Section 2: Assessment of Existing Conditions
Section 2:
2.1
Assessment of Existing Conditions
Introduction
The purpose of this section is to assess how well Washington Street functions as a transportation
system today. This assessment will help direct corrective actions to meet the three guiding
principles discussed in Section 1:
Guiding Principle 1: Manage traffic congestion
Guiding Principle 2: Promote a variety of mobility options
Guiding Principle 3: Sustain and enhance economic vitality
Before corrective actions can be taken in the corridor, it is first necessary to establish how well
the corridor is doing with respect to the above guiding principles. This assessment of existing
conditions will determine areas of strengths and weaknesses as well as provide a baseline of
performance that can be used as a point of comparison in the future.
This assessment will follow each guiding principle in this manner:
Guiding Principle 1: Manage Traffic Congestion
This guiding principle will be assessed from a traffic operations perspective. The level of traffic
congestion, the causes of congestion, and the consequences of congestion will be analyzed and
discussed.
Guiding Principle 2: Promote a Variety of Mobility Options
This guiding principle will be tested to determine the degree to which mobility options and
transportation modes, other than private vehicles, are used and encouraged in the corridor.
Specifically, this involves how well transit is provided and utilized, as well as how pedestrian
and bicycle transportation is facilitated and encouraged.
Guiding Principle 3: Sustain and Enhance Economic Vitality
This principle will be assessed subjectively based on the assessment of the first two principles.
Before the assessment is discussed, an examination of how Washington Street is used and the
travel behavior and perceptions of the general public will be presented.
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2.2
Travel Behavior and Perceptions on Washington Street
A key aspect to assessing the Washington Street Corridor is to first understand how the corridor
is used and what Naperville residents and stakeholders think of the corridor as a transportation
system. This section documents three efforts. The first is a transportation origin-destination
survey of Washington Street drivers. The second effort is a community wide or “customer
preference” survey of Naperville residents regarding the perceptions of the corridor. Finally, key
stakeholders and the general public were engaged to gain reaction to these surveys and other data
collected in the study.
2.2.1 Origin-Destination Survey
The objective of the Origin and Destination Study (OD Study) was to inventory existing travel
patterns and trip attributes within the Washington Street Corridor during the traditional work
week during selected hours from 6:00 a.m. to 6:00 p.m. The traditional work week is defined as
Monday through Friday and presumes educational institutions along Washington are in session.
This period was chosen because it represents the most traveled time segment on the corridor.
More people travel on Washington Street Monday through Friday from 6:00 a.m. to 6:00 p.m.
than any other time period, such as weekends (Saturday and Sunday) or Monday through Friday
6:00 p.m. to 6:00 a.m.
The discussion below highlights the key elements of a separate report that was prepared for the
Origin and Destination Study. The reader is referred to the Washington Street Origin and
Destination Study (June 2003) for a more thorough discussion of the study.
The survey was designed to gather the following information:
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The origin of the trip;
The destination of the trip;
The travel time of the trip;
The trip purpose;
The frequency that the trip is made;
The number of occupants per vehicle;
The time of day of the trip (a.m. period, Mid-day, or p.m. period); and
Whether or not the travelers use Metra commuter rail or Pace suburban bus.
The origins, destinations, and trip attributes of the survey results were analyzed spatially using a
Geographic Information System (GIS) created for this study. Based upon the origin and
destination data, four travel markets were identified and analyzed:
1. Trips beginning and ending in Naperville (Local, Intra-Naperville Trips)
2. Trips where either the origin or destination occurred within Naperville and the
corresponding destination or origin occurred someplace else, but not downtown Chicago
(e.g. within DuPage County or surrounding areas: Lisle, Bolingbrook, Warrenville,
Wheaton, etc.)
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3. Trips where either the origin or destination occurred within Naperville and the
corresponding destination or origin was downtown Chicago (i.e. the Chicago central
business district)
4. Through travel: Trips where neither the origin nor the destination occurred within
Naperville
Survey results were reviewed and validated using comparisons of City traffic data, Census
Journey to Work 2000 data, Metra commuter rail data, and the Washington Street Community
Survey conducted as a component of this corridor study.
Between March 25 and 27, 2003, 4,800 survey postcards were distributed on Washington Street,
and 1,138 completed survey responses were returned yielding a 24% response rate. Statistically,
this provides reliable results. Overall, survey results indicate that the vast majority of travel on
Washington Street is local travel specific to Naperville and the surrounding community. Results
show that:
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Approximately 58% of Washington Street trips reported begin and end in Naperville;
Approximately 76% of Washington Street trips reported remains within DuPage County.
Washington Street is not a through-corridor. Less than 3% of survey responses were
through trips (i.e. trips in which neither the origin nor the destination was located within
Naperville).
Approximately 64% of all survey respondents experience a travel time less than 25
minutes;
Nearly 59% of all survey respondents indicated they were traveling on Washington Street
for a work-related trip;
Approximately 61% of all survey respondents use Washington Street “at least once or
twice a day” or “several times a day.” Nearly 22% of respondents use Washington Street
“several times a day”;
Approximately 26% of all survey respondents reported they carpool; and
Approximately 9% of all survey respondents use transit (either Metra and/or Pace
suburban bus).
2.2.1.1 Analysis of Origin-Destination Survey Results and Findings
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The key results of the OD study pertinent to pedestrian or bikeway travel options is that
58% of the auto trips begin and end in Naperville, and that 66% had travel times of 25
minutes or less in one direction. It could be surmised that these local trips (which may be
too long to walk) could be replaced with biking trips.
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The breakdown of intra-Naperville travel showed concentrations of trip destinations
along Washington Street, specifically the train station, downtown, Edward Hospital, and
various schools. Also, next to work trips (59%), trip purposes for social/recreational and
other purpose accounted for 16% and 15%, respectively. Focusing in on the
social/recreational trip purposes, 57% of these trips’ auto travel time ranged between 15
minutes and less.
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The intra-Naperville trips for social/recreational purposes with auto travel times less than
15 minutes could be interpreted as positive barometers for pedestrian or bikeway travel.
It could be suggested that these short, casual auto trips could be replaced with walking or
biking trips.
2.2.2 Customer Preference Survey
A survey of City residents was conducted during March 2003. The purpose of the survey was to
gather statistically valid input from residents about issues related to improvements being
considered for Washington Street. The discussion here highlights the completed survey report
entitled Washington Street Community Survey (April 2003) authored by ETC Institute, Inc. and
TranSystems Corporation. The reader is referred to this report for a more thorough discussion of
the customer preference survey.
Residents were asked their preferences concerning a wide range of issues including:
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Frequency of travel along Washington Street
Concerns about traffic congestion on Washington Street
Concerns about travel safety on Washington Street
Importance of various issues that could affect the types of improvements that could be
made to Washington Street
How likely residents would be to use various public transit services that could be
developed in the Washington Street Corridor
A five-page survey and cover letter were mailed to a random sample of 1,200 households in the
City of Naperville in March 2003. Approximately ten days after the surveys were mailed;
residents who received the survey were contacted by phone. Those who indicated that they had
not returned the survey were given the option of completing it by phone. The goal was to obtain
at least 400 completed surveys or a 33% response rate.
Of the 1,200 households that received a survey, 356 completed the survey by phone and 401
returned it by mail for a total of 757 completed surveys. The results for the random sample of
757 households have a 95% level of confidence with a precision of at least plus or minus 3.7%.
There were no statistically significant differences in the results of the survey based on the
method of survey administration (phone versus mail).
Major findings:
Travel Characteristics
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81% of those surveyed indicated that they travel on Washington Street at least once per
week; 35% travel on Washington Street at least once per day.
78% of those surveyed travel on Washington Street to get to other destinations in
Naperville; 50% of those surveyed travel on Washington Street to get to destinations in
DuPage and Will Counties outside Naperville; and 14% of those surveyed travel on
Washington Street to get to destinations in downtown Chicago.
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Congestion and Safety Perceptions
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Residents generally thought traffic flow improvements and safety improvements were the
two most important issues that should be considered when planning improvements to
Washington Street.
50% of those surveyed thought traffic congestion on Washington Street has increased
significantly over the past five years.
67% of those surveyed thought that Washington Street is more congested than other
major roadways in Naperville.
40% of those surveyed thought travel safety on Washington Street has become more
dangerous over the past five years.
74% of those surveyed were concerned with travel safety along Washington Street.
The intersections along Washington Street that residents thought should receive the
highest priority for improvements included: Chicago & Aurora (37%), 75th & Hobson
(27%), and Ogden Avenue (21%).
Other Modes
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35% of the residents surveyed indicated that they would be very or somewhat likely to
use bus rapid transit service if it were developed along Washington Street.
34% of the residents surveyed indicated that they would be very or somewhat likely to
use frequent shuttle service to destinations along Washington Street.
27% of the residents surveyed indicated that they would be very or somewhat likely to
use free park and ride services.
Public Knowledge
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Only 24% of those surveyed knew that the City was studying improvements to
Washington Street prior to receiving the survey.
2.2.2.1 Customer Preference Survey – Pedestrian and Bikeway Results
Although the Customer Preference Survey found that traffic flow (73%) and safety (65%)
improvements were the top two most important issues to the residents, pedestrian mobility (20%)
and bicycle mobility (12%) were the third and fourth concerns. Though not a resounding
indication, it is still a positive suggestion that pedestrian and bikeway improvements are desired.
However, similar to the transit discussion, the same results of the survey could be translated
positively for pedestrian or bikeway travel. The survey indicated that of those surveyed,
approximately 81% and 35% traveled on Washington Street weekly and daily, respectively.
78% of those surveyed who travel on Washington have destinations within Naperville.
It could be surmised that some of these local auto trips could be replaced with non-auto (biking
or walking) trips if a safe continuous facility is made available.
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2.2.3 Key Persons and Stakeholder Assessment of Existing Conditions
Near the beginning of this study, the City determined it was valuable to specifically obtain input
from key stakeholders regarding issues related to Washington Street. While the community as a
whole is a “stakeholder”, there are some people and groups that are impacted by potential
improvements to Washington Street more directly than others. It was these “key” groups who
were sought out to provide feedback during the course of the study. The first group consisted of
key persons. The second audience consisted of two stakeholders groups. Both of these are
discussed below.
Key Persons
At the onset of the study, several key persons or groups were approached to obtain initial
impressions about the corridor. These key people represented Edward Hospital, downtown
Naperville business leaders, DuPage County officials, members of the Naperville City Council,
and Naperville residents.
Major issues raised by these key people/groups were:
Edward Hospital
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Left-turn movements are difficult around Edward Hospital
Transit use and use of other ridesharing at Edward Hospital is minimal
Naperville Chamber of Commerce/Downtown Naperville Alliance
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Congestion in downtown Naperville is seen as a positive (meaning it is a busy place with
customers).
On-street parking contributes to a pedestrian ambience.
It is desirable to promote walking.
A localized shuttle system within downtown might prevent people from relocating their
cars once they arrive downtown and park.
A lunch shuttle to the Interstate 88 corridor may be desirable as well.
Converting side streets to one-ways would be undesirable.
DuPage County
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Naperville has specific challenges for transit use—primarily persuading people to give up
their cars in favor of a shuttle service. Naperville residents will have high expectations
that need to be met or exceeded on “day one.”
Summary of City Council Survey
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Most believe Washington Street is much more congested than similar streets in the City.
Elimination of on-street parking in downtown is seen as a possible solution, though one
that would promote controversy.
Left turns are a problem.
It will be a challenge to get people to use buses.
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Naperville Area Homeowners Confederation
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Congestion has many peaks in the corridor.
Downtown Naperville is a congestion point in the afternoon (not so much in the
morning).
North-South travel is problematic in Naperville. Only Naper Boulevard is a viable
alternative. People use Washington when Naper Boulevard is congested.
Make Main and Washington a one-way pair.
Improve signal synchronization.
Encourage ridesharing at Edward Hospital.
Provide a downtown shuttle to keep people from driving around. This service would
need a high level of service.
City and employers should have a more cooperative relationship when it comes to traffic
congestion.
Blue Bird Transportation
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Naperville needs a general, basic system. The current service is a patchwork of specialty
services that is not effective (such as the rail feeder service and the elderly/disabled
services). Specialty services could augment a basic service network.
A shuttle service for downtown and/or connecting downtown to Interstate 88 would be
difficult to make work successfully.
Stakeholders
In addition to meeting with key persons, two stakeholder groups were convened during the
course of the study. The first stakeholder group consisted of local business and civic leaders, the
other group consisted of government sector leaders. The purpose of these groups was to serve as
a “litmus test” of perceptions of the corridor as well as ideas to fulfill the guiding principles. The
stakeholder groups were convened in roundtable meetings. The first set of roundtables occurred
mid-way in the study to share data collected to that point. The second set of roundtables was
held near the end of the study to gather reaction and input on study data and draft
recommendations.
The project stakeholders indicated that pedestrian access must be included with any transit
alternatives, specifically provision of continuous sidewalks and providing safe street crossings of
Washington Street. Continuous sidewalks should be provided to access transit route stops along
Washington Street. Exclusive pedestrian signal phasing was generally supported for use in the
CBD. Use of traffic calming techniques had mixed receptions; with the governmental leaders
group rating it higher than the business/civic leader group. The pedestrian/bicycle-oriented
traffic calming techniques included bulbouts/neck downs, pedestrian/vehicle separators with
sidewalk planters and bollards, textured pavements/crosswalks, and speed tables.
The findings of the Customer Preference Survey and the Origin-Destination Survey were
presented to both stakeholder groups. In addition, data concerning congestion and mobility
options were also presented and discussed with the groups. These discussions took place during
the first set of roundtables held mid-way through the study.
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The meeting summaries of both groups are presented in Appendix A of this report. Major
comments raised by the business/civic leader stakeholder group at the first set of roundtable
meetings were:
Downtown
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Downtown roadway related solutions are likely to differ from the North and South
Segments’ solutions
In the downtown area, it is essential to maintain pedestrian friendliness
A downtown trolley system might be a good idea for the downtown area as part of the
solution (anchored by DuPage Children’s Museum and Naper Settlement – lots of out of
town visitors as a base)
It is important to keep flow smooth and speeds low-ish in the downtown area
The impact of pedestrian crossings in the downtown area should be understood when
evaluating roadway performance
Provide traffic calming in downtown in a different way than relying on parked cars to
perform that function
Non-motorized and public transit transportation
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In the North and South Segments, improved pedestrian paths are desired
Where possible, provide grade separated bike and pedestrian crossings at any new or
emerging bike paths
Maintaining a pedestrian buffer is important
No bikes should be/are allowed in downtown on Washington Street
Any transit service must have an improved quality of service compared to the current
Pace service. Quality is defined by span, directness, higher frequency and more coherent
routing
Be aggressive about seeking funds to support transit or other solutions from non-local tax
sources
Major comments raised by the government sector group at the first set of roundtable meetings
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Transit will not be the whole solution – but should be part of the solution
Transit should be improved to be a more effective mode for Metra access
A broader array of markets should be targeted
o Events
o Evening circulation
o Pre- and post-drivers
Any transit that is recommended must be of a better quality to what Naperville has seen
to date (increased frequency, advertising/marketing, etc.)
Signal priority for transit should be considered
Bike access must be maintained and enhanced
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Consideration of one-way coupling should be considered for Washington/Main and also
for some of the cross streets
Aggressive consideration of signalization improvements and channelization are
recommended
Comments made by these groups regarding recommendations will be discussed later in this
report.
General Public
The City of Naperville conducted an “open house” in July 2003 to obtain public reaction to the
customer preference survey and OD Study. In addition, reaction to the data collected regarding
traffic and transit in the corridor was presented. The open house summary is included in
Appendix A.
2.2.4 Conclusions
It is clear from the OD Study and the Customer Preference Survey that travel patterns on
Washington are localized. Washington serves a predominately Naperville audience. It is also
evident that people are looking for improvements that fine-tune the operation of the street as a
transportation system. Improvements in traffic flow and safety such as the addition of left turn
lanes, the development of specialized transit services such as a downtown circulator and a lunch
time shuttle to the Interstate 88 Corridor, and the enhancement of bicycle and pedestrian modes
are the type of incremental improvements sought by the various people engaged in this study.
2.3
Congestion Management on Washington Street
The purpose of this section is to assess how well congestion is managed on Washington Street.
Congestion is defined as the impediment of traffic to move smoothly and predictably on a
roadway system. This assessment addresses traffic engineering related issues and is intended to
measure how well the current infrastructure supports traffic both now and in the future. At its
roots, this assessment looks at how well vehicles move in the corridor. Congestion is caused by
too many vehicles for the capacity of the street. Capacity of the corridor can be affected by the
number of lanes, how well signalized and unsignalized intersections accommodate through and
turning traffic, volume of traffic on Washington Street and crossing roadways, on-street parking
maneuvers and number of pedestrians and conflicts between turning vehicles and pedestrian
movements. Because of the number of signalized intersections (24) along the length of the
corridor (7.05 miles), the capacity of the corridor is dictated by the operations of the traffic
signals.
The following factors are crucial in assessing congestion management on Washington Street:
1. Traffic Volumes—indicates how much traffic moves on the street. Volumes both in
the present and future peak hours are examined. Clearly, the more traffic, the greater
the potential for congestion. Volume is the number of vehicles on the street over a
given time period, typically the a.m. or p.m. peak hour.
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2. Level of Service (LOS)—measures the degree of congestion or volume to capacity
ratio (number of vehicles at an intersection compared to the number of vehicles that
intersection has the capacity to handle). LOS uses a scale similar to letter grades in
school where “A” is free flow (or least congested) and “F” is unstable (or heavily
congested). Both current and future LOS for the peak hours are reviewed at the
signalized intersections. The more intersections there are with an unfavorable rating,
the more prevalent is congestion. The City of Naperville, as discussed more below,
accepts as a minimum for each intersection to operate in an overall manner at LOS D.
This may allow certain approaches or movements to operate below LOS D.
3. Traffic Signals—are important to control traffic movement. To the extent that signals
fail to control traffic in a smooth and efficient manner, the level of congestion can be
elevated.
4. Access points—are the number of public and private junctions that intersect
Washington Street, including public streets and private driveways. The more
junctions, the greater the opportunity for congestion because turning vehicles into and
out of these junctions cause interruptions in traffic flow. Too many access points can
contribute to congestion.
5. Accidents or Crash History—provides not only the safety experience of the street but
may (by type of accident) indicate the manner in which traffic flow is being hindered.
The more accidents, the more the indication that congestion management may need
improvement.
This section will, in turn, examine each of these factors. At the end of this section, the question
of how well congestion is managed on Washington Street will be summarized and answered. To
facilitate the discussion of these factors, Washington Street was divided into three segments.
As mentioned in Section 1, Washington Street has, in terms of land use, three distinct segments.
They are the North Segment, Downtown or Central Segment, and the South Segment. The North
Segment is defined from the Washington Street terminus at Warrenville Road to North Avenue.
The Central Segment is defined from North Avenue to Hillside Road. And finally, the South
Segment, from Hillside Road to the Washington Street terminus at Naper Boulevard.
The value in dividing the street into these segments is to facilitate analysis of the corridor in the
context of the issues and potential strategies for each. A description of the existing
transportation features by each segment is provided below. Typically Washington Street is a
four-lane roadway with speeds posted between 30 and 40 mph. Departures from this typical
condition are identified.
North Segment – Warrenville to North Avenue
This 2.25-mile segment includes seven signalized intersections (not including North Avenue).
24-hour traffic volumes along the corridor range from a low of 13,900 vehicles per day at the
north end to 29,500 at the south end. On-street parking is prohibited in this segment.
Section 2: Assessment of Existing Conditions
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The northern terminus is a 3-legged intersection with Warrenville Road. Warrenville Road is the
mainline street, carrying nearly double the amount of traffic on Washington Street. The east leg
of Warrenville has higher traffic, which may be associated with its access to Interstate 88. The
intersection accommodates these movements with a northbound dual-right turn lanes and
westbound dual-left turn lanes.
Within the last few years, Washington Street over Interstate 88 was widened to a four-lane cross
section. This roadway improvement, essentially between Diehl and Warrenville, is associated
with the continued office development at the Technology Center. The intersection with Diehl
Road has exclusive right-turn lanes in both the northbound and southbound directions.
South of Diehl Road, the land use changes to residential. Between Diehl and Bauer, there are
few private access points as the right-of-way is coincident with side or back property lines. A
junior high school is located in the northeast quadrant at the intersection of Bauer. A 20 mph
school zone is posted south of Bauer.
Between Bauer and Ogden, there are six public road intersections and several more private
residential and commercial drives. At the intersection of Ogden Avenue (US Route 34), the
northbound approach of Washington Street has an exclusive right-turn lane. Ogden Avenue
carries over 40,000 vehicles per day. Traffic volumes on Washington Street south of Ogden
increase by approximately 8,000 vehicles or nearly 40% in comparison to the section north of
Ogden Avenue.
Between Ogden and North, there are seven public road intersections and several more private
residential and commercial drives. In this segment there are several crossing roadways that do
not line up and are as much as 150 feet apart. The Burlington Northern/Santa Fe Railroad
crosses over Washington Street. The vertical clearance is posted with a warning of 14’ – 5”.
Standard highway clearance is 16’ – 3” desirable and 14’ – 6” minimum.
Central Segment –North Avenue to Hillside Road
This 0.9 mile long segment, the shortest in the corridor, includes seven signalized intersections
(including North Avenue). 24-hour traffic volumes along this segment are relatively stable at
approximately 33,000 vehicles per day. This segment begins a section of high traffic volumes.
Washington Street remains the mainline throughout this segment. The highest side street traffic
volumes are on Chicago and Aurora Avenues at approximately 17,000 vehicles per day each.
Posted speeds decrease to 25 mph and land use has changed to urban high density commercial
development. All signalized intersections have signs posted for “No Turn on Red When
Pedestrians Present”. At the intersections of Jefferson and Van Buren Avenues, signs are
illuminated during peak hours restricting left turns.
Many of the commercial buildings are built to the lot line at the back of the right-of-way
(typically 66 feet wide) between Chicago and Van Buren Avenues. Thirty-eight on-street
parallel parking spaces are provided between the hours of 9:30 a.m. and 4 p.m., and after 7 p.m.
between Jackson and Benton. On-street parking is free though it is limited to 2 hours. There is a
$50 fine for parking violation. Parking restrictions are strictly enforced by towing. When onstreet parking is in effect, only one-lane in each direction is provided for traffic. Within the
Section 2: Assessment of Existing Conditions
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downtown area, two municipal parking garages and several surface parking lots provide
approximately 2,300 spaces.
Figure 2-1 illustrates both on-street and off-street public parking facilities within the downtown
area.
The North Central College is located east of Washington Street off Chicago Avenue.
Washington Street crosses the DuPage River between Chicago and Aurora Avenues. South of
Aurora, Washington Street follows the general direction of the DuPage River and remains on the
west side of the river until near the southern terminus of the Washington Street Corridor. A 20
mph school zone is also in effect between North and School Street between the hours of 7:30
a.m. to 4:30 p.m.
South Segment – Hillside Road to Naper Boulevard
This nearly 4-mile long segment, the longest segment in the corridor, includes ten (including
Hillside) signalized intersections. 24-hour traffic volumes along this segment range from a high
of 35,300 vehicles per day at the north end to 23,500 at the south end. On-street parking is
prohibited in this segment. The southern terminus is a 3-legged intersection with Naper
Boulevard. The south leg of Naper Boulevard and Washington Street represent the mainline of
traffic. The intersection accommodates these movements with eastbound dual-left turn lanes and
southbound dual-right turn lanes.
South of Hillside Road, the land use includes a cemetery, Edward Hospital, office complexes, a
church, shopping centers as well as single-family homes. The non-residential uses are typically
on the west side of Washington Street. Between Hillside Road and Martin Avenue, the DuPage
River comes within 100 feet of Washington Street, for a relatively short distance of 800 feet.
Between Tamarack Lane and Bailey Road for approximately 0.40 miles, the east side of
Washington Street is paralleled by the DuPage River. The Washington Street intersection at 75th
Street (County Route 33) is programmed for improvements that include widening Washington
Street to three through lanes and dual-left turn lanes as well as right turn lanes on all approaches.
75th Street carries over 40,000 vehicles per day. Traffic volumes are slightly higher on the north
leg of Washington Street, approximately 4,000 vehicles or nearly 12% in comparison to south of
75th Street.
Between Bailey Road and 87th Street land use changes again to now include large density multifamily dwelling units as well as several strip shopping centers. Sidewalk is typically only
provided on the west side. South of 87th Street, the posted speed increases to 45 mph, however a
warning sign is posted for 40 mph near Ring Road before Washington Street crosses the DuPage
River.
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Figure 2-1: On-Street and Off-Street Public Parking Facilities
WASHINGTON STREET
CORRIDOR STUDY
NAPERVILLE, ILLINOIS
Section 2: Assessment of Existing Conditions
EXISTING
DOWNTOWN
PARKING
OCTOBER
2004
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2.3.1 Peak Hour Traffic Volumes
Traffic volume is the number of vehicles moving on Washington Street during a given time
period. Traffic volume varies by location along the corridor and by time of day. Oftentimes
traffic volumes vary by time of the year or by season as well as with special events, such as the
many cultural event weekends in the downtown. Typically, in assessing traffic operations, the
highest demand period or the peak hour is considered. This period is usually during the weekday
afternoon. The actual peak hour at the intersections on Washington Street vary between 4:45
p.m. to 5:45 p.m. and 5:15 p.m. to 6:15 p.m. For consistency purposes, the p.m. peak hour will
be referred to as 5:00 p.m. to 6:00 p.m.
2.3.1.1 Existing Traffic Volumes
Figure 2-2 shows the current (2002) p.m. peak hour traffic volume along Washington Street.
Traffic volumes in the North Segment have a predominant directional flow southbound, typically
accounting for two-thirds of the volume. At the northern terminus, the main exchange of traffic
is along Warrenville Road itself. Total traffic volumes progressively increase southward as well.
Traffic exchanges with Ogden Avenue add nearly 400 more vehicles per hour to the south leg of
Washington compared to its north leg. Traffic volumes in the Central Segment maintain the
predominant directional flow southbound, typically accounting for two-thirds of the volume.
Total traffic volumes remain stable through this short 1-mile segment. Traffic exchanges with
Aurora Avenue add nearly 250 more vehicles per hour to the north leg of Washington compared
to its south leg. Traffic volumes in the South Segment have a predominant directional flow
southbound, typically accounting for 60% of the volume. However, total traffic volumes in this
segment progressively decrease when traveling southward. Significant traffic exchanges occur
with 75th and 87th Streets. It is worthwhile to note that at its three-legged southern terminus, the
main exchange of traffic is between Naper Boulevard’s southwestern leg and Washington Street.
The p.m. peak hour represents approximately 7% to 9% of the traffic volume over a 24-hour
period. This range is within industry norms. Similar traffic patterns to the p.m. peak hour are
exhibited throughout the day when comparing segments. In the North Segment, 24-hour traffic
volumes range from 14,000 to 29,000. Review of side-street traffic volumes shows that
Washington Street is not always the predominant route. In the North Segment at Warrenville
and Ogden Avenue (44,000 vpd) both carry significantly higher traffic volumes. Washington’s
junction with Diehl carries a nearly equal volume of traffic. In the Central Segment, 24-hour
traffic volumes range from 30,000 to 35,000. Review of side street traffic volumes shows that
Washington Street is consistently the predominant route. In the South Segment, 24-hour traffic
volumes range from 22,000 to 35,000. Review of side street traffic volumes shows that
Washington Street is not always the predominant route, as the junction of 75th Street carries
significantly higher volumes upward of 42,000 vpd.
Section 2: Assessment of Existing Conditions
2-14
Figure 2- 2: Current (2002) PM Peak Hour Traffic Volume along Washington Street
4000
3000
SB
2000
NB
1000
Ring Road
Bailey
Hobson
Edwards
Hillside
Chicago
Van Buren
School
5th
Bauer
Diehl Road
0
Warrenville
Vehicles per Hour
Washington Street Corridor
Current PM Peak Hour By Direction
Streets
Section 2: Assessment of Existing Conditions
2-15
Hourly traffic volume fluctuations between the signalized intersections were reviewed. Only
traffic volumes for the intersection of Osler Drive were not available. These traffic volume
counts typically ranged between 6:00 a.m. and 8:00 p.m. Some basic observations are as
follows:
•
•
•
•
•
•
•
The traffic flow pattern was consistent throughout the corridor, i.e. northbound in the
a.m. and southbound in the p.m., with the exception of the segment between Naper
Boulevard and Ring Road where northbound and southbound traffic volumes are
essentially equal in the a.m.
The morning peak occurs between the hour of 7:30 a.m. and 8:30 a.m. in the northbound
direction.
The evening peak is more spread out as it occurs between the 90 minutes of 5:00 p.m.
and 6:30 p.m. in the southbound direction.
The peak traffic volumes in the southbound direction for the a.m. peak appear in three
categories, less than 1,000 vehicles per hour (vph) (typically from Warrenville Road to
5th Avenue, and Bailey to Naper Boulevard), less than 1,400 vph (typically between 5th
Avenue and Chicago, and 75th and Bailey), and less than 1,800 vph (typically between
Aurora and 75th Street).
The peak traffic volumes in the northbound direction for the p.m. peak appear in three
categories, less than 1,200 vehicles per hour (vph) (typically from Warrenville Road to
Diehl, Iroquois to 5th Avenue, and 87th Street to Naper Boulevard), less than 1,600 vph
(typically between Diehl and Iroquois, 5th Avenue and North Avenue, Chicago to Gartner
Road, and Hobson to 87th Street), and less than 2,000 vph (typically between North and
School Street).
A distinct mid-day peak was observed within the North Segment (north of North
Avenue). The peak occurred between 11:00 a.m. and 12:00 p.m. in the southbound
direction and between 12:00 p.m. and 1:00 p.m. in the northbound direction.
In general, the evening southbound peak has greater traffic volumes than the morning
northbound peak.
For the segment between Naper Boulevard and Ring Road, the difference in travel pattern may
be associated with a heavy eastbound right turn movement at the intersection of Ring Road,
continuing southbound to access the intersection of Naper Boulevard.
In another note of interest, for the segment between Van Buren Avenue and Benton Avenue
(Downtown), the evening peak in the southbound direction appears not to have occurred or has
much lower volumes than the preceding and following segments between adjacent intersections.
This may be a result of having traffic volumes from different years for Benton Avenue and other
adjacent intersections. The traffic counts provided for Benton Avenue and Jefferson Avenue are
from the year 2001 whereas the Van Buren Avenue intersection counts are from the year 2003.
Sample graphs of these hourly traffic volume fluctuations for each segment are shown in Figures
2-3 through 2-7.
Section 2: Assessment of Existing Conditions
2-16
Figure 2-3: Shuman Boulevard – Diehl Road Segment
NB
SB
2000
1800
1600
Hourly Volume
1400
1200
1000
800
600
400
200
0
6:00 AM
8:00 AM
10:00 AM
12:00 PM
2:00 PM
4:00 PM
6:00 PM
8:00 PM
Time
Section 2: Assessment of Existing Conditions
2-17
Figure 2-4: Bauer Road – Ogden Avenue Segment
NB
SB
2000
1800
1600
Hourly Volume
1400
1200
1000
800
600
400
200
0
6:00 AM
8:00 AM
10:00 AM
12:00 PM
2:00 PM
4:00 PM
6:00 PM
8:00 PM
Time
Section 2: Assessment of Existing Conditions
2-18
Figure 2-5: Chicago Avenue – Aurora Avenue Segment
NB
SB
2000
1800
1600
Hourly Volume
1400
1200
1000
800
600
400
200
0
6:00 AM
8:00 AM
10:00 AM
12:00 PM
2:00 PM
4:00 PM
6:00 PM
8:00 PM
Time
Section 2: Assessment of Existing Conditions
2-19
Figure 2-6: Hobson Road – 75th Street Segment
NB
SB
2000
1800
1600
Hourly Volume
1400
1200
1000
800
600
400
200
0
6:00 AM
8:00 AM
10:00 AM
12:00 PM
2:00 PM
4:00 PM
6:00 PM
8:00 PM
Time
Section 2: Assessment of Existing Conditions
2-20
Figure 2-7: 87th Street – Ring Road Segment
NB
SB
2000
1800
1600
Hourly Volume
1400
1200
1000
800
600
400
200
0
6:00 AM
8:00 AM
10:00 AM
12:00 PM
2:00 PM
4:00 PM
6:00 PM
8:00 PM
Time
Section 2: Assessment of Existing Conditions
2-21
2.3.1.2 Projected Traffic Volumes
Figure 2-8 shows projected (2022) traffic volumes for the p.m. peak by direction between the
signalized intersections. Traffic volume patterns are expected to be similar, that the predominant
direction of travel in the p.m. peak remains southbound at approximately two-thirds of the total
traffic volume. The increase in traffic volume over the 20-year period range between 1% and
2% per year compounded growth. As a factor, this represents a 25% increase to a 50% increase.
For example, a total traffic volume in the p.m. peak hour can grow from 1,600 today to 2,000 in
the future north of Iroquois (1.1% compounded) or from 2,100 today to 3,150 in the future north
of Bauer (2.0% compounded). The traffic projections were provided by the City.
This range of moderate growth is generally reflected throughout the corridor with a few
exceptions. Between Van Buren and Jefferson, future traffic volumes are shown to decrease.
With northbound traffic remaining consistent, southbound traffic is shown to decrease from
1,800 vehicles in the p.m. peak hour to less than 1,500. Between Ogden and 5th Avenue, traffic
volumes are shown to remain stable with a total traffic volume of 2,100 vehicles. Between 75th
and Bailey Road, traffic volumes are expected to double from a total of 2,500 to nearly 5,150
with northbound traffic more than tripling. From a rate comparison, this represents a high
growth rate of 3.6% per year compounded.
2.3.2 Level of Service
As mentioned earlier, “Level of Service” or LOS is a common measure of traffic flow used by
transportation professionals. The LOS rates congestion using a letter grade system similar to a
report card with a grade “A” through “F”. Each grade associates the congestion level by how
well traffic moves.
Figure 2-9 illustrates this system.
The level of service concept can be applied to all aspects of vehicular movement, along arterial
segments as well as at signalized and unsignalized intersections. Along an arterial corridor, the
high number of traffic signals and the relatively short distance between signalized intersections
(ranging from 400 feet to a mile), and its relatively low speed, the corridor’s traffic operations
are considered to be controlled by the signalized intersection operations. Consequently, a review
of the signalized intersection operations becomes the best method to evaluate the corridor’s
overall level of service.
The City of Naperville has established a LOS D as the minimum acceptable rating before
improvements are warranted. Under current optimized traffic conditions, only three intersections
(Ogden, Aurora and 75th Streets) exceed this LOS threshold. Within 20 years, only four
intersections (Ogden, Chicago, Aurora and Gartner) exceed this threshold. Future conditions
assume the 75th Street improvements to be in place. With those improvements, one of the three
existing operational problems is addressed.
Section 2: Assessment of Existing Conditions
2-22
Figure 2-8: Projected (2022) Traffic Volumes for the p.m. Peak
4000
3000
SB
2000
NB
1000
Ring Road
Bailey
Hobson
Edwards
Hillside
Chicago
Van Buren
School
5th
Bauer
Diehl Road
0
Warrenville
Vehicles per Hour
Washington Street Corridor
Projected PM Peak Hour By Direction
Streets
Section 2: Assessment of Existing Conditions
2-23
Along the Washington Street Corridor, from Warrenville Road to Naper Boulevard, there are
twenty-four signalized intersections. Utilizing peak hour traffic counts for both the a.m. and
p.m. periods, two sets of LOS have been prepared. In addition, mid-day capacity analysis has
been performed at the five intersections in downtown where on-street parking reduces the
number of lanes from two in each direction to one in each direction.
Figure 2-9: Level of Service System
Level of Service (LOS)
A
B
C
D
E
F
Unsignalized Intersection
< 10 Seconds
< 15 Seconds
< 25 Seconds
< 35 Seconds
< 50 Seconds
> 50 Seconds
Signalized Intersection
< 10 Seconds
< 20 Seconds
< 35 Seconds
< 55 Seconds
< 80 Seconds
≥ 80 Seconds
Two different capacity analyses have been performed. The first set of analyses is with the
existing traffic signal timing and phasing, and the second set is with an optimized timing and
phasing. Typically optimization results in improved levels of service, although this is not always
the case. Projected analyses only review optimized signal timings. All capacity analyses were
performed with Synchro software. Also, pedestrians and parking maneuvers were also factored
into the analyses as appropriate.
The first LOS calculation is based upon actual signal timings, that is, the actual “green time”
allocated at the intersection. The second LOS calculation uses optimized signal timings, that is,
balancing “green time” between opposing approaches with the goal of creating the least delay for
the overall intersection. Comparing LOS of actual versus optimized times can illustrate where
traffic signal timing changes alone can improve levels of service.
Under actual traffic signal conditions, three intersections operate worse than LOS D in the a.m.
and two intersections operate worse than LOS D in the p.m. Three other intersections operate at
LOS D in the a.m. and four other intersections operate at LOS D in the p.m. Analyzing the
intersections with optimized signal timings, only one intersection would operate worse than LOS
D in both the a.m. and p.m. peak hours. Only two other intersections operate at LOS D in both
peak hours under optimized conditions. The majority of these deficient intersections (worse than
LOS D) improve with optimized signal timing, although one remains the same and one actually
gets worse.
For comparative purposes, Figures 2-10 through 2-12 show both existing and optimized levels of
service side by side at the intersections, for the a.m., mid-day (downtown only) and p.m. peak
hours.
Section 2: Assessment of Existing Conditions
2-24
Figure 2-10: Existing AM Peak Hour Capacity Analysis
WASHINGTON STREET CORRIDOR STUDY
CITY OF NAPERVILLE
DUPAGE COUNTY
EXISTING A.M. PEAK HOUR CAPACITY ANALYSIS
EXISTING TIMING & PHASING
NB
SB
EB
STREET
WB LOS
LOS
LOS
LOS
WARRENVILLE
C
E
C
SHUMAN
A
A
D
A
DIEHL
C
A
E
C
IROQUOIS
A
B
D
BAUER
A
A
D
D
OGDEN
E
F
D
E
5TH
B
A
D
NORTH
B
A
D
D
SCHOOL
A
A
BENTON
A
B
D
E
VANBUREN
A
A
D
JEFFERSON
A
A
E
D
CHICAGO
A
A
D
E
AURORA
A
C
F
D
HILLSIDE
A
B
D
D
MARTIN
A
A
D
OSLER
A
A
D
GARTNER
C
D
C
C
HOBSON
D
C
F
75TH
F
D
F
F
BAILEY
C
B
C
D
87TH
A
A
D
RING
C
B
F
D
NAPER
C
C
B
Section 2: Assessment of Existing Conditions
INT
LOS
D
A
C
B
A
E
B
B
A
B
A
A
B
F
B
A
A
C
D
F
C
B
D
C
OPTIMIZED TIMING & PHASING
NB
SB
EB
STREET
WB LOS
LOS
LOS
LOS
WARRENVILLE
B
B
C
SHUMAN
A
A
C
A
DIEHL
B
C
C
C
IROQUOIS
A
A
C
BAUER
A
A
C
C
OGDEN
D
E
D
D
5TH
A
A
C
NORTH
A
A
C
C
SCHOOL
A
A
BENTON
A
B
C
C
VANBUREN
A
A
D
JEFFERSON
A
A
C
C
CHICAGO
C
B
C
C
AURORA
B
B
F
D
HILLSIDE
A
A
C
C
MARTIN
A
A
C
OSLER
A
A
D
GARTNER
C
C
A
B
HOBSON
D
D
F
75TH
F
D
F
E
BAILEY
C
B
C
C
87TH
A
A
C
RING
B
B
D
NAPER
B
C
B
INT
LOS
B
A
B
A
A
D
A
A
A
B
A
A
C
C
B
A
A
B
D
F
C
A
B
B
2-25
Figure 2-11: Existing Mid-day Peak Hour Capacity Analysis
WASHINGTON STREET CORRIDOR STUDY
CITY OF NAPERVILLE
DUPAGE COUNTY
EXISTING MID-DAY (12:00-1:00 P.M.) PEAK HOUR CAPACITY ANALYSIS
(Only Downtown Segment, One through lane on Washington Street)
EXISTING TIMING & PHASING
INT
STREET
STREET
NB LOS SB LOS EB LOS WB LOS
LOS
WARRENVILLE
SHUMAN
DIEHL
IROQUOIS
BAUER
OGDEN
5TH
NORTH
SCHOOL
BENTON
VANBUREN
JEFFERSON
CHICAGO
AURORA
B
B
E
B
C
B
D
A
B
B
D
D
F
D
F
D
D
D
F
C
C
D
C
D
BENTON
VANBUREN
JEFFERSON
CHICAGO
AURORA
OPTIMIZED TIMING & PHASING
NB LOS
SB LOS
EB LOS
WB LOS
B
A
D
B
B
B
C
A
B
C
C
F
F
D
D
D
D
C
D
INT
LOS
C
C
D
C
C
HILLSIDE
MARTIN
OSLER
GARTNER
HOBSON
75TH
BAILEY
87TH
RING
NAPER
Section 2: Assessment of Existing Conditions
2-26
Figure 2-12: Existing PM Peak Hour Capacity Analysis
WASHINGTON STREET CORRIDOR STUDY
CITY OF NAPERVILLE
DUPAGE COUNTY
EXISTING P.M. PEAK HOUR CAPACITY ANALYSIS
EXISTING TIMING & PHASING
NB
SB
EB
WB LOS
STREET
LOS
LOS
LOS
WARRENVILLE
C
D
C
SHUMAN
A
B
D
D
DIEHL
C
C
D
E
IROQUOIS
B
B
D
BAUER
A
A
D
D
OGDEN
E
F
D
E
5TH
B
A
D
NORTH
A
B
D
D
SCHOOL
A
A
BENTON
B
B
D
D
VANBUREN
A
A
D
JEFFERSON
A
A
D
C
CHICAGO
A
C
D
D
AURORA
E
D
F
D
HILLSIDE
C
B
E
F
MARTIN
A
A
D
OSLER
A
A
D
GARTNER
B
D
D
D
HOBSON
B
A
F
75TH
E
E
F
E
BAILEY
C
B
D
E
87TH
A
A
D
RING
C
C
E
D
NAPER
C
D
B
Section 2: Assessment of Existing Conditions
INT
LOS
C
B
D
B
B
E
B
B
A
C
A
B
C
E
C
B
A
D
C
E
D
A
C
C
OPTIMIZED TIMING & PHASING
NB
SB
EB
WB LOS
STREET
LOS
LOS
LOS
WARRENVILLE
C
C
B
SHUMAN
A
A
C
C
DIEHL
C
B
C
C
IROQUOIS
A
A
C
BAUER
A
A
C
C
OGDEN
D
D
E
D
5TH
A
A
C
NORTH
A
A
D
D
SCHOOL
A
A
A
BENTON
B
B
C
C
VANBUREN
A
A
D
JEFFERSON
A
A
D
C
CHICAGO
A
C
D
D
AURORA
D
D
E
D
HILLSIDE
B
B
C
C
MARTIN
A
B
D
OSLER
A
A
D
GARTNER
C
A
D
D
HOBSON
A
A
C
75TH
D
F
F
F
BAILEY
B
B
C
C
87TH
A
A
C
RING
B
C
D
D
NAPER
B
C
C
INT
LOS
C
A
C
A
A
D
B
B
A
C
A
A
C
D
B
B
A
C
B
F
C
A
C
C
2-27
Although it appears that retiming and optimizing the signals will “cure” the congestion along
Washington Street, the solution is not so clear cut. There are a number of signals along the
corridor which are not under the Naperville’s jurisdiction such as Ogden Avenue (IDOT) and
75th Street (DuPage County). Because of this the Naperville cannot readily change the cycle
lengths and phasing on Washington Street. Realistically, some improvement can be achieved by
retiming the signals under Naperville’s jurisdiction, but for those signal of other jurisdiction
additional coordination is required with the other agency to enact any changes. It is clear that
optimizing signals must be implemented with other method/measures to address congestion
along Washington Street.
Existing Signalized Intersection Operations – Existing Timing
In the North Segment, six of the seven intersections operate at LOS C or better during both the
a.m. and p.m. peak hours. The exception is the Ogden Avenue intersection which operates at
LOS E during both peak hours. The Warrenville intersection operates at LOS D in the a.m. and
the Diehl Road intersection operates at LOS D in the p.m. In general at the Washington and
Ogden intersection, the northbound and westbound approaches operate at LOS E with the
southbound approach operating at LOS F and the eastbound approach operates at LOS D.
In the Central Segment, six of the seven signalized intersections operate at LOS C or better
during both the a.m. and p.m. peak hours with the exception of the Aurora Avenue intersection
which operates at LOS F during the a.m. and LOS E during the p.m.. In general at the
Washington and Aurora junction, the eastbound approach operates at LOS F during both peak
hours. The northbound approach operates at LOS E in the p.m.
Mid-day operations were also reviewed at the five signalized intersections within the downtown
where on-street parking along Washington Street is permitted, reducing Washington Street to
one lane in each direction. All intersections operate at LOS D or better, although some of the
side street approaches at Aurora and Jefferson operate at LOS F.
In the South Segment, all of the ten signalized intersections operate at LOS D or better during
both the a.m. and p.m. peak hours, with the exception of 75th Street during the a.m. which
operates at LOS F. Four other intersections operate at LOS D throughout the day including,
Gartner, Hobson, Bailey and Ring. It should be noted that the 75th Street junction has been
redesigned to accommodate dual left-turn lanes and right turn lanes on all approaches as well as
three-through lanes on the Washington Street approaches. Construction for this improvement is
slated to begin in 2006. These improvements are not included under the assessment of existing
conditions.
Existing Signalized Intersection Operations – Optimized
In the North Segment, there are seven signalized intersections. Each of these operate at LOS C
or better during both the a.m. and p.m. peak hours with the exception of the Ogden Avenue
intersection which operates at LOS D during both peak hours.
Section 2: Assessment of Existing Conditions
2-28
In the Central Segment, there are seven signalized intersections. Each of these operate at LOS C
or better during both the a.m. and p.m. peak hours with the exception of the Aurora Avenue
intersection which operates at LOS D during the p.m. peak hour. It should be noted that while
operating at an overall LOS C during the a.m. peak hour, the eastbound approach operates at
LOS F.
Mid-day operations were also reviewed at the five signalized intersections within the downtown.
While all intersections operate at LOS D or better, some of the side street approaches at Jefferson
and now Van Buren operate at LOS F.
In the South Segment, there are ten signalized intersections. Each of these operate at LOS D or
better during both the a.m. and p.m. peak hours with the exception of the 75th Street intersection
which operates at LOS F during both peak hours. The Hobson Road intersection operates at
LOS D during the a.m. peak hour and has a LOS F on its westbound approach. In general, two
or more approaches at the Washington and 75th Street junction operate at LOS F during both
peaks. It should be noted that improvements to the 75th Street junction is slated to begin in 2006.
Projected Signalized Intersection Operations – Optimized
No geometric modifications were made in analyzing the projected traffic volumes beyond the
programmed improvements to 75th Street. Future traffic operational analysis focuses upon the
p.m. peak hour because the volumes are typically the highest experienced throughout the day.
Among the seven signalized intersections in the North Segment, the majority continue to operate
at LOS D or better during both the p.m. peak hour with the exception of the Ogden Avenue
intersection which operates at LOS F. The two intersections of Diehl and Bauer are expected to
drop to an overall LOS D. The eastbound approach at Bauer is expected to operate at LOS F.
Among the seven signalized intersections in the Central Segment, levels of service are expected
to decrease particularly on the side street approaches. The Aurora and Chicago Avenue
intersections are projected to operate at LOS F and E respectively during the p.m. peak hour.
The intersections of Benton and Jefferson are expected to drop to an overall LOS D, with some
of the side street approaches operating at LOS F.
Among the ten signalized intersections in the South Segment, it is the Gartner Street intersection
that drops to an overall LOS E. The intersections of Hillside Road, Hobson Road, 75th Street,
Bailey Road and Naper Boulevard are projected to operate at LOS D, with some approaches at
the Hillside, Hobson Road and Bailey intersections operating at LOS E or worse.
Figure 2-13 shows the optimized levels of service for the signalized intersections for the p.m.
peak hour.
Section 2: Assessment of Existing Conditions
2-29
Figure 2-13: Projected PM Peak Hour Capacity Analysis
WASHINGTON STREET CORRIDOR STUDY
CITY OF NAPERVILLE
DUPAGE COUNTY
PROJECTED P.M. PEAK HOUR CAPACITY ANALYSIS
(Proposed improvements at 75th Street included)
EXISTING TIMING & PHASING
NB
SB
EB
STREET
WB LOS
LOS
LOS
LOS
WARRENVILLE
C
C
C
SHUMAN
A
B
D
D
DIEHL
E
C
D
F
IROQUOIS
B
D
D
BAUER
B
D
D
D
OGDEN
F
D
F
F
5TH
B
C
D
NORTH
A
C
D
D
SCHOOL
A
A
BENTON
B
F
D
D
VANBUREN
A
A
D
JEFFERSON
A
F
E
C
CHICAGO
A
F
D
E
AURORA
F
F
F
E
HILLSIDE
B
C
F
F
MARTIN
A
B
D
OSLER
A
A
D
GARTNER
B
F
D
D
HOBSON
E
D
F
75TH
D
F
D
F
BAILEY
D
D
F
F
87TH
A
B
E
RING
D
B
E
D
NAPER
C
F
C
Section 2: Assessment of Existing Conditions
INT
LOS
C
B
E
D
D
F
C
C
A
E
A
E
E
F
D
B
A
E
E
F
D
B
C
F
OPTIMIZED TIMING & PHASING
NB
SB
EB
STREET
WB LOS
LOS
LOS
LOS
WARRENVILLE
C
C
C
SHUMAN
A
A
C
C
DIEHL
D
D
E
D
IROQUOIS
A
A
E
BAUER
B
D
F
D
OGDEN
D
F
F
F
5TH
B
B
D
NORTH
A
B
D
E
SCHOOL
A
A
A
BENTON
C
D
E
F
VANBUREN
A
A
D
JEFFERSON
A
D
F
C
CHICAGO
B
E
F
F
AURORA
D
F
E
D
HILLSIDE
B
C
F
F
MARTIN
A
A
D
OSLER
A
A
E
GARTNER
A
F
E
F
HOBSON
E
B
E
75TH
D
D
D
D
BAILEY
C
C
E
E
87TH
A
A
D
RING
C
B
D
D
NAPER
D
D
D
INT
LOS
C
A
D
B
D
F
B
B
A
D
A
D
E
F
D
B
A
E
D
D
D
B
C
D
2-30
2.3.3 Access Points
Access points are defined as public streets and private driveway junctions, typically either
commercial, office or residential. As mentioned earlier, too many access points can reduce the
speed of traffic flow due to heavy turning movements and result in a higher experience of
accidents.
The Institute of Transportation Engineers has identified a range of density for access points per
mile. Essentially, less than 30 access points per mile is considered light, between 30 and 60
access points per mile is considered moderate and above 60 access points per mile is considered
heavy.
Based upon an examination of the corridor, there are a total of 216 access points along the
corridor study limits. There are 74 public access points and twice as many (142) private access
points along the seven-mile corridor. This translates to just over 30 access points per mile.
Between the access point types, approximately 1/3 is public access, 1/3 is commercial, and 1/3 is
residential.
The North Segment, at a length of just over 2.2 miles, has an average of 36 access points per
mile. The majority of access points in this segment belong to private drives.
The Central Segment, at a length of just less than one mile, has an average of 35 access points
per mile. The number of access points in this segment is equally split between public streets and
private drives.
The South Segment, at a length of just less than four miles, has an average of 26 access points
per mile. The majority of access points in this segment belong to private driveways. This
segment is less than other segments because a portion of the roadway parallels the DuPage River
where there are few access points.
On a per mile basis, the highest concentrations of access points along the entire corridor are
between Bauer and 5th Avenue at 62 access points per mile and between Aurora Avenue and
Gartner Road at 50 access points per mile. In general, these are considered heavy densities of
access points. Within the segment of Aurora to Hillside, a five-lane section provides a two-way
left-turn lane. In other areas, a center turn lane is not available. On a per mile basis, the lowest
concentrations of access points along the entire corridor are between Warrenville and Iroquois
Avenue at 14 access points per mile and between Foxcroft Road and Naper Boulevard at 15
access points per mile. In general, these are approximately half of a low density of access points.
2.3.4 Accidents
Accidents, for the purposes of this analysis, are situations in which vehicles come in conflict
causing property damage and or personal injury. The type of accident can indicate a need for a
certain kind of road improvement. For example, a high number of rear-end accidents, or
sideswipes could indicate need for turning lanes.
Section 2: Assessment of Existing Conditions
2-31
There are two types of accident patterns that are useful to review: accidents at major
intersections where vehicles come in conflict with one another and accidents in between
intersections or in a segment.
2.3.4.1 Intersection Accidents
The intersection accident analysis was performed for the three (3) years of 2000 through 2002
based on the Illinois Traffic Crash Reports provided by the City of Naperville.
Within the study area a total of 681 accidents occurred within the three-year period. 134
accidents (19.7%) involved injuries and there was one fatal accident. The predominant types of
accidents within the corridor were rear end (370-54%), turning (115-17%), angle (92-13%), and
sideswipe (60-9%). The predominant accident types accounted for 637 (94%) of the total 682
accidents and are typical of urban conditions. There were 11 (1.5%) pedestrian accidents and 5
(0.7%) accidents involved cyclists. Parked motor vehicles accounted for two accidents, which
occurred along Washington Street at the intersections of Jefferson and Chicago.
The accident rates and frequencies for the intersections, shown in Figure 2-14, were compared
with the IDOT District 1 Statewide Crash Statistics critical rate and frequency to identify High
Accident Locations (HALs). Based on the IDOT statistics, the rate and the frequency exceeded
the critical values for the 75th Street intersection. At the Ogden Avenue intersection, the
frequency exceeded the critical frequency. The two HALs accounted for 186 accidents (27%) of
the total signalized intersection accidents.
The intersection of Ogden Avenue experienced 82 accidents and had the second highest number
of accidents within the corridor. At the intersection, the accident frequency exceeded the critical
frequency. The predominant types of accidents were rear end (47 – 57%), turning (14 – 17%),
and angle (11 – 13%).
The intersection of 75th Street experienced 104 accidents and had the highest number of
accidents within the corridor. At the intersection, the accident frequency and the rate exceeded
the critical frequency and rate. The predominant types of accidents were rear end (79 – 76%),
sideswipe (10 – 10%), turning (6 – 6%), and angle (6 – 6%).
Typically, the majority of the intersections (63%) have an accident rate less than one-half the
critical rate. A stronger relationship (79%) holds true in comparison to the critical frequency of
accidents. The next highest (non-critical) accident rates occur at Aurora (1.07), Hobson (0.79),
Chicago (0.75) and Jefferson (0.72). The next highest (non-critical) frequency accident rates
occur at Aurora (61), Hobson (46), and Chicago (43). A pattern emerges of high accident rates
and frequency, albeit non-critical, at Hobson and at the three closely spaced intersections in
downtown of Aurora, Chicago and Jefferson.
Section 2: Assessment of Existing Conditions
2-32
Figure 2-14: Accident Summary – Signalized Intersections (2000 – 2002)
WASHINGTON STREET CORRIDOR STUDY
ACCIDENT SUMMARY - SIGNALIZED INTERSECTIONS
2000 - 2002
PED
LOCATION
NO.
1
INTERSECTION: WASHINGTON
STREET AT WARRENVILLE
ROAD
2
INTERSECTION: WASHINGTON
STREET AT SHUMAN
BOULEVARD
3
INTERSECTION: WASHINGTON
STREET AT DIEHL ROAD
4
CYCLIST
%
NO.
0.0
%
RAILROAD
TRAIN
NO.
0.0
%
ANIMAL
NO.
0.0
%
OVERTURNED
NO.
0.0
FIXED
OBJECT
OTHER
OBJECT
%
NO.
%
NO.
%
0.0
2
9.5
1
4.8
1
ACCIDENT TYPE
PARKED
MOTOR
VEHICLE
NO.
%
NO.
%
OTHER NONCOLLISION
0.0
0
3.2
SEVERITY
TURNING
REAR END
SIDESWIPE
SAME DIR
SIDESWIPE
OPPOSITE
HEAD ON
NO.
NO.
NO.
%
NO.
%
NO.
%
2
9.5
14
66.7
1
4.8
1
25
2
6.5
%
ANGLE
TOTAL
INJURY
FATAL
RATE, Acc/MeV,
(Critical Rate)
FREQUENCY,
(Critical
Frequency)
WET %
%
NO.
%
NO.
NO.
%
NO.
%
0
1
4.8
21
6
28.6
0
(0.0)
0.48
(1.26)
21
(70.80)
24%
2
50
1
25
4
2
50.0
0
(0.0)
0.23
(1.26)
4
(70.80)
50%
1
3.2
8
25.8
31
6
19.4
0
(0.0)
0.65
(1.26)
31
(70.80)
23%
0
6
19.4
12
38.7
INTERSECTION: WASHINGTON
STREET AT IROQUOIS AVENUE
2
20
4
40
4
40
10
4
40.0
0
(0.0)
0.33
(1.26)
10
(70.80)
30%
5
INTERSECTION: WASHINGTON
STREET AT BAUER ROAD
3
25
3
25
6
50
12
2
16.7
0
(0.0)
0.40
(1.26)
12
(70.80)
8%
6
INTERSECTION: WASHINGTON
STREET AT US34 (OGDEN
AVENUE)
11
13.4
82
13
15.9
0
(0.0)
1.02
(1.26)
82
(70.80)
12%
7
INTERSECTION: WASHINGTON
STREET AT 5TH AVENUE
3
15.8
3
15.8
19
5
26.3
1
5.3
0.47
(1.26)
19
(70.80)
6%
8
INTERSECTION: WASHINGTON
STREET AT NORTH STREET
1
8.3
5
41.7
12
3
25.0
0
(0.0)
0.31
(1.26)
12
(70.80)
25%
9
5
1
20.0
0
(0.0)
0.14
(1.26)
5
(70.80)
40%
1
1
3.2
1.2
1
1.2
1
1.2
1
1.2
14
17.1
47
57.3
6
7.3
1
5.3
1
5.3
1
5.3
8
42.1
2
10.5
1
8.3
5
41.7
INTERSECTION: WASHINGTON
STREET AT SCHOOL STREET
3
60
2
40
10
INTERSECTION: WASHINGTON
STREET AT BENTON AVENUE
6
20.7
16
55.2
2
6.9
5
17.2
29
4
13.8
0
(0.0)
0.65
(1.26)
29
(70.80)
10%
11
INTERSECTION: WASHINGTON
STREET AT VAN BUREN
AVENUE
2
10.5
13
68.4
2
10.5
2
10.5
19
5
26.3
0
(0.0)
0.37
(1.26)
19
(70.80)
16%
12
INTERSECTION: WASHINGTON
STREET AT JEFFERSON AVENUE
2
6.9
13
INTERSECTION: WASHINGTON
STREET AT CHICAGO AVENUE
3
7.0
14
INTERSECTION: WASHINGTON
STREET AT AURORA AVENUE
15
INTERSECTION: WASHINGTON
STREET AT HILLSIDE ROAD
16
INTERSECTION: WASHINGTON
STREET AT MARTIN AVENUE
17
INTERSECTION: WASHINGTON
STREET AT OSLER DRIVE
18
INTERSECTION: WASHINGTON
STREET AT GARTNER ROAD
1
3.8
19
INTERSECTION: WASHINGTON
STREET AT HOBSON ROAD
1
2.2
10
20
INTERSECTION: WASHINGTON
STREET AT 75TH STREET
2
1.9
21
INTERSECTION: WASHINGTON
STREET AT BAILEY ROAD
22
1
3.4
10
34.5
8
27.6
4
13.8
4
13.8
29
4
13.8
0
(0.0)
0.72
(1.26)
29
(70.80)
14%
1
2.3
5
11.6
22
51.2
7
16.3
3
7
43
7
16.3
0
(0.0)
0.75
(1.26)
43
(70.80)
9%
15
24.6
33
54.1
6
9.8
2
3.3
61
6
9.8
0
(0.0)
1.07
(1.26)
61
(70.80)
16%
8
28.6
13
46.4
2
7.1
5
17.9
28
9
32.1
0
(0.0)
0.59
(1.26)
28
(70.80)
11%
3
15
12
60
1
5
3
15
20
3
15.0
0
(0.0)
0.42
(1.26)
20
(70.80)
40%
1
25
3
75
4
3
75.0
0
(0.0)
0.10
(1.26)
4
(70.80)
25%
21
80.8
4
15.4
26
4
15.4
0
(0.0)
0.50
(1.26)
26
(70.80)
19%
21.7
28
60.9
4
8.7
3
6.5
46
5
10.9
0
(0.0)
0.79
(1.26)
46
(70.80)
20%
6
5.8
79
76
9
8.7
1
1
6
5.8
104
18
17.3
0
(0.0)
1.24
(1.26)
104
(70.80)
15%
11
33.3
9
27.3
3
9.1
1
3
7
21.2
33
12
36.4
0
(0.0)
0.67
(1.26)
33
(70.80)
36%
INTERSECTION: WASHINGTON
STREET AT 87TH STREET
2
66.7
1
33.3
3
1
33.3
0
(0.0)
0.08
(1.26)
3
(70.80)
33%
23
INTERSECTION: WASHINGTON
STREET AT RING ROAD
2
18.2
5
45.5
24
INTERSECTION: WASHINGTON
STREET AT NAPER BOULEVARD
3
10
14
46.7
8
26.7
1
3.3
115
(16.9)
370
(54.3)
60
(8.8)
6
(0.9)
TOTAL
1
1
1
2.3
1
2.3
1
1.6
1
1.6
1.6
5.0
1.0
1
11
1
(1.6)
5
3.0
(0.7)
0
0.0
0
0.0
0
0.0
2
6.7
13
(1.9)
1
(0.1)
1
(0.1)
2
(0.3)
1
1.6
1
1
6
1.6
3
(0.9)
4
36.4
11
7
63.6
0
(0.0)
0.28
(1.26)
11
(70.80)
27%
2
6.7
30
4
13.3
0
(0.0)
0.53
(1.26)
30
(70.80)
47%
92
(13.5)
682
134
(19.6)
1
(0.1)
Greater than critical parameter (statewide average)
Acc/MeV: Accidents per million entering vehicles
Section 2: Assessment of Existing Conditions
2-33
2.3.4.2. Segment Accidents
The segment accident analysis was performed for the three (3) years of 2000 through 2002.
While the corridor maintains its three basic segments, further sub-segments were established for
the accident analysis to account for traffic volume variations. A total of nine (9) segments were
identified between major signalized intersections. The unsignalized intersections and major
driveways are included in each sub-segment. Typically, Intersection Accident Analyses is
conducted only at signalized intersections, with unsignalized intersections being included within
the Segment Accident Analyses.
Along the Washington Street Corridor, a total of 532 accidents occurred within the three-year
period. The number of accidents per year has been steadily decreasing from 210 accidents in
2000 to 140 accidents in 2002.
In comparison to the critical accident rates and frequencies of the IDOT District 1 Statewide
Crash Statistics, each segment is significantly less than the critical rate and frequency.
Consequently no High Accident Locations (HALs) by segment have been identified. Accidents
occurring at unsignalized intersections account for 54% of all segment accidents which indicate
that the majority of accidents within a segment occur at the unsignalized intersections. The
unsignalized intersection of Washington Street at Sycamore Drive was identified as a HAL. A
bank with a five-lane drive-through is located in the northwest quadrant at the intersection of
Sycamore Drive. No exclusive turning lanes are provided on Washington Street.
Overall, the predominant types of accidents within the corridor were rear end (267-50%),
sideswipe (80-15%), turning (64-12%), and angle (60-11%). These four types of accidents
account for 88% of all accidents. The high percentage of rear-end accidents (65%) in the lengthy
portion of the South Segment as well as the predominance of unsignalized intersection accidents
in this segment (64%) tends to skew the results for the remainder of the corridor. For example,
no sideswipe accidents were reported in the North Segment and the stretch from Benton Avenue
to Gartner Road, at 1.5 miles, accounts for 85% of the sideswipe accidents.
Each accident type has a set of probable causes and potential remedies. Rear-end accidents may
be caused by wet surface conditions, high turning volumes or lack of roadway capacity.
However, no high wet pavement related accidents were noted. Sideswipes may be associated
with inadequate roadway design or excessive vehicular speeds. Angle and turning accidents may
be associated with restricted sight distance, high intersection volumes or high approach speeds.
A common cause for all of these types of accidents may be inadequate channelization.
Inadequate roadway channelization forces through moving vehicles to slow down or stop for
right or left turning vehicles. Rear-end and sideswipe accidents could be minimized by
providing left and right turn lanes.
Current turning volumes were reviewed at numerous unsignalized intersections. As a rule-ofthumb, an exclusive left turn lane is warranted when the left turning volume exceeds 75 vehicles
per hour (vph) and an exclusive right turn lane is warranted when the right turning volume
exceeds 150 vph. Along the corridor, only the southbound approaches at Olympus Drive, Spring
Avenue and Aurora met the criteria for a right turn lane. In the northbound direction only the
Section 2: Assessment of Existing Conditions
2-34
intersection at Chicago meets the criteria for a right turn lane. The other unsignalized
intersections did not warrant channelization improvements based on the turning movement
volumes reviewed.
Future recommendations for additional channelization (median turn lane, left turn lane, and right
turn lane) are based on engineering experience and judgment and not solely upon accident or
traffic volume criteria. The number of accidents per year along with the segment length, its
average daily traffic and the number of intersections and major driveways within that segment
are shown in Figure 2-15. The number of segment accidents along with critical frequency and
critical rate for the nine segments is shown in Figure 2-16. Figure 2-17 shows the predominant
type of accident.
Figure 2-15: Accident Analysis – Segments (2000 – 2002)
Segment Between
North Segment
1 Warrenville Road to Diehl Road
2 Diehl Road to Iroquois Avenue
3 Iroquois Avenue to Ogden Avenue
4 Ogden Avenue to Benton Avenue
Central Segment
5 Benton Avenue to Hillside Road
6
7
8
9
South Segment
Hillside Road to Gartner Road
Gartner Road to Hobson Road
Hobson Road to 87th Street
87th Street to Naper Boulevard
CORRIDOR TOTAL
2000
2001
2002
Total Length (miles)
ADT
Intersections Driveways
1
7
15
23
46
4
2
15
33
54
5
2
7
30
44
10
11
37
86
144
0.46
0.33
0.93
0.73
2.45
13,900
21,800
20,250
30,750
40
40
32
32
28
28
100
100
0.64
0.64
32,500
2
2
1
1
66
20
28
10
124
210
43
12
33
8
96
182
41
8
16
3
68
140
150
40
77
21
288
532
0.86
0.69
1.49
0.89
3.93
7.02
34,800
35,300
31,000
23,250
5
4
4
1
14
29
1
1
1
1
5
6
13
1
1
2
2
5
Figure 2-16: Number of Segment Accidents
Segment Between
1
2
3
4
North Segment
Warrenville Road to Diehl Road
Diehl Road to Iroquois Avenue
Iroquois Avenue to Ogden Avenue
Ogden Avenue to Benton Avenue
Central Segment
5 Benton Avenue to Hillside Road
6
7
8
9
South Segment
Hillside Road to Gartner Road
Gartner Road to Hobson Road
Hobson Road to 87th Street
87th Street to Naper Boulevard
Midblock
Unsignalized
Intersection
Total
10
4
22
33
69
0
7
15
53
75
71
71
42
5
36
20
103
Section 2: Assessment of Existing Conditions
Frequency
Critical Actual
Rate
Critical Actual
10
11
37
86
144
176.1
150.3
268.4
229.7
10.0
11.0
37.0
86.0
13.67
13.67
13.67
13.67
1.43
1.40
1.80
3.50
29
29
100
100
211.9
100.0
13.67
4.39
108
35
41
1
185
150
40
77
21
288
256.0
114.6
380.6
261.5
150.0
40.0
77.0
21.0
13.67
13.67
13.67
13.67
4.56
1.50
1.52
0.93
2-35
Figure 2-17: Predominant Accident Types
Segment Between
North Segment
1 Warrenville Road to Diehl Road
2 Diehl Road to Iroquois Avenue
3 Iroquois Avenue to Ogden Avenue
4 Ogden Avenue to Benton Avenue
Rear-end Sidewswipe
Central Segment
5 Benton Avenue to Hillside Road
6
7
8
9
South Segment
Hillside Road to Gartner Road
Gartner Road to Hobson Road
Hobson Road to 87th Street
87th Street to Naper Boulevard
Angle Turning
Other
Total
4
4
0
36
44
0
0
0
0
0
3
0
9
16
28
0
0
7
16
23
3
7
21
18
49
10
11
37
86
144
36
36
22
22
0
0
0
0
42
42
100
100
99
33
44
11
187
23
0
0
8
31
0
0
11
0
11
0
4
0
0
4
28
3
22
2
55
150
40
77
21
288
2.3.4.3 Pedestrian and Bicycle Accidents
The accident experience for pedestrians and bicyclists was reviewed separately because of the
multi-modal nature of the study. Over the three-year period analyzed, there were 20 vehicular
accidents involving pedestrians and bicyclists. The majority of these accidents involved
pedestrians (12) and the majority occurred at intersections (15). The majority of these accidents
occurred in daylight (15) and under dry conditions (17). Only one accident involved a pedestrian
who was incapacitated and was issued a citation for being under the influence of alcohol.
Vehicle drivers were found to be at fault in 16 of these accidents.
No obvious patterns were apparent in the review of segment accidents. At the intersections,
multiple pedestrian and bicycle accidents occurred at 5th Avenue (4 accidents), Jefferson Avenue
(2 accidents) and Chicago Avenue (4 accidents). All of these accidents (except the ones at 5th
Avenue) are located in the Central Segment of the study corridor. The majority of these
accidents (7 out of the 10) were turning vehicles from the side street onto Washington Street.
Several of these turning vehicles included right turns on red.
2.3.5 Summary of Observations and Overall Assessment of Traffic Congestion
Management
Taken as a whole, Washington Street does a fair job in handling traffic. While traffic conditions
will become more congested in the future, the overall street currently has a level of service that at
most intersections meets or exceeds City standards. Further, the overall number and type of
accidents do not seem to be an issue nor does the number of access points. This is not to say
there are no problems. There are locations on Washington that exist now and in the future that
warrant attention as well as a proactive approach to traffic and congestion management.
Section 2: Assessment of Existing Conditions
2-36
First, the intersections of Ogden, Aurora, and 75th Street have current issues with level of service
and accidents. 75th Street is currently being improved so its issues will become less pronounced
except in the long-term. The need for left and right turn lanes at selected intersections especially
in the South Segment appears warranted. Bicycle and pedestrian safety is a potential concern in
the Central or Downtown Segment of the study area. See Section 3 for specific proposed
improvement recommendations and details.
Some of this assessment contradicts the public input received and discussed earlier in this study.
Residents as well as stakeholders perceive issues with Washington, especially in downtown.
While many downtown intersections meet the City’s level of service standard, some intersections
as well as some legs of intersections do not. The combination of marginally performing
intersections, on-street parking, and significant pedestrian flows indicate that examining
downtown solely from a level of service perspective is not appropriate. Thus, a series of
strategies to make the Downtown Segment of Washington Street more reliable from a traffic
flow perspective appears to be worth investigating.
In summary, most issues facing Washington Street from a congestion management perspective
will require targeted and possibly, packaged solutions. No one or two ideas will make
Washington ideal. Of the areas to investigate, the downtown portion of Washington Street
warrants focused attention.
2.4
Mobility Options on Washington Street
This section examines three methods of travel within the corridor that do not involve typical
automobile travel. Typical automobile traffic is defined here as a single occupant vehicle. The
modes below involve shared rides or non-motorized transportation. This section will assess how
well these alternative forms of travel are provided for in the corridor. It is important to look at
these alternative travel forms so that Washington Street is able to accommodate the maximum
number of travelers.
2.4.1 Transit
In this section, the existing market for transit in the Washington Street Corridor is discussed. The
relevant findings for transit from the public outreach (Customer Preference Survey and the
Origin – Destination Survey) as well as previous studies such as the DuPage Transit Plan are
used. In addition, the density characteristics of Naperville are examined. The combination of all
these factors leads to an assessment of how well the existing services meet the mobility needs of
the various travel markets in the Washington Street Corridor.
2.4.1.1 Viable Transit Markets in Naperville/Washington Street
Naperville is a low density, affluent community. Typically, both of these factors work against
the potential for transit to be successful. However it is clear, as Naperville matures as a
Section 2: Assessment of Existing Conditions
2-37
community, that there is increasing interest and need for mobility alternatives for several
reasons. There is a sense that roadway development and improvement will not meet all the
needs of the community. Also, there are specific “markets” in the community for whom
alternative forms of mobility are needed. The goal of this project is to identify the niche markets
in the Washington Street Corridor where transit will be able to successfully serve travel markets.
From the public input components of this study and from reviewing previous studies, we know a
fair amount about the characteristics of travel on Washington Street, the nature of travel in
Naperville and interests for transit in Naperville. These characteristics lead to an understanding
of the potential for transit to meet a portion of the travel needs in this corridor, which are then
compared to the existing services in the corridor. The comparison of the potential for transit and
the existing transit services provides guidance for the direction of transit recommendations.
2.4.1.1.1
Demographics in Naperville
Both density and income levels in Naperville are summarized in this section. In looking to
identify markets where transit will be effective, these two factors come into play as rough
indicators of where some of the better opportunities for transit might lie. These factors in no way
rule out other areas or guarantee success of service in the higher density or lower income areas,
but it is a helpful initial view into the opportunity areas for transit.
Density
Population and employment densities are often used as a preliminary indicator of the potential
for transit. Densities, combined with travel patterns, can help uncover opportunity areas for
transit. Density is an important characteristic because for transit to be effective, groupings of
people at an origin area need to be traveling to a destination area. The ability to reach the
numbers where transit service becomes potentially effective is highly related to the density of
origins and destination of potential riders.
According to the Transit Capacity and Quality of Service Manual1 a density of 3 households per
acre is typically considered the minimum density to qualify as a transit-supportive environment.
This household density translates into a population density of roughly 5,000 people per square
mile. A neighborhood with a density of 3 households per acre would likely have quarter-acre
zoning with detached single-family houses.
While higher household density can be an indicator of potential for successful transit services in
terms of trip origin, it is also important to take the destination end of the trip into account.
Employment density is often viewed as a proxy for the “transit-friendliness” of various
employment areas within a region. The Transit Capacity and Quality of Service Manual
considers an employment density of 4 jobs per acre to be the minimum acceptable in considering
whether an area is suitable for transit services.
1
Transit Capacity and Quality of Service Manual; Web Document #6, Part 5, Chapter 3, page 5-22;
www4.nas.edu/trb/crp.nsf
Section 2: Assessment of Existing Conditions
2-38
Shown below, Figures 2-18 and 2-19 depict the population density and employment density in
the Naperville area.
Several general observations can be made from these graphics.
•
•
•
•
•
•
For the most part, Naperville has low population densities – in many areas borderline for
being considered transit supportive densities.
Washington Street Corridor has some of the highest densities in the City, although there
are also other areas of the community that also are potentially transit supportive.
Residential density reaches the ‘threshold’ for transit in the south section of the
Washington Corridor (between 75th Street and 87th Street).
Lower intensity types of transit service would show the best potential for success (e.g.
demand response and community circulator).
High employment densities are found in the downtown area and at the north end of the
corridor.
Identifying ways to combine these markets will be important for developing sustainable
transit service.
Income Indicators
While on the whole, Naperville is a highly affluent community, there is variation in income
throughout the City. There are a number of Census-based indicators that provide a more
accurate picture of the need for transit than income, although frequently there is a high
correlation between income and the incidence of elderly, youth or low automobile ownership.
The area of Naperville that has the highest concentration of residents over the age of 65, youth
and households without automobiles are in or near the Washington Street Corridor. Figure 2-20
below highlights the percent of population 65 years and older.
2.4.1.1.2
Transit Related Customer Preference Survey Findings
There are findings from the Customer Preference telephone survey of Naperville residents that
provide some insight into the potential for transit use in the Washington Street Corridor. A
reasonable segment (approximately 30%) of those interviewed expressed interest in using transit
options in the Washington Street Corridor. Slightly higher numbers responded favorably when
specific options (frequent shuttle service, bus rapid transit) were mentioned, and slightly fewer
when park-and-ride options were mentioned. It is always important to interpret these numbers as
optimistic. Experience shows that people’s actions – with respect to changing behavior to use
transit or changing behavior to begin an exercise program – does not always match their stated
intentions. However, the survey numbers are high enough to represent some real potential in
terms of interest in a service that meets a potential rider’s needs.
Section 2: Assessment of Existing Conditions
2-39
Figure 2-18: Naperville Area Population Density
Population Density
Locus
.-,
355
.-,
.-,
88
VE
EN A
OG D
88
IN
SH
WA
ST
ON
GT
DEN
OG
A VE
.-,
355
75TH ST
87TH ST
Legend
Persons per Square Mile
0 - 2,500
.-,
2,500 - 5,000
55
5,000 - 7,500
7,500 - 10,000
10,000 or more
N
Interstate Highway
0
1
2
3 Miles
Source: 2000 US Census
Section 2: Assessment of Existing Conditions
2-40
Figure 2-19: Naperville Area Employment Density
Employment per Acre
in DuPage County
(2000)
.-,
355
.-,
88
Locus
.-,
VE
EN A
OG D
88
IN
SH
WA
ST
ON
GT
DEN
OG
A VE
.-,
355
75TH ST
87TH ST
Legend
.-,
Employees per Acre
55
0-4
4 - 15
15 or more
Interstate Highway
0
1
2
N
3 Miles
Source: DuPage County DOT
Section 2: Assessment of Existing Conditions
2-41
Figure 2-20: Percentage of Population over Age 65
Population Above
Age 65
Locus
.-,
355
.-,
.-,
88
VE
EN A
OG D
88
IN
SH
WA
ST
ON
GT
DEN
OG
AV E
.-,
355
75TH ST
87TH ST
Legend
Persons per Square Mile
0 - 250
.-,
55
250 - 500
500 - 1,000
1,000 - 1,500
N
1,500 or more
Interstate Highway
0
1
2
3 Miles
Source: 2000 US Census
Section 2: Assessment of Existing Conditions
2-42
Another positive piece of information from the Customer Preference Survey is that nearly onethird of the people interviewed used the corridor daily, with 80% using it at least weekly. This is
a high frequency of regular users, a population that is good for transit potential. Frequency
translates well to transit ridership because often times, frequent, repetitive trips are more easily
converted to transit usage as opposed to infrequent, unique trip making. A person is more likely
to invest the time to figure out how to use transit for a trip if they are making that trip repeatedly.
2.4.1.1.3
Transit Related Origin-Destination Survey Findings
The findings of the Origin-Destination Survey provided useful information about the potential
for transit in Washington Street Corridor. Washington Street serves a very localized travel
market with 75% of the users having at least one trip end in Naperville and 60% both beginning
and ending their journey in Naperville. Nearly 60% travel for work related trips and nearly 10%
of the trips are destined for the Metra station. These statistics combine to suggest solid
opportunities to serve the work trip in the Washington Street Corridor, connecting the
neighborhoods to the south with the Corporate Corridor employment locations. With the same
service, connection between neighborhoods and the Metra station can be made, serving an
additional travel market with the same bus service.
2.4.1.1.4
Other Studies
The DuPage Transit Plan, completed by the DuPage Mayors and Managers Conference in 2002
identified several transit opportunities for Naperville. Based on current and projected population
and employment densities, development patterns and county-wide travel generators, several
types of transit were recommended for implementation in Naperville over the timeframe of the
study.
Three types of services were described for implementation through the county.
•
•
•
A high speed corridor, consisting of express operation and BRT segments was
recommended for consideration from Naperville to Schaumburg.
Connector routes, making arterial connections through the county.
Local circulators, either fixed, flexible or demand responsive services within local areas.
Specific recommendations from this plan for each of the following timeframes were made. The
detail on the recommendations of the DuPage Transit Plan can be found at: www/dmmccog/transit.cfm.
•
•
•
Short Term – in place by 2007
Medium Term – in place by 2012
Long Term – in place by 2020
In general, Naperville is recommended to have some local circulator service – either dial-a-ride
or fixed/flex routes. Several connector arterial services, connecting Naperville to other parts of
Section 2: Assessment of Existing Conditions
2-43
the region are also recommended. Transit centers, where service connections are likely are also
recommended. For the overall plan, a high speed corridor was identified to operate from
southwest Naperville to O’Hare and Schaumburg. Early on, it is recommended to operate as an
express bus service and over time, become a more frequent service with BRT segments.
2.4.1.1.5
Summary
Combining all the factors discussed in this section – demographic characteristics, public input
findings and previous studies - leads to the identification of several key markets in the
Washington Street Corridor that have the potential to be served by transit. These markets
include:
•
Within Naperville trips to :
o Metra station (many of these trips are destined for downtown Chicago)
o Interstate 88 corridor employment
o Downtown Naperville
o Intra-downtown trips
Other users of Washington Street are traveling to other places in Naperville or DuPage County.
This market of user of Washington Street is not large enough, or concentrated enough, for transit
to be effective in addressing these trips.
In the remainder of this section, existing transit services will be summarized and compared to the
markets identified. Where the comparison between the markets and the areas of transit potential
show gaps, is where the efforts of the remainder of this project must focus.
2.4.1.2 Existing Transit Services in Naperville/Washington Street Corridor
This section describes public transportation currently available in Naperville. Looking at a map
of service in the Naperville area, visually there appears to be a reasonable amount of fixed route
bus service in Naperville. However, many of the routes run very limited schedules – a few trips
a day in each direction. Additionally, the market best served by the existing transit in Naperville
is the downtown Chicago commuter. Most bus service in the community provides service to or
from the Metra station located just to the north of the downtown area in the Washington Street
Corridor. A very limited level of service is provided on a few routes that operate throughout the
day. As a result, the level of transit service in Naperville is much lower than it appears to be
when looking at the lines on the map. In the following sections, a general description of the
existing transit service in Naperville is provided. Detailed information about the services is
provided in Appendix B.
In this section, the following services are described:
•
•
Metra commuter rail service
Pace services
o Feeder service to Metra station
Section 2: Assessment of Existing Conditions
2-44
•
o Reverse commute service
o Mid-day service
Elderly/Disabled Transportation
In addition to these publicly provided services, there are some limited private services operating
in the community. Private services to access the airports (Midway and O’Hare) exist, as do some
limited shuttle services provided by hotels and businesses. With the exception of the shuttle
services that serve limited portions of the Washington Street Corridor, there is little relationship
between the private services and the markets with transit potential on Washington Street.
2.4.1.2.1
Metra Transit Service
Metra provides a very high level of service to Naperville, with trains serving both the Route 59
station and a station just north of downtown Naperville on Washington Street (known as the
Naperville Station). Express train service approximately every 20 minutes in the peak periods is
provided to both of these stations. In the off-peak, hourly service that stops at most stations into
downtown Chicago is provided. In the peak period, a typical Naperville station to Chicago CBD
station travel time is 33 minutes. During the off-peak, the travel time increases to one hour and
seven minutes.
The two Naperville stations are the two busiest stations, in terms of boardings, in the Metra
system2. The Route 59 station has the most boarding, with 4,836 a.m. boardings. The station
north of downtown Naperville is the station with the second highest boardings, with 3,466 a.m.
boardings. The flow of passengers to these stations makes these stations significant traffic
generators in the community.
Metra Parking – Naperville Station
The Naperville Station, just north of downtown on Washington Street, is physically constrained
for parking. There are 1,387 parking spaces at this station. Permit parking is provided at 968 of
the spaces. There is a waiting list of at least 1,300 people for permit parking at this station.
According to City of Naperville, it can take people on the waiting list between six and eight
years to get a space. The remaining 396 spaces are daily fee parking, available on a first come,
first served basis. The number of parking spaces is approximately 41.5% of the number of riders
using this train station. Clearly alternative ways of accessing the train station, besides driving
and parking, are needed.
The Route 59 station has over 4,200 parking spots, which includes commuter parking spaces and
daily rate parking spaces. This accounts for parking on both the Aurora and Naperville sides of
the station. Despite the large number of parking spaces at this station, parking availability is
very constrained. As a result of the constrained parking, there have been two remote park and
ride lots established. These lots are located at 95th Street and Book Road and 1635 Emerson
Lane (Rickert Drive and Emerson Lane).
2
Commuter Rail System Station Boarding / Alighting Count: Summary Results, Fall 2002: Metra Office of Planning and
Analysis
Section 2: Assessment of Existing Conditions
2-45
2.4.1.2.2
Pace Feeder Routes to Metra
There are 15 feeder routes that provide access from neighborhoods in Naperville to the Metra
train stations in Naperville. These routes are illustrated in Figure 2-21. The Route 59 station is
served by 2 express routes that run to and from the two remote park and ride lots but do not make
stops in neighborhoods. The feeder bus service to the Metra stations is provided by Pace. Pace
contracts this service to a private provider. Historically, Naperville service has been provided by
a contractor using school buses for the service. The equipment used has generated some
negative perceptions among users and non-users of the feeder bus service. Focus groups
conducted for a soon to be released study by Pace and Metra regarding feeder bus service to
commuter rail stations was the source of this information.
The Washington Street Corridor would be most affected by feeder bus services destined for the
Naperville Metra station. Further discussion is focused on the service to this station. Detail on
the feeder bus service to the Naperville Metra station is shown in Appendix B. Just under 1,000
passengers a day use the service to the Naperville station (approximately 500 in the morning
peak and 500 in the evening peak). Feeder buses provide service to about 15% of the morning
commuters to the Naperville station. A general description of the feeder bus service follows.
Four routes serve neighborhoods south of the station and east of Washington Street (Routes 689,
688, 687, and 678). Six routes serve the area south of the station and west of Washington Street
(Routes 686, 685, 684, 683, 680, and 677.). Three routes serve the area north of the station
(Routes 788, 682, and 681).
The level of service provided on the feeder routes generally consists of three morning trips
operating about every 40-50 minutes. Metra trains that are met include the 6:25 a.m., 7:05 a.m.,
7:40 a.m., and the 8:00 a.m. trains. These trains reach Chicago’s Union Station at 6:58 a.m.,
7:38 a.m., 8:13 a.m., and 8:33 a.m., respectively. This level of service means that the feeder
buses meet 3 of the 8 express trains spread throughout the morning rush hour period. Since
express trains arrive at the Naperville station about every 20 minutes, every other train is met by
feeder service.
In the evening peak period, a similar number of trips from the station are provided. The three
express trains arriving in Naperville between 5:32 p.m. and 6:16 p.m. are met by feeder buses.
To arrive on these trains, departure from downtown Chicago must happen between 5:00 p.m. and
5:44 p.m. Eleven express trains operate to this station, meaning that 8 of the trains are not met
by the fixed route feeder buses. People who return to the Naperville station outside of the time
the regular feeder routes are running have the option of Flex route service. The flex service takes
passengers going north or south of the station (two separate routes) to stops near their homes
based on who is on the vehicle. A flex trip to the neighborhood areas served by feeder buses
from south of the station leaves at 4:40 – prior to the first feeder bus routes. Flex routes to the
north and to the south of the station leave at 6:46 p.m., 7:29 p.m. and 8:25 p.m. In summary, the
number of trains exceeds the number of feeder buses meaning a number of train riders must in
most cases drive to the station.
Section 2: Assessment of Existing Conditions
2-46
Figure 2-21: Pace Feeder Routes
Section 2: Assessment of Existing Conditions
2-47
2.4.1.2.3
Pace Reverse Commute Routes from the Metra Station
There are two routes that provide service for reverse commuters arriving at the Naperville Metra
station and traveling to jobs in the Corporate Corridor. These routes are shown in Figure 2-22.
These routes provide service to approximately 50 riders daily.
Route 676 provides service from the Metra station to Cantera Business Park/Amoco, 28301
Ferry. (It also acts as a feeder to the train station from Warrenville.) Three trips in the a.m. run
at a frequency of 28 minutes to 1 hour and take 25 minutes to 33 minutes to go from their
beginning point to the Naperville Metra Station. Three trips in the p.m. are provided that run at a
frequency of 25 minutes to 40 minutes and take 20 minutes to run from Cantera Business Park to
Naperville.
Route 781 provides service from the Metra station to the North Naperville office complexes
along Diehl/Shuman Road (between Naper and Mill), ending at Lucent (Warrenville Road west
of Naperville Road). Two trips in the a.m. run at a frequency of 31 minutes and take 34 minutes
to run from the Naperville Station to the end of their route. Two trips in the p.m. are provided
that run at a frequency of 15 minutes to 23 minutes and take 30 minutes to 40 minutes to reach
the Naperville Station.
2.4.1.2.4
Mid-Day Pace Service
Very limited bus service is available for travel within Naperville or to neighboring communities
at any time of the day. The service that is available is shown on Figure 2-23. Three routes are
operating on infrequent headways.
Route 530 is a route that primarily connects downtown Aurora with Fox Valley Mall. It operates
hourly. Every other hour the trip continues beyond Fox Valley to downtown Naperville. Seven
trips between Fox Valley and downtown Naperville are available on weekdays, six on Saturdays.
Route 787 provides mid-day service between southeast Naperville and downtown Naperville.
The bus leaving 75th Street at 7:21 a.m. completes its roundtrip at 7:47 a.m. The bus leaving
Jackson Eagle at 2:27 p.m. completes its roundtrip at 3:33 p.m. The bus leaving Jackson Eagle
at 3:38 p.m. completes its roundtrip at 4:23 p.m. Service designed to meet some school
transportation needs is also included. Daily ridership is 68 passengers.
Route 788 provides mid-day service between northwest Naperville and downtown Naperville.
This route provides three roundtrips in the afternoon and averages 4 daily riders. This route’s
frequency ranges from 1 hour and 30 minutes to nearly 2 hours. The bus leaving Jackson Eagle
at 12:18 p.m. completes its roundtrip at 12:50 p.m. The buses leaving at 1:45 p.m. and 3:40 p.m.
complete their roundtrips at 2:25 p.m. and 4:14 p.m., respectively.
Section 2: Assessment of Existing Conditions
2-48
Figure 2-22: Reverse Commute Map
Section 2: Assessment of Existing Conditions
2-49
Figure 2-23: Daytime Service Map
Section 2: Assessment of Existing Conditions
2-50
2.4.1.2.5
Other Transit Services
In addition to the fixed route services described, there are several other forms of publicly
provided transit service in Naperville. These include services for the elderly/disabled and special
events.
Elderly/Disabled Services
There are two main options for transportation for seniors and people with disabilities in
Naperville – dial-a-ride and subsidized taxi service. Both are services coordinated with other
jurisdictions and require becoming registered to use the service and making arrangements for
travel in advance.
In an effort to improve transportation services for senior and persons with disabilities, the
Naperville/Lisle Area Transportation Partners began a new transportation program for seniors
and persons with disabilities called Ride DuPage. This new program replaced the existing Pace
Dial-a-Ride program in Naperville and began in August, 2004. The Naperville/Lisle Area
Transportation Partners is a collaborative partnership between the City of Naperville, Naperville
Township, Lisle Township, and the Naperville Park District.
The new Ride DuPage program is designed to:
•
•
•
•
Increase the number of trips that are available
Eliminate barriers that currently limit access to transportation services
Enhance service flexibility
Use both taxis and Pace lift-equipped buses to provide door-to-door transportation
service
To use the Ride DuPage service, customers must meet the following service guidelines. The
guidelines were developed based on public input and information on trip patterns, ridership
trends, and costs.
•
•
•
•
•
•
Service will be available to seniors and persons with disabilities who reside in Naperville
or Lisle Townships or the City of Naperville. Seniors include all residents age 65 years
and older. Persons with disabilities must be at least 16 years old and obtain an RTA
Reduced Fare Card to use the service.
All persons eligible for the Ride DuPage program must be registered.
Ride DuPage participants will be able to travel anywhere a Ride DuPage vehicle is
willing to travel as long as they are able to cover the cost of the trip.
Service will be available 24 hours a day, 7 days a week.
Trip requests will be accepted up to 7 days in advance with a minimum of 2 hours
advance notice.
Subscription trips will be allowed.
Section 2: Assessment of Existing Conditions
2-51
•
•
•
•
•
Cancellations must be made a minimum of 2 hours prior to the originally scheduled trip.
No shows will be billed a $10.00 fee and repeat offenders may be dropped from the
program.
Fares must be paid in cash.
Fares will be $1.50 for the first 6 miles and $1.50 per mile after the first 6 miles.
The first companion will ride for free.
For a group reservation (3 or more), each rider (except the first companion who rides
free) will pay $1.50 for the first 6 miles. Additional miles will be charged at $1.50 per
mile per group.
Special Events Bus Service
During two major events in downtown Naperville (Ribfest on July 4th and Last Fling on Labor
Day weekend) the City provides special event bus service. This is done to manage congestion in
the downtown area. The popularity of these events exceeds the parking supply. For these
events, the bus service operated between remote parking lots and downtown Naperville is well
utilized.
2.4.1.3 Matching Transit Markets with Existing Service
In this section, a discussion of the potential transit markets versus the current level of transit
services provided in the Washington Street Corridor takes place. The discussion section is
followed by a summary table.
2.4.1.3.1
Market: Service to Metra Station
Description of Market: This market consists of people who seek to access the Naperville Metra
station just north of downtown from the neighborhoods in the vicinity of the Washington Street
Corridor. Most of these people are ultimately traveling to downtown Chicago.
Assessment of Current Service to Market: In general, about half of the peak period express trains
to downtown are met by Pace contracted feeder bus service. People who ride the feeder buses
have the option to take four of the eight trains in the morning rush hour. Feeder service is only
provided for half of the peak period express trains in the morning rush period. Evening service is
more limited, with fixed route feeder service meeting three of the eleven evening peak period
express trains. Remaining trains are met with flexibly routed service based on the people who
access the service.
Current service is provided with school bus equipment. This equipment does little to enhance
the appeal of feeder service to potential users of the service. Improvements in equipment to
utilize small buses or vans to provide the service would enhance the image of this service.
Market Opportunities for Transit: Significant opportunity exists to increase and improve the
feeder service to the Metra station in the Washington Street Corridor. The serious parking
Section 2: Assessment of Existing Conditions
2-52
capacity constraints (approximately 1,300 parking spaces for the nearly 3,500 people boarding at
the station in the morning) at the Naperville Station, as well as the relative success of existing
feeder service (500 passengers in the morning) even with the relatively low levels of service, are
indications that improved service levels and type of equipment providing the service would be
successful in increasing the amount of transit use to access the station. This could have a minor
impact on the peak period congestion levels on Washington Street. Nearly 20% of train users are
dropped off at the station in the morning, creating travel on Washington Street that might be able
to be minimized. An additional benefit to improved mobility options to the train station could be
realized. Increased options for travel to the train station would provide the ability for more
people to utilize this station without additional traffic on Washington Street. Currently there are
many people who have to go to different stations because of the constrained access to the
Naperville train station.
2.4.1.3.2
Market: Service to Interstate 88 Corporate Corridor
Description of Market: There are many jobs in the Naperville portion of the Interstate 88
Corporate Corridor. Providing transit service to workers in this corridor is the market being
discussed here.
Assessment of Current Service to Market: Current service to workers in the Corporate Corridor
is available to people accessing Naperville by train, typically in the reverse (outbound in the
a.m.) direction. Several routes provide 2-3 trips per peak period between the Naperville station
and the Corporate Corridor.
No direct service exists through the Washington Street Corridor connecting Naperville residents
with jobs at the north end of the corridor.
Market Opportunities for Transit: Consideration of creating direct service from the Washington
Street Corridor neighborhoods to the Corporate Corridor employment sites should be considered.
Additional research into the potential of this market segment is advisable because the ability of
transit to gain shares of the people traveling between these locations may not be high given the
relatively short length of the trip and the availability of free parking at the work site. To the
extent this service can be combined with the feeder service, both markets would fare better.
2.4.1.3.3
Market: Service to Downtown Naperville
Description of Market: This market consists of people in the Washington Street Corridor
accessing the downtown area.
Assessment of Current Service to Market: Currently there are no services providing access to
people along the Washington Street Corridor access to the downtown area outside of the few
feeder buses to the Metra stations that come through town before most downtown establishments
are open.
Section 2: Assessment of Existing Conditions
2-53
The only mid-day access to the downtown area is with infrequent service. Bus service is
provided only at two-hour intervals between Aurora, the Fox Valley area and downtown
Naperville. Additionally a few daily trips accessing the Corporate Corridor/Diehl Road area is in
existence.
Market Opportunities for Transit: Downtown Naperville is an attraction for people throughout
Naperville. In particular, the neighborhoods along the Washington Street Corridor are probably
more associated with the downtown area than other areas of the City. Providing service to
connect the Washington Street Corridor neighborhoods and downtown is an area where there
may be some transit potential.
2.4.1.3.4 Market: Service within Downtown Naperville
Description of Market: The market consists of circulation within the broader downtown
Naperville area for downtown employees, shoppers, and other visitors.
Assessment of Current Service to Market: Currently there is no service provided for the
downtown market, with the exception of the special event shuttles for two events annually.
Market Opportunities for Transit: As the downtown area continues to expand geographically,
and to connect some areas that are just outside of the downtown core, the possibility of providing
a frequent, convenient downtown shuttle service may be a potential market for transit services.
This service could provide incentives for people to park once in the downtown area and use the
shuttle service to access other areas of downtown. This service could expand to the north and
south depending on the day and demands for the service. Perhaps on weekends, the service
could extend north to the Children’s Museum and southwest to Naper Settlement. Mid-day, the
service might extend north to the Diehl Road area or the Corporate Corridor and south to Edward
Hospital. Extensions beyond the core area of the shuttle in the downtown area can easily be
made in a manner responsive to the needs of the market. This type of service was identified by
the Downtown Naperville Alliance during the public input roundtables.
2.4.1.3.5 Market: Intra-Naperville Trips
Description of Market: This market consists of trips within Naperville, but with origins or
destinations outside of the Washington Street Corridor.
Assessment of Current Service to Market: No service to this market outside of the downtown
area exists currently. Downtown is infrequently connected to the Fox Valley area (every other
hour) and to the Corporate Corridor area a few times in the mid-day.
Market Opportunities for Transit: Any opportunities for transit to serve these markets would be
outside of the scope of the Washington Street Corridor project. Access to the downtown area
from other parts of Naperville is probably warranted. Downtown would be a good place for any
Section 2: Assessment of Existing Conditions
2-54
transfers between Washington Street Corridor travelers and other served parts of the community
to take place.
Table 2-1: Summary Table of Washington Street Transit Market Opportunities
Market
Metra riders
Corporate Corridor
Downtown Naperville
Downtown Shuttle
Intra-Naperville
2.4.1.4
Current Service
limited
none (other than from train station)
none in corridor
none
none
Transit Potential
high
medium
medium
medium
low (unless other parts of City
are served)
Transit Opportunities – Washington Street Corridor
An overview of the existing transit services and the public input from the market research
combine to point to some transit options for further development and consideration in the
Washington Street Corridor. The transit opportunities include:
•
•
•
•
Improved frequency of feeder bus service to the Metra station.
Possibly modifying the feeder services to continue past the train station and provide
direct connections from the south side neighborhoods to the Corporate Corridor.
Circulator service based on downtown area travel needs.
Improved connections between downtown and the Corporate Corridor area
In addition to the Washington Street Corridor, there are other citywide transit opportunities. The
population and employment densities and the concentration of activity centers along Washington
Street make this area one of the most promising to explore transit opportunities.
2.4.2 Pedestrian and Bicycle
This section discusses the Washington Street Corridor’s existing pedestrian and bicycle
infrastructure. Review of the existing pedestrian/bicycle facilities, results of the public outreach
session(s), and an assessment of the existing facilities will be provided.
2.4.2.1 Existing Facilities
2.4.2.1.1
Pedestrian/Sidewalk Facilities
In general, Washington Street has a continuous sidewalk along its west side. Traveling north to
south, the existing sidewalk facilities are detailed below:
Section 2: Assessment of Existing Conditions
2-55
North Segment
A continuous 5-foot sidewalk exists on both sides of Washington Street for the length of this
segment.
Central Segment
Within the Central Segment, including the downtown CBD, a continuous 5-foot sidewalk exists
along both sides of Washington Street. However in the CBD, the sidewalks vary in width
between 5 and 7 feet. In some cases, where the sidewalk is wider, some CBD merchants use the
wider sidewalks for display space, signs and exhibits.
South Segment
Along the west side from Hillside Road to Naper Boulevard, a continuous 5-foot wide sidewalk
exists. However, there is a gap between Ring Road and Oak Bluff Court, primarily over the
crossing of the DuPage River. Along the east side, there is a gap between Hillside Road and Oak
Bluff Court, primarily for the length of where the West Branch of the DuPage River comes very
close to the roadway or where pocket parks and open green spaces are present. A sidewalk exists
along the east side after crossing the river, from Oak Bluff Court to Naper Boulevard.
The Figure 2-24 is a map of the City-wide pedestrian facilities along and adjacent to the study
corridor. The map shows both sidewalk and off-road bicycle facilities. The source of the
information is the City’s GIS System.
At Intersections
In addition to noting the physical locations of the sidewalk facilities along the study route, a field
review of the numerous side streets was also conducted to document pedestrian crossing
amenities. The amenities included sidewalks along the side streets, locations of striped
crosswalks, and push button actuation at signalized intersections.
There are 50 side streets along Washington Street within the study limits of which 24 are
signalized. The signalized intersections are located at:
North Segment
Warrenville Road
Shuman Boulevard
Diehl Road
Iroquois Avenue
Bauer Road
Ogden Avenue
5th Avenue
Central Segment
North Avenue
School Street
Benton Avenue
Van Buren Avenue
Jefferson Avenue
Chicago Avenue
Aurora Avenue
Section 2: Assessment of Existing Conditions
South Segment
Hillside Road
Martin Avenue
Edwards Road
Gartner Road
Hobson Road
75th Street
Bailey Road
87th Street
Ring Road
Naper Boulevard
2-56
Figure 2-24: Sidewalk System Map
U
Section 2: Assessment of Existing Conditions
2-57
17 of the 24 signalized intersections have sidewalk facilities along their side streets. These
intersections include (north to south): Diehl, Iroquois, Bauer, Ogden, North, Benton, Van Buren,
Jefferson, Chicago, Hillside, Martin, Gartner, Hobson, Bailey, 87th, Ring, and Naper.
The site inventory revealed that with the exception of the 75th Street intersection, the remaining
23 signalized intersections had striped crosswalks and pedestrian actuation buttons for the
crosswalks. However, the crosswalks were not always on all four legs of the intersection. Table
2-2 illustrates which legs of each signalized intersection have striped crosswalks and pedestrian
actuation (push buttons).
Table 2-2: Signalized Intersection with Crosswalks and Pedestrian Actuation
Intersection Location
North Segment
1 Warrenville Road (T-intersection)
2 Shuman Boulevard
3 Diehl Road
4 Iroquois Avenue (T-intersection)
5 Bauer Road
6 Ogden Avenue
7 5th Avenue (T-intersection)
Central Segment
8 North Avenue (T-intersection)
9 School Street (T-intersection)
10 Benton Avenue
11 Van Buren Avenue (T-intersection)
12 Jefferson Avenue
13 Chicago Avenue
14 Aurora Avenue
South Segment
15 Hillside Rood
16 Martin Avenue (T-intersection)
17 Edwards Road (T-intersection)
18 Gartner Road
19 Hobson Road (T-intersection)
20 75th Street
21 Bailey Road
22 87th Street (T-intersection)
23 Ring Road (T-intersection)
24 Naper Boulevard (T-intersection)
North
Leg
South
Leg
East
Leg
West
Leg
NA
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
NA
X
X
NA
X
X
X
NA
X
X
NA
NA
X
X
X
X
X
X
NA
NA
X
X
X
X
X
X
NA
X
NA
NA
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
X
NA
NA: Not applicable.
The unsignalized intersections have stop signs for the side street, but because there are not any
signals, these locations do not have striped crosswalks. Only one unsignalized side street has a
striped crosswalk. The Rock River Court intersection in the South Segment has a crosswalk
across the east leg. The other unsignalized intersections along Washington Street do not have
striped crossings.
Section 2: Assessment of Existing Conditions
2-58
The spacing between the signalized intersections in the North Segment is approximately 0.3
mile, with the non-signalized intersections spaced about one block (450 feet) in between the
signalized intersections. In the Central Segment, 7 of the 11 intersections are signalized. The
spacing of the intersections in the downtown CBD is approximately one block (450 feet). South
of Chicago Avenue, the intersection spacing increases to the larger block spacing of
approximately 0.15 mile.
In the South Segment, the signalized intersections are spaced about every 0.25 mile to 0.5 mile
from Hillside to Gartner, after which the spacing increasing to about every 1.0 mile. The spacing
of the unsignalized intersections between the signalized intersections ranges between 0.15 mile
and 0.3 mile.
2.4.2.1.2
Bicycle Facilities
The facility types vary from on-street recommended routes without signing, to signed on-street
routes, and full off-road path/trail facilities. In general, the bicycle facilities are for wheeled
users unless the facility is an off-road path, in which case, pedestrians and non-bicyclists could
also use the path. The on-street facilities are also typically more suited for the experienced
cyclist, and not necessarily for recreational purposes.
City of Naperville
The primary bikeway facility within the corridor study limits under the jurisdiction of the City of
Naperville is the DuPage River Trail System (DRT). The DRT consists of five (5) segments, for
a total length of 9 miles. The facility type provides for an off-road paved 12-foot wide path
which follows the West Branch of the DuPage River in a generally north-south direction. The
five segments of the trail system are as follows:
Segment 1:
Segment 2:
Segment 3:
Segment 4:
Segment 5:
Burr Oak Park/Veterans Park (just north of Gartner Road) to Hobson Road
Hobson Road to Bunting Lane
Bunting Lane to 87th Street
87th Street to Royce Road
Royce Road to 115th Street
Segment 1 was constructed in 2001. Segment 2 will be constructed in conjunction with the
Washington Street/75th Street intersection improvements. The intersection project is currently in
the preliminary engineering phase and is targeted for construction in the end of 2004. Segment 3
was let for construction Spring 2004 and is anticipated to be completed by 2005. The Segment 3
construction contract includes an interim Segment 2 alignment which will provide a temporary
connection between Segment 1 and Segment 3 until the ultimate Segment 2 improvements can
be constructed. Segment 4 is currently under planning studies. Segment 5 has not yet begun, but
is south of the limits of this Washington Street Study.
Section 2: Assessment of Existing Conditions
2-59
Other existing routes in the City Bikeway System which parallel or traverse the corridor are
shown in Table 2-3.
Table 2-3: Existing City Bikeway System Routes
Route Name
Limits
North-South Routes
DuPage River
Burr Oak
Trail Segment 1
Park/Veterans Park to
(DRT 1)
Hobson Rd.
Sleight Street
East-West Routes
Warrenville Road
Gartner Road
Bailey Road
Bikeway
Burr Oak Park to
Metra Station
Washington St. to
Naperville Rd.
Modaff Rd. to Olsen
Dr.
Modaff Rd. to
Ranchview Dr.
Route Connections
(w/in proximity of study Facility Type
corridor)
Sleight St. (vial Loomis
St.), Gartner Road, Pioneer
Park
*Proposed Routes: Hobson
Rd., DRT 2
DRT 1 (via Loomis St.) &
North Central College
*Proposed Routes: Hillside
Rd. (indirectly), Benton
Ave., Loomis St.,
Off-road path
Washington St., Herrick
Lake Forest Preserve
DRT 1, Veterans & Burr
Oak Parks, crosses
Washington St.
DRT 3, crosses Washington
St.
Off-road path
On-street signed
On-street signed
and off-road path
On-street signed
* For descriptions of Proposed Routes, see Table 2-4
There is a defined existing north-south bikeway system provided by the constructed portions of
the DRT System and Sleight Street. Existing designated east-west crossing bikeway routes are
limited to the three existing east-west routes as described above. However, cyclists are allowed
to ride on most City streets and cross roadway intersections. Bicycling is strictly prohibited
along the Riverwalk.
There are no bicycle restrictions along Washington Street in the North Segment and bicycles are
allowed on the roadway. Sidewalks exist along both sides of the road for the length of the North
Segment as mentioned earlier. Currently, cyclists ride on the road. There is a proposed bicycle
route connection to the existing bicycle path along Warrenville Road and an off-street bikeway
south of Diehl Road.
For the Central Segment, there is one existing bikeway route located along Sleight Street. The
route is located several blocks east of Washington Street and runs north-south along the east
border of North Central College. Cyclists gain access to the CBD from Sleight Street by
traveling west on one of the side streets. Within the downtown CBD area, there are no
designated bicycle routes or facilities. Although there is a complete sidewalk system within the
CBD, pedestrian volumes make it undesirable to ride a bike on the sidewalks. Cyclists typically
ride on-street within the CBD, despite the hazards of the on-street parking. With the existing
Section 2: Assessment of Existing Conditions
2-60
pedestrian volumes, parking maneuvers, and vehicular volumes, riding a bike in the CBD can be
difficult.
In the South Segment, there are no bicycle restrictions along Washington Street. However, the
vehicular volumes and higher speed of traffic, makes bicycle riding on Washington Street
undesirable in the South Segment. There are three bicycle routes in the South Segment: the
DRT 1 off-road path, the Gartner Road route, and the Bailey Road route.
Figure 2-25 shows the City Bikeway System Map which depicts both existing and proposed
bicycle routes within the City limits. Not all routes shown are “local” City routes. Some bicycle
routes are regional routes under the jurisdiction of DuPage County or the Forest Preserve District
of DuPage County.
DuPage County Regional Bikeway Plan
Within the region, the DuPage County Regional Planning Commission has existing facilities
which connect to the City’s existing bikeway facilities discussed above. These facilities vary in
type from on-street routes to off-road trails. The Danada Trail exists within the Herrick Lake
Forest Preserve and the Hobson Road Trail is currently under construction.
Figure 2-26 is a portion of the DuPage County Bikeway Facilities Map which shows the project
area. Similar to the City Map, it shows both local and regional routes which are under the
jurisdiction of other agencies.
Chicagoland Bicycle Federation (Recommended Routes)
The Chicagoland Bicycle Federation (CBF) is a nonprofit advocacy group representing bicyclists
in northeastern Illinois. The CBF promotes bicycling as an economical energy efficient
alternative mode of transportation to improve the quality of life. The CBF publishes a map with
recommended routes for bicycling. The routes were selected based on the CBF’s own criteria of
traffic speed and volume, width of outside lanes and shoulders, intersection layout, and pavement
conditions. Many of the routes are not ideal, but were judged by CBF cyclists as best in the area.
Also, most of the routes are not signed or “official” bikeways, but they do strive to incorporate
some of the locally designated routes when possible or available.
The CBF has recommended some routes within the study corridor as “Recommended On-street
Routes”. These routes are not under the CBF’s jurisdiction. Users of these routes are typically
defined as commuter or more experiences cyclists and not intended for recreational users. The
recommended on-street routes include: Bailey Road, Gartner Road, Hillside, Main Street,
Jefferson, and Diehl Road. 75th Street is listed as a “cautionary on-street route”.
Figure 2-27 is a portion of the CBF map which shows the project study area.
Section 2: Assessment of Existing Conditions
2-61
Figure 2-25: City Bikeway System Map
Section 2: Assessment of Existing Conditions
2-62
Figure 2-26: DuPage County Existing & Proposed Bikeway Facilities Map
Section 2: Assessment of Existing Conditions
2-63
Figure 2-27: Chicagoland Bicycle Federation Map
Section 2: Assessment of Existing Conditions
2-64
2.4.2.2 Assessment of Existing Facilities
2.4.2.2.1
Pedestrian/Sidewalk Facilities
In assessing the existing pedestrian facilities, the areas of improvement can be categorized into
four basic elements:
1.
2.
3.
4.
Completing the gaps
Providing sidewalk facilities along the east side of the South Segment
Providing additional safe crossings of Washington Street
Providing access to transit stops along Washington Street
Completing the Gaps
The identified gaps in the existing system could be constructed as part of a City sidewalk
replacement program or as part of an adjacent roadway or bridge project. This treatment could
be applied to address the gap in the South Segment for the river crossing between Ring Road and
Oak Bluff Court.
Providing Sidewalk Facilities along the East Side of the South Segment
Developing solutions to this basic element presents challenges. There are no unsignalized side
streets which continue east from Washington Street between Hillside and Oak Bluff. The east
side of this portion of the South Segment abuts park and forest preserve lands, and residential
backyards. In addition, where the river comes close to the roadway, there are significant
elevation differences. The roadway can be 5 to 15 feet higher than the river. Due to these
constraints, construction of a continuous sidewalk facility adjacent to the Washington Street
roadway may not be the best solution for this need.
This need is best served by construction of the remaining DuPage River Trail (DRT) segments.
Construction of the other trail segments will provide a safe and separate pedestrian facility along
the east side of Washington Street. Crossings of Washington Street for the trail are located at
signalized intersections.
The downside to pedestrian access via the DRT segments is that access to Washington Street is
limited to the signalized intersections. There are no mid-trail spurs or side streets to access
Washington Street if a pedestrian was between signalized intersections. Spacing of the
signalized intersections south of Gartner Road is approximately 1.0 mile apart.
Providing Additional Safe Crossings of Washington Street
The existing sidewalk system in the north-south direction, parallel to Washington Street provides
ample opportunity and facilities for pedestrian travel. However, spacing of crossing facilities of
Washington Street, to travel in an east-west direction, especially in the North and South
Segments were not very numerous. For safety concerns, the east-west crossings of Washington
Section 2: Assessment of Existing Conditions
2-65
Street should be designated only at signalized intersections. 20 of the 24 signalized intersections
have a Washington Street crossing. There are 7 in the North Segment which is 2.2 miles long, 7
in the Central Segment which is 0.9 miles long, and 6 in the South Segment which is 3.9 miles
long. Comparatively, the South Segment has the most need for additional locations to cross
Washington Street safely.
The easiest improvement to implement is to add crosswalks and push buttons across the north
and south legs of the existing signalized intersections where none currently exist. In the North
Segment, this includes the south legs of the Iroquois and 5th Street intersections. With the
existing spacing being about 0.3 miles between signals, and the intersection block spacing being
about every 450 feet, no additional crossings are recommended.
In the Central Segment, this includes the south legs of the North Avenue and Van Buren Avenue
intersections, and the north leg of the Aurora intersection. Designated pedestrian crossings in the
Central Segment are good. Of the 12 intersections in the segment, 7 are signalized with block
spacing of approximately 450 feet. No additional crossings are recommended.
In the South Segment, crosswalks and actuation (push buttons) can be installed on both the north
and south legs of the Edwards, 87th Street, and Ring Road intersections. At Martin, crosswalks
and actuation are only needed on the north leg. The 87th Street crosswalks and push buttons will
be installed as part of the DRT Segment 3 construction. At the 75th Street intersection,
countdown pedestrian signals will be install as part of the intersection construction project.
Additional crossing opportunities for the South Segment could be accommodated as part of the
bikeway route improvements or consideration should be reviewed for a possible grade separated
crossing of Washington Street.
In general, when programming traffic signal phasing for all segments, a balance should be
provided between pedestrian and vehicular travel needs.
2.4.2.2.2
Bicycle Facilities
Bicycle access along the Washington Street Corridor is fairly good. There are a number of
existing facilities and numerous proposed facilities.
City of Naperville Proposed Bicycle Routes
Through its City-wide plan, Naperville already has as a comprehensive bikeway program plan.
Implementation of the proposed routes will enhance the existing routes and help mobility along
the corridor.
Section 2: Assessment of Existing Conditions
2-66
Table 2-4 lists some of the proposed City bike routes.
Table 2-4: Proposed City Bikeway System Routes
Route Name
Limits
North-South Routes
Loomis Street
Metra Station to
Bauer Rd.
Elsworth Street
Chicago Ave. to
School St.
Washington Street Bauer Rd. to
Warrenville Rd.
East-West Routes
87th Street
Hillside Road
Benton Avenue
Bauer Road
Modaff Rd. to
Washington St.
West St. to Melody
Ln.
Washington St. to
Charles Ave.
Royal St. George Dr.
to Columbia St.
Route Connections
Probable Facility
(w/in proximity of study
Type
corridor)
Metra, Sleight St., Bauer
Rd., Jefferson Jr. HS
North Central College,
Central Park, Benton Ave.
Bauer Rd., Jefferson Jr. HS,
Warrenville Rd., Herrick
Lake FP
On-street signed
DRT 3, crosses Washington
St.
Naperville Central HS,
Friedrich Mem. Park,
crosses Washington St.
CBD, Central Park, North
Central College
Jefferson Jr. HS, crosses
Washington St., Loomis St.
On-street signed,
off-road path
On-street signed
On-street signed
Off-road path
On-street signed
On-street signed
The City plan does not currently include bikeway routes within the CBD. Washington Street in
the downtown CBD area does not readily support bikeway improvements. The narrow right-ofway, high pedestrian and vehicular volumes, and on-street parking make it difficult to implement
any bikeway improvements directly on Washington Street. The opportunities for improvement
lie mostly within the surrounding streets proposed on-street routes where the pedestrian volumes
are less and vehicular volume and speeds are lower. Bikeway access could be provided to
Washington along these nearby on-street routes, but it would require parking the bicycle and
walking over 1 or 2 blocks to Washington Street. The adjacent route improvements should
include well lit, secure bicycle rack facilities which could be placed within the nearby parks,
North Central College and the City parking garages.
To address the separate issue of bicycle routing in downtown Naperville, the City is conducting a
study called the “Downtown Naperville Bike Plan”. The study intends to provide a connection
from the north limits of the DRT Segment 1 north to Wil-O-Way Commons and also serve the
CBD. A draft report has been submitted and the study is currently in the public comment phase.
DuPage County Proposed Regional Bikeway Plan
The DuPage County Regional Planning Commission has proposed facilities which will connect
to the City’s bikeway facilities discussed previously. As part of the Southern DuPage Regional
Trail (SDRT), there are planned bikeway facilities along Hobson Road from Washington Street
east to the City limits into neighboring Village of Woodridge. The Hobson Road facility is
Section 2: Assessment of Existing Conditions
2-67
currently under construction. Also part of the SDRT is the route along 75th Street from
Washington Street west to Naperville-Plainfield Road. Portions of this route may be constructed
with the 75th Street intersection and DRT 2 project. Within the Washington Corridor, the
County’s regional trails cross or connect to Washington Street and provide regional east-west
connectivity.
Planning the proposed routes and facilities listed in Table 2-4, both the City and DuPage County
have taken into consideration each route’s interaction with the existing transportation
infrastructure. In general, the routing attempts to designate crossings at signalized intersections,
alignments along low volume roadways, and provide connectivity to points of interest, i.e. parks,
schools, CBD, etc. For those routes which parallel or are along higher volume and higher speed
roadways, a separate off-road trail facility is proposed. The City and County have coordinated
and will continue to coordinate each others planning efforts. Through its City-wide Bikeway
plan the City is steadily implementing the proposed routes, paths and trails. At this time, there
are no additional routings to be suggested for the corridor beyond those included in the City’s
and County’s proposed plans.
2.4.3 Transportation Demand Management
Transportation Demand Management (TDM) can often be a cost effective strategy to assist in the
alleviation of traffic congestion. Working in collaboration with employers in the area, TDM
strategies can be very successful in addressing spot congestion issues and can have an effect on
overall travel levels as well. Transportation demand management is most effective in areas
where there are some major employers or significant clusters of employees. In the case of the
Washington Street Corridor, there are a number of larger employers with Edward Hospital, the
businesses in the Interstate 88 corridor, downtown and the high school all within this corridor.
In this section, the TDM strategies that might be implemented by businesses in the Washington
Street Corridor are discussed. Typically, TDM programs are initiated as public/private
partnerships. Implementation issues associated with transportation demand management are also
addressed in this section.
2.4.3.1 Description of Transportation Demand Management
Transportation demand management is a name for a collection of strategies that are implemented
to improve the transportation situation for a major employer or a cluster of employers. The
strategies are usually simple and relatively low cost when compared to the implementation of
roadway, traffic signal or transit alternatives. They do, however, require a good understanding of
how to implement the strategies correctly and rely heavily on effective communication and
coordination.
The most successful transportation demand management programs are developed to solve a need
that is perceived by the employer. Many times, insufficient parking is a motivator for an
employer to try to reduce the number of cars to a work site. In a situation where reduction of
Section 2: Assessment of Existing Conditions
2-68
vehicles at the work site is the desired outcome, the transportation demand strategies would be
designed to reduce the number of cars coming to the site by increasing ridesharing or the use of
transit. A company may find it more cost effective to try to reduce auto usage to the site than to
construct a parking structure. Other companies are motivated to work together to resolve
localized congestion problems. TDM strategies that might be used to target congestion include
staggering work hours along with encouraging employees to carpool or use transit.
The other key factor affecting the specific TDM strategies selected by an employer to implement
is to know where their employees are traveling to the worksite from. If a company has a
workforce that lives near the worksite, encouraging carpooling and transit may not be a
successful avenue to pursue. If there are many very short trips to the worksite, encouraging
walking and biking might be an effective TDM strategy to pursue. Encouraging transit use
through subsidies would be a good TDM strategy to employ if the worksite is well served by
transit, but not very effective if access to the worksite has minimal transit service that is
accessible to where the employees are coming from.
The list provided in Table 2-5 represents a wide range of tactics that might be applicable in the
suburban setting. An individual site analysis would be important to determine which of the
tactics would have a good chance of success at an individual employment location.
Table 2-5: Summary of Site Specific TDM Strategies
Approach
Employee Trip Coordinator
Carpool / vanpool programs
Guaranteed ride home program
Preferential parking for “poolers”
Commuter Choice program
On-site transit pass sales or subsidies
Section 2: Assessment of Existing Conditions
Applicability/Limitations
Develops a focus on TDM issues, often parttime, must be large enough to warrant
Travel match services available through
CATS/Pace. Pace has established high quality
vanpool program. Employee profile must have
people coming from similar locations at similar
times.
“Safety net” service for those who share rides
or ride transit for emergency trips home. Low
cost and important to increase use of “pool”
options.
Make prime parking spots available for car or
van poolers.
Provide tax free subsidies for transit, vanpool
fares – won’t work if employees are coming
from areas where transit does not serve trips, or
if vanpools are not available.
Requires availability of effective transit options
for employees
2-69
Table 2-5: Summary of Site Specific TDM Strategies (contd.)
Approach
Shuttle service from train station
Flexible work schedule
Modified work schedules (compressed work
week, staggered hours)
Bike racks / shower facilities
Applicability/Limitations
Must work to establish service. Numerous
funding/operating models exist. Only effective
if reasonable portion of employees can use
train.
If supportable by type of work, can be effective
to increase use of transit, car or van pooling.
The business needs of the employer may or
may not support this approach. Can also work
at odds with establishing car and van pools and,
perhaps, transit.
Can be effective if employees live nearby and
there are safe bike routes.
The costs to the employer of implementing TDM strategies ranges as broadly as the types of
strategies. Research3 shows that the cost per employee of TDM programs varies widely
depending on what types of actions an employer chooses to take. However, many TDM
programs have annual costs on the order of $15-$30 per employee. (It is important to be very
cautious with the use of this per employee figure because it is strictly dependent on the actions
an individual employer chooses to take for their particular setting).
2.4.3.2 Existing TDM Programs
There are two types of TDM programs that can potentially be offered. The first is employer
based. The second, public sector based. Of these, the employer based is typically the most
effective in implementing TDM strategies.
Employer Based Programs
There are no known comprehensive TDM programs offered by employers in the Washington
Street Corridor area. There are, however, some elements that can be considered TDM elements
that are in place or have been in place at one time or another in the recent past. Lucent, in
response to requests by employees, offered a van service between buildings to make it easier to
get to meetings and other engagements. This has reportedly not been very successful in terms of
usage.
Public Sector Regional Programs
There are several existing programs in place in the region that can be used as part of any
employer based TDM program that is developed. The programs are the RTA Transit Benefit
program and Pace’s Vanpool program. Both of these programs can be very helpful at the
3
Public Agency Guidance on Employer-Based TDM Programs and Employer Technical Memorandum Characteristics of
Effective TDM Program , Transit Cooperative Research Program Web Report 22; December 2002; COMSIS Corporation
Section 2: Assessment of Existing Conditions
2-70
employer level, and both are most successfully implemented with active participation from the
employer.
RTA/CTA Transit Benefit Program
This program allows companies and their employees to take advantage of new tax law changes
that can reduce their commuting costs. The Transit Benefit is a low or no cost benefit for
employees and employers. Federal tax laws (qualified Transportation Fringe provision of
Internal Revenue Code, section 132(f)) allow for up to $100 in monthly pre-tax earnings to be set
aside to pay for transit costs.
The RTA has established the administrative structure to handle this program.
Participation is a matter of enrolling through a simple process with the RTA:
(http://www.rtachicago.org/infocenter/transitcheck.asp)
Either CTA Transit Cards or an RTA Transit Check can be obtained through this program. The
RTA Transit Check is probably the more useful mechanism for people working in Naperville.
The RTA Transit Check is a voucher for transportation anywhere on the RTA system, including
commuter rail, buses and vanpools. The Transit Checks can be purchased in any denomination
between $10 and $100. They are tax-deductible to employers and a tax-free benefit to
employees. If an employer is providing free parking to employees, the provision of Transit
Checks can help “level the playing field” between driving and using transit to get to work.
The transit benefits can be provided either in addition to existing compensation or in lieu of
current compensation. They cannot be part of flexible spending accounts or cafeteria plans.
Pace Vanpool Programs
Pace operates one of the largest and most successful vanpool programs in the country. Two of
their programs are relevant for consideration as part of an employer-based TDM program. Their
traditional vanpool product or their Employer Shuttle product should both be considered. Pace
administers this program. Information is available at http://www.pacebus.com/sub/vanpool.asp.
Each product is described below.
Traditional Vanpool: This program is designed to transport a group of between 5 and 15
people to work in a Pace provided van. Employees that live and work near one another and who
share similar schedules can form a group that conveniently and cost effectively gets them
between home and work. Each rider pays a low monthly fare based on the distance of the
vanpool and the number of participants. The fare covers all costs of the vanpool including fuel,
maintenance, insurance, tolls, roadside assistance and van washes.
One participant volunteers (and must qualify) to be the driver, and does not need to pay a fare.
The driver also receives 300 personal miles a month with the van. Transit Check benefits
(described above) can be used towards vanpool fares.
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In addition, vanpool participants are eligible for “guaranteed ride home” benefits which
reimburses up to $100/year for alternative transportation used to handle a personal emergency.
Employer Shuttle: Employer shuttles are available to companies in Pace’s service area. A
monthly fee of $800 ($595 for not-for-profit agencies) covers the vehicle, all maintenance, fuel,
etc. The employer can then provide a driver and use the vehicle for business related
transportation such as to other work sites, train stations, park and ride lots.
2.4.3.3 Implementing TDM Strategies
While the actual implementation of TDM strategies is done at the employer site, seldom do
coordinated TDM programs get off the ground without a TDM Coordinator involved.
Sometimes, Transportation Management Associations (or TMAs) are established as a public /
private venture, or as not-for-profits and on occasion TMAs are private entities. TMAs focus on
specific areas and work with the employers and the local municipalities to encourage and support
the implementation of TDM strategies. Other times, local municipalities can provide staff to
perform the Coordinator role. Local municipalities can be instrumental, through staff and
financial support, in the establishment of a TMA.
2.4.3.4 Potential for TDM
Transportation demand management holds promise to be an effective portion of the solution in
the Washington Street Corridor. TDM can help in localized areas. Employer participation in
TDM is essential for success as part of a public/private partnership, but that participation is
unlikely to occur unless the employer sees a benefit to them (saving costs on providing parking,
addressing an issue of concern to their employees, etc.).
There are two factors that will most affect the applicability or success of TDM strategies – the
needs of the company or worksite and the travel patterns of the workforce. These factors can
only be determined based on a specific examination of each worksite considered for TDM
implementation. However, on a very generalized basis, one can anticipate relative impacts on
localized Washington Street travel to be as follows:
Table 2-6: Summary Table of Washington Street TDM Strategy Impacts
TDM Strategy
On-site trip
coordinator
Mode shifting
(car/vanpool, transit)
Shuttle service
Work schedule
changes (flex time,
compressed week)
Bike/Walk incentives
Estimated Relative Impact
high
Estimate Cost
low
high
medium
medium
medium
high
low
low
low
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2.4.4 Summary Assessment of the Provision of Mobility Options
The preceding section discussed the existing conditions regarding the provision of mobility
options in the Washington Street Corridor. These options included transit, bicycle, pedestrian,
and transportation demand management (TDM).
Transit
For transit trips to downtown Chicago, the Washington Corridor is generally well served. With a
Metra Station adjacent to the corridor and a feeder bus network throughout Naperville, transit
travel options to downtown are generally good. However, the feeder bus system is infrequent
with limited service options. Some of the routes operate with school buses, which have
generated some negative perceptions. The highest value of this system as an alternative mode of
travel is not realized.
For intra-Naperville transit travel, the City’s demographics and low-density development make
transit service a hard sell in the corridor. However, based on comments of key stakeholders
(such as the Naperville Chamber of Commerce), transit services to address specialized purposes,
such as a downtown circulation service, may have some potential for success.
Bicycle/Pedestrian
Generally, bicycle and pedestrian facilities are good within the corridor. While the overall
infrastructure is good, there are gaps and deficiencies in some localized areas. For example,
sidewalks are needed on the east side of Washington in the South Segment. Some areas,
especially in the South Segment, it is difficult to cross from one side of Washington to the other.
Similar issues exist for corridor bicycle movements. Most of the corridor works for bicyclists
with some exceptions. For example, the downtown area presents challenges for bicycle travel.
Currently, a downtown bicycle plan is being reviewed which may resolve some of those issues.
Transportation Demand Management (TDM)
Currently, there are no known TDM efforts underway in the corridor. While regional TDM
programs exist (such as vanpooling) it is not clear how much of those programs are being
pursued in Naperville. According to an interview with Edward Hospital, that institution is not
actively promoting TDM strategies. As Edward is one of the larger employers in Naperville, the
lack of TDM measures is noteworthy.
TDM strategies can be beneficial with relatively little cost and should be evaluated further.
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2.5
Sustaining and Enhancing Economic Viability
“Economic viability” is defined as the relative prosperity of the Washington Street Corridor as
measured over time. Occupied and properly maintained housing, thriving businesses, and busy
community venues are signs that the corridor is economically vibrant. It is recognized, though,
that the economic viability of any given area is influenced by a multitude of factors. The
national and regional economy, the business success of key employers, weather, and national
security concerns all can impact the vitality of the Washington Street Corridor and the
community as a whole. The ability to travel along Washington Street is not, by itself, an
influencer of economic well-being. However, people who are frustrated by traffic congestion
and an inability to move reliably throughout the corridor will eventually find Washington Street
a less attractive place to go, and therefore may go someplace else. When the transportation
infrastructure fails to meet the needs of a corridor, it is possible for the prosperity of the corridor
to suffer as well.
Very little data currently exists that statistically measures the economic vitality of the
Washington Street Corridor. As such this discussion focuses more on proposing measures that
can be used in the future to track the well-being of the corridor. While the measures to be
discussed below can be influenced by factors other than mobility on Washington Street, they,
nonetheless, can be indicators that something is either right or wrong in the corridor. As such,
decision makers and analysts can be alerted to examine conditions and make a determination as
to what factors (e.g., national versus community) are causing the measures to indicate problems.
The following measures can indicate the economic viability of the Washington Street Corridor:
•
For downtown Naperville, a downtown visitor survey can measure a host of variables
regarding the experience of going downtown. In time, residents of downtown could also
be surveyed. Currently, the City of Naperville conducts an annual downtown parking
survey and includes the following questions:
o Time spent downtown
o Purpose for being downtown
o Residency of the respondent
o Frequency of visits to downtown
Additional questions could be added to the current survey to track the following factors:
o Ease in getting to and from downtown.
o Socioeconomic statistics of the respondent
•
Also for downtown, the trend in occupancy rate of retail and commercial establishments
will indicate the vitality of that important part of the corridor. High vacancy rates
indicate idle economic resources as well as low economic activity. Similarly, for these
areas:
o Retail vacancy rates in the corridor.
o Office vacancy rates in the Interstate 88 corridor.
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•
Trends in attendance in downtown community events including Naper Settlement and the
DuPage Children’s Museum indicate interest in the downtown area. As people attend
these leisure activities, they can also become customers of businesses. Activity is an
important indicator because it is the essence of economic vitality.
•
Percentage of owner occupied housing in the corridor. When compared with renter
occupied housing, owner occupied housing indicates greater affluence and commitment
to the community. Maintaining the level of owner occupied housing would be seen as a
positive indicator of economic vitality.
Of the above measures, only the Washington Street Commercial Corridor and “Owner
Occupied” housing have readily available statistics. Every quarter, the City of Naperville
collects information regarding the vacancy rates for commercial areas4. The report captures data
for shopping establishments and centers with at least 40,000 square feet of space. For the fourth
quarter of 2002 (data collected in October and November 2002), the Washington Street
Commercial Corridor (which includes the study area) had a vacancy rate of 2.09%. This
represents four shopping centers with a total of approximately 261,000 square feet. In August of
2003 only three of the four centers had reported data (representing approximately 212,000 square
feet). Still, the overall vacancy rate was favorable at 2.79%.
According to the 2000 U.S. Census, the Washington Street Corridor (including only the DuPage
County portion of the corridor) had 79.2% of owner occupied housing5. This compares with
79.7% for Naperville as a whole 76.4% for DuPage County. Washington Street then compares
well to the overall Naperville community.
Based on informal observations by the study team, it seems as though the current economic
vitality of the Washington Street Corridor is favorable. However, it will be important to collect
and track information regarding the above indicators in order to obtain a consistent picture of
how well the corridor is doing economically.
2.6
Key Transportation Issues in Corridor
This section reviewed the existing transportation conditions in the Washington Street Corridor.
To aid in this assessment, the corridor was divided into three segments (North, Central, and
South). The conditions in the segments were reviewed in terms of three guiding principals.
Namely:
•
•
•
4
5
Managing Traffic Congestion
Promoting a variety of mobility options
Sustaining and enhancing economic vitality
The City defines the vacancy rate “as the percentage of vacant square footage out of total existing square footage.”
Adding in the Will County portion of the corridor, the owner occupancy rate was 81.6%.
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In terms of Managing Traffic Congestion, it was found that the corridor functions fairly well.
There are some weaknesses in the corridor where there is traffic congestion at key intersections.
Further, the Central Segment (downtown) of the corridor, while usually meeting City standards
for congestion, does have weaknesses as well. This suggests that the typical standards of
congestion do not tell the whole transportation story for that portion of the corridor. Thus,
potential strategies need to address a variety of issues in the downtown area while more
traditional traffic engineering strategies will likely be appropriate for the North and South
segments.
In terms of Promoting Mobility Options, transit applications have limited applicability due to the
demographic characteristics and low-density development in the corridor. Short distance and
targeted services would seem to be suitable for transit. Bicycle and pedestrian movements are
usually accommodated in the corridor. However, there are locations where the infrastructure for
this non-motorized transportation is deficient making the mode less attractive as an alternative.
Finally, Transportation Demand Management (TDM) strategies, which promote ridesharing
modes of travel, are found to be virtually non-existent in the corridor. While regional
ridesharing programs exist, they do not appear to have been widely adopted in the corridor. For
example, Edward Hospital, a major Naperville employer, does not actively promote ridesharing.
Finally, the corridor’s efforts to Sustain and Enhance Economic Vitality are difficult to measure.
It is also difficult to discern how much impact the transportation system has on the corridor’s
economy. Certainly there is potential impact but broader regional and national economic trends
probably have greater impact than the level of traffic congestion. On the whole the corridor
appears to be economically successful. In time there are surveys and other data that the City can
collect and monitor to measure the economic trends in the corridor. The data provided in this
section serves to be an initial benchmark for these future analyses.
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