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HomeMy WebLinkAboutOrd 2707 04/05/1977 II II !I II II II Ii !I ORDINANCE NO. 2707 i , i I I II III WHEREAS, the President and Board of Trustees of the Village of Mount Prospect and i the Planning Commission of the Village of Mount Prospect did hold a public hearing il on the 6th day of January, 1977, at the hour of 8: 00 o'clock p.m. , at Prospect High il School, 801 West Kensington, Mount Prospect, pursuant to proper legal notice; and I WHEREAS. the subject matter under consideration at said public hearing was a pro- I posed text amendment to the Official Comprehensive Plan for the Village of Mount I II. Prospect heretofore adopted by the President and Board of Trustees of the Village of I Ii Mount Prospect on July 20, 1976; and II WHEREAS, the Planning Commission, under Chapter 24, Division 12, of the Illinois I Municipal Code, has the authority to hold a public hearing and make recommenda- ! tions for amendments to such Official Comprehensive Plan; and II II II I WHEREAS, the President and Board of Trustees of the Village of Mount Prospect con-I I cur in the Planning Commission's recommendation, having reviewed the matter herei 'II in; and have determined that the same is in the best interests of the Village of Mount i Prospect; I I NOW, THEREFORE, BE IT ORDAINED BY THE PRESIDENT AND BOARD OF TRUSTEESI I OF THE VILLAGE OF MOUNT PROSPECT, COOK COUNTY, ILLINOIS: I Ii SECTION ONE: That, pursuant to the authority vested in the President and Board oJ I Trustees of the Village of Mount Prospect under Article VII of the 1970 Constitution o~ . the State of Illinois, Chapter 15 of the Municipal Code of Mount Prospect of 1957, as I amended, be and the same is hereby amended further by replacing the cover page, inserting an additional page following said cover page, replacing pages 17 and 18 I thereto, establishing the non-affected portions of the text as Article I of Chapter 15, I and further establishing as Article II of Chapter 15 the Plan for the Central Business I District of Mount Prospect to be known as "The Downtown Development Plan"; so that hereafter the said cover page, additional page inserted following the said cover pag" pages 17 and 18, and Article II shall be and read as follows: II I I( I I I I I I I ,III I ! I I I I. i AN ORDINANCE AMENDING THE OFFICIAL COMPREHENSIVE PLAN WHEREAS, on the 19th day of January, 1977, the Planning Commission of the Village of Mount Prospect did recommend approval of the Amendment to the Official Compre- hensive Plan contained herein; and CHAPTER 15 OFFICIAL COMPREHENSIVE PLAN VILLAGE OF MOUNT PROSPECT APRIL, 1976 ,/ AS AMENDED APRIL, 1977 ARTICLE I THE PLAN ~ ,;.. Hi Randhurst - A regional shopping center, being Mount Prospect's principal commerciril area occupying approxmately one hundred acres of land and containing about eighty retail outlets and off-street parking space for abo1,Jt 6,900 cars. The center opened in 1962 and had its most recent expansion in 1973. 'This shopping center is a fine example of a well designed and adequately planned commercial facility. Mount Prospect Plaza - Located at the intersection of Rand and Central Roads, this intersection is due for considerable vehicular traffic improve- ments as soon as the State has completed plans for major road changes. The center has about thirty retail outlets and ample off-street parking. Central Business District - Until the establishment of Randhurst. the Cen- tral Business District (CBD) was the dominant shopping' facility in Mount Prospect and the only area where certain types of retail activities were lo- cated. However, because of the development of new free-standing shop- ping facilities and the gradual decline of the desirability of the CBn. many retail establishments have moved from the CBD and the area has generally changed in character. Activities in Mount Prospect's Central Busin~ss District for the most part fit into one of three categ'ories: Commerciaf, .:t;.esidential. or public. The' commercial category is compo~ed pr:l.mari~y of service and office type uses. with some retailing operations.. Resideritialuses are scattered around the exterior of the commercial core and are composed principally of single-fami- ly uses with a few apartments. Public uses are located mainly in the north- east quadrant of the CBD. . In 1975. the Board of Trustees of the Village of Mount Prospect created a citizens' commission known as the "Business District Development and Re- development Commission of the Village of Mount ProspectTl . for the purpose of establishing a plan for the Central Business District within the corporate . Hmts of the Village to assure opportunities for redevelopment and to attract sound and stable commercial growth therein. The results of the study performed by the Business District Development and Redevelopment Commission have been implemented in what shall hereafter be known as the Downtown Development Plan. That Plan. a part of the Official Comprehensive Plan of the Village of Mount Prospect. is contained in Article II of the Official Comprehensive Plan of the Villag'e of Mount Prospect as it is found in Chapter 15 of the Municipal Code of Mount Prospect. -17- Northwest Highway - It is suggested that the string-type commercial de- velopment that exists along Northwest Highway be gradually eliminated with the uses presently located in this area relocating into integrated shop- ping centers or areas having controlled access from highways and adequate parking facilities. The Plan proposes and designates that the area along Northwest Highway be developed with well designed and properly controlled office developments. Neighborhood Shopping Centers - The Village has several neighborhood shopping centers which are intended to serve the day-to-day needs of fami- lies within the immediate vicinity of the center. The neighborhood center ordinarily varies in size from two and one-half to six acres and contains from five to ten stores, with a food store of approximately 8,000 to 12,000 square feet being the principal retailer. . Golf Shopping Plaza - Opened in October, 1970, this center provides people in the westei'n part of the Village with goods and services. Ample off-street parking is provided. Rand Road - Passes through Mountprosped q.iagonally in a northwest di- rection as a major U. s. arter~al highw~y. (Route. 12) . Commercial develop- ment has sprung' up on both sides of the highway ranging from car dealers, to motels, to small service-type stores. Considering the high density uses of Rand Road, access to and from parking along' most of this road is cumber- some and dangerous. Commercial strip zoning. should be discouraged. Route 83 South of Golf Road - Designated as a major arterial and serves as the dividing line between Mount Prospect and the City of Des Plaines. Hunt- ington Commons, a planned unit apartment and condominium development in- cluding a bank and a shopping center is located close to Golf Road and Route / . 83. The Colony. another complex of apartments, baul\:. shopping center, and office space located at the corner of Oakton Avenue and Route 83 is under con- struction . -18- z :s tl-t E-i Z ...... ~ ...... ~ ~ tl-t H 0 () H ...... ~ E-i :> ~ -, ~ ~ Q Z ~ 0 E-i Z ~ 0 Q CONTENTS List of Figures and Tables, v Introduotion, vii Commuter Railroad Station Relocation Project . Maple Street At-grade Rail Crossing Project S3 56 1. THE PIJIJ\1NING FRA\fEWORK 1. Land-use . 1 Vehicular Circulation 6 Parking 12 Pedestrian Facilities and Open Space 18 2. PLANNING PROJECfS Office District Projects Pedestrian and Beautification Projects. Street Improvement Projects Central Area Parking Projects 23 23 30. 41 .48 ~ iii LIST OF FIGURES AND TABLES Figures 1. Land-use System 2. Vehicular Circulation System 3. Parking System 4. Pedestrian and Open Space System 5. Alternative Office Development Concepts 6. Railroad Right-of-Way Beautification 7. Possible Streetscape Projects 8. Alternative Street Right-of-Way Improvements . 9. Alle~vay and Back-door Improvements 10. Busse Avenue Pedestrian and Landscape Improvements 11. Pre1i~inary Geometrics--Maple'Avenue at Central Ro'ad . 12. Preliminary Geometrics--Evergreen Avenue, Northwest Highway, and Prospect Avenue at Maple Avenue with At-grade Crossing 3" "9 15 " 19 .', 26. 33 34 ',. 37 40 41 43 44 13. Preliminary Geometrics~-Busse Avenue, ,Wille Street and Northwest High,vay Intersection 14. Proposed Modifications--Evergreen and Prospect Avenues at Main Street 45 46 .Tabtes 1. Recommended Land-use District Standards .2. Recommended Street Development , Standards 7 13 ' v INTRODUCTION . The Do"''Iltown Development Plan is an action program for strengthening and improving the ~bunt Prospect central area. It responds to several critical needs for correcting existing problem conditions, stimulating new public and private investment, and guiding and coordinating a range of central area project actions. It is the result of over D'10 years of intense local effort to begin revitalization of the downto"'TI and includes recom- mendations for long-range development, immediate action projects, and implementation and regulation of dOwntOIVTI development. THE NEED FOR rolVNTOWN ACfION Downtown Mount Prospect is going through a period of transition which could significantly alter its role and function within the community in the future. . Mount Prospect is located approximately 25 miles northwest of downtmm Chicago. Early settle- ment occurred about 1875, when the Chicago and North Western Railroad Company constructed a station facility in the area. The village first began to experience large-scale growth in the late 1950s, when the expressway and tollway systems were opened to the northern suburbs and railroad commuter services were modernized and expanded. Downtown, located in a triangular area general- ly between the railroad, Northwest Highway, and Central Road, was the original commercial and civic center for the village. It developed logically at ,the intersection of the maJor transportation routes. . Freeway construction, while stimulating overall . village growth, had a quite different impact on downtown activities and operations. Retail and commercial activities began to shift away from older dOlvntOwn areas, concentrating in large new shopping centers near regional highway intersections. Randhurst opened in the early 1960s about one mile north of dmvntm\'Il. . Woodfield Mall. opened in-the . early 1970s approximately six miles west. Together, these two centers total over three million square feet of retail services. Several other smaller centers are also located in the surrounding area. vii These new centers, coupled with certain oper- ational problems in the central area, have had major impact on the retail and commercial func- tions of downto\~. C~mnercial establishments have been leaving the central area. For various rea- sons, two variety stores, a major hardware store, and several other stores and shops have closed during the last few years. The overall physical .enviroriffient of do~town has also been affected. Several large vacant buildings exist in the area, and several other structures are in poor condi- tion. The overall image of downtown is not good, and few residents still perceive it as the center of community life and activity. Recent'market studies indicate that unless strong, positive actions are taken to reverse these trends, commercial sales will continue to drop, more closures will occur, and the overall dm\nto~ area \vill continue to lose vitality. OOh}jiOWN OPPORTIJNITIES Dm...ntown Mount Prospect does not have to continue to decline. It still has several strong assets, it does have certain market opportunities, and several courses of action are available for revitalizing the area. Even though commercial activities have been declining, certain do~to~n functions have re- mained relatively strong. . Downtm...n is still the central location and geographic heart of the village. It is still within about a IO-minute drive of most of MOunt Prospect's 50,000 residents. It continues to perform several functions which viii are critical to the village. It is the focal point for civic and governmental facilities, and the new library, post office, and Village Hall represent a strong new commitment to the downtrn...n area. It is the site of a major new office build- ing which opened in the Summer of 1975 and is al- ready fully occupied. It still contains the rail- road station, which attracts some 2,600 commuters into the central area each day, and ridership is increasing. Even though few retail activities remain, several convenience and service commercial establishments are still viable. In addition, several strong residential neighborhoods surround do\...nto~, and Mount Prospect's established reputa- tion as a quality residential community, coupled with its high median-L~come, represent valuable assets. Dovmto~ also. has potential for some future growth ar.d development. A market feasibility study prepared by Property Consultants, Inc., in March, 1975, indicated development potential for 30,000 to 50,000 square feet of new first-class office space and 150 new housing units wi thin dOwntown during the next three years. Wnile the study indi- cated no ~umediate market potential for nffiv retail development, it did conclude that remaining com- mercial establishments could be strengthened and consolidated if certain improvements were under- taken. However, to capitalize on existing assets and capture market opportunities, the dOwntown area must successfully compete with surrounding areas. It must be able to attract new investment. i OVERALL OOWNTOWN DEVELOPMENT STRATEGY A range of coordinated public and private actions will be required to revitalize the down- to~n area and attract new investment. " lVhile the private sector should assume primary responsibility and leadership for economicdevel. opment and investment; the village must playa key role in stimulating new development. It must help " create the preconditions required to attract new private investment. It must undertake projects to correct key problems which currently hamper down- tmvn operations. Public projects should improve vehicular access, relieve traffic congestion, and provide adequate and convenient parking facilities.. Public actions should also improve the overall image and appearance of the area, and make the area more attractive and convenient for people; . In addltion, the village could also help make lands available for new activities and utilize new ,zoning and regulatory measures to more directly encourage new private development. Several of these individual actions are already being pursue~ PURPOSE OF THE DOWNT01VN DEVELOPMENT PLAi~ " The Downtown Development Plan is a mechanism for defining, guiding, and coordinating ~1ese public and private actions so that they will have maximum positive impact on the overall area. The Downtown Plan is the product of over t'\vO years of local effort to revitalize and improve the dOwnto,vn area. It was prepared under the leadership of the seven-member Business District Development and Redevelopment Commission, created through an ordinance passed by the Village Board of Trustees on October 22, 1974. It is based on ,the findings and results' of several previous studies, including the downtown reconnaissance study, the central area market analysis and feasibility studies, and other BDDRC work items. The plan contains two primary components: the overall planning framework for guiding downtown development and high-priority planning projeots which should be undertaken in the short-term future. The plaw!ing framework provides overall guidelines for long-range growth and development. It estab- lishes basic standards and requirements for key , parts of the dOivntown environment, including land- use, movement systems, parking areas, and pedestrian and open space facilities. The primary purpose of the planning framework is to tie together and coordinate all of the separate projects and improvements which should be occurring in the dOivntown. It establishes basic grourrl rules under which individual property owners, developers, and village departments should operate. It is specific enough to guide development actions, but is also flexible enough to allow considerable' freedom in actual design and development. ' Planning projects are more specific develop- ment actions which should be undertaken to revital~ ize the do\'.ntown are,a. These include a range of . individual public projects, like street and parking improvements, pedestrian facilities, and landscap- ingand other beautification projects. They also ix include such private efforts as new construction, building improvements, and other support programs. The plan indicates which projects should receive highest priority, suggests alternatives for design- ing and developing these projects, and outlines courses of action for bringing them about. The Development Plan also includes recommenda- tions for implementing key parts of the develop- ment program, includiJ1g the revision of existing zoning, and new techniques and funding sources which could be employed for certain key projects. x -- .... ')- I ..... ..... '-' -' "'" I I !'" i I ! i j I jo.l ! ~ l' THE PLANNING FRAMEWORK i ,"'" The planning frame\vork provides overall guide- lines for long-range growth and development in dOhntown Mount Prospect. The framework consists of four interrelated I,.,. and coordinated system pZans which establish b.asie' standards and requirements for key aspects of the . downtown envirorunent, including land-use, vehicu- lar circulation, parking, aDd pedestrian and ope~ . space facilities. . ! !.,J L. i I ! i r'" I Each system plan is illustrated on an accom~ < J panying illustration, and is described below. l'.JIJ\l)~ USE :... Since downtmm Motmt Prospect greiv at the intersection of major transportation routes, most land-use development has occurred along the front- age of major streets. Most activities were devel- oped on separate, freestanding sites, oriented primarily to the stl'eet rather than to each other. "'" Similar activities are widely scattered throughout the area a~d are not strongly connected. Gove~~ental and other public land-uses pre- dominate, including the Village Hall, library, senior citizens center, fire and police stations, and traffic court. lfihile all are located east of ~hin Street, they have not been developed as part of an overall coordinated civic center a~d are not closely interrelated. Office activities have increased significantly in the past year, due to the opening of the 75,OQQ-square foot Motmt Prospect State Bank. DmmtoM1 is surrotmded by sound residential neighboTI1oods, although no new residential construction has occurred during the past few years. Commercial land..uses are widely scattered throughout the downtown, along ~~in, Prospect, Northwest Highway, and Busse. Whereas many of thesecomw.crcial activities could comple' ment and reinforce each other, they are not strongly connected at present and can generate little IlTl.ltual support. Although most dOvmtown properties are well maintained, several large 1 vacant buildings ffild other older structures are scatte~ed' throughout the area. 1^t11ile dm\'Tlto,\'I1 is relatively large in total land area, much of its 90 acres is devoted to transportation-related facilities, including . streets, railroad right-af-way, and parking areas. Several major streets now cut through land-use areas and create barriers between similar activi- ties. Small surface parking lots are widely scattered throughout the area and further fragment and separate land-use activities. In general, do~ntown has been oriented to the auto, not the pedestrian. There are no strong connections be-r uveen land-use areas which could encourage pedes- trian movement and intercommunication. This overall pattern of scattered, fra~nen~e~, poorly connected land-use areas llas neutralized downto~n!s most imnortant asset--its role as a multipurpose activity center with a wide range of different activities and services all within close proximity. In order to attract new private investment, this asset must be recaptured. Recommended Land-use System The recolThllended land-use system (see Figure 1) :provides guidelines for organizing" and arranging central area activities and operations. The system organizes downtown into several compact land-use districts. Each district \\"ould be generally homogeneous in terms of intensity, scale, dluracter, a~d the relationship between .pedestrian and vehicular movements. Each would' 2 contain similar, ~ompatible, and mutuaUy support- ive activities. The system is anchored by two primary activity centers--the office district and convenience com- mercial center--located east and west of Main Street. These would be the most intensely develope~ parts of dO~'Tltow11. Primary vehicular circulation would be around the periphery of these districts. Each would contain a compact grouping of related activities focused aro~~d an interior pedestrian- oriented environment. Coordinated multipurpose development would be encouraged within each area, wi th unified parkii'lg areas, access points, pedes- trirul facilities, and beautification improvements. These two primary centers would be surrounded by other land-use districts, including commercial services, commuter facilities, and multi.fa~ily . hous ing . .... . The special characteristics of each land-use district are discussed below. Office/Governmental Dist~ict The office/governmental district should be strengthened and consolidated as a major nelV activity center beD~een NorthwestHigh,~ay, Main, Central, and Maple Streets. It should contaill a range of governmental, professional, ruld other office activities, plus parking and support services. . New office development, which represents one of do~ntm~l's most promising market opportunities, should be strongly promoted and recruited for this a Convenience . . . . . . . . . . . . . ............ Commercial . . . . . . . . . . . . b Office /Governmental ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ............ r;:] C Prospect ~venue : : : : : : : : : : : : . Commercial : : : : : : : : : : : : 0 d Multi.Family Housing ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ ~ Residential . : : : : : : : : : : U'Ul<J!\H ~ Neighborhood 1 f Com.mercial Services ~ . ~;~.;~J:"l Commuter Facilities. ; :iJ ~" (J " *~ Recommended Station Relocation J l J l j . .. . 300 200 100 . ~IT. J r '\ ( 1 f7 ~ I I I . II ,I I' I r rw-L-@ DOWNTOWN MOUI"T PROSPECT Prepared by Barton-Aschman Associates.Tnc:~1976 (VE!VJRUH "VI. :- :"" h '''''' .... LAND.USE SYSTEM Figure 1 area. Adequate sites should be made available north of Busse between Emerson and Maple. The district should allow for maintenance and improve- ment of village facilities to the south, includ- ' ing the fire and police stations. However, the traffic court, which has heavy parking require- ments and little ftmctional relationship to other dOwntovm activities, could be relocated if demands for land increase. !my new public or civic facilities should be located in this general area. Access to all new development should be from within the district, rather than from the periphery. Commercial services, such as eating and drinking establishments, could be maintained . along the Main Street and Northwest High,vay fron~~ ages. However, the rear portions of these prop- erties should be improved and upgraded to be more compatible with other activities in the center of this district. Primary vehicular circulation should be around the periphery of the district, with internal " streets providing access to individual sites. New pedestrian facilities, landscaping, and street- scape improvements should be emphasized. Convenience CommerciaZ District The area between ~fuin, Pine, Central and Northwest Highway should be strengthened and im- proved as downtown's prim?ry retail and commercial center. However, since immediate market opportun- ities are limited, development of this district must be sequential. 4 i.v.. '.....0:01 Initial efforts should consolidate existing retail and comnlercial activities. Actions should be tmdertaken'which could strengthen and support existing businesses. Nffiv and improved short-term parking should be made available both within and adjacent to this district. Sidewalk &~d pedes- trian facilities should be improved to encourage pedestrian movement and shopping within the area. Strong connections should be created to surrotmd- ing land-use areas ,~lich could complement and support commercial activities, especially the office dis tTict a..'1d new housing areas. New land- scaping, lighting, graphics, and other streetscape projects should visually tmite the area. Build- ing facade and storefront improvements should ilnprove the overall appearance of the area. All of these actions, coupled with the zoning changes discussed in Chapter 3, would strengthen and improve the existing conunercial environment, and set the stage for new private investment. .... '- -- '- As dOlVntm\TI development activity increases, commercial operations in other parts of drn\TItowTI should be encouraged to relocate within this district. A compact grouping of commercial and retail activities could work together as a w~it and provide mutual support fOT each other. The group ,vould generate a larger number of total shop- ping trips and all stores could benefit. As new office and housing development takes place J and the existing shopping enviroT'JTIent improves, oppor- tooi ties for new retal and commercial development may ari se . I f so, new commercial development should occur .... '- '- within this district. In the long-range future, the district should function as a small shopping center, wi th primary vehicular ci rcula tion around the per i - phery, stores oriented inward toward a small open-space area, and with strong pedestrian connections across Main Street to new office and housing areas. Prospeat Avenue Commeroial Distriot Convenience commercial activities along Prospect Avenue south of the railroad have devel- oped as a relatively distinct district. ~TIile it has little functional relationship to activities north of the rail line, this district does pro. vide important convenience services to southern residential areas, and should be strengthened and improved. Existing businesses should be protected a~dpreserved as importaht central area economic assets. New and in~roved parking areas, building facade improvements, improved sidewalks and pedes- trian facilities, and new landscaping could help upgrade the district's overall environment. An at-grade rail crossing at Maple Street would im- prove overall communications between the two parts of do~~to~~. Improved pedestrian crossings should also be considered at ~ven and Elmhurst Streets. However, all actions should be focused on maintaining existing activities, and any new commercial development should be located north. of the tracks. Multi-famiZy Housing. Areas New central area housing could add life and vitality to the do\\ntown and help create a built- in market for commercial activities. Opportunities exist for developing approximately 150 new condo- minium or apartment units in the area, oriented primarily to. couples and the elderly. In addition, the attraction of families with children could help reverse declining school enrollments in the area. The land-use system indicates severa~ areas which would be appropriate for new housing. The area north of Central between Main and the new post office, and the area south of Prospect be- tween Emerson and Maple, are both on the periphery of downtOlm, and near existing apartments. The Busse Florist site would be highly appropriate for a small housing complex. In the longer-range future, '. as the office district develops, the eastern front- age of Maple would become appropriate for town- house or small apartment development. All of these areas would have good access, and create transitional areas between downtown activities and single-family neighborhoods. ~ . It is critical that any new housing be care- J fully monitored and controlled to insure high- quality development. Commuter RaiZroad Facilities Commuter railroad facilities will continue to occupy a significant amount of land in the central area. However, these facilities should be reorgan- ized and arranged to.mtnimizetheir negative impact on other do~~to\m activities. It'is recommended that the commuter station be relocated approximately one block east of its present location. This will 5 help relieve traffic congestion at the heart of dOivntOivn and also locate the station closer to the bulk of cormnuter parking. A large neiV' com- muter parking area is suggested south of Prospect Avenue east of ~~ple. The reco~~ended at-grade crossing at Maple should significantly improve access to this parking, and circulation around the station facility itself. Specific commuter recommendations are discussed in more detail in Chapter 2. Recommended standards and requirements for all land-use districts are summarized in Table 1. VEHICULAR CIRCULATION Do'\vntO'l\'I1 Mount Prospect is bisected by several major traffic carriers. ~min Street, Central, and Northwest Highivay all have continuity in the nortrnvest metropolitan area and, therefore, carry significant volumes of regional traffic with neither origin nor destination in the central area. while these regional routes were originally catalysts for do~~town growth and development, they now conflict with certain central area activ- ities. lVhile all streets within.the area have suf- ficient capacity to carry average daily traffic, several factors prevent these streets from operat- ingat full capacity. During peak hours, the capacities of both Main and Central are reduced IS to 25 percent due to commuter train operations. This results in congestion not only on these streets, but also adjacent to them on Northwest Hig~way. Several major streets also perform 6 multiple functions, some of which compete and conflict. They not only carry throuW1 traffic and provide access to dmvntO'lvn, but are also used for parking and for access to individual building sites. In addition, several complex intersections hamper proper turning movements and complicate overall circulation patterns. Recommended Vehicular Circulation System The reconm~nded circulation system (see . Figure 2) provides functional guidelines for dow~tow'I1 streets and traffic movement. Its ~nplementation should help correct many of the existing access ffi1d circulation problems. ..... The system utilizes four basic street types to accommodate traffic volumes, separate functional types of traffic movement, and minimize conflicts between vehicles and pedestrians. The system-- . almost intact today--will help provide efficient access to dmmtO'lvTI alld safe and convenient' circu- lation within and around it. In addition to improving access and circulation, the proposed system should yield other favorable results. The functional channelization of traffic ivould relate to, reinforce, and complement the pro- posed system of land-use districts. Vehicular movement patterns would no longer significantly disrupt key activity areas or conflict with major pedestrian movement patterns. The special d1aracteristics of each street type and recommendations for individual routes are discussed. on the following page. . j ....J ...... \-<< } '.-i "_.i ......,; ,-,' ..... ....J \ ,--- / - , ..... '--:,' Land-Use Development Pedestrian/Auto Development District Primary Uses Intensity Movement Parking Character Convenience Commer- I 'Retail and shopping, includ- . High intensity, . Pedestrian should receive o Short-term customer. cial Center I ing: 'apparel and acces- .. Possible future r.n.tl ti- priority within district, parking. sories; general merchandise purpose development. .Busse Street closed to 'Errand parking. stores; variety stores; vehicular traffic. specialty shops; restaurants' . Vehicular circulation' etc. I around peripheT)'. i 'Personal senrices including: I . Public open space area beauty and barber shops; I within center of dis- .~ photo shops; laundry, clean- trict in the future. ers, etc. . Public open space, . Parking. I I I Table 1 RECOMMENDED LAND.USE DISTRICT STANDARDS ...,., --, I I I I I ' I I I ' ! I Office/Go\'ern- I . Governmental services. i "~bdera te intensi t\', I. Pedestrian mo\'ement en _ :,1 I . mental Dis trict 'I e Public facilities, I "j couraged \\l thin, district. 1 o General offices. I . Pedestrian connections ' \J Special purpose offices. i along Busse and Enerson, . Public open space. i OXm... public open space to . I \I Parking, 'I' be devC'loped near center. 1 I 'l\bior \'ehicular circulation: .' " j arolmd per i phery , I I I ! ~ I I .,.- ,..... Prospect Avenue Commercial oExisting retail, shop- ping and conmercial service activities. . Parking . ~loderate intensity. '~~st accommodate maior traffic movements' along Prospcc t . oPedestrian improvements along existing side- "alks. '~ew pedestrian crossings to the north, - I r-. - I ' , ,- j I I "theme" could guide all improve- ments. .Short-term patron 'Emphasis on high- parking near quality urban de- center. sign. .~~jor long-term :.~~jor pedestrian and parking in north- beautification im- east area. I provements in cen- 'Short- and long.~ , tel' of district. term near ~1\' High-Ii. ~lajor ne',' public ~ay, plaza related to I maj or buildings. , . New landscaping and street trees around periphery. I I.Improvement of existing build- inti's and store- Il fronts. . New landscape ~nd , streetscape lm- provements. . Control of signs and graphics. . NeH buffer and screening technique'S i1dj:\" cent to hOU$ ing. . Short-term patron parking. . Errand parking a- long curbs. .Long-term employee parking at pe- riphery. 7 Table.1 .RECOMMENDED LAND.USE DISTRICT STANDARDS (con't) Land-Use District Conmluter Railroad Corridor Multi-Family Housing Surrounding Residential Neighborhoods Development Intensity I . Lol\' intensity. I I I I I · I>loderate intensity. t I I Primary Uses . Commuter station facilities. . Pickup/drop-off areas. It Parking. . Landscaping . Condominimums, apartments, I I to\\11houses . ' . Elderly housing. .Parking and open space. o Predominantly single- family housing. . (I Schools. . Churches. . Public open space. o LOI" in tens i ty: Podo,trianf,luto I Hovemcnt i Parking . Minimization of conflicts I' CI Long-term. between commuters and .Pickup and drop- traffic. off area. e Improved pedestrian cross- ings. . Impro\'ed vehicular access to station to avoid con- flicts with dQ1,ntO\\11 traffic . ...... Development 01nJ'ac tel' . ~1ajor land- sCJoina i-nprove- ments ~long full length of rp" right-of-w: \ \.;.. I.~jorc attl'acL ! I commuter fac.......c ties and ,,'ai ting I areas. oPrivate residen- -~- o Elllphasis on tial parking only <:luaU ty desiio;, 1n new construc- tion. o Pedestrian- oriented. . Pedestrian conJlections to I major dm,ntOl'.Tl acti vi ties i . Special buffering and set- backs adjacent to major streets. oSpecial pedestrian improve- ments oriented to the \' elderly. i t i i ! o Pedestrian- oriented. I. Private residen- o Pedestrian connections into I tial and in- dOhTItO\\TI. sti tutional . l'>lajor traffic !:IO\'ements II parking only. should be aro~~d periph- ery of neighborhoods. I . Special buffenng and screening of surface parking arcas. -Special attention to design and site pla~~ing details "hich ::espond to needs of the elderly. ..... \ .... o ~laintel1CJ1ce and ! protection of existing neigh- borhoods. I . Improvement of I scattered homes j in PO?T conc1' \pn. 10 Protectlon of }I I existing street I' trees, and in- stitutional areas. _ .- \ ~ } 8 -- .- o T1l=iN 71:1:"" O~O' l-~ 1 tJI=j _ i iF~ E"':' ; ; :'1".. /111 '...t'~ '.\'~" '. ';'~ ~.d.~ m ~ ~ ~ ~ ~ ~ > '.L:.cJ..1;',il !I;~ r:': 't:]"J, ..t::Jfull-&J_i;\:w.:.<.:$-!:;;:J~~ f.lt~~ tr~-- ,- -1. '~. rr--D~ --1 _ r:r1 1 'Eli -0 -; - ," -tj--t:! '--1-_ i-D-m. --~~ ..- .--i -_._~ 8~'1", '.~- 0 ,~C If I Cl g{~1 Cb ; i I I; \ 'd. nM LQ ~- m- !9\ ~ - ~idi S1tJ IkJsat; AV!. - ; - " ; ~ lVIllORWl Avt. Major Arterial II !a1 m Minor Arterial - ~;;f,;,;i);'''>! Collector , . - Local ..'......HAvt. . Recommended Station Relocation - , - - l i ~ ~ ~ i . ' ....... VEHICULAR CIRCULATION SYSTE:'~~. Figure 2 · ..' a o Major Arterials l'>1ajor arterial streets, including Northwest Highway and Main Street, will carry high volumes of through traffic, as well as provide access to the downtmvn area. It is critical that maj or arterials function effectively without conflicting with local downtown movement patterns or activ- ities. Northwest Highway (U.S. 14) will continue to carry large volUmes of traffic', connecting Chicago and the northwest suburbs.' Its traffic carrying capacity should be improved by the redesign of intersections at Wille and Evergreen, and the restriction of access drives along its length. While land-use activities previously occurred in strips along this highway, new downtmvn development' will be oriented inward, within compact new districts, and conflicts between land-use and traffic should be minimized. Main StY'eet (State Route 83) will continue to be the primary north-south route through the village and will continue to carry large . volumes of traffic. Like North'\Vest Highway, its capacity should be improved by the control of access drives, plus the redesign of its intersection with Evergreen and Prospect Avenue. The recommended relocation of the commuter station should relieve peak-hour congestion on Main. Construction of the recommended at-grade rail crossing at ~~ple . Street would take additional pressure off Main Street. 10 Ideally, all traffic not destined for downtown would be diverted from Main Street and rerouted around the central area. Several alternative bypass routes have been evaluated, but none appear feasible for the near future. However, there may still be a long-range opportunity for reassigning the Route 83 designation to Busse Road west of the central area. This would have significant positive impact on the downtrnvn and should be supported by. the village. It is desirable that Main Street ID1d Nortr~vest Highway operate as minor arterial streets, "vi th . both streets accommodating only traffic with origins or destinations in Mount Prospect. Even though the two streets may continue to accommodate regional traffic in the short-range future, it is essential that they be able to meet demands on highway capacity effectively. Direct access to both Northwest Highway and Main should be restricted to street intersections. Access to ~dividual parking and service areas can severely reduce the capacity of these streets and should not be permitted in the future. Minor ArteriaZs ~tinor arterial streets function as internal thoroughfares within the village and provide access to the dOlvntOwn from other parts of Mount Prospect. Central Road would continue to be a major east- west connection within the village, and an important access route to downtown. Located on the northern boundary of dO\Vl1.tmvn, it is f~1. """ ...t the only arterial which is peripheral to the central area. Since it creates an edge beuveen do\~trn~ activities and residential neighbor- hoods to the north, its visual character and appearance is highly important. Special land- scaping, lighting, and graphic systems should be used to give this street a distinct character. ::':Il CoZZector Streets will also improve .circulation around the. new office district and the eastern edge of down- tm~. To perfonn this new function, Maple should have two moving lanes plus a turning lane. If curb parking is eliminated, three lanes could be obtained without widening the street and without losing the mature street trees which currently provide a distinct and attractive edge beuveen downto\~ and residen- tial areas. it~ "'" Collector or distributor streets are interme- diate traffic carriers which provide connections beuveen arterials and local streets. Collectors bring traffic into downtrn~ from adjacent areas r and also provide for circulation around land-use areas. J - MapZe Street> between Llllcoln and Central, should function as a collector street in the future. Anew at-grade rail crossing is recommended at Maple to improve communications beuveen land-use activities north and south of the tracks, to relieve congestion on Main and Emerson, and to improve access to the proposed station site and major commuter parking areas to the south. This minor ~grading of Maple Emerson Street would continue to function as a collector between Lincoln and Northwest Highway. However, with the construction of a new rail crossing at Maple, the traffic carrying role of Emerson between Northivest Highway and Central should be de-e~hasized. While it may remain open to traffic, it would function primarily as a local street within the new office district and provide access to building sites and parking areas. This would allow more cohesiveness beuveen activities within the district and enable new pedestrian and parking i!nprovements along the street. Chapter 2 discusses several ways that this section of Emerson could be physically re- arranged to de-empha:sizenon-downtmvn traffic, The commuter bus pickup and drop-off facility on Emerson south of Prospect Avenue should be provided in accordance with plans prepared by the village traffic engineer. ".,/ The recommended arterial and collector system creates circulation loops arotmd downtown's two primary activity centers--the office district and commercial center. These loops ivill distribute traffic around the edge of the districts to local access streets and parking areas, but will not penetrate the districts themselves. This should relieve congestion on interior local streets, and also frame and define land-use areas. - ..... Prospect Avenue would continue to function as a collector along the southern edge of the rail corridor. It will continue to provide primary access to the convenience commercial activities to the south. Traffic volumes on -. 11 , - Prospect could increase as new commuter parking is provided east of Maple. The redesign of its intersection with Main and Evergreen, plus the construction of a new rail crossing at Maple, should help improve its overall capacity. Initially, the commuter bus pickup and drop-off facility should be provided on the north side of Prospect Avenue, , just west of Main, in accordance with plans prepared by the village traffic engineer. Hrnvever, with construction of the proposed' Maple Street rail crossing, the facility 'should be shifted two blocks to the east. Pine Street will function as a collector between Central and Northwest Highway and provide peripheral access to the new con- venience commercial district. LincoZn StreetJ south of do\vutown, would continue to ftmction as a collector between Meier Road and EbW1urst Avenue, as indicated ~ in the village's comprehensive plan. LocaZ Streets Local streets provide for circulation within land.use districts and direct access to individual building sites. Since local streets penetrate importa~t activity areas, they must serve pedes- trians as well as vehicles. The traffic carrying roles of several down- town local streets could be further de-emohasized: Emerson, between Northwest Highway and Central; , Busse, both east and west of Main; Wille between Central and Northwest Higl1way and between 12 .....J Evergreen and Prospect; Elmhurst between Northwest Highway and Central; and Evergreen between Elm and Maple. Although vehicular traffic need not be eliminated on each of these segments, they could play important new pedestrian and parking roles in the future. , '-' Recommended standards and requirements for all street types are summarized in Table 2. ',...! P AJtXING ....../ A recent parking survey conducted by the village indicated more than 2,450 existing parking spaces wi thin the core of downtown, of \",hich approximately 20 percent were designated specifically for com- muters. IVhile there appears to be an adequate number of total spaces, several critical deficien- cies exist. '...I _'...l Existing space is not being used most effec- tively. Several prime centrally located parking areas, whid1 should be reserved for short-term downto\vu shoppers and business patrons, are now being used by employees and commuters. This in- conveniences shoppers and can discourage them from coming downtown. Large surface lots on the periphery of dmvutown--ideal for employees--are underutilized. Several commuter parking areas not only usurp space more appropriate for dO\\'I1to\\'l1 users, but also conflict with dO\Vnto\\'I1 land-use activities and street operations. .... -/ Downto\vu parking space is also not being used most efficiently. A large number of small indi- vidual lots are scattered throughout the area, ".._, '-' Table 2 RECOMMENDED STREET DEVELOPMENT STANDARDS , Direc- tion Size Type of of of Parking Parking Access/ Lighting, Landscaping, Street Function Traffic Lanes Lanes Restrictions E ress and .A:oearance lvlajor o Carry through traffic . Two-way Four, 012 feet . Zero . Parking should be .. Mini'11Ul1l driveway access. . Design and appearance oriented Arterial to regional destinations. plus restricted as re- to the motorist. turni'1g . quired to provide . One access point between o Provide access to down- I lane. adequate capacity. streets desirable. oExtensively planted ",ith high' to....'I1. branched, high-crowned trees, . Designaten zones . No curb cuts wi thin 50 I for pickup/drop- feet of intersections. oVehicular-oriented lighting I I off. with high, continuous level I of illtllnina tion. I I ..Lighting, landscaping, graphic: should reinforce sense of ap- I roach and direction. \(,;_......"lOOO i . 1- u' . . . - ....... - - ~ - __~, ___u _ __A__. _ _ __~~ _~.... _ ~ _ ("''''_....... ...".,........,....\... ..._...J:.t!..:.- I _ 'T""...- _........~.. "'our, 012 feet o Zero oPe' lus r in I \dthin village. , 0 Provide access to do\o,'I1- I to\,n. I ; . Carry traffic to key I dOhnto\\'I1 destinations p turning lane. hibit~d-;; ;~q~I~~~.:\o curb cuts within 50 to provide capacit1 f~et of major intersec- . , tlons. .';-;0 parking wi thin i 50 feet 0 f inter- I sections. I I oExtensively planted with high- branched, high-crO\,ned trees. -~_.- --~ -------~_. 1'1\,~-"aY I, I l~ Collector \. ~ro\"i~e acces~ to T\{o, I) 12 feet 10T\"0 pos- ~ Designated :ones I I) Minimum drh'e\{ay access. 0 Design and' appearance should 1l1tenor serVlce plus (lO-foot sible; for truck loading. .relate to both pedestria'1 and I streets. I turning parking) parallel oNo curb cuts within 30 motorist. I lane. parking . Parking could be feet of major intersec- .Provide direct access I only restricted on tions. . Landscaping , lighting, and to peripheral building lvlaple to provide visual character should re- sites and parking areas. adeauate capacity. flect ad iacent land -use areas. Local .Provide access to build- o 1\.;o-way Two GlO to 12 o Two . Designated zones e No curb cuts \Vi thin 30 .Oriented to pedestrian while ings within land-use feet (S- for truck loading. feet of major intersec- allowing limited vehicular districts. to lO- tions. traffic. foot . Curb parking should -Serve surrounding resi- parking) be reserved for .Residential areas should be dential neighborhoods. errand and short- buffered and shielded from term parkers. vehicular traffic. o Landscaping , lighting, and visual character should vary, and relate to the Jistrict throufTh ,,'h i eh i t pa~scs. .Vehicular-oriented lighting \d th high, continuous level of illu~ination. 13 resulting in inefficient parking layouts and multiple access points which conflict with vehicular circulation on adjacent streets. Many businesses have individual lots for customers , only and do not allow for more appropriate joint use of parking facilities. In general, drnvntoivn does not have an overall coordinated parking system. Existing lots are not located, designed, and re~~lated to serve dOivnto~n most effectively. If Mount Prospect is to revitalize its dOivnto~n and attract new private investment, parking conditions, particularly control, must be improved. Recommended Parking System The recommended parking system (see Figure 3) provides guidelines for the location and design of facilities to meet four distinct drnvntown park- L~g needs: long-term employee parking, short-term~ parking, errand parking, and corrnnuter parking. ' .. The recommended system ties together and coordi - . nates the scattered pattern of existing lots. It ,. organizes parking areas so that they more directly. relate to and complement land-use areas. The system indicates general areas in which specific types of parking should be located, both now ~~d , if large-scale redevelopment occurs in the future. It also includes specific recommendations for several high-priority parking actions. Chapter 2 , discusses these specific actions in more detail,' and reviews alternatives for financing and con- trolling parking areas. 14 ... Long-term EmpZoyee Parking .. " Long-term (over DV'O hours) or all-day employee parking space should be located in relatively large facilities on the periphery of downtown, adjacent to major approach routes. Within the office/governmental district, most employees currently parkin lots adjacent to their place of work. As ne\V' office development occurs, employee parking should be concentrated around the northern and eastern edges of this district, not within the center. A major new long-term facility is recommended east of Emerson, north of Busse, which could serve new office development as, well as spill-over from the Mount Prospect State Bank and other existing activities. This facility could be improved as a surface lot ini- tially, providing for some 200 new spaces, but 'allow for the addition of a second-level parking deck in the long-range future, if office develop- ment continues. All parking within the office \districtuboth short- and long-termumust be care- fully controlled to insure that it does not over- flow into adjacent residential areas. ~ ) p .~ Within the commercial center, many employees also use close-in parking spaces which should be reserved for shoppers. ~bile there is an adequate number of total spaces at present, employee park- ing would be most appropriate west of Wille Street. No major new long-term facilities appear to be needed at present. However, if signiftcant re- development occurs in the future, major parking .,:; .i i! Ii .. I .. SITE-SPECIFIC RECOMMENDATIONS i .. Major New Short-Term Parking Site IEh Major New Long-Term W Office Parking Consolidation and Re-Use as Short-Term ~ New Lot Which Could Jointly ~ Serve as Long-Term Employee and Church Parking High Priority Site for New Commuter Parking Re.Use of Present Commuter Parking as Long-Term Commercial Employee Parking, with Land- scaping While Recommended for Multi. 0'.., Family Housing, This Site Might .' .:" Become Appropriate for a .' Commuter Parking Structure in the Future J .. c( ;<< oj l J ... m gjlJ PARKING.USE AREAS 1 Prime Short.Term and Errand Parking Long-Term Office District :2 and Governmental Employee Parking Area to be Reorganized for Short-Term Parking When Commercial Redevelopment Begins Area to be Reorganized AI for Short- and Long-Term f&i" Parking When Redevelop- ment Begins R Prime Commuter Parking ~ Area, all South of NW Hwy. ~ Residential Parking, Carefully o Controlled to Prevent Spill-Over from Commercial Areas 5 3 L ] 300 200 100 rtJ1-@.... . ' "'j-',~ l.& .~ ~sr, I. '. \ ( 1 f7 ~ I . I \'11 I r I r DO\N~ITO~^/NI ~,no' IU' ~~T PQO,c;OCCT . \V II ~. '~\1l h 1I '~\lJ i1 ~ "1' va t; ~ Prepared by Barton-Aschman Associates, Inc., 1976 , .. PARKING SYSTEM Figure 3 . reorganization will be required, and employee parking should be concentrated along the western and northern edges of the district. Within the Prospect Avenue commercial district, long-term parking should be located to the rear of existing businesses. The southwest corner of the intersection of Main and Evergreen could be de- veloped for parking in the future. This would allow consolidation of two small existing lots and create a multipurpose site which could be shared beDveen businesses east and west of ~hin, as well as St. l'<hrk Lutheran Church. , DoivntOivn employers should encourage employees to use designated long-term facilities, rather than prime short-term shopper spaces. If long- term lots are easily accessible from major streets, convenient to use, and adequately linked to major downtown activity areas, the system should be effective. Short-term Parking Short-term parking space should be located in prime central locations, convenient and easily accessible for people who shop or conduct business dmvntown. It should have a time duration of less than two hours. Adequate shopper and patron park- ingshould be provided within approximately 300 feet of major destinations. Within the office/governmental district, park- ing areas near the interesectionof Busse and Emerson should be designated for short-tenn use. Existing parking areas south of Busse between Main and V~ple are already near capacity. 16 ~ Relocation of major employee parking to the periphery, coupled with completion of the Village Hall parking lot. project, should help relieve this condition. It is also recommended t~at the service station site at Emerson and North,vest Highway eventually be consolidated and reused as short-term parking. The expansion of commuter parking facilities south.of the'railroad would allow this site to be. more appropriately used in the future. ,- ,. ,. Within the commercial center, a major new short-term facility is recommended between Busse, Main, and Northwest Highway. This would allOiv consolidation of three small existing lots and reorganization of curb parking along Busse. New parking space would be combined with a range of pedestrian and beautification improvements and would do much to reinforce and strengthen existing commercial establishments. Most other parking space in the block to the north should be reserved for short-term users. If large-scale commercial , redevelopment occurs, new short-term space will be needed. Approximately 2.5 to 3.0 spaces per 1,000 square feet of retail floor space is recom- mended, and should be located near the center of the district. " ," II ,! <11 Errand Parking \ I Short-term errand parking of approximately 15 to 30 minute duration should be widely distributed throughout dOivntmvn. It should be provided in . small units (tlvO to three spaces) directly adjacent to key destinations and along designated streets. Curb parking along mostdo~~town streets should be f <~ reserved for errand use, particularly Busse be- tween Wille and Maple; Wille beuveen Evergreen and Central; Emerson between Northwest Highway and Central; and Prospect Avenue along the comrr~r- cial frontage. As illustrated in Chapter 2, sev- eral of these street segments could be redesigned as important new parking areas. Time durations should be strictly enforced to insure quick turn- over, and.longer time durations .along these . streets should not be permitted. Curb parking should not be allowed along arterials in order to enhance the traffic carrying capacity of these streets. Commuter Parking Commuter parking should be located in rela- tively large facilities close to the passenger loading platform and highly accessible from major approach routes. Access to and use of commuter parking areas should not conflict with downtmvn or regional traffic circulation or dmvn- town land-use activities. There are 528 designated commuter parking spaces within the central area at present. There is a current demand for approximately 865 spaces and this is expected to increase to approximately 1,200 by 1985. ~ni1e demand for space is being met, several existing private lots at the center of downtoivn are now being used by commuters in areas i~lich conflict with downtoivn operations. In addition, the recommended relocation of the station platform would make several existing parking areas inconvenient in the future. . ; . '. TIle recommended parking system would improve commuter parking conditions significantly. All commuter parking would be located south of North- west Highway, in the southeastern corner of dmvn- tmvn. It would be highly accessible from approach routes and would have minimal impact on activities at the center of dmvntoivn. All commuter parking would be within 600 to 900 feet of the recommended new station site. The southeast corner of Prospect Avenue and Maple is designated as a high-priority site for new commuter parking. The area to the south, at ~~ple and Lincoln, is also recommended for the future. The railroad right-of-way will continue to be used for parking. However, the periphery of the lots should be more heavily landscaped, especially along Northwest Highway frontage. If demand for parking space continues to increase, the site south of Prospect Avenue beuveen Emerson and Maple, could be considered for a pos- sible parking structure in the long-range future, perhaps with commercial frontage at street level. If the above parking improvements areimplemen- ted, several existing commuter parking lots could - be used more appropriately in the future. In particular, the private lot at the corner of Emerson ~ld Northwest, could be reused as short-term park- ing. Similarly, the parking area now in the rail- road right-of-way west of ~Bin could be more . heavily landscaped and perhaps redesigned as a long-term employee parking area if large-scale re- development occurs in the commercial center in the . future. 17 Mount Prospect ID11St make a policy decision with regard to how much commuter parking space the village will provide :in the future. Even though the provision of adequate parking space . is essential, the village should also encourage alternative means of commuter access. Feeder buses, bicycles, and walking could serve many local residents effectively. In particular, recommended dovmtOlffi pedestrian improvements could encourage more people to walk to the station in the future. PEDESTRIAN FACILITIES Ju\TI OPEN SPACE The importance of safe, attractive, and con- venient pedestrian facilities ru~d related open space areas cannot be overemphasized. These features can draw people to the central area CL."1d allow them to enjoy it and move conveniently beuveen its various parts. They also provide settings for central area buildings and outdoor activities. Increasingly, communities are learn- ing that one of the best ways to stimulate activ- ity and development is to provide pleasant, pedestrian-oriented environments. However, dOlvntown Mount Prospect has made little provision for pedestrian movement. The scattered pattern of land-uses discourages walk- ing. Large surface parking areas in the center of dmVIltoM:l, heavy traffic on Main and Northwest Highlvay, and the railroad all inhibit pedestrian movement between land-use areas. M...my existing sid~valks are narrow and in poor condition, and there are felV' benches, trees, or other pedestrian- related elements. There are no existing public 18 - open space areas where people can congregate or public plazas which could provide a focal point for downtown activities. There are felv pedestrian conveniences for commuters, such as crosswalks, attractive connections to parking areas, or covered waiting areas. lVhile surrounding residential neighborhoods are characterized by highly attrac- tive, mature street trees, the dO\VIltOlvn area has little significant landscaping. Recommended Pedestrian and Open Space System The recommended pedestrian and open space system (see Figure 4) links together major land- use areas and should give the overall environment a more human dimension. It establishes standards and guidelines for special pedestrian streets between key activities and for a range of improve- .ments along these routes. Special features of the system are discussed below. """'\ ,.... ,...., """ ..... -. Primary Pedestrian Streets ~ Primary pedestrian streets would link major activity areas together. A variety of ~nprovemen~ should be applied to these streets, including new sidewalk treat~ent, landscaping, pedestrian-scale lighting, benches, and other street furniture. lVhilethese streets might continue to carry traffic, and all must accommodate emergency vehicles, their vehicular functions would be de-emphasized and pedestrians would receive top priority. ,^"" I"'" "'" Busse should become the primary east-west pedestrian street, connecting the office district and commercial center. West of Main Street, Busse should be closed to traffic and redeveloped as a I"':. -) "".", ,:-.;", :::. 000000 S"ond'", Podes,,,,n S..", ~ 000000 Street Landscaping . \ A Gon..,1 Loco';on fa, NOW~ . .... W Pub!;. Opon Sp,,, New Pedestrian Crossing ~ ~""~lt,'n."','~ Land scaped Railroad Ri9ht-~. r-l. -;~ J~-""""~ :~.~~~~: of.Way Ii ~ LJ LJ LJ LJ U ~ II I L 3002~Unn- ~11. 1 r ."\ ( lf7~. r I I II. I I I r rlJL-@ DOWNTOWN MOUNT PROSPECT Prepared by Barton-Aschman Associates, Inc., 1976 . ) 8\JS.SlAYE. nnnnl! Primary Pedestrian Street . Rec?mmended . ~ StatIon RelocatIon ti !l! i: PEDESTRIAN AND OPEN SPACE SYSTEM Figure 4 small semi-mall fronting existing businesses to the north and new short-term parking to the south. A new traffic signal ffild pedestrian crossing should be provided at Busse and MaL~ to en- courage pedes triM movement between the two activity areas. East of Main, certain portions of Busse must remain open to provide access to parking areas. However', it is recorrnnended that the village consider closing Busse between the Village Hall and senior citizens center and re- develop it as a new public plaza. East of Emerson, other portions of Busse might be closed in the long-term future as the office district is developed. Emerson should become the primary north-south pedestrian street, extending through the center of, the office district, linking commuter facilities and activities south of the railroad. wilile Emerson '~ould remain open to traffic in the near future, sidewalks could be widened and other improvements undertaken. Seoondary Pedestrian Streets Secondary streets would complement primary pedestria~ivays. They would link together several land-use districts and also extend out into sur- rounding residential areas to connect these with dmV11town. Al though secondary pedestrian streets would require no major physical design changes, certain other features--like in~roved and contin- uous sidewalks, canopies, placement of building entrances, pedes triM phasing on traffic signals, and restrictiol1S on curb cuts--should make them more amenable to pedestrian movement. 20 , Prospect Avenue would continue to be an impor- tant pedestrian link between corrnnercial services south of the railroad. Minor sidewalk and street- scape i'l1provements, together with landscaping along the rail line, could improve this street. While ~~~in Street will not be the primary shopping stree, in the future, it would continue to be important and highly visible. Even though major sidewalk improvements could ~ot be undertllicen, careful control of signs and graphics, building facades, and landscaping would improve the appearance of this street. Stronger pedestrian connections also shQuld be provided across the railroad in the future, to link the two parts of dOwntmV11 together. These could involve improved pedestrian crossings or underpasses at Pine and Williams Streets. PubZio Open Spaoes ~~o new public open spaces are recommended as , pedestrian focal points for the downtmV11. These should be located near the intersections of primary pedestria~ streets. One is indicated near Busse and Emerson at the heart of the new office district. This should become a major new public plaza, re- lated to the Village Hall, bank building, senior citizens center, library, and new office develop- ment. It could include seating areas, landscaping a small fountain, ,civic sculpture, etc. It could be located adjacent to the street intersection and developed as a part of new office construction. If Busse and Emerson are closed to traffic in the future, this open space area could be extended out into the intersection. A second public open space area is indicated \vithin the commercial district west of Main. In the long-term future, commercial development should occur in the form of a small shopping center, oriented inward toward a central open space area. Initial efforts should be focused on develop- ing the new plaza near Emerson and Busse. Major pedestrian improvements within the center of the commercial district should not be undertaken until the market opportunities improve. Landsoaped Areas Several other new landscaping improvements are indicated in the system plan. Beautification efforts along the commuter rail line should be extended both within dOh'I1tmm and immediately out- side. Heavily landscaped areas along the railroad right-of-way would do much to improve the appear- ance of dOimtoivn to entering motorists and dis- tinguish it from typical strip commercial areas. Similarly, new street trees should eventually be planted along major streets, especially those around the periphery, to create a strong edge for dOlvntOivn and buffer adjacent housing areas. In. general, landscaping--which is so prominent in Mount Prospect's residential neighborhoods--could do much to soften and improve the appearance of downtoivn and visually relate it to other parts of the village. " 21 .,- t. 0, I 11 ~ 2 PLANNING PROJECTS ell II ! i L Planning projects are specific public and private development actions which should be . tr undertaken to revitalize the downtown area. " :' Based on an extensive revie\v of do\vntm\''ri. issues and opportunities, the planning projects.... described in this chapter have been designated as high priority actions. They would either have instant impact on the central area, capture existing market potential, stimulate other new development, or provide valuable support services for existing activities. lVhile these projects are all highly important, they cannot be accomplished at the same time and. must be programmed over a period of years. In Chapter 3, all individual projects are listed and a preliminary time schedule established. iT !~ OFFICE DISTRICT PROJECTS The office district will become a major new dO\\'IltOv.TJ. acti vi ty center. Initial development ',' calls for one 50,000 square-foot office building, 225 ne\'! surface parking spaces, and a range of pedestrian and environmental improvements. Long- range development could provide for still more office.and support facilities. Realization of the office district would re- quire the implementation of several different public and private projects, including land acquisition, the provision of new parking space, building construction, street and sidewalk improve- ments, and landscaping. Since the of~ice district represents an immediate market opportunity and its potential spin-off effect is significant, this . package of projects has been analyzed separately. . This section reviews the opportunities for new office development, its potential impact on dOM1- tmvn, redevelopment concepts for guiding public and private .improvements, and possible strategies for bringing it about. ..... 23 Office Market Demand Market conditions are favorable for new office development. According to the recent market study, little vacant office space currently exists in the area. In general, vacancies are highest in older buildings and lowest in newer first-class struc- tures. In 1975, of the total 101,000 square feet of first class office space in d~\~to~n, 22,000 iv'as vacant. However, all VaC8.i1.t space was in the new ~bunt Prospect State Bank, which opened in the Summer of 1975; the bank building is now fully occupied. Demand for first-class general tenant office space L~ the surroundL~g area is growing at the . rate of approximately 25,000 square feet per year. Of this total, downtm\'!l could capture 40 percent, or 10,000 square feet per year. With a leasing period of Dv'O years, begiThiing before construction is complete, this indicates potential demand for a new 20,000 square-foot building. In addition to market dem~id for general tenant space, latent demand for office space may also exist. There may be possibilities for attracting a siTlglc large t:emmt who would occt..'Pyan entire builqing. Potential tenants include utility cOqJ~iies, b,mks, and other fimmcial institutions, or private firms that have outgrO'\'vTI present accom- modations. Such tenants often build structures larger than their present needs, both as an invest- ment and to allow for future e:Allanslon. Although this demand cannot be predicted by market analysis, the village should make special efforts to identify these possibilities. 24 .. ", ", Since, :in a 20, OOO~ square foot building , it would be difficult to provide. a sufficient level of .amenities to successfully compete with other . first-class structures, the market study recon~cnds recruitment of a single major tenant for approx- imately 30,000 additional square feet. This would result in a total building package of approx~~tely 50,000 square feet. Since office space demand also is expected to grow in the long-term future, a second-stage build- ing of about the same size may be marketable after the first has been successfully occupied. Impact of Office Development Neil office development would have significa"1t impact on both down tOivn and the village. It would . strengthen and reinforce downtown as a focal point . ~v'ithin the community ai'1d also focus attention on new revitalization efforts. It would anchor the overall planning fra.mework and begin to implement several key improvement projects. It would give 5 downtown new life and vitality and complement existing commercial and service activities. New office development could have a "synergistic" impact and stimulate other new public and private investment. Office development would also offer new employment opporttmities and bolster the village tax base. .' /III " . ;1 9Pportunities for Attracting Office Development Several characteristics make dOimto\m ~bunt Prospect an appropriate location for future office Public Library Senior Citizen's Center with new porking and open spoce Now stroot trees could creote strong now visuol edge for downtown Northeastern corner could be developed as multi.family housing- d,~ or as office development ~ if demand increases Sidewalk and pedestrian ~~~;~e:SSG:'~ith 0n";~r;;'~~; corners "knuckled" IU Village Hall and improved parking lot Back.doors of shops along Main and NW Hwy. would be improved, backs of buildings up- graded, new landscaping, graphics Sidewalk and pedestrian improvement along Emerson Mount Prospect State Bank Consolidated parking area New consolidated parking area Heavily landscaped ,,/ corner at entryway ':.'~ to downtown ALTERNATIVE OFFICE DEVELOPMENT CONCEPTS Figure 5 ' CONCEPT A ,:t: : ..,.... . " , :""'I; ,~ o ~ ~ .ww1, New parking could be developed as surface lot initially, then decked over when second office building is constructed -. Two new office buildings could be planned around a new public plaza-the second to be undertaken after the first is successfully completed .~ "'"'" , , ~ I;'r.! '~1\ CONCEPT B ,l!"!., r~ .J,;:>~ ~ Ja development. It already has an established office base, with approximately 101,000 square feet of first-class office space, and an additional 120,000 square. feet of other office space. w DowntO\Vll could offer a number of advantages to prospective office tenants. It is centrally located within a strong, established residential corrrrm.il1i ty, has good access from regional trans- portation routes, and is located adjacent to the commuter rail statiml. It contains other activ- ities, including the Village Hall, public facil- ities, the Mount Prospect State Bank, and commer- cial services which could complement and support r n~v office development. 'loo4 l.... '- However, the village must also overcome sev- eral disadvantages if dOivntown is to successfully compete with surrounding locations. It must over'- come high land costs and site assembly problems. It must undertake other improvements to create an overall envirorunent conducive to private invest- ment. Since market conditions are right, Mount Prospect must move fast to overcome these prob- lems, exploit its advantages, and capture existing demmld. If not, office development will occur elsewhere. '- Office Development Concepts Four development concepts have been prepared for guiding and coordinating development of the office district (see Figure S). These concepts illustrate alternative ways that a range of public and private improvement projects could fit to- gether and interrelate to create a strong new - ~ ;..., district and also anchor and complement the overall downtmVll area. Each concept specifies a first-phase develop- ment program of one 50,000 square-foot office structure, approximately 225 new surface parking . spaces, new sidewalk and pedestriai1 improvements, and la~dscaping projects. Three of the concepts also indicate how later development could occur. All four.concepts follow the guidelines and stan- dards established in the plalli~ing frame\vork, and their basic organizing principles are similar. These common features, illustrated in Figure S, include: " Access cmd PaY'king. The complex would be highly accessible. It would be framed by major streets and bordered on the south a~d west by major arterials. All interior streets would perform local functions and provide ac- cess to buildings, parking, and selvice areas. Access from peripheral streets would be limited to a few consolidated access points. Parking space generally would be located around the edge of the complex, with all parking areas landscaped to minimize their visual impact. A major new parking area would be located in the northeast corner of the district, behind new offices. The existing Texaco site would be consolidated and improved to provide a smaller parking area east of Emerson off Northwest Highway. Design and CharacteY'. The interior of the district would be pedestrian-oriented. It would be served by downtown's two primary 2S >1 ... CENTRAL. o:t , . .,("4'''" o ~ ~ New parking could be improved as surface lot initially, then deck. ed ovor when second office building is constructed. ,. .. .. Of Two new office buildings- tho second to be undortaken after" first is sucCoss- fully cOlTIpleted '. .i .. .. IvO-tr.~ Busse remains 6pen ''''''Si to traffic to provide "'a"",~ ~ccess to parking lot, · but closed to traffic (except emergoncy vehicles) between Village Hall and Senior Citizen's Centor, where new public plaza is developed Busse remains '" open to traffic to provide access to parking lot, but closed adjacent to new office building and im- proved as public open space .. CONCEPT C " ALTERNATIVE OFFICE DEVELOPMENT CONCEPTS Figure 5 (Continued) , . elftTIU,l. i .17., ~ I ';,~~r o IW If New parking'could be improved as surface lot initially, then be dockea ovor whon second building is constructed New office buildings could be constructed partly within existing right-of-way, creating a mOre compact arrange- mont, and allowing for moro parking and open space around periphory. ......0.,,'1: Both Busse and "'-"'" Emerson remein 'c-.;;., open to traffic to provide access to blJildings and parking, but are closed (except for emergency vehicles) at the intorsocti.on, with a major new Public Plaza developed, linking togethorVillagc Hall, Senior Citizen's Center, new and existing offices CONCEPT D pedestrian streets, Emerson and Busse. . TI1ese two streets would link together all major new and existing buildings, as well as connect the office district with the commercial center west of Main, and the relocated commuter station to the south. While these streets might continue to carry traffic, sidewalks would be widened and improved, and new land. scaping and streetscape projects wquld be implemented. Near the intersection of these DvO streets, a new public plaza or open space would be developed, as a focal point for the complex. New office buildings would be located adjacent to this new plaza. ReZationship to Existing DeveZopment. Most existing development ivould be retained and integrated into the complex. The two primary pedestrian streets would link the Village Hall, senior citizens center, new library, and new bank building with proposed development. Pub. lie facilities would be maintained in the southeast corner. Several commercial service operations could be maintained along the Northwest Highway and Main Street frontages. However, these businesses would be reoriented into the center of the district. Access to most would be from parking lots at the rear; back doors would be provided; structures painted and cleaned; and lighting, landscap- ing, and graphics upgraded. Heavily land- scaped setbacks on the eastern and north- eastern edges would create buffers between office activities and residential areas. 28 TI1e four concepts also have several differences. First of all, they illustrate different ways that Emerson and Busse Streets could be improved. Con- cepts A and B assume that both streets would con- tinueto carry traffic. Concept C assumes that two short segments of Busse could be closed to traffic fild DvO small public open spaces developed within these rights-of-way. Concept D assumes that portions of both Busse and Emerson could be closed to traffic and a major new public plaza developed at this intersection. Since major vehicular traffic will circulate aromd the periphery of the office district, the traffic carrying roles of Emerson and Busse ,will be de-emphasized. While it may not be desir- able to close either street at present, it is recommended that the long-range plan for the district preserve the option of closing them in the future. The four concepts also illustrate different i ways that new development could be staged. Concept A indicates a first-phase office building only. Concepts B, C, and D indicate how development could be extended in the future, with a second office building of approximately the same size, plus appropriate additional parking space. It is recommended that the long-range plan provide for the addition of a second b~ilding in the future. Preliminary Development Strategies Development of the office district will re- quire implementation of a range of specific public and private action projects. More detailed recommendations for several of these projects, including new parking areas and pedestrian im- provements, are discussed elsewhere in this chapter. --Advantages: Very easy to accomplish; re- quires no major financial commitment or risk. --Disadvantages: Does not actively pursue the market opportunity; does not assist developer solve major problems of land acquisition or assembly; does not display a strong public sector commitment asa stimulus for private investment; does not create an improved environment for new development; leaves the outcome largely to chance. Strategy 2. The village would pursue all actions outlined in Strategy 1. In addition, it would acquire and improve the western por- tion (Emerson Street frontage) of the area indicated as parking in the plan. Some new parking space is already needed to meet cur- rent demand. TI1e village would also begin to implement the sidewalk and beautification projects indicated along Busse and Emerson Streets. However, all project improvements within this area should be undertaken as part of an overall strategy for development of the district as a whole. Several possible alternative strategies;' are surrnnarized below. The Business District Development and Redevel-" opment Commission could fonn the nucleus of the' , group that would take the lead role in implemen~ ting either of these strategies. The village should select a preferred course of action, and begin to move fony~rd as soon as possible. Strategy 1. The village would refine and adopt the overall development plan for the district. Long-range plans would be publi- cized, and the downtown would be promoted as a highly appropriate location for new office development. A more active program for re- cruiting a developer and a major tenant would be undertaken. The land north of Busse and east of Emerson would be rezoned for office development. The village would then wait for private developer interest. --Advantages: Would provide for some of the current parking and pedestrian needs within dOi'ffitown; would offer an improved overall environment for new development; would demonstrate a strong public commitment to the area; would provide an existing parking supply as an incentive for new development; would entail no major risk since improve- ments are already ne~ded. 29 ~~Disadvantages: Does not assist developer solve the major problems of land acquisi- tion and assembly; would require some initial financial commitment; could re- quire new tec1miques for financing park.. ing and pedestrian projects. Strategy 3. The village would pursue all actions outlined in Strategy 2. However, the village would acquire all land indicated in the plan for new office and parking facil- ities. Initially the land or only a portion of it could be improved for surface parking. The southern portion of this area would then be held in reserve for new office development. --Advantages: Would include all the advan- tages of Strategy 2; would solve the major problem of land assembly; would give the village substantial leverage in negotia- tions with developers; would give village more direct control over desi~l and develop- ment; would open up the opportillli ty for leasing air-rights development. --Disadvantages: Would require substantial public financial commitment; would entail significant risk for the village; would re- quire new techniques for financing projects. Strategy 4. The village could designate the entire office district area as a tax incre- ment financing district (TIF). Under this technique, t~~es within the district would be frozen at a base year level. TIF bonds would be sold to finance clearance, relocation, and 30 project improvement. As redevelopment occurs, creating a higher tax value than the base year, the differential tax proceeds would be used to pay the costs of principal and interest on original bonds. --Advantages: All of the advantages of Strategy 3; would allow future revenues to be used to retire costs of original invest- ments. . --Disadvantages: Would require strong local support for a more active public sector role in downtown development; lvould require coop- eration by appropriate taxing bodies; should not be initiated until a developer is willing " to make a COITmli tment. Final approval of state enabling legislation ,vhich would provide for tax increment financing in Illinois is anticipated in the near future. PEDESTRIAN .AND BEAUTIFICATION PROJECTS A key objective of the downtown development program is to improve the overall image and appearance of the Mount. Prospect central area and make downtown more convenient and attractive for pedestrians. The planning framework calls for a range of pedestrian and beautification projects, including new pedestrian connections, landscaping, and public open space areas. These projects can in- directly help stimulate new investment and develop- ment and are critical elements in the overall improvement program. They are important factors in office district development, commercial area stabilization, and new residential development, and are essential to the overall revitalization of downtown. The planning framework indicates, in a gen- eral ,yay, what kinds of pedestrian and beautifi- cation improvements should occur and where these should be located. This section provides more specific guidelines for these projects. It first identifies key features in an overall downtown streetscape system, including sidewalks, land- scaping, lighting, and street furniture. It then reviffiys several alternative improvements) for do\vntown street rights-of-way and indicates' how specific streetscape features should fit into these improvements. Finally, it discusses build- ing facade improvements, back doors, and several other potential design opportunities. Streetscape Projects Streetscape features, including lighting, landscaping, street furniture, and graphics, could do much to improve the appearance of down- to\Yn and make it a more pleasant place for people. Although some of these features already exist in Mount Prospect, they are not part of an overall, coordinated or visually attractive streetscape system. Several streetscape possibilities are briefly identified below. The variety of possible features--and of design alternatives for each-- is almost limitless. The village should now review these in more detail, and develop specific guidelines for an overall system and prototype designs for key features. The most critical re- quirement.is that they all relate to and complement each other, and that they be coordinated with other downtown improvements. SidewaZks ~nilenew street and parking projects will im- prove vehicular access and circulation within do,vn- town, walking trips will also significantly increase in the future. Compact land-use districts will en- courage more people to walk between activities and services. Since sidewalks will continue to provide for most pedestrian trips, several specific improve- ments will be required. . '. Sidewalks must have adequate width to accom- modate pedestrian movement. Existing dmvntown sidewalks vary from approximately five to 10 feet. ljnile sidewalk widths should vary according to their function and importance, a minimum of 12 feet is strongly recommended for the primary pedes- trian routes along Busse and Emerson. A minimum of 10 feet is suggested for several secondary pedestrian streets, including Main, North,yest High- way and Prospect Avenue. Sidewalk ,yidths should also be expanded above the minimum at certain key locations to provide sufficient space for trees and street furniture. A minimum width of approx- imately 15 feet will be required for these addi- tional improvements. All sidewalks should have curb cuts or ramps for the elderly and handicapped. 31 In addition to adequate width, other street- scape features should be employed to improve the appearance and convenience of do~~town sidmvalks, including surface treatment, lighting, landscap- ing, and street furniture. If all the projects of village departments and property owners are coordinated, sidewalk improv~nents can be under- taken much more efficiently and effectively. Surface Treatment Sidewalk surface treatment, especially along primary pedestrian streets, is an important strcetscape feature. While most existing side- ,valks are concrete, a wide range of other mate- rials and textures are possible, including brick, cobblestone, exposed aggregate and terrazzo. Surfaces should be smooth enough to prevent trip- ping and allow ease of movement, particularly near intersections, yet variated enough to prevent slipping due to rain, ice, or snow. As primary pedestrian streets are improved, materials and textures should be mixed and contrasted to create exciting new surface patterns. Different surface treatments should also be used to distinguish and give character to major activity areas, including the office district and commercial center. Landscaping Landscaping can perform a number of important functions within the central area. It can add visual interest and beauty and visually unify all of downto~'Il. It can also buffer and screen land-. use areas and movement systems, absorb and muffle sounds, and modulate the dOl'ffitown microclimate. 32 Street trees should be the most comnon landscaping feature, but shrubs and ground cover should also be used in certain areas. Major streets, including Main, Northwest High- way, and Central, should be lined with regularly spaced parkway trees, with high-branched, high- cro~'Iled forms which reinforce the sense of direc- tion yet do not interfere with traffic visibility . or control. These large trees should be planted in an area at least three feet by three feet and protected by a grill if planted in paved areas. Large street trees should not be placed in pots. Several tree types would be appropriate in Mount Prospect, including the Nonvay ~fuple, Green Ash, '. London Plane, and Little-leaf-Linden. Smaller trees and shrubs with special ornamental qualities, . seasonal interest, flowers or fruit should also be planted at key points along primary pedestrian , streets and at important public open space areas. The railroad right-of-way should be heavily l~~ascaped with trees, shrubs, and ground cover. THe JlIDior Women!s Club began a beautification program around the commuter station several years ago. These efforts should now be extended both within the downtown. and jmmcdiately outside. Heavily landscaped areas along the rail corridor would do much to improve the appearance of dO~'Ilton to entering motorists, and distinguish it from typical strip commercial areas. (See Figure 6.) Lighting Lighting can play important functional and aesthetic roles in downto~'Il. A skillfully designed ~ I. i' ." ~ Existing RAILROAD RIGHT.Of-WAY BEAUTIFICATION " Figure 6 Possible Improvements lighting system can dramatize and improve the appearance of the area, as well as increase safety and convenience. It can help create a strong sense of direction on major streets and give character and identity to important land-use areas. Roadway lighting should optimize vehicular safety and also distinguish between the hierarchy of street types. l\r.hile safety requirements and illumination levels will be similar, distinctions should be made in the type, color, and placement of luminaries to create'a distinct character for each street type. Major and minor arterials should have a high and continuous level of illumination, with standards placed close to the curb. Mounting height should be approximately 30 to 35 feet above tb,e roadway, with standards spaced three to four times the mounting height. While several light sources are appropriate for street lighting, mercury v~por sources are most effective. New pedestrian lighting should be provided along primary pedestrian streets, including E.merson and Busse, and at important junction points including crosswalks and bus stops. A much wider range of fixture designs and lighting characteristics will be possible in pedestrian areas, and pedestrian lighting should change in relation to different land-use activities. In general, pedestria~ lighting can be most effective if mounted 10 to 15 feet in the air, with fixtures placed so that light overlaps at a height of approximately seven feet. Fixtures should be caref~lly placed so that they do not conflict with pedestrian movement. Both incandescent and mercury vapor light sources are appropriate for 33 pedestrian areas. Special spotlighting and accent lights should be considered as a part of dm,;n- town's two new public open space areas. Since parking improvements will be a key part of the development program, the village should give careful consideration to parking lot light- ing. This is normally provided by omnidirec- tional floodlighting equipment located along principal aisles in a way that eliminates shadows between cars. Metal Halide, fluorescent and mercury vapor sources are most appropriate. Because of poor color rendition, sodium vapor sources are not recommended for parking areas. Street Furniture Street furniture, including benches, planters, kiosks, trash receptacles, and drinking fountains, perform both utilitarian and aesthetic roles. These features make dO~'l1to~n more useful and con- venient for pedestrians and also help make the overall environment more pleasant and attractive. In addition to providing for several basic needs, they can encourage people to relax, linger, spend more time in the area, and use more of do~ntown activities llild services. Several possibilities are illustrated in Figure 7. lVhile all these features will not be needed on all downtown streets, p~imary pedestrian routes should be well equipped. Benches are perhaps the ~1portant feature. Seating areas should be placed near key activity points along Busse, Emerson, and other important pedestrian streets. They should also be provided 34 ", . . I.P'\ ~$ ;\Or ~W<'..p,tl'<<S Mer?, lSU (on1e.C{IOV1ON.In,' ,~eilldf'4et$, ~c,., \VI ~we p<<:leslrllM (l.',(lJ,.$ r;::. f~0\u' v.i~1M ~ 5p.norl 1.::7 y, \mute fltw drx,t.wt. klev.~ O.\~ ~~ ~ \Mrdwvh; W\l.lJ d-\Sr~ \::!J 1'\If)\( WMe-:. M Iut pa:1~n1Ml ~ ~o eolllMs ($~ 11G!f UV ~efiv.e Mle ~ @ fUesJr.ll1. <;\~ ~rJ. o ~lce; w.v..il~e'-~1$d.idJ.tM ~>;{o rv cew\rM V'4'1Mj {5 l?rilV;(~ ~.w.1~IJ" U (Z'yJ,J ~~A ...'oN;.f ~i'\ ~~Mls""--' ~~r --';;;;;'-'-'~~---".'. ---l \ -.-- ,- -~i\il , , ~ VMicJ111 ~c~es eUJ ~.{; Me 11 U M~ ~ dw"ktC1iM, PesV(t.$ cw.l1 VAAl-j' o.cconU~ ti.I AA eo., rQ111€.VJ Wsk re::epll'.d~ @ Ih'IM ~ w.s\1),; cw,.\l.I^'ty~ ~\~ W\ ~!M c<<f> POSSIBLE STREETSCAPE PROJECTS Figure 7 near new elderly housing. They should be close to activity areas, yet not directly within them. They should be sheltered or screened if possible and not too close to vehicular traffic. They should provide places for downto~n patrons and employees to rest, converse, lunch, or simply watch do~ntown activities. Many materials and designs will be possible, but selections should be based on comfort and appearance as well as durability and economy. Planters, which will be needed for small trees and shrubs, should also be used to define activity areas and pedestrian routes and screen r dO'imto'i\n parking lots. Kiosks should be pro- " vided near new public open spaces within the office/governmental district, near the conunuter <, station, and within the commercial district when redevelopment occurs. These should be used to . . consolidate a munber of required features, includ- ing mailboxes, pay telephones, trash receptacles, and drinking fountains. They could also contain '. bulletin boards for posting public notices, infor- mation regarding coming events, Or downto'im ad- vertisements. Signs and Graphics Signs and graphics are important and necessary elements in dmmtmm. They are extensively used by public agencies, commercial establishments, and private individuals. Their primary purpose is to communicate a message which can be clearly and consistently recognized. However, when signs are too nwuerous and complex, they begin to compete and conflict. This results in an "iriforma- tional. overload"; and no single message is effec- tivelycommunicated. If poorly designed and located, signs can also become highly objection- able visual elements. A significant number of existing signs are directed toward the motorist. Many of these, particularly parking signs, may be unnecessary. The village should undertake a comprehensive review of traffic control signs to determine which . . could be consolidated and which eliminated. As discussed in Chapter 3, the Illinois Higm~ay Safety Program makes funds available for inven- tories and analyses of traffic control devices, including signs. FOllow-up funds have also been available to i~plement improvements. Commercial sign conditions can also be improved. Existing sign regulations should be reviewed in terms of permitted height, size} location, number, . and design characteristics. Sign improvements could also result from cooperative efforts among dO'imtown businessmen. Cooperation can eliminate wasteful competition and allow all signs to per- form more meaningful functions. Street Right-of-Way Improvemerits Most of the pedestrians and streetscape proj- .ects recommended for dO'imtown Mount Prospect will occur within or adjacent to street rights-of-way. New landscaping will occur primarily along major traffic carriers; new pedestrian facilities will be adjacent to local streets designated as pri- mary pedestrian routes; and major new public open 35 space areas will be located near the intersection of key pedestrian streets. There are several alternative ways that down- tOlv11 rights-of-way can be improved as a framework for these projects. These alternatives differ pri- marily in the way they allocate space for traffic, parking, landscaping, and pedestrians. Certain alternatives are more appropriate for major arte- rial streets and others for important pedestrian routes. Some are very simple and relatively inex- pensive, while others are more costly and complex. Nine alternatives for improving downto~~ rights-of-way are compared in Figure 8. The figure indicates key characteristics of each alternative: t)~ical plan vimvs and cross sections; relation- ships between pedestrian and vehicular traffic; inclusion of streetscape features; rough cost esti- mates; and specific downto~n streets on which each alternative could be applied. The nine alternatives illustrate possibilities ~or dO,1ntown. The village should now study these alternatives carefully and begin to select and refine the most appropriate. Some street projects could be staged: minor improvements could be under- taken initially, ~1th more substantial projects programmed for the future. Other Pedestrian and Beautification Projects In addition to sidewalk, streetscape, and right-of-way improvements, several other projects have potential for improving the dOlv11toi1n environ- ment. These include building facade improvements 36 " and the upgrading of areas behind existing stores and shops. BuiZding Faoade Improvements ,~ Building facade improvements would do much to improve the overall image and appearance of down- tOIY.Il. They could also be an important factor in efforts to strengthen and consolidate existing com- mercial establishments. In some communities, facade improvements have rekindled interest in downtOlv11 and have encouraged more extensive development and investment. " Most older existing buildings would benefit from. improvement, and several structures with . interesting facade characteristics along Main, Busse, Prospect Avenue, and Northwest Highway could 'become quite attractive. l~lile exterior and inte- rior improvements should be considered simultane- ously, building exteriors will have the most impact on the overall area. . One of the quickest and most visible improve- ments would be the coordinated refacing of build- ings through a combination of Clean-up and color. An imaginative and coordinated color scheme could unify and tie together buildings that nOlV seem u~related. Other unifying features include the size and style of signs, awnings, canopies, and exterior lighting. Individual building improvements might also include sandblasting, replacing windows and glass storefronts, repairing trim, and possibly repainting and repointing existing masonry. work. TYPICAL PLAN VIEW ARTERIAL STREET IMPROVEMENT A COLLECTOR STREET B IMPROVEMENT --~;....-~1~~--,.~~S.~{.I;:--:i<~!.;:-I;;'l-'l..,I~.::\w.., ~~_f:~ ;~~,~) ~~<~:~~:~ ~~~N;~: ~~~\:'j':~' ~:~~., . ~;:;.:~ ~;:;:~' EXISTING SIDEWALK IMPROVEMENT c --'---;~ --==:=:~~~--=- @~ ~irmllmm: :~\ I;! i:\";,\mmmmrmnrnrrrTImm SIDEWALKS WIDENED AT CORNERS F D . (;;1 :\! Hi! \TIiHTIIill.iillFnm-\n~a[;i\ i!;ril , "illll!! i~I~HHJ);jH~~!r.lllmnrnnli MODIFIED STREET WITH ANGLE PARKING E CROSS SECTION Two moving lanes New street trees, $600 per trea Maple Avenue and ono turn lane vehicular lightinll, Prospect Avenue at 12' each and graphics Emerson (South of NW Hwy.) No curb parking, Sidewalks could $7.00 por with pick-up and be widened and square foot w \1;;.,---- .,.- I drop-off points improved if for sidowalks in each block desired improvements ~ ~m,!! r= i/4 II~~\~ !Uro ~_,._,'/i'~..V! ,:It- 1 tl~' ~ ~. ~~ffi_ -, _.~ .1 ~ 11 Ii! j l! J III I ~ Ii I II II f~ ,. en;::) ,ir!\ul ~ \1 mnlllli 1 m . I~' 1-t"F ALTERNATIVE STREET RIGHT.OF-WAY IMPROVEMENTS Figure 8 " Two lanes of Existing sidewalks t7.00 to Pine moving traffic at improved with minor $11.00 per Evergreen 12' each planting and graphic squara foot Surrounding Two curb parking treatment residontial lanes at 8' streets to 10' each Two moving lanes Sidowalks at $9.00 to Emerson (North) at 12' each corners widened $13.00 per Busse with "knuckles" square foot Wille Pine Two parking lanes Sidewalks and new at 8' each, with corner "knuckles" one parking space improved with land' eliminated at sea ping, street each corner furniture, and graphics Two moving lanos Sidewalks widened $11.00 to Emerson (North) at 12' each on both sides $14.00 per Busse of street squaro foot Wille Pine Angle parking on Sidewalks improved $2.00 per , ono side of stroot with landscaping. square foot only new pode~tria n for lighting lighting, stroot fur- niture, and graphics TYPICAL PLAN VIEW MODI FI EO STREET WITHOUT PARKING F ARCADES OR ~~:~~~~1 ..; G T -- .""...."........ , :: ,., ~.!: ~,; \i\-:;,~.ii:..,~~:~~E:.llS::~~;z..:.;l,t. I ("";~ .., 2.;iJ,1' ,iiilhii'J~fii\':ilt~ ~ii'~'''~;;;,,~1,i,'OE$.~t-~~1ili~~**~;L~~il'j1i ...,I""1r' ~'~ r.~t..~~ -;-' -..' OPEN MALL I~~ ENCLOSED MALI. ~ y CROSS SECTION . ,.-, ~-J j""'-" "-"'::..~ ~11-" ~H:~'f1!.' \ ""'! Vf ,. . f;." ,;/\ "~ ,~\\ '\ y~ i'~ ~,:~ ,-~\\ Y'/-;, .'\":'J2:~ ;:::?, \V-~'i; "~""'~.:! ""lfi:Y' ~ ,~ , T,':" ~.; ~ " iip'.~-' ~ 1ijt, """"'-41 l~ " ffl +- h~)O ----{=-----;p---=;>k.'---.W-* ~J . '~ II ilj(~ I ..I~ ~r."A ,b,::, I,~- ..' -f..";>'r<)."Jr __~-r:-;~ ri'-.~/~!I1 &<?-9 ~_~ 1.1;; ,,,;.,:n:, I &,--r-w---ti TRAFFIC AND COST POSSIBLE PARKING STREETSCAPE EST1MATE* APPLICATION Two moving lanes Sidcwolks widened $12.00 to Busse at 12' each on both sides $16.00 per Emorson (North) of streets square foot All curb parking Sidewalks undergo $2.00 par eliminated with major improvements square foot for pick-up and with trees, plants, lighting drop-off points lighting, furniture, in each block and graphics Two moving lanes Sidewalks widened $27,00 to Busse {West at 12' each on both sides of $40.00 per of Main streets square foot All parking elim. Sidewalks improved $2.00 per Wille (as part Inated; pick-up and with plants, lighting, square foot of commercial drop-off points furniture, graphics for lighting -' redevolopment New arcades or only) "gallerias" constructed; will provide weather protection and possible temperature control 1t1\1Y~'Q;r;? 4~z(;t;~' , "'~'\)~i~!V/1.,;j.{ti'!1,~ l~,',~,~\";j \"', 'Z-j~,~,.p", \~ \f.G/~I~l n-Yti'2\''-'i;:''''-. - \1'S~ ~~r~:t~f~p'~~,li~~ 0: ,... "...., tp iV~Wq~ A,'o~ ~~ ft~~~~!~ Yj;~r, 1'<-'--'- 0;' . 'r Street closed to all vehicular traffic except emergency vehicles Entire roadway reserved for pedestrian move- ment and activities $12.00 to $15.00 per square foot Parts of Emerson and Busse near their intersection (long-range ) Variety of improve- ments possible. including trees, fountain, sculpture planting, lighting, furniture, graphics $4.00 per square foot for lighting Commercial Center as a part of major redevelopment (Iong.range) ALTERNATIVE STREET RIGHT.OF.WAY IMPROVEMENTS Figure 8 (Continued) , , Street closed to all vehicular traffic except emorgency vehicles Construction of new enclosed shopping environment $30.00 to $50.00 per square foot Existing stores could expand into old street R-O-W; new shops constructed within it Varietyof pOSSible improvements; trees, fountain, sculpture, lighting, furniture * Estimated construction costs based on 1976 figures and S-AA construction experience. They do not include inflation or fees for engineering, design, or other professional services. As discussed in Chapter 3, several funding sources and implementation techniques are available for assisting dO\into\Yn property O\iners in renovat- ing and improving existing structures. Improvement programs are most efficient when property o\Yners organize and. cooperate. Many improvements will be most economical if undertaken as a unified effort. ~Yners could share in the , cost of materials, labor, equipment, and even architectural services. Local lumber yards and building suppliers might also be recruited as part of the efrort. AZleyways and Baok Doors Most building facade improvements will be under- taken along street fronts. Ho\vever, back doors to stores and shops are frequently used in dO\Ynto\in ~fuunt Prospect. Since many of the parking improve- ments will occur behind existing buildings, use of' these rear areas will likely increase. Alley\vays and rear areas in the commercial center, office district, and Prospect Avenue com- n~rcial area could be cleaned up to serve as pedes- trian connections between businesses and short-term parking areas. Rear entrances to stores and shops could also be improved. Although these rear areas must continue to accommodate service vehicles and parking, minor landscaping; lighting, graphics, and streetscape improvements could make them highly usable for pedestrians (see Figure 9). Implementing Pedestrian and Beautification', Projects ,A wide range of pedestrian and beautification .' . . projects are desirable within the downtown area. Chapter 3 reviews several funding sources and tech- niques which may be utilized to implement these projects.'However, even with new sources and tech- , niques, all projects cannot be undertaken immedi- ately. The village must decide \~ich should receive priority. In general,t~ere are two basic approaches for undertaking these projects: ,1. The village oould begin implementing one type of improvement throughout the downtown area. For example, it could undertake widespread tree planting on all designated streets or begin replacing and inserting new light fixtures throughout the area. This approach would bene- fit all of dO\Yntown, but its overall impact may be small. ) I " 2. The village oouZd oonoentrate expenditures in a few key looations. For example, major pedes- trian and streetscape improvements could be undertaken only along Busse and major street landscaping only along Northwest Highway. This approach may not directly improve all parts of downto\Yn, but it would achieve maximum impact in a few key locations. " Considering the overall development strategy of focusing first on immediate market opportunities and attempting to create a synergism which would have spin-off effect on other areas, it is recom- mended that expenditures be concentrated first within the office district, and along Busse in the commercial center (see Figure 10). The village should select the streetscape and right-of-way 39 C) c ";:; V) "x w en +' C Q) E Q) > o .... 0.. E Q) .0 ";;; V) o 0... U) !- Z w. 2: w > o C.C', n.. 2:" 0:.,' G o 0, .....;:. t.r. <( OJ o z. <C ).. <:J?" 5:, >- W .....I .....I <1:1 =-~- \ ----. ------- ----...-...-.-- I iD ..__.._----~p----- ~ \ ~~-- -~---_._- ---.-------- Existing Possible Improvements BUSSE AVENUE PEDESTRIAN AND LANDSCAPE IMPROVEMENTS Figure 10 . improvements it desires, refine the design concepts, and then implement these simultaneously with street, intersection, and other related downtown improve- ments. STREET IMPROVEMENT PROJECTS Several specific street improvement projects must be undertaken to correct existing circulation and access problems and to provide an effective circulation system for new downtown development. These projects are discussed below, including the rationale and recommendations for improvement and potential design solutions. All should be studied in more detail before final design solutions are prepared. Maple Street Projects Maple Street projects are among the most impor- tant improvements ,vhich should be undertaken in the do,v.ntown development program. These include the redesignation of ~mple Street's role in the overall circulation system, a new at-grade rail crossing, intersection improvements, and access and control modifications. These projects will relieve several existing access and circulation problems and more effectively serve the new development patterns being recommended for the downtown area. Maple Street should be designated as a collec- tor street and be continuous from Lincoln Street to Central Road. To achieve this objective, the follow- ing minimum provisions will be required along Maple Street. 41 1. Two through traffic lanes ,ui'1cncumbered by delayed turning movements, either left or right, should be provided along Maple from Lincoln Street to Central Road. 2. The at-grade crossing of Maple Street at the C&I\TW tracks probably iv-ill require a street width of five lanes: three southbound lanes allowing for separate through and right- and left-turn movements at Prospect Avenue and two northbound lanes. At Northwest Highway just north of the tracks, five lanes also should be provided, with three northbound lanes, separate through and turn lanes, and two southbound lanes. A more detailed analysis of the recent intersection traffic counts undertaken by the village iVill be necessary to confirm this recommended street width. However, an important cri terion in this analysis should be that traffic not be delayed or stopped on the tracks. This consideration, plus the acute angle for right turns onto both Northwest High- way and Prospect Avenue, are the primary rea- sons for recommending separate right-turn lanes at these two intersections. 3. Traffic control signal installations at the intersection of Maple Street iVith Northwest . Highway will be necessary to insure efficient traffic movement. These signals TI1USt be coor- dinated with the detection and gate crossing control equipment for the rail line. Initially, three-way stop sign control of the intersection of Maple and Prospect Avenue should be ade- quate. Future traffic counts may indicate the need for traffic signal control at this inter- section. . 42 4. Driveway access to Maple Street between North- west Highway and Prospect Avenue should be pro- hibited. These movements are too difficult to control properly in this section of roadway. Along Maple Street, full driveway access (both right and left.turns in and out) should be restricted to mid-block locations, at entrance- exit drives for conSOlidated parking facilities, or at internal circulation streets. This is particularly important on the west side of Maple, where new office facilities with high traffic generating and sharp traffic peaking characteristics are likely to develop. The higher turning volumes generated by these activities may require separate left-turn stor- age lanes on Maple. 5. Separate left-turn storage lanes on Maple will become desirable on its approaches to Busse. A separate left-turn lane on Maples south approach to Central Road may also be necessary A potential design for the intersec- , tion of Maple and Central, including a cul-de- sac of the north approach, is shown in Figure 11. 6. Increased turning movements and total traffic volumes will probably warrant traffic signal control at the intersection of ~nple Street and Central Road. Since Maple Street, with the new at-grade rail crossing, will become an impor- tant eastern peripheral street for d~vntown, it is anticipated that a separate left-turn lane on the east approach of Central Road, and a separate right-turn lane on the south approach of Maple, iVill be necessary in the future. A preliminary estimate of the volume of traffic. all ::J ~l :> <( II U t Proposedcul.de.sac in existing right-of-way -'1- cf- - - '\.:-",'\.'\.\:-.~ - ~.\ <IIf- -'f- .1 +- . -4- y~" ~<;>,.'" , , ,. -t- ~l>o- Extend to match / existing cross section . at Emerson Avenue t Widening all to west/ . seems most feasible tit i. . i'RELlM1NARY GEOMETR1.CS . ~. APLE AVENUE AT CENTRAl. ROAD t igure 11 t! ,~~ \'v'll"dcl1.Central uniformty. to b,!J:in j~.ft turn lene SCALE: 100' :' that would utilize these lanes can be deter- mined from the recent intersection traffic counts taken by the village at the intersection of Central Road with Emerson and Main Streets. 7. The intersection of Maple Street, Evergreen Avenue, and Northwest Highway should be redesigned and improved. Figure 12 illustrates one possible design solution for the intersec- tion after Maple Street crosses the tracks. Final design will require detailed analysis of the recent village intersection counts. .'.,' 8. Although it is anticipated that only stop sign control will' be necessary at the intersection of ~~p1e Street and Lincoln Street, a separate right-turn lane on the north approach of this intersection and a separate left-turn lane on the west approach may become necessary when Maple Street is connected across, the tracks in the future. 9. The development of Maple Street as a collector from Lincoln Street to Central Road may require revision of Lincoln Street's intersections with Main ~ld Emerson Streets. No initial changes are deemed appropriate; however, traffic move- ments in these two areas should be carefully monitored in the future to determine if modifi- cations will be required. 10. Access drives to corrnnuter parking facilities on Maple should not be closer than 300 feet from Prospect Avenue to avoid adverse impact on traffic movements at the intersection of Maple and Prosp~ct. 43 1'o~ c ~h< ~t It;~,) tz,<);,- 'd) Q) ... ... (f) Q) 7i '" ~ Proposed commuter lot (Boesche 'PropertY) SCALE: 100' HI I \. u to commuter lot r Common access drive PRELIMINARY GEOMHRICS EV::RGREEN AVENUE, NORTHWEST HIGHWAY, AND PROSPECT AVENUE AT MAPLE AVENUE WITH AT-GRADE CROSSING Figure 12 11. Daytime parking on Maple Street should be limited to errand use north of Northwest High- way and short-term south of Prospect Avenue. At night, longer parking duration can be permitted for the convenience of adjacent residential development. These controls will be most impor- tant if ~~ple Street crosses the tracks. Emerson Street ProjeC::cts The primary function of Emerson Street, benveen North\vest Highway and Central Road, should be to provide access to activities and parking areas between M~in and Maple Streets. The desire to improve circulation between the north and south portions of downtown and the need to improve access to the relocated commuter station, makes it desir- able that Emerson Street have a high traffic carry- ing capacity across the tracks. Therefore, this segment of R~erson should have cross section, inter- section design, and control characteristics similar to those recommended for Maple Street between Northwest Highway and Prospect Avenue. With the development of Maple as a continuous collector street between Lincoln Street and Central Road, Emerson Street north of Northwest Highway could be utilized primarily as a parking access street and pedestrian facility. Busse and Wille Street Proj ects --_. ------ ---_._---~--~ ----- ,--- Like Emerson Street, Busse and Wille Street could also function primarily as parking, pedes- trian, and internal parking area circulation facil- ities. Existing intersections with the arterial streets should be maintained, but considered pri- marily as access points to internal circulation and parking areas. Separate left-turn lanes on North- west Highway and Central Road at their intersec- tioI).s ivi th Wille Street should be provided as soon as possible. iVhen large-scale commercial develop- .. ment occurs betiveen Central Road, Northwest High- way, Main and Pine Streets, traffic signals maybe warranted at Wille Street's intersections with Central Road and Northwest Highway. However, moni- toring of traffic movements at the intersections of Central Road with Wille and Pine Streets, and Northwest Highway with Wille and Pine Streets, should determine where traffic control installa- tions will be required. If signals are warranted atr Pine Street's intersections with Central Road and" .. Northwest Highway, signals may not be necessary at the Wille Street intersection. Figure 13 illus-'o.. tratesa possible redesign of the intersection of Wille Street, Busse Avenue, and Northwest Highway.' Intersection at Main, Evergreen, and Prospect Avenue Even though significant improvements have been made at this intersection in the past few years, several additional modificatioJ1s could promote more efficient operation of Main Street and Prospect Avenue. Since Evergreen Avenue is a local street, its use could be further restricted, or it could even be eliminated from the intersection. Figure 14 illustrates a possible modification of this intersection. '.. Provide U-turn break in widened median \ ' t I I \~ Existing commuter drive (may have to be relocated) SCALE: 100' PRELIMINARY GEOMETRICS BUSSE AVENUE, WILLE STREET AND NORTHWEST HIGHWAY INTERSECTION Figura 13 4S Add "knuckle" to increase turn radius and protect bus stop Enlarge existing island to further restrict traffic movements seA L E: 100' PROPOSED MODIFICATIONS EVERGREEN AND PROSPECT AVENUES AT MAIN STREET Figure 14 46 Main Street Projects Main Street's capacity to carry heavy volumes of traffic must be maintained and improved, with or without relocation of" the Illinois Route 83 desig- nation to Busse Road on the west edge of Mount Prospect. Therefore," the following improvements < recommended along Main Street. 1. All traffic control installations on Main Street should be coor4L~ated to provide good traffic progression in one direction only at any given time. The directional coordination should be alternated at various times, based on the orientation of heavy traffic volumes, similar to those on Sheridan Road on the north side of Chicago. This directional traffic pro- gression is recorrmended to insure that suffi- cient gaps in traffic will occur at the mid- block driveway access point and to allow adequate pedestrian crossing time at various signalized cross streets. 2. Although not a direct Main Street improvement, directional progression through the coordina- tion of signals on Maple Street could" help reduce counter peak traffic movement on Main Street. The directional progression on Maple Street should be counter to that on Main Street. 3. Left turns along Main Street north of Northw, Highway should be prohibited, except at the midpoint beuveen Central Road and Northwest ..... - ""'" Highway. Left turns into small parking or load- ing areas at other locations along this segment of Main Street should not be allowed. Possible Long-range StreeJJInj)rovements .... ..... . Other street improvements may become desirable in the long-range future. Several of these aredis- cussed below. All should be analyzed in more detail . in the future. . .. 1. A c:omprehensive coordinated traffic signal system for downtown. Counter directional pro- gression of Main and Maple Streets, and of ' Central Road and Northwest Highway, could pro- duce several favorable results: gaps for left- turning vehicles at mid-block access drives; more pedestrian crossing time at major inter~ sections (particul~rly across Main Street arid Northwest Highway); and a more uniform distri- bution of traffic loads on major streets. Some. potential drawbacks of such a traffic signal.. system are: its efficiency, even in favored directions, may be poor due to interconnections with railroad crossing controls; it would be costly to provide and maintain in comparison with uncoordinated systems; it may antagonize motorists trying to move counter to the pro- gressed movements; and it may induce more traffic on Lincoln Street between Main and Maple than will be acceptable to adjacent residents. ...:. r i 1 I.. L 2. The widening of ih0 Main. Street right-ot-way. ;\'1ain Street, with'<:1 relatively narrow '66-foQt right-af-way and a- m.~ed to accommodate . heavy traffic volumes, creates a significant barrier between the east and west parts of downtown. Ideally, Main Street should have a 90- to 100- foot right-of-way through town, allowing for four full moving lanes 12 feet wide, 10- to 15- foot sidewalks on each side, a \vide boulevard type median which would allow left-turn storage lanes, and about five feet of pedestrian refuge space. ~~ile maj~r improvements will not be possible in the short-term future, this desired. cross section should be considered when new development on open parcels and rehabilitation of existing buildings takes place. 3. The improvement of Northwest Highway. The North- west Highway corridor between Maple and Wille Streets has a ividth of about 150 feet beu'v'een ' building fronts and the north rail track. With the relocation or modification of corrrrnuter parking in this area, alternative cross sections for Northwest Highivay could be considered in the future. In developing a more desirable cross section, the following elements should be con- sidered: . This corridor is the "front door" to dOh'11- to\'v'n and its appearance is critical. Many visitors. and residents come into' dOi~n- town on Northwest Highway, and would bene- fit from short-term and errand parking in this area. Pickup and drop-off of shoppers, employees, business visi tors, and commuters occurs along Nort.hwest High~ray or near its intersections \'v'i th cross 'streests. There should be designated Ioca- 47 . tions where buses, taxis, m1d private vehicles can pullover without disrupting traffic movement. Many business, shopping, and customer ser~ vice type facilities will continue to face Northwest Highway, and their needs should also be considered in any redesign. Nortrnvest Highway \vill continue to carry high volumes of traffic and. must have ade- quate capacity in the future. All of these factors suggest that Northwest Highway $hould be significantly i~roved in terms of appearance and amenities, without affecting its ability to handle heavy volumes of traffic. CEN'TAAL AREA PARKING PROJECTS The planning framework includes general descrip- tions and guidelines for an overall parking system for downtown.Hount Prospect. Six general parking use areas were identified, as were seven specific sites which merit high priority action on the part of the COlm11illli ty. The following discussion summa- rizes recorrnnendations for each priority site, as well as techniques for implementing, financing, and controlling specific parking projects and .the down- town parking system as a Hhole. Specific Site 1 - Busse, ~~in, Northwest Highway Triangle This area is a prime location for errand and short-term shopper and visitor parking. The recent 48 .., village parking study revealed that while on-street parking space on Busse Avenue between Main and Wille Streets was experiencing both high occupancy and high turnover, the three private lots in each corner of this triangle had either low occupancy with high turnover, or low occupancy and low turn- over. With the improvement of the Busse Avenue, Wille Street, and North,vest Highway intersection, it is recommended that the lots in the northwest and northeast corners be consolidated into one park- ing area with curb parking on Busse Avenue; access to this consolidated facility should be permitted only at Busse's intersections ,vith Main Street and Wille Street and via a right-turn in and right-turn out driveway on Northwest Highway as far east as practical. However, as the convenience commercial center develops between Pine and ~fuin Streets, this triangle should be acquired, cleared, and redevel- oped as a short-term parking lot. When consolida- . tion penni ts, the right-turn in and right-turn out driveway.should be relocated to mid-block, between the Main and Wille Street intersections with North- '. west Highway. Parking spaces within 20 or 30 feet of storefronts should be reserved for errand park- ing not exceeding a half-hour in duration. Specific Site 2 - Mid-block Emerson Street, North Two lots in this area are utilized by bank and library employees, and the total 93 park~!g spaces are experiencing nearly 90 percent average hourly occupancy. The consolidation and expansion of ~1ese tlVO lots by obtaining the single parcel bebveen them and the three parcels to the north, would allow the provision of an additional 100 or more employee parking spaces. This is an ideal location for a long~term facility, and it is needed now. Long-term employee parking currently being provided in lots close to existing stores and offices could be accommodated for in this larger lot on the existing periphery of the dO\illtmill. The close-in lots could then allocate more spaces for short-term and errand parking. The expansion and consolidation of these lots would also permit the restriction of access to Uvo drives, one located at the mid-block point of Emerson beuveen Central and Busse, and one on Central bebveen Emerson and Maple (restricted to right turns in and out). This facility is also in an excellent location to serve the employee and office visitor needs of new office development. As office development potential increases, a portion of this property may be more suitable for office building area. If so, a definitive parking study should be undertaken to determine how much addi- tionaL long-term and visitor parking needs will be required; and how it should be provided. This may . make a parking structure feasible. Specific Site 3 ~ Texaco Station, Northwest Corner of Emerson and North,yestHighway This entire parcel should be acquired and restricted to a use more compatible with downtown. Initially, this parcel could be consolidated with the Village Hall parking area and provide approxi- mately 50 to 60 more short-term spaces in an area ivhere they are needed. A right-turn in and right- turn out driveway access to the Village Hall park- ing area could,also be provided along the west edge of this parcel. Eventually, this parcel may be ,desirable for use as commercial development or for ,office space. Such a development would increase short-term parking needs in the downtown area adja- cent to the facility. Again, as noted in the discus~' , sion of Site 2, a definitive needs study should determine where and hmv existing and estimated additional short-term parking demands are to be met in the area.' Specific Site '4 - Service Station, Southwest Corner of Evergreen and Main TI1is is a good location for an additional SO to 60 long-term employee parking spaces. Right of . access beDveen this lot and the church parking facility immediately to the west would also permit ',additional church parking in this area on weekends . .. and consolidation of access onto Evergreen at the "'joint property line. A driveway on the south edge 'of this lot restricted to right~turns in and out could be allowed on Main Street. Use of this lot b\' employees of the Prospect Avenue commercial district would allow better use of the lots next to the Prospect Avenue stores. Specific Site 5~ The Boesche Property, South- east Corner, Prospect and Maple This is an ideal location for,additional com~ muter parking space, and the village should accel- erate current efforts to obtain this property. The provision of some 95 commuter parking spaces in this location will allow conversion of some lots cLrrrently meeting this demand in the commercial area into short-term p'arking spaces for shoppers ro1d business visitors. Since this lot is on the periphery of dOiilltO\ill with the connection of Maple 49 across the C&i\W tracks, it will always be well- suited for long-term parking needs. Full access to this property as a c~nmuter or long-term parking facility should be provided not clos~r than 150 to 200 feet from Prospect Avenue on Maple Street. If driveways are necessary closer to the intersection, they should be restricted to right turns in order to minimize their impact on intersection operation. Another reason for obtaining this property is the potential rerouting of Prospect Avenue to the south side or ti1e existing commercial development, away from an intersection with ~fuple Street next to the C&N'W tracks. The east end or beginning of 'this relocated route would be just to the east of this property, and the roadway would come through about the middle of the property. Until such a relocation occurs, the property could continue to function as' a long-term parking facility. Specific Site 6 - Northi1est Highway Commuter Parking Lots It is important that the commuter parking spaces ivhich will be lost due to the construction, of the Maple Street rail crossing be replaced in an off-street lot. This could be accomplished by developing the Boesche property for commuter park- ing. It would also be desirable to convert the Northwest Highway C0ITD11uter parking lot, which would no longer be adjacent to the station, into a long- . term employee parking facility in the f-uture. How- ever, this should not be undertaken until these commuter spaces can be replaced elsewhere. 50 Specific Site 7 - North Block End of Prospect Avenue, between Maple and Emerson IVhile this site is recommended for multi-family housing, it may become appropriate for COITD11uter parking if the demand for such space continues to increase significantly. It is conveniently located in terms of the reconmended station relocation and is on the periphery of the dOivntown area. It could be developed as part of a multipurpose facility, with commercial activities on street level along Prospect Avenue, and parking above. AI ternative Ways to Obtain Additional Park:iJ1g With'the exception of the commuter parking areas and curb parking, private development has pro- vided almost all off-street parking indohntown ~1ount Prospect. At present, there is no legislative authority for the village to develop and operate parking facilities except in connection with other public facilities. In general, private enterprise has done a rela- tively adequate job in providing off-street parking for patrons and employees. Probably the greatest difficulty has been in guiding the location of this private development so as to achieve proper rela- tionship with major access and circulation routes. The location of major parking areas has often been determined more by the ability to assemble suffi- cient parcels of l~~d and the cost of this land, than by a recognition of proper access and circula- tion principles. Major parking areas are underutil- ized in some instances and well occupied by the . wrong type of parkers in other locations. Because of the leading role taken by private enterprise in providing parking and the investments represented by these parking areas, alternative courses ofa.ction to provide reloca.ted or additional parking and the possibilities of government partici- pation must be carefully considered. There are at least four basic alternative methods for providing off-street parking: 1. "Action by private enterprise, whereby the motive is not direct profit, but the investment is made to stabilize or enhance property values or business opportunities in the downtown. 2. Action by government whereby municipally-owned facilities are created to improve the downtmin' and strengthen the tax base of this valuable area. 3. Cooperative action by both government and pri- vate enterprise. 4. Action by private enterprise, whereby parking investments are made for profit. This is not a likely alternative for Mount Prospect. Action by Private Enterprise If bUSInessmen and civic leaders conclude that sufficie~t parking space is not being provided in a particular area, they may decide to invest in additional facilities as a step to strengthen the attractiveness of, and to preserve their present investments in, the area. This type of operation might be established either on a self-sustaining basis with competitive rates or a subsidized basis, whereby lower or no rates would be extended to cer- .tain types of customers. There is greater likelihood that parking space will be provided in proper locations under this . approach. However, it is often difficult to coor- ,dinate the actions and interests of the individuals involved and to determine individual cost partici- pation. . MunioipaZ Action This approach may be applicable if neither of the previous courses proves satisfactory. Although the Village of ~bunt Prospect presently does not have the authority to develop and operate parking facilities (except as a part of other public facil- ities), it is assumed that the authority could be secured if this course of action were deemed neces-' sary. Reasons for this type of village action could be twofold: (1) recognition that a large proportion of its citizens shop and work dOwntown and (2) pro- tection of the downtOwn as a valuable tax source. If the village embarks on' such. a program, there are three potential advantages: 1. Parking space could be properly located. 2. The village would maintain control over parking areas; they would not be abandoned simply' because the land was more attractive for an- other purpose. 51 3, A high caliber of parking service could be pro- vided (generous stalls, aisles, and other amenities). On the other hand, there ivould be several poten- tial disadvantages to a village parking program.: 1. Discouraging additional private capital from future parking investments might eventually . produce a reduction in the supply of corruuercial parking space. 2. Eventually ,parking might. become largely a municipal responsibility, except for the wel1- located, efficiently-run commercial facilities. Cooperative Action The most desirable approach in many commtmities has been a program of cooperative action in which',. the best elements of several methods are combined into one program. lVith such an approach, the vill-. age would use powers of eminent domain to acquire sites at proper locations. The parking facilities could then be developed through the issuance of general obligation or revenue bonds by the village or by some financial arrangement in which local businessmen unden.trite or guarantee the cost of_ the parking facility. The facility would then be leased to a private operator or development. New legislation probably would be required, however, for village participation in such a program. 52 Parking as a Business Venture " If parking space is to be a profitable business venture, the total supply cannot exceed current demand, Strictly commercial, profit-motivated expansion of facilities can be made only in response to a Clearly-demonstrated demand. The space added by this method is not likely to meet peak demands and would result in chronic shortages of parking. Furthermore, it may not be developed in the most appropriate locations from the standpoint of the overall welfare and stability of the dOivntown. The obvious advantage of the private enterprise approach is that it usually meets all its own costs and, through taxation, contributes to the revenue of local government. Because of land costs, this alter- native is not currently feasible in dmvntown Mount Prospect. Other. Methods There are other less direct means of revising parking in the dOivntoivn. Tnese include: 1. Off-street parking space could be required in the development of new activities in some areas. Because of high land costs in the area, it may be difficult to provide off-street parking space on the same site as a new building. In such cases, zoning may require that parking space be provided wiw~in a certain distance of the new land-use, Parking could and should be provided as an integral part of large-scale , developments and in surrounding fringe develop- ments. Zoning cannot correct existing parking space deficiencies, but can only be used to deal with new or future developments. In the Village of Skokie, the zoning ordinance provides for a financial contribution in lieu of off-street parking space. If the village detennines that the provision of new parking would result in undue hardship, an applicant for abuilding permit may, elect to contribute $2,000 for each parking space required. This amount would be deposited in the Motor Vehicle Parking Fund or a special fund to provide for the acquisition, erection, construction, or installation of parking facilities in the dcnvn- tmm. 2. Local government should explore opportunities for providing or consolidating substantial amounts of parking space in conjunction~1th the development of nelY public faciE ties in and around the do,mtown. This would include new developments such as the office/government dis- trict. An example is the new parking lot layout adjacent to the new Village Hall location. Selecting a Gour-se of Action 'Each of the methods described above has certain advantages and disadvantages and each may have application uncipr certain conditions. The best ~ourse of action is on~ whiGh 'iricl~des the applica- tion of al.l of these':niethods in circumstances for which they are bestsuite'd; Essentially, the issues surrounding the future of parking facilities in the downtown are (1) the need to provide adequate parking space and (2) the need to obtain proper locations for this parking. To resolve these issues, the following steps mus t be taken: , ~ 1. Local government officials, businessmen, and civic leaders must reach a "meeting of the minds" in regard to each group's responsibil- ities and role in the provision of needed park- ing space. Out of this agreement should come policies to guide the actions of each group. ,2. In accordance with decisions and policies emana ting from Step 1. ,new or revised legis- 1ation should be secured to enable government participation and/or to establish any adminis- tration framework or further techniques needed to deal with parking problems. '. 3. Establish a continuing parking program to deal , with present problems and to plan for, and keep abreast of, future parking needs. CQvJrvllITER RAILRO.A.D STATION RELOCATION PROJECT Relocation of the commuter passenger boarding and detraining platforms and, specifically, reloca- tion of the 'commuter train during these operations, is a high priority proj ect in the dmmtO\\n improve- ment program. The relocation is recommended because of traffic delays experienced in d0i\11town .Mount Prospect under pre~ent conditions and the location of' existing and proposed commuter parking facilities. 53 ,.' The 1974 Reconnaissance Study revealed that existing commuter operations reduced the traffic carrying capacity of fllinois 83 ~nin Street) by 15 percent during the morning peak traffic period and by 25 percent during the evening. The converse was true of the situation at Emerson Street where . capaci ty is reduced about 2S percent in the morning. peak and about 15 percent in the evening due to gate closure. The recent survey by the village traffic engineer ~arch, 1976), revealed that dur- ing the day from 6:00 A.M. to 6:30 P.M. the capac- ity of each street is reduced by a total of 11 percent under the present train schedules. Capacity also is reduced at'the intersections of these two, streets with both Northwest Highway and Prospect Avenue due to traffic congestion at the intersec- ~ tions when the gates are do\\'Tl on Main and Emerson. Streets. Further complicating traffic movement dur- ing the peak commuter times is the disorganized manner in 1mich passenger pickup and drop-off opera tions are made by buses, taxis, and pr i va te autos. The most significant of these is the private' auto passenger pickup and drop-off which occurs throughout the central area; this results in large numbers of commuters crossing major streets while moving to and from the station. The survey conducted by the village traffic engineer indicated the various time savings that could be realized by improved train stopping posi- tions at the existing platforms, at a point removed one block east, and at a point two blocks east. A 40 percent time savings at the Emerson and Main Street train crossings could be realized if optimum train operations were relocated to a point two blocks east of the existing boarding and detraining area. A 40 percent time savings could be realized 54 at the Main Street crossing only, if positions of stopped trains were relocated one block to the east. Under this condition, time savings of only two or three percent would be realized at Emerson Street, and an overall time loss of about eight percent, ~ould occur due to evening train operations., In addition to increased capacity on Main and Emerson Streets, Several other factors need to be considered: 1. The impact on downtown land-use activities. 2. Convenience for the commuters. 3. Location of commuter parking. 4. Approval from controlling authorities. 5. Cost of providing new or relocated equipment, and who is to pay for it. Some additional data provided by the C&~W Rail- road and the Illinois Commerce Commission has been ~considered in evaluating the location of commuter J train stops in the Mount Prospect downtown. Com- muter train lengths vary from two to 11 cars, and each car is 85 feet long. The longest train which might stop in MOunt Prospect would be about 1,025 feet in length, including the engine. The Illinois Commerce Corrnnission states that crossing gates must be capable of being lowered 20 seconds prior to the arrival of the fastest train utilizing the line. Gates can be raised after passage of the last car. The ICC further indicates that with highly sophis- ticated detection equipment, crossing gates may be raised if the train stops prior to the crossing. However, commuter lines dislike this action, since they want to hold their time in a station to a minimum and also because of the "bobbing" effect of the gates ,vhich can occur. The ICC also states that it is difficult to regulate train speeds unless . poor track conditions exist, in which case the agency can order, the speeds to be reduced. Some municipalities have enacted legislation governing train speeds and been successful in enforcing them. Other com~unities have had the regulations struck down in court. Some ICC regulations control train speed, but they relate to the degree of sophistica- . tion of the signal equipment. After an analysis of the various factors involved, it was determined that the best location for the commuter train stop would be such that ther midpoint of trains would always be approximately i 550 feet east of Emerson Street or about 100 feet east of ~nple Street. With sophisticated equipment, this could pelJnit gates on Main Street to be raised while a westbound train was unloading passengers . and yet not unduly delay the acceleration of the train as it proceeded toward Main Street. Even if sophisticated equipment were not used, this loca- tion for stops Ivould ensure that all eastbound trains cleared both Main and Emerson Streets when stopping in Mount Prospect. This would at least improve the A.M. traffic capacity on both streets.. . As discussed in the earlier reconnaissance report, increasing traffic capacity at bothe these streets would be obtained only by moving the train stop one-fourth mile out of the dovmtown. The major reasons for the recommended reloca- tionof the COmITllter train stopping point are the potential for better design of pickup and drop-off facilities and an ~nproved access and circulation pattern for bO~l the bearding area and the commuter '. parking areas to the south. The new location may also stimulate some additional cormnercial develop- ment along Prospect Avenue between Emerson and Maple. Other than the indirect benefits of improved dmv.ntown traffic movement and more efficient sta- tionsite operations, no additional impact is anticipated as a result of. relocation. The scope of this study did not permit. the detailed research necessary to determine if Mount .. Prospect might expect additional assistance, other . than from the C&NiV Railroad, in financing the cost .of relocation. The general sources for this kind of assistance are cited in Chapter 3. However, the C&NW will probably assist with funding only if a suf- . ficient number of commuter parking spaces are pro- .. vided in the area. This could require a commuter '.: parking structure and retention of the Northwest , Highway lots from ~lain Street east, thus destroying potential redevelopment of these areas as discussed previously. Also, it is unrealistic to expect that the C&~~V will help fund the cost of a controller , ($100,000) and the resetting of detection equipment which would allow the Main Street gates to go up when westbound trains are stopped. The C&~~^l, the ICC, and perhaps rOOT will have to approve all proposed modifications. Neither rOOT nor the ICC will review such requests if. the C&J'.i'W but not. already reviewed them. Therefore, the key to relocation depends on review and approval by the C&~~V. In turn,. this may require that more commuter parking spaces be provided in downtown than ~bunt Prospect is willing to provide. 55 .. Mlli'LE STREET AT-GRADE RAIL CROSSING PROJECT As do most comnrumities that straddle the com- muter rail line, Mount Prospect is handicapped by . a limited number of roadway rail crossings. This curtails efficient movement of traffic from one part of t01\'l1 to the other. Also, traffic volumes are extremely high on roadways wTIich do have cross- ings, and these are used to capacity due to the delays created when crossing gates are down. Having recognized this problem, the village traffic engineer investigated potential locations for additional rail crossings wi thin the connmmi ty. The results of this study indicate that an at-grade rail crossing at Maple Street is feasible. ~nile there may be other locations with this potential,., an at-grade or grade-separated crossing at Maple .' Street would provide the most benefit for the com- , munity as a whole. It is critically needed at the <.. present time. . A grade-separated crossing ,vTIich would provide .": a connection for Busse Road north to Northwest . Highway would allow some diversion of traffic from." Main Street in the downtOwn and a bypass route around Mount Prospect and Arlington Heights. It is ' recommended that the community continue to pursue such a co~~ection, and the additional roadway in~rovements which would allow the relocation of the Illinois Route 83 designation from Main Street. However, because of the expense aJld time involved in providing a grade-separated crossing, the ilrme- diate capacity and circulation needs of downto,~ Mount Prospect would not be met. In fact, no other crossine of a north-south or east-west street could solve the problems related to downtown development,' circulation, and 'traffic capacity as well as Maple 56 Street. Therefore, it is recommended that the ~fuple Street at-grade crossing be provided for the follow- ing reasons: 1. Functionally, it provides the best route for additional access and circulation around exist- ing and proposed downto1\'l1 development. 2. It provides the best route for access to the proposed new commuter parking facilities located south of Prospect Avenue on Maple Street. These lots appear to be the most readily available and compatible with existing and proposed d01\n- town development. 3. It will provide a direct access route to the areas proposed for relocation of the comnluter rail train stops and allow circulation about the rail stop area without increasing traffic volumes on ~~in Street. : 4. It will reduce traffic volumes on Main Street at the C&~1~ tracks, with its connection to Main Street and E~erson Street via Lincoln Street. 5. It is the most economically feasible location for providing a rail crossing which ,~ll satisfy all of the above items. Prior to developing a cost estimate and budget ' for the provision of a Maple Street rail crossing, the village should initiate discussions with offi- cials at the C&~~V Railroad. The Illinois Commerce Commission requires such negotiation prior to reviewing a request for a crossing. General Order No. 138, Revised, of the August, 1973, Illinois Commerce Commission, outlines the procedures neces- sary to get an at-grade crossing approved. II I Ii II I SECTION TWO: That the Village Clerk of the Village of Mount Prospect be and is hereby directed to file notice of the Amendment to the Official Comprehensive Plan for the Village of Mount Prospect with the Cook County Recorder of Deeds, as pro- vided by the statutes of the State of Illinois. I SECTION THREE: That the Village Clerk of the Village of Mount Prospect be and is , hereby directed to publish said Amendment to the Official Comprehensive Plan for I the Village of Mount Prospect in pamphlet form, pursuant to the statutes of the State 11 of Illinois made and provided. II SECTION FOUR: That this Ordinance shall be in full force and effect from and after I its passage. approval. and publication in the manner provided by law. I AYES: 6 I II NAYS: 0 I I PASSED this 5th day of April, 1977. I I APPROVED this 5th day of April, 1977. II I 11,1 ATTEST,: II Q I ' / ' / II' t <~V~ I Village Cler I ~~~-' ~'/':::' / ,,/f ~:/ ~"",7~;" // ',_ ~??-? .. ' "'Village President I II II II Ii II 1\ II II -2-