complete streets reports

1Complete Streets in Our Communities: Findings and Recommendations for Implementing Streets for All Modes

COMPLETESTREETS

Complete Streets in Our Communities:

Findings and Recommendations for Implementing

Streets for All Modes


acknowledgements

Berwyn, Blue island, Champaign, DuPage county,

Des plaines, Highland park, Lemont, park forest

Photo credit: Flickr User Sippanont Samchai

COMPLETESTREETS


THE PROJECT TEAM:

Melody Geraci, Deputy Director

Ellen Gottschling, Transportation Planner Intern

Jacque Henrikson, Transportation Planner

Hanna Kite, PICH Project Manager

Leslie Phemister, Suburban Outreach Manager

Heather Schady, Senior Transportation Planner

Nancy Wagner, Suburban Outreach Manager

THE INTERVIEWEES:

Jason Berry, Blue Island, IL

Nicole Campbell, Berwyn, IL

Sarah Coulter, Park Forest, IL

Charity Jones, Lemont, IL

Ben LeRoy, Champaign, IL

Derek Peebles, Des Plaines, IL

Lee Smith, Highland Park, IL

Daniel Thomas, DuPage County, IL

THANK YOU

Front cover photo credit: Man and boy on bike- Flickr, Ellie McCutcheon


TABLE OF CONTENTS

PURPOSE ...........................................................

SURVEYED COMMUNITIES .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

IMPACTS OF COMPLETE STREETS POLICIES

PROCESS CHANGES .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .POLICY OUTCOMES .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

KEY FINDINGS .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

8

INFRASTRUCTURE CHANGES .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

DuPage County..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Blue IslanD .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ChamPaIgn .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Berwyn .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

Des PlaInes ... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

RESOURCES .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

PROJECT FEEDBACK .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

ELEMENTS OF COMPLETE STREETS .... . . . . . . . . . . . . . .

GOAL AND STRATEGY .... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .

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ADDITIONAL MAPS..... . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . 41


ABOUT ACTIVE TRANSFounded in 1985 as the Chicagoland Bicycle Federation, the Active Transportation Alliance is a non-profit organization whose mission is to improve the bicycling, walking and public transportation environment - and thereby the quality of l ife - in our region. We are one of the most experienced and respected bicycle and pedestrian advocacy organizations in the U.S. Our multi-modal vision seeks to catalyze a significant shift from environmentally harmful, sedentary travel to clean, active travel. We work to advance transportation options that encourage and promote safety, physical activity, health, recreation, social interaction, equity, environmental stewardship and resource conservation.

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A brief online search of “Complete Streets” will yield manyresources for creating strong policy language, and theconstruction of multi-modal transportation projects. Thereis less information, however, on the implementationprocess and how communities can get from written policyto results.

There is no single how-to on Complete Streetspolicy because every community has a different system formanaging the roadway projects impacted by the policy.Municipalities that are starting from scratch are faced withreforming its planning, funding, design, construction, andmaintenance practices – and the public administrationaspect of this effort can be very time consuming.

Even the most enthusiastic elected officials may not have thestaff expertise or even the time needed to coordinatetraining and the integration of new practices. Reciprocally,the most knowledgeable transportation engineers maynot be empowered to press for progress within thehierarchy of their agency – and many smaller towns donot employ their own staff engineers, relying instead onconsultants who may not be in tune with new goals.

THE GAPS BETWEEN POLICY AND PROJECTS

The purpose of this report is to provide local communities embarking on the development of walkable, bikeable transportation networks with a perspective on local Complete Streets implementation, and resources for moving forward in this public health effort.

Our process involved conducting surveys and interviews with eight communities in Illinois who have adopted Complete Streets policies- Berwyn, Blue Island, Champaign, Des Plaines, DuPage County, Lemont and Park Forest. Planners and engi-neers from each community spoke about how their city, village, or county’s processes around road construction or reconstruction have changed since the adoption of their Complete Streets policy.

PURPOSE


CookCounty

WillCounty

LakeCounty

KaneCounty

KendallCounty

McHenryCounty

Indiana

City ofDes Plaines

Village ofLemont

City ofHighland Park

City of Berwyn

Village ofPark Forest

City ofBlue Island

DuPageCounty

Lake Michigan

0 3.5 7 10.5 14Miles

SURVEYED COMMUNITIES

Surveyed communities include municipalities and counties in Chicagoland who have implemented Complete Streets Policies.

The City of Champaign in Central I l l inois (not shown on map) was also interviewed.

There are 26 total municipalities and counties with Complete Streets policies in Il l inois.


GOALThe goal of this report is to provide an inside look at the processes and outcomes of Complete Streets policies.

STRATEGYInterview communities in the Chicago region and elsewhere in Illinois who have adopted Complete Streets policies in 2012 or earlier.

Evanston, IL. Photo Credit: Steven Vance

Complete Streets in Our Communities: Findings and Recommendations for Implementing Streets for All Modes

KEY FINDINGS

Gary Ave. in Carol Stream, IL Photo Credit: Bollinger Lach & Associates


Many communities in Il l inois have similar processes, outcomes, and methods for implementing Complete Streets projects and overcoming barriers. A majority of interviewed engineers and planners stressed the importance of inter-departmental collaboration in both the policy development and implementation processes. Recommendations include involving staff members in Public Works, Community Development, Planning, and Parks and Recreation in the review of infrastructure construction or reconstruction projects. This ensures policy compliance and increases overall awareness of the needs of all users.

Implemented projects range from on-street bicycle paths, ADA-compliant sidewalks, pedestrian crossing signals, and back-in parking spaces and were prioritized based on the needs of community residents, available funding, and the necessity for a connected transportation network.

Despite issues of a lack of funding or political will, many communities we spoke with were excited about both their completed projects and those currently in the design and planning stages, which are highlighted throughout the report.


Complete Streets are designed to safely accommodate all users of the road, regardlessof their age, ability, or mode of travel.

Photo Credit: Laura Sandt, www.pedbikeimages.org


Adequatewalking space

Clea

rly

marked

lanes

Adequatewalkingspace

Safe pedestrian crossings

Place for

exercising

Trees and shade

Clea

rly

marked

lanes

Ph

oto

cre

dit: NYC

DOT

Complete Streets in Our Communities: Findings and Recommendations for Implementing Streets for All Modes

COMPLETE STREETS:

Help people save money on transportation

Help youth stay active by walking or biking to

school each day

Allow older adults to age in place by preserving

their mobility

Improve transportation networks by providing greater access to more destinations

Stimulate economic growth

Provide people with a choice of travel modes

13

PROCESS CHANGES

We did not re-invent the wheel, instead we used established standards and design guides.

“

”

Evanston, IL Photo credit: Steven Vance

-DuPage County


Process ChangesHOW DOES THE DEPARTMENT EVALUATE AND APPROVE PROJECT DESIGNS?

Each municipality, county, or MPO evaluates and approves project designs using different processes. DuPage County holds monthly meetings with design staff where project details are discussed. Because of the age of their policy, and perhaps the staff involved, methods to accommodate bicyclists, pedestrians, and transit are typically included in the discussion before the transportation planner has to mention it. They explained, “We did not re-invent the wheel, instead we used established standards and design guides (IDOT manual, AASHTO). Those standards are especially important to follow if there are outside funding sources, which is typical.”

Other municipalities use Bicycle Level of Service (BLOS) calculators to get before and after scores and the Plan Commission evaluates projects on state roads and near schools or parks. Some municipalities still use old stan-dards from before policy adoption, while including newer best practices in an informal case-by-case basis.

In most cases the adoption of a Complete Streets Policy means that the planning department, design staff, engi-neers, public works department, and village administrators are aware of the policy and adherence becomes standard operating procedure. To break down the silos between divisions, some municipalities have a Complete Streets ad-visory committee. In Park Forest, for example, the Village has created a review team who reviews all plans to keep the Complete Streets policy in mind. This team is comprised of staff members from various departments including Eco-nomic Development and Planning, Recreation and Parks, Public Works, and Sustainability.

Recently added bicycle facilities in Skokie, IL

Evanston, IL Photo credit: Steven Vance

HAVE STAFF ROLES AND RESPONSIBILITIES CHANGED SINCE ADOPTING THE POLICY?

-CHAMPAIGN

“The same people are doing the same job but with an enhanced sense of how to address non-automobile modes of transportation.”

-BERWYN“Yes, additional site inspections for compliance.”

-LEMONT“The Planning Department is more involved in project design.”

-BLUE ISLAND

“We have staff dedicated to bike and ped issues, among other responsibilities.”

Photo credit: Greg Borzo


HOW HAS THE POLICY CHANGED YOUR PROCESSES AROUND MAKING ROAD PROJECT DECISIONS?

-CHAMPAIGN

“The policy does not contain specific prescriptions, but rather ensures that both the Planning & Development Dept. and the Public Works Dept. keep non-automobile users in mind throughout the entire design process.”

-BERWYN“All modes of transportation are considered in City projects.”

“Public Works/Engineering propose which road projects to recommend for implementation. The Active Transportation Plan is referenced to see if bike/ped accommodations are recommended and if so, accommodations are included in design. The department doesn’t approve. The Village Board does.” -LEMONT



POLICY SPOTLIGHT: CHAMPAIGN, IL1

In 2013 Champaign worked with IDOT to ensure that the reconstruction of the Windsor Rd. I-57 overpass included pedestrian and cycling infrastructure on both sides of the road, as well as enhanced lighting. Windsor Rd. is an arte-rial that connects commercial and residential areas in both Champaign and Urbana. There was a sidewalk on one side of the bridge from a previous bridge expansion project by IDOT. However, a worn path on the opposite side indicated that foot traffic was present on each side and the narrowness of the bridge warranted safety concerns for pedestrians and cyclists.

Bridge reconstruction

Champaign applied for funding to cover the marginal costs of the addition of Complete Streets elements to the bridge and was awarded an ITEP grant for $1.7 million to make the improvements.

Project funding

• Bicycle Lanes, 6’ wide• Pedestrian Sidewalks, 5’ wide.• LED Street Lighting of roadway and sidewalks• Installation of ADA compliant safety railing• Pavement markings incorporating bike lanes and transitions

Improvements

“If we did not have a policy we wouldn’t have been on a strong enough footing to push for this project. If we didn’t have a policy, we would have to do much more foundation laying before the projects could be completed. Adopting the policy was in a way cementing the fact, organizationally, that the Planning Department and Public Works were inter-ested in these projects. Having the policy smooths the decision making process.”

The Benefit of a Complete Streets Policy

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POLICY SPOTLIGHT: HIGHLAND PARK, IL2

Highland Park has a Bike Walk Advisory that is comprised of local residents appointed by the mayor. Members meet with City planners and staff to help prioritize Complete Streets projects and other infrastructures projects prescribed in the Bike-Walk HP 2030 Plan. The use of such a committee allows residents who are aware of safety or access issues with local transportation infrastructure to provide input on a continuous basis.

Bike Walk Advisory Group

It is their charge to advise City staff and prioritize projects from the bike plan and review complete streets projects.-Highland Park

“”

Some communities continue to utilize a Complete Streets Committee after policy adoption. Other cities have committees that result from the policy process- such as an Active Living committee as part of a community health coalition (e.g. Blue Island).

Des Plaines has a Staff Traffic Advisory Committee which reviews all traffic related requests and can review special projects as needed. The committee exists inde-pendent of the Complete Streets policy.


POLICY OUTCOMES

Our Complete StreetsPolicy might be a symptom of a culture we want to work towards. We share these goals and want to advance them, and the policy gives form to that. -Champaign

“

”


Encounter Barriers

HOW DO YOU OVERCOME COMPLETE STREETS BARRIERS?

Overcome Issues

Funding and polictical will

Time

ROWacquisition

Changedesign

Seek out grant

opportunities

Have patience

Complete Your Streets

Supporting Factors

Local advocates Public Education Evaluation Metrics

Surveyed communities acknowledge that with success comes challenge. The most common barriers to implementing Complete Streets Policies, along with methods to overcome, are shown here.

Spaces forphysical activity

Variety of travelchoices

Increasedqualityof life


I am really excited how the Department of Public Works has taken this policy to heart and how they are incorporating it into all of their project specifications. -Park Forest“

”

Communities often cite lack of funding, time, and political will as common barriers to implementing Complete Streets projects. In addition, the sentiment that “people should just drive” remains prevalent in some suburban communities. However, in order to provide safe and accessible streets and modes of transportation to all users, it is crucial to seek out methods to overcome these barriers. Ideas from planners who implement their policy include searching for grant opportunities, including stakeholders in all city departments in the design and evaluation process, and having patience.

Overcoming implementation barriers


INFRASTRUCTURE CHANGES


Infrastructure ChangesPOLICY SPOTLIGHT: DUPAGE COUNTY

POPULATIONPOLICYIMPLEMENTATION

TOTAL AREA (SQ MI)

922,803 2004

337

Sources: U.S. Census (American Community Survey 2009-2013)

in 2004 and further revised it in 2008. The county was the first local agency to pass a Complete Streets policy in Illinois. As a result of their policy, also known as “Healthy Roads”, and a staff committed to active transportation, the county has completed:

26 new bicycle-pedestrian facility projects on newly constructed or reconstructed roads

Pedestrian countdown signals at 50 intersections

11 trail projects on 4 regional trails

Railroad-trail crossing improvements at 5 intersections

ADA improvements to 15 intersections as part of larger projects

Highlighted Projects (see Figure 1):Development of the Southern DuPage Regional Trail (a 25-mile long regional trail) was built, in part, in conjunction with roadway projects.

Roadway reconstruction along Gary Avenue in Carol Stream included complete streets elements such as bus shelters, ADA- compliant curb-cuts, and a sidepath.

Current projects:DuPage County is in the beginning stages of developing a bicycle and pedestrian plan for the Elgin-O’Hare Western Access corridor. The current development of the corridor can provide ROW for potential on-street trails, separated trails, trail facilities, and sidewalks. The object of the plan is to ensure that bike and pedestrian projects sur-rounding the corridor will become increasingly more connected.

MILES OF MULTI-USE TRAILS

92

1DuPage County adopted a Complete Streets policy


1 SOUTH DUPAGE REGIONAL TRAIL

Existing and Planned Bikeway FacilitiesMetra Line

Park and Open Space

Metra Station

DUPAGECOUNTY

Highlighted Project

GARY AVENUE ROAD RECONSTRUCTION

Bollinger, Lach & Associates, Inc.

DuPage County Division of Transportation

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, DuPage County Regional Bikeway Plan (2014), Metra, CMAP

2

1

2

Figure 1, DuPage County Transportation Facilities and Complete Streets Projects


Infrastructure ChangesPOLICY SPOTLIGHT: BLUE ISLAND


TOTAL AREA (SQ MI)

23,706 2011 4.16The adoption of Blue Island’s policy was a result of leader-ship within the Planning Department and Community Development Department. They were able to garner participation and support from other key stakeholders, including the Mayoral staff, elected officials, the Finance Department and the City’s consulting engineering firm. Including a wide range of city staff and consultants allowed for a high degree of internal insight, guidance, and ownership of the policy.Blue Island’s policy was enthusiastically adopted one month after its creation.

Highlighted Projects (see Figure 2):

2

Sources: Pace Bus, Metra Electric, U.S. Census (American Community Survey 2009-2013)

• Improved sidewalks• Crosswalks• Back-in parking spaces

A resurfacing project on New Street prioritized the safety of bicyclists and pedestrians by including:

Angled back-in parking spaces improve safety for bicyclists andpedestrians by requiring drivers to look back at the sidewalk for pedestrians as they back into a parking space and to look toward the street for bicyclists while pulling into traffic. The focus on improved safety and access as emphasized in the City’s policy have motivated a new perspective on project review.

Car, 83.9%

Bike, 0.1%

Public Transportation, 10.1%Walk, 2%

Taxi, 1.6%

Work at home, 2.3%

COMMUTING MODE SHARE


W 119TH ST

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BLUE ISLAND

1 NEW ST RECONSTRUCTION

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, Blue Island Active Transportation Plan, CMAP, Metra, Pace, CTA

Existing Bikeway Facilities

Metra Line

Park and Open Space

Metra Station

Planned Bikeway Facilities

CTA Bus Boarding

Pace Bus Boarding

Highlighted Project

Figure 2, Blue Island Transportation Facilities and Complete Streets Projects


Infrastructure ChangesPOLICY SPOTLIGHT: CHAMPAIGN3

OF RESIDENTS’ COMMUTE TO WORK IN LESS THAN 10 MINUTES AND 12%


TOTAL AREA (SQ MI)

81,925 2008 22.4

20%WALK TO WORK

WHICH DEMONSTRATES THE DEMAND FOR SAFE AND ACCESSIBLE STREETS

Champaign has incorporated Complete Streets

• New sidewalks and connections of gaps in the sidewalk network

• On-street bike routes• Designated crosswalks• Streetscaping improvements

Completed Projects (see Figure 3):Reconstruction of the Windsor Rd. I-57 overpass to include pedes-trian and cycling infrastructure on both sides of the road, as well as enhanced lighting (see page 18).

Installation of bike lanes along Market St. in northern Champaign.

The Walk Champaign Pedestrian Plan, adopted in 2014, was one plan-ning study that was a result of the Complete Streets policy implemen-tation.

The policy does not contain specific prescriptions, but rather ensures that both the Planning & Development Dept. and the Public Works Dept. keep non-automobile users in mind throughout the entire design process.

“”

principles in both new construction and retrofit or reconstruction projects since the adoption of their policy in 2008, including:

Source: U.S. Census (American Community Survey 2009-2013


2

Existing Bikeway FacilitiesPark and Open Space

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, Champaign County Regional Planning Commission, IDOT

CHAMPAIGNHighlighted Project

1

WINDSOR RD/ I-57 OVERPASS

MARKET ST

2

1

Photo Credit: Fehr Graham Engineering

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I-72

I-57

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WINDSOR RD

S NEIL

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S PRO

SPEC

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S LIN

COLN

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W WINDSOR RD

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NLAP

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W BRADLEY AVE

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W CHURCH STW UNIVERSITY AVE W UNIVERSITY AVE

US-1

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W BRADLEY AVE

I-72

Figure 3, Champaign Transportation Facilities and Complete Streets Projects


Infrastructure ChangesPOLICY SPOTLIGHT: BERWYN4

Berwyn’s policy is shaping future infrastructure projects

• benches• garbage cans• ADA compliant crossings• bus shelters• mid-block crossings• rapid flashing beacons• upgraded signals

• signing the rest of the bike network• striping East Ave. with sharrows (shared-lane

markings) • installation of a sidewalk along 26th St.

(including in front of the high school, library, and bus stops.

THE POPULATION DENSITY IS

POPULATION POLICYIMPLEMENTATION

TOTAL AREA (SQ MI)

56,626 20113.91

14,500 PEOPLE/ SQ MIWHICH IS SIGNIFICANTLY HIGHER THAN OTHER SURVEYED COMMUNITIES. A GREATER DENSITY OF RESIDENTS MEANS AN INCREASED DEMAND FOR DIFFERENT MODES OF TRANSPORTATION

and the results will be evident in the coming years. The city has already incor-porated Complete Streets principles into new construction and reconstruction projects, installed ADA compliant curb ramps, and created new bike parking. Projects currently under design include streetscaping improvements, new crosswalks, modifications to traffic signals, bus shelters, on-street bike routes, and connections of gaps in the sidewalk network. As a result of the adoption of their policy, the city notes that there has been a noticeably positive difference in speeding and safety related concerns by residents.

Highlighted projects (see Figure 4):• Bicycle network signage in the inner loop• Resurfacing of 13th St., including all ADA compliant sidewalks and curbs

In April 2016, streetscape construction will begin in the Historic Depot District, which will include:

Current projects:Three ITEP (Illinois Transportation Enhancement Program) projects including:


Figure 4, Berwyn Transportation Facilities and Complete Streets Projects

1 INNER LOOP SIGNED BIKE NETWORK

ADA-COMPLIANT CURBS, 13TH ST


Metra Line

Park and Open Space

Metra Station

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, Berwyn Active Transportation Plan, CMAP, Metra, Pace

BERWYNPlanned Bikeway Facilities

CTA Bus Boarding

Pace Bus Boarding

Highlighted Project2

1

2

IL-43

HARL

EM AV

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OGDEN AVE

OAK

PARK

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RIDG

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26TH ST

39TH ST

S AUS

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CERMAK RD W 22ND ST

W 26TH ST

PERSHING RD

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22ND ST

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DESPLAINES AVEWOODSIDE RD

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BURLING RD S CEN

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13TH ST


Infrastructure ChangesPOLICY SPOTLIGHT: DES PLAINES5

OF RESIDENTS ARE


TOTAL AREA (SQ MI)

58,569 2012 14.4

32%55 YEARS AND OVER

WHICH INDICATES THE NECESSITY TO PLAN FOR SAFE MOBILITY OPTIONS FOR AN AGING COMMUNITY

Des Plaines has reviewed all capital improvement

Implemented projects:

Current projects:

• replacement bus shelter downtown• pedestrian signal timing adjustment• bike racks throughout downtown• curb extensions

projects, including both construction and reconstruction, against their Complete Streets policy since its adoption in 2012. Some of their recently implemented pedestrian and bicycle improvements, such as new sidewalks, on-street bike routes, ADA-compliant curbs, and mid-block pedestrian refuge, predated their policy. However, the policy was helpful in adding a bike lane/shared late to Mt. Prospect Road as part of a Cook County Highway resur-facing project. In addition, City funds were approved in 2014 for an S-curve bike/ped underpass feasibility study. Des Plaines acknowledges that their policy has “given them something to lean on” when asking for the provision of pedestrian facilities as part of plain review of IDOT and Cook County projects.

Des Plaines is working with IDOT and the Union Pacific Railroad on the provision of a bus shelter as part of a new traffic signal. In addition, the City is completing the third phase of a downtown streetscpaing project, which may include a bicycle facility along Lee Street if approved by IDOT.


IL-83

IL-72

US-14 IL-58

US-12

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IL-21

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E OAKTON ST

E NORTHWEST HWY

N WO

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FOUNDRY RD

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GOLF RD

W HIGGINS RD

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S MT P

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MILWAUKEE AVE

LEE S

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HOWARD AVE

E KENSINGTON RD

S DES PLAINES RIVER RD

E RAND RD

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N MA

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W TALCOTT RD

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LANDMEIER RD

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MANNHEIM RD

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BITTERSWEET CT

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DEVON AVE

OAKTON ST

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W TOUHY AVEW TOUHY AVE

E OAKTON ST

E ALGONQUIN RD

E NORTHWEST HWY

E CENTRAL RD

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W GOLF RD

DEMPSTER ST

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, City of Des Plaines Proposed Bike Network Map (2013), CMAP, Metra, Pace


Metra Line

Park and Open Space

Metra Station

DES PLAINES


Pace Bus Boarding

Programed Bikeway Facilities

Figure 5, Des Plaines Transportation Facilities and Complete Streets Projects

34Complete Streets in Our Communities: Findings and Recommendations for Implementing Streets for All Modes#Complete Streets in Our Communities: Findings and Recommendations for Future Policy Development

PROJECT FEEDBACK

IN THE PROCESS OF ADOPTING AND IMPLEMENTING COMPLETE STREETS POLICIES, WHAT DO YOU FEEL HAS WORKED?

-BERWYN“Berwyn and its staff have always supported complete streets. Having a staff in favor of such design is preferable.”

-CHAMPAIGN

“I think we now have a solid policy foundation for striping new bike lanes, even though that funding comes less frequently and in smaller amounts than we would prefer.”

-DES PLAINES

“The biggest change has been the review of all City and other projects against complete streets principles, which certainly did not happen before. It is a step in the right direction.”

-BLUE ISLAND“The community engagement element.”

“Doing it collaboratively with all of the departments involved was the key part in making sure there is agreement and commitment to implement the policy.” -PARK FOREST

“It’s institutionally established. The policy virtually works by itself as a standard operating procedure.” -DUPAGE COUNTY



WHAT HASN’T WORKED IN YOUR PROCESS? It is evident from speaking with communities that communication and coordination among staff in different city departments is vital to the health of a policy. Many of the highlighted projects were successfully completed in part because of policy awareness and support among staff members in addition to the committees who continue to meet after the adoption of their policy.

However, hiccups in project implementation sometimes occur with the election of a new mayor, council members or other staff. This can be attributed to new staff members having no knowledge of or ownership of the policy and dismissing it as a product of the previous administration. In this case, it is important for champions of the policy to educate new staff members on their evaluation and implementation methods.

DO YOU HAVE ANY ADVICE FOR OTHER COMMUNITIES WHO ARE INTERESTED IN IMPLEMENTING A COMPLETE STREETS POLICY?

-PARK FOREST

“Get everyone involved! We went through many iterations of the policy – working on language and making it clear as to the expectations of the policy and insuring that it will in fact be implemented.”

-DES PLAINES

“Working with a knowledgeable group like Active Trans is a great start. I’m pretty sure we would never have gotten to the step of getting a policy adopted without the assistance of Active Trans. And to this point, I don’t think we would have been able to even get a contract with Active Trans had it not been part of a grant.”

-DUPAGE COUNTY

“Better sooner than later. It does not really impact very many projects annually, because most agencies don’t have too many projects funded annually. If you have a project with outside funding sources, include CS applications because any additional costs will be subsidized. In the short-term, changes are not noticeable. In the long-term, you’ll be devel-oping a network that will be used and appreciated. But you must think about long-term success, not short-term gain.”

Complete Streets in Our Communities: Findings and Recommendations for Implementing Streets for All Modes 37


RESOURCES

Photo credit: Gary Howe


RESOURCESACTIVE TRANS POLICY

NATIONAL COMPLETE STREETS COALITION

http://atpolicy.org/complete-streets-policy

http://www.smartgrowthamerica.org/complete-streets/

http://nacto.org/publication/urban-street-design-guide/

NACTO URBAN STREET DESIGN GUIDE

http://www.bikelib.org/wp-content/uploads/2009/11/BDEMemo060110.pdf

IDOT COMPLETE STREETS DESIGN POLICY (RELEVANT CHAPTERS)


POLICIESPOLICY ATLAShttp://www.smartgrowthamerica.org/complete-streets/changing-policy/complete-streets-atlas

BERWYNhttp://www.atpolicy.org/sites/default/files/Berwyn%20Complete%20Streets%20Ordinance%20FINAL_0.pdf

CHAMPAIGNhttp://www.smartgrowthamerica.org/complete-streets/changing-policy/complete-streets-atlas

DES PLAINEShttp://www.smartgrowthamerica.org/documents/cs/policy/cs-il-desplaines-policy.pdf

DUPAGE COUNTYhttps://www.dupageco.org/EDP/Bikeways_and_Trails/Docs/18286/

HIGHLAND PARKhttps://www.cityhpil.com/documents/19/08-12-2014rev_Bike%20and%20Walk_final_201408261525067395.pdf

LEMONThttp://www.atpolicy.org/sites/default/files/Lemont%20Complete%20Streets%20Resolution.pdf

PARK FORESThttp://www.smartgrowthamerica.org/documents/cs/policy/cs-il-parkforest-resolution.pdf


ADDITIONAL MAPS


US-41

IL-43

SKOKIE HWY

GREEN BAY RD

IL-22

WAUKEGAN RD

RIDG

E RD

SKOKIE VALLEY RD

LAKE COOK RD

DEERFIELD RD

HALF DAY RD

CLAVEY RD

CR-52

S RID

GE R

D

SHERIDAN RD

CR-11

OLD ELM RD E OLD ELM RD

CENTRAL AVE

1ST ST

S SKOKIE HWY

W OLD ELM RD

BERKELEY RD

PRAIRIE AVE

SKOKIE BLVDEDENS EXPY E

KATES RD

ST JOHNS AVE

S WAUKEGAN RD

N PF

INGS

TEN

RD

COUNTY LINE RD

WAUKEGAN AVE

OLD D

EERF

IELD R

D

US-41

SKOKIE VALLEY RD

RIDGE RD

SKOKIE VALLEY RDSH

ERID

AN R

D

SKOKIE HWY

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, Highland Park Bike-Walk HP 2030 Plan, CMAP, Metra


Metra Line

Park and Open Space

Metra Station

HIGHLAND PARK


Pace Bus Boarding


IL-171

IL-83

MAIN ST

NEW

AVE

S ARCHER AVE

131ST ST

BELL

RD

91ST ST

W 143RD ST

STAT

E ST

W 131ST ST

MCCARTHY RD

LEMO

NT R

D

W 135TH ST

CR-1

6

W 127TH ST

135TH ST

KING

ERY H

WY

WOOD

WARD

AVE

ARCHER AVE

S BEL

L RD

DERB

Y RD

CR-67

S PARKER RD

107TH ST

CR-9

W NEW AVE

E NEW AVE

S NEW

AVE

INTERNATIONALE PKY

E ILLINOIS ST

111TH ST

PARK

ER R

D

271B

271A

ROUTE 83

JOLIE

T RD

MURPHY RD

MORE

Y DR

S JOL

IET RD

ARCHER AVE LEMO

NT R

D

ARCHER AVE

S NEW AVEARCHER AV

E

ARCHER AVE

271B

271A


Metra Line

Park and Open Space

Metra Station

LEMONT


Pace Bus Boarding

Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, CMAP, Metra


Prepared By: Active Transportation Alliance, 2015Data Source: Active Transportation Alliance, Village of Park Forest Bicycle and Pedestrian Plan (2014), CMAP, Metra, Pace


Metra Line

Park and Open Space

Metra Station

PARK FOREST


Pace Bus Boarding

I M P R O V I N G O P T I O N S F O R B I K I N G , WA L K I N G , A N D T R A N S I T A C C E S S

complete streets reports

Documents