2018 STATE LEGISLATIVE AGENDA - Will County Board · 2020-03-14 · The Legislative Agenda for 2018 is a product of the Will County Board’s Legislative & Policy Committee and is

2018

STATE LEGISLATIVE AGENDA

County Office Building

302 North Chicago Street

Joliet, IL 60432

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WILL COUNTY LEADERSHIP

WILL COUNTY BOARD SPEAKER

JIM MOUSTIS (R)

MAJORITY LEADER

CHARLES “CHUCK” MAHER (R)

MINORITY LEADER

HERBERT BROOKS, JR. (D)

MAJORITY WHIP

MIKE FRICILONE (R)

MINORITY WHIP

LAUREN STALEY-FERRY (D)

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THE WILL COUNTY BOARD

District 1 Judy Ogalla (R) Laurie Summers (D)

District 7 Steve Balich (R) Mike Fricilone (R)

District 2 Jim Moustis (R) Cory Singer (R)

District 8 Herbert Brooks Jr. (D) Denise E. Winfrey (D)

District 3 Donald A. Moran (D) Beth Rice (D)

District 9 Annette Parker (R) Lauren Staley-Ferry (D)

District 4 Kenneth E. Harris (D) Jacqueline Traynere (D)

District 10 Gloria Dollinger (R) Tyler Marcum (D)

District 5 Darren Bennefield (R) Gretchen Fritz (R)

District 11 Suzanne Hart (R) Charles “Chuck” Maher (R)

District 6 Don Gould (R) Debbie Militello (R)

District 12 Ray Tuminello (R) Tom Weigel (R)

District 13 Mark Ferry (D) Tim J. Kraulidis (R)

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Table of Contents

I. PROPERTY TAX ASSESSMENT, COLLECTION Page 6

• Property Tax Assessment Page 6

• Pollution Control Devices Page 6

II. ENVIRONMENTAL Page 6

• Clean Construction and Demolition Debris Pages 6-7

III. PUBLIC HEALTH Page 7

• Chronic Disease Prevention Funding Page 7

IV. TRANSPORTATION & INFRASTRUCTURE Page 7

• Weber Road & Interstate 55 Page 7

• Interstate 55 Page 7

• Interstate 80 Pages 7-8

V. JUDICIAL Page 8

• Unlawful Use of Weapon Statute Pages 8-9

• Retail Sale of Dogs Page 9

• Rescue of Companion Animals from Vehicle-Immunity Page 10

• Probation Funding Page 10

VI. ELECTIONS Page 11

• Polling Places Page 11

• Election Board Hearings Page 11

• Foreign Language Ballots Page 11

VII. ZONING Page 12

• Cell Towers Page 12

VIII. EMA Page 12

• Emergency Management Page 12

IX. WILL COUNTY ROAD PROJECTS Pages 12-28

X. WILL COUNTY COMMUNITY FRIENDLY FREIGHT MOBILITY PLAN EXECUTIVE SUMMARY Pages 29-52

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I N T R O D U C T I O N

Will County Board

Legislative & Policy Committee

SUZANNE HART, CHAIR RAY TUMINELLO, VICE CHAIR

KENNETH E. HARRIS TIM J. KRAULIDIS TYLER MARCUM

DON MORAN JUDY OGALLA

ANNETTE PARKER LAUREN STALEY-FERRY

The Legislative Agenda for 2018 is a product of the Will County Board’s Legislative & Policy Committee and is endorsed by the Will County Board. The committee is charged with reviewing legislative proposals that may affect the county, and developing legislative proposals that enhance the ability of Will County Government to serve its citizens. The committee also takes positions on selected bills on behalf of the Will County Board. It is the County Board’s policy to support legislation granting additional authority to counties. We also may support legislation which allows counties to expand non-property tax revenue sources.

In general, we ask the Governor and all legislators to adhere to the following principles:

· Oppose unfunded mandates imposed by State and Federal governments, and fund

programs as mandated by state law;

· Oppose legislation that reduces our existing authority;

· Oppose legislation that erodes our existing revenue base;

· Honor all of the state’s financial obligations;

· Do not divert dedicated revenues including, but not limited to, sales, gasoline, income and RTA taxes, that should come to the county.

· The County of Will opposes the 10 percent reduction in the LGDF and supports that it be

restored in the 2019 budget.

· The County of Will opposes the service fee imposed on the collection of sales tax and supports a repeal of that fee.

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OUR LEGISLATIVE PRIORITIES

I. PROPERTY TAX ASSESSMENT, COLLECTION & FORECLOSURE Property Tax Assessment SB851 An increase in exemptions is always portrayed to help our taxpayers, but in reality it actually massively reduces the base EAV and causes tax rates to increase. Therefore, increased tax rates outweigh the exemptions that qualified individuals receive as well as those taxpayers who don’t qualify for the new exemptions. Every taxpayer will see increases in their tax bill. (General Homestead from 6,000 to 10,000, Senior Homestead from 5,000 to 8,000, and Longtime Owner Occupied based on $100,000 income or less and eight years ownership) The increased exemptions along with a levy or rate freeze will seriously impair all taxing bodies. 193,690 General Homesteads $1,160,903,802 increased to $1,936,900,000 40,194 Senior Homesteads $201,245,428 increased to $321,552,000 Census data will be used to estimate the impact of a Longtime Owner Occupied Exemption. Will County opposes unfunded State mandates and legislation that erodes the County’s existing tax revenue base. Pollution Control Devices

It is the policy of this State that Pollution Control Facilities shall be valued at 33.33% of the fair cash value of their economic productivity to their owners. Legislation that changes how Pollution Control Facilities are defined, assessed and valued will be actively opposed by the Will County Board. It is the Board’s intent to maintain a fair and equitable process for all affected parties.

II. ENVIRONMENTAL Clean Construction and Demolition Debris Public Act 96-1416 allows the disposal of so-called clean construction and demolition debris in Will County and other state quarries. Will County participated in the Pollution Control Board’s rulemaking to ensure that the rules would provide for groundwater monitoring and effectively protect our citizens and environment. The promulgated rules did not, and although approved by JCAR (Joint Committee on Administrative Rules) the PBC (Pollution Control Board) was asked to revisit the issue of groundwater monitoring. The Pollution Control Board has rejected this matter and the State’s Attorney’s Office has appealed to the Appellate Court. While we await the appeal process, Will County needs to request legislative action to ensure Clean Construction & Demolition Debris facilities are monitoring groundwater and stormwater

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discharge effectively. Additionally, a loophole whereby hillside filling of CCDD at non CCDD sites can take place needs to be closed.

III. PUBLIC HEALTH

Chronic Disease Prevention Funding

Funding for any Chronic Disease prevention and education program including, but not limited to obesity, diabetes, heart disease, etc., and funding to support education and outreach for Health Equity or Health Literacy programs. Also, an increase in the DMH SASS (Screening and Assessment Services) reimbursement rate.

IV. TRANSPORTATION & INFRASTRUCTURE

Weber Road & Interstate 55 The area around the Weber Road/I-55 interchange has experienced tremendous population and employment growth since the interchange was constructed in 1990, mainly within the Villages of Bolingbrook and Romeoville. The high concentration of manufacturing, warehousing and distribution companies located along I-55 depend on safe and efficient truck access to the interstate highway system. Due to increased traffic, severe congestion at peak travel times and delays, the interchange has become a chokepoint for commuters and freight. Additional manufacturing and distribution space is available in the I-55 and Weber Road corridors and important to local economic development. The improvements to the Weber Road corridor from 119th Street south to 135th Street consists of two separate contracts on the same letting schedule. The section north of Normantown Road, which includes the I-55 interchange and the section south of Normantown Road are both scheduled for a March 2018 letting. Interstate 55 Will County supports the programming of funds for add-lanes on I-55 from I-80 south to at least IL 129 to provide safer and more efficient travel by the public, and to accommodate significant truck traffic traveling to and from intermodal developments within the region.

Interstate 80 Will County supports the programming of additional funds to construct add-lanes on I-80 from Route 30 to Ridge Road in order to provide safer and more efficient travel for the public and to accommodate significant truck traffic traveling through the Midwest. I-80 is an important link in the nation’s interstate system, connecting California to New Jersey, and is an important east-west corridor for moving freight across the country and through Chicago.

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The 16-mile corridor of I-80 through Will County from US Route 30 to Ridge Road carries over 110,000 vehicles, including up to 30% trucks. Within the 2-lane corridor, there are eight interchanges, over 40 structures, and four waterway crossings. In the center of the project is the Des Plaines River Bridges, aging structures anticipated to require over $250 million for replacement.

Significant population and employment growth in the region and Will County have contributed to increased travel demand through the corridor. The segment of I-80 through Will County is the only location in the country to have a reduced 45 mph speed limit and is a recognized bottleneck for national freight movement. Since 2002, two rail intermodal terminals have begun operating in Will County, attracting new warehousing and distribution facilities to the area. Container trucks access Will County’s Inland Port from I-80 at Route 53, an interchange not designed for large trucks and currently a high accident location. Plans to construct a new bridge over I-80 directly connecting the northern end of the Inland Port with the existing Houbolt Road interchange have been discussed among local stakeholders as an alternative point of access from I-80. Future projections show truck traffic volumes growing dramatically on I-80 through Will County in future years without new east west alternatives, like the proposed Illiana Expressway. IDOT initiated a Phase I study in this corridor in 2009. The project study team has been working with local stakeholders to develop and evaluate improvement alternatives with particular attention to the interchanges at Center Street, Chicago Street (IL Route 52/53) and Richards Street. Phase II funding included for I-80 in IDOT’s FY 2013-2018 Multi-Modal Transportation Improvement Program is intended for near term corridor needs mainly focusing on bridge rehabilitation and is likely not sufficient for long term capacity type improvements. IDOT completed a resurfacing project on I-80 between US 30 and the Will/Grundy County line in 2011, in addition to an add-lanes project on I-80, east of US 30 to IL Route 45. The Will County Board adopted the Will County Community Friendly Freight Mobility Plan on September 22, 2017. This Plan emphasized the need for improvements to Interstate 80.

V. JUDICIAL

Proposed Legislation to Change the Language on the Unlawful Use of a Weapon Statute

The current first exemption for UUW statute (720 ILCS 5/24-2) reads as follows:

1. “Peace officers, and any person summoned by a peace officer to assist in making arrests or preserving the peace, while actually engaged in assisting such officer.”

There are 13 further subsections with similar exemptions. We propose additional language after exemption (14) to read: “(15) County Corrections Officer as defined by the Illinois Police Training Act.”

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See 50 ILCS 705/2 (IL Police Training Act) definition stated below:

“County Corrections Officer” means any sworn officer of the sheriff who is primarily responsible for the control and custody of offenders, detainees or inmates.

Proposed Legislation for the Retail Sale of Dogs, Cats, and Rabbits

1. Any pet shop operator located within the boundaries of Will or DuPage Counties shall not sell a live dog, cat, or rabbit in a pet store unless the dog, cat or rabbit was obtained from: a) A animal shelter or an animal control facility that is licensed under 225 ILCS 605 or

510 ILCS 5, or an animal shelter or animal control facility that is duly licensed in their state or is a not-for-profit organization, or

b) An animal rescue organization – Any not-for-profit organization which has tax-exempt status under Section 501(c)(3) of the United States Internal Revenue Code, whose mission and practice is, in whole or in significant part, the rescue of animals and the placement of those animals in permanent homes. This term does not include any entity which is, or is housed on the premises of, a breeder or broker, obtains dogs from a breeder or broker in exchange for payment or compensation, or resells dogs obtained from a breeder or broker and provides payment or compensation to such breeder or broker.

2. A pet shop operator shall not offer of sale a dog, cat or rabbit that is younger than eight weeks old.

3. Each pet store operator shall maintain records sufficient to document the source of each dog, cat, or rabbit the pet store operator sells or provides space for, for at least one year following the date of acquisition. Additionally, each pet store operator shall post, in a conspicuous location on the cage or enclosure of each animal, a sign listing the name of the public animal control agency or shelter or not-for-profit organization from which the dog, cat or rabbit was obtained. Public animal control agencies or shelters may periodically require pet store operators engaged in the sales of dogs, cats, or rabbits to provide access to these records.

4. A pet store operator who violates this section shall be subject to a civil penalty of $500. Each animal offered for sale in violation of this section shall constitute a separate violation.

5. This section does not prohibit a local governing body from adopting requirements that are more protective of animal welfare than those set forth in this section.

6. Any local governing body has the option of not adhering to this section if and only if that governing body institutes its own local rule explicitly stating such.

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Proposed Legislation for Rescue of Companion Animals from a Motor Vehicle; Immunity

from Civil and Criminal Liability

a) Any person who enters or attempts to enter a locked and unattended motor vehicle for the purpose of removing a companion animal, as defined by 501 ILCS 70/2.01(a), is immune from civil and criminal liability if that person’s actions satisfy all of the following criteria:

1. Has a good faith and reasonable belief that the companion animal has been confined in a motor vehicle in such a manner that places it in a life or health threatening situation by exposure to a prolonged period of extreme heat or cold, without proper ventilation or other protection from such heat and cold as set forth in 510 ILCS 70/7.1; and

2. Notifies an animal control officer, law enforcement officer, or Department of Agriculture investigator before entering the motor vehicle. However, such notice is not necessary if it reasonably appears that death or permanent disability is imminent; and

3. Enters the motor vehicle by any reasonable means under the circumstances; and 4. Removes the companion animal to a safe location, and immediately surrenders the

companion animal upon the arrival of an animal control officer, law enforcement officer, or Department of Agriculture investigator.

b) This section does not prohibit an animal control officer, law enforcement officer, or Department of Agriculture investigator from removing a companion animal from a locked and unattended motor vehicle if the officer or investigator has a good faith and reasonable belief that the companion animal has been confined in a motor vehicle in such a manner that places it in a life or health threatening situation by exposure to a prolonged period of extreme heat or cold, without proper ventilation or other protection from such heat and cold as set forth in 510 ILCS 70/7.1.

Probation Funding In accordance with the Probation and Probation Officers Act (730 ILCS 110), probation services are mandated by the State of Illinois as part of the Court Services program. “Although an increase in salary reimbursement funding has been realized for SFY 2015, adequate funding for Probation and Detention services throughout the State of Illinois remains a critical issue. The continuation of the support for this positive trend in Probation and Detention funding is essential in order to maintain safer communities by insuring offender accountability. A reduction in funding will only serve to diminish the capability of Court Services Departments to accomplish the mission of creating safer communities and insuring offender accountability.” While Will County supports legislation for alternative funding mechanisms, we urge the legislature to fully fund probation services without diminishing other county revenues.

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VI. ELECTIONS

Polling Places A Polling place is where voters cast their ballots in elections. Polling places are located in facilities used for other purposes, such as schools, churches, neighborhood community centers, senior centers, sports halls, and local government offices, or even private homes. The polling place is staffed by county officials and election judges who monitor the voting procedures and assist voters with the election process.

Currently Will County utilizes many of the facilities mentioned above, including 83 schools as sites for polling places for federal, state and local elections. However, many school districts have expressed security concerns about having polling places located at their school buildings and recently notified the Will County Clerk that their schools will no longer be available to be used as a polling location for future elections.

In an effort to preserve many of the Polling Places that are currently located in school buildings, the Will County Board is supportive of efforts that could include legislative solutions that would require school districts to utilize a Teacher Institute Day for all elections authorized under the Illinois Election Code.

Election Board Hearings The County Clerk in each county has the responsibility to prepare, have printed and mail the primary ballot of each political party for each precinct in their respective jurisdiction to members of the United States Service who have filed application for a ballot under the provisions of Article 20 of the Election Code. Unfortunately, many County Clerks fail to meet this mandated deadline because local election boards do not complete hearings on petition challenges in a timely manner. The Will County Board is supportive of legislation that amends the Election Code to include language that mandates that local election boards timely adjudicate petition challenges prior to the certification of ballots to the County Election Authority.

HB1452 – Foreign Language Ballots. Will County opposes requiring that ballots and other elections material be available in a second language in any precinct that overlaps a census tract where at least 10% of the population is considered limited in English proficiency. The expenses far outweigh the benefits and managing multiple languages by precinct will increase the risk of errors.

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VII. ZONING

Cell Towers The County’s lack of authority over the siting of cell towers has led to a reduction in quality of life for many Will County residents. Despite county efforts to encourage appropriate siting with reasonable setbacks from residential property lines, several towers have been constructed dangerously close to homes. Will County supports legislation that will grant counties zoning and planning authority similar to the authority municipalities currently have. We would further support legislation providing for assurances that a telecommunication carrier would be responsible for the removal of obsolete facilities and site restoration as technology is advanced and towers are no longer beneficial.

VIII. EMA

Emergency Management The Illinois Nuclear Safety Preparedness Act, 420 ILCS 5/, includes provisions for annual licensing fees for commercial nuclear stations. This generates approximately $22,000,000 each year, which is received by Illinois EMA. A provision within the act allocates up to $650,000 of that amount annually to nuclear preparedness activities of county and local emergency management programs in areas located within each nuclear generating station’s 10-mile emergency planning zone. The last time the local allocation was increased was 1998. Since then, our responsibilities and the cost of doing business for our emergency management program have both increased significantly. In the case of Will County, the amount we receive each year covers only about 50% of our costs for our nuclear preparedness activities. The Illinois Nuclear Safety Preparedness Act needs to be amended to increase funding levels for counties. In addition, the Illinois Administrative Rules governing the allocation and use of these funds recently underwent revisions which place unreasonable requirements and limitations on the receipt and use of these funds. Changes need to be adopted to restore a more reasonable set of conditions by which these funds are allocated and may be utilized to support our nuclear preparedness program.

IX. WILL COUNTY ROAD PROJECTS

Will County is one of the fastest growing counties in the nation and is projected to have a population of approximately 1.2 million by the year 2030. Over the last decade, we have become a major inland port with three major intermodal facilities currently operating and two more in the development phase.

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We are providing a list of road projects by legislative district that will need funding in the near future. We ask that IDOT, along with the Senator and Representative from each legislative district, consider these projects as funding becomes available through a capital bill. To develop implementable strategies that will support Will County’s freight transportation system, it is important to understand the policy environment in which the freight system functions. Funding programs, statutory and constitutional constraints, state and regional freight planning activities, and the local regulatory context of truck movement, all create the framework for implementation. The Will County Board adopted the Will County Community Friendly Freight Mobility Plan on September 22, 2017. Please reference: http://www.willcountyboard.com/uploads/2/6/1/1/26116196/will_county_draft_final_report__combined__9-6-17_v2__2_.pdf The Will County Community Friendly Freight Mobility Plan Executive Summary is attached at the end of this agenda. We look forward to working with each of you to ensure that Will County and its taxpayers get a fair distribution of the resources identified in the capital bill.

http://www.willcountyboard.com/uploads/2/6/1/1/26116196/will_county_draft_final_report__combined__9-6-17_v2__2_.pdf

http://www.willcountyboard.com/uploads/2/6/1/1/26116196/will_county_draft_final_report__combined__9-6-17_v2__2_.pdf

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State Representative Thaddeus Jones 29th Representative District

Project Location Type Cost Pauling-Goodenow

over Plum Creek

Structure repl.

$ 1,300,000.00

Eng – Ph III $ 130,000.00

Total Cost

$ 1,430,000.00

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State Representative Elgie R. Sims, Jr. 34th Representative District

Project Location Type Cost Will-Center Rd

at Peotone-Beecher Rd

Channelization

$ 1,500,000.00

Eng – Ph II $ 350,000.00 Ph III $ 140,000.00

R/W $ 60,000.00

_________________________________ Total Cost $ 2,050,000.00

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State Representative Margo McDermed 37th Representative District

Project 80th Ave

Location

183rd Street to

Type Add Lanes

Cost

$ 3,000,000.00 191st Street and Bridge Repl.

Eng – Ph II $ 300,000.00 Ph III $ 300,000.00

R/W $ 250,000.00

80th Ave Over I-80 Structure $ 5,500,000.00 Widening

Eng – Ph II $ 550,000.00 Ph III $ 550,000.00

R/W $ 100,000.00

Total Cost $10,550,000.00

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State Representative Al Riley 38th Representative District

Project Location Type Cost

No County Highways in this district.

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State Representative Grant Wehrli 41st Representative District


No projects are programmed in this area.

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State Representative David A. Welter 75th Representative District



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State Representative Lindsay Parkhurst 79th Representative District


Center Road

at N. Peotone Rd

Channelization Two structures

$ 1,550,000.00

Eng – Ph II $ 390,000.00 Ph III $ 160,000.00

R/W $ 60,000.00

Total Cost $ 2,160,000.00

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State Representative Anthony DeLuca

80th Representative District


Laraway Road at Cedar Road Intersection $ 9,000,000.00 Eng – Ph II $ 10,000.00

Ph III $ 900,000.00

R/W $ 650,000.00

Laraway Road Cedar to Nelson Rd Roadway $ 7,500,000.00

Eng – Ph II $ 1,000,000.00 Ph III $ 750,000.00

R/W $ 500,000.00

Total Cost $20,310,000.00

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State Representative David S. Olsen 81st Representative District



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State Representative Jim Durkin 82nd Representative District

Project Location Type Cost Bell Road

at 143rd Street

Intersection Improvement And Signals

$14,500,000.00

Eng – Ph III $ 1,450,000.00

R/W

$15,000,000.00

Bell Road 159th Street to 151st Street Pavement Widening

$ 9,000,000.00

Eng – Ph II $ 100,000.00 Ph III $ 900,000.00

R/W $ 700,000.00

Total Cost

$41,650,000.00

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State Representative Stephanie A. Kifowit 84th Representative District



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State Representative John Connor 85th Representative District



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State Representative Lawrence Walsh, Jr. 86th Representative District

Project Location Type Cost Briggs Street

Mills Road to New Lenox Road

Reconstruction

Eng – Ph II

$ 3,500,000.00

$ 300,000.00

R/W $ 100,000.00

Manhattan Road

Baseline to Brandon

Roadway

$10,000,000.00

Eng – Ph III $ 1,000,000.00

R/W $ 150,000.00

Total Cost

$15,050,000.00

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State Representative Mark Batinick 97th Representative District

Project Location Plainfield-Naperville 111th Street to 119th Street

Type Pavement

Cost

$ 5,000,000.00 Widening

Eng – Ph II $ 100,000.00 Ph III $ 500,000.00

R/W $ 100,000.00

Total Cost $ 5,700,000.00

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State Representative Natalie A. Manley 98th Representative District


Weber Road 135th to Airport Road Add Lanes $ 25,000,000.00

Eng – Ph II $ 750,000.00 Ph III $ 250,000.00

R/W $ 100,000.00

Total Cost $ 26,100,000.00

SEPTEMBER, 2017

Will County Community Friendly Freight Mobility Plan

SUMMARY

Sponsors

A special thank you to Will County residents and freight businesses

who provided input at the Open Houses, Forums, and surveys.

Acknowledgements

WILL COUNTY COMMUNITY FRIENDLY FREIGHT MOBILITY PLAN1

Project Participants

Project Team

Will County Executive CommitteeWill County Department of TransportationWill County Land Use DepartmentWill County environmental stakeholder organizationsChicago Metropolitan Agency for PlanningWill County Freight Advisory Council, including:

Acres Truck ParkingBNSF Railway CompanyCadence Premier LogisticsCaton Commercial Real EstateCenterPoint PropertiesCrown Lift TrucksDamco Distribution Services, Inc.DeLong Co., Inc.Elion PartnersFederal Highway AdministrationForemost Quality LogisticsGovernors State University

Hanson Professional Services Inc.Illinois Chamber of CommerceIllinois Department of TransportationIllinois REALTORSIllinois Soybean AssociationIllinois Trucking AssociationJoliet Arsenal Development Authority Joliet Container Terminal LLCJoliet Junior CollegeMid-West Truckers AssociationNAI HiffmanPace Suburban TransitPaine/Wetzel Associates, Inc. - TCN WorldwidePartners Warehouse of IllinoisPrairie Creek Logistics Inc.Ruettiger, Tonelli & Assoc.Saddle Creek Logistics ServicesSchneider LogisticsSmith Dawson & Andrews

Three Rivers Association of RealtorsUnion Pacific RailroadUniversity of St. FrancisUPSVillage of BeecherVillage of ChannahonVillage of Coal CityVillage of ElwoodVillage of MoneeVillage of MoneeVillage of ShorewoodWaste ManagementWight & CompanyWill County CEDWill County Farm BureauWill County Governmental LeagueWill County Land Use DepartmentWSP

CDM SmithAnn L. Schneider and Associates LLCIlluminative Strategies, Inc.Metro Strategies

Reuttiger, Tonelli and AssociatesHigh Street Consulting

Chicago Jobs Council

2WILL COUNTY COMMUNITY FRIENDLY FREIGHT MOBILITY PLAN

Will County has experienced unprecedented growth in the freight industry. The County is now the largest inland port in North America, connecting west coast ports by rail to the Midwest, and serves a key role in the Chicago regional freight economy. While this has resulted in more jobs and a stronger economy, it has strained local infrastructure and resources. To ensure that future improve-ments reduce conflicts and support safe, livable communities, Will County and the Will County Center for Economic Development (CED) formed an innovative public-private partnership to develop a Community Friendly Freight Mobility Plan (Freight Plan).

This Freight Plan identifies and provides guidance for local freight policies, programs, and investments, while also creating a mechanism for evaluating and prioritizing freight-related projects, recognizing six key areas: safety, mobility, preservation enhance-ment, workforce, economic competitiveness, and community livability. With support from state, county, and local organizations and input from the public and other stakeholders, this comprehensive Freight Plan provides recommendations to:

� Improve freight mobility and access

� Embrace new trends, such as e-commerce

� Grow the local economy and skilled workforce

� Enhance the quality of life for Will County residents

� Comply with federal rules to ensure funding eligibility

OverviewAs a county, we need a robust plan to understand what this industry means to our residents and our economy while also planning for projected future growth to be sure improvements are compatible for our local communities...— Larry Walsh, Will County Executive

80% of Gross State

Product

$623 Billion in

Freight Value

≈ ≈ ≈ 3.5% of US Gross Domestic

Product

97% of Gross

Regional Product

WILL COUNTY IS THE LARGEST INLAND PORT IN NORTH AMERICAO V E R 3 Million C O N TA I N E R S F LO W T H R O U G H T H E P O R T A N N U A L LY = $65 Billion W O R T H O F P R O D U C T S

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Who was involved in creating the freight plan?

Building off the engagement process used to develop the WillConnects 2040 plan, the project team sought input from the public and an extensive list of stakeholders to gain an understanding of the cur-rent freight-related issues facing Will County. By conducting forums, public meetings, interviews, and surveys, the process engaged communities, residents, carriers, haulers, manufacturers, distributers, third-party logistics providers, and industry associations. This engagement ensures freight policies, programs and projects help support the County’s economic vitality, improves safety, and creates quality communities.

� Freight Advisory Council – To leverage local expertise, a Freight Advisory Council composed of over 60 public/private representatives met throughout the planning process to guide the study and provide input.

� Public Outreach – Three public open houses were held across the County along with a County-wide public survey which allowed residents, visitors, and workforce to provide direct feedback on freight issues.

� Municipal Meetings – Municipal meetings held to gather feedback specific to local communities.

� Freight Industry and Workforce Outreach – Over 50 interviews with industry stakeholders and four industry forums were conducted to understand operational and workforce development challenges facing the freight industry.

� Truck Driver Outreach – Collected feedback directly from operators related to safety issues, turning angles and constraints, infrastructure deficiencies and regulatory concerns.

Public & Stakeholder

Engagement

Freight Advisory Council

7 MEETINGS

60 PUBLIC & PRIVATE REPRESENTATIVES2 WILL COUNTY BOARD EXECUTIVE

COMMITTEE PRESENTATIONS

Municipal Meetings

MUNICIPALITIESATTENDED

PIECES OF100

UNIQ

UE INPUTMaps at 14 freight operator locations

FREIGHT INDUSTRY2 Forums - 55+ Attendees55 Freight Surveys completed

WORKFORCE2 Forums - 30+ Attendees23 Workforce Surveys completed

FREIGHT AND WORKFORCE INTERVIEWS29 Interviews with Freight Operators and Workforce/Human

Resources Leaders

Freight Industry Outreach

Truck Driver Outreach


PUBLIC OPEN HOUSES

MAY16

Wilmington

MAY17

Plainfield

MAY18

New Lenox

100 ATTENDEES

COMMUNITY OUTREACH

PUBLIC SURVEY

Responses

Over

ENVIRONMENTAL GROUP OUTREACH7 groups/organizations were represented at the Environmental Work Group Meeting

Input and feedback included:

Collectively, public feedback indicated the Freight Plan can help support communities in Will County by improving safety (local roads, highways, rail crossings, etc.), reducing conges-tion, and coordinating land use and transporta-tion planning.

The private sector identified transportation infrastructure deficiencies, congestion, and employee recruitment and retention as a major challenges, among others.

The Freight Plan addresses these topics by offering a number of project and program recommendations, including specific transpor-tation improvement projects and solutions to minimize freight impacts on local communities.

Coordinating Land Use & Trans. Planning

Interstate Highways U.S. and State Highways

County and Local Roads

Other

Preserving Existing Roads & Trans. Network

Improving Regional Transit and Mobility

Improving Efficient Movement of Goods

Supportng Economic Development of County

Developing Workforce/ Training Programs

Reducing Congestion

Improving Safety

60%

50%

40%

30%

20%

10%

0%0 1 2 3 4 5 6 7 8 9 10

How can the freight plan help support communities in Will County? (Rank in order of importance)

Which element of regional transportation infrastructure is in most need of improvement?


Will County has always been at the crossroads of freight movement. Starting with the construction of the I & M Canal in the 1800s, the canal allowed movement of goods through the Great Lakes to the Mississippi River and the Gulf of Mexico. Later, the development of the transcontinental railroads began linking east coast and the Midwest to the Pacific Coast. The Midwest was uniquely situated and the start of the Chicago region train hub began. In addition to providing crucial links to the developing economies and ports in California, rail development across the country established trading routes to the Gulf of Mexico, Canada, and beyond. Key commodities included – and still include – agriculture and grain products, many of which are grown in Will County.

The construction and rapid expansion of the interstate highway system in the 1950’s and 60’s provided another alternative for the movement of goods: trucking. Interstates provided an important link for local, regional, and long-distance freight transportation. Will County was again uniquely situated at the crossroads of this freight movement with extensive and efficient connections to interstates, rail, and barge movements. More recently, beginning in 2002, construction of privately owned intermodal facilities has blossomed throughout Will County. The industry sited these facilities in Will County due to robust transportation network, the growing concentration of freight-related businesses, and to avoid congestion in Chicago. Recent intermodal development, such as CenterPoint Intermodal Center, has attracted extensive industrial development across the county.

While this development has happened, transportation upgrades have also occurred. In 2008, Canadian Nation (CN) purchased the EJ&E, a crucial rail asset that passes through multiple Will County communities that provides relief from rail congestion in the inner-ring suburbs and City of Chicago. Because Will County lies at the crux of global routes, due largely to its geographical location near the Chicago area trade hub and its extensive transportation and logistics assets, future propos-als for freight-dependent businesses and development will continue.

History of Freight Development in

Will County

Freight Development Timeline Will County

EARLY 1800s

1860s

1950s/60s 2008

2010

2014

2015/16

2017

Barge traffic blooms as the Illinois and Michigan (I&M)

Canal connects the Great Lakes to the

Mississippi River and the Gulf of Mexico

Transcontinental Railroad begins

linking east and west coast

Interstate highway system paves the way for the movement of

goods via trucks

Former Joliet Arsenal in Elwood is transformed into a

2,550 acre intermodal facility

Elgin, Joliet & Eastern Railway

(EJ&E) purchased by Canadian National

(CN) providing a relief from rail congestion in

the Chicago region

CenterPoint opens Global IV, a 3,600 acre

intermodal facility in Joliet adjacent to Union Pacific (UP)

rail line

RidgePort Logistics Center, a 1,500 acre intermodal facility

along the Burlington Northern Santa Fe

(BNSF) rail line opens in Wilmington

Amazon opens three major warehouses & fulfillment centers in

Joliet and Romeoville; fourth is under

construction in Monee

CSX proposes a new intermodal freight

facility in Crete

2002


What are the critical freight assets in Will County?

As a critical component of our local and national economy, the Will County freight transportation system links freight to local retailers and connects it to final destinations across the country, and around the globe.

WILL COUNTY HAS AN EXTENSIVE AND INTERCONNECTED NETWORK OF FREIGHT ASSETS:

Where is freight-related development happening?

There are three clear ‘superclusters’ of industrial/freight oriented development in the County, shown as Prominent Freight Clusters in the map on page 6.:

� The Romeoville/Bolingbrook supercluster includes five individual clusters in northern Will County. They are the I-55/I-355/Joliet Road, Crest Hill, I-355, Romeoville/Airport Road, and Plainfield freight clusters;

� The Elwood/Joliet supercluster is in west central Will County and includes the Intermodal, I-80/Houbolt Road, Channahon, and New Lenox freight clusters;

� The Eastern Will County supercluster is situated around I-57 and Monee and consists

of the University Park/Monee, Mokena, and Frankfort clusters.

Together, these three superclusters account for more than 138 million square feet of industrial space in Will County. More than 60,000 people are employed within these superclusters, 21,000 of which are employed in the Transportation, Trade, and Utilities sector. Total proposed devel-opments on these properties could add nearly 83 million square feet over the next 10 years.

In addition to these established superclusters, there is the emerging Ridgeport Logistics Center supercluster and a potential Crete supercluster that may drive freight and industrial growth in the future.

Current State

5 Class 1s

Railroads

3 Intermodal Terminals

4 Interstates

3 Navigable Waterways

1,500 Miles of Pipeline

Due to Will County’s extensive freight transportation network, warehouses and distribution centers have blossomed throughout the County. In the last 15 years, Will County has become the Largest Inland Port in North America. This includes the development of two large modern intermodal centers and over 100 million square feet of new industrial space. In 2016, over 3 million international and domestic containers flowed through the port annually, carrying over $65 billion worth of products including 70 million+ bushels of grain.


Abraham Lincoln National Cemetery

Midewin NationalTallgrass PrairieMidewin NationalTallgrass Prairie

Joliet Army Training Facility

Des Plaines River

Little Calumet River

Lincoln Creek

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NSNS

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CN

CNCN

MetraMetra

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UP

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K a n e

L ake

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Diamond

Elwood

GrantPark

MerrionettePark

Rockdale

Braidwood

Channahon

Crete

Manhattan

Minooka

Monee

Peotone

Shorewood

University Park

Wilmington

ParkForest

CrestHill

Frankfort

Lockport

Mokena

New Lenox

PlainfieldRomeoville

EastChicago

Bolingbrook

Oak Lawn

OrlandPark

Hammond

Joliet

BNSF LogisticsPark Chicago

UP Joliet IntermodalTerminalUP Joliet IntermodalTerminal

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Intermodal Connector

Rail Line

Navigable Waterway

Intermodal Facility

Dock

Fleeting Area

Truck Stop

Transload Facility

Freight Land Use Area

LEGEND

Freight Supercluster

Emerging Freight Cluster

Potential Freight Cluster

Local Freight Cluster

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Elwood/JolietSuperclusterElwood/JolietSupercluster

Romeoville/Bolingbrook Supercluster

Eastern Will County Supercluster

Weigh in MotionX

The freight plan will ensure that Will County has an efficient and robust transportation system for the years to come.— Jim Moustis, Will County Board Speaker

8

What do freight flows in Will County look like?

Will County’s transportation infrastructure is critical to the Illinois and national economies. Approximately 380 million tons of freight traversed the Will County transportation infrastructure network in 2015, valued at over $623 billion. This equates to nearly the entire Gross Regional Product (GRP) of the Chicago region ($640.7 billion). It is also equivalent to about 80% of Illinois’ Gross State Product ($776.9 billion) and 3.5% of US Gross Domestic Product ($17.9 trillion).

Truck and rail carry the majority based on both tonnage (82.2%) and value (96.8%). The freight tonnage by truck and rail was 40 percent and 42.2 percent, respectively, a fairly even split indicating the strength of the multimodal assets in the County. In comparison, truck and rail accounted for an estimated 69.6 and 9.3 percent of tonnage carried nationwide in 2013, respectively. More freight was shipped through Will County than inbound, outbound, and intra-county freight movements combined, illustrating the role Will County plays in regional and national freight movement. Will County is a crucial distribution location for rail freight from west coast ports to the Midwest and is a hub for east coast port shipments as well.

Freight Movement by Direction, 2015

TOTAL ECONOMIC IMPACT OF FREIGHT ACTIVITY IN

WILL COUNTY

Y I E L D I N G

$916 Million to Local, State, and

Federal Coffers

O V E R

106K Jobs

E A R N I N G

$5.0 Billion

P R O D U C I N G

$12.8 Billion in Gross Regional

Product

E Q U AT I N G TO

$28.8 Billion in Economic

Output

63% OF WILL COUNTY’S FREIGHT MOVEMENT IS THROUGH MOVEMENTFreight continues to grow with

new developments like Amazon adding 6,000 jobs in early 2017

Truck Rail Water Pipeline

Tonnage (in millions) 152 160 6.6 59.1

Value (in billions) $282 $321 $3.30 $15.9

Units (in millions) 11.3 4.6 NA NA

Value/ton $1,852 $2,008 $506 $270

Freight Movement in Will County by Mode, 2015

Source: Transearch® data for 2015Source: Transearch® and IMPLAN Data

Tons Value

63%

Outbound Inbound Intra-County Through

72%

10% 10%25% 15%

2%

3%

C O M P R I S I N G

55% Economy

A N D

37.6% Tax Revenue

OF THE COUN

TY’S


La Salle

Grundy

Kankakee

Lake

Ogle

WillPorter

Kane

DeKalb

Lee

Kendall

WinnebagoMcHenryBoone

Walworth

Lake

Racine

Kenosha

CookDuPage

LaPorte

LEGENDPercent of Total Truck Flow

0% - 2%

2.1% - 6%

6.1% - 8%

8.1% - 12%

Cook County at 28.5%

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Data Source: Data source: American Transportation Research Institute (ATRI) GPS Data (2017)Note: Flow data herein represents a sample of truck movements.

AGRIBUSINESS SUPPLY CHAIN IN WILL COUNTY: A CRITICAL CONNECTION

As an example of freight movement in Will County, in agribusiness, some companies bring empty containers from the rail yard to their facility, load these containers with grain, and truck the container back to the intermodal yard for trains for delivery back to the coast and ultimately, overseas.

Local Farm

Grain Terminal/ Consolidation

Center

River or Intermodal

Terminal

Receiver Warehouse or Terminal

(e.g. Food Producer) Customer

International Port (e.g. Port of Los

Angeles)

International Port (e.g. Southeast Asia)

INTER-COUNTY TRUCK MOVEMENTS WITHIN THE CHICAGO REGIONWith over 72% of trucks coming from Will County destined for the larger Chicago region, and over 61% of trucks coming in to Will County are also from the Chicago region, understand-ing inter-regional freight movements is critical to understand freight needs for the County. As shown on the map, most counties located immediately adjacent to Will County have higher truck movement compared to many counties located further away. Cook County has the largest flow of truck movement to and from Will County, with over 28% of regional truck trips in Will County. Grundy County, LaPorte County, IN, and Lake County, IN, have the next greatest percentages of total truck flow to and from Will County—with 11.5 percent, and 10.9 percent, respectively.


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Elwood

LakewoodShores

Rockdale

Willowbrook

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Braidwood

Channahon

Crete

Fairmont

Frankfort SquareIngalls Park

Manhattan

Minooka

Monee

Peotone

Preston Heights

Shorewood

University Park

Wilmington

ParkForest

CrestHill

Frankfort

GoodingsGrove

Lockport

Mokena

New Lenox

Plainfield

Romeoville

Bolingbrook

Joliet

55

55

80

57

355

Data Sources: ESRI, U.S. Census, Will County, CMAP

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Truck Congested Hours

LEGEND

< 23 - 45 - 67 - 89 - 1010 +

Urban Area

Congested hours is the number of hours each weekday that trucks could travel at least 10

percent faster in free-flow conditions.

What are the major freight challenges and needs in the County?

Trends suggest that the freight, trade, and logistics growth Will County has experienced will continue. Total proposed new developments in Will County’s three industrial superclusters will create 83 million additional square feet of industrial space. The emerging Ridgeport/Wilmington supercluster could add an additional 20 million square feet of space at full build out. Meanwhile, the proposed CSX Crete intermodal and South Suburban Airport facilities would drastically alter goods movement and traffic patterns in eastern Will County and necessitate additional transportation infrastructure investment in this area. These new developments and expansions will drive continued growth in freight volumes, including greater rail shipments from East and West coast ports.

Freight Growth

Freight volumes in Will County could reach nearly 600 million tons valued at about $1.2 trillion by 2040. This growth is projected to be concentrated in the truck and rail modes, which combined could handle 83% of the freight by weight in Will County in 2040, totaling nearly half a billion tons of cargo.

Need for Investment

This projected new volume will move over a transportation network that is already reaching or exceeding capacity in many places. Key concerns for freight mobility include I-80 through the County, the interchange of I-80 at US-52 and IL-53, and lim-ited access points to the intermodal yards. Without strategic investments in infrastructure, these bottle-necks will get worse as volumes continue to grow.

TRUCK CONGESTED HOURS


Workforce

Retail TradeManufacturingAccomodation & Food

ConstructionUtilitiesOthers

Transportation & WarehousingWholesale Trade

Why plan for workforce in a freight plan?

The transportation, delivery, logistics (TDL) workforce plays a critical role in supporting the vitality of the freight industry. Workers and TDL businesses move finished goods to customers around the coun-try, deliver raw materials to local manufacturers, and fill shelves with merchandise that consumers and businesses buy every day. Freight is the economy in motion, and that freight movement depends on a skilled TDL workforce. According to the TDL industry survey, local workforce availability ranked as the second highest challenge to Will County’s economic success—over 50% of respondents identified this as one of the greatest threats.

Across the globe, the TDL industry is facing a workforce shortage as this industry continues its rapid growth. There is ever-increasing demand for workers in this industry across the globe and particularly in Will County. But, with an aging workforce in an industry that is rapidly changing and sus-ceptible to automation, the future pipeline of this workforce is uncertain.

These issues are felt across this industry globally, and most acutely in Will County where the TDL industry is experienc-ing rapid growth.

TDL Workforce Supports the Economy

The TDL workforce is critical to economic growth in Will County— Freight-dependent industries represent over 57% of all private sector jobs in Will County—totaling over 122,000 jobs.

Our TDL workforce is a vital asset to our current and future economic competitiveness in Will County. We want to do the best job possible to recruit, train, and retain workers in our TDL businesses. All the businesses in Will County win when that happens.— John E. Greuling, President and CEO, Will County Center for Economic Development

OF ALL PRIVATE SECTOR JOBS IN WILL COUNTY ARE FREIGHT DEPENDENT

57%Private Sector Jobs by Industry in Will County, 2016

Source: EMSI data, 2016


How important is the freight workforce to Will County’s economy?

Over the past 15 years, Will County has experienced rapid growth in TDL employment. The TDL sector employs over 17,000 people in Will County. Employment in the transportation and warehouse industry has grown 138% since 2005 and is expected to continue growing with a projected 33% growth in industry jobs by 2026.

1

2

3

4

56

DEVELOPING A WORKFORCE ACTION PLAN

The workforce actions were developed through the forums, best practice review, and input from the advisory committee and other relevant stakeholders. Six key action strategies were identified to attract, retain, and build the freight workforce.

Create a core partnership of interested and engaged TDL businesses to increase collaboration and address common issues

Raise awareness of the TDL industry through strategic partnerships in high schools, community colleges, universities, and other workforce training programs

Raise awareness within the TDL industry on key programs and partnerships that prepare TDL workforce

Provide a clearer career development path for the TDL workforce, and communicate those career paths that already exist

Create better quality jobs in the TDL industry with opportunity for wage growth and career mobility

Increase access between population centers and TDL employment centers

ACTI

ONAC

TION

ACTI

ONAC

TION

ACTI

ONAC

TION

Will County TDL workers have varying commute patterns. Over 38,000 come from outside Will County, highlighting the need for better mobility options.

40%

Projected Jobs Growth in the Transportation and Warehousing Industries in Will County, 2016-2026

EXPECTEDJOB GROWTHBY 2026

33%

Source: EMSI data, 2016

2016JOBS

2026JOBS

OF TDL WAGES IN WILL COUNTY PAY OVER $15/HR

TDL EMPLOYMENT GROWTHWill County138%

Employment Growth since 2005 for Freight Related Industry in Will County and Peer Regions

GROWTHChicago Region10%

GROWTHKansas City Region9%GROWTHLos Angeles Region4%GROWTHMemphis Region3%

Source: U.S. Bureau of Labor Statistics data, 2005-2015

Live Outside/Employed in Will County

Live in/Employed in Will County

Live in/Employed Outside Will County

38,91655,225

21,378

Source: Longitudinal Employer Household Dynamics Data, 2014

COMMUTE FLOWS IN TRADE, TRANSPORTATION AND UTILITIES WORKERS IN WILL COUNTY

M O R E T H A N


Recommendations: Technology

How can Will County leverage technology to improve freight?

The freight industry is on the cusp of a technological revolution driven by innovations in communi-cation and information technologies. Public agencies, for their part, are seeking ways to partner with freight stakeholders to effectively plan for growth, improve safety, and mitigate community concerns. Some states are deploying freight-focused intelligent transportation systems (ITS) to provide truck drivers with route and weather alerts tailored to their needs. Several key freight technologies, outlined below, categorizes potential involvement by Will County. These development could have a number of impacts on Will County, including:

Managed lanes could be developed along I-80 and elsewhere to better direct trucks to the various intermodal terminals and warehouses in the area. These lanes could be deployed as toll facilities to help pay for the necessary improvements.

Freight-specific ITS applications offer an opportunity for Will County to lead research and deployment. An example is the FHWA’s Freight Advanced Traveler Information System (FRATIS) application packages, which were designed to improve communication between intermodal termi-nals and drayage firms/warehouses and reduce unproductive moves. Such an application could be paired with other ITS technologies such as Freight Signal Priority, which can reduce congestion on freight-intensive arterials by adjusting signal timing to reduce unnecessary truck starting and stopping.

Automated systems for yard and warehouse operations may be deployed by intermodal terminals and warehouse operators in the region. Intermodal terminal automation may increase the number of containers a terminal can handle, potentially leading to more truck traffic outside the gates. These decisions will be driven by the private sector, but they have the potential to change the number and types of logistics sector jobs in the area.

Autonomous trucks will initially focus on the long-haul highway portion of trips, which is easier to automate than the shorter drayage trips that domi-nate freight movement in Will County. Similarly, truck platooning is designed to save fuel at highway speeds over longer distances and does not offer a compelling business case for local moves on city streets. However, both technologies could be deployed by trucks moving on I-80.


80

801

1: Managed lanes to relieve congestion

2: Connected truck platoon to improve fuel efficiency

3: Positive train control to improve safety

4: Freight yard automation of cranes

5: Drone delivery for last-mile delivery

6: Warehouse automation using robots

2

3

4

5

6

IMPLEMENTING FREIGHT TECHNOLOGY


80

80

Recommendations:

Programs & Policies

What programs or policies can Will County adopt to improve freight and quality of life?

The following program recommendations were developed in part based on input from a variety of Will County stakeholders, including private sector freight operators, public officials, and County residents. Will County should establish strong partnerships to implement many of these recom-mendations. Though these top program recommendations will build on proposed infrastructure recommendations, they can be implemented on their own.

Implement investment priorities identified by the freight project priori-tization tool and use it to evaluate new project proposals.

Improve coordination of oversize/overweight permitting between jurisdictions by providing a template for a common application across communities.

Expand data collection and modeling, with a focus on freight clusters and corridors to gain a better understanding of the local network and identify needed investments.

Improve east-west connectivity to reduce truck traffic on local roads and address major freight bottlenecks in the County.

Increase air cargo capacity by continuing to support the development of the South Suburban Airport.

Develop freight workforce initiatives encouraging partnerships with the TDL indus-try to advance individual worker and employer goals, with a keen focus on advancing entry-level workers.

Increase workforce mobility to job centers by investigating the potential for a freight workforce transit hub and coordinating bus service with shift schedules.

Develop and communicate a transparent freight network. The County can do this by leading the coordination of installing consistent truck route signage, reviewing and updating the truck route network, and developing tools to better communicate truck routing to carriers and drivers.

Coordinate transportation and land use planning. Recommended actions include developing a County land use plan, identifying locations for truck parking, and promoting the sharing of best practices for freight-supportive zoning and land-use.

Educational OutreachWorkforce

Engaged Public Land-Use

Freight Mobility Needs


ONE EXAMPLE: WIDEN AND REPLACE THE DES PLAINES RIVER BRIDGESBuilt in 1965, The Des Plaines River bridges over I-80 serve as one of the most critical connections through the Chicago region, yet they are structurally deficient and rated as being in serious (East Bound) and poor (West Bound) condition. Around 85,300 trucks and passenger vehicles travel over these bridges each day, creating a choke-point for national freight movement.

OPPORTUNITY: FINDING FUNDS TO UPGRADE THE DES PLAINES RIVER BRIDGESAccording to IDOT, traffic over these bridges is expected to grow about 71% for the East Bound bridge and 68% for the West Bound by 2032. Throughout the outreach efforts in this plan, these bridges were fre-quently mentioned as the most criti-cal infrastructure investment needed in Will County. These bridges are in critical need for funding from national and state freight funding sources as they serve as a major thoroughfare for freight movement that supports the regional, state, and national economy.

Recommendations:

Key Freight Projects

What are the key freight projects in Will County?

The Freight Plan provides a quantitative, performance-driven project prioritization process to assist the County in identifying and reaching consensus behind a discrete set of strategic, high-priority freight projects. With limited national, state, and local funding sources for freight projects, a project ranking process is necessary to ensure that Will County is optimizing transportation resources and maximizing return on investment. The projects evaluated were based on existing sources of projects. Projects were evaluated based on the following criteria: Preservation Enhancement; Safety; Mobility; Economic Competitiveness, Community Sensitivity; and Environmental Sensitivity. With 91 freight- related projects evaluated, 25 projects within Will County rose to the top tier of critical projects. Completing these projects will be critical for improving freight movement and quality of life in Will County. Some of these projects serve national, state, and regional freight movement and are ripe for federal and state investment.


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Illiana CorridorOther State ProjectsOther County/Local/Private Projects

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Data Sources: ESRI, U.S. Census, IDOT, Will County, ATRIData Disclaimer: http://www.willcogis.org/website2014/gis/disclaimer.html

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Laraway Road

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Illiana CorridorOther State ProjectsOther County/Local/Private Projects

I-53/I-80

IL 50IL 129


¯0 5 10

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LEGEND

ALL FREIGHT RELATED PROJECTS BY CORRIDOR

This map shows the 91 freight-related projects identified in the Will County Community Friendly Freight Mobility Plan. The projects are color-coded by corridor and the numbers refer to the project identification number, rather than the project ranking. See Chapter 3 for a full description of each project.


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IL 53 At Laraway Road

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I-57 from Manhattan-Monee Interchange

I-80/US 52/IL 53 Interchange

ILL 50 at Dralle Rd.

ILL 50 at Governor's Highway

Monee-Manhattan Road at Hamilton Avenue/Cleveland Avenue

I-80 at IL 43 Interchange

I-55 at IL-53

I-55 at Lorenzo Road

Gougar Road/CN Grade Separation

Weber Road from Airport Road to 135th Street

Houbolt Bridge connecting I-80 with the CenterPoint Intermodal Center

Manhattan-Monee Road (1) from U.S. 52 to U.S. 45

Gougar Road (1) from Laraway Road to U.S. 6

Manhattan-Monee Road (2) from Center to I-57

U.S. 30 from Wolfs Crossing Road to IL 59

U.S. 6 from IL 53 to I-355

I-55

I-57 from Wilmington-Peotone Road to I-80

I-80 from I-355 to Harlem Ave

IL 7 at IL 171

Weber Road from 119th St (Rodeo Rd) to 135th St (Romeo Rd) including the I-55 interchange

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TIER 1 FREIGHT PRIORITY PROJECTS

The top tier projects represent the highest ranking freight-related projects identified in Will County. Projects were evaluated based on the following criteria: Preservation Enhancement; Safety; Mobility; Economic Competitiveness, Community Sensitivity; and Environmental Sensitivity.


How can freight be more community and environmentally friendly?

Addressing Community and Environmental Effects of Freight

A critical component of this plan is to bal-ance freight industry needs with the need to maintain the character and quality of life for residents and communities in Will County. Actions also need to be taken to avoid and address potential environmental impacts of freight on both the human and natural environments. These actions reflect input from the public and industry stakeholders to identify key issues related to freight and quality of life.

Community Issue Measures to Address

Safety– Prioritize projects that address higher truck crash locations– Address critical at-grade rail crossings with safety concerns– Designate truck routes to reduce conflicts in residential areas

Trucks on Local Roads– Partner with local communities, including townships, to designate truck routes

to reduce conflicts in residential areas– Better communicate designated routes to truckers

Congestion– Prioritize projects that address high congestion locations – Ensure new freight related developments address traffic growth and circulation

through traffic plans and private sector cost sharing for improvements needed

Noise (also an environmental issue)

– Implement land use and zoning/site plan standards that include requirements for buffer areas and noise standards

– Further investigate potential quiet zones for rail

Emergency Access – Prioritize grade separations on roads with emergency facilities

Encroachment on Agricultural Land

– Create a County land use plan that creates strategies to focus new freight development in freight clusters. The County land use plan could also identify zones to protect agricultural areas that may be locally defined

Light Pollution and Aesthetics (also an environmental issue)

– Implement land use and zoning/site plan standards that include requirements for buffer areas and lighting standards, and aesthetic considerations, particularly for new freight related development

Environmental Issue Measures to Address

Air Quality– Partner with industry to minimize air quality impacts from freight– Partner on strong anti-idling regulations and technology – Plan for buffer zones around new/expanding freight developments

Water Quality

– Employ best management practices for avoidance and minimization of impacts to wetlands and for stormwater management

– Consider water quality impacts in truck route selection and implement stormwater best management practices in roadway design

Hazardous Materials Transportation

– Regularly review and update route designations with partners– Ensure emergency management plans are reviewed and updated

Encroachment on Sensitive Areas

– Develop a county land use plan and strategy– Focus new freight development in existing identified freight clusters– Review truck routing to minimize impacts to adjacent environmentally

sensitive areas


What are the funding options for freight projects and programs?

Will County’s transportation infrastructure is critical to supporting regional, state, and national freight. Nearly 63% of freight in Will County is through movement, meaning Will County’s transportation infrastructure bears the wear and tear of freight movement that benefit other regions across the nation. To support this freight movement, Will County’s infrastructure must be upgraded, providing relief of local congestion, and improving the economic competitiveness for national freight movements. For a full list of project funding sources, see Chapter 3, Section 3.10. In short, improving the infrastructure in Will County improves the national freight system.

There are are several funding sources that could contribute to key infrastructure projects identified in the Plan, although these funding sources could change over time. Several example funding sources are listed below.

Federal Sources of Freight Project Funding/Financing

� Infrastructure for Rebuilding America (INFRA) Grants—Formerly known as FASTLANE, provides competitive freight grant funding � Transportation Investment Generating Economic Recovery (TIGER) Grants—Competitive transportation grant funding � Transportation Infrastructure Finance and Innovation Act (TIFIA) Loans—Credit assistance for freight projects of regional and national significance � Railroad Rehabilitation & Improvement Financing (RRIF) Loans—Finance development of railroad infrastructure

State Sources of Freight Project Funding � State Construction Account Funds—Funding for state highway projects and capital spending � State Road Funds—Capital spending for highways and bridges � Illinois State Grade Crossing Protection Funds—Helps local governments pay for safety improvement at grade crossings � Truck Access Route Program (TARP) Funds—Helps local governments upgrade their roadways to accommodate heavy trucks � Highway Safety Improvement Program (HSIP) Funds—Federal funds programmed through IDOT to reduce crashes resulting in deaths and serious injuries on all public roads

Regionally Programmed Sources of Freight Project Funding

� Surface Transportation Program (STP) Funds—Federal funds that are administered through regional councils for highway improvement projects � Congestion Mitigation and Air Quality (CMAQ) Funds—Federal funds that are programmed regionally intended to improve air quality and mitigate congestion � Transportation Alternatives Program (TAP)—Federal funds that are programmed regionally to complete bicycle infrastructure projects

Local Sources of Freight Project Funding � The County portion of the Regional Transportation Authority (RTA) Sales Tax— Will County DOT’s primary source of funding for transportation improvements

IDENTIFYING FUNDING SOURCES FOR WILL COUNTY’S FREIGHT

SYSTEM: ONE EXAMPLE

Federal

Potential Funding Sources

[ I-80 Expansion for Example ]

State

Regional

Local

INFRA

State Road FundsSTP CMAQ

TIGER


How do we know the plan is working?

A key component of the Freight Plan was the establishment of goals and objectives to create the Plan’s strategic frame-work. A goal is a broad statement that defines a desired end state when the plan is implemented. An objective is a specific, measurable statement that supports the achieve-ment of a goal. Goals and objectives provide a foundation for the development of performance measures. Performance measures help establish the strategic direction that will drive future freight investment decisions and track progress toward achieving desired outcomes.

What performance measures do:

� Measure and track progress on recommended projects

� Prioritize projects and determine where to invest limited resources

� Support County leaders, staff, elected officials and other stakeholders in the decision-making processes

� Monitor, evaluate, and enable responses to the changing freight environment in Will County

A range of performance measures were developed through review of transportation goals in current statewide, regional, and local plans, review of the national freight goal areas, and coordination with stakeholders and the County.

Some key performance measures include:

� crashes involving trucks;

� at-grade rail crossing incidents;

� number of plans that integrate freight and land use planning;

� vacancy rate of freight jobs;

� status of bridges and roads in a state of good repair; and

� travel time reliability.

These performance measures will help the County and stakeholders prioritize limited funding and make tough decisions on what projects and programs recommended in this plan will move forward, and when. The performance measures will be updated and revisited on a regular basis by the County and stakeholders to ensure progress is being made and to make adjustments, as needed.

Preservation Enhancement

Community

Workforce

Mobility

Economic Competitiveness

Safety

Six Key Freight Plan Goals

A broad statement that defines a desired end state when the plan is implemented

A specific, measurable statement that supports the achievement of a goal

A tool used to measure and assess progress toward meeting an objective

GOAL

OBJECTIVE

PERFORMANCE MEASURE


What are the key findings from the freight plan?

From the freight planning process, several key findings are evident that must be addressed by strategic plan recommendations for Will County:

Freight is Critical to the Economic Success of Will County – The freight Industry supports 55% of the County’s economy. A strong freight-based economy is advantageous for related businesses including manufacturing, logistics, automa-tion, robotics and other businesses connected to the freight system. The supply chain advantages in Will County will continue to create opportunities in these types of value-add industries.

Will County Freight Movement is Critical to the State and the Nation – Will County is the largest inland port in North America. The value of the freight moving through Will County equates to 97% of Gross Regional Product, 80% of the state’s GSP and 3.5% of the US GDP.

Traditional Planning Approaches Cannot Handle the Pace of Freight Development Experienced in Will County – The freight superclusters include more than 138 million square feet of industrial space and are expected to add 84 million more square feet by 2026, nearly a 61% increase over 10 years. To better plan for future growth, Will County should develop a land use plan to coordinate development with local partners.

Freight Volume Growth May Affect Safety and Worsen Existing Bottlenecks and Operational Issues – Freight volumes in Will County may reach nearly 600 million tons valued at about $1.2 trillion by 2040. Traffic on some state and U.S. highways are projected to triple by 2040. Accommodating this growth in a safe and efficient manner is critical to protect quality of life in the County.

Continued Growth Without Planning and New Transportation Investments may Impact Will County’s Economic Competitiveness and Quality of Life – Actions need to be taken to avoid and address potential community and environmental impacts of freight on both the human and natural environments. The County land use plan could also identify zones to protect agricultural areas.

Funding and Institutional Issues Make it Difficult to Invest in Freight Projects – Freight needs must compete with other priorities for transportation funding which is already stretched. Multijurisdictional planning across the County, including local communities, is necessary to improve infrastructure planning and funding.

Will County Needs Regional, State, and National Funding Support – Will County’s transportation infrastructure is critical to supporting regional, state, and national freight. Nearly 63% of freight in Will County is through movement, meaning Will County’s transportation infrastructure bears the wear and tear of freight movement that is benefiting other regions across the nation. In short, improving the infrastructure in Will County improves the national freight system.

Prepared by

in consultation with

Documents

2018 STATE LEGISLATIVE AGENDA - Will County Board · 2020-03-14 · The Legislative Agenda for 2018 is a product of the Will County Board’s Legislative & Policy Committee and is