would you most likely access via a trail from Yorkville?
Fox River Trail: 50.67% (38)
Virgil L. Gilman Trail: 20.00% (15)
I&M Canal: 6.67% (5)
Illinois Prairie Path: 2.67% (2)
Route 66 Trail: 4.00% (3)
Don’t know: 13.33% (10)
Other: 2.67% (2)
Please indicate your age category:
6 - 18: 0.00% (0)
19 - 35: 40.79% (31)
36 - 54: 32.89% (25)
55 - 65: 25.00% (19)
66 and over: 1.32% (1)
Please indicate the number of people in your household that fall into the following categories:
0 - 5 Years: 0.54
6 - 12 Years: 0.53
12 - 18 Years: 0.79
18 - 30 Years: 0.59
30 - 55 Years: 0.29
55 and over: 0.05
Yorkville Integrated Transportation Plan | United City of Yorkville
ITP COMMENT CARD RESULTS
Shared Use Trail Master Plan
Topic #1: Layout and Location of the Shared Use Trail
Decide which type of trail improvements are of the highest priority. 1.
(Pick the top 3 and list the letters in order from highest priority to lowest priority) Example_d, b, a
a. Adding more local trails b. Adding more regional trails c. Improving existing trail conditions
d. Complete local connections e. Complete regional connections
Priority 1 - d Priority 2 – e/c ( tie) Priority 3 – a
Prioritize which municipalities you would like to see a trail extended to from Yorkville. 2.
(Pick the top 3 and list the letters in order from highest priority to lowest priority)
a. Aurora b. Joliet c. Millbrook
d. Montgomery e. Oswego f. Plano
g. Newark h. Sugar Grove
Priority 1 – e Priority 2 – c/f (tie) Priority 3 – a
Prioritize which of the following regional trail connections is most important. 3.
(Pick the top 3 and list the letters in order from highest priority to lowest priority)
a. Fox River Trail (Oswego to McHenry) b. Virgil L. Gilman Trail (Aurora to Sugar Grove)
c. I&M Canal Trail (Channahon to Peru) d. Illinois Prairie Path (Aurora to Hillside)
Priority 1 – a Priority 2 – b/c (tie) Priority 3 – d
Prioritize the most important trail connections to local places. 4.
(Pick the top 3 and list letters in order from highest priority to lowest priority)
a. Downtown b. Residential neighborhoods c. Parks and recreational facilities
d. Schools e. Shopping/commercial f. Workplaces
Priority 1 – d Priority 2 – a/c (tie) Priority 3 – e/b (tie)
Prioritize the most important road and/or environmental corridors to locate a trail along. 5.
(Pick the top 6 and list the letters in order from highest priority to lowest priority)
a. Route 47 b. Mill Rd. c. Cannonball Trail d. Route 34 e. Van Emmon f. Kennedy Rd.
g. Route 71 h. Fox Rd. i. Route 126 j. River Rd. k. Blackberry Creek
l. Rob Roy Creek m. Aux Sable Creek n. Fox River o. Other (Please Specify)
Priority 1 – d Priority 2 – a Priority 3 - n
Topic #2: Design Criteria and Appearance of the Shared Use Trail
Prioritize the most important design criteria for trail development. 6.
(List letters in order from highest priority to lowest priority)
a. Trail safety at intersections b. Trail accessibility
c. Trail sensitivity to environmental features d. Trail material and quality
e. Establishment of consistent design standards for the long term/future development
f. Separation of bike paths and trails from vehicular routes
Priority 1 – b/a (tie) Priority 2 – a Priority 3 - d
Prioritize the type of trail surface you desire. (Pick the top 2 and list the letters in order 7.
from highest priority to lowest priority)
a. asphalt b. concrete c. crushed limestone (fine gravel) d. Grass e. Other (please
specify)_________
Priority 1 – a Priority 2 – b
Yorkville Integrated Transportation Plan | United City of Yorkville
Downtown Streetscape Plan
Topic #1: Layout
Prioritize the following list of downtown streetscape enhancements (list letters in order from high-1.
est priority to lowest priority).
a. Aesthetics b. Riverfront access/crossings
c. Vehicular circulation/access/parking d. Pedestrian circulation/access
e. Storefront/cafe seating areas f. Pedestrian safety/traffic calming
Priority 1 – b/a (tie) Priority 2 – d
Topic #2: Design Criteria and Appearance
Prioritize the most important design standards for the downtown streetscape development. (List 2.
letters in order from highest priority to lowest priority).
a. Entrance gateway signage b. Way finding signage c. Theming/identity (see below)
d. Green space/street trees e. Paving/hardscape f. Lighting
g. Architecture style (historic, prairie style, etc.) h. Other (please specify)_____________
Priority 1 – d Priority 2 – g Priority 3 – e
Topic #3: Theme
Prioritize your desired theme style for the downtown. 3. The final theme selection may impact the look and
feel of items such as signage, color of materials, paving color and design, architecture style of pavilions. It will also
impact way finding signage for the Shared Use Trail System
a. Kendall County Courthouse/Downtown Buildings b. Historical element(s) of Yorkville
c. Prairie Style d. Limestone and Fox River Valley
e. Other (please specify)______________________
Priority 1 – a Priority 2 – b Priority 3 – c
Yorkville Integrated Transportation Plan | United City of Yorkville
Page Left Intentionally Blank
Yorkville Integrated Transportation Plan | United City of Yorkville
APPENDIX C: VISUAL PREFERENCE STUDY
DOWNTOWN THEME AND STREETSCAPE ELEMENTS
A Visual Preference Survey is a series of photographs representing the various aspects of a downtown streetscape
plan. Six (6) images representing twelve (12) aspects of a downtown streetscape plan were presented to downtown
business and property owners. Those filling out the survey were asked to rank each photograph (six total) in a category
on a scale of -3 to +3, with 0 being neutral, -3 being strongly dislike, and +3 being strongly like. Images were selected
to demonstrate a range of design possibilities.
Visual Preference Survey Results
Fifty (50%) percent Response Rate (distributed to 22 downtown business and property owners, received 11). A “pre-
ferred picture” was determined by average score received and most reoccurring score (mode). Images with high rank-
ing scores had an average score of two (2) and a mode of three (3). The results have been split into two (2) categories.
The first is set of pictures is where one (1) picture was the clear winner or “preferred picture” among the six (6) choices.
The second set of pictures is where two (2) or three (3) pictures could be selected as the “preferred picture.”
Clear Winners:
Pedestrian Environment
(Average Score: 1.9 Mode: 3)
Street Furniture (Benches)
(Average Score: 1.5 Mode: 2)
Trash Receptacles
(Average Score: 1.3 Mode: 2)
Façade Style
(Average Score: 2.3 Mode: 3)
Wayfinding Signage
(Average Score: 2.3 Mode: 3)
Gateway Signage
(Average Score 2.0 Mode: 3)
Public Art
(Average Score: 1.3 Mode: 2)
Yorkville Integrated Transportation Plan | United City of Yorkville
Multiple Preferred Pictures:
Lighting Fixtures
(Average Score: 2.0 Mode: 3)
(Average Score: 1.8 Mode: 3)
Pavement Materials
(Average Score: 2.3 Mode: 3)
(Average Score: 2.1 Mode: 3)
Fencing Style
(Average Score: 2.4 Mode: 3)
(Average Score: 2.4 Mode: 3)
(Average Score: 2.0 Mode: 3)
Landscape Materials
(Average Score: 1.8 Mode: 3)
(Average Score: 1.9 Mode: 2)
Public Space
((Average Score: 2.1 Mode: 3)
(Average Score: 2.2 Mode: 2)
(Average Score:1.8 Mode: 3)
Yorkville Integrated Transportation Plan | United City of Yorkville
APPENDIX D: LIST OF DOCUMENTS AVAILABLE AT
CITY HALL
Records of Meetings and General Project Information
Park Development Standards: Section 8 (Pathway and Trails)
American Association of State Highway Transportation Officials (AASHTO) Standards
Bureau of Design and Environment Manual (BDE)
Manual on Uniform Traffic Control Devices (MUTCD)
References:
IDOT - Bureau of Design Manual, Chapter 17, Bicycle and Pedestrian Accommodations
IDOT - Bureau of Local Roads Manual, Chapter 42, Bicycle Facilities
AASHTO - Guide for the Development of Bicycle Facilities
Capital Development Board - Illinois Accessibility Code
Federal Highway Administration - Implementing Bicycle Improvements at the Local Level
STATE OF ILLINOIS )
) ss
COUNTY OF KENDALL )
ORDINANCE No. 2009____
ORDINANCE AMENDING CITY CODE
TITLE 6 – TRAFFIC, CHAPTER 3 – TRAFFIC SCHEDULES
Church Street and W. Main Street
WHEREAS,the United City of Yorkville has discussed and considered amending the City
Code, Title 6 – Traffic, Chapter 3 –Traffic Schedules regarding revising the Yield Intersection at
Church Street and W. Main Street; and,
NOW, THEREFORE, BE IT ORDAINED by the Mayor and City Council of the United
City of Yorkville, Kendall County, Illinois, as follows:
Section 1. Title 6, Chapter 3, Section 2(B) of the United City of Yorkville Code of
Ordinances is hereby amended by deleting the following paragraph:
Church Street and Main Street, with Church Street yielding for Main Street
And replacing with:
W. Main Street and Church Street, with W. Main Street yielding for Church Street
Section 2. This Ordinance shall be in full force and effect upon its passage, approval, and
publication as provided by law.
Passed by the City Council of the United City of Yorkville, Kendall County, Illinois this
________ day of ____________________, A.D. 2009.
______________________________
CITY CLERK
ROBYN SUTCLIFF ________ DIANE TEELING ________
ARDEN JOE PLOCHER ________ WALTER WERDERICH ________
GARY GOLINSKI ________ MARTY MUNNS ________
ROSE SPEARS ________ GEORGE GILSON, JR. ________
Approved by me, as Mayor of the United City of Yorkville, Kendall County, Illinois, this
________ day of ____________________, A.D. 2009.
______________________________
MAYOR