HomeMy WebLinkAbout3. Bike Plan 09/27/2011Village of Mount Prospect
Community Development Department
MEMORANDUM
&I
TO: MICHAEL E. JANONIS, VILLAGE MANAGER
FROM: CLARE L. O'SHEA, AICP, SENIOR PLANNER
DATE: SEPTEMBER 21, 2011
SUBJECT: COMPREHENSIVE BIKE PLAN
BACKGROUND
Residents and visitors are riding in Mount Prospect for many reasons. Crowded bike racks at the Metra
station and throughout town are evidence that residents and visitors use bicycling as a preferred mode
of travel. Historically, Mount Prospect had a bike map and signed routes without a comprehensive
report and bike strategies. Within the past couple years, the Village has become more involved in
planning for bicycle facilities on a local and regional level.
The Village is a member of the Northwest Municipal Conference bike /pedestrian committee. In 2010,
the committee developed a bike plan and identified regional bike routes. Several of those routes (Golf
Road, Northwest Highway, and Central Road) run through Mount Prospect. With this plan, Northwest
Municipal Conference staff has successfully secured two grants on behalf of the committee: one to
study bike signage in Suburban Cook County and the other is a feasibility study of a bike route along
Northwest Highway. Northwest Municipal Conference has also written letters of support for
communities applying for grants to implement portions of the regional routes. This collaboration with
the Council of Government and other local governments strengthens grant applications because the
groups has studied the regional connections and have relationships with neighboring towns for projects
that cross jurisdictional borders.
Other communities, such as Schaumburg, Arlington Heights, Des Plaines, and Park Ridge, have plans,
bike lanes, bike clubs, and are benefitting from the versatility of being a bike - friendly community. Bike
amenities usually translate to better connectivity which benefits pedestrian, bicyclist and vehicular
circulation.
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Concerns were raised at the September 6 Village Board meeting regarding some of the infrastructure
recommendations. The following is a summary and justification for the recommendations. Education —
for both infrastructure and programs — is crucial to the success of the plan's implementation. The plan
contains information about educational programs and Staff will continue to work with Active
Transportation Alliance for educational resources.
September 27, 2011 Committee of the Whole Meeting
Page 2
Signed bike routes
o The standards for bike signs are to include 4 Ds: Direction, Destination, Designation, and
Distance.
o Signs provide continuity to other bicycle facilities and designate preferred routes
throughout the Village.
• Marked shared lane (Sharrows)
o Sharrows are used to alert drivers that bikes may be on the road, instructs bikers of the
proper direction to travel, and that bikers are using designated routes within the bike
network.
o Sharrows are recommended on a trial basis in four locations. If successful, the Village
may consider expanding the on- street treatment. Education and public outreach
regarding the use and purpose of sharrows are necessary for motorists and bicyclists
when the Village installs this treatment.
Road diet — Wilmette example (see attachment A)
• A road diet is a treatment for a road with more travel lanes than necessary for a
relatively low traffic count. It is appropriate for roads that do not carry traffic volume to
warrant 4 lanes (two thru lanes in each direction). The treatment involves painting new
travel lanes (one thru lane in each direction and a shared left -turn lane) and designating
lanes for bikes, which creates narrower travel lanes within the road and slows traffic.
• This treatment will create more space for bikes and alert motorists that bikes may be
present.
• In the plan, the road diet includes a physical barrier between the bike lane and the
travel lane. However, this element of the road diet is optional and not a requirement for
a successful road diet.
• Intersection improvements near the ComEd right -of -way
o ComEd paths are intentionally misaligned. The plan recommends aligning the paths
across streets. Recently, Des Plaines received a CMAQgrant to align the paths and to
add a refuge island at Mt. Prospect Road. ComEd engineering did not object to the
alignment of the paths.
o The plan recommends realigning the path at Busse Road and constructing a pedestrian
refuge island, and realigning the path at Algonquin Road to encourage crossing at
Dempster Street using pedestrian signals. Signs are proposed to instruct bicyclists of the
safest route to travel on the ComEd path.
Liability — (see Attachment B "On -road Bicycle Routes and Illinois' Liability Disincentive ") from
the League of Illinois Bicyclists
o The Village can minimize liability by following accepted standards for the built
environment.
o Bike improvements are similar to liability of building sidewalks. The government is
responsible for the maintenance of its own property.
• Costs of the recommended improvements
o Similar to other planning documents, the Bike Plan is meant to be a guide for bike
improvements over several years. At this time, Village Staff is not requesting a new
funding source in the Village Budget for bike improvements. As a primary funding
source, Village Staff plans to seek grants such as the Congestion Mitigation Air Quality
Improvement Program, Safe Routes to School, and the Surface Transportation Program.
In addition, many of the Phase 1 projects are small -scale improvements and can be
September 27, 2011 Committee of the Whole Meeting
Page 3
coordinated with other existing programs to take advantage of economies of scale (i.e.
road resurfacing and lane painting).
CONCLUSION
Please forward this memorandum and attachments to the Village Board for their review and discussion
at the September 27, 2011 Committee of the Whole meeting. Village Staff and Active Transportation
Alliance representatives will be present to answer any questions related to this matter.
I concur:
William J. Cooney, Jr., AICP
Director of Community Development
Transformation of Sheridan * • • in Wilmette
By Brigitte Mayerhofer
Director of Engineering
Village of Wilmette
Sheridan Road through the North Shore
suburbs is characterized by its large
residential estates, beautiful tree lined
parkways and magnificent views of Lake
Michigan; however, prior to its $20 mil-
lion reconstruction in 2008, Sheridan
Road through Wilmette was also defined
by narrow driving lanes, poor pavement
surface, inadequate pedestrian facilities
and a higher than desired crash rate.
Early on in the planning process, the
Sheridan Road stakeholders, including
residents, businesses, advocacy groups,
elected officials, consultants and staff,
identified the following nine goals that
guided the design and construction
phases:
more than 400 mature parkway trees
was not supported by the public. The
focus turned to options that would
maintain or reduce the existing pave-
ment footprint of 43 -feet from back of
curb to back of curb.
Sheridan Road was ultimately recon-
structed to provide two 11 -foot through
lanes, a 10 -foot bi- directional center
turn lane, and 3.S -foot striped bike
lanes. The new pavement section is 1-
foot narrower than the original section
and has effectively accomplished the
goals of reducing accidents, improving
safety, adding bike facilities and saving
the parkway trees. While a minority
group of residents expressed concern
that the reduction of through lanes
would have a negative impact on traffic
flow, this has not proven to be true. In
addition, after one full year post -
construction, the accident rate has
dropped dramatically.
Utility Improvements
Most of the existing utilities on Sheridan
Road were original and more than 100
years old. The area is served by a com-
bined sewer system that had a history of
surcharging and sewer backups. A sepa-
rate storm sewer with new outfalls to
the North Shore Channel was built to
accommodate surface drainage and the
existing combined sewer was replaced
to improve its structural integrity and
eliminate infiltration. These upgrades
have dramatically improved drainage
and sewer conditions on both Sheridan
Road and for the upstream system.
Similarly, the existing water main was a
century old and plagued with breaks and
other defects. Replacing the entire wa-
• Reduce Accidents and Improve
Safety
• Improve Roadway Quality
• Replace Utilities
• Separate the Drainage System
• Improve Pedestrian Friendliness
• Add Bicycle Facilities
• Build Streetscape Enhancements
• Save Trees and Preserve the Beauty
of Sheridan Road
Choosing a Pavement Section
With these goals in mind, the first chal-
lenge during the phase I study was to
determine a pavement section. The
existing roadway consisted of four 10-
foot through lanes without channeliza-
tion. Several segments along the road-
way had crash rates that exceeded the
state average, primarily attributed to
the lack of protected left turn lanes. The
2005 ADT was 17,200 vehicles per day
and the 2025 design year ADT is pro-
jected as 21,500 vehicles per day.
Various pavement sections were pre-
sented at the initial public meetings. It
became very clear that any of the op-
tions to widen the road and remove
(Continued on page 5)
NWMC TRANSPORTATION NEWSLETTER— VOLUME 3, ISSUE 4 - APRIL 1, 2011 PAGE 4
Old Pavement Section —four narrow lanes, no left turn lane at intersection
with Lake Avenue, old "post" mounted traffic signals and poor pavement
condition.
New Pavement Section —two 11 -foot through lanes, a 10 -foot bi-
directional center turn lane, and 3.S -foot striped bike lanes.
)Sheridan * • • Continued
(Continued from page 4)
ter main infrastructure prolongs the
integrity of the new pavement by mini-
mizing future utility cuts and pavement
damage caused by water main breaks
and service connections.
Pedestrian and Streetscape Enhance-
ments
Sheridan Road is a popular destination
for thousands of local and visiting pe-
destrians traveling to the lakefront and
other places of interest. A beautification
grant was sought and received to im-
prove the pedestrian friendliness and
streetscape along Sheridan Road. An
existing timber retaining wall was re-
moved and replaced with a precast ex-
posed aggregate finish soldier pile re-
taining wall along the Baha'i House of
Worship frontage. The wall was relo-
cated an adequate distance from the
roadway to allow a safe pedestrian path.
The project also incorporated roadway
enhancements including village identi-
fier monuments, brick paver crosswalks,
new entrance signs for Gillson Park,
ornamental traffic signals and street
lighting installation.
Sustainable Construction
The project team was mindful of mini-
mizing the environmental impacts of
roadway reconstruction and incorpo-
rated "Building Green" practices in the
project. All existing asphalt and con-
crete pavement was crushed on site and
reused for the new roadway base. The
traffic signals, roadway lights, and the
village identifiers utilized low energy
distribution lamps. The narrower pave-
ment width reduced the impervious
area and the striped bike lanes promote
non - motorized travel.
Community Relations
The Sheridan Road Reconstruction pro-
ject is a model of how to execute an
intense roadway reconstruction project
in a mature residential area. During the
feasibility and design stages of the pro-
ject, there were nine public meetings
allowing the public had ample opportu-
nity to shape the final design. Prior to
construction, the village hosted an area
wide pre- construction open house so
those impacted by the project could
meet with the construction team. In
addition, the Village was engaged in
several public forums including speaking
at area Rotary Club meetings and pre-
senting a cable program on WCTV (the
local cable station) to alert the commu-
nity about the details surrounding the
reconstruction.
During construction, the project team
developed construction chronicles to
keep the stakeholders and residents
informed of the big - picture progress of
the project. Electronic news blasts
(known as E -News) were sent out on a
regular basis during the most intense
periods of construction to alert the com-
munity about daily and weekly activity,
road closures and changes in traffic pat-
terns. These forms of communication
were supplemented with daily hand
delivered notices to inform constituents
about activity that would impact their
daily routines. Post construction resi-
dent satisfaction surveys indicated that
the majority of impacted residents felt
very informed during construction and
gave this category the highest rating.
In conclusion, the public embraced this
improvement as it complements the
adjacent neighborhoods with decorative
enhancements; reduces congestion,
improves safety, ride comfort and acces-
sibility. As a result of the cost saving
efforts of all parties involved, the as-
built cost of the improvement was ap-
proximately $1 million under the
awarded contract value of $20 million.
If your municipality is undertaking a trans-
portation plan or project of note, please
contact NWMC staff to be featured in an
upcoming edition of the NWMC Transpor-
tation Newsletter.
NWMC TRANSPORTATION NEWSLETTER— VOLUME 3, ISSUE 4 - APRIL 1, 2011 PAGE 5
Completed Segment of Sheridan Road — courtesy of Wilmette
On -road Bicycle Routes and Illinois' Liability Disincentive
Ed Barsotti, League gf7llinois Bicyclists (latest revision 10- 16 -08)
The sharing of roads by bicyclists and motor vehicles is fully recognized around the nation, in the Uniform
and Illinois' Vehicle Codes, and in industry standards from IDOT, AASHTO, and the Federal Highway
Administration.
These guidelines provide for "shared roadways" — the majority of the road network; those common,
undesignated roads not needing any special treatment or signage. Some op tions ions listed include paved
shoulders (for busy rural roads), bike route signage (on preferred routes), and on -road bike lanes (on some
urban roads). In appropriate locations, these options may be used to improve on -road bike safety.
However, many local governments in Illinois have decided not to add these safety features because of a
court - induced liability disincentive. We believe there has been overreaction on this issue, and we ask
agencies to take a closer look.
In the sharply- divided Boub v. Wayne Township decision in 1998, the Illinois Supreme Court granted
immunity to local governments for injuries suffered by cyclists due to road condition. Further, this
immunity vanishes for roads designated with bike - specific features such as signage or bike lane markings.
Do nothing, get immunity; add on -road bike lanes or signage, incur liability.
Thus, the disincentive — a problem unique to Illinois, and unchanged since 1998 despite attempts at
legislation. But how much liability exposure is there`? Are other local governments adding on -road
bikeways in this environment`? Typical agency decision- making weighs risk management and exposure
against policy, safety, and service to residents. Has this issue been receiving a fair assessment`?
Level of Exposure: Historically, the exposure level has been very minimal, based on experiences in:
1) Illinois now: lots of pre -1998 Bike Route signs and even bike lanes exist in many scattered towns
around the state; new on -road bikeways have since been installed in several other towns (below);
2) On all Illinois roads before the 1998 decision;
3) In all other states — where the Uniform Vehicle Code grants cyclists "all of the rights and duties
applicable to the driver of a vehicle" — including liability protection.
While still unsettled in case law (which itself shows a lack of lawsuits), it could be interpreted that on -road
bikeways would only bring a willful and wanton level of exposure — instead of the ne.li.�4ence standard.
(Willful and wanton seems to be a comfortable liability level for agencies, as evidenced by the abundance
of off -road trails and a wide variety of recreational and other facilities.) This has been suggested by Ed
Dutton, the winning attorney for Wayne Township in the Boub case, and since then, the top local
government expert on this issue. According to Mr. Dutton (2 -14 -06 e -mail message):
"I've consistently tried to make clear that (a) the standard of care under existing law is unclear where a
bicyclist is injured on a marked /signed (i.e., intended for bicycle use) roadway bike lane, route or path, and
(b) although the standard of care — negligence or willful and wanton —is unsettled in the case law, under
the appellate court's holding in Dinelli v. County of Lake, 691 N. E. 2d 394 (2 Dist. 1998) (Held: bicyclist
struck by car while in marked crosswalk/bike path on public roadway was required to plead and prove
willful and wanton conduct under section 3 -106), there is certainly an argument that the applicable
standard of care on bike paths and routes on roadways is willful and wanton under the section 3 -106
standard. In short, the question is unsettled under current case law but, under Dinelli, there is a strong
argument that the posting of a public road as intended for bicycle use would bring that marked area within
section 3 -106 recreational property immunity. No case has so held to my knowledge, and I'm not aware of
the issue ever having been addressed. "
In March 2007, two major insurers of Illinois local government agencies (IPARKS and St. Paul - Travelers)
were asked how much insurance premiums would rise for hypothetical additions of: a) 10 miles of off -road
bike path; b) 10 miles of on -road bike lanes; and c) 10 miles of signed road routes. Both responded that
there would be ZERO increase for each case, assuming that they were consulted to ensure proper
engineering design standards were met.
Other towns: Several Illinois towns have proceeded since the 1998 decision, despite the disincentive.
Chicago is the most notable (104 miles of bike lanes and 155 miles of signed routes in 2005; another 130
miles planned by 2015). Almost all of Chicago's on -road bikeways have been added since Boub.
While definitely not an all- inclusive list, the following are some other Illinois cities believed to have
installed marked bike lanes and /or signed bike routes since 1998
• Batavia (signed bike routes and bike lanes)
• Champaign (bike lanes)
• Darien (bike lanes)
• Downers Grove (bike lanes and signed bike
routes)
• DuPage County (Clarendon Hills Road bike
lanes, and 2008 on -road bikeway policy)
• Edwardsville (bike lanes, New Poag Rd)
• Elgin (bike lanes)
• Evanston (bike lanes and signed bike routes)
• Geneseo (bike lanes and signed bike routes)
• Geneva (bike lanes and signed bike routes)
• Joliet (signed bike routes)
• Moline (signed bike routes)
• Morrison (signed bike routes)
• Naperville (bike lanes and signed bike routes)
• Northbrook (Share the Road signs and
"sharrows" markings on the road — without
stripes)
• Oak Park (signed bike routes)
• Park Ridge (bike lanes and signed bike
routes)
• Plainfield (bike lanes, Van Dyke Road)
• River Forest (signed bike routes)
• Rock Island (bike lanes)
• Roselle (bike lanes and signed bike routes)
• Schaumburg (bike lanes)
• Springfield (bike lanes)
• Skokie (bike lanes and signed bike routes)
• Urbana (bike lanes)
• Warrenville (signed bike routes)
• Westmont (signed bike routes)
A Closer Look: In other towns, however, it seems that officials have only looked at the "either liability or
immunity" perspective. This is too simplistic, not considering the true level of risk exposure. Quantifying
exposure based on existing evidence is necessary to making an informed policy decision. Towns do this all
the time, in situations where doing nothing would mean no liability. So it should be with on -road
bikeways, which create much less exposure than many other public amenities.
For many, unfamiliarity with on -road bikeways plays a role in the decision. Much can be learned from
successful examples around the country — and from resources including the AASHTO Guide for the
Development of Bicycle Facilities Following the court - accepted AASHTO guidelines is the best way to
minimize liability exposure while improving public safety.
League of lllinois Bicyclists, 2550 Cheshire Dr., Aurora, IL 60504 - -- 630 - 978 -0583, 1ib�bi ib oiX
...... ....... .
Mount Prospect
Bicycle Plan
ACTIVE TRANJS S..AM SCHWA RTZ
E N G I N E E R I N G
MI
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1
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Mount Prospect
Bicycle Plan
Presented by the Active Transportation Alliance and Sam Schwartz Engineering, June 24, 2011
i
5 AM 5 C H W A R T Z
E N C 1 N E E R I N G
7A
ACTIVE TRANSPORTATION
ALLIANCE
Contents
61 Appendix A: Projected Energy Savings
Background - • Introduction 6.2 Appendix B: Community Bicycle Network Maps
6.3 Appendix C: Funding Resources
1.1 Introduction 8 6.4 Appendix D: Pedestrian and Bicycle Facilities Guidance
1.2 Why a Bike Plan for Mount Prospect 8 6.5Appendix E: Sample Bicycle Parking Ordinance
1.3 The Benefits of Bicycling 8 6.6Appendix F: Sample Distracted Driver Ordinance
1.4 Plan Methodology and Community Outreach 9 6.7 Appendix G: Sample Complete Streets Policy
1.5 Projected Energy Savings Analysis 12 6.8Appendix H: Crash Map
1.6 Biking in Mount Prospect Today 13 6.9 Appendix I: Bike Plan Task Force
1.7 Existing Facilities 14
1.8 Regional Context 14
2.1 Bicycle Level of Service 18
2.2 Glossary of Potential Treatments 20
2.3 Bike Network Recommendations 21
2.3.A Phase 1 23
2.3.13 Phase 11 27
2.3.0 Phase 111 29
2.4Additional Bicycle Infrastructure 31
3.1 Timeframe 36
3.2 Bicycle- Friendly Ordinances 37
3.3 Bicycle- Friendly Policies 38
4.1 Education
40
4.2 Encouragement
42
4.3 Enforcement
44
45
51 Transportation Safety Commission 46
5.2 Collect and Analyze Cycling Data 46
5.3 Review Progress 46
5.4 Commitment to Funding 47
5.5 Become a Bicycle- Friendly Community 47 Unless othcrujisc notal, all images courtesy ofActirc Transportation
5.6 Implementation Matrix 48 Alliance and Sam Schwartz Engineering
52
58
63
64
65
66
67
68
69
2 MOUNT PROSPECT BICYCLE PLAN
EXECUTIVE SUMMARY 3
Executive Summary
The Mount Prospect Bicycle Plan establishes a vision for
bicycling in the Village of Mount Prospect. To "shift gears"
toward a more bicycle- friendly, more livable community, the
plan sets forth an integrated set of recommendations regarding
safety, education and encouragement programs, as well as
bicycling related infrastructure, including a comprehensive
bikeway network.
A central goal in the development of the Mount Prospect
Bicycle Plan was to actively involve members of the public,
village staff, and key stakeholders in all phases of the study.
Key activities included a kick off meeting with village staff, a
community bike ride, a public open house meeting, two focus
group meetings, surveys, and the creation of a website and a
Facebook site to distribute information and gather feedback
used to guide the development of the plan.
The vision for the Mount Prospect Bicycle Plan is to create a
safe, comfortable and bicycle- friendly environment in Mount
Prospect, which encourages people of all ages to use bicycles for
everyday transportation and enjoyment.
The primary objectives of the Mount Prospect Bicycle Plan are.
• To develop a comprehensive biking and walking network
consisting of marked on- street bikeways, signed routes, and
multi use trails where possible,
To develop a safety and education plan for the Village of
Mount Prospect, and
• To understand the energy savings and greenhouse gas
reductions of a fully implemented bicycle network
The Village of Mount Prospect partnered with consultants from
Active Transportation Alliance and Sam Schwartz Engineering
to produce the Bicycle Plan. The Plan is organized around
four key strategies, which, when integrated, will help Mount
Prospect achieve its primary objectives and realize its vision of a
bicycle friendly community.
Thosc four kcy strategies are.
1. Building the Bikeway Network and Amenities
2. Adopting Bicycle Friendly Ordinances and Policies
3. Establishing Bicycle Education, Encouragement and
Enforcement Programs
4. Committing to Evaluation and Implementation
The following recommendations are the "heart" of the Mount
Prospect Bicycle Plan. They represent a reasonable and
practical strategy to achieve a bicycle- friendly vision for Mount
Prospect. The continued support and participation by the
village and all Mount Prospect residents and stakeholders will
ensure that this vision can be achieved.
1. Bikeway Network
The bike network proposed in this plan provides door -to -door
safe access to the key places in Mount Prospect. Highlights
of the network include 30 miles of on and off street facilities,
connections to neighboring communities, use of innovative
design, and a bicycle information system.
2. Bicycle - Friendly Ordinances and Policies
Increasing use of the bicycle network requires the adoption and
administering of ordinances and policies that facilitate safe use
of these facilities. Amending policies and ordinances to support
the construction of bicycle facilities, and increased on -road
safety will encourage more people to use the bike network.
3. Programming to Support Biking
The plan provides guidance on the development of locally
tailored programs. These programs promote biking through
safe cycling and bicycle maintenance education initiatives,
distribution of information and community events to encourage
bicycling, and enforcement of safe cycling laws and rewarding
positive behaviors.
4. Evaluation and Implementation
The planning process continues beyond adoption of this plan. It
will require years of implementation and the dedication of key
stakeholders. Involved and thoughtful residents are key to the
implementation of the Mount Prospect Bicycle Plan. Funding
from both the village as well outside resources is needed to
implement the recommendations, and additional outreach and
data collection will show progress of the plan.
4 MOUNT PROSPECT BICYCLE PLAN
Executive Summary (Continued)
The Mount Prospect Bicycle Plan encompasses an ambitious but
achievable set of strategies to encourage more people in Mount
Prospect to bike more often. Central to implementing the plan is
the need for an on -going village commitment to fund programs
and infrastructure improvements. Implementation of the plan
will require coordination between various village departments
and other agencies. Finally, ongoing monitoring and evaluation of
the progress toward implementing the recommended programs
and improvements will be a key to the overall success of the plan.
Implementation of the plan will, in time, see Mount Prospect's
streets, greenways and parks become more bicycle - friendly.
The existing and proposed bikeway network will allow all
Mount Prospect residents convenient access to a safe and
comfortable bikeway system. Measures will be implemented to
assist cyclists in crossing physical barriers such as busy roads
and railroad tracks.
Mount Prospect will be recognized as a community where many
people can combine biking and transit on their commute to
and from work, and where safe and secure bicycle parking is
available throughout the community. It will be a community
that is more livable for its residents, and one that respects and
promotes the environmental, social and economic benefits
that cycling can offer. It will be a leader in promoting the use
of the bicycle, and also delivering traffic safety and education
programs to both motorists and cyclists of all ages. Mount
Prospect will be a community where cyclists and motorists are
more respectful of each other.
EXECUTIVE SUMMARY 5
6 MOUNT PROSPECT BICYCLE PLAN
1.1 Introduction
8
1.2 Why a Bike Plan for Mount Prospect
8
1.3 The Benefits of Bicycling
8
1.4 Pl M a n d Co mm u nity Ou
9
1.5 Projected Energy Savings Analysis
12
1.6 Biking in Mount Prospect Today
13
1.7 Existing Facilities
14
1.8 Regional Context
14
1.1 Introduction
The Village of Mount Prospect prides itself on a high quality
of life grounded in safe neighborhoods, excellent schools,
independently owned businesses, tree -lined streets and service -
oriented government led by community involvement. Situated
along the Union Pacific/Northwest Metra Line and near the Des
Plaines River Trail and Busse Woods Forest Preserve, Mount
Prospect is well positioned to become a more bicycle friendly
community.
The Mount Prospect Bicycle Plan, funded by the U.S.
Department of Energy,. Energy Efficiency Conservation Block
Grant Program (EECBG), lays out a systematic way to support
bicycling in the community. A dedicated group of appointed
officials, public employees, and interested stakeholders have
helped to shape this plan.
Putting in place infrastructure improvements and implementing
policies and programs to encourage Mount Prospect residents to
bicycle more often, especially for utilitarian trips, will improve
the health and livability of the community. The Mount Prospect
Bicycle Plan is comprised of four implementation tracts that,
when employed in concert, will establish a physical and cultural
environment that supports and encourages safe and comfortable
travel throughout the city and into surrounding communities.
It is anticipated that the changes to the physical and cultural
environment will result in greater numbers of Mount Prospect
residents choosing bicycling as their preferred mode of
transportation for many local trips. This choice will lead to
healthier lifestyles, improved air and water quality, and a more
energy efficient transportation system.
The chart below illustrates the four implementation tracks in the
plan. Each track may move forward independently as resources
allow. However, it is the integration and implementation of all
four tracts that will result in Mount Prospect being recognized
as a bicycle - friendly community.
1.2 Why a Bike Plan for Mount Prospect
Mount Prospect, like many other communities, is looking for
ways to be more economically and environmentally sustainable
and more socially vibrant. While the quality of schools, suburban
values, and cost of living attract individuals and families to
Mount Prospect, people's life choices are increasingly influenced
by wellness, sustainability and mobility considerations. Many
Mount Prospect residents already choose to use a bicycle to get
to work or school, to run errands and for recreation purposes,
and the number is growing. With good proximity to county
forest preserves and regional trails, Metra commuter rail service,
and a growing cycling base, Mount Prospect is poised to benefit
from an improved bicycling network.
This plan intends to chart a course for developing a safe and
relevant bike network for Mount Prospect that will allow
residents of all ages to feel comfortable getting around by bike
throughout the community.
The objectives of the Mount Prospect Bicycle Plan core:
To develop a comprehensive biking and walking network
consisting of marked on- street bikeways, signed routes, and
multi -use trails where possible,
To develop a safety and education plan for the Village of
Mount Prospect: and
• To understand the energy savings and greenhouse gas
reductions of a fully implemented bicycle network
Using the bicycle to move about Mount Prospect is an increasingly
popular mode of transportation, due in part because of the many
benefits cycling offers.
These benefits include the following:
Mobility
A
Figure 1
Td
Costs related to transportation are a household's highest expense
after housing costs'. Improving accommodations in Mount
Prospect for bicyclists will make it easier for people to get around
without a car, particularly for shorter distance trips. This may
allow some families to reduce the number of vehicle miles
traveled by members of their household and the number of cars
that they own.
1 Source: Carfiee Census Database. Accessed: http: / /www.bikesatwork.com/
carfree /carfree- census- database.html
2 Source: Consumer Price Index for Chicago Metropolitan Statistical Area
Accessed: http: / /www.bls.gov /cex /2009 /insas /luidwest.pdf
8 MOUNT PROSPECT BICYCLE PLAN
1.3 The Benefits of Bicycling
Economy
Bicyclists are also consumers. Making Mount Prospect more
bicycle friendly will encourage cyclists to frequent local
businesses, whether they are downtown or at large shopping
centers. Bicycle - friendly accommodations increase cyclists'
access to businesses. Providing bicycle-friendly infrastructure
improvements will encourage more residents to travel by bike to
purchase goods and services at local shops, rather than travelling
by car to spend money in another town.
Health
Sedentary lifestyles contribute to record levels of obesity and
health issues, including heart disease, stroke, diabetes, and other
weight related problems. Active living is a solution. Traveling
by bike, whether for commuting or recreational purposes, is an
inexpensive and convenient way to integrate healthy, physical
activity into everyday life,
Environment
Improving bicycle infrastructure and encouraging more
bicycling activity has the potential to reduce the number of
vehicle trips and vehicle miles travelled in Mount Prospect.
Fewer cars on the road means less traffic congestion, reduced
vehicle exhaust emissions, cleaner air, and a reduced reliance on
finite energy resources.
1.4 Plan Methodology and Community Outreach
The project team has worked closely with Village staff, key
stakeholders and more than 100 residents to learn about the
community and to get a local perspective on biking in Mount
Prospect. The following is a summary of the outreach activities
that have occurred. These activities and the feedback received
are the key drivers behind the recommendations contained in
this plan.
1.4. A Kickoff Meeting with Task Force
The work to create the Mount Prospect Bicycle Plan officially
kicked off on August 13, 2010 at a meeting with Village staff.
The Mount Prospect team, which included staff from the
Village manager's office, and the community development,
public works, and police departments, met with representatives
from Active Transportation Alliance and Sam Schwartz
Engineering to discuss the process and expectations for the
bike plan.
1.43 Family Bike Ride
1.4.0 Community Open House
The project team staff attended the Mount Prospect Family
Bike Ride hosted by the Mount Prospect Police Department
on August 28, 2010. The project team advertised an upcoming
open house and rode around the community getting to know
the people and the streets of Mount Prospect.
A community open house was held on October 6, 2010. The
open house was a key activity in the process to develop the
bike plan. Participants were able to express their opinions
regarding the opportunities and challenges to developing an
improved bike network in Mount Prospect. They were the
"local experts" who knew their own streets quite well, knew
which intersections are challenging to cross, which streets are
most difficult to bike on now, and which destinations they most
want to travel to by bike.
BACKGROUND AND INTRODUCTION 9
Figure 2: Mount Prospect Family Bike Ride. August 2010
Figure 3: Community Open House, October 2010
1.4 Plan Methodology and Community Outreach (Continued)
Approximately 25 residents attended the community open
house. The project team members explained the history and
purpose of the project, and the bike planning process.
Attendees broke into groups and participated in a mapping exercise zvhcrc
they were asked the following questions:
• Where do you bike now?
• Where do you wish you could bike?
• What would encourage you and your neighbors to bike
more often?
• What would make you feel safer when biking?
Participants at the open house were asked to comment on safety
and encouragement programs, and infrastructure improvements
that would enhance their biking experience in Mount Prospect.
The following lists summarize the programming and bike
amenities they would like to see in their community. These
suggestions were used to recommend a series of education,
encouragement and enforcement programs, and infrastructure
improvements to promote biking in Mount Prospect.
Education, Encouragement and Enforcement
• Bike safety education through the schools
• Bike special events such as community rides
• Parent support for kids walking and biking to school
• More available /accessible information about biking in the
community
• Shower facilities at workplaces
• Increase train station parking costs to encourage biking to
Metra
• Additional bike racks at all destinations and Nletra stops
• Enforcement of traffic laws for cyclists and drivers
Infrastructure
• Bike route signs
• Improved connections to existing regional bike paths
• More water stations /fountains on trails
• Designated bike lanes
• Bikes allowed on Metra at all times
• Re- stripe crosswalks
1.4.D Additional Outreach Activities
Community Connections Center
On November 2, 2010 the project team visited the Community
Connections Center to talk about biking with residents on
the south side of the Mount Prospect. Some residents talked
about bicycles as their main mode of transportation and they
commented that safety was their primary concern. Residents
expressed a desire to feel safe and not at risk while commuting
by bike. Six residents at the Community Connections Center
responded to a survey about their biking preferences, including
where they bike, where they would like to bike, and what would
encourage them to bike more often.
The following is a summary of responses received from respondents at the
Community Connections Center.
• Half of all respondents biked daily or weekly.
• All respondents considered themselves intermediate or
advanced cyclists.
• Busse and Algonquin Roads were the most common places
for these respondents to bike.
• Enforcement of rules of the road, improved intersections
and crossings, and separated bike lanes were equally
popular requests among respondents.
• On- street bike lanes were the most requested infrastructure
to encourage biking.
• Incentives for commuting by bike and easier access to
information were the most popular ways to encourage
respondents to ride more.
What is the purpose of your bike
40 trips?
sm
25
XY ber of rrspmndents _
tharuse bicyclingfor each 20
15
30
iC v Crrnn.ec -ammo
Center
5
• Prospect High Schmml
01
Visiting Recaeation Runeios Gmmmuting to
MEW& errands work or school
Figure 4: People in Mount Prospect bicycle for transportation and recreation.
• Improve crossings for bicycles on major arterial streets
10 MOUNT PROSPECT BICYCLE PLAN
1.4 Plan Methodology and Community Outreach (Continued)
Prospect High School Students and Staff
On November 4, 2010, the project team visited Prospect High
School to talk to students, faculty and staff about biking to the
school and around the community. The project team set up a
table in the student lounge during the lunch periods to talk with
students. A total of 44 students and 2 faculty, responded to a
survey about their biking preferences, including where they bike,
where they would like to bike, and what would encourage them
to bike more often.
The following is a summary of responses received from Prospect High
School students and faculty:
• More than half of all respondents bike daily or weekly.
• Nearly all (43 out of 46) respondents considered themselves
intermediate or advanced cyclists.
• The most popular streets to bike on are residential streets,
Northwest Highway, Elmhurst Road /Route 83/Main Street,
Kensington Road, Central Road, and Arlington Heights
Road.
condition of pavement, and the bikeability of each roadway. The
data was used to evaluate the comfort level for biking on the
streets surveyed and to recommend bicycle accommodations to
improve the comfort level for biking on some streets.
ao
What safety measures would
encoura a you to bike more?
Number of respondents that would itke to see each tree of improvement
35
so
25
20
15
10
3
U
Bike lanes separated ham the F.afo ncement of rules of the
street and sidewalk imcriections and tail mad road
tracks
■ Prospect High. school ■ Community convections. center
• Kensington Road, Elmhurst Road /Route 83/Main St, and
Golf Road are the top streets respondents wish they could
bike on.
• More than 2/3 of respondents use their bike to visit friends,
but less than 1/4 bike to work or school.
Building separated bike lanes was seen as the infrastructure
improvement that would improve safety and encourage the
most people to bike more.
• Rules of the road education for drivers was the most
demanded educational opportunity by respondents.
• An incentive for biking was the most requested
encouragement technique, followed closely by signed bike
routes and special events for biking.
Both groups said that bike lanes, like those found on the streets
of Chicago or a dedicated bicycle facility, like the separated cycle
tracks used in New York or Portland, would make them feel
much safer.
1.4.E Existing Condit Repo a Fi e l d Work
The project team compiled an existing conditions report
summarizing their outreach, research and findings about the
bicycle network in Mount Prospect. The report was shared with
village staff, and report findings were used to write this plan.
As part of the existing conditions report, the project team
completed a field survey of the majority of streets in Mount
Prospect, Data collected included roadway widths, speed limits,
Figure 5: People in Mount Prospect would like to see safety improvements to
their bike network.
1.4.F Community Bike Ride
The project team held a bike ride on August 23, 2011 to
introduce residents and elected officials to the recommendations
contained in this plan. Approximately 25 people attended the
ride and discussed future bicycling improvements.
Figure 6: Mount Prospect residents discuss bicycling in their community and
proposed changes.
BACKGROUND AND INTRODUCTION it
1.5 Projected Energy Savings Analysis
One of the many positive benefits of commuting by bicycle is the
energy savings and environmental impact of shifting trips from
car to bicycle. In the last two decades, an ever increasing number
of people are choosing the bicycle as a mode of transportation
A combination of additional infrastructure, educational,
encouragement and safety factors have contributed to this
increase. As additional facilities for bicycling are built, bicycle
usage is likely to continue increasing.
Funding for the Mount Prospect Bike Plan was obtained through
the United States Department of Energy's Energy Efficiency
Conservation Block Grant Program (EECBG). The primary
objective of this funding source is to document energy savings
and environmental benefits that might be achieved with the
implementation of this plan.
One way to quantify the value of bicycling and its benefits for the
community is by looking at the projected reduction in Vehicle
Miles Traveled (VMT) as residents substitute trips taken by car
for trips taken by bicycle. For each vehicle mile not traveled,
there is a resulting energy savings.
Currently available US Census transportation data estimates
show that 0.53% of trips in Mount Prospect are taken on a
bicycle. This portion of trips taken by a particular mode of travel
is called mode share. Based on these existing conditions and
the proposed changes to Mount Prospect's bicycle network, 2%
is the goal for bicycle mode share, an increase of 1.47 %. At the
time of complete build -out of this bicycle plan, a total of 13,321
miles per day will be saved, resulting in 656 gallons of gas and
117,096 fewer kilograms of greenhouse gases emitted due to this
reduction in VMT.
For a complete report on the Projected Energy Savings Anaosis, see
Appendix F.
Figure 7: Daily energy savings from bicycling.
Gallons of Gas
Saved
700
600
500
400
300
200
100
0
656
a Existing Conditions
Phase I Complete
6 Phase I & II Complete
■ Phase I, II, &111 Complete
Figure 8: Gallons of gas saved by bicycling intead of driving.
12 MOUNT PROSPECT BICYCLE PLAN
Gas Saved (Gallons)
Daily Energy Savings
Bicycle
Reduction in
Gas CO2 Other Greenhouse
Mode
Vehicle Miles
Saved Reduction Gases Reduction
Share
Traveled
(Gallons) (ICilogru—) (Rilogr nr,)
(VMT)
Existing Conditions
0.53%
139
i 60 3
Phase I Cornplete
1%
360
18 156 8
Phase I r& II Complete
1.50%
5,393
266 42,948 2260
Phase I, II, R III Complete
2%
6,172
656 111,242 5,815
Figure 7: Daily energy savings from bicycling.
Gallons of Gas
Saved
700
600
500
400
300
200
100
0
656
a Existing Conditions
Phase I Complete
6 Phase I & II Complete
■ Phase I, II, &111 Complete
Figure 8: Gallons of gas saved by bicycling intead of driving.
12 MOUNT PROSPECT BICYCLE PLAN
Gas Saved (Gallons)
1.6 Biking in Mount Prospect Today
Biking is an increasingly popular form of transportation and
recreation for the people of Mount Prospect. On a typical day,
bikes can be found parked in front of the Metra station, the
public library, and schools throughout the Village. Children
are often seen riding to their friends' houses, adults use bikes
to commute, run errands and meet up with friends. There
are organizations, businesses and programs that support and
encourage both adults and children to bike in Mount Prospect.
These include:
1.6.A Mt. Prospect Bike Club
The Mt. Prospect Bike Club is a group of residents from Mount
Prospect and nearby suburbs that ride together in the spring,
summer and fall. They offer two group rides per week: one on
Thursday nights and one on a weekend morning. Rides start at
Lion's Park in Mount Prospect or at Frontier Park in Arlington
Heights. Club members range from novice to experienced and
many participate in invitational rides sponsored by other bike
clubs throughout the Midwest. The club does not host any
competitive rides, but does participate in community events and
regularly offers safety and maintenance tips to its members.
There are also bike clubs that meet in neighboring communities,
including the Wheeling Wheelmen in Wheeling and the
Arlington Heights Bicycle Club in Arlington Heights.
Figure 9: Bike Route Sign on Emerson Street in Mount Prospect
1.6.B Bike Shops
The Village is currently home to one full- service bike shop,
Prospect Bikes and Trains. This bike shop has been a fixture in
the community since 1959. Bicycles can be purchased from other
retailers in the community such as Sports Authority, Wal Mart,
Costco, and other stores.
There are also full- service bike shops in the nearby communities
of Arlington Heights and Elk Grove Village. These shops offer
maintenance and repair classes, sponsor competitive racing
teams and provide bicycle sales and service..
1.6.0 Safe Routes to School
Safe Routes to School (SRTS) is a federal funding program
administered by the Illinois Department of Transportation to
encourage children in grades K 8 to walk or bike to school. The
Village of Mount Prospect has partnered with school districts to
successfully apply for funding from the SRTS Program. The funds
have been used to educate parents and students regarding the many
benefits of biking or walking to school, to encourage such activities,
to build infrastructure to accommodate safe biking and walking
routes to schools, and to enforce rules of the road in school zones.
To date, there have been calls for Safe Routes to School projects
in 2007, 2008 and 2010. In 2007 the Village partnered with
Community Consolidated School District #59 to construct
sidewalks, create a crossing guard program, establish a student
parent patrol program, and teach safety skills to both students
and parents. In 2008, the Village partnered with River Trails
School District #26 to start parent -led walk to school groups at
Euclid Elementary, . Indian Grove Elementary, and River Trails
Middle School. The Village did not apply for Safe Routes to
School funding in 2010. The next call for funding applications
will be in the Fall of 2012.
1.6.D Other School Initiative-
International Walk to School Day
In addition to Safe Routes to School programs, Mount Prospect's
Lions Park Elementary School participated in the 2009 and 2010
International Walk to School Day events. This event is part of
a global day when all children and families are encouraged to
celebrate walking to school.
School Service Areas, Neighborhood School Model or
Grade Center School Model
River Trails School District #26 and Prospect Heights District
#23 have considered switching from community- centered
schools to a grade center school model where each school
building will host a limited number of grades. The grade center
model has the potential to save school districts money on staffing
by consolidating resources. However, grade center elementary
schools may discourage parents with more than one child from
choosing walking or biking because the parent may be able to
walk with one child, but has to drop another child off because
the school is too far away.
District #26 has chosen to maintain its neighborhood elementary
schools. District #23 will change to a to a grade center model for
its schools beginning in Fall 2011.
BACKGROUND AND INTRODUCTION 13
1.7 Existing Facilities
11A Existing Routes
A number of residential streets in Mount Prospect already have
signs marking them as preferred bike routes. These designated
streets were signed 15 20 years ago and provide more than 15
miles of on street bike routes and 5 miles of off street paths. The
on- street routes are primarily on residential roadways.
1.73 Bike Parking
Both downtown Mount Prospect and the Mount Prospect Metra
station have bicycle parking. Di
bike parking is often full at the
Metra station and commuters
lock their bikes to fences, light
poles and signs. The majority
of bike racks near the Metra
station are located on the south
side of the tracks, with fewer
bike racks located on the north
warmer months of the year,
side of the tracks. None of the Figure 10: Crowded bike racks at the
Metra bike parking is covered. Mount Prospect Metra Station
Downtown Mount Prospect has a limited number of bike
racks. Most racks are located at street intersections, in front of
municipal buildings, and inside the municipal parking garage.
Few, if any, of the retail centers outside the downtown area offer
bike parking.
11C Bikes on Metra
Metra only allows bicycles on its trains during off-peak hours
and on weekends. A maximum of 20 bikes are allowed on the
train at any time and bikes must be secured in designated
bicycle areas. Mount Prospect residents that commute inbound,
toward Chicago, in the morning and people who work in Mount
Prospect coming into the community from communities farther
northwest are not permitted to
take bikes on the train, unless
they are folding bikes. Metra
commuters affected by these
rules sometimes maintain bikes
on both ends of their journey.
However, for many people
the "first and last miles" of a
journey to work prevent them
from choosing the bike -train
alternative for their commute.
Figure 11: Bicycles are allowed on
Metra only during off -peak commute
times
11D Existing Trails
Mount Prospect has several local trails serving the community.
The Commonwealth Edison Trail, the Kensington Business
Center Trail, the Melas Park Trail and the Clearwater Park
Trail provide for recreational rides within the community. The
Prospect Heights Bike Trail on the north side of Mount Prospect
connects to Prospect Heights and Wheeling. The two closest
regional trails are located in the Busse Woods Forest Preserve
to the southwest and in the Des Plaines River Forest Preserve to
the east. Both of these trails are difficult to access by bike from
Mount Prospect because residents must ride on or cross one or
more arterial roadways to access these trails.
1.8.A Connecting to Neighboring Communities
In order to build a connected bicycle network throughout the
Northwest Suburbs, existing and planned routes connecting
Mount Prospect to neighboring communities must also be
considered. The following is a summary of the bike planning
completed in nearby communities. Bicycle maps for each
neighboring community are available in the Appendix B.
Arlington Heights
Arlington Heigl its adopted a bicycle plan in 1996, and updated
their map in 2009. The most recent map shows connections to
Mount Prospect via Grove Street and Gregory Street connecting
to Prospect High School, along Northwest Highway, along Davis
Street through Melas Park, at Lincoln Street, and a planned
connection at Falcon Drive.
Des Plaines
Des Plaines has a bike map that was updated in 2010 that
highlights existing and proposed bike routes in the community.
The map identifies Wolf Road, Central Road, Northwest
Highway,. and Golf Road as planned bicycle routes connecting Des
Plaines and Mount Prospect. The Commonwealth Edison Right
of Way Path also connects Des Plaines and Mount Prospect. The
City of Des Plaines received a federal grant to update their bicycle
and pedestrian plan, and work began in March 2011.
Elk Grove Village
Elk Grove Village has a bike map for their community
illustrating existing routes as of January 2011. It does not identify
any existing connections to Mount Prospect. However, older
maps identified a connection on the south side of I -90 also in the
Commonwealth Edison Right of Way.
14 MOUNT PROSPECT BICYCLE PLAN
1.8 Regional Context (Continued)
Glenview
Glenview released a village bike map in January 2011. It includes
routes that are existing, programmed in their budget, and
planned. Glenview plans to improve the Lake Street /Euclid
Avenue corridor to include a bicycle facility. This corridor
provides an east west connection to Mount Prospect.
Prospect Heights
Prospect Heights has not completed any bike plans or maps.
The Prospect Heights Bike Path connects to Mount Prospect
with access points just west of the Euclid Avenue /Wolf Road and
Camp McDonald Road /Wolf Road intersections.
1.83 Regional Plans
Northwest Municipal Conference Bike Plan
The Northwest Municipal Conference (NWMC) adopted a
Regional Bike Plan in December 2010. The plan was developed
with input from member communities in the NWMC. The Bike
Plan identifies 16 corridors of regional significance that connect
communities and destinations. Member communities have
agreed that these corridors are the highest priority for improving
with bicycle infrastructure. Three of the corridors (Northwest
Highway,. Algonquin/Glenview/Central Roads, and Golf Road)
and one alternative alignment (Howard /Sibley alignment via
the ComEd ROW, Linneman Road, and Willow Road) extend
through Mount Prospect. The map (Figure 12) identifies these
regional corridors, as well as existing, planned and programmed
local bike networks in Mount Prospect and its neighboring
communities.
BACKGROUND AND INTRODUCTION 15
1.8 Regional Context (Continued)
P
MOUNT PROSPECT
Road
Bicycle Bicycle Plan - - Whe,eling
Regional Bicycle Network N N N N i
January 2011 ��� P rospect N / Heights
LEGEND
fP4
Railroad l � V
Mount Prospect Off Street Trail or Pam Proposed Route - Euclid
Planned NWMC Bike Routes
® Parksand Open Space
Bike Routes Outside Mount Prospect a Route - Greenwood Avenue
Reg Off Street Bike Routes E
g'
Existing On Street Bike Routes '' p
Future. Planned or Programed On Street Bike Routes -
G tie< v
-Nk rli ng to n Heights 5�r9tio�8J5`�e55
17N 11 4 ��<
Patih der v
f .
t r
Glenview,
6
16
1!
L
W
Higgins Road
El, Grove Villag
0
rd
I
91
I I
A
Miles �� a x e F
Ll .:..... ai rvo a I., o
Des Plaines
I
TF
I I
II
I + I
�' II
77 -
Figure 12: Regional Bicycle Network
16 MOUNT PROSPECT BICYCLE PLAN
2.1 Bicycle Level of Service
18
2.2 G of P Tr
20
2.3 Bike Network Recommendations
21
2.3.A Ph 1
23
2.3.B Phase II
27
2. Ph III
29
2.4 Additional Bicycle Infrastructure
31
2.1 Bicycle Level of Service
Mount Prospect's bike network starts at the front door of each
home and business. The primary purpose of the network is
similar to any other transportation system, connect people
to destinations, such as transit, schools, parks, retail, and
employment. However, unlike a roadway network, a bike
network can't simply be laid out based on the most direct path
or designed for a single user type. It must be designed to provide
safe routes that encourage as much bicycle activity as possible for
all ages, not just expert riders. This section of the study details
the development of the Mount Prospect Bike Network.
The most common way to quantify the suitability of any
roadway for biking is to utilize Bicycle Level of Service (BLOS).
BLOS is a methodology developed by the Transportation
Research Board to measure how comfortable a roadway is for
bicyclists. BLOS considers the following variables to assess the bicycle
friendliness of a roadway, including:
• Through -lanes per direction
• The width of the curb traffic lane
• Presence of paved shoulder, bike lane, or marked parking
area
• Bi- directional traffic volume
• Posted speed limit (mph)
• Percentage of heavy vehicles
• Pavement condition rating
• Percentage of road segment with occupied on- street parking
• On- street parking time limit
The evaluation for each roadway provides a numerical result
which is then assigned a letter grade, either A, B, C, D, E, or E
A brief discussion of what each letter grade means is provided below.
LOS A — Roadways with a BLOS A are typically considered
very bikeable because they have slow speed limits, low volume
of traffic, and provide space for bicyclists. These are typically
neighborhood streets.
LOS B — Roadways with a BLOS B are still very appealing
to all bicyclists but there is typically more vehicular traffic on
these roadways. These are typically residential roadways and
local collectors.
LOS C — Roadways with a BLOS C may not be used by
all bicyclists. There may be more vehicular traffic on these
roadways and there may be issues with the surface conditions
of the roadway. These are typically collector roadways.
LOS D — Roadways with a BLOS D are typically only used by
experienced riders. They have higher speeds, higher vehicular
volumes which discourages bicycling activity. These roadways
occasionally do have small shoulders to provide bicyclists some
buffer from vehicles. These are typically minor arterial roadways.
LOS E — Roadways with a BLOS E typically have minimal
bicycling activity. They have high speeds, high vehicular
volumes, and a lack of space for bicyclists. These are typically
arterial roadways.
LOS F — Roadways with a BLOS F are typically major arterial
roadways that are dangerous for bicyclists.. They have high speeds,
very high vehicular volumes, and do not provide any space for
bicyclists. These are typically regional arterial roadways.
A poor LOS (D,E,F) does not mean that bicycling should be
prohibited on the roadway. It just means that most bicyclists will
choose not to ride on that route and improvements are necessary
to make the roadway friendlier to most bicyclists.
The project team worked with the Village to determine which
roadways should be analyzed as part of the BLOS analysis.
The roadways selected include the proposed bike network and
the arterial roadways that run through the Village. Figure 13;
Bicycle Level of Service displays the results of the BLOS analysis
for the streets that were chosen to be analyzed. In general, the
residential streets generally have good levels of service (A, B, or
C) and the arterials have poor levels of service (D, E, or F).
18 MOUNT PROSPECT BICYCLE PLAN
2.1 Bicycle Level of Service
MOUNT PROSPECT
Bicycle Plan � ` /
Bicycle Level of Service (BL OS)
January2011
R. i I road
Mount Prospect Off Street Trail or Path 77
Parks and Open Space
BLOS
A
B
O
0
� E
F
Prospect Heights
Wheeling
SEM IN OLE LN
4
=I
CT
Ar LLJ
0 0.25 0.5 1
Miles
Ena - A EERI
Figure 13: Bicycle Level of Service
Map Note: Roadways evaluated
include roads in the bicycle network
in addition to other roadways.
BICYCLE NETWORK 19
2.2 Glossary of Potential Treatments
The existing bicycling infrastructure in Mount Prospect includes
signed routes and off street shared trails. In order to create a
complete bike network in the Village, there will be a need to
implement additional infrastructure and consider new concepts.
This section introduces some of the infrastructure and concepts
that will be discussed in the recommendations section of the
bike network.
2.2.A Signed Route
A signed route is a bicycle route that is identified by appropriate
bicycle signage. Route signage can be placed on multi -use paths,
shared roadways, or roadways that are suggested for bicycling.
Signed routes often link disconnected bicycle paths or lanes,
connect to areas of high bicycle demand, or present the bicyclist
with a safer path option. Best practices dictate that the bicycle
signage have destinations posted on the signs to give bicyclists a
reason to use the route', and that there must be clear advantage
to using the signed bicycle route, such as biking along streets
with lower automobile traffic' - . Distance to the destination and a
directional arrow further guides cyclists along a designated route
and to their destination.
Figure 14: Example of a
bike route sign
2.23 Bicycle Boulevard
A bicycle boulevard is a shared roadway that has been designed
for lower traffic speed and volumes in order to provide for
more comfortable bicycling conditions. This is often achieved
by traffic calming, signage, pavement markings, and bicycle -
friendly intersection design. These measures not only make
bicycling more inviting, but they also discourage non local trips
by motor vehicles, though motor vehicles still have access to
bicycle boulevards'. This type of treatment is appropriate for
cyclists of all ages, especially those who are uncomfortable riding
near automobile traffic.
1 Source: http: / /www.bicyclinginfo.org/ engineering /facilities- roadways.cfm
2 Source: http: / /www.sccrtc.org /bikes /AASHTO_1999_BikeBook.pdf
3 Source: http: // www. ibpi. usp. pdx. edu/ inedia /BicycleBoulevardGuidebook.
pdf (also picture)
Figure 15: Example of a bicycle boulevard'
2.2.0 Bike Lane
A bike lane is a section of the roadway that has been striped,
marked, or denoted by a different color pavement in order to
provide exclusive space for bicyclists. A bike lane requires a width
of four feet on roadways with no curb or gutter and a width of five
feet when adjacent to on- street parking. Furthermore, bike lanes
should be on the right side of the road, carrying bicyclists in the
same direction as the adjacent travel lane'.
Figure 16: Example of a bike lane
4 Source: http : / /www.bicyclingiufo.org/ engineering /facilities- bikelaues.cfm
20 MOUNT PROSPECT BICYCLE PLAN
2.2 Glossary of Potential Treatments
2.2.D Marked Shared Lane
A marked shared lane is a roadway that carries both vehicular
and bicycle traffic, with no exclusive space for either. However,
marked shared lanes encourage bicyclists to bike on the right
side of the roadway, often through the use of shared lane
markings (sparrows). Shared lane markings are generally only
appropriate for lower -speed and lower volume streets'.
2.2.E Road Diet
A road diet is a design approach that alters roadways by
removing a travel lane or reducing a travel lane's width. This
is done to create more space for pedestrians and bicyclists,
slow traffic, and improve safety. Space from motor vehicle
travel lanes is often converted to bike lanes when road diets are
implemented. Road diets are particularly appropriate for four -
lane roads that do not carry the traffic volume to warrant four
lanes, and a conversion to three or two lanes would allow for
Figure 18: Example of a road diet'
5 Source: http:// bike- pgh.org/campaigus /bicycle- advocacy /shared -laue-
markings/ (also picture)
6 Source: http: / /www.bicyclinginfo.org /fags /answer.cfm ?id =3479
7 Source: http: / /publicola.coin /wp- content /uploads /2010/05/
StoneWaybeforeafterFINAL l.p df
2.3 Bike Network Recommendations
Mount Prospect's residential street network displays a number
of characteristics that are conducive to a good bicycle network.
The residential streets have low traffic volumes and slow speeds,
which encourage people to ride on- street. The grid system
provides direct connectivity, as opposed to many suburbs which
are broken up by cul -de -sacs. Many of the Village's parks and
schools are located on these residential streets, making it easy
for people living in the neighborhood to bike to these popular
destinations. All of these aspects provide a strong foundation to
build a Village bike network.
However, there are also a number of challenges to building
a complete bike network using residential streets in Mount
Prospect. The arterial roadways that run through the Village
are not only difficult to ride on, which was made apparent by
our observations and the level of service analysis, but they
can also be difficult for bicyclists to cross without a protected
crossing. Many of these arterials do not have the necessary right -
of-way to construct off-street paths. And although most of the
residential streets have operating characteristics that are friendly
to bicyclists, they are typically not wide enough to provide
dedicated on or off-street facilities.
The development of Mount Prospect's bike network was built upon a
number of principles. These include:
• Use of existing bike routes when possible
• Prioritize connections to schools and parks
• Cross arterial roadways at signalized intersections
• Incorporate the input from the public open house and
resident surveys
• Use the results from the BLOS Analysis
• Provide local and regional connections
The project team also recognized that implementing the bike
network is not going to occur overnight. A number of the
recommendations will take longer to receive approval and
funding. But the success of this plan cannot solely hinge on
these recommendations, there also must be recommendations
to implement in the next few years. The project team developed
two phases of implementation for the Bike Network. The Phase
I Bike Network includes improvements that can be completed
in the near term, while the Phase II Bike Network includes
intermediate and long -term projects. A Phase III Bike Network
was also identified to include potential regional connections
along arterials roadways.
BICYCLE NETWORK 21
improved bicycle and pedestrian facilities'.
Figure 17: Example of a marked shared lanes
2.3 Bike Network Recommendations (Continued)
Figure
22 MOUNT PROSPECT BICYCLE PLAN
.�. Golf Course I
2.3 Bike Network Recommendations (Continued)
Phase I of the Mount Prospect Bike Network is intended
to connect the primary destinations in the Village utilizing
residential streets and be implemented in the immediate term.
These recommendations can be completed quickly due to the
lower costs and minimal coordination with outside agencies.
The entire Mount Prospect Bike Network should provide signage
that gives riders information on distance, destination, and
direction. All of the treatment recommendations are in addition
to the signage. Additional discussion on signage is provided in
the next section of the study.
The description of each treatment is listed below. Figure 23 displays the
Phase I Bike Network treatments in map form.
2.3.A.1 Striping Parking /Shared Lane Markings
While parking is provided on most wide collector streets, it was
rarely observed being used during any time of the day, mainly
because most of the single family homes also have driveways.
Because of the lack of on- street parking demand, most bicycling
activity was observed in the area allocated for parking. For
residential streets with a width of at least 35', it is recommended
that the on- street parking be striped. This will provide a
dedicated travel lane for cars and allow bicyclists to use the
protected parking lane when available. Shared lane markings
(sharrows) should also be striped on the travel lanes to alert
drivers to the presence of bicyclists and to share the road, as well
as serve as a wayfinding system for the network.
This treatment should be provided at the following locations:
• Lincoln Street, between Douglas Avenue and See Gwun
Avenue
• Lonnquist Boulevard, between Meier Road and Llmhurst
Road
• Meier Road, Golf Road to Connie Lane
Figure 20: Example of striped parking and sharrow in travel lane
2.3.A.2 Signed Bike Routes
A number of the residential streets provide on- street parking on
both sides, but have a width under 35'. If the on- street parking
was striped on these streets, the travel lanes would be less than
10' which is not sufficient for a two way, shared use roadway.
These streets are still very comfortable for bicyclists and should
be included as part of the bike network. Signage should be
installed on these streets to alert drivers of the presence of
bicyclists and to share the road, as well as make bicyclists aware
that these streets are suggested for riding.
BICYCLE NETWORK 23
2.3 Bike Network Recommendations (Continued)
This treatment should be provided at the following locations:
• Albert Street, between Prospect Avenue and Council Trail
• Audrey Lane, between Central Avenue and Connie Lane
• Burning Bush Lane, between Seminole Lane and
Kensington Road
• Busse Avenue, between Weller Lane and We Go Trail
• Busse Avenue, between Maple Street and Mount Prospect
Road
• Church Road, between Willow Lane and Linneman Road
• Connie Lane, between Meier Road and Audrey Lane
• Council Trail, between See Gwun Avenue and Albert Street
• Country Lane, between Emerson Street and Golf Road
• Emerson Street, between Gregory Street and Country Lane
• Greenwood Drive, between Wheeling Road and Wolf Road
• Gregory Street, between Waterman Avenue and William
Street
• Linneman Road, between Golf Road and Dempster Street
• Lonnquist Boulevard, between Elmhurst Road and
Emerson Street
• Maple Street, between Evergreen Avenue and Northwest
Highway
• Na Wa Ta Avenue, between Golf Road and Lonnquist
Boulevard
• Owen Street, between Gregory Street and Busse Road
• Prospect Avenue, between Albert Street and Mount
Prospect Road
• Pine Street, between Kensington Road and Northwest
Highway
• Redwood Drive, between Cottonwood Lane and Dempster
Street
• Robert Drive, between Lonnquist Boulevard and
Cottonwood Lane
• See Gwun Avenue, between Lincoln Street and Lonnquist
Boulevard
• Waterman Avenue, between Gregory Street and Northwest
Highway
• We Go Trail, between Busse Avenue and Lincoln Street
• Weller Lane, between Central Road and Busse Avenue
• Wheeling Road, between Kensington Road and Euclid
Avenue
• William Street, between Council Trail and Golf Road
• Willow Lane, between Tamarack Drive and Linneman
Road
2.3.A.3 Bike Lanes
Separated bike lanes should be striped on Business Center
Drive, between Wheeling Road and Lakeview Court, and
on Feehanville Drive, between Business Center Drive (west)
and Wolf Road.. Both roadways provide one lane of travel
and each has a total width of 38'; each roadway should be
striped to provide a 5' bike lane, a 2' buffer between the bike
lane and travel lanes, and a 12' travel lane in each direction.
Consideration should be given to constructing a physical barrier
in the buffer to provide additional protection for bicyclists
from vehicles. These bike lanes will allow people to access the
businesses located on these roadways.
8 Top Iinage courtesy of Dero
Figure 21: Potential
new bike parking
locations near the
Metra station and
new connection
(top). Example
of covered bike
parking (bottom)'
24 MOUNT PROSPECT BICYCLE PLAN
2.3 Bike Network Recommendations (Continued)
2.3.A.4 Metra Connections
Currently, bicyclists must access the Mount Prospect Metra
Station by parking their bikes in the area around Main Street
and Northwest Highway. While this does put them very close to
the station, it can be challenging at times to access that location
as a bicyclist due to the volume of traffic at the intersection
and the width of the roadways. The project team recommends
developing two new local connections to the Metra Station, one
at Pine Street and one at Emerson Street. Though these
access points are further from the Metra Station, they provide
safe and easy access for bicyclists to cross Northwest Highway.
It is also recommended that new bike parking be installed in
the Metra parking lots at these locations. The parking should
provide shelter from the weather and be secure. By providing
the protected bike parking at these locations, bicyclists will be
encouraged to park their bikes and walk as opposed to riding
through the parking lots.
Consideration for a new shelter should also be given south of
the tracks in the Maple Street parking lot.
2.3.A.5 Improving Signage to Trails
Signage should be posted at the parks to direct bicyclists to the
trails in Mount Prospect. Similar directional sgnage should also
be posted along the bike network. These parks include:
• Aspen Trails Park
• Bluett Park
• Busse Park
• Countryside Park
• Emerson Park
• Fairview Park
• Hill Street Park
• Kopp Park
• Lions Park
• Meadows Park
• Melas Park
• Owen Park
• Robert Frost Park
• Robert T Jackson Clearwater Park
• Sunrise Park
• Sunset Park
• Tamarack Park
• Weller Creek Park
• Woodland Trails Park
2.3.A.6 Intersection Improvements
The arterial roadways in Mount Prospect present a challenge
for completing a full network. The bicycle network is designed
to minimize the amount of uncontrolled crossings, but there are
still some locations that do not have any form of traffic control to
protect bicyclists that want to cross the arterial roadway.
In order to encourage bicyclists to use the entire network, theproject team
proposes the following solutions at crossings in the Phase I network.
Rand Road /Business Center Drive: There is currently a
traffic signal at the intersection of Rand Road /Business
Center Drive and Gregory Street does not connect to Rand
Road. A sidewalk is provided to connect pedestrians from
Gregory Street to Rand Road. This sidewalk should be
improved to a shared used path and signage should be
provided to direct bicyclists to use this path to access the
Business Center. A crosswalk should be striped on the south
leg of Rand Road and countdown pedestrian signal heads
should be provided on both legs of Rand Road.
Busse Road/Lonnquist Boulevard: The intersection of Busse
Road and Lonnquist Boulevard is currently uncontrolled.
New crosswalks, preferably international style, should be
striped on Busse Road and sgnage should be provided to
alert drivers to the presence of bicyclists and pedestrians
and to stop when these users are crossing. Consideration
should also be given to installing rapid flash beacons on
Busse Road at this location.
Golf Road /Robert Drive: The intersection of Golf Road and
Robert Drive is currently under two way stop control in the
north -south directions. Crosswalks should be striped across
Golf Road and sgnage should be provided to alert drivers
to the presence of bicyclists and pedestrians and to stop
when these users are crossing.
Golf Road/Na Wa Ta Avenue/Linneman Road: The
intersection of Golf Road and Na Wa Ta Avenue/Linneman
Road is currently under two way stop control in the north -
south directions and is offset. A mountable median is
currently provided on Golf Road between Na Wa Ta Avenue
and Linneman Road. Crosswalks should be striped across
Golf Road and sgnage should be provided to alert drivers
to the presence of bicyclists and pedestrians and to stop
when these users are crossing. Signage should be provided
for bicyclists to cross at the correct location.
BICYCLE NETWORK 25
2.3 Bike Network Recommendations (Continued)
Central Road /Weller Lane: The intersection of Central
Road and Weller Lane currently has a crosswalk that
provides access to Melas Park. However, bicyclists
must cross over six lanes of traffic to access the park. A
pedestrian refuge island should be installed at this location
to provide a two phased crossing for pedestrians and
bicyclists. Signage should be provided to alert drivers to
stop for pedestrians and bicyclists in the crosswalk.
2.3.A.7 Road Diet
Almost all of the roadways under the jurisdiction of the Village
are two -lane, residential roadways.
There arc two opportunities to implement a road dict on Village streets:
Business Center Drive, between Rand Road and Wheeling
Road: Business Center Drive is currently a four lane roadway
that is 48' wide at this location and does not carry a large
daily traffic volume (less than 11,000 vehicles). Consideration
should be given to reducing the roadway to a three lane, 34'
cross section that provides one lane of travel and a center left
turn lane. The additional space should be used to provide a
5' on- street bike lane on each side of the street. and a 2' buffer
between the bike lane and the travel lane.
Figure 22 displays the road dict on Business Center Drive.
Wheeling Road, between Kensington Road and Business
Center Drive: Wheeling Road is a four lane roadway that
is 38' wide at this location:. however, it narrows to two lanes
north of Kensington Road. It does not appear that Wheeling
Road needs this width in this location and consideration
should be given to reducing Wheeling Road to a two -lane,
24' cross section that provides one lane of travel in each
direction. The additional space should be used to provide a
5' on- street bike lane and a 2' buffer between the bike lane
and the travel lane on each side of the street.
Existing Cord"';.. -
Business Center Drive
or\'_d Diet
Business Center Drive
Figure 22: Existing conditions and proposed road diet on Business
Center Drive
26 MOUNT PROSPECT BICYCLE PLAN
2.3 Bike Network Recommendations (Continued)
Figure 23: Phase I Bike Network
BICYCLE NETWORK 27
M Golf Course
2.3 Bike Network Recommendations (Continued)
The purpose of Phase I of the Bike Network is to provide a
village wide connected network that can be implemented in the
near term. However, there are many other local and regional
connections that are necessary to make Mount Prospect a great
bicycling community. Many of these connections will take much
longer to complete due to issues relating to funding, approval
and coordination with other agencies. This sections details the
additional connections that should be considered in the long-
term. Figure 26 displays the Phase II treatments.
2.33.1 NWMC Regional Corridors
The Northwest Municipal Conference (NWMC) is proposing to
construct regional bicycle corridors. A total of 12 corridors and
several alternative routes have been selected as regional priority
routes. A number of these pass through Mount Prospect. They
include:
• Northwest Highway
• Central Road
• Golf Road
• Howard /Sibley Corridor (using Corn Ed right- of-way)
Communities throughout the NWMC collaborated on selecting
these corridors of regional importance. Feasibility studies are
underway on some, but there is no current plan for how these
will be constructed. The selected corridors will provide regional
connectivity beyond the borders of Mount Prospect, and the
Mount Prospect bike network will connect to these routes to
provide both regional and local connectivity.
2.3.6.2 Sharrows
Sharrows are pavement markings that can alert drivers when
to expect bicyclists and to share the road. In Chicago, these
markings are typically used on routes that bicycle commuters
use that are not wide enough for a full bike lane and alert
drivers to share the road. In Mount Prospect, striping sparrows
would help make drivers more aware that they are driving
on a bicycle route. Sharrows should initially be striped at the
following locations:
• Emerson Street
• Gregory Street
• Burning Bush Lane
• Council Trail
If the Sharrows at these locations are found to be successful,
the Village should consider expanding the program to more
roadways in the bike network.
2.33.3 New Shared Use Paths
There are a number of locations in the Village that have
the potential to have a shared use path for bicyclists and
pedestrians.
Kensington Road, from Forest Avenue to River Road: A
12 -16' shared use path should be constructed on Kensington
Road, between Forest Avenue and River Road, on the
north side of the road. This represents a great opportunity
to build a complete east west connection through the
Village that also connects to the Des Plaines River. This
path would be a dedicated facility that would be available
to be used by bicyclists and pedestrians. It would provide
connections to the Des Plaines River, Randhurst Mall, a
number of schools, as well make it easy for residents in the
northeast portion of the Village to bike to downtown and to
other destinations to the south. Right- of-way is available on
Kensington Road to accomplish this project. However, there
will still continue to be issues with crossing Kensington
Road at its intersections with Rand Road and Elmhurst
Road until the traffic signal controller is upgraded.
• Busse Road, from Interstate 90 to Central Road: Busse Road
runs north -south along almost the entire west side of the
Village. A shared use path along Busse Road would provide
the most connect north -south connection in this area.
Wolf Road, from Central Road to Camp McDonald Road:
Wolf Road is a north -south roadway that connects to Des
Plaines and the Prospect Heights Metra Station. A shared
use path along Wolf Road would make it easier for bicyclists
from the south to access this Metra Station.
2.33.4 South Mount Prospect
Unlike most of the Village, the portion of Mount Prospect
located to the south of Algonquin Road and to the west of Busse
Road is not connected as part of the grid network. The residents
in this area are served by circular roads that do not connect
to anything. Improvements to the locations that the Corn Ed
trail intersects with Algonquin Road and Busse Road will
tremendously improve the connection to this area of the Village.
Figure 24 displays the location of the improvements.
At Algonquin Road, the trail is offset and there is no
potential to provide a signalized crossing here due to
the proximity to the Algonquin Road's intersection with
Dempster Street. Bicyclists should be encouraged to cross
at Dempster Street with signage, physical barriers, such as
landscaping, along Algonquin Road should be considered
to prevent dangerous crossings. The trail on the north side
of Algonquin Road should be relocated to the east, closer to
Dempster Street.
28 MOUNT PROSPECT BICYCLE PLAN
2.3 Bike Network Recommendations (Continued)
Figure 24: South Mount Prospect recommendations
• At Busse Road, the trail is offset and there is no crosswalk
for bicyclists. The trail on the east side of Busse Road should
be relocated to the south to align with the trail on the west
side. A new crossing should be constructed with a refuge
island, international crosswalk, and signage that alerts
drivers to stop for pedestrians and bicyclists
2.33.5 Intersection Improvements
The arterial roadways in Mount Prospect present a challenge
for completing a full network. The bicycle network is designed
to minimize the amount of uncontrolled crossings, but there are
still some locations that do not have any form of traffic control
to protect bicyclists who want to cross the arterial roadway.
In order to encourage bicyclists to use the cntirc nctwork, the projcct team
proposes the following solutions at crossings in the Phasc II network.
• Rand Road/Elmhurst Road /Kensington Road: This
intersection is very difficult to cross due to the volume of
traffic on the roadway and the fact that there are three
separate intersection locations. The traffic signal controller
is currently "maxed out," so additional signal phases for
pedestrians cannot currently be accommodated at the
intersection without replacing the traffic signal controller.
When the controller is eventually replaced, pedestrian signal
heads should be included at each intersection. Because a
shared path is recommended on Kensington Road, signage
should be located around the intersection that makes drivers
aware of the presence of pedestrians and bicyclists.
Busse Road/Lonnquist Boulevard: Traffic signal warrant
studies have been conducted at Busse Road/Lonnquist
Boulevard in the past, but the requirements have not
been met due to the low volume of left- turning traffic on
Lonnquist Boulevard. But one of the reasons that this
volume is low may be due to the lack of a traffic signal at
the intersection. There are two potential infrastructure
solutions at this intersection to improve bicycle safety.
The first is to construct a roundabout at the intersection.
This would allow vehicular traffic to continuously move
through the intersection, albeit at a slower speed, and
provide safe crossing for bicyclists and pedestrians. This
is a common solution to this issue across the country and
roundabouts are becoming popular in Illinois. The other
BICYCLE NETWORK 29
2.3 Bike Network Recommendations (Continued)
solution is to provide a pedestrian hybrid beacon, which
would stop vehicular traffic on Busse Road when the signal
was actuated by a bicyclist or a pedestrian. If this solution
is pursued, actuation buttons should be provided for both
bicyclists and pedestrians.
2.3.B.6 Bicycle Boulevards
Golf Road /Robert Drive: Consideration should be given
to providing a pedestrian/bicyclist actuated signal to allow
these users to safely cross Golf Road. This signal would not
be actuated by vehicles.
• Kensington Road /Pine Street: The intersection of
Kensington Road and Pine Street is currently under stop
control in the northbound direction. In order to connect
Pine Street to the future path on Kensington Road,
crosswalks should be striped across Kensington Road and
signage should be provided to alert drivers to the presence
of bicyclists and pedestrians and stop when these users
are crossing. If a left -turn lane is ever constructed in the
westbound direction on Kensington Road, a pedestrian
refuge island should also be constructed.
Northwest Highway, between Meadows Park and Melas
Park: North of Central Road, it is difficult to cross
Northwest Highway due to the absence of signalized
intersections or grade separated rail crossings. A new
crossing should be installed to connect Meadows Park and
Melas Park. Linking these two greenspaces will provide
many more recreational opportunities within the Village
and will also connect to the future Northwest Highway
bicycle facility. This crossing should be provided either
by an overpass or with a signalized intersection and an
underpass.
Consideration should be given to providing a pedestrian/
bicyclist actuated signal to allow these users to safely
cross Central Road. This signal would not be actuated by
vehicles. Consideration should also be given to removing
the westbound right turn lane on Central Road to reduce
the distance the bicyclists and pedestrians have to cross.
2.3.B.5 Removing On- Street Parking
As bicycling activity grows in the Village, consideration should
be given to providing more space and priority for bicyclists. One
way to accomplish this would be to remove on street parking
and replacing it with separated bicycle lanes. Based on the
project team's observations, the demand for on street parking
in the Village is quite low because most single family homes
have driveways. This treatment would be similar to some of the
residential roadways in Schaumburg that have bike lanes on them.
The majority of the Mount Prospect bike network utilizes
residential roadways because of the low traffic volumes and
speeds that are on them. These streets also provide the best
connections to many of the Village's assets, like its schools
and parks.. The treatments that have been recommended
only include striping and signage. A growing number of
communities are going one step further with residential
streets and providing additional infrastructure to discourage
cut through vehicular traffic and prioritize bicyclists. This
treatment has a number of different names, but the most
common is bicycle boulevards. Municipalities have utilized a
number of different methods to discourage cut- through traffic
and encourage more bicycling activity on these roadways,
including speed bumps, traffic diverters, neckdowns, chicanes,
and different types of striping. As bicycling activity grows
in Mount Prospect and demand for infrastructure increases,
the Village should consider implementing similar treatments
on some of the primary bike routes, such as Emerson Street,
Wheeling Road, or Burning Bush Lane.
Figure 25: Weathersfield Way in Schaumburg provides one lane of travel and
a bike lane in each direction. No parking is provided on street.
30 MOUNT PROSPECT BICYCLE PLAN
2.3 Bike Network Recommendations (Continued)
Figure
BICYCLE NETWORK 31
2.3 Bike Network Recommendations (Continued)
A number of regional roadways in the Village were not included
in the first two phases of the bike network not included because
they are either not under Village jurisdiction, have limited
right of way, and /or or run through multiple municipalities.
Providing recommendations for these roadways will require
multiple municipalities and agencies to develop bicycle facilities
on these roadways. As future projects are planned on these
roadways (widening, re- construction, or re- surfacing), the Village
should work with neighboring municipalities to determine how
new bicycle facilities and connections could be provided. It is
unknown when or if these connections will be possible. These
roadways include:
• Seminole Lane
• Camp McDonald Road
• Euclid Avenue
• Dempster Street
• Rand Road
• Algonquin Road
• Llmhurst Road /Main Street
• Mount Prospect Road
• River Road
In addition to the bike network, additional infrastructure
should be provided to encourage more bicycling activity in
Mount Prospect.
2.4.A Bike Parking
Like automobile parking, bicyclists require facilities to store
their vehicles once they have arrived at their destination.
Bicycle parking should be convenient and in highly visible
areas. This will both encourage use and deter theft. Planning
for bicycle parking is increasingly being incorporated
to shopping and employment areas, as it both a crucial
component of bicycling and also space efficient: one automobile
parking space can accommodate up to 12 bicycles. It is
recommended that the installation of new bicycle parking be
focused in areas of high demand: downtown, the Kensington
Business Park, Randhurst Mall, and at schools and parks.
The Village should include a section on their website to allow
residents to request bicycle parking.
Figure 27: Example of bike parking
9 Source: http: / /www.bicyclinginfo.org /engineering /parking.cfm
32 MOUNT PROSPECT BICYCLE PLAN
There are many styles of bicycle parking racks available, but
best practices state that a rack should be securely anchored to
the ground and allow both the frame and at least one wheel
to the be locked to the rack'. Bike parking should be located
approximately 50' from the entrance of buildings.
2.4Additional Bicycle Infrastructure
2.43 Signage
Signage is an important component of informing bicyclists
of important destinations that are accessible by bike. Signage
should be placed at intersections and decision points along
bicycle routes. Best practices state that there are "3 D's" of
signage: distance, destination, and direction. These components
give even first -time visitors confidence to reach their destination.
An added benefit of signage is that motorists see the signs as
well, which heightens awareness of bicyclists on the road. The
Manual of Uniform Traffic Control Devices (MUTCD) states
regulations to ensure consistency and continuity in signage.
The Northwest Municipal Conference is currently conducting
a signage plan for the regional corridor. It is recommended
that the Village sign the bike routes in Phase I using standard
signage from the Manual of Uniform Control Traffic Devices,
but wait to install any additional signage until the NWMC
project is complete.
Figure 28: Example of bike route signage
2.4.0 Signalized Crossings
There are a number of improvements that will improve
crossings for bicyclists and pedestrians. Placing the vehicle
stop line farther back from the crosswalk can improve the view
pedestrians and bicyclists have of approaching traffic Bike
boxes have this effect as well, in addition to giving bicyclists a
clear space in the intersection ". Another common technique to
improve crossings involve curb extensions, also called bulb outs,
which give more space to pedestrians, slow traffic, and shorten
crossing distances for pedestrians'. In addition to the specific
10 Source:: http: / /www.walkinginfo.org/ engineering /crossings -enhancements.cfni
intersection improvements discussed earlier, the Village should
continue to improve signalized intersections for pedestrians and
bicyclists.
2.4.D No Right -on -Red Signs
Right - turns -on -red can create conflicts for pedestrians and
bicyclists, as drivers tend to look over their left shoulder while
making the turn instead of the direction they are traveling.
One report estimated that allowing right- turn -on -red increased
bicyclist crashes by over 70W. In the US, it is often assumed
that right- turn -on -red is allowed unless there is signage present,
which is why signs prohibiting or limiting right- turns -on -red are
important in areas with many pedestrian and bicyclists. Right
turns on red should be prohibited in downtown Mount Prospect
and at all signalized intersections in the bicycle network.
12 Source:: Preusser, D. F., Leaf, W. A., DeBartolo, K. B., Blomberg, R. D., &
Levy, M. M. (1982). The effect of right- turn -on -red on pedestrian and
11 Source:_ http: /www.streetsblog.org / 2007 /06 /19 /new-bike- boxes - send - cyclists- bicyclist accidents. Journal of Safety Research, 13(2), 45 -55. doi:10.1016/0022-
to -the- front- of-the -line/ (photo of bike box) 4375(82)90001 -9
BICYCLE NETWORK 33
Figures 29 and 30: Example of a bike box (top. 29) and bump out (bottom.30)
2.4Additional Bicycle Infrastructure(Continued)
Figure 31: Example of a no turn on red sign"
2.4.E Crosswalk Countdown Signals
Crosswalk countdown signals notify pedestrians of the amount
of time left to cross street. While it is preferred that the signal
displays the time remaining at the beginning of the phase,
many countdown timers display the time remaining in the
clearance phase (the flashing "Don't Walk" or hand signal)".
Countdown timers are particularly helpful for discouraging
pedestrians to enter the crosswalk during the clearance phase
when insufficient time is available, and studies have confirmed
their effectiveness''. Countdown signals are required at all new
traffic signals.
Figure 32: Example of a crosswalk countdown signal
13 Photo source: http:// www.nj.com /hobokennow /index.ssf /2008 /06 /no_ turn_
on_red.htinl.
14 Source: http:// www.walkinginfo,org/engineering /crossings- signals.
cfm #pe destrian- signal- timing
2.41 Actuated Crosswalk Signals
There are different methods that are used to activate the "walk"
phase at signalized intersections, including push buttons, timed
signals, and automatic pedestrian detection. While timed signals
are common for intersections or areas with steady pedestrian
activity, push buttons or automatic pedestrian detection can be
used for areas with infrequent or irregular pedestrian volumes.
Pedestrian activated signals should be in locations that are also
accessible for bicyclists to easily use, meaning that if push-
buttons are used, they should be near the roadway.
2.4.G Uncontrolled Crossings
Uncontrolled crossings can be particularly challenging for
pedestrians, as vehicles do not stop as in signalized intersections
or in the presence of a stop sign. Crosswalks alert the driver
of possible pedestrians, but pedestrian refuges, or pedestrian
islands, offer greater protection than just a crosswalk alone.
Pedestrian refuges are raised areas in the middle of the
crosswalk that allow pedestrians to cross the street in phases
and offer protection in the street while waiting to complete the
crossing. Studies have confirmed their effectiveness in improving
pedestrian safety.
Figure 34: Example of an uncontrolled crossing
15 S ource:. ttp: / /www.walkinginfo.org /library /details.cfm ?id =4420
34 MOUNT PROSPECT BICYCLE PLAN
Figure 33: Example of an actuated crosswalk signal
3.2 Bicycle- Friendly Ordinances 37
3.3 Bicycle- Friendly Policies 38
3.1 Timeframe 36
31 Timeframe
In addition to a robust bicycle network, Mount Prospect needs
ordinances and policies in place to promote safe, convenient and
comfortable biking for people with a wide range of experience
levels. The adoption and administration of local bicycle - friendly
ordinances and policies will help encourage community
members to bike more often and feel safer while biking, as well
as improve driver awareness of bicyclists.
This section lays out ordinance and policy recommendations that
will help sustain Mount Prospect's vision for active transportation.
In addition to design and planning guidance, ordinances and
policies improve the transportation environment in ways that
infrastructure cannot, by prioritizing safety through legislation.
The project team recommends that the following bicycle - friendly
ordinances and policies be adopted by the Village of Mount
Prospect to support the building of bicycle infrastructure and to
enhance the safety, convenience and comfort of cyclists.
These timeframes can help the Village coordinate efforts with
staffing and work plans, and budgets.
Near -term
Near -term projects could be completed in less than two years.
These projects involve little to no start -up costs and long-
term planning prior to implementation. Many education
and encouragement initiatives are proposed for near term
implementation to build support for later projects.
Mid -term
Although mid -term means completion is expected in 3 -5 years,
some projects will require preliminary work in the near -term.
These projects may have initial start -up costs and coordination
with community organizations. Mid -term projects generally
involve more planning.
Long -term
These projects, expected to begin implementation after five
years, frequently depend on the completion of earlier projects
and local support.
Opportunistic Implementation
While this plan offers a guide to prioritizing these
recommendations as near -, mid -, or long term priorities, the
Village could actively seek out opportunities to coordinate
implementation with private development and public projects.
Private development can often trigger the need to improve
the corridor frontage areas, and state and county construction
and maintenance priorities can overlap with this plan's
recommendations. Implementing agencies should remain
aware of these kinds of opportunities and seek to coordinate
the implementation of this plan with parallel county and
regional efforts. (See the Appcndixforfunding and programmatic
resources)
36 MOUNT PROSPECT BICYCLE PLAN
3.2 Bicycle- Friendly Ordinances
3.2.A Street Design Standards and Guidelines
Time Frame: mid or long term
Mount Prospect sets standards for roadway construction through
its adopted design guidelines and street design regulations. The
Village can update its Street Design Standards to incorporate
bicycle facilities as well as the principles of Complete Streets.
This will provide a consistent standard for street construction or
improvement projects completed in the community. (See appendix
D for a list of resources)
3.2.B Bicycle Parking Ordinance
Time Frame: near -term
Bicycle parking is an essential amenity for any bicycle
transportation network. Residents are less likely use their
bike to reach businesses unless they can safely lock it at their
destination. To promote the use of the network and to boost local
commerce, Mount Prospect should adopt a zoning ordinance
to require bike parking at retail, commercial, multi family
residential and industrial sites. See appendix E for sample
ordinance language and formulas for calculating minimum bike
parking requirements.
3.2.0 Distracted Driver Ordinance
Time Frame: near -term
As Mount Prospect continues to build on- street bicycle facilities
and encourage biking, there will be more potential for car bike
crashes. Local and national trends show that distracted driving
is a significant contributor to roadway tragedies, and many
communities are targeting this behavior with tough penalties and
targeted enforcement. The Village could adopt a distracted driver
ordinance restricting the use of handheld mobile phones while
driving on local roadways to increase the safety of on road cyclists.
(See appendix F for sample ordinance language)
3.2.D Safe Park Zones Ordinance
Time Frame: mid term
Residents of all ages are drawn to Mount Prospect's numerous
parks. As havens for physical activity and recreation, parks are
destinations for all community members, especially children.
Traffic safety can be a major barrier for children walking and
biking to parks. Mount Prospect can improve access to parks by
adopting Safe Park Zones.
Similar to School Zones, Safe Park Zones are streets adjacent to
parks where traffic safety is prioritized with lower speed limits
and higher fines for speeding and disobeying stop signs and
stoplights when children are present. Under Illinois Vehicle Code
section 511- 605.3, revenue from the higher fines can be used
to establish and maintain safety infrastructure within the zone
and to fund safety programming. Safe Park Zone streets must be
designated by local ordinance and marked with signs. Several
communities in Chicagoland are currently drafting policy and
will be adopting Safe Park Zones Ordinances in 2011.
3.2.E Update Development Codes
Time Frame: long term
The redevelopment of the United Airlines Property and
the Metra Suburban Transit Access Route (STAR) Line
are two major future developments in the area. With these
future developments in mind, the Village could update their
municipal zoning and subdivision codes to require bicycling
accommodations and on -site amenities.
The design of facilities within private developments plays a
significant role in how they are accessed by active transportation.
Mount Prospect should consider updating their municipal code
to ensure connectivity and access for pedestrians, cyclists and
transit users in all new developments.
Examples include:
• Require short and long -term bicycle parking, showers and
locker rooms at workplaces.
• Create minimum standards for bicycle parking
accommodations at commercial and workplace destinations.
• Increase flexibility on the required number of car parking
spaces.
• Allow for greater integration of land use types, thereby
decreasing distance barriers for walking and bicycling.
• Require public sidewalks adjacent to large developments
and continuous sidewalk connectivity from the public
sidewalk to the building entrance.
• Require a maximum setback distance for building
entrances, ensuring shorter trips through parking lots for
cyclists and pedestrians.
• Require street connectivity for housing developments in
order to improve the directness of routes, again decreasing
distance barriers for walking and bicycling.
ORDINANCES AND POLICIES 37
3.3 Bicycle- Friendly Policies
3.3.A Complete Streets Policy
Time Frame: near -term
Complete streets are designed to enable safe access for all users
of the transportation network regardless of age, ability or travel
mode. A complete street has no predefined facilities requirements,
but is optimized within its surrounding context to promote safe,
convenient active transportation options for the community.
To ensure that Complete Streets principles play a lasting role
in the development of the Mount Prospect bicycle network, the
Village should consider adopting a Complete Streets policy.
Adopting this policy means committing to the consideration of
bicyclists, pedestrians and transit users as well as motor vehicles in
all new transportation, construction, and maintenance projects.
Both the State of Illinois and Cook County have adopted
Complete Streets policies. It is recommended that the Village
develop the policy based on national best practices. (See appendix
G for a samplc policy)
3.3.B Bike Facility Maintenance and Clearing Policy
Time Frame: mid - -term
As Mount Prospect continues to implement bicycle facilities, the
Village will also need to consider maintenance and clearing of
these facilities. Cyclists ride year round and need a clean, clear
place to ride. The Village should include bike lanes in their
regular street sweeping schedule, ensure the lanes are plowed
after a snowfall, and modify municipal code to allow for citation
of vehicles stopped or parked in a bike lane.
3.3.0 Joint Use Agreements
Time Frame: opportunistic
Joint Use Agreements are formal agreements that encourage
shared use of facilities. This type of agreement allows the
schools, park districts and the Village to hold events and
activities in each neighborhood, closer to where participants
live. Examples of joint use of facilities include community use
of school facilities during non school hours and school use
of park facilities during the school day. By adopting joint use
agreements, Mount Prospect, the school districts, and the park
districts can maximize use of community facilities, use land
more efficiently, preserve community- centered institutions,
increase opportunities for physical activity and encourage more
active transportation while participating in community activities.
There are many of these types of agreements already in place
between the schools, park districts, Village and library, but
future opportunities may also be considered.
3.3.D Safe Routes to Schools
Time Frame: near to mid -term
Schools are a part of this plan because thousands of students live
in Mount Prospect yet only a fraction of these students walk or
bike to school. The schools' policy recommendations in this plan
hinge on the creation of a school and municipal partnership that
works to develop institutional changes that support increased
opportunities for walking and bicycling to school.
Safe Routes to School (SRTS) is a federally funded program that
provides funding for education, encouragement, enforcement
and engineering projects aimed at making the trip to school
safe, fun and convenient for students in elementary and middle
school. A local match is not required.
The Village of Mount Prospect has partnered with school
districts to successfully apply for funding. In order to apply for
this type of funding, each applying school district developed a
school travel plan which addresses various ways that students get
to school and the challenges they face.
Writing or updating a school travel plan is the primary way
school districts and the Village can work together to identify
school related initiatives that will encourage increased
participation in walking and biking to school, Mount Prospect
should continue reaching out to school districts in the community
to organize Safe Routes to School Committees and develop or
update school travel plans for each school or school district.
38 MOUNT PROSPECT BICYCLE PLAN
4.1 Education
40
4.2 Encouragement 42
4.3 Enforcement 44
4.1 Education
Education and encouragement programs are designed to motivate
"interested but concerned" residents to ride a bicycle confidently
and safely. These programs help residents view bicycling as a
reasonable transportation option and give them the opportunity
to try bicycling in a setting in which they are comfortable. By
participating in these programs, residents gain more bicycling
experience. With experience comes confidence, and with
confidence bicyclists will ride in more varied settings. Eventually,
they become regular cyclists and will maximize the number
of trips they make by bicycle rather than driving. The primary
purposes of education and encouragement programs are to:
Reach out to Mount Prospect's "interested but concerned"
residents to help make bicycling their first choice for
transportation..
• Attend to the service and information needs of current
bicycle riders to help them ride safely and comfortably while
making biking even more convenient.
Enforcement strategies and actions are a key component of
bicycle and traffic safety and education. A listing of funding
and other resources for implementing education, encouragement and
enforcement programs can be found in the appendix.
Education is a powerful tool for promoting healthy and safe
behaviors. Users of a bike network need to be aware of how to
protect themselves and others. As more people walk and bike
for transportation and health, education can come in a variety
of forms to reach all network users. Youth, teens and adults
alike benefit from education programs focusing on pedestrian
and bicycle safety and the rules of the road. The following
recommendations are meant to reach all community members
and include messages tailored to each specific audience:
41A Bike Ambassadors
The Objective: To train children and adults in basic bike traffic
safety, develop awareness of all road and trail users, and raise
the profile of cycling as a healthy, smart, and valid choice of
transportation within the community.
The Program: The Mount Prospect Bicycle Ambassadors,
a small group of trained volunteers deliver bicycle safety
demonstrations to kids, teens and adults: educate motorists and
non motorists, and assist with the development of local cycling
activities and events.
The Benefits: Through appearances by the Bike Ambassadors
at community events, schools, and summer camps, bicycle
education becomes extremely accessible for Mount Prospect
residents. Training local residents as bicycle ambassadors is a
long term investment in bicycle education.
How it Works: The Mount Prospect Police Department and /or
Active Transportation Alliance or League of Illinois Bicyclists
trainers educate teens and /or adults as Bicycle Ambassadors.
Once trained, the ambassadors can:
• Be deployed as instructors to Mount Prospect Park District
bicycle safety classes and local Safe Routes to School
programs where they can provide helmet fitting, basic
bicycle safety checks, and basic bicycle and crosswalk skills
instruction.
• At motorized/non-motorized conflict points, distribute
"Share the Road" and awareness literature to drivers as well
as bicyclists and pedestrians.
• Capitalize on local bicycling events such as the annual fall
family bike ride by providing safety demonstrations for
participants and spectators.
• Be a safety /support resource for events as ride marshals or
course marshals.
The ambassadors might also:
• Design their own literature for cyclists, walkers and drivers
• Write a guest column for local news, update the Bike Mount
Prospect Facebook page or website, and produce biking and
driving awareness videos
• Organize family and competitive bike rides in conjunction
with other Mount Prospect community wide events
4.13 Bicycle Academy
The Objective: To begin normalizing the broad based delivery
of safe bicycling education to children and their parents in a fun,
engaging way, and to mitigate growing school traffic.
The Program: Make completion of a safe bicycling course
taught at the end of second grade a prerequisite for the privilege
of bicycling to school.
The Benefits: Children — and their parents — will begin seeing
bicycling as a rite of passage rewarded with a new privilege,
which can be a powerful motivator. A culture of responsible
cycling to school would spread into middle school. Mount
Prospect's involved parents would absorb the safe cycling lessons
as well, and feel more comfortable about their children riding to
school after they have learned some basic safety lessons.
40 MOUNT PROSPECT BICYCLE PLAN
4.1 Education (Continued)
How it Works: Elementary schools adopt travel policies that
limit bicycling to school to third grade and above, and establish
an end -of year "bicycle academy" integrated into second grade
physical education classes. Children learn basic bicycling
skills, how to perform a bicycle safety check, helmet fit, and
appropriate traffic cycling skills such as crossing roads, driveway
dangers, and negotiating sidewalks. Children completing the
academy receive a "license" permitting them to bicycle to school
in third grade. All students attending the bicycling academy
would bike to school on that day. The program would include
the identification of safe bicycle routes to school. A similar
program teaching students safe routes and age appropriate bike
skills could be repeated at the end of fifth and eighth grades as
students graduate to new school buildings.
41C Build a Bike Program
The Objective: To teach youth how to build, repair and
maintain their own bicycles, and make bicycling accessible for
families at all income levels.
The Program: Young teens participate in an after school
program that teaches bike safety and basic bike maintenance
and repair. At the end of the program, each participant earns a
bicycle that they will be able to keep and maintain on their own.
The Benefits: Many older children use bicycles for transportation
to get to school, to friends houses, and to after school activities.
Kids will feel a sense of ownership and responsibility if the bicycle
they ride is one they built or repaired themselves. They will also
be able to save their family time and money if they can maintain
their own mode of transportation.
How it Works: The Community Connections Center, park
districts or Middle Schools offer a weekly class for middle school
age children to learn about bike maintenance, safety, mechanics,
health and fitness related to bicycling. At the end of the class,
students who complete the program successfully will earn their
own bicycle. Instructors for the class can be found by contacting
local bicycle advocacy organizations.
41D Teens Encouraging Teens
The Objective: To encourage high school age youth to bicycle
and walk to school and to other destinations.
The Program: High school students participate in a contest where
they propose their own ideas for how to encourage their peers to
walk and bike to school and to other destinations. The winning
student or group of students is allowed to execute their idea.
The Benefits: High school students are heavily influenced by
their peers. Making walking and biking to school seem cool and
rewarding is most likely accomplished through the influence of
other teenagers. Students who participate in the contest learn
business, marketing and organizational skills along with the
economic, health and environmental benefits of riding their
bicycle or walking.
How it Works: Students at Prospect High School form teams
to pitch ideas for how to encourage their peers to walk and
bicycle to school and to other destinations. Each team creates a
project proposal and pitches their idea to a group of faculty and
administration. The faculty chooses a winning proposal and that
team's proposal is funded and carried out by the students. The
winning team could also receive a nominal college scholarship.
Local civic groups such as Lions Club, Jaycees or Rotary could
be utilized for funding and student advising.
4.1.E Mobility Education
The Objective: To educate student drivers regarding alternative
transportation choices and how to share the road with bicyclists.
The Program: Drivers education classes in most high schools
typically only cover automobile use and rules. Most curriculums
do not address how to use other modes of transportation, or
how drivers, pedestrians and cyclists can interact safely. The
mobility education program will integrate education on other
transportation choices, and how drivers should interact with
bicyclists and pedestrians into the Prospect High School drivers
education curriculum.
The Benefits: Mount Prospect has great access to many
transportation choices beyond the automobile. As teenagers
obtain their drivers licenses and gain access to automobiles,
they will daily be faced with choices on how to get from place to
place. With students having many options beyond a car, mobility
education helps students recognize the options available in their
community and shows them they need not rely on an automobile
to get around. Understanding basic rules for sharing the road
with bicyclists and pedestrians will make Mount Prospect streets
safer for all users.
How it Works: Mobility education lessons are either integrated
directly into the current driver education curriculum or
provided as a supplement. Lessons will reinforce the education
they received in their Bicycle Academy instruction and will
teach students how to make appropriate transportation choices
based on their destination (or how to get around without a car).
Additional lessons may also be integrated into subject areas
that further reiterate the benefits of using all the transportation
options available to students.
In the State oflllinois, students with disabilities that prevent them from
obtaining a drivers license arc still required to attend the classroom portion
of drivers education. Learning about other mobility options adds value to
students who may be unlikely to ever drive a car.
PROGRAMMING 41
4.2 Encouragement
Knowledge about when and where to bike and walk safely leads
to increased use of active transportation. Giving Mount Prospect
residents access to information, social events and other incentives
will encourage people to start riding or ride more often,
4.2.A Mount Prospect Bicycle Map
The Objective: To distribute a public bicycle map to residents
workers and visitors in Mount Prospect identifying current
bicycle routes and other streets comfortable for bicycling.
The Program: A map of current bicycle routes and trails, with
an emphasis on connectivity to community and neighboring
destinations using existing infrastructure.
The Benefits: One of the biggest impediments to bicycling
as a desired mode of transportation is the lack of knowledge
regarding comfortable routes to move about the community. The
best bicycling maps include the entire street network as a base,
and recommended bicycle routes. A great map also includes
basic traffic cycling safety and trails etiquette information,
including equipment choice, helmet information, locking
information, and advice on riding with traffic.
How it Works: Maps should be easily obtained with
distributions at Village Hall, public works, police department,
park district, Community Connections Center, train stations, the
post office, interested businesses, and the library. The map could
be a stand -alone document that is accessible online through the
Village's website. The online map can be updated eery time new
bicycle facilities are installed, and the print version could be
updated periodicaly as the network grows.
When the map is launched, the Village could partner with local
media outlets to generate excitement and awareness about
cycling in Mount Prospect. The map can be paired with other
publications already targeting residents' mailbox for efficiency
and coverage, like Park District publications, utility bills and
community newsletters.
4.2.13 Information Access Through Online Social Media
The Objective: To give residents and visitors better access to
information regarding bicycling classes and events in Mount
Prospect and a place to meet and discuss biking in the Village
The Program: Make information about bicycling infrastructure
improvements, programming and bicycling related events more
accessible to residents by maintaining the Bike Mount Prospect
Facebook Page and website.
The Benefits: Using social media will foster a conversation
around the shared vision of a biking- friendly community. The
payoff is community buy in, a rich source of viewpoints, a ready
company of potential volunteers, and a qualified audience for
programming and events.
How it Works: The Facebook page and website should offer
a calendar of biking related events in the area, bicycle safety
information, local bicycling related classes, an explanation of the
Bike Task Force and meeting minutes, and updates regarding
grant awards and efforts to improve the built environment. The
page should be complimented by links to become a fan of the
Bike Mount Prospect Page on Facebook.
4.2.0 Commuter Challenge
The Objective: To increase the number of local employees using
alternative modes of transportation for their commute to work.
The Program: Invite Mount Prospect's companies and
organizations to challenge peers (by size, business category and
or organization type), to a contest over how many employees try
getting to work by bicycling, walking or taking transit during
National Bike to Work Week.
The Benefits: The two Metra stations in or near Mount
Prospect already bring workers into Mount Prospect and drop
workers about one mile from the Kensington Business Center. A
commuter challenge program leverages this activity to expand
awareness of transit, bicycling and walking connections to the
workplace and generate excitement among Mount Prospect's
corporate community around the health and well -being benefits
of cycling and /or walking to work.
How it works: Companies, organizations, and other job centers
appoint a Commuter Challenge Team Leader who signs up co-
workers to try biking, walking or taking transit to work at least
once during Bike to Work Week. The team leader also becomes
the liaison to the program's organizers and a distribution point
for safety materials and encouragement items such as maps and
fitness gear. During Bike to Work Week, the Team Leader tracks
which employees tried walking, biking or taking transit to work
each day, and reports to the program organizer. When the week
is over, the program organizers tally the counts and award prizes
to winners in each category as well as an overall winner.
4.2.D Small Scale Social Rides /Business Social Rides
The Objective: To expand the role of cycling in Mount Prospect
by incorporating recreational activities outside of fitness, such
as shopping, parks and recreation programming, and dining to
create excitement and support around everyday local cycling.
42 MOUNT PROSPECT BICYCLE PLAN
4.2 Encouragement (Continued)
The Program: Through the park districts, local civic or social
organizations, such as the Mount Prospect Bike Club, or
grassroots organizing, hold community events that incorporate
cycling into everyday activities. Examples of these events are
bike and dine, a progressive dinner were participants travel
between restaurants on bike, and house hunting by bike, where
prospective home buyers tour the Village on bike with stops at
homes for sale and other points of interest in the community.
The Benefits: Social events centered on biking will create
awareness for biking and encourage residents who do not often
bike to start doing so by participating in a special event. Social
rides not only encourage biking, but also provide opportunities for
community members to come out and get to know their neighbors,
spend money locally, learn and explore their community.
How it works: An organizer, which could be a local
organization, the park districts or chamber of commerce, invites
restaurants, Realtors or other hosts to participate in the social
rides. Social rides should not have more than 30 participants
due to the difficulty of managing large groups. Participants ride
as a group to different destinations. Ambassadors and bicycle -
mounted officers could provide ride support, and a following
squad car could be used for additional support.
4.2.E Ongoing Encouragement Program /Shop by Bike
The Objective: To encourage cycling as a mode of travel for
errands and short local trips.
The Program: Local businesses reward residents and shoppers
with a discount or other incentive if they use transit, walk or ride
their bike to complete their shopping trip.
The Benefits: Mount Prospect has several restaurants, bars and
retail shops that are easy to access without a car. By rewarding
residents and shoppers with incentives, they will be more likely
to shop or dine locally and without a car. Nationally, statistics
show that about 40 percent of our daily trips are less than two
miles in length, but 90 percent of those trips are taken by car. An
average person can bicycle two miles in about the same amount
of time it takes to make that trip by car. The benefits of making
those trips by bicycle include healthier living, cleaner air, less
cost, and reduced traffic on Mount Prospect's roads.
How it Works: The last Friday of every month, Mount Prospect
celebrates a walk /ride day. On that day people are encouraged
to use a mode of transportation other than their car. Stores and
restaurants in Mount Prospect give customers a discount for
participating.
PROGRAMMING 43
4.3 Enforcement
Successful implementation of this plan will result in an increase
in active transportation users and create new challenges for
enforcement of laws. At the same time, traffic safety laws are
only as good as the enforcement of those laws. Mount Prospect
should enforce laws that deter reckless behavior by road users
and reward those who observe the law. In addition to receiving
regular updates on changes to current traffic laws, the police can
participate in enforcement events and offer rewards to residents
"caught doing good" observing the law. Funding for the events
and programs in this section can be obtained through the
Illinois Department of Transportation Division of Traffic Safety,
Highway Safety Grants.
4.3.A Caught Doing Good Campaign to Reward Safe Biking
Behavior
The Objective: Cyclists, especially children and teens, who are
following the rules of the road and wearing a helmet should be
rewarded. Even a small reward will significantly increase good
behavior and encourage more people to engage in safe cycling.
The Program: Police issue "tickets " —in this case, the fine is free
cookies at Central Continental Bakery or a scoop of Capannari
Ice Cream for the offender —to resident cyclists "caught"
following the rules of the road. "Tickets" can be issued for any
number of good biking behaviors including wearing a helmet,
stopping at stop signs and red lights, and crossing the street at a
permitted location.
The Benefits: It engages a real strength of the community —its
police force —in a positive public relations campaign that will
reward residents for doing the right thing and riding safely.
It will also encourage residents to be engaged with the police.
Actually, many children will probably ride around, looking for
police to show their helmets to.
How it works: Residents obey rules of the road. Police issue free
ice cream or cookie ticket. Resident gets ice cream or cookie.
This program would be most effective if conducted after the
bicycling academy or other bike education event. It will reinforce
lessons learned by rewarding children for putting their new skills
into practice. Also consider a second ticket for residents without
helmets that offers a discount at a local bike shop or an option to
purchase a low cost helmet through the Village. Helmets can be
found for bulk order price of less than $4 and resold at cost.
4.33 Police Crosswalk Enforcement Events
The Objective: To improve the safety and comfort level of street
crossings by changing the behavior of motorists to comply with
state law requiring motorized traffic to stop for the pedestrian or
The Program: Police enforcement events at marked crosswalks
and trail crossings provide direct contact that can educate
and change motorists driving behavior. Initial contact would
include a warning and distribution of educational materials.
Repeated contact would initiate a fine. Any revenue beyond cost
of enforcement can used to fund the ambassadors and other
educational programs explained above.
The Benefits: Surveys show that crossing streets are a top
safety priority for the Mount Prospect walking and biking
community. The police department can leverage IDOT highway
safety funding for sting operations at targeted high risk, high
pedestrian or trail use crosswalks.
How it works: One example of a crosswalk enforcement event
involves a public information campaign, a week of educating and
issuing warnings, a week of hard enforcement, a video camera,
bike ambassadors, and police officers.
1. Week one —a public information week promoting the events
as a response to Mount Prospect's residents demanding a
safer bicycling and walking community. Motorists will be
educated regarding the state law requiring stopping for
users in the crosswalk. The information should include a
few quick facts on the responsibilities of drivers, cyclists
and pedestrians. The Village should work with local media
outlets to promote awareness of the stings.
2. Week two —at selected high risk /high use crossings, one
person dressed in street clothes crosses within a marked
crosswalk (during the walk cycle if signalized) while another
person films driver behavior. If a driver turns or crosses and
fails to stop for the pedestrian, he is pulled aside by a police
officers for a warning and education. At the end of the week,
news outlets are provided video clips and a press release
that includes a reminder of hard enforcement beginning the
following week.
3. Week three —hard enforcement at targeted locations,
including issuing traffic fines.
The crosswalk enforcement erents should foals on the folloz,ring intersections:
• Dempster, Algonquin and Busse
• Central and Emerson
• Central and Cathy
• Busse and Lonnquist
• Mount Prospect and Lincoln
• Northwest Hwy. and Maple
• Emerson and Busse
aclist in the crosswalk.
44 MOUNT PROSPECT BICYCLE PLAN
5.1 Transportation Safety Commission 46
5. 2 Co ll ec t a n d An Cyc ling D 46
5. 3 Review Progress 46
5.4 Commitment to Funding 47
5.5 Become a Bicycle- Friendly Community 47
5.6 Implementation Matrix 48
5.1 Transportation Safety Commission
The Mount Prospect Bicycle Plan is an ambitious program
that requires an appropriate organizational structure for
implementation. Parallel to implementing the bikeway network,
a structure is a need to develop and implement all elements of
the plan
The Transportation Safety Commission was recently redefined
to include bicycle and pedestrian issues. In order to incorporate
these new responsibilities, the commission includes members
with a strong interest in bicycle and pedestrian issues.
The commission will monitor implementation of the plan,
promote events celebrating active transportation in the Village
and encourage residents and visitors to use the improved active
transportation network. The commission also serves as a hearing
body to gather early public input regarding the design and
construction of bicycle and pedestrian infrastructure.
A Transportation Safety Commission Liaison, a staff member
from the Mount Prospect Engineering Department serves as the
primary contact for the commission and assists in implementing
the plan with a focus on infrastructure. Village staff from the
Police, Fire, and Public Works Departments that serve on the
Commission, along with other municipal staff and outside
organizations work to implement other elements of this plan by
offering bicycle education and encouragement programming
and seeking funding for the recommendations described in this
plan.
Assessing the impact of the active transportation plan is easiest
when reliable data is available. Many free and low cost data sets
are available to assist with evaluation. The Transportation Safety
Commission Staff Liaison should be charged with reviewing
data on an annual basis.
Data sets might include information gathered from:
• Bicycle traffic counts to monitor cycling trends
• User surveys focused on specific cycling issues and
opportunities
• Public attitude surveys
• Annual bicycle collision data
The application for the League of American Bicyclists Bicycle -
Friendly Community recognition program offers excellent
guidance to establish baseline data. Other resources include
traffic crash reports from Illinois Department of Transportation,
and the data compiled by the consultants for this plan. Mount
Prospect should conduct bicycle and pedestrian traffic counts on
an annual basis. The National Center for Safe Routes to School
offers a free student traffic count tool and free analysis.
Evaluating the progress of the Mount Prospect Bicycle
Plan is the cornerstone of the implementation strategy.
An Implementation Matrix is provided for identifying
infrastructure, policy and programming initiatives to guide
those who will implement the plan.
It is recommended that the Traffic Safety Commission regularly
review the Implementation Table, set achievable goals to
measure the success in implementing the recommendations set
out in the plan, identify changes in direction and priorities for
the upcoming year, and confirm budget requirements.
46 MOUNT PROSPECT BICYCLE PLAN
5.5 Become a Bicycle- Friendly Community
Full implementation of the plan will require a commitment to
funding over an extended period of years. It will be important
for Mount Prospect to anticipate and plan for projects in
advance of grant funding cycles, and to have committed
matching funds through its annual budget process. The Village
should include recommended bicycle accommodations in the
design and budgeting for any scheduled street maintenance
and rehabilitation projects. A listing of funding sources is included in
Appendix C.
Improving Mount Prospect's bicycle network will make the
Village an even better place to live, work, shop, and play.
National recognition of these efforts is a source of pride for
the community.. The Bicycle Friendly Community Program
(BFC) led by League of American Bicyclists provides incentives,
hands -on assistance, and award recognition for communities
that actively support cycling. Becoming a Bicycle - Friendly
Community will show the Village's commitment to bicycling
as a form of recreation and transportation. By showing its
commitment to bicycling, the Village is showing that it is
committed to healthy, sustainable lifestyles.
By adopting this plan and beginning to implement the
recommendations, the Village has taken a major step toward
becoming a Bicycle Friendly Community. This award, given
annually to communities throughout the country recognizes a
community's commitment to actively support bicycling. The
application reviews a community's commitment to each of
the 5 key elements: engineering, education, encouragement,
enforcement, and evaluation. An annual update and a short
renewal process every 4 years are required to maintain bicycle -
friendly community status.
Figure 35: This is the placard
awarded by the League of American
Bicyclists to communities that re-
ceive Bicycle- Friendly Community
designation.
IMPLEMENTATION 47
5.6 Implementation Table
m
0
Z.4.A
bjK2 parKlnq
near term
�LL)O per ra CK Yuo UC works
General Funat Capital Improvement
Funa
— 2.4.B
Signage
near term
$500 per sign Public Works
General Fund /Capital Improvement
Fund
2.4. D
l crossing improvements
mid term
$10- $100.000 Public Works
General Fund /Capital Improvement
Fund
a 2.4.E
No right -turns on red
nearterm
$2.000 per location Public Works
General Fund /Capital Improvement
Fund
2.4.F
Crosswalk countdown signals
nearterm
$10.000 per signal Public Works
General Fund /Capital Improvement
Fund
2.4.G
Actuated crosswalk signals
nearterm
30000 Public Works
General Fund /Capital Improvement
Fund
00 2.4.H
Imoroved uncontrolled crossinas
nearterm
$5 - 8200.000 Public Works
General Fund /Capital Improvement Fund
Bicycle facilities and amenities recommended in this plan are eligible for funding through state or federal grants. A listing of funding sources is found in Appendix C
48 MOUNT PROSPECT BICYCLE PLAN
3.3.A Complete Streets Policy ar term 30 -40 staff hours Public Works /Community Development General Fund/Capital Improvement Fund
3.3.B Bike Facility Maintenance and Clearing Policy mid term 10 -15 staff hours Public Works General Fund/Capital Improvement Fund
3.3.0 Joint Use Agreements opportunistic. 10- 15staffhours General Fund/Capital Improvement Fund
3.3.D Safe Routes to Schools ar term 10 -15 staff hours Public Works /Community Development school districts General Fund/Capital Improvement Fund
E
E m
E
C�
3
CD
3
CD
w
o'
l /
O
r-F
CD
Q
'Policies, ordinances. and programming recommendations are eligible forgrant funding. A list offunding sources is found in Appendix C
61 Appendix A: Projected Energy Savings
52
6.2 Appendix B: Community Bicycle Network Maps
58
6.3 Appendix C: Funding Resources
63
6.4 Appendix D: Pedestrian and Bicycle Facilities Guidance
64
6.5 Appendix E: Sample Bicycle Parking Ordinance
65
6.6 Appendix F: Sample Distracted Driver Ordinance
66
6.7 Appendix G: Sample Complete Streets Policy
67
6.8Appendix H: Crash Map
68
6.9 Appendix I: Bike Plan Task Force
69
6.1 AppelnA x . h i1 -j &sited Lnc -i - " y
A primary objective of the Mount Prospect Bike Plan is to
identify the energy savings and related environmental benefits
that might be achieved with the implementation of this plan.
This objective is also a requirement under the plan's funding
source, the United States Department of Energy's Energy
Efficiency Conservation Block Grant Program (EECBG). One
way to quantify the value of bicycling and its benefits for the
community is by looking at the projected reduction in Vehicle
Miles Traveled (VMT) as residents substitute trips taken by car
for trips taken by bicycle. For each vehicle mile traveled on a
bicycle instead of car, there is a resulting energy savings.
One of the many positive benefits of commuting by bicycle is
the energy savings and environmental impact of shifting trips
from car to bicycle. In the last two decades, the portion of
travelers using bicycles for transportation, know as bicycling
"mode share" has increased! A combination of additional
infrastructure, educational, encouragement and safety factors
have contributed to this increase. As additional facilities for
bicycling are built, bicycle usage is likely to continue increasing.
This plan is based on a phased series of recommendations.
As each phase is completed, there will be additional bicycle
facilities, and thus additional opportunities for bike trip to be
substituted for car trips.
Current Bicycle Commuting Rates
In order to understand the environmental impact of additional
bicycling facilities, it is helpful to begin by reviewing current
levels of bicycling. Reviewing current levels of bicycling will
inform projections of additional bike ridership.
There are two methods of comparison for bicycling rates. One
method is to compare communities with similar population.
Another method is to compare neighboring communities.
Making both comparisons helps to understand factors such
as differentiation in land use pattern, density residential
and job density, road patterns, and access to trails and
transit. Neighboring communities are likely to have similar
demographics and development patterns, but dissimilar
population counts.
Using either method of comparison, Mount Prospect is one
of the leading bicycling communities, with 0.53% mode share
for bicycling. Compared to other Chicagoland municipalities
with 40,000 to 70,000 residents (Census 2000), Mount Prospect
possesses the third highest mode share for bicycling. Compared
to neighboring municipalities, Mount Prospect has the second
highest portion of bicyclists, with only Prospect Heights having a
higher mode share (0.72 %).
I US Census 1990, 2000 and CMAP Travel Tracker Survey 2008.
Daily Miles Biked
7,000 Phase I, II, &.
III Complete,
6,172
6,000 Phase I & II \J e .`,4r
Complete,
5,393
5,000 U
4,000 O%A
m
3,000 O%A
2,000
1 Phase I,
Existing 715
Conditions,
139
0 V `�/
Mode Share of Bicycle
Commuters
(percent of total commuters)
Elk Grove Village
Des Plaines
Glenview
Arlington Heights
Mount Prospect
Prospect Heights
Source Ceww2000 0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8
52 MOUNT PROSPECT BICYCLE PLAN
ChicaQ area municipalities with 40.000 to 70.000 residents
Mount Prospect and neighboring municipalities
Commuter Mode Share
Households
Use Public
Don't Drive
without a car
Rank
Place
Population
Bike (91)
Walk (, °6.)
Transit (%)
To Work ( %)
( %)
1
Wheaton
55,439
0.73
4.41
8.93
14.07
3.33
2
Oak Park
52,524
0.53
4.22
22.94
27.69
12.5
3
Mount Prospect
96,706
0.53
2.16
6.12
8.81
6.1
4
Palatine
65,156
0.44
1.43
4.83
6.7
5.32
5
Downers Grove
48,638
0.42
1.66
11.18
13.26
7.35
6
Hoffinan Estates
50,352
0.37
1.3
3.36
5.03
4.21
7
Glenview
41,679
0.32
1.57
8.52
10.41
3.17
8
Skokie
63,320
0.31
2.32
8.41
11.04
9.35
9
Berwyn
54,016
0.3
3.27
11.02
14.59
13.96
10
Elmhurst
42,959
0.29
3.18
7.75
11.22
6.17
11
Tinley Park
48,327
0.17
0.79
10.33
11.29
4.78
12
Lombard
41,859
0.17
1.61
6.56
8.34
6.07
13
Des Plaines
58,695
0.16
1.5
6.88
8.54
9.31
14
Bolingbrook
56,454
0.15
0.99
4.19
5.33
3.22
15
Oak Lawn
55,391
0.03
1.8
8.42
10.25
8.08
16
Orland Park
51,103
0.03
1.1
6.64
7.77
4.18
17
Buffalo Grove
42,591
0
0.91
5.72
6.63
2.24
Source: US
Census 2000
Mount Prospect and neighboring municipalities
Probable Increase in Bicycling Due to Infrastructure Change
Several studies, including the California Department of
Transportation (Caltrans) Air Resources Board' suggest
that a reasonable mode share target for bicycles in suburban
communities with complete bicycle networks is 2 %. University
towns have an even higher suggested mode share target of 6.8 %.
This figure is determined by the ratio of bicycle routes and lanes
to arterial and highway lane miles. If the ratio of bicycle lane
miles to arterial /freeway miles is more than .35, a 2% mode share
for bicycles should be used.
In its current state, there are about 20 miles of bike routes or
trails. When it is built out, there will be 50 miles of bicycle
routes, lanes or trail - including facilities on many higher
traffic roads that currently lack a bicycle facility. There are
2 Source: Emissions Reduction Calculation Methodologies http: / /www.dot.
ca.gov /hq /transprog /federal /cinaq /CMAQCAL.pdf
approximately 32 miles of highway, arterial and major local
roads. At full build out, there will be about 1.6 miles of bicycle
facilities for every mile of major roadway.
As a comparison, North Cook County was cited as having a 1.5%
mode share for bicyclists for all trips taken by people of all ages,
in a 2008 survey conducted the Chicago Metropolitan Agency
for Planning (CMAP), . This is one of the highest mode shares
for the Chicagoland region, second only to central (2 %) Chicago.
Nationwide, bike friendly communities such as.Portland,
OR (6%), Minneapolis, MN (4 %) and Seattle, WA (3%) were
recognized as cities with highest bicycle mode share according
to the US Census American Community Survey for 2005 -2009
lists. Data is not available for smaller cities.'
3 Source: http: / /www.bikeleague.org /resources /reports /pdfs /2009_
bike_2000_2009.pdf
APPENDICES 53
Commuter Mode Share
Households
Use Public
Don't Drive
without a car
Rank
Place
Population
Bike (4 %)
Walk ( %)
Transit (%)
To Work
1
Prospect Heights
17,541
0.72
1.29
4.74
6.75
6.44
2
Mount Prospect
56,706
0.53
2.16
6.12
8.81
6.1
3
Arlington Heights
76,098
0.23
1.75
8.09
10.07
6.18
4
Glenview
41,679
0.32
1.57
8.52
10.41
3.17
5
Des Plaines
58,695
0.16
1.5
6.88
8.54
9.31
6
Elk Grove Village
34,758
0.10
0.93
3.54
4.57
4.84
Source: US
Census 2000
Probable Increase in Bicycling Due to Infrastructure Change
Several studies, including the California Department of
Transportation (Caltrans) Air Resources Board' suggest
that a reasonable mode share target for bicycles in suburban
communities with complete bicycle networks is 2 %. University
towns have an even higher suggested mode share target of 6.8 %.
This figure is determined by the ratio of bicycle routes and lanes
to arterial and highway lane miles. If the ratio of bicycle lane
miles to arterial /freeway miles is more than .35, a 2% mode share
for bicycles should be used.
In its current state, there are about 20 miles of bike routes or
trails. When it is built out, there will be 50 miles of bicycle
routes, lanes or trail - including facilities on many higher
traffic roads that currently lack a bicycle facility. There are
2 Source: Emissions Reduction Calculation Methodologies http: / /www.dot.
ca.gov /hq /transprog /federal /cinaq /CMAQCAL.pdf
approximately 32 miles of highway, arterial and major local
roads. At full build out, there will be about 1.6 miles of bicycle
facilities for every mile of major roadway.
As a comparison, North Cook County was cited as having a 1.5%
mode share for bicyclists for all trips taken by people of all ages,
in a 2008 survey conducted the Chicago Metropolitan Agency
for Planning (CMAP), . This is one of the highest mode shares
for the Chicagoland region, second only to central (2 %) Chicago.
Nationwide, bike friendly communities such as.Portland,
OR (6%), Minneapolis, MN (4 %) and Seattle, WA (3%) were
recognized as cities with highest bicycle mode share according
to the US Census American Community Survey for 2005 -2009
lists. Data is not available for smaller cities.'
3 Source: http: / /www.bikeleague.org /resources /reports /pdfs /2009_
bike_2000_2009.pdf
APPENDICES 53
J1 z
Considering the recommended mode share target from Caltrans,
the expected growth in Mount Prospect's bicycle network and
the most recent mode share statistics from CMAP, 2% is the goal
for bicycling mode share for Mount Prospect's bicycling network
at time of build out.
To reach this goal, Mount Prospect will be completing its
bicycle network in phases. With each phase constructed, the
bicycle network will become more complete and connect to
more destinations. As a result, ridership will gradually increase
toward the 2% mode share goal.
Since the plan includes programmatic and policy
recommendations that educate and encourage bicycling and
enforcement of cycling safety, . it can be assumed that these
efforts will also contribute to the projected increase in ridership.
Estimated Bicycle Miles Traveled
Using the current traffic counts on each corridor and assumption
of a 2% mode share goal for bicycles, an estimate of the daily
total miles traveled by bicycle in Mount Prospect was made.
To calculate the energy savings for each project, the number
of miles traveled by bicycle was converted to show gallons of
gasoline saved, and greenhouse gas emissions rate..
Bicycle Miles Traveled Per Project
[Cars per day on the roadway] x [length of proposed bicycle
facility] x [% bicycle traffic]
Energy Savings Rates'
Average Miles Per Gallon of Gasoline 20.3
CO2 Per Gallon of Gas (kilograms) 8.8
Other Greenhouse Gases (kilograms) 0,463
A summary table (above) illustrates the wily enemy savings at the
complete build out of each project phase as well as a total enemy savings
for the Mount Prospect bicycle network.
Calculations for each individual project can be found on the following
pages.
4 Source: US EPA http: / /www.epa.gov /otaq /climate /420f05004.htm
54 MOUNT PROSPECT BICYCLE PLAN
Daily Energy Savings
Bicycle
Reduction in
Gas CO2 Other Greenhouse
Mode
Vehicle Miles
Saved Reduction Gases Reduction
Share
Traveled
(Gallons) (Kilograms) ( Kilograms)
(VMT)
Existing Conditions
0.53 11 .
139
7 60 3
Phase I Complete
1%
360
18 156 8
Phase I & II Complete
1.50%
5,393
266 42,948 2,260
Phase I, II, & III Complete
2%
6,172
656 111,242 5,855
Considering the recommended mode share target from Caltrans,
the expected growth in Mount Prospect's bicycle network and
the most recent mode share statistics from CMAP, 2% is the goal
for bicycling mode share for Mount Prospect's bicycling network
at time of build out.
To reach this goal, Mount Prospect will be completing its
bicycle network in phases. With each phase constructed, the
bicycle network will become more complete and connect to
more destinations. As a result, ridership will gradually increase
toward the 2% mode share goal.
Since the plan includes programmatic and policy
recommendations that educate and encourage bicycling and
enforcement of cycling safety, . it can be assumed that these
efforts will also contribute to the projected increase in ridership.
Estimated Bicycle Miles Traveled
Using the current traffic counts on each corridor and assumption
of a 2% mode share goal for bicycles, an estimate of the daily
total miles traveled by bicycle in Mount Prospect was made.
To calculate the energy savings for each project, the number
of miles traveled by bicycle was converted to show gallons of
gasoline saved, and greenhouse gas emissions rate..
Bicycle Miles Traveled Per Project
[Cars per day on the roadway] x [length of proposed bicycle
facility] x [% bicycle traffic]
Energy Savings Rates'
Average Miles Per Gallon of Gasoline 20.3
CO2 Per Gallon of Gas (kilograms) 8.8
Other Greenhouse Gases (kilograms) 0,463
A summary table (above) illustrates the wily enemy savings at the
complete build out of each project phase as well as a total enemy savings
for the Mount Prospect bicycle network.
Calculations for each individual project can be found on the following
pages.
4 Source: US EPA http: / /www.epa.gov /otaq /climate /420f05004.htm
54 MOUNT PROSPECT BICYCLE PLAN
1 i I , �D< « "III y 6 . il'.�li 11ue -a i��
Existing Conditions, 0.53% Bicycle Mode Share
Existing Conditions Mode Shift Daily Energy Savings
Corridor Name Current Project length Current Bicycle Reduction in Gas Saved CO2 Reduction Other Greenhouse
Average Daily (miles) Mode Share Vehicle Miles (Gallons) (Kilograms) Gases Reduction
Traffic (ADT) Traveled (VMT) (Kilograms)
Burning Bush
1.500
1.5
0.53%
12
0.59
5
0.3
Business Center Drive
1,800
1.1
0.53%
11
0.52
5
0.2
Council Trail
1.500
1.9
0.53%
15
0.74
7
0.3
Emerson Street
2,500
1.6
0.53%
21
1.04
9
0.5
Greenwood Drive
500
1.0
0.53%
3
0.13
1
0.1
Gregory Street
1,600
1.4
0.53%
12
0.58
5
0.3
Lincoln Street
2,500
1.4
0.53%
19
0.91
8
0.4
Lonnquist Boulevard
1,500
1.1
0.53%
8
0.41
4
0.2
Robert Drive
600
1.6
0.53%
5
0.25
2
0.1
We Go Trail
800
0.5
0.53%
2
0.10
1
0.0
Wheeling Road
7,500
0.8
0.53%
32
1.57
14
0.7
Total
900
13.86
1%
139
6.86
60
3
Phase I Projects, 1% Bicycle Mode Share
Existing Conditions Mode Shift Daily Energy Savings
Corridor Name Current Project length Projected Bicycle Reduction in Gas Saved CO2 Reduction Other Greenhouse
Average Daily (miles) Mode Share Vehicle Miles (Gallons) (Kilograms) Gases Reduction
Traffic (ADT) Traveled (VMT) (Kilograms)
Lincoln Street
2,500
1.1
1%
28
1.35
12
0.6
Lonnquist Boulevard
1,500
1.8
1%
27
1.33
12
0.6
Meier Road
2,500
0.7
1%
18
0.86
8
0.4
Gregory Street
1,600
1.4
1%
22
1.10
10
0.5
William Street
300
0.1
1%
0
0.01
0
0.0
Isabella Street
1,900
0.1
1%
2
0.09
1
0.0
Willow Lane
1,500
1
1%
15
0.74
7
0.3
Burning Bush
1,500
1.5
1%
23
1.11
10
0.5
Busse Avenue
500
0.3
1%
2
0.07
1
0.0
Weller Lane
500
0.1
1%
1
0.02
0
0.0
Council Trail
1,500
1.3
1%
20
0.96
8
0.4
Audrey Lane
900
0.35
1%
3
0.16
1
0.1
Connie Lane
300
0.1
1%
0
0.01
0
0.0
Robert Drive
600
0.8
1%
5
0.24
2
0.1
Redwood Drive
600
0.2
1%
1
0.06
1
0.0
We Go Trail
800
0.5
1%
4
0.20
2
0.1
See Gwrm Avenue
750
0.5
1%
4
0.18
2
0.1
Pine Street
1,600
1.1
1%
18
0.87
8
0.4
Emerson Street
2,500
1.8
1%
45
2.22
20
1.0
Country Lane
500
0.1
1%
1
0.02
0
0.0
William Street
1,400
0.5
1%
7
0.34
3
0.2
Wheeling Road
7,500
0.8
1%
60
2.96
26
1.4
Greenwood Drive
500
1
1%
5
0.25
2
0.1
Maple Street
500
0.1
1%
1
0.02
0
0.0
Church Road
500
0.1
1%
1
0.02
0
0.0
Linnema.n Road
3,000
0.4
1%
12
0.59
5
0.3
Na Wa Ta Avenue
400
0.3
1%
1
0.06
1
0.0
Owen Street
800
0.9
1%
7
0.35
3
0.2
Busse Avenue
700
0.7
1%
5
0.24
2
0.1
Business Center Drive
1,800
0.65
1%
12
0.58
5
0.3
Eeehanville Road
2,300
0.6
1%
14
0.68
6
0.3
Total
20.9
359.7
17.7
155.9
8.2
Phase I projects include upgrades to the existing bicycle network
APPENDICES 55
Phase I Projects, 1.5% Mode Share
Existing Conditions
Mode Shift
1.1
Daily Energy Savings
Corridor Name Current Project length
Projected
Reduction in
Gas Saved CO2 Other Greenhouse
Average Daily (miles)
Bicycle
Vehicle Miles
(Gallons) Reduction Gases Reduction
Traffic (ADT)
Mode Share
Traveled
(Kilograms) (Kilograms)
Meier Road
2,500
(VMT)
1.5%
Lincoln Street
2,500
1.1
1.5%
41
2.03
18
0.9
Lonnquist Boulevard
1,500
1.8
1.5%
41
2.00
18
0.9
Meier Road
2,500
0.7
1.5%
26
1.29
11
0.6
Gregory Street
1,600
1.4
1.5%
34
1.66
15
0.8
William Street
300
0.1
1.5%
0
0.02
0
0.0
Isabella Street
1,900
0.1
1.5%
3
0.14
1
0.1
Willow Lane
1,500
1
1.5%
23
1.11
10
0.5
Burning Bush
1,500
1.5
1.5%
34
1.66
15
0.8
Busse Avenue
500
0.3
1.5%
2
0.11
1
0.1
Weller Lane
500
0.1
1.5%
1
0.04
0
0.0
Council Trail
1,500
1.3
1.5%
29
1.44
13
0.7
Audrey Lane
900
0.35
1.5%
5
0.23
2
0.1
Comiie Lane
300
0.1
1.5%
0
0.02
0
0.0
Robert Drive
600
0.8
1.5%
7
0.35
3
0.2
Redwood Drive
600
0.2
1.5%
2
0.09
1
0.0
We Go Trail
800
0.5
1.5%
6
0.30
3
0.1
See Gwun Avenue
750
0.5
1.5%
6
0.28
2
0.1
Pine Street
1,600
1.1
1.5%
26
1.30
11
0.6
Emerson Street
2,500
1.8
1.5%
68
3.33
29
1.5
Country Lane
500
0.1
1.5%
1
0.04
0
0.0
William Street
1,400
0.5
1.5%
11
0.52
5
0.2
Wheeling Road
7,500
0.8
1.5%
90
4.43
39
2.1
Greenwood Drive
500
1
1.5%
8
0.37
3
0.2
Maple Street
500
0.1
1.5%
1
0.04
0
0.0
Church Road
500
0.1
1.5%
1
0.04
0
0.0
Linneman Road
3,000
0.4
1.5%
18
0.89
8
0.4
Na Wa Ta Avenue
400
0.3
1.5%
2
0.09
1
0.0
Owen Street
800
0.9
1.5%
11
0.53
5
0.2
Busse Avenue
700
0.7
1.5%
7
0.36
3
0.2
Business Center Drive
1,800
0.65
1.5%
18
0.86
8
0.4
Feehauville Road
2,300
0.6
1.5%
21
1.02
9
0.5
Total 20.9 540 26.58 234 12
Phase II Projects, 1.5% Mode Share
Existing Conditions Mode Shift Daily Energy Savings
Corridor Name Current Project length Projected Reduction in Gas Saved CO2 Other Greenhouse
Average Daily (miles) Bicycle Vehicle Miles (Gallons) Reduction Gases Reduction
Traffic (ADT) Mode Share Traveled (Kilograms) (Kilograms)
(VMT)
River Road
17,500
1.5
1.5%
394
19
3,465
182
Wolf Road
21,100
2.4
1.5%
760
37
6,684
352
Kensington Road
7,500
3
1.5%
338
17
2,970
156
Busse Road
18,000
2.8
1.5%
756
37
6,653
350
Central Road
20,000
3.2
1.5%
960
47
8,448
445
Northwest Highway
13,000
2.1
1.5%
410
20
3,604
190
Golf Road
33,000
2.5
1.5%
1,238
61
10,890
573
Total
17.5
4,854
239
42,714
2,248
56 MOUNT PROSPECT BICYCLE PLAN
Phase I Projects, 2% Mode Share
Total 17.5 6,472 319 56,952 2,997
Phase III Projects, 2% Mode Share
Corridor Name
Existing Conditions
Project length
Mode Shift
Reduction in
Daily Energy
Savings
Corridor Name
Current Project length
Projected
Reduction in
Gas Saved CO2 Reduction
Other Greenhouse
Gases Reduction
Average Daily (miles)
Traffic (ADT)
Bicycle Mode
Vehicle Miles
(Gallons) (Kilograms)
Gases Reduction
Traffic (ADT)
Share
Traveled
(VMT1
(Kilograms)
Main Street/Elmhurst Road
20,000
(VMT)
2%
2,080
102
Lincoln Street
2,500
1.1
2.0%
55
2.71
24
1.3
Lonnquist Boulevard
1,500
1.8
2.0%
54
2.66
23
1.2
Meier Road
2,500
0.7
2.0%
35
1.72
15
0.8
Gregory Street
1,600
1.4
2.0%
45
2.21
19
1.0
William Street
300
0.1
2.0%
1
0.03
0
0.0
Isabella Street
1,900
0.1
2.0%
4
0.19
2
0.1
Willow Lane
1,500
1
2.0%
30
1.48
13
0.7
Burning Bush
1,500
1.5
2.0%
45
2.22
20
1.0
Busse Avenue
500
0.3
2,0%
3
0.15
1
0.1
Weller Lane
500
0
2.0%
0
0.00
0
0.0
Council Trail
1,500
1.3
2.0%
39
1,92
17
0.9
Audrey Lane
900
0.35
2.0%
6
0.31
3
0.1
Connie Lane
300
0.1
2.0%
1
0.03
0
0.0
Robert Drive
600
0.8!
2.0%
10
0.47
4
0.2
Redwood Drive
600
0.2
2.0%
2
0.12
1
0.1
We Go Trail
800
0.5
2.0%
8
0.39
3
02
See Gwun Avenue
750
0.5
2.0%
8
0.37
3
0.2
Pine Street
1,600
1.1
2.0%
35
1.73
15
0.8
Emerson Street
2,500
1.8
2,0%
90
4.43
39
2.1
Country Lane
500
0.1
2.0%
1
0.05
0
0.0
William Street
1,400
0.5
2.0%
14
0.69
6
0.3
Wheeling Road
7,500
0.8
2.0%
120
5.91
52
2.7
Greenwood Drive
500
1
2.0%
10
0.49
4
0.2
Maple Street
500
0.1
2.0%
1
0.05
0
0.0
Church Road
500
0.1
2.0%
1
0.05
0
0.0
Linneman Road
3,000
0.4
2.0%
24
1.18
10
0.5
Na Wa Ta Avenue
400
0.3
2.0%
2
0.12
1
0.1
Owen Street
800
0.9
2.0%
14
0.71
6
0.3
Busse Avenue
700
0.7
2.0%
10
0.48
4
0.2
Business Center Drive
1,800
0.65
2.0%
23
1.15
10
0.5
Feehanville Road
2,300
0.6
2.0%
28
1.36
12
0.6
Total
20.8
718
35.39
311
16
Phase II Projects, 2% Mode Share
Existing Conditions
Mode Shift
Daily Energy
Savings
Corridor Name
Current Project length
Projected
Reduction in
Gas Saved CO2 Reduction
Other Greenhouse
Average Daily (miles)
Bicycle Mode
Vehicle Miles
(Gallons) (Kilograms)
Gases Reduction
Traffic (ADT)
Share
Traveled
(Kilograms)
(VMTI
River Road
17,500
1.5
2.0%
525
26
4,620
243
WolfRoad
21,100
2.4
2,0%
1,013
50
8,913
469
Kensington Road
7,500
3
2.0%
450
22
3,960
208
Busse Road
18,000
2.8
2.0%
1,008
50
8,870
467
Central Road
20,000
3.2
2.0%
1,280
63
11,264
593
Northwest Highway
13,000
2.1
2.0%
546
27
4,805
253
Golf Road
33,000
2.5
2.0%
1,650
81
14,520
764
Total 17.5 6,472 319 56,952 2,997
Phase III Projects, 2% Mode Share
Corridor Name
Current
Project length
Projected
Reduction in
Gas Saved
CO2 Reduction Other Greenhouse
Average Daily
(miles)
Bicycle Mode
Vehicle Miles
(Gallons)
(Kilograms)
Gases Reduction
Traffic (ADT)
Share
Traveled
(Kilograms)
(VMT1
Main Street/Elmhurst Road
20,000
5.2
2%
2,080
102
18,304
963.4
Rand Road
25,000
2.4
2%
1,200
59
10,560
555.8
Euclid Avenue
20,000
2.7
2%
1.080
53
9,504
500.2
Mount Prospect Road
13,700
1
2%
274
13
2,411
126.9
Dempster Street
30,000
1.1
2%
660
33
5 ,808
305.7
Algonquin Road
30,000
1.4
2%
840
41
7,392
389.1
Total
13.8
6,134
302
53,979
2,841
APPENDICES 57
0
C
Z
0
M
n
--4
U3
C
n
r
M
_0
ST?
(D
(D
Glencoe
Wheeling Existing- Programmed- Proposed - Planned Bike — Existing Bike Lane
Bike Paths, Lanes, and Routes — Existing Path
Northbrook ....... Planned Path
mmm — Programmed Path
— Proposed Bike Lane
— Proposed Bike Route
Prospect Heights — Proposed Path
Hydrology
Cook County Forest Preserve
Northfield Village of Glenview
Noi hbrook
ILL
- 7�
—.J
V 43 - 1
Mount Prospect
. . ..... Progra �d 10
�d ?0
............
. ..
ILL
21 -------
.... .. . ..... Wilinefte
Progr4tiiffiedr(2010)
G
dg
ol f
Des Plaines Skokie
FIL Ll
Niles
1 431
Morton Grove
January 10, 201
6.2 Appendix B: Community Bicycle Networ K M,
TO BUFFALO PRESERVE
,LGHG OVE'
_ I I I FF.wr 30 r--
VILLAGE OF
7. Look out for motorists pulling into traffic. Keep a
14. Make sure that the bike you ride is the right size for
LI KEARFINGTOa
,
LEGEND
1. Always ride your bike in single file, in the same
path causing you to veer into traffic.
ARLINGTON HEIGHTS
direction as traffic. Stay close to the right edge of
, `v
F *a
PRE
EXISTING BIKEWAY
• ,N
J
DOPER
BIKEWAYS MAP
- -- -- -- PROPOSED BIKEWAY
_
\� \�I�i�re
moLE
SCHOOL
- POTENTIAL BIKEWAY
cRE
16. Only one person should ride on a bicycle except on a
°
VILLAGE BOUNDARY
tandem bicycle or with an attached child's seat if
4. Riding on sidewalks is legal except in the Central
stopped to load or unload passengers.
PARKS
Business District.
11. Be ready to yield the right -of -way to other moving
TO BUFFALO GROVE -
t IIHCrvEU r
U s
LAKES AND STREAMS
Ir
XA
I ouL
I
`*' POLICE STATION
_
o
0 114 mile 112 mile
Source:
6. Be extra careful at intersections and railroad
i
BUFFALO GROVE
FIRE STATIONS
13. Watch for poor road surfaces including drainage
r ll
BUFFALO
uo L
SCHOOLS
from the Arlington Heights Police Department,
Fe
III InuTE 19
Village Hall, or Illinois Secretary of State, Woodfield
DUNDEE
f
kJ LIBRARY
Prepared by the Village of Arlington Heights Engineering Department April 2000
' L I
'L= SHOPPING CENTERS
v
POST OFFICE
L A
yFb -
M METRASTATIONS
i
ry
oH O
RAILROAD CROSSING
I
FlRE
STA.
c
BICYCLE RACKS
LLP ARK LEMETERV
PA
SHALO xOWRK
BURRDAK
N�L IEIB P
7 P� L
Bu 0
K i
n
WHEELING
v
O GR
W HINT2 R
n`
-
PALATINE _
gNGSeua
s' rvIHT m RoA
3
� �
vBERKE
oO E'
AVE AvE . A A B FF D
H O
p
3
x
IM
"j"=L8
LL
�.. Ig oe , lip I II i L-
-I ' I =I_ , I. OFFI� Tv� 2 Q 1 1 I 1 /� I I_ A
_ I I I FF.wr 30 r--
Bicycle Safety Rules
7. Look out for motorists pulling into traffic. Keep a
14. Make sure that the bike you ride is the right size for
LI KEARFINGTOa
,
you.
1. Always ride your bike in single file, in the same
path causing you to veer into traffic.
15. Right turns on red are permissible, after coming to
direction as traffic. Stay close to the right edge of
8. Maintain your bicycle in safe working order. Check
complete stop, except where a sign is posted
PRE
brakes, tires and wheels.
■ I � s�I�
2. Helmets are highly recommended for all bicyclists.
are
9. Wear bright colored and reflective clothing when
��
3. Bicycle are expected to know and obey all
\� \�I�i�re
ninw a�_-�1��
traffic regulations (signs, signals, pavement
IM
"j"=L8
LL
�.. Ig oe , lip I II i L-
-I ' I =I_ , I. OFFI� Tv� 2 Q 1 1 I 1 /� I I_ A
_ I I I FF.wr 30 r--
Bicycle Safety Rules
7. Look out for motorists pulling into traffic. Keep a
14. Make sure that the bike you ride is the right size for
close watch for car doors opening suddenly in your
you.
1. Always ride your bike in single file, in the same
path causing you to veer into traffic.
15. Right turns on red are permissible, after coming to
direction as traffic. Stay close to the right edge of
8. Maintain your bicycle in safe working order. Check
complete stop, except where a sign is posted
the road.
brakes, tires and wheels.
prohibiting such a turn. You must yield the
2. Helmets are highly recommended for all bicyclists.
are
9. Wear bright colored and reflective clothing when
right -of -way to other traffic lawfully using the
3. Bicycle are expected to know and obey all
riding after dark. Make sure your bike has proper
intersection and to pedestrians.
traffic regulations (signs, signals, pavement
lights and reflectors before riding at night.
16. Only one person should ride on a bicycle except on a
markings, etc.).
10. Stop before reaching a school bus which has
tandem bicycle or with an attached child's seat if
4. Riding on sidewalks is legal except in the Central
stopped to load or unload passengers.
available.
Business District.
11. Be ready to yield the right -of -way to other moving
17. Never hitch a ride with any motorized vehicle.
5. Indicate your intention to slow down, stop, turn or
vehicles.
18. Do not wear headphones when riding a bicycle.
change lanes by using arm signals. This will
12. Keep at least one hand on the handlebars at all
prevent being cutoff.
tunes for control of the bicycle. Carry books,
Source:
6. Be extra careful at intersections and railroad
packages, or other items in a back packor carrier.
Portions of this list were excerpts from Illinois
crossings and when emerging from driveways,
13. Watch for poor road surfaces including drainage
Bicycle Rules of The Road. Copies are available
alleys or from behind parked cars. Establish eye
grates {tires may fall through grooves), pot holes,
from the Arlington Heights Police Department,
contact with motorists who may not be looking for a
loose gravel, and unsafe shoulders.
Village Hall, or Illinois Secretary of State, Woodfield
cyclist.
Commons, Schaumburg, IL.
Prepared by the Village of Arlington Heights Engineering Department April 2000
Artington Heights Bike Map
APPENDICES 59
Anr- :,-nA;w & Community Bic ycle Networ Map
P.
TERV
P �uix s aea
Ea wk
S
E
ST.
ROLLING
MEADOWS
G�4I
F1STMAN ST. �
NIN�a
WING ST.
HARMONY PARK-
:AMPBELL " I ST
SIGWALT qI a it ST. I Ej I ¢' F RE ICE. .
Village of
Arlington Heights
Bicycle Advisory
33 South Arlington Heights Rd.
Commission
Arlington Heights, IL 60005
Arlene Mulder, Mayor
Michael Walczak, Chairman
(847) 368 -5100
Jeanie Gain
John D'Ambrose
Bike Map Information
James K. Daley
(847) 368 -5250
Mitchell D. Polonsky
John Blackwood
Reporting Bicycle
Alan Medsker
Accidents
Police Department (847) 368 -5300
Emergency 911
MOUNT
PROSPECT
` LEGEND
ST EXISTING BIKEWAY
- ---- -- PROPOSED BIKEWAY
-- POTENTIAL BIKEWAY
VILLAGE BOUNDARY
LIN.coLN. RO.
PARKS
MOUNT LAKES AND STREAMS
PROSPECT
POLICE STATION
'OUTE FIRE STATIONS
SCHOOLS
LIBRARY
SHOPPING CENTERS
n REST. 8 POST OFFICE
JC-QNA
r L l . METRA STATIONS
cox _
P ® RAILROAD CROSSING
BICYCLE RACKS
R 4a
Is , ff
ELK
n 114 mile 112 mile
Equipment Required By Law
Must Be on all Bicycles
Handbrakes {or coaster brakes).
• Headlight (at night) - A white light which can be seen at
500 feet from the front.
• Red Reflector - A red reflector on the rear of the bicycle
which can be seen from 100 to 600 feet from the rear.
MLLAGE OF
- - _ - ARLINGTON HEIGHTS
M BIKEWAYS MAP
Prepared by the Village of Arlington Heights Engineering Department April 2909
60 MOUNT PROSPECT BICYCLE PLAN
m
c�
0
(D
ff!
ID
W
lD
a
D
m
z
0
n
rn
to
w0 .�
rf l!
NERGE RD
[
4 r
Elk Grove Village Bike Routes 0i5 Miles
- � s iu�, j ilm w .�,
rn
e
Legend
Bike Routes
Roadways
'
-
Hydrology
ri
Unincorporated
ARLINGTON HEIGHTS
Elk Grove Village Limits
Important Places
f a
MOUNT PROSFECT ��P
Golf Course
� Park
-
4
Forest Preserve
au: ewooa:
HAU,IPUR',
HIGGINS RD
11 -
School
F HIGGINS RD
® Public Facility
- Hospital
I
F
�ANDMF /FR
J =� RD
+(
L
..
1- D MFie, _
rc
RD
K
TERFIELD RD
K
2
OF
C
�
O
NFR E
w
GFRD w
E DEVON AVE
W DEVON AVE
� EDEVONAVE
THORNDALEAVE
VJ[:CiO DALE
--- __ BEN5ENV11_I.E
4 r
Elk Grove Village Bike Routes 0i5 Miles
- � s iu�, j ilm w .�,
rn
, A r n ix B: Commurity Ri,-!-lp klPt�A! r14- M-
City of Des Plaines
Bicycle Network
Legend
o Local PIs W imereW
Des Plaines Bike Network
Regional Points of Interest
Q Big Bend Lake
Q Cumberlantl Mega Station
„-
Q Bes Plaines Mega Station
Q Lake Park
Q MyWic Waters Family Aquatic Cemer
Q Prairie Lakes Community Cemer
Bicycle Routes
T
Route Type, Route Status
Local Rowe AW ve
— - Local Rowe Proposetl
r
Local Anerial Rolle, Proposetl
Regional Rowe, A-
- - Regional RoWe, Proposetl
—Trail,AClive
S
r \
- U .'!
F _
N
W E
S
.D
n n\
S � i
r`l � Lj�
r te:
Fjo
: I
� C
0 2,150 4,300
�, r C01180'rtlWf[I.
Feet Updated: August 201
62 MOUNT PROSPECT BICYCLE PLAN
Des Plaines Bike Map
Highway Safety
Section 402--State
Transportation
High- Priority
Congestion Mitigation and
Surface Transportation
Safe Routes to School
Recreational Trails Program
Improvement
and Community
Motor Fuel Tax
Enhancements
Projects
Air Quality Improvement
Program
Highway Safety Grant
Program
Program
Local Grant
IDOT
State or Federal
CMAP
Northwest Council of
IDOT
IDNR
IDOT
IDOT
IDOT
Administrator
Government
Mayors
To foster cultural, historic.
To fund key
To enable and encourage
To develop and maintain
To fund highway
To improve air quality and
children to walk and cycle
infrastructure safety
To create safety
Program
aesthetic, and
transportation projects
reduce traffic congestion in
To fund state and local
to school through
recreational trails and trail-
projects aimed at
programs aimed at
To fund state and local
Purpose
environmental aspects of
deemed important by
areas that do not meet air
road and transit projects
education. encouragement,
related facilities for both
reducing highway
reducing traffic
road and transit
our transportation
elected officials
quality standards
enforcement. engineering,
nonmotorized and motorized
fatalities and serious
crashes
projects
infrastructure
(earmarks)
and evaluation strategies
recreationaltraihuses
injuries
All bike /ped infrastructure
All bike /ped
Most bike /ped
that has a relationship to
infrastructure. including
All bike /ped infrastructure
Bike traits. trailside. and
Bike lanes. bike
Eligible
surface transportation (as
infrastructure or as
bike paths. lanes. racks.
All bike /ped infrastructure
within a two -mile radius of
trailhead facilities. both
parking. crosswalks.
None
Most bike /ped
Infrastructure
opposed to recreation
dictated in the
lockers. and bike sharing
a K -8 school
development and maintenance
and signage
infrastructure
authorizing legislation
alone)
programs
States can spend 10%
Safety programs such
Encouragement.
Safety and environmental
of their HSIP funds on
as bike or pedestrian
Eligible Non -
Safety and educational
As dictated in the
As
Most bike /ped safety and
enforcement. and
education: assessment of trail
public awareness
safety education.
Infrastructure
programs for pedestrians
legislation
education programs
None
education activities, for
conditions: state program
campaigns, education
helmet distribution, or
None
and cyclists
children in grades K -8
administration
programs, and
distribution of safety
enforcement activities
information
30% of state's funding must be
used for nonmotorized trail
projects: 30% for motorized: 40%
Minor distinctions
1) Must be spent in non-
for projects that encourage
Project must address
Project must address
between allowable
Key Project
Must relate to surface
No official
attainment and maintenance
N A
Requires a state - approved
diversity of use of trail corridor,
Highs written in State
goals written in State
uses for counties.
Requirements
transportation
requirements
areas: 2) Will be evaluated
school travel plan
trailhead. etc:: projects
townships. and
on air quality
encouraged to have
Highway Safety Phan
Highway Safety Phan
municipalities
environmental benefit and use
specified in statute
youth conservation and service
corps
Specified in federate
Timing under review.
Annual updates to plan
Funds distributed by
Application
Irregular schedule at call of
Illinois Department of
surface transportation
Generally. an annual call for
proposals by Chicago
Varies at call of local
Irregular schedule at call of
Illinois Department of
Irregular schedule at call of
Illinois Department of Natural
and calls for proposals
Generally each spring
at call of IDOT Division
IDOT on monthly basis
to counties and certain
Process
Transportation
bill (may be change in
Metropolitan Agency for
council of governments
Transportation
Resources
by IDOT Division of
of Traffic. Safety
local governments on
annual appropriations)
Traffic Safety
Planning
a formula basis
No match required but
Local Match
local government is
Typically
Typically 20%
None
Typically 20%
20%
None
Typically 20 %: some 50%
10%
Typically 20%
required to have
Required
minimum tax
rate
6.4 Appendix D: P edestrian and Bicycle Facilities Guidance
Pedest� ` _
Guide for the Planning, Design, and Operation of Pedestrian
Facilities
American Association of State Highway and Transportation
Officials (AASHTO), 2004
http: / /www.transp ortation.org
Designing Sidewalks and Trails for Access
U.S. DOT Federal Highway Administration
http: / /www.f hwa. dot. gov / environment /sidewalks /index.htm
Bicycle and Pedestrian Accommodations
Bureau of Design & Environment Manual — 2010 Edition
Illinois Department of Transportation
http / /www dot. state. il.. us /desenv /BDE %20Manual /BDE /pdf/
Chapter %2017 %20Bicycle%20 and °lo20Pe destrian.p df
Roundabout information
Turner Fairbank Highway Research Center
http: / /www tflirc.gov /safety /00068.htm
r'= acilities
Guide for the Development of Bicycle Facilities, 3rd Edition
American Association of State Highway and Transportation
Officials (AASHTO), 1999
http: / /www transportation.org
Urban Bikeway Design Guide
National Association of City Transportation Officials
http: / /nacto.org /cities for-cycling/design-guide/
Bike Lane Design Guide
City of Chicago and the Active Transportation Alliance, 2002
http-//www.cliicagobikes.org/pdf/bike _ lane_ design_guide.pdf
Bike Parking
Association or Bicycling and Pedestrian Professionals
Bicycle Parking Design Guidelines
http: / /www. apbp. org / ?p age = Publications
Bike Parking for Your Business
Active Transportation Alliance, 2003
http: / /www. chicagobike s. org /pdf /bike_parking_business.p df
Other Resources
Active Transportation Alliance
http: / /www. activetr an s. org
Complete Streets
National Complete Streets Coalition
http: // www.completestreets.org
Manual for Uniform Traffic Control Devices
Federal Highway Administration, 2009
http: / /mutcd.f liwa.dot.gov/
Pedestrian and Bicycle Information Center
U.S. Department of Transportation
http-//www.pedbikeinfo.org
Safety Benefits of Raised Medians and Pedestrian Refuge Areas
Federal Highway Administration
http: //s afety.f hwa. dot.gov /ped_bike/tools
brochure
Safety Benefits of Walkways, Sidewalks, and Paved Shoulders
Federal Highway Administration
http: //s afety.f hwa. dot.gov /ped_bike/tools
brochure
64 MOUNT PROSPECT BICYCLE PLAN
6.6 Appendix E: Sample Bicycle Parking Ordinance
Base the number of bicycle parking spaces on 5 percent of
required motor vehicle spaces (minimum 4 bicycle parking
spaces /maximum 40 bicycle parking spaces, depending on
proximity to bike path system). Exemptions: Single and two -
family dwellings: warehousing and distribution, mortuaries, auto
service, day care centers, car washes: drive -up establishments
and airports.
Location and Design Elements
• Inverted -U structure preferred
Should accommodate U- locks /chains and shall support a
bicycle at two locations
• Thermoplastic powder coating on racks and must
be anchored securely to ground per manufacturers
specifications
• Bicycle parking should be separated from vehicle parking
grade differences, landscaping, poles, etc.)
• Spaces shall be 30" x 6' per bicycle with a 5' wide access
aisle from behind. Sidewalk adjacent may serve as access
site.
• Spaces should be within 50' of entrance and clearly safe and
convenient (lit if necessary)
Parking areas may be shared by two venues within 50' of
one another
• Parking areas should be easily accessible from trails,
APPENDICES 65
6.6 Appendix F: Sample Distracted Driver Ordinance
Source: City of Evanston, Ill.
(A) Definitions: For purposes of this section the following terms
shall be applicable:
1. "Hands -free device" shall mean an external device that
connects to a mobile telephone that allows the user to engage in
a telephone call without touching the user's mobile telephone.
2. "Mobile telephone" shall mean a cellular, analog, wireless,
or digital telephone capable of sending or receiving telephone
messages without an access line for service.
3. "On -board communications device" shall mean a
communications system or device that is hard wired into the
motor vehicle.
4. "Use" shall mean talking or listening to another person,
text messaging, sending, reading or listening to an electronic
message, or browsing the internet.
(A) Except as otherwise provided in subsection (B) of this section,
no person shall operate a motor vehicle while using a mobile
telephone.
(C) The provisions of this section shall not apply to:
1. Any person using a mobile telephone or on board
communications device for non - personal use in the course of
ordinary business in their employment with a city, state or
federal agency or authority.
Penalty: Any person who violates subsection (b) of this section
shall be subject to a fine of $50.00, provided however, that if a
violation occurs at the time of a traffic accident, the driver may
be subject to an additional fine not to exceed $200.00.
66 MOUNT PROSPECT BICYCLE PLAN
6.7 Appendix G: Semple Complete Streets Policy
Source: City of Chicago, 2006
The safety and convenience of all users of the transportation
system including pedestrians, bicyclists, transit users, freight,
and motor vehicle drivers shall be accommodated and balanced
in all types of transportation and development projects and
through all phases of a project so that even the most vulnerable—
children, elderly, and persons with disabilities —can travel safely
within the public right of way.
Examples of how the policy may be implemented.
• Design and construct right- of-way improvements in
compliance with ADA accessibility guidelines.
Incorporate features that create a pedestrian friendly
environment, such as
— Narrower traffic lanes
— Median refuges
—Curb extensions ( "bulb- outs ")
— Countdown pedestrian signals
Improve pedestrian accommodation and safety at signalized
intersections by:
—Using good geometric design to minimize crossing
distances and increase visibility between pedestrians
and motorists
Timing signals to minimize pedestrian delay and
conflicts, and balancing competing needs of vehicular
level of service and pedestrian safety (e.g., 2009
version of MUTCD to reduce design walking speed
from 4ft./sec. to 3.5 ft. /sec.)
Reclaim street space for other uses through "road diets"
—E.g., convert 4 -lane roadway to 3 -lane roadway with
marked bike lanes
APPENDICES 67
Village of Mount Prospect
® Pedestrian & Cyclist Crashes
2006-2009
m
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ACTIVE
TRANSPORTATION 1
ALLIANCE Chicago`
0 0.375 0.75 1.5 2.25 3
- - -- - - - - -- -- -- Miles
.h I IATA nnrra innic 1111 1 - —
68 MOUNT PROSPECT BICYCLE PLAN
The following individuals comprise the bikc plan task force:
Mike Dallas, Administrative Analyst
Brian Simmons, Deputy Director of Community Development
• Matt Lawrie, Project Engineer
Clare O'Shea, Senior Planner
• Greg Sill, Mount Prospect Police Department
Randy Uidl, Fire Department Shift Commander
Lou Ennesser, Mt. Prospect Park District
APPENDICES 69
ACTIVE
TRANSPORTATION
ALLIANCE
9 West Hubbard Street
Suite 402
Chicago, IL 60654 -6545
T 312.427.3325
F 312.427.4907
info @activetrans.org
www.activetrans.org
Sam Schwartz Engineering, PLLC
505 N LaSalle Street
Suite 475
Chicago,IL 60654
T. 773.305.0800
www.samschwartz.com
October 2009
Prepared for: The Village of Mount Prospect
2, Bikeway Systems Connection Recommendations
The term "bikeway" means any road, street, path, or travel way, which in some manner is specifically
designated as being available to bicycle travel, regardless of whether such facilities are designated for the
exclusive use of bicycles or are to be shared with other transportation modes. The Village of Mount
Prospect has made it an objective to promote multi -modal access to transit services and transit facilities
within the community. By making connection improvements to the existing bikeway system, the Village is
encouraging another mode choice for residents to use as they travel to places of work, shopping, or
recreational opportunities. Two percent of the commuters boarding in the morning (approximately 26 riders)
ride their bike to the Mount Prospect Metra Station to board a train(source: Meta's 2006 Origin- Destination
Survey). Additionally, there are other commuters who ride their bicycle to the Pace routes that travel through
town; each Pace bus can accommodate two bicycles. It is important that these commuters, as well as
additional commuters, can easily transfer between modes.
As reported in the Existing Conditions Report there are already 30 miles of mapped on- street bike routes in
the Village. The bikeway system recommendations involve the creation and development of additional on-
street bicycle facilities and off - street trails in order to link the various transit services in the community. The
recommendations were developed from input received from the public at the Vision Workshop, through
stakeholder interviews, from the Steering Committee, and from research conducted by the project team.
a. Complete Streets Policies
On October 10, 2007 the State of Illinois adopted Senate Bill 314 requiring that bicycle and pedestrian
ways be established in the planning and construction of all state transportation projects. The result has
been a "Complete the Streets" movement to encourage change in the way most streets and roads are
designed in the United States.
The benefits of "complete streets" are many. Complete streets improve safety for bicyclists and
pedestrians, provide better access to transit, encourage walking and bicycling, help reduce congestion
and improve air quality. Complete streets are designed and operated to enable safe access for all
modes: pedestrians, bicycles, transit, and motor vehicles. Creating complete streets means
transportation agencies must change their orientation toward building for cars and design and operate
the entire right of way to enable safe access for all users. Places with complete streets policies are
making sure that their streets and roads work for drivers, transit users, pedestrians, and bicyclists, as
well as for older people, children, and people with disabilities.
Design Considerations
No single type of bicycle facility will accommodate all types of bicyclists. Each skill level of rider will
require different types of bikeway treatments. By establishing and implementing good design practices,
the Village can create attractive, inviting facilities that will encourage more people of every level to bike
more often. Bicycle amenities, including bicycle racks, signs, water fountains and information kiosks are
also important as part of the overall planning effort.
c. Design Criteria
The following industry standards and accepted design practices in the State of Illinois should be
referenced when planning, designing and implementing bikeways. These standards and guidelines can
be found in the following manuals.
• Guide for the Development of Bicycle Facilities, AASHTO, August 1999
• Policies and Procedures for Local Bicycle Facilities, IDOT, December 1997
• Policies and Procedures for Accommodating Bicycle Travel in Highway Improvements, IDOT,
August 1995
Mount Prospect Public Transportation System Plan October 2009
Final Report 107
• Federal Aid Procedures for Local Highway Improvements, IDOT, 1984
• Manual of Uniform Traffic Control Devices (MUCTD), FHWA, Millennium Editions
d, Types of Bikeways
The term "bikeway" means any road, street, path, or travelway, which in some manner is specifically
designated as being available to bicycle travel, regardless of whether such facilities are designated for
the exclusive use of bicycles or are to be shared with other transportation modes. Four types of
bikeway treatments were reviewed for the Bikeway Plan. They are:
1. Signed Bike Routes
2. Bike Lanes
3. Marked Shared Lanes
4. Multi -Use Trails
The design criteria and design treatment for each of these applications are presented below.
1. Signed Bike Routes
(Source: City of Chicago: "Chicago Bike Map: Streets for Cycling °)
Signed bike routes are specially designated shared roadways that are preferred for bicycle
travel for certain recreation or transportation purposes. Signage only (without pavement
markings) is provided typically on streets that are
residential streets with low traffic volumes or on busier
streets that are not wide enough for bike lanes or
shared pavement markings. Signage is provided to
direct bicyclists in certain directions or to certain
destinations. Cars and bicycles share the same lane.
• The road is a common route for bicyclists through a high- demand corridor.
• The route extends along local neighborhood streets and collectors that lead to
internal neighborhood destinations, such as parks or schools.
Mount Prospect Public Transportation System Plan October 2009
Final Report 108
• Street parking has been removed or restricted in areas of critical width to provide
improved safety.
• Surface imperfections have been corrected (e.g., utility covers have been adjusted to
grade, bicycle -proof drainage grates have been installed, potholes have been filled).
• Maintenance of the route is at a higher standard than that of other comparable streets
(e.g., more frequent street sweeping).
• The street provides wider curb lanes than other parallel roads.
Design Treatment
• Bike route signs with optional directional information leading to points of interest or
other bikeways
• Bicycle- safety drainage grates
• Smooth pavement, free of potholes
• Timing of signals system to allow safe bicycle crossing
• Placement of traffic signal bicycle detectors
Bike lanes serve the needs of all types of cyclists in urban and suburban areas, providing them
with their own travel lane on the street surface. Bike lanes are usually established on streets
with higher volumes of traffic and /or speed. Special pavement markings and signs identify the
lanes.
Mount Prospect Public Transportation System Plan October 2009
Final Report 109
Source: City of Chicago: "Chicago Bike Map: Streets for Cycling °)
Design Criteria
Bike lanes can be incorporated into a roadway when it is desirable to delineate available road
space for preferential use by bicyclists and motorists, and to provide for more predictable
movements by each. Bike lane markings can increase a bicyclist's confidence that motorists
will not stray into their path of travel.
• Typically applied to minor arterial and collector streets
• The roadways have higher traffic volumes and higher speeds (30 — 40 m.p.h.)
• The roadways serve as through routes and provide access to destinations
The roadways are preferred routes for bicyclists as they offer a combination of direct
access and desirable traffic characteristics
Design Treatment
• Always implemented as one -way facilities located on both sides of a street
• Signs and pavement stencils indicate direction of travel (i.e. on the right, with traffic)
• Curbed street without parking: minimum lane width of 4 feet adjacent to curb and
gutter, not including the width of the gutter flag; must be a minimum of 3 feet of
rideable surface to the left of the gutter pan
• Curbed street with parking: minimum lane width of 5 feet; located between parking
lane and through traffic lane
• Wider bike lanes are recommended on streets with higher motor vehicle speeds and
traffic volumes, or where pedestrian traffic in the bike lane is anticipated
• Pavement markings should follow standards set in the Manual on Uniform Traffic
Control Devices (MUCTD) and the 1999 AASHTO Guide for the Development of
Bicycle Facilities.
The following are minimum cross section requirements. Width measurements are taken from
the curb face to the bicycle lane stripe.
One -fty t e -ft
alike LOrlia B &e Lane
4'(1 gym) kau .. J_ 10- - 12 10- 11` 0.2 ens) Wn,
Im O -ILA JF CURB ACID GILIT T1LIR SEC] IO
Oinw Way one-wwgy
Bike Lone, Ike Lanus
5 "' R1.5 rn.t !!!1!1. , - � to 12 �L _ 10' - 12'
(10m -3.6 (10pin - 3.6 M)
TWO -LANE MONOLITHIC OLITHIC CURB SECTION
MINIMUM CROSS SECTIONS FOR CURBED STREET'S W11T'IHIOUT IFARKIINV
(M r li Bicycle (Lanes
Mount Prospect Public Transportation System Plan October 2009
Final Report 110
r¢ei apro A4 P p
n Y r7' W" Puri
. 4 rol hd "uRO, 1.h —
rr r 3.6rr rn7 P 9 0 urr — .5 .69 rrr ,'� (1.5 e °rig 12 x rri 1 Mr.
TWO.1...ANE SECTION WITH SEPARATE
BICYCLE LANE AIND c L.iRS PARK N
Wd,r�ed A(,yC -re a a,ro4�yr
MINIMUM CROSS SECTION FOR CURBED STREETS WITH PARKING
Source: "Chapter 42, Bicycle Facilities ", IDOT Bureau of Local Roads and Streets Manual)
3, Marked Shared Lanes
source: City of Chicago: "Chicago Bike Map: Streets for Cycling °)
Marked shared lanes are appropriate on streets that typically cannot accommodate a bike
lane. The pavement markings alerts the motorist that their travel lane is being shared by a
bicyclist.
Design Criteria
Similar to bike lanes, marked shared lanes can
increase a bicyclist's confidence in motorists not
straying into their path of travel.
• Typically established on streets that are too
narrow for bike lanes.
• The roadways have higher traffic volumes
and higher speeds (30 — 40 m.p.h.)
• The roadways serve as through routes and
provide access to destinations.
• The roads are preferred routes for bicyclists
as they offer a combination of direct access
and desirable traffic characteristics.
Mount Prospect Public Transportation System Plan October 2009
Final Report 111
Design Treatment
• Special pavement markings and signage encourage cars to
share the lane with bicyclists
A wide curb lane may be provided where there is inadequate
width to provide bike lanes or shoulder bikeways. Wide curb
lanes can often be installed by narrowing inner lanes on a multi-
lane arterial, thereby re- allocating roadway space so that the
outside (curb) lanes are wider.
To be effective, a wide lane must be at least 14 -feet wide, but
less than 16 -feet wide. Usable width is normally measured from
the curb face to the center of the lane stripe, but adjustments
need to be made for drainage grates, parking, and the ridge
between the pavement and gutter. Widths greater than 16 -feet encourage the
undesirable operation of two motor vehicles in one lane. In this situation, a bike lane
or shoulder bikeway should be striped.
4, Multi -Use Trails
M UIt SL
Source: City of Chicago: "Chicago Bike Map: Streets for Cycling °)
Multi -use trails, also called multi -use paths or shared use
paths, are paths separated from the road for bicyclists,
walkers, runners, and in -line skaters. The term "sidepath°
indicates a shared use path immediately paralleling the
roadway. Sidepaths can be used in combination with on-
road treatments.
4 A note on sidepaths: When two -way shared paths are located immediately adjacent to a roadway, some operational problems are likely to
occur. When the path ends, bicyclists going against traffic will tend to continue to travel on the wrong side of the street. Likewise bicyclists
approaching a shared use path often travel on the wrong side of the street in getting to the path. Wrong -way travel by bicyclists is a major
cause of bicycle /automobile crashes and should be discouraged at every opportunity. At intersections, motorists entering or crossing the path
may not notice the bicyclist or anticipate the speed of the bicyclist. In addition, many bicyclists will use the roadway instead of the shared use
path because they have found the roadway to be more convenient. A solution is to have a wide separation between a shared use path and the
adjacent roadway to identify that the path functions as an independent facility for bicyclists and others. When this is not possible, and the
distance between the edge of the shoulder and the shared use path is less than five feet, a suitable physical barrier is recommended.
Mount Prospect Public Transportation System Plan October 2009
Final Report 112
Design Criteria
Multi -use trails can be provided parallel to the road in lieu of a sidewalk or provided away from
roadways within parks, forest preserves, along abandoned railroad rights -of -ways, within utility
easements, and along creeks. They are also provided as part of planned developments.
• They typically serve corridors not served by streets and highways.
• They can be parallel to roadways with higher traffic volumes (30 - 45 m.p.h.).
• They should offer an opportunity not provided by the road system, such as a
recreational purpose.
• They could be used to close gaps in bicycle travel caused by construction of cul -de-
sacs, railroads and freeways.
• Multi -use trail should be designed to be used by others, such as pedestrians, joggers,
dog walkers, skate boarders, and in -line skaters.
Design Treatment
The following are typical cross - sections for multi -use trails.
i4 .i °
e
L
,
a IT ")
'� 2� 4i
w
TYPICAL SHARED USE PATH FOR AVERAGE SHARED USE
(5. ill )
s� olz�
4 . 4 .,
d I 1.2 L2 u v
7WO ... of
ol Pecs K
TYPICAL SHARED USE PATH FOR UB TAN71AL SHARED USE
�hr ore TI' Kill I 3co us eti s In Peak How, StflphQ Is OpMorWaI)
TYPICAL CRCS SECTIONS FOR TWO-WAY, 'SHARED-USE BICYCLE IPATHS
Source: "Chapter 42, Bicycle Facilities ", IDOT Bureau of Local Roads and Streets Manual)
Mount Prospect Public Transportation System Plan October 2009
Final Report 113
The following table shows the appropriate trail width based on anticipated volume and
direction of travel.
Multi -Use Trail Width Dimensions
Anticipated Volume
One Way
Two Wa
<100 Users per Peak Hour
5 feet
8 feet
100 -300 Users per Peak Hour
6 feet
10 feet
>300 Users per Peak Hours
7 feet
12 feet
Notes:
• It should be recognized that one -way bicycle trails will be used as two -way facilities.
• Provide a minimum of 2 feet wide graded turf or gravel area to both sides of the pavement
• Provide a minimum 3 feet to maximum of 6 feet clear area from the edge of trail to allow for signs, trees,
poles, walls, fences, guardrails and other lateral obstructions
(Source: "Chapter 42, Bicycle Facilities ", IDOT Bureau of Local Roads and Streets)
Surface materials for multi -use trails vary. The table below provides the advantages and
disadvantages to the four treatment possibilities.
Surface Materials for Multi -Use Trails
Surface Material
Advantages
Disadvantages
Crushed Aggregate
Soft but firm surface; natural
Surface can rut or erode from
material, moderate cost, rough
heavy rainfall; regular
surface; would not accommodate
maintenance needed to keep
all users (e.g. in -line skaters)
consistent surface; not for slopes
>3.0%
Bituminous Surface
Inexpensive to apply; more
Potential of oil bleeding to surface
Treatment (i.e. oil and chip)
stable surface, durable; would
in hot weather
accommodate all types of users
Asphalt
Hard surface; would
Higher installation costs and more
accommodate all types of users;
costly to repair; freeze /thaw can
all weather - does not erode; low
crack surface
maintenance
Concrete
Hardest surface; would
High installation costs and costly
accommodate all types of users;
to repair; not a natural looking
lowest maintenance; best for
surface
cold weather and wet conditions
(Source: "Chapter 42, Bicycle Facilities ", IDOT Bureau of Local Roads and Streets Manual)
e, Design Application
There is still considerable debate over the appropriate choice of a bicycle facility type in any given set of
circumstances. There are no hard and fast rule or warrants that apply across the board. Engineering
judgment and planning skills will always remain as the critical decision tools to determine whether a
striped bike lane is most important, for example, or whether the bicyclist will be better served by a
sidepath.
The table below provides additional guidance when determining what design treatment is most
applicable. At a minimum, all bikeways should be signed as a bike route. Pavement markings and bike
Mount Prospect Public Transportation System Plan October 2009
Final Report 114
lanes are recommended wherever there is an opportunity on streets with higher traffic volumes. Multi-
use trails are recommended where new development allows or within parks and forest preserves.
Recommended Design Treatment by Street Type
Roadway Type
Recommended
Bikeway Treatment
Interstates, Expressways
No bicycling ermitted
Regionally Significant Arterial Streets
Wide curb lanes or paved shoulders
Minor Arterial and Collector Streets
Marked bike lanes, pavement markings, and /or
multi -use trails
Local Neighborhood Streets
Sign as a bike route
Parks and Forest Preserves, Utility Easements,
Rail Corridors, Waterways
Multi -use trails
L Roadway Signage, Pavement Markings, and Traffic Signals
Roadway Signage
Route signing for the Mount Prospect bikeway network should
generally follow the 2003 Manual of Uniform Traffic Control
Devices (MUCTD) and local ordinances. In brief, all bike routes 4 I � SANE
should be signed with a variation of the standard white -on -green �lf uogpuii uu
sign. The recommended sign would feature the standard bicycle - - - --
symbol followed by the AHEAD
name of the route (where appropriate) and an arrow showing the direction of travel. ,
These signs should be used at the lblllllllllllll�lp1 ° "9�Ilplu1u �o�������uuouuluiiouuliiuouuouuoulpp�oum i i000uouuouuouuouuouuou00000000000000mµ0000
beginning of each route and repeated " ° " v ENDS
at two to three block intervals, as well
as at any location where the route
jogs or changes direction.
Bicycle lanes should be designated with the standard black on white bicycle lane sign The signs
should be located at the beginning of every block where the bike lane is present.
2, Pavement Markings
General guidance on pavement marking is also provided in the MUTCD. Pavement markings
should accomplish two things: channel bikeway users to cross at a clearly defined location and
provide a clear message to motorists that this particular section of the road must be shared with
other users. A bike lane should be delineated from the motor vehicle travel lanes with a solid 6 -inch
white line. An 8 -inch line width may be used for added distinction. If on- street parking is present, a
second 4 -inch white line can be placed between the parking and bike lane to discourage motorists
from using the combined bike lane /parking lane as a through travel lane.
For the bikeway users, a clear message must be presented in a location where it will be seen by
that user. Traditional treatments have included the bicycle crossing sign, the pedestrian crossing
sign, and the pedestrian crosswalk lines.
Mount Prospect Public Transportation System Plan October 2009
Final Report 115
Signal Activation
At signalized intersections, the timing of
the traffic signal cycle as well as the
method of detecting the presence of
bicyclists should be considered.
Bicycles have difficulty activating
demand - actuated traffic signals as the
location of the pavement detector is
difficult to find. Pedestrian push- button
actuation if present, is often
inconveniently located for on -road
bikes. Therefore, pavement markings
(MUCTD- approved Bicycle Detector Pavement Marking) together with a Bicycle Signal Actuation
Sign can locate the appropriate place for the bicyclist to stop to actuate the signal. Quadruple loop
detectors can also be installed as they are more sensitive to bicycles. Traffic signals can also be
modified to provide an adequate clearance interval for bicyclists who are crossing at the end of the
green.
Regional Connections
An objective of the bikeway plan is to provide an opportunity for connections to surrounding bikeway
systems as part of a regional system of bikeways. In order to do this, a data base assembled by the
Chicago Metropolitan Agency for Planning, the Bikeway Inventory System (BIS), was reviewed. The
BIS represents a coordinated system to record existing and planned bike facilities in the metropolitan
area. The data base is comprised of plans that have been developed and adopted by local
governments, sub - regional Councils of Mayors, and counties. It is presented in a GIS format and
provides data on the name of the roadway that the facility is on, origin and destination, whether the
facility is currently constructed or planned and the type of surface if known.
The following exhibit reflects existing and proposed bikeway facilities in the surrounding communities
and the proposed bikeway system for Mount Prospect.
Mount Prospect Public Transportation System Plan October 2009
Final Report 116
rat. Prospect - Proposeai Kegionai Blik way Dian
u . 8Uffa1e Ca rove � Riveroods
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( "� Rufffalo Grave
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uu�d
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k%ikvrwvaNs
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