HomeMy WebLinkAbout10.1 Friendly Neighborhood Street Program DiscussionSubject
Meeting
Fiscal Impact (Y/N)
Dollar Amount
Budget Source
Category
Type
Information
Item Cover Page
Friendly Neighborhood Street Program Discussion
March 19, 2024 - REGULAR MEETING OF THE MOUNT PROSPECT
VILLAGE BOARD
N
Not applicable.
Not applicable.
DISCUSSION ITEMS FOR COMMITTEE OF THE WHOLE
Presentation
Enclosed for the Mayor and Village Board of Trustees' consideration is the Friendly
Neighborhood Streets Program (Program), an update to the Village's traffic calming program
adopted in 2011. This document represents an enhanced resource incorporating engineering
best practices to address particular traffic issues in our neighborhoods. With the support of
the Transportation Safety Commission, the Engineering Division requests adoption of the
Program.
Traffic calming includes physical measures used to alter the behavior of motorists by reducing
excessive speeds and volume on streets, particularly neighborhood streets. Leveraging the
collected data from the Neighborhood Traffic Study and experience from the engineering
community, the Public Works Department Engineering Division developed the Neighborhood
Traffic Calming Program in 2011 to provide solutions to those streets that experienced
excessive vehicular volume and speed problems. Over the past ten plus years, the Village has
accomplished several successful traffic calming projects to address persistent neighborhood
concerns. Traffic calming measures that have been installed include median islands, curb
extensions, speed humps (since removed), speed feedback signs, access restrictions, and
pavement markings.
Not all neighborhood streets qualify for traffic calming measures. To spend Village funds wisely
and focus on the most critical streets, minimum volume and/or speed thresholds must be met
to qualify to be part of the current program. For these streets, traffic calming measures have
helped to alleviate vehicular volume and speed concerns not resolved by enforcement or
conventional engineering solutions such as signage. Last year, the Transportation Safety
Commission directed the Public Works to update the current program to consider allowing
more streets to be eligible for traffic calming measures. This was in response to residents who
have requested traffic calming measures but have been unable to pursue a project due to their
streets not meeting the existing minimum criteria.
The Engineering Division of the Public Works Department created the Friendly Neighborhood
Streets Program as an update to the existing traffic calming program. The new name was
chosen to reflect a more holistic approach to managing speeds on neighborhood streets and
making them safer for pedestrians and bicyclists at the same time. Overall, the Program
allows 25.7 miles of Village streets to be eligible for traffic calming measures, up from 9.8
miles with the current program.
The Transportation Safety Commission discussed the draft Program at their December 2023
and February 2024 meetings. Village staff also solicited input from the community and
received 46 comments. A majority of the comments did not directly pertain to the Program,
but minor revisions were made based on input from residents and Commission members. By a
vote of 6-0, the Transportation Safety Commission recommends adoption of the Friendly
Neighborhood Streets Program.
In addition to the Program document, also attached are a Summary Sheet highlighting the
changes from the current program and minutes from the December 2023 and February 2024
Transportation Safety Commission meetings. Please include this item on the March 19th Village
Board Meeting Agenda. Staff from the Engineering Division will be in attendance to present the
program and answer any questions.
Discussion
Alternatives
1. Friendly Neighborhood Street Program Discussion
2. Action at the discretion of the Village Board
Staff Recommendation
Informational presentation and discussion
Attachments
1. Summary Sheet
2. Friendly Neighborhood Streets Program
3. TSC December 2023 Minutes
4. TSC February 2024 Minutes
IlylOLflrmi.IlRirosll )tr:M�: n �� .�...
iM
om
�--i iii iiir.d� l IN6glhborl[iood Streets I" it gurar $� � a
OVERVIEW�
The Engineering Division is requesting your review of the draft Friendly Neighborhood
Streets Program, an update to the existing traffic calming program. This draft will be
presented at the December Transportation Safety Commission meeting for discussion.
Please come to the meeting with any questions or comments you have on the program.
This meeting is only for discussion, the program will be approved at a future meeting.
Background:
The Transportation Safety Commission charged Engineering Staff with updating the Village's
Traffic Calming Program in the summer of 2023. This was in response to residents who
have requested traffic calming measures but have been unable to pursue a project due to
their streets not meeting the existing minimum criteria.
Existing Program:
The existing program was adopted in 2011 and was designed to address the streets with
the highest recorded speeds and volumes. Since adoption, the Village has completed
numerous traffic calming projects as shown in the included map. However, after addressing
theses streets, the eligibility criteria is too high for the next round of streets to be
addressed.
Proposed Program:
The Engineering Division created the Friendly Neighborhood Streets Program as an update
to the existing traffic calming program. The new name was chosen to reflect a more
holistic approach to managing speeds on neighborhood streets and making them safer for
pedestrians and bicyclists at the same time. The program includes best practices when it
comes to managing speeds. Overall, the draft program makes 25.72 miles (19%) of Village
streets eligible, up from 9.78 miles (7%) of Village streets with the existing program.
Proposed Criteria:
• 85th Percentile Speed 7 MPH over the speed limit, down from 9 MPH over the speed limit
• Average Speed 3 MPH over the speed limit, down from 5 MPH over the speed limit
• Traffic Volume criteria remained the same
Included Documents:
• Draft Friendly Neighborhood Streets Program
• Map of Past Traffic Calming Projects
Additional Available Information:
• Spreadsheets of all traffic data
• Maps broken out by zone
• Maps of streets eligible with the existing 2011 Traffic Calming Program
77ountP-1117,1
) V Overview Page :im oaff'
�--�Jernd�lyN6glhboriwod Streets Program
Additional changes and highlights in the Friendly Neighborhood Streets Program:
• The primary outcome of this program is to increase safety for all users, including
vehicles, pedestrians and bicyclists, by reducing vehicle speeds and excessive volumes on
neighborhood streets.
• When a traffic calming project is being developed, pedestrian and bike facilities (if on a
bike route) will be automatically considered and incorporated into the project as
appropriate.
• With this program, the Village will be more proactive in seeking traffic calming projects
on streets that are part of the annual resurfacing program. These projects will still go
through the same process, but the Village will initiate them. This will be the most cost
effective and least disruptive way to construct traffic calming projects.
• Residents who wish to initiate a traffic calming project will be required to show
neighborhood support prior to the Engineering Division conducting a traffic study. As
part of creating the Friendly Neighborhood Streets Program, the Engineering Division
created a database and maps combining over 2000 traffic studies that have been
conducted in the Village. Staff will be able to use this data to inform residents of the
likelihood of the street qualifying for a traffic calming project when they reach out. As
most of this data is from 2006 — 2010, a new traffic study will most likely be required to
confirm existing conditions on a particular street, but we have found little change in
speeds over the years unless there has been new development.
• Once the traffic calming process is initiated and a design is chosen, the project area will
be balloted for approval of the project. For this balloting process, more than 50% of the
ballots will need to be returned against the project to prevent a recommendation to the
Transportation Safety Commission, a non -response will be considered a vote for
the traffic calming project. This is to prevent a vocal minority from stopping a project
when studies have show traffic calming has a positive effect on the livability of a
neighborhood.
• Speed humps have been removed from the traffic calming toolbox. They have been
trialed in the Village in the past and were ultimately removed for various reasons. Since
they are one of the first items residents request, we want to be up front about them not
being recommended in the Village. Raised crosswalks, which are like speed humps, are
included in the toolbox as they have a positive impact on pedestrian safety as well as
calming traffic.
• The Village Board will have final approval on traffic calming projects.
Mount P-IMr.&ti
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Street Eligibility
85 Percentile Speed 9 MPH
above speed limit
Average Speed 5
speed limit
85 Percentile Speed 7 MPH
above speed limit
MPH above Average Speed 3 MPH above
speed limit
Traffic Volume 1000 vehicles per
day
9.78 Miles (7%) of Village
Streets eligible
Traffic Volume 1000 vehicles per
day
25.72 Miles (19%) of Village
Streets eligible
Other Changes
Focus's on reducing vehicle
speed
Requires 66% of ballots to be
returned in favor of a project for
a project to be approved
Traffic Calming Process initiated
at first resident complaint
Includes pedestrian and bicycle
safety improvements along with
reducing vehicle speed
Requires 50% of ballots against a
project to stop it, no response is
considered a vote for the project
Traffic Calming Process initiated
after demonstrated
neighborhood support
airnll aiilison, Tat)I Ile=a Page 3of'
w,4 1 �2�Vlle
Im
MIS L It IProq[.)ect
�--�JernidyNdglhbarlhood Streets Program
EXECUTIVE SUMMARY
I - GOALS
II - TRAFFIC CALMING PROCESS
III - POLICY STATEMENTS
IV- REFERENCES
EXHIBITS
EXHIBIT A
— MINIMUM CRITERIA
EXHIBIT B
— PROJECT PRIORITIZATION WORKSHEET
EXHIBIT C
— PETITION FORM
EXHIBIT D
— 85TH PERCENTILE SPEED MAP
EXHIBIT E
— TRAFFIC VOLUME (ADT) MAP
EXHIBIT F
— AVERAGE SPEED MAP
EXHIBIT G
— POTENTIAL TRAFFIC CALMING ELIGIBILITY MAP
EXHIBIT H
— PRIMARY EMERGENCY VEHICLE RESPONSE MAP
EXHIBIT I
— NEIGHBORHOOD BIKE ROUTE MAP
APPENDICES
APPENDIX A — TRAFFIC CALMING TOOLBOX
2
3
E
20
47
' FjINIe of Cantents Page :gym
MOLfllt Rroq[.)ect om
E=iiJeirudy INdglhbarlhood Streets Program ���Co.� a
EXECU"TIVE SUMMARY
The Village of Mount Prospect's Friendly Neighborhood Streets Program serves
as a guideline to further develop Village streets to be welcoming places to all
users. This program will take a holistic approach to address current issues
within our neighborhood transportation network. Roads and streets outside of
Village jurisdiction, or arterial roads under Village control, are not included.
This program builds upon the 2011 Traffic Calming Program and the 2004
Residential Speed Limit Program while incorporating ideas laid out in the
Village's Complete Streets Policy and Sustainability Action Plan. It also directly
supports the Guiding Principals 1 and 2 of the Village's 2017 Comprehensive
Plan Update. These previous plans and policies have guided the Village to
become friendlier to all users, but an update is needed to incorporate the
latest changes in vehicle design, driving habits, policy guidelines and multi-
modal user accessibility.
Design guidelines included in this program provide the Village with a toolkit for
how the right-of-way can be modified to improve comfort and safety for users
of all ages and abilities while maintaining access for vehicles.
Residents have the most at stake when it comes to the streets they live on, as
such, this program includes ways for residents to get involved in making their
streets friendlier, including how residents can request changes to their street.
The primary outcome of this program is to increase safety by reducing vehicle
speeds and excessive volumes on neighborhood streets. Vehicles traveling at
or below the speed limit is a significant safety improvement compared to
speeds of 10 mph or more above the speed limit, while also reducing noise
pollution. Changing speed limit signs is not a responsible way to achieve this
goal as drivers tend to drive the speed they are comfortable with, regardless
of the posted speed limit. Instead, infrastructure needs to be modified to
induce lower speeds. The program only includes neighborhood streets. With
the many arterial streets in the Village, vehicles will be on neighborhood
streets for a minor part of their journey, minimizing the impact on travel times
while creating friendlier streets for all.
Executive uiir7in r7inairy Page 2.
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Enhance neighborhood safety and livability by reducing excessive
speeding and traffic volumes on neighborhood streets.
Encourage alternative forms of transportation by increasing the comfort
and safety of biking and walking on neighborhood streets.
qW Reduce noise pollution by slowing down vehicles to create friendlier
streets.
Promote safety for children by reducing traffic speeds and volumes around
schools and promoting alternative means to get to school.
Leverage the data collected from the Neighborhood Traffic Study and past
individual traffic studies to target areas with the highest recorded speeds
and volumes first.
Encourage reasonable and responsible driver behavior through education
and enforcement.
Make efficient use of Village resources including personnel and funding by
following the established process of evaluating and prioritizing traffic
calming requests.
Foster a collaborative working relationship between Village Staff, elected
officials, residents, business owners and street users in the development
of traffic calming projects.
10 Respond to recent changes in car design and capabilities.
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Pr grar ���Co.� a
The Friendly Neighborhood Streets Program is more than just a traffic calming
program, its goal is to improve the experience for all street users. This is
primarily done though traffic calming measures to slow vehicles, but this
program also places an emphasis on making neighborhood streets accessible
for all users. Specifically, by considering pedestrian improvements and making
select streets bikeable for all ages and abilities.
Vehicle speed and vehicle volume are the primary issues on neighborhood
streets; high speeds and volumes impact safety for all street users. This
program focuses on reducing those metrics. Additionally, the program will add
infrastructure specifically designed to improve the street experience for bikes
and pedestrians beyond just reducing vehicle volume and speeds.
The Village's policy is that traffic calming measures have a positive impact on
neighborhoods. Therefore, there needs to be a demonstrated majority in
opposition to a traffic calming project to prevent construction, instead of a
majority in favor of the project to start construction.
Most traffic calming programs are set up to be reactive, resident -initiated and
target one street. That is, a resident or group of residents petition the local
government for traffic calming measures on a particular street and staff
responds to the request. Typically, a process is in place to determine whether
the street qualifies for traffic calming measures and if so what steps must be
taken to receive approval. Two advantages to this approach are:
1. Public interest has been generated early in the process
2. Overstretched staffs' keep the project scope limited to the street in
question.
However, a major disadvantage to this approach is that solving one problem
on a particular street may have repercussions on surrounding streets and
throughout the neighborhood.
Traffic CaIkrnl4-ig Rrorres Page
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
In 2007 — 2010, the Village conducted the Neighborhood Traffic Studies to
review intersection traffic control and speed limits on a neighborhood -wide
basis. This comprehensive approach was created to assure that consistent
decisions would be made, and the neighborhood would operate safely. Based
on the results of our post -studies, this neighborhood -wide approach is
achieving our goal of improving safety. Those studies established consistent
speed limits and traffic control but did not address speeding directly.
In 2011, the Village developed the Neighborhood Traffic Calming Program
(NTCP) and over the past 10 years, the Village has completed many projects
to address excessive speeding and traffic volumes on local streets. The
Friendly Neighborhood Streets Program will further the efforts of the NTCP and
to incorporate pedestrian and bicycle improvements into the program.
The Village supports a traffic calming program that involves an area -wide
approach to best serve the community. Like installing a stop sign at one
intersection without giving thought to the impact on the adjacent intersection,
constructing traffic calming measures on one street without considering the
impact on the adjacent street(s) may create new problems. When a traffic
issue is present on one street, the Village will look at surrounding streets and
the neighborhood when developing a traffic calming project.
Additionally, the Village will be proactive in developing traffic calming projects
by incorporating traffic calming into the Street Resurfacing Program. This will
allow the Village to increase the friendliness of neighborhood streets for an
economical cost and with the least disturbance to residents.
Traffic calming measures increase safety at conflict points with pedestrians or
bicycles by having a driver switch their foot from the accelerator to the brake
as they approach the conflict point. Drivers need to slow down as they
approach traffic calming measures. This removes crucial seconds from the
driver's reaction time if they need to apply brakes to avoid a crash with
pedestrians or bicyclists.
Traffic CaIkrnl4-q Rrorres Page 5
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
There are three options to initiate traffic calming projects:
• Resident Initiated Projects
1. Resident reaches out to the Engineering Division with a speeding,
traffic volume, bike or pedestrian complaint that could be addressed
by the program
2. The Engineering Division responds with the petition form, initial
project area and an introduction to the Friendly Neighborhood
Streets Program
3. Resident returns petition with signatures from at least ten (10)
residents or 30% of the total number of dwelling units and
commercial spaces in the initial project area, whichever is greater
4. The Engineering Division reviews the petition then initiates the traffic
calming process
• Village Initiated Projects
The Engineering Division will review historical traffic data throughout the
Village and consult with the Police Department to identify key areas
where traffic calming would be appropriate. At the direction of the
Director of Public Works, the Engineering Division will initiate the traffic
calming process for select streets as funding is available.
• Street Resurfacing Program
All streets included in the Street Resurfacing Program will be reviewed
for potential traffic calming measures as this will be the most cost-
effective way to implement traffic calming. The Engineering Division will
develop a list of eligible streets and, at the direction of the Director of
Public Works, the Engineering Division will initiate the traffic calming
process for select streets.
Traffic CaIkrnl4-q Rrorres Page 6
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
F F�"a CALMING PROCESS
After a project is initiated, the following process will be used to develop the
traffic calming project.
1. Project initiated through one of the previously stated options
2. The Engineering Division reviews request to determine initial project area
3. Traffic studies conducted
4. Eligibility for traffic calming determined
A. If streets are eligible, moves to step 5
B. If not eligible, refer to Police for enforcement, inform residents
5. Project prioritized to determine when project will be addressed
6. Initial public outreach to all properties within the project area
7. The Engineering Division develops plan to address traffic issues
8. Second public outreach informing properties of the issues identified in the
initial public outreach, proposed solution, that temporary traffic calming
measures will be installed (as needed), invites them to on—site meeting to
discuss the project, and solicits feedback
9. Temporary traffic calming measures (as needed) installed by Public Works,
mostly consisting of cones and temporary paint, to show residents the
proposed traffic calming measures, remains for two weeks minimum
10. The Engineering Division hosts a public meeting within the project area
while temporary calming measures are installed (if used) to solicit
feedback
11. Temporary traffic calming measures removed, the Engineering Division
revises the design as necessary and prepares a presentation to the
Transportation Safety Commission
12. Residents balloted on the traffic calming measures and invited to the
Transportation Safety Commission (TSC) to discuss the final project design
13. The ballots are counted, TSC discusses the project and votes for approval,
revisions or denial.
14. Approved projects will be forwarded to the Village Board for approval and,
if approved, will be incorporated into the Street Resurfacing Program or
bid as a stand-alone project as funding allows
Traffic CaIkrnl4-ig Process Page 7
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Project timing for each of the steps:
1.
Week 0
Project Initiated
2.
Week 1
Engineering Division Review
3.
Week 2-5
Traffic Study depending on Weather, Holidays and Availability
4.
Week 6
Eligibility Determined
5.
Week 6
Project Prioritized
6.
Week 6
Initial Public Outreach
7.
Week 7-8
The Engineering Division Develops Plan
8.
Week 9
Second Public Outreach
9.
Week 10-11
Temporary Traffic Calming Measures Installed (as needed)
10.
Week 11
On -Site Meeting
11.
Week 12-13
Design Revised, Temporary Measures Removed
12.
Week 14
Residents Balloted on Revised Traffic Calming Design, Invited
to Discuss Project at TSC Meeting
13.
Week 16
TSC Meeting and Vote for Approval
14.
Week 17-24
Sent to Village Board for Approval, Bid Documents Prepared
and Project is Incorporated into Street Resurfacing Program
\fount i'rr>sn&i.
or Stand -Alone Traffic Calming Project
Traffic °akrmrliiirq Rrocess gage
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
The most cost-effective process will be to incorporate traffic calming projects
into the yearly Street Resurfacing Program, whether the project is located on a
resurfacing street or not. This is targeted to be bid in February of each year;
therefore, the traffic calming process needs to be initiated by July at the latest
to ensure projects can be included in the following year's resurfacing program.
If the deadline is not met, the Traffic Calming Process will proceed, but
construction may be delayed a year until the next resurfacing program.
The Village may bid a stand-alone traffic calming project at any time at the
discretion of the Director of Public Works and the Village Board. There is not
the need to meet the deadlines above if this is the case.
If there are more projects than funding or staff time available, they will be
prioritized based on criteria outlined in the Friendly Neighborhood Streets
Program. Projects may be re -prioritized at the discretion of the Director of
Public Works. Residents will be informed of the current backlog when they
initially reach out to the Engineering Division.
The next pages will detail each step of the Traffic Calming Process.
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 1: Initiation
The project will be initiated as described previously. For a resident -initiated
project, the Engineering Division will provide a response to the initial resident
request that includes:
• Petition requirements, including initial location limits for petition
• A copy of the Friendly Neighborhood Streets Program
• Current backlog
• Deadlines for potential project construction
Once the resident returns the completed petition with the required signatures,
the project will move on the Step 2. To preserve staff time, the Engineering
Division will not proceed with the traffic calming project until the petition has
been received. The Engineering Division will communicate directly with the
Primary Resident Contact as shown on the petition. This contact can be
updated at any time.
Step 2: Project Area
Staff will determine the appropriate project area
implementation. This project area may expand or c
develops depending on the type of traffic calming me
will carefully consider how traffic calming measures on
adjacent streets and the neighborhood. Additionally,
following factors when determining the project area:
• Bike Routes
• Schools
• Access to Arterial Streets
• Parks
• Other Pedestrian Generators
• Adjacent Street Vehicle Speed and Volume
for traffic calming
ontract as the project
asures selected. Staff
one street will affect
staff will consider the
Additional information on Project Areas is given in the Policy Statements
section of the Friendly Neighborhood Streets Program.
\fount i'rr>s�n'&'i.
Traffic °akrmrli4-i g Rrocess Page :10
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 3: Traffic Studies Conducted
Staff will review historical traffic data within the project area. If recent traffic
data is not available, updated traffic studies will be required to determine
existing traffic conditions in the neighborhood. This will be required for most
streets as the Village Wide Studies, where a large portion of our traffic data
comes from, were conducted from 2007 through 2010.
Traffic studies include installing pneumatic tube traffic counters at strategic
locations within the project area to collect speed and volume data of vehicles.
Staff may also conduct separate pedestrian and bicycle counts as required to
develop a complete picture of how the existing project area is functioning.
Crash reports will also be reviewed to get an accurate crash history of the
project area.
A limited number of counters and other projects requiring traffic counts may
delay traffic studies, especially in the summer months. For resident -initiated
projects, the petitioner will be notified of any delays in collecting traffic data.
Traffic studies cannot be conducted in the fall during leaf removal operations
or in winter due to snow events.
Traffic CaIkrnl4-ig Rrorres Page :L
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 4: Eligibility Determined
After the traffic studies are completed, the results will be compared to the
Minimum Criteria as outlined in Exhibit A. If the project is eligible, it will move
on to Step 5.
If a project is not eligible for traffic calming, the Engineering Division will
consider less intrusive solutions such as:
• Education Resources
• Selective Speed Limit / Intersection Traffic Control Enforcement
• Use of Speed Display Trailer
• Use of Police Department Drone Vehicle
• Improving Sight Distance at Intersections
• Additional Signing, Striping or Pavement Markings
Petitioners for ineligible projects will be notified of other measures the
Engineering Division will be taking. This will conclude the traffic calming
process for the project.
Step 5: Project Prioritization
Eligible projects will have their prioritization score calculated to determine
when the Engineering Division will be able to address the issue. The Project
Prioritization Worksheet is shown in Exhibit B. If there is a backlog and staff
is unable to address the project immediately, the resident representative will
be informed. Projects with the highest scores will be addressed first.
A project can go through the traffic calming process without a funding
guarantee. When funding becomes available, all approved projects will be
ranked by their prioritization score and the highest scores will be constructed
first, except for projects included in the Street Resurfacing Program.
This allows the Village to address the highest ranked streets first.
Traffic CaIkrnl4-q Rrorres Page :12.
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 6: Initial Public Outreach
The Engineering Staff will select the highest priority project and send out the
initial public outreach to continue with the traffic calming process. This initial
outreach will provide a background of the project, introduce the Friendly
Neighborhood Streets Program and request issues and current traffic
conditions the neighborhood is looking to change.
Step 7: Plan Development
The Engineering Division will develop a draft plan to address the issues raised
by the petitioners and identified in the initial public outreach or by the
Engineering Division using a combination of measures taken from the Traffic
Calming Toolbox (Appendix A). When developing the plan, special attention
will be paid to safe routes to schools, bike routes, pedestrian generators and
traffic patterns. Once the draft plan is complete, the Engineering Division will
develop a temporary installation plan (as needed) to demonstrate the traffic
calming measures to the public and solicit feedback. The plan and temporary
measures will be reviewed internally and approved by the Village Engineer
prior to installation. This may include temporary parking restrictions as
necessary to demonstrate the project. The Engineering Division will add the
project to the traffic calming page on the Village Website to keep the public
informed.
Traffic CaIkrnl4-ig Rrorres Page :13
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 8: Second Public Outreach
Once the draft traffic calming plan is approved by the Village Engineer, the
Engineering Division will reach out, via mail, to the residents and businesses
within the identified project area with the following information:
• Update on the project's status
• Identified issues to be addressed by the project
• Proposed traffic calming measures
• Information on temporary traffic calming measures to be installed (as
needed)
• Invitation to the on-site meeting to discuss the project and the temporary
traffic calming measures
• Contact information and ways to provide feedback
• Next steps
Step 9: Temporary Traffic Calming Measures Installed (as needed)
Public Works will install temporary traffic calming measures if needed as
developed in Step 6 to demonstrate the project and solicit feedback from the
neighborhood. The temporary measures will most likely consist of cones,
barricades, signs, and temporary pavement markings. Temporary measures
will remain installed for at least two weeks and one weekend to ensure
residents have an opportunity to experience the temporary traffic calming
measures. Engineering Staff will also invite Public Works, Police, Fire
Department and school representatives to drive and observe the temporary
traffic calming measures and to provide feedback. The use of temporary
traffic calming measure will be determined on a case-by-case basis.
Step 10: On -Site Meeting
Engineering Staff will hold a meeting during the second week of the temporary
traffic calming installation to explain the project and solicit feedback.
Traffic CaIkrnl4-q Rrorres Page :14
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 11: Plan Revisions
The Engineering Division will revise the plans based on feedback received at
the on-site public meeting, from Public Works, Police, Fire Department and
schools and any additional feedback sent to the Engineering Division. The
outreach letter will include a way for residents to send in feedback if they are
unable to attend the meeting. The revised plans will be reviewed and
approved by both the Village Engineer and the Director of Public Works.
Once the final plans are approved, Engineering staff will prepare a
presentation for the Transportation Safety Commission.
Step 12: Third Public Outreach and Balloting
The third public outreach will be mailed to all residents and businesses in the
project area and will consist of:
• An overview of the project
• The revised plan
• An invitation to the Transportation Safety Commission meeting to discuss
the issue
• A ballot to vote on the improvements
For balloting purposes, the following will apply:
• Single family properties count as one
• Single use properties (churches, businesses, schools, parks, etc.) count as
one
• Each unit within small-scale multi -unit properties without a management
company will count as one, and will be mailed individual ballots
• Each unit within large-scale multi -unit properties with a management
company will count as one, but the ballots will be mailed to the
management company for them to distribute to residents
Traffic CaIkrnl4-q Rrorres Page :15
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 13: Transportation Safety Commission Meeting and Ballot
Counts
Ballots will be tallied prior to the Transportation Safety Commission. The
Engineering Division will determine the total number of ballots within the
project area. If more than 50 percent of the total ballots possible are returned
against the project, then it will be presented to the Transportation Safety
Commission as the neighborhood is not in favor of the project. If 50 percent
or less is returned against the project, no matter how many are returned in
favor of the project, then it will be presented to the Transportation Safety
Commission as the neighborhood is in favor of the project. The Village's policy
is that traffic calming projects will improve a neighborhood's livability and
safety. Therefore, there needs to be a demonstrated majority against the
project to not recommend it. The default is that the neighborhood is in favor
of the project.
The following will be presented to the Transportation Safety Commission for
their consideration:
• Project History
• Summary of Project Development
• Proposed Design
• Summary of Feedback Received
• Results of Balloting
The Commission will discuss the project, ask questions of staff and listen to
comments from residents present at the meeting.
The Commission can then act at their discretion, but staff will provide the
following recommendations to the Commission based on the results of
balloting:
Traffic CaIkrnl4-ig Rrorres Page :1
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 13: Transportation Safety Commission Meeting and Ballot
Counts — Continued
1. If the neighborhood is in favor of the project, as outlined on the previous
page, then the Commission will vote to
A. Approve the project as is
B. Approve the project with changes as directed by the Commission
C. Deny the project
2. If the neighborhood is not favor of the project, as outlined on the previous
page, then the Commission will vote to
A. Have staff revise the project and re -ballot
B. Deny the project
If the project is not approved by the Transportation Safety Commission and
there is not neighborhood support, then no further action will be taken on
traffic calming in the project area for at least 5 years.
If the project is not approved by the Transportation Safety Commission and
there is neighborhood support, it may be forwarded to the Village Board for
final decision at the request of the resident representative. Otherwise, the
project may be revisited in 2 years time with a new petition submittal from the
neighborhood.
If the project is not approved by the Transportation Safety Commission and
there is not neighborhood support, the minority in favor of the project may file
a request with the Village within 30 days of the TSC meeting to have the plan
forwarded to the Village Board for a final decision. Should the Village Board
agree to hear the plan, an extraordinary vote will be required to approve the
project.
If the project is approved by the Transportation Safety Commission, then it will
be forwarded on to the Village Board for approval.
Traffic CaIkrnl4-ig Rrorres Page :17
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Step 14: Village Board Approval and Bidding
Projects approved by the Transportation Safety Commission will be presented
to the Village Board of Trustees. Residents within the project area will be
notified of the meeting.
The Engineering Division will present the following to the Village Board for
consideration:
• Project History
• Summary of Project Development
• Proposed Design
• Summary of Feedback Received
• Final Ballot Totals
• Summary of Transportation Safety Commission Meeting
• Transportation Safety Commission Recommendation
The Village Board can then discuss the project and will vote to:
• Approve the plan by simple majority
• Direct the Engineering Division to make revisions and bring the plan back
for further discussion
• Deny the plan
• Take other action as it deems appropriate
Should a plan be approved, final construction drawings will be developed, and
the project will be scheduled for construction once funds are allocated by the
Village.
Should a plan ultimately be denied by the Village Board of Trustees, less
intrusive education, enforcement, and engineering measures will be considered
as described in the Program. If there is neighborhood support for the project,
a new petition can be submitted to start the traffic calming process at least 2
years after the Village Board decision.
Traffic CaIkrnl4-q Rrorres Page :18
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
Post Project
At such time the Engineering Division determines reasonable after completion
of the project, a post -study will be performed to determine its effectiveness
and to determine if any additional action is necessary. The findings will be
included in a report to the Village Board of Trustees, Transportation Safety
Commission and appropriate Staff. Interested residents within the Project
Area will be notified via e-mail and the report will be posted on the project
web page.
Traffic CaIkrnl4-q Rrorres Page :19
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
The below Policy Statements form the basis of the Friendly Neighborhood
Streets Program. They are described on the following pages.
• Speed
• Residential Focus
• Addressing Vehicle Design
• Schools
• Biking
• Pedestrians
• Education and Enforcement
• Minimum Criteria
• Project Areas
• Project Initiation
• Project Prioritization
• Traffic Calming Measures
• On -Street Parking
• Emergency Response
• Maintenance
• Funding
• Removal
Rdkcy Stat'.Ilrnlents Page 20.
IIIOuNflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
S l�EE
Policy Stato i' n iirits
Speed is the primary factor when it comes to survivability of pedestrians in
collisions. The below chart shows survivability percentages based on vehicle
speeds. This is the primary reason the Friendly Neighborhood Streets Program
exists, to increase safety and livability of our neighborhood streets by reducing
speeds of vehicles. All items in the Program work together to reduce vehicle
speed.
u
u.NK;) r'6
%
AA I Olk Olk A ilk A A A.....................................................................................................................................................................................................................................................I
201r ';4a
0 M [-11f
u
11!!6
�����jfrllJ�� , fllllllllll
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .....Iu
Vehicle Speed comparison to chance of Pedestrian Injury and Fatality
Data source: US Department of Transportation, Literature Reviewed on
Vehicle Travel Speeds and Pedestrian Injuries. March 2000.
Image credit: San Francisco MTA Vision Zero Action Plan,
February 2015: ,..�:��.ips:/ viiew,00rnag.coirn viislioin zeiro°°sain
it .1.:iii. /�..........' .:,. .�:: 23594.4.5 1h ir:�.....
Rdkcy Stat'.Ilrnlents Page 21
^ersonWV� VeS thO COwuuSiffll
40 Resufts ern
,,a NwOfty
i 0 w,
1011,111f,
u
u.NK;) r'6
%
AA I Olk Olk A ilk A A A.....................................................................................................................................................................................................................................................I
201r ';4a
0 M [-11f
u
11!!6
�����jfrllJ�� , fllllllllll
. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .....Iu
Vehicle Speed comparison to chance of Pedestrian Injury and Fatality
Data source: US Department of Transportation, Literature Reviewed on
Vehicle Travel Speeds and Pedestrian Injuries. March 2000.
Image credit: San Francisco MTA Vision Zero Action Plan,
February 2015: ,..�:��.ips:/ viiew,00rnag.coirn viislioin zeiro°°sain
it .1.:iii. /�..........' .:,. .�:: 23594.4.5 1h ir:�.....
Rdkcy Stat'.Ilrnlents Page 21
MOLfllt Rroq[.)ect om
FiiJeirndy INdglhbarlhood Streets Program ���Co.� a
Policy Statei'ineirits
• Traffic calming measures will only be considered on residential streets
• Residents and business owners will be encouraged to participate in the
identification of the traffic issues as well as development of the solution
• At least 10 signatures or 30% of the total number of dwelling units and
commercial spaces in the initial project area, whichever is greater, are
required to initiate the traffic calming process. Once criteria are met for
the program, a negative response from at least 51% of the properties
along the qualifying street is needed to reject the traffic calming measures
The Friendly Neighborhood Streets Program is focused on residential areas
only. Local residential and collector streets will be considered in this program.
Arterial streets are specifically excluded from this program. Other means and
resources will be used to address issues on arterial streets.
Neighborhood participation is important to develop a consensus of the issues
that adversely affect the neighborhood, evaluate the pros and cons of the
various traffic calming measures, and ensure that the issues are adequately
addressed. It is essential to consider a wide range of perspectives and
observations in addition to engineering data. The program is designed so that
residents can become actively involved in defining the problem(s) and in the
decision-making process to have a sense of ownership in the outcome.
Neighborhood participation begins with a petitioner gathering at least 10
signatures or 30% of the total number of dwelling units and commercial
spaces in the initial project area, whichever is greater, on the initial request for
traffic calming on the street or at an intersection. This is followed by mailings
to each resident and on-site meetings. It is shown that traffic calming
measures slow drivers and improve safety on streets, a Village priority.
Therefore, the balloting process to approve the final design will treat a non-
response as a vote for the traffic calming measures. If the street or
neighborhood is against the project, they will be required to achieve at least
51% of the votes. The limits of the petition area will be determined by the
Engineering Division. This is further explained in the Traffic Calming Process
77„untP-IM-171section.
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
Policy Statei'ineirits
The projects are funded by the Village; there will not be a direct monetary
requirement for the residents.
The following Village owned streets are not included in the Friendly
Neighborhood Streets Program due to not meeting the residential focus.
These streets are shown in gray on the maps in exhibits and appendices:
• Addison Court
• Biermann Court
• Bishop Court
• Business Center Drive
• Carboy Road
• Central Road (Rand Road to Wolf Road)
• Feehanville Drive
• Imperial Court
• Kenneth Drive
• Kingston Court
• Lakeview Court
• LaSalle Street
• Linneman Road (Algonquin Road to Dempster Street)
• Malmo Road
• Midway Drive
• Nordic Road
• Schoenbeck Road
• Slawin Court
• Wall Street
• Wheeling Road (Kensington Road to Business Center Drive)
• Wolf Road
Rdkcy Stat'.Ilrnlents gage 23
MOLfllt Rroq[.)ect om
FiiJeirndy INdglhbarlhood Streets Program ���Co.� a
ADDRESSING VEH'11CLE DESIGN
Policy airs e rn:in is
• Vehicles have gotten bigger, faster, and heavier in recent years increasing
risks toward pedestrian and bicyclist safety
• This shows a need for a change in infrastructure to force vehicles to slow
down and drive a safer speed in neighborhoods
In general, vehicles will drive at a speed they are comfortable regardless of the
posted speed limit. Many of the Village's neighborhood streets are wide and
straight with limited utilization of on street parking. These long, open sight
lines encourage speeding. Modern vehicles are quicker, smoother and quieter
for occupants than in the past, allowing drivers to travel at higher speeds more
comfortably. By changing the physical infrastructure of the street, it becomes
more uncomfortable to drive at high speeds, but comfortable at low speeds,
reducing vehicle speeds on streets. Additionally, faster acceleration in newer
vehicles allows them to reach higher speeds quicker after passing traffic
control devices on neighborhood streets, necessitating multiple traffic calming
measures to be installed on a street to calm traffic.
Im
1.0
I
x
1997 1.999 2002 2007 201). 20 1. 7 202
II...Vonda CIR...V Toyota IRAV...A 11::Nord II 1.50
Source: Motor Trend and Car and Driver Website Databases
77)-mtP-1117,ti
) V Rdkcy Staternents Page 24.
IllOLflrmt IIRII'oq)er:Mt om
�...
FllJelrdiyNdglhbarlhood Streets Program ��
ADDRESSING VEH"ICLE DESIGN
Policy Sta e rn:in is
Vehicle size and weight have increased. This leaves less room on streets for
other users and reduced visibility from the vehicle. Additionally, consumers
are generally switching to SUVs from cars. SUVs are more likely to injure or
kill pedestrians compared to cars. Dedicated spaces for bicyclists and
pedestrians on streets are required to address the increase in vehicle sizes.
6
179.91L x 73W x 65AH
SUVs are twice as likely as cars to kill pedestrians in an accident.
Source: I:�.p..:/,.;I,Iir. ir.. ire c.ir./.irjiii,in..g/aveiraecair,,,,,siize/
Rdkcy Stat'.Ilrnlents gage 25
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
ADDRESSING VEH"ICLE DESIGN
IIS'Iolicy airs e rnyin is
The adoption of electric vehicles will only heighten these issues. Electric cars
are faster, quieter and heavier than their internal combustion counterparts.
The Friendly Neighborhood Streets Program is designed to address safety
issues that modern cars pose to pedestrians and other street users through
infrastructure changes.
By making streets less comfortable to drive at high speeds, vehicles will slow
down regardless of the posted speed limits. They will also pay attention to
their surroundings more when the street design is not uniform for long
stretches.
These large vehicles may be safer for the occupants, but as demonstrated in
numerous studies, they are less safe for anyone outside of them, including in
other vehicles.
Rdkcy Stat'.Ilrnlents Page 26
MOLfllt Rroq[.)ect om
FiiJeirndy INdglhbarlhood Streets Program ���Co.� a
SCHOOLS
IIS'Iolicy airs e rnyin is
• Areas around schools deserve special attention to facilitate alternative
forms of transportation to get to and from schools
• In recent years, there has been anecdotal evidence showing an increase of
parents driving their children to and from school instead of walking, biking
or taking the bus leading to traffic and safety issues at schools
Traffic issues have been increasing around schools in recent years. This,
combined with larger vehicles being used to transport children to and from
school, has led to increased safety issues. Traffic calming projects can be used
to slow vehicles and promote alternative modes of transportation by making
the streets friendlier for everyone. Safety increases as the number of personal
vehicles transporting children to and from school decreases.
The importance of keeping children safe is why projects near schools will get
additional points in the project prioritization worksheet. All projects will take
into consideration how residents get to and from school and related activities.
If a traffic calming project is initiated near a school, the Engineering Division
will work directly with the school throughout the process to ensure a
successful project. If a school reaches out directly to the Village on traffic
issues, the Village may elect to initiate a traffic calming project through the
Village initiated process without a petition required. If traffic calming, as
descried in the program, is not appropriate, or the street is not eligible, the
Village will work directly with the school and residents to develop solutions to
the issues outside of the Friendly Neighborhood Streets Program.
An addendum will be issued to this Program in the future detailing safe routes
to school options for all schools within the Village. As part of the addendum,
appropriate traffic calming measures will be proposed to increase safety for
each school.
Safe Routes to Schools funding can also be used for these projects, something
the Village will pursue as appropriate. The use of this funding will require
.1o_.t;tzrr>,xy extended project timelines due to it being a federal funding source.
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
"E
IIS'Iolicy airs e rnyin is
• Increasing use of alternative forms of transportation is a priority for the
Village
• The Village has an established signed on -street bike network, however
there is little difference in street design, except for sharrows and marked
bike/parking lanes on a few routes. The infrastructure of the street should
alert drivers that they are sharing the street with bicyclists instead of just
signage
Traffic calming projects will consider accommodations for cyclists throughout
project development. For projects on existing on -street bike routes, bicycle
design and safety will be a priority. For these routes, traffic calming should be
designed to get vehicles and bicyclists to travel as close to the same speed as
possible, increasing safety for all users. If a traffic calming project is on a
bike route, consideration should be given to expand the project area if
additional bike infrastructure may be appropriate.
Additionally, special considerations should be made where a bike route crosses
a traffic calming project. Signage and pavement markings through
intersections can alert drivers that bikes may be crossing. Mini -traffic circles
can slow down vehicles through intersections without requiring a change in
traffic control, making intersections safer for bicyclists.
To support biking, the Village is currently developing a plan to construct bicycle
facilities along arterial streets within the Village, connecting to the existing
neighborhood bike network. Additionally, the Village may be updating design
guidance for the Phase I network (neighborhood streets) in the future to
increase the comfort and safety of biking in the Village.
Rdkcy Stat'.Ilrnlents Page 28
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
FES
IIS'Iolicy airs e rnyin is
• Pedestrians are vulnerable street users; special considerations will be made
for them on all traffic calming projects
• The presence of pedestrians on streets can be enough for drivers to pay
more attention while driving, therefore the Friendly Neighborhood Streets
Program includes benches to make the streets friendlier to pedestrians
All traffic calming projects will consider the immediately adjacent pedestrian
network. Traffic calming measures will be designed to increase the safety of
pedestrians by reducing crossing widths, providing refuge islands, and
increasing visibility for pedestrians.
The presence of pedestrians along a street causes drivers to pay attention to
their surroundings. The Friendly Neighborhood Streets Program will look to
add public benches in downtown areas and adjacent to large pedestrian
generators. These benches will be maintained by the Village and installed in
Village right-of-way only.
Rdkcy Stat'.Ilrnlents Page 29.
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
EDUCATIGN AND
Policy airs e rnyin is
• Education, enforcement and inexpensive engineering solutions are to be
considered prior to approval of any traffic calming measures
Traffic calming measures physically alter the street and are considered
permanent changes that will impact the behavior of motorists. These dramatic
changes should only be considered after consideration of less costly options.
Education provides the opportunity for the Engineering Division and Police
Department to communicate their perspective to residents. The advantages
and disadvantages of traffic calming measures, the purpose of traffic control
devices (stop signs and turn restrictions), and the true extent of a problem
based on collected data can be shared with residents to make them better
informed. This can be accomplished through telephone conversations,
neighborhood and beat meetings, open houses, brochures, the Village web site
and newspaper media. In addition, employing education tools will allow
residents to get involved in easing traffic concerns. One example is the
placement of yard signs (Keep Kids Alive — Drive 25 campaign) in
neighborhoods by residents in collaboration with the Police Department.
Enforcement relies on the Police Department to be a presence in
neighborhoods and enforce existing speed limit and traffic control ordinances.
In addition to selective enforcement, the Police Department also will utilize the
speed display trailer and drone vehicles to ease traffic concerns.
Enforcement generally impacts traffic speeds for a short period of time,
eventually speeds return to the speed before enforcement, this is the speed
drivers are comfortable with on the street. Enforcement can be more effective
when enforcing traffic control devices.
Inexpensive engineering measures such as additional signage, striping and
pavement markings will also be considered before approving traffic calming
measures.
Rdkcy Staternents Page 30
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
11"IN"ILMLYM CRITERIA
Policy airs e rnyin is
• For a street to begin the traffic calming process, a minimum petition of 10
residents or 30% of the total number of dwelling units and commercial
spaces in the initial project area, whichever is greater, must be turned in
with the request
• To continue with the traffic calming process, minimum traffic volume,
speed or crash criteria as recorded in a traffic study are to be met
The Engineering Division receives requests on a regular basis for traffic
calming measures. The primary complaints involve speeding vehicles or a high
volume of vehicles relative to the street type. The extent of a problem on one
street will be different than another street. Therefore, it is important to
develop thresholds for streets to qualify for traffic calming measures.
Otherwise, traffic calming measures could be installed on streets where there
would be minimal effect on traffic speed and volume.
Neighborhood support is also important, that is why a petition of a minimum
of 10 residents or 30% of the total number of dwelling units and commercial
spaces in the initial project area, whichever is greater, is required to start the
traffic calming process for a resident -initiated project.
Once there is demonstrated neighborhood support for the project, the
minimum criteria for traffic volumes, speed or crashes will need to be met to
qualify for traffic calming.
Without these limits and requirements for neighborhood support, there would
be an inefficiency in Staff resources and Village expenditures. Since traffic
calming measures directly impact vehicular speed and volume, minimum speed
or volume criteria will need to be met for a project area to qualify for traffic
calming measures. The only exception will be if the street has a recent history
of crashes atypical for a neighborhood street and traffic calming measures
would be the appropriate solution. The specifics of the minimum criteria are
explained in Exhibit A.
Rdkcy Stat'.Ilrnlents Page 3
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
PIZOJECTAREAS
Policy airs e rnyin is
• The traffic data collected from the Neighborhood Traffic Study and
separate individual traffic studies completed over the last 20 years will
serve as the primary source to identify streets that potentially qualify for
traffic calming measures
• The type and level of the traffic issue(s) along with street characteristics
will help determine the appropriate traffic calming measures
• Traffic calming projects are intended to minimize diverted traffic to
other local residential or collector streets
• A project area, the limits of potential significant impact should construction
of traffic calming measures take place on the qualifying street, will be
created for each potential traffic calming project
Traffic calming measures on one street can have an impact on surrounding
streets. A noticeable increase in vehicular volume or speed on an adjacent
street may arise when one street is the sole focus of a project. In developing
a solution for one issue, it is important not to shift the issue to an adjacent
street or neighborhood. Neighborhood street classifications and their
respective functions are to be maintained.
To address this concern, the Engineering Division will create a project area
after a petition is received for traffic calming measures on a particular street.
The boundaries of the project area will be the limits of potential significant
impact should construction of traffic calming measures take place on the
qualifying street. In some cases, the project area will be limited to the
qualifying street in question whereas in other cases it will include adjacent
streets. The project area may include streets that do not currently qualify for
traffic calming but would be impacted by traffic calming measures on an
adjacent street. However, a project area does not necessarily include the
entire neighborhood allowing for the possibility of multiple project areas within
a neighborhood.
If a traffic calming projects takes place on a neighborhood bike route, the
project area may be extended to include logical termini for the bike route.
77)-mtP-IM-11ti
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
PIZOJECTAREAS
IIS'Iolicy airs e rnyin is
The Village was segmented into eighteen (18) neighborhood zones as part of
the Neighborhood Traffic Study, a program that reviewed the traffic control at
all neighborhood intersections and speed limits on all neighborhood streets.
Each neighborhood was reviewed as a whole rather than analyzing each
intersection or street independently. By having a big picture focus, the
Engineering Division was able to consider the potential impact throughout the
neighborhood. A product of the study was the collection of extensive vehicular
volume and speed, pedestrian and intersection data.
Both the traffic data collected from
and the approach to the
Neighborhood Traffic Study are key
aspects of the Friendly
Neighborhood Streets Program.
The Village has a data base of over
2000 individual traffic counts with
speed data that will be the primary
source to be able to identify streets
with traffic conditions above the
norm and that qualify for traffic
calming measures. The Engineering
Division will perform a traffic study
if needed to confirm the data in the
database. The type and level of
the issue(s) can be assessed and a
project area more quickly created.
Further, potential traffic calming
measures can begin to be
discussed based on the traffic data
and street characteristics.
Project Area determined
by Engineering Division
�i�,unt 1,"1-1711) V
Project Area Example
(Not in Mount Prospect)
NallS
F�
�r
Traffic
Calming `U
Request
Rdkcy Stat'.Ilrnlents Page 3
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
IIS'Iolicy airs e rnyin is
• Resident -initiated and Village -initiated processes have been developed to
pursue traffic calming projects
• The Engineering Division will evaluate all streets included in the annual
Street Resurfacing Program for traffic calming eligibility. If eligible, they
will follow the same traffic calming process as other projects
There are many residential streets throughout the Village that potentially
qualify for traffic calming measures. The Village does not have the resources
to addresses all these issues at once. Therefore, the Village has developed the
resident -initiated process to allow residents to reach out to the Village to help
prioritize projects. This helps to prevent the Village from spending resources
on projects that neighborhoods may not want.
The resident -initiated process allows the neighborhood to reach out to the
Engineering Division when it believes conditions have reached a level for
pursuing traffic calming measures. This process provides a sense of ownership
to improve the livability in the neighborhood. Once this process is initiated,
the Engineering Division will partner with residents to develop a traffic calming
project. The petition form to initiate the process is in Exhibit C.
The Village -initiated process allows the Engineering Division to pursue traffic
calming measures when a hazardous condition is clearly evident. A high crash
rate, recorded speeds well above a typical residential street, and recorded
volumes excessive for the street classification are examples. The process will
permit the Engineering Division to bypass the petition process but still allows
for resident involvement in the plan development phase.
Finally, the Engineering Division will evaluate all streets included in the annual
Street Resurfacing Program. If a street is identified as a potential traffic
calming project through this program, it will follow the Village -initiated
process, bypassing the petition process but allowing for resident involvement
in the plan development phase.
Rdkcy Staternents Page 34
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
Policy airs e rn:in is
• Traffic calming projects will be prioritized based on the extent of the
problem
The need to prioritize projects arises when the demand for traffic calming
measures exceeds Village resources. This includes Staff time to work on a
project as well as construction funding. A common approach to efficiently
utilize Village resources is to prioritize projects so that neighborhoods with the
greater problems are addressed first.
The following factors will be used to priorities projects:
• Vehicle Speed
• Vehicle Volume
• Crash History
• School Locations
• Other Pedestrian Generators
• Bike Routes
• Sidewalk Availability
Should the Engineering Division receive multiple requests for traffic calming
projects, the Engineering Division will prioritize them utilizing the Project
Prioritization Worksheet located in Exhibit B. The one street within the Project
Area that receives the most points will represent the Project Area during the
prioritization review.
Rdkcy Stat'.Ilrnlents Page 35
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
TRAFI111C CALMING MEASURES
IIS'Iolicy airs e rnyin is
• Non -Physical Measures include education, enforcement, signing and
striping. These are generally the least expensive and have the least impact
on residents
• Vehicular Measures can either maintain traffic volume or change it
• Horizontal deflection, constriction and textured pavements maintain
traffic volume
• Turn restrictions, diverters, intersection median barriers and street
closures change traffic volume
• Pedestrian Safety Measures include curb extensions, pedestrian refuge
islands and raised crosswalks
• Bicycle Safety Measure include advisory bike lanes, counterflow bike lanes,
traditional bike lanes, buffered or protected bike lanes, bike signage and
striping at intersections and protected intersections
• Unwarranted stop signs and vertical deflection (speed humps), except for
raised crosswalks, are not to be used as part of the program
Details about traffic calming measures appropriate or inappropriate for the
Friendly Neighborhood Streets Program are detailed in the Traffic Calming
Toolbox included in Appendix A. Below provides a brief introduction to the
traffic calming measures.
Each traffic calming measure can have a different effect on motorists as well
as bicyclists and pedestrians. It is important to understand how each traffic
calming measure functions and the primary traffic issue each that one is
intended to address. The identified traffic issue(s), collected traffic data,
street classification, street geometrics, adjacent land use and cost are some of
the factors that will be considered to determine the appropriate traffic calming
measure(s) for each project.
Rdkcy Stat'.Ilrnlents Page 36
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
TRAFF"IIIC CALMING MEASURES
IFlolicy a irs iM rnen is
Non -Physical Measures: Education, Enforcement, Signing or Striping
Education and Enforcement require staff time to implement with no physical
changes to the street. Police can conduct targeted enforcement based on
traffic study results.
Signing and striping are used to reinforce existing traffic regulations on the
street or to draw attention to specific locations, such as crosswalks. Speed
feedback signs are among the most effective signage to reduce vehicle speeds
without physically altering the street. Striping can be used to delineate on
street parking to visually narrow the street to reduce speeds.
Vehicular Measures: Maintaining Traffic Volumes or Changing Traffic Volume
Measures targeting vehicles that maintain traffic volumes include horizontal
deflection, constriction and textured pavement. Horizontal deflection can be
mini traffic circles, concrete planters or chicanes. Constriction includes choke
points, neckdowns and midblock medians. Textured pavement typically
consists of brick pavers or textured asphalt. Except for textured pavement,
these measures require removing some or all on street parking adjacent to the
measures. There is a low impact on emergency vehicles.
Pol[k.'Y Staternents Page 37
MOLfllt Rroq[.)ect om
FiJerndyNdglhbarlhood Streets Program ���Co.� a
TRAFF"IIC CALMING MEASURES
Policy a irs iM rnen is
Measures targeting vehicles that change traffic volume include turn
restrictions, diverters, intersection median barriers and street closures. These
measures alter the existing transportation circulation system. As a result,
these measures can have impacts that would need to be evaluated in greater
scope than just along one street. While they can be a viable solution to a
individual street, it is important not to shift the problem to an adjacent street
or neighborhood.
All vehicle measures need to be used in series to be effective over longer
lengths of street. As such, they should be spaced every 250-400 feet. If there
is too much space between measures, then vehicles may speed between them
to "make up for lost time'. Vehicle measures are typically designed for a
design speed of 10 to 15 MPH or as needed for the project.
Pedestrian Safety Measures: Curb Extensions, Raised Crosswalks,
Pedestrian Refuge Island
These are installed near high pedestrian areas such as schools and parks. The
purpose is to make it safer for pedestrians to cross the street. Curb extensions
narrow the street at a key crossing point minimizing the distance and time a
pedestrian is in the street. Raised crosswalks require vehicles to slow down
going through a crosswalk. Pedestrian refuge islands provide a place of safety
for pedestrians along the center of the street allowing them to cross one
direction of traffic at a time. A secondary benefit of these measures is that
they can slow traffic as vehicles pass the measure.
Pdhcy Staterrents Page 38
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
TRAFF"IIC CALMING MEASURES
IFlolicy a irs iM rnen is
Bicycle Safety Measures: Advisory Bike Lanes, Counterflow Bike Lanes,
Traditional Bike Lanes, Buffered or Protected Bike Lanes, Bike Signage and
Striping at Intersection and Protected Intersections
The Village has an extensive network of signed neighborhood bike routes, but
the design of these streets does not dramatically differ compared to other
neighborhood streets. Traffic should be calmed on signed bike routes to bring
vehicle speed down to levels that more match the speed of bicyclists to
increase safety. Bike specific safety measures should be combined with other
measures to slow traffic. The type and applicability of bike lanes that can be
installed depends primarily on the available street width and use of on street
parking. Intersection treatments can slow traffic and increase awareness for
bicyclist where bike routes cross non -bike route streets, especially when the
non -bike route street does not have traffic control. Overall, drivers should
understand they are driving on a bike route where bikes have equal access to
the street through the way the street is designed, not just through signs.
Calming traffic to promote bicycling and other alternative forms of
transportation is in line with the Village's sustainability goals.
Rdkcy Stat'.Ilrnlents Page 39
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Pr gurar ��
TRAFI111C CALMING MEASURES
i3dlicy a irs iM rnen is
Inappropriate Measures: Stop Signs, Children at Play Signs, Speed Humps
Stop signs are not traffic calming measures. Traffic studies have shown there
is little difference in vehicular speeds at the midblock whether there is or is not
a stop sign at the adjacent intersection and in some cases the speeds are
higher as motorists try to "make up for lost time" after the stop sign.
Inappropriate use of stop signs can also create significant negative impact to
emergency vehicles. Emergency vehicles are required to verify that a stop -
controlled intersection is clear of vehicles prior to entering.
Stop signs are traffic control devices that should be used when appropriate to
assign right-of-way to conflicting traffic movements, not to calm traffic.
Unwarranted stop signs can have a high violation rate, create disrespect at
other stop -controlled intersections and create a false sense of security for
other street users and pedestrians.
Children at Play Signs are commonly requested in neighborhoods.
However, they are not standard traffic control devices and have not been
found to be effective in improving safety for children. Village policy is to install
the signs only adjacent to parks.
Speed Humps have previously been trialed in the Village and were removed
after an evaluation period due to noise, maintenance issues and resident
complaints. They were replaced with textured pavement and speed feedback
signs that resulted in a similar traffic calming effect. There are currently no
speed humps within Village right-of-way. Due to the above issues, the
Engineering Division does not deem speed humps appropriate for the Friendly
Neighborhood Streets Program.
Rdkcy Staternents Page 40
MOLfllt Rroq[.)ect om
FiiJeirndy INdglhbarlhood Streets Program ���Co.� a
ING
Policy airs e rnyin is
On -street parking is present on almost all neighborhood streets. This provides
convenient access to homes for residents, but there is typically an ample
supply of on -street parking on residential streets. Low use rates of on -street
parking effectively widens the street encouraging speeding. The Village does
not allow overnight parking on its streets.
Cars parked on both sides of the street requires drivers to slow down to
navigate around them and oncoming drivers. Most Village streets are not wide
enough to accommodate two-way traffic and parking on both sides of the
street. The Friendly Neighborhood Streets Program is looking to permanently
replicate the effect that utilized on -street parking has on traffic calming. This
may be done by replacing some on street parking spots with permeant traffic
calming measures or by eliminating some on -street parking as appropriate for
bike facilities. Dedicated bike facilities will visually narrow the street for
vehicles, and in the case of protected bicycle facilities, will physically narrow
the street for vehicles.
Engineering Staff will preserve on street parking where possible when
designing traffic calming measures or bike accommodations. On street parking
will remain on at least one side of the street except directly adjacent to traffic
calming measures. Locations of fire hydrants, crosswalks, intersections and
driveways will all be considered when designating or removing on street
parking.
The 2018 Downtown Parking Study, where on street parking is most used in
the Village, showed a maximum parking utilization of less than 50 percent.
Even when there is the highest demand for parking downtown, over 50
percent of the parking spots are open. While studies have not been done,
utilization rates of on street parking outside of the downtown core are less
than the downtown utilization due to the density of development.
Special care will be considered where on street parking has high utilization due
to adjacent facilities such as parks, churches, schools, commercial businesses
or multi -unit buildings.
MOLfllt Rroq[.)ect om
FiiJeirndy INdglhbarlhood Streets Program ���Co.� a
EMERGENCYESI':)
Policy airs e rnyin is
• Traffic calming measures shall be designed to minimize the impact on
emergency vehicle response times
• The Fire Department and Police Department shall be involved in the
process and be given the opportunity to provide input prior to approval of
any traffic calming measures
A critical concern about the use of traffic calming measures is the delay they
may create for fire engines, ambulances and law enforcement vehicles. It is
important to be aware of the trade-offs when making decisions about the use
of traffic calming devices. The more aggressive measures for slowing traffic
will slow emergency response as well.
Recognizing the importance of emergency response time, all traffic calming
measures will be designed to minimize the impact on emergency vehicles.
Since many collector streets are considered primary emergency vehicle
response routes, particular attention must be paid to the types of measures
used on collector streets. Measures that considerably interfere with
emergency vehicle operations on collector streets or other primary emergency
vehicle response routes will not be allowed. A map identifying the Village's
primary emergency vehicle response routes is Exhibit H.
Pdlicy Staterrients Page 42
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Pr gurar ��
MAINTENANCE
IFlolicy airs e rnyin is
• Traffic calming measures shall be designed to minimize the impact on
maintenance activities such as street sweeping, leaf pick-up and snow
plowing
• The Public Works Department shall be involved in the process and be given
the opportunity to provide input prior to approval of any traffic calming
measures.
Many traffic calming measures alter the geometry of the street. Poorly
designed measures could interfere with maintenance activities such as street
sweeping, leaf pick-up and snow plowing. This could have a negative effect
on the appearance of the neighborhood and the residents' quality of life.
Rdkcy Staternents Page 43
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
FUND"ING
IFlolicy airs e rnyin is
• Residents and business owners within a project area will not be required to
directly fund any portion of a traffic calming project or future maintenance
of such measures. All costs will be paid for by the Village.
The Village's Traffic Improvement Account will be the primary source to fund
traffic calming projects. Grant resources such as Safe Route to Schools and
the Illinois Transportation Enhancement Program will also be explored to offset
Village costs. All costs associated with traffic calming projects will be paid for
by the Village. Residents and businesses will not be required to directly share
in the costs. Such funding is subject to availability.
Administration costs including Village Staff time to collect and analyze data,
prioritize requests, conduct neighborhood meetings, develop engineering
drawings detailing the traffic calming measures, and perform any post -
studies after construction will be covered under the normal operating budget
and will not be the responsibility of residents or businesses to fund. If a
project goes to construction, the Village will cover the costs of the bidding
process, construction inspection and project management. All construction
costs will also be paid for by the Village.
Maintenance of the traffic calming measures will be necessary on a regular
basis after construction. The Village will be responsible for maintenance such
as replacing damaged signs, refreshing striping and pavement markings,
pavement repair and landscaping. Maintenance of the traffic calming
measures will be done at no direct cost to residents or businesses.
Rdkcy Staternents Page 44
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
RJEMOVAL.
Policy airs e rnyin is
• Traffic calming measures shall remain in-place for a minimum of one year
before being considered for removal.
• Removal of a traffic calming measure installed via the resident -initiated
process shall require a positive response from at least 66% of the affected
properties within the project area and approval by the Village Board of
Trustees.
• Removal of a traffic calming measure installed via the Village -initiated or
street resurfacing process shall only be initiated by the Village and must be
approved by the Village Board of Trustees.
For consideration to remove traffic calming measures from an individual street
or entire project area that were installed via the resident -initiated process, a
petition must be submitted to the Engineering Division. If the request is for an
individual street that did not originally qualify for traffic calming measures
when evaluated independently, the petition must be signed by at least 66% of
the properties along the street in question. If the request is for an individual
street that did originally qualify for traffic calming measures or is for an entire
project area, the petition must be signed by at least 66% of the properties
within the project area. A petition cannot be submitted for at least one year
after installation of traffic calming measures to avoid a premature reaction to
their effectiveness.
Should the Engineering Division receive a petition, a neighborhood meeting
will be held to discuss the issues and impacts of removal of the traffic calming
measures. As part of the discussion, residents and businesses will be
presented the latest traffic data to understand the effectiveness of the existing
traffic calming measures. They will also be informed that any costs associated
with removing the traffic calming measures will be paid for by the Village. The
Engineering Division will then send a ballot to the affected properties within
the project area detailing the removal request.
Pdkcy Staternents Page 45
IllOLflrmt IIRII'oq)er:Mt om
�...
FlJerndyNdglhbarlhood Streets Program ��
RJEMOVAL.
Policy airs e rn:in is
A deadline for return will be shown on the ballot. In order to proceed with
removal of the traffic calming measures, a positive response from at least 66%
of the properties involved must be received by the deadline. No response or a
late response will be counted as opposition to the removal. Should there be
sufficient support to remove the traffic calming measures, the Village Board of
Trustees will be advised and requested to make a final decision based on a
simple majority vote. Removal of the traffic calming measures will not take
place unless the Village Board of Trustees approves the removal and until
funds are allocated by the Village.
Like the petition process, for balloting purposes, the following will apply:
• Single family properties count as one
• Single use properties (churches, businesses, schools, parks, etc.) count as
one
• Each unit within small-scale multi -unit properties without a management
company will count as one, and will be mailed individual ballots
• Each unit within large-scale multi -unit properties with a management
company will count as one, but the ballots will be mailed to the
management company for them to distribute to residents
For traffic calming measures installed via the Village -initiated process, only the
Village can initiate the process for removal. Typically, the Village will initiate
the removal process should the street be altered, adjacent land use change, or
other situations arise where it is determined the traffic calming measures are
no longer effective or necessary. A traffic study must support the
recommendation to remove such traffic calming measures. After a
neighborhood meeting, a survey will be sent to the project area soliciting
feedback. Resident comments will be forwarded to the Village Board of
Trustees and considered before they make a final decision based on a simple
majority vote.
Pdkcy Staternents Page 46
IlylOL:iirmi.IPiiroq)er:M�: n �� .�...
IM
om
riiigllhborlll,ioo street IlRr g�arn $�
,IV
This section includes references for information presented in the Friendly Neighborhood
Streets Program and its exhibits and appendices.
Traffic Calming Toolbox:
NACTO (National Association of City Transportation Officials) Urban Street Design Guide —
Speed Reduction Mechanisms
Note: "Urban" street design also includes suburban communities, the "Urban" designation
differentiates the design guide from rural communities.
b.l�s„� inacto,oirpull�lliicatiion/uirlban stireet desii in,... uiide desliir contirolls desk n,...
.p ./...sl eed...ireductiioim...mechair iisms
Chicago Department of Transportation Tool's for Safer Streets Guide — 2013
IlollsforSafeirStreetsG
gii . df
Chicago Department of Transportation Complete Streets Design Guidelines — 2013
Il,llete%20Stireets/ComplleteStiree
;t.s..u�.ii Il ii i.n..... df
FHWA (Federal Highway Administration) Traffic Calming ePrimer
Ihtt s.. Ihii Ihwa s„dot„ ov safet seed mane eirnent tiraffiic callmiin ,...e inner
ITE (Institute of Transportation Engineers) Journal Article on Advisory Bike Lanes —
December 2009
Ihtt s.. sta iiin „inxtlhool4c„com sire irlints :)f IIF :)< I�If:::: IDecernber20 1.9 sta e.. Ih 2stairtlid::::::: �. i..
................
.
..............
Portland Slow Streets Initiative — Concrete Planters
Ihtt s.. www„ oirtllairnd„ ov tiran,s oirtatiion inew,s 202::x.. 29 Ik�ots slow stireets iro irairn
...............
irlu,cave.s::::.IIJ .:::.peirmainen't installations
Refeiireirrces Page 47
MOLfllt R�'oq[.)ect
�--�Jer�dIy IN6g�I'iborl[iood St.ireet IlRrogirarn
........................................................................................................................................................................................................................................................................................................... .........................................................
Bench Program:
San Francisco Public Bench Project
b.'
Speed:
Scholarly Article on Affect of 20 MPH Speed Limit on streets in Bristol, UK
b.' 5
IIHS (Insurance Institute for Highway Safety)
114mits can irn a Ike iroads safeir after all fiIhs
Denver 20 MPH Speed Limit Program
and---Jinlitiativeq VIql1nin
ZgiroLSpeed 11 lirnifts
ITE (Institute of Transportation Engineers) Speed as a Safety Problem
b.' as a
saf ty:pirolblemL
Refelrences
Page 48
MOUilt Ri'oq[.)ect
Fiiriie udlll IN6glhbori'iood Streets IlRrogirarn
Example Traffic Calming Programs:
clif.co.-)
........................................................................................................................ .........................................................
Village of Oak Park, IL
b.' boirlhood traffic
1155..u..e..s.
City of Raleigh, North Carolina
b.'
Ann Arbor, Michigan
.b.,
4948cc92273500d'i.092298
Village of Naperville, IL Traffic Calming Toolkit
.b.,
a.pd-f
... ..... ...... . .....
... ...... ... . .11..,.
... .... .. . _
Safety
Governors Highway Safety Association
!b.' ksjLwww..qlhsagL
..oir sitesIdefaulffillesL202.2
Q.21 p.dgaL!riain%20 1Fira-ffic%20IFa-tah-bes%20Ib %20S'ta'te%20
......... ............................................................................................................................................................................... Y .....................................................................................
%20202I.%20PireIIiirniin !Ly.!�j? 0/n')C) df
a . . ... ajP.,a-. .%20%28jainuairy Decernbeir
.................................................................................................................................. ... .........................................................................................
IHHS.org
SUVs, other large vehicles often hit pedestrians while turning
b.vehicles often hit... imedestirla ins whille
.- U.![! .11 -in --g
Miscellaneous
Ann Arbor Traffic Calming Changes
allow ca irs ainin airlboir talkiling
Refe�rences Page 49
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
iii ra� i r�mdrn Criteria
MOLfllt Rroq[.)ect om
FiJerudyNdglhbarlhood Streets Program ���Co.� a
11"IN"111ILYM CRITERIA
The Engineering Division collected extensive vehicular volume and speed data
including average daily traffic, peak hour volume, average speeds and 85th
percentile speeds on most neighborhood streets as part of the Neighborhood
Traffic Study from 2007 to 2010. Unless additional studies have been
conducted on a particular street, updated traffic data will most likely be
necessary before determining if a street qualifies for traffic calming measures
due to the time since the Neighborhood Traffic Studies were completed.
For a street to qualify for traffic calming measures at least one of the criteria
thresholds below must be met.
Speed:
• The average speed is at least 3 MPH above the speed limit
• The 85th percentile speed is at least 7 MPH above the speed limit
Note: School Zone Speed Limits can be used only where signed and
when enhancing pedestrian safety is a primary goal
These speed limits are lower than the previous traffic calming program to
make more streets eligible for traffic calming measures and to better account
for outlier neighborhood traffic speeds effecting traffic studies. Slow speeds
due to deliveries, garbage trucks, mail or residents accessing their driveways
near traffic counters can lower the overall speeds recorded by the study.
Volume:
• The average daily traffic is at least 1000 vehicles
• The peak hour volume is at least 120 vehicles
The traffic volume limits are meant to address cut through traffic on
neighborhood streets. This typically happens on non -collector streets adjacent
to arterial roadways. Volume criteria does not apply to collector streets except
adjacent to high pedestrian generators.
EE Il[ iii ii t A --- IIS Iii ire ii lura uira Ciiteda Fuge :gym
IIyIOuMflrmi.IlRiroq)er:M�: n �� .�...
iM
om
E=irJei ii-udlll7 I riiigllhlborll[ioo Streets I" it gi'air $� � a
11"IN"EMLYM CRITERIA
Should an individual street qualify for traffic calming measures, the
Engineering Division will also identify any surrounding streets that may be
significantly impacted by traffic calming measures on the street in question.
The selected surrounding streets may not meet the minimum criteria but could
be adversely impacted if not considered in the development of a traffic calming
project. The boundaries of potential significant impact will define the project
area.
The only exception to meeting any of the criteria thresholds is if the street has
a recent history of crashes atypical for a neighborhood street and traffic
calming measures are the appropriate solution. Should the Engineering
Division identify a high crash rate for the street, the Engineering Division has
the discretion to initiate a traffic calming project even if none of the vehicular
volume or speed criterions are met. In analyzing the crash reports for a street
with a recent history of crashes, the Engineering Division will first consider less
intrusive education, enforcement and engineering measures. If it is
determined traffic calming measures are the appropriate solution, the project
will continue with the traffic calming process.
Definitions
These definitions pertain to the criteria thresholds described above and apply to an
engineering traffic study typically lasting between 48 and 72 hours.
Average Speed — The mean speed, in miles per hour, of all vehicles during the traffic study.
It is typically measured at the midblock of the street.
85th Percentile Speed — The speed, in miles per hour, at which 85% of all vehicles during
the traffic study are traveling at or below. It is typically measured at the midblock of the
street and represents the basis for establishing the speed limit.
Average Daily Traffic — The number of vehicles, measured in both directions, passing a
point along the street during a 24-hour period. It is calculated by dividing the total number
of recorded vehicles by the number of days in the traffic study.
Peak Hour Volume — The highest number of vehicles, measured in both directions, passing
a point along the street during any 1 -hour period during the traffic study.
\tav}t P-IMr.&ti
EE Ill iii I iii t A --- IIS Iii ire ii iii a ru Ilam Crliiteida Page 2.
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
iir- jct oiml
MOU9tRI'oq[.)ect om
FlJe111-�dy INl6glhbo�rlhood Streets Rrogu�'arn clt$.
Rroject VIII II IIII IIII III n IISWII
Locadon: Date of IlPedtion: IDate of IlRevl :::
SIpeed 11Fictur --- Spee IlJlrinliit (III IP[I) ....................... Poilnts 'Filrne 11FactOlr, Po ll in ts:::
ge Speed (mph)
or (Whichever is 85th Perceotile, Speed
Points,
Months Since
Points
ve Speed Limit
Higher) Above Speed Limit,
Volume (Local)
Petition
Points
3
5
2
0-6
0
4
6
4
6-12
2
5
7
6
13-18
4
6
8
8
18-24
6
7 or More
9 or More
10 (Max) ....................
Over 24
10 (Max)
Vdijline 11Factur --- IlLocaS1:.Illmeei:.s ziInd Cdlector Streets Adjace��-it to Pedestrl&n Ge�ne�raturs
Average, Roily
Average Rally Traffic or (Whichever is,,
Peak Hour
Peak Hour'Volume
Traffic (Local),
(collector), Higher),
Volume (Local)
(collector)
Points
1000-1100
1000-1300
120-130
Points
120-150
Points
1
1101-1200
1301-1600
131-140
Schools
151-180
5 idew— a I k
2
1201-1300
1601-1900
141-150
1
181-210
3
3
1301-1400
1901-2200
151-160
2
211-240
2
4
1401-1500
2201-2500
161-170
6
241-270
3
5
1501-1600
2501-2800
171-180
4
271-300
4
6
1601-1700
2801-3100
181-190
4
301-330
(Ma10
x)
7
1701-1800
3101-3400
191-200
76-100
331-360
8
1801-1900
3401-3700
101-210
361-390
9
1901 and above
3701 and above
211 and above
391 and above
10 (Max)
Adcfitiund� Factors (pdnts deterin'fllned ['.)y the IlE Jngilneerlhng IIC>ii liisiun)
)ge # of Annual
# of Affected
%, of Street
)shes (Past 3
Points
Pedestrian
Points
# of Affected
Points
not, having.
Points
Years)
Generators
Schools
5 idew— a I k
1
2
1
1
1
3
1-10
1
2
4
2
2
2
6
11-25
2
3
6
3
3
3
9
26-50
3
4
8
4
4
4
12
51-75
4
5 or More
(Ma10
x)
5 or More
5 (Max)
5 or More
15 (Max)
76-100
5 (Max)
PoiInts:
'Ibta111 IlPoiiInts
Traffic Data
Average Speed: Average Daily Traffic:
85th Percentile Speed: Peak Hour Volume:
Pd� rft-,&:
3ike
outek Points
,sent?
No 0
Yes 5
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Exhibit n
IlylOL:iirmi. IPiirosll )er:Mt om
�...
=iirii iiin� 111 I riiigllhlborlll'ioo Streets Rr gi'air $� � a
Petition for Traffic Calming Measures Date:
We, the undersigned, respectfully petition the Village of Mount Prospect to consider implementing
traffic calming measures on the: block of or
At the intersection of
the Village of Mount Prospect.
.1•
Traffic problems to be remedied using traffic calming measures include:
• Excessive Vehicle Crashes
• Excessive Vehicle Speeds (rank issues in order of
• Excessive Vehicle Volumes importance
• Pedestrian/Bicycle Safety Issues with 1 being most problematic
and 5 being lease problematic)
• Other
Primary Resident Contact (Person Project Updates will be Coordinated with):
Print Name Signature Address Phone Number Email
1.
Petitioners' (a minimum of 9 petitioners, or 30% or the dwelling units and commercial spaces in the
initial project area, whichever is greater, plus the primary contact are required):
Print Name Signature Address Phone Number Email
ATTACH A LETTER EXPLAINING WHY THIS PETITION IS BEING SUBMITTED.
Signatures to the petition indicate support of traffic calming measures on the street or
at the intersection listed above. This is not a commitment to construction, there will
be further public outreach as plans are developed.
See reverse side for more information. Page 1 of 3 Form Dated: 10/2023
IlylOL:iirmi. IlRirosll )er:Mt om
�...
=iirii iiiu�dlll7 I riiigllhllborlll'iood Streets IlRr gi'air $� � a
Petition for Traffic Calming Measures
Additional Information
This petition should be signed by residents withing the immediate area where traffic calming
measures are requested. Please reach out to the Engineering Division at Mount Prospect Public
Works with any questions on determining an initial project area for petitions.
Return to: Engineering Division, Attention: Luke Foresman, PE, Mount Prospect Public Works, 1700
West Central Road, Mount Prospect IL, 60056.
This is the first step in the traffic calming process as part of the Friendly Neighborhood Streets
Program. Information on the program can be found on the Village's website or a hard copy can be
requested at Public Works.
For the petition, only one signature per property is allowed. Businesses count as one signature, as
do churches or schools. For multi -family residences, each apartment or condo counts as one
signature.
Upon receipt of the petition, the Engineering Division will review the petition for validity, then return
with comments to the primary contact or will proceed with the traffic calming process.
The letter explaining why the petition is being submitted should include:
• Description of the problem(s)
• Time(s) of the day / day(s) of the week when the problem occurs
• Possible causes of the problem
• Any other information the Village should be aware of regarding the problem
Any questions on the petition, the traffic calming process or The Friendly Neighborhood Streets
Program can be directed to:
Luke Foresman, PE
Project Engineer
847-870-5640
,Iulblliicwoirlksde t mouiirit eros ect,oir
Page 2 of 3 Form Dated: 10/2023
IlylOL:iirmi. IlRirosll )er:Mt om
�...
=iirii iiin� lll7I riiig[iborll[ioo Streets Rr gi'air $� � a
Petition for Traffic Calming Measures
Additional Petitioners' (a minimum of 9 petitioners, or 30% or the dwelling units and commercial
spaces in the initial project area, whichever is greater, plus the primary contact are required):
Print Name Signature Address
6.
7.
8.
9.
10.
11.
12
13
14
15
16
Attach additional pages if necessary.
Phone Number Email
Page 3 of 3 Form Dated: 10/2023
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Exhibit D
85
.I'lPercen'tile Speed Map
Viii ,, of Mounrospect
Neighborhood Strrogram
15t „ iir iir'iii eed Map
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Exliibit E
Traffic Volunne (ADT) Map
Viii ,, of Mounrospect
Neighborhood Strrograrn
I,,,,,,ir ,,, iii iir „ ,,,,,,,,,
CENTRAL RY
e s, R,
IEIZ r
�NlKNITA 11
vo °�° nn I�iE 4
gqppNNVEN
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
EklidbiF
Average e p
CAMP MLOONALD RD
ER
f
o
EUCLID ,w .... .... EUCLID AV
,...,
III ® m PREPPY LN
IIIIEIII LIN
B,TPAFFTTe ALBEM Ll RIC""
b °
a
z b m
0
® w a 7
BB LN CEDAR LN
�
�U JOGWlOJ LN
9 "' .q r INIICED L"" VIII
g� - Iyymg, immmuu �:ttmooumouuuuuuuumolouuII
C , I IREBRUCEOR
Ilw
�rv.ittmuuuum� LINDEN LN
uELDERBERRY L
r
I
�` �pka 11111110111 00111
DD
b $vrrrri Lr P w
APBLELry ` aiaiavm.ELi olo�m� ti ��>
b vy aaBE RY L e d
w Ilph' a
m. �.. BN. WHS3IIP PRI of
KENSINGTON RN
B Bk m 3
A,
m
KENSINGTON RD
HE
A WOI
Q,' — nnuAomw ��o i �I flh
`:..ER DR
HILL Y
3 ,1 lao mumo
TMlptltl H e R
d us�mrcmuuuuuu 0
OR
11 IT
HIGH bJET rANB I " �a r en bnNIm �T ' � _ Mg9W01M011
T U
P @R
iiiii
NNMfl!�IM�D
WAN@�M W�0
ER CRY YN b a T RY �N m lu P HI lllllT w
�N���W
Nnn��
F
u ,,RY T m uuuuuugmmum m ,(rmm�Iaf RR�ii 0000fiu HHh ®" r
RY �, NN 6 s �T mn� »,R O""`5)NLT NLAIIINAL 1pl I_
1 WA Nooum�u�oomum0 N
P t
JEFFR
l "YL AP
_ muunE'
SMALL TO
RELLI Al -Y MITCIEL
��guOR
S 9p I4o uBuulU a - �M1'bmrov000uuanmuu Rm a m
m b_BYTE LN IY TIA
HE
IA 4'W! Lwks �T mTHAYER ST P� BE �.... TIIAIlP �opoii�l
uu N �olol "m �''rTa m '� arm. �3a"HENRY IT, uuRwom _ �'flh�
M1 nDR,
filu4 _ I _RaI,I
EC 7 Y111-7 Y'7 Y'7r a �L ihaiAi v ; " * m a ,
CENTRAL RD _ � - VIIIHTEGATE 6 ' �.!^ U EN,,(( RAL ml2G ( r ani L � � ?� m000000�w�v � R
III IIIIIIIITI I ��
a�111 �L y my C
BUSIER &
'LKL�II NNmll )IDDM b
w ,Q n BusTEE.
tR Y
INN VIII I BP y MIIIIIIII SFT" x`w
., DTII � '� p W �
VIWW' < b
y
GE"
m Speed
Vi mT b m . ° E cRLLN r
v� q (E BLRN �Ao Pi such,
VERDE, BP .,,I T fH8U L��� o _ a N traffic
�� m
® 's �a t
4 AR �u UR q may n
cru Y
�6 �,,,ITHELF AV IUOILETIII IT 2
d% r� m RLQ R,
4
��r r,R m — on the
LNL NmLN ST " ur ECw
N —IT
ml
ICITT
VkI
6LUNaia� BBETO
s B E reP ®a gra Lid a
�rvarc IIUIImill'W �iltllDN&LBu BB�rSERUSTY DR IT
a
0
oKIM IV umum�iolwu �yunnnl����iuuHa�Iuuin�uuu� �ulwi.+un
L-RENCE LNS - 8 s,A " r
m LT � m . gra OR L w
g LEGEIi
r
in
wMYRTLE
II . ammm�w e e '��
BF
r' 7ST N T,"N Averai
b
i� �iiiaii� DR
MIITIRN LN a
��
BB=TB,B Ca I�
Less tl
e mm =a
INITo
CT
OR EN AIREE Ll
a a 15 MP
3 am
mG'tSiF R�Tc Io ✓/,y . w LEON NRYIllE
d�j C i
a C wawaL!COl0/w �r, l wLF RD
GOLF Ro � 16 MP
E{Rmllimlloolllllllllllllllllllllllllluu�uuy� �u� �:wglluuHrcnm b PRLn BY
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Eklidbit
Potential iir�affiiiic,C aI ir� iii iirig E I iii giiiiii����
t
Village of Mount Prospect
Friendly Neighborhood Streets Program
Potential Traffic CalmingEligibility Map
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Exhibit iii.
Rr-imary Erner-gericy Vdhicle. paInse Map
Viii,, of Mounrospect
Neighborhood Strrogram
iimr„
Vehiiinse Map
CAMP McDONALD RD
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Neighbarlh(')od Bike
FiiJeri i� 111 INdglhbarlhood Streets Pr gurar ���co.� � a
Appendix
Traffic CI iii iii irig Tooll)ox
IlylOr:iirmi. IlRirosll )rr:Mt om
�...
=iirii iiin� 111 I rriiigllhlborlll'ioo Streets Rr g�ar $� � a
This toolbox was developed to provide guidance on the use of various traffic calming
measures acceptable in the Village of Mount Prospect. It is intended to be used in
conjunction with the Friendly Neighborhood Streets Program that outlines the goals, policies
and processes for addressing traffic concerns in the Village. Various traffic calming
measures can be combined to create the desired result. Each page provides the following
information for different traffic calming measures:
Description
An illustration and written description is provided for each measure.
Application
Each traffic calming measure is designed to address specific traffic issues. The application
section outlines the common uses for each measure.
Advantages
Each measure in the toolbox provides some advantages to traffic calming and to the quality
of life in the neighborhood. The advantages section outlines the positive impacts associated
with each traffic calming measure.
Disadvantages
Although each measure included in the toolbox provides some positive aspects to traffic
calming, each has negative impacts as well. The disadvantages are outlined so that tools
can be evaluated for both their positive and negative effects.
Variations
There are often several variations of specific traffic calming measures. Several of these are
provided where they are appropriate.
Special Considerations
This section offers a variety of issues that should be considered for each traffic calming
measure. Emergency response and operational concerns are flagged in this section.
Cost
The cost section is intended as a general guide to costs for the different measures. Costs
are based on 2023 prices. Excluded is staff design time.
Information for these traffic calming measures came from various sources listed in the
References Section.
Append .--_ .'11raffiic Callki'rfl4i .'IbdIHbox Page :I
IlylOr.tiirmi.IPiiroq)er:M�: n �� .�...
iM
l=iiriir iiin� 111 Iom
N6glhbori,iood Streets I" it giurar $� � a
TRAFI111C CALMING MEASURES
I ��N CLU DED THE TOOLBOX
Below are the traffic calming measures that the Village deemed appropriate for use by, and
consistent with the goals of, the Friendly Neighborhood Streets Program. This list may be
updated periodically as new information is released on effective traffic calming measures.
Individual measures can and will be combined to develop traffic calming strategies that
work for street segments and entire neighborhoods.
oiirm-Ill llh s'iiicolli measmres
• Education
• Enforcement
• Signing
• Pavement Markings
ollhiiioolll tier II easwro
ft[iftafinfing Traffic Voitiirne
• Horizontal Deflection
• Mini Traffic Circle
• Concrete Planters
• Chicane
• Constriction
• Choke Point / Neckdown
• Midblock Median
• Textured Pavement
leo o t;iitWlii&n Safet:y Measures
• Curb Extension
• Pedestrian Refuge Island
• Raised Crosswalk
Blcyc1e Sa°fet.y Measwres
• Advisory Bike Lanes
• Bike Lanes and Buffered or Protected Bike Lanes
• Bike Signage and Striping at Intersections
• Protected Intersection
Cliaingfing Traffic olllttime
• Turn Restrictions
• Diverter
• Intersection Median Barrier
• Street Closure
Appendix A --_ .'Rrrftic C6lrning Ib6lbox Page 2.
IlylOrflrmi. IPiirosll )rr:Mt om
�...
=iirii iiin� 111 IN6gl[ibori'iood Streets Rr n;iurar $� � a
TRAFI111C CALMING MEASURES
u. LYD D FIRGY1 THE TOOLBOX
Below are the traffic calming measures that the Village deemed inappropriate for use by,
and inconsistent with the goals of, the Friendly Neighborhood Streets Program. This list
may be updated periodically as new information is released on effective traffic calming
measures and through experience with traffic calming measures installed in the Village.
Stolll Signs
Stop signs are not traffic calming measures. They are traffic control devices that assign
right-of-way to conflicting traffic movements at intersections. They are not to be used for
speed control. Traffic studies have shown there is little difference with vehicle speeds at the
midblock whether there is or is not a stop sign at the adjacent intersection. In some cases,
vehicular speeds after the vehicle has passed through an unwarranted stop -controlled
intersection are as high, and occasionally higher, than without a stop sign, as motorists try
to "make up lost time" at the stop sign.
Stop signs should be installed only at locations where conditions meet criteria established in
the Manual on Uniform Traffic Control Devices. Unwarranted stop signs can have a high
violation rate, create disrespect at other stop -controlled intersections and create a false
sense of security for other street users and pedestrians. The village -wide Intersection
Traffic Control Study was completed in 2008; it evaluated every neighborhood intersection
for appropriate traffic control. All yield signs were removed and stop signs were installed
only where warranted. The program resulted in a decrease in crashes and a decrease in
requests for stop signs in neighborhoods.
CIlh'iiilll lire n t Piay Signs
Children at Play signs are commonly requested in neighborhoods. However, they are not
standard traffic control devices and have not been found to be effective in improving the
safety of children. Residential areas commonly have children, and the presence of these
signs does not necessarily have a long-term effect on driver behavior. The Village's policy is
that such signs will only be installed adjacent to parks where there is an expectation on the
driver's part to see a concentration of children playing.
Illoe'I lluiinIps
Speed Humps have previously been trialed in the Village and were removed after an
evaluation period due to noise, maintenance issues and resident complaints. They were
replaced with textured pavement and speed feedback signs that resulted in a similar traffic
calming effect. There are currently no speed humps within Village right-of-way. Due to the
above issues, the Engineering Division does not deem speed humps appropriate for the
Friendly Neighborhood Streets Program.
Appendx A --_ .Traffic Call irrfl4i .'Ib6l1,)ox Page 3
FiJeirndyN6glhbarlhood Streets IlPr grar ���Co.� a
EDUCAT,
�I r u'")F))I i sical Measure
Description
Using different media such as written material, the Village web site, meetings and one-on-one
conversations, Village -generated information is provided to residents. Can include programing at
schools to teach children safe ways to bike around the Village.
Application
• Streets identified by residents as experiencing excessive speeding, volume or stop sign violations
• Streets near schools
• Resident groups that wish to play an active role in easing traffic concerns along residential streets
such as participation in the Keep Kids Alive — Drive 25 campaign
Advantages
• Opportunity to discuss extent of problem and appropriate course of action
• Staff able to explain program as well as criteria to qualify for traffic calming measures
• Staff and residents partner to determine appropriate solutions
• Village resources used to communicate Staffs perspective
• Solicit resident involvement to ease traffic concerns
• Educate students on proper biking procedures
Disadvantages
• Residents may not agree with Staff's perspective or recommendations
Variations: None
Special Considerations: None
Cost: Staff Time
Ippenudix A .--_ Traffic Cakrrfl4i .TbdIIt)ox
Page
FiiJeiirndy IN6glhbarlhood Streets Program ���Co.� a
Il,ur)° ,1)tiy, Floc° MeaSUre
Description
Enforcement relies on the Police Department to be a presence in neighborhoods and enforce
existing speed limit and traffic control ordinances.
Application
• Streets identified by residents as experiencing excessive speeding or stop sign violations
• Streets that have a history of excessive speeding or stop sign violations
Advantages
• Effective while officer present
• Radar speed trailer and drone vehicle can lower vehicle speeds with no officer present
• Use of radar speed trailer and drone vehicle offers flexibility to implement on short notice
• Extent of problem can be discussed with residents and Engineering Division after enforcement
period
Disadvantages
Requires periodic enforcement to have long-term effect
Staffing limitations stretches Police Department personnel and resources
Variations: None
Special Considerations
• Often helpful in school zones
• May be used during learning period when new measures or signs are first installed
Cost: Staff Time
1ppenudix A --_ .Traffic Callliirrfl4i .Tbdllt)ox
Page 5
FiJeirndyN6glhborlhood Streets IlRr giurar ���Co.� a
�I ory-Ph s'ical MeSltlire
Description
Regulatory, warning and guide signs are used to provide guidance to motorists to enhance the
safety or motorists, bicyclists and pedestrians in a neighborhood. Signs can be enhanced through
in -sign lighting or using speed feedback displays.
Application
• Streets identified by residents as experiencing excessive speeding or sign violations
• To promote alternative modes of transportation
Advantages
• Provides definition of traffic ordinances
• Assists Police Department in enforcement efforts
• Inexpensive approach to address a traffic problem
• Providing safe facilities may encourage more residents to walk and bike in neighborhoods
• Feedback signs help to bring awareness to actual speed of traffic on the street
Disadvantages
Requires periodic enforcement to have long-term effect
Unrealistic or unwarranted signs tend to be disregarded
Use of a lot of signs can detract the look of a neighborhood
Variations: None
Special Considerations
Consistency from street -to -street increases expectation on motorists' part
Cost: $200 per standard sign, up to $4,000 each for enhanced signs
Ippenudix A --_ Traffic Callliirrfl4i .'Ibdll Ibox
Page 6
OL iirmt IIRirosII[.)ect
FiJe� ndyN6glhbarlhood Streets Program
Flaveryient Mar1khrigs
Description
Pavement Markings define uses for different sections of the street and enhances bike and
pedestrian facilities.
Application
• Streets identified by residents as experiencing excessive speeding or conflicts between motorists
and alternative forms of transportation
• To promote alternative modes of transportation
Advantages
• Provides defined spaces for street users
• Visually narrows travel lanes which reduce speed
• Enhances visibility for alternative modes of transportation
Disadvantages
• Requires bi-yearly maintenance to refresh pavement markings
• Striped parking lanes may require disallowing parking on one side of a street to maintain two-
way traffic
• Does not force vehicles to comply with pavement markings
Variations: Can be used on bike routes to define spaces for bikes, see Bike Safety Measures. On
street speed limit, pedestrian, or school zone markings.
Special Considerations
• Consistency from street -to -street increases expectation on motorists' part
Cost: $2 per foot, plus ongoing maintenance
Ippenudix A --_ Traffic CaIlkrnii4i 'IbdlHbox Page 7
FiJei�-ndyN6glhbariwod Streets IlRr g�arn a
Ilam iii .uu III ur IIMeasure,--- Traffic Volume
Description
A mini traffic circle is a raised circular median in an intersection with counterclockwise traffic flow.
Vehicles must change their travel path to maneuver around the circle. They are typically
landscaped and have appropriate signage to safely guide motorists.
Application
• Streets where speed control is desired
• Intersections where there is a high rate of right angle collisions
Advantages
• Reduces vehicle speeds through intersection
• Breaks up sight lines on straight streets
• Landscaping improves aesthetics at intersection
• Can reduce right angle collisions
• No drainage issues
• Minimal curb impacts at 4 -way intersections
Disadvantages
• May impede left turns by large vehicles (requiring left turns in front of the circle)
• Creates physical obstruction in the travel way
• Can slow emergency vehicle response
Variations: Can include diverter islands
Special Considerations
• Fire Department and Police Department input necessary with design
Cost: Greater than $5,000 when constructed on its own
Ippenudi .--_ Traffic CaIl rnii4i .'Ibdlllbox
Page
MOLfllt iM
FiJeirndyN6glhbarlhood Streets Program ���Co.� a
Ilam lii tj III ur IIMeasure,--. Maintaining Traffic III lune
Description
Circular concrete planters are placed at intersections on approach legs (not in the middle of the
intersection) as a traffic calming measure forcing vehicles to navigate around them as they enter the
intersection. Planters can be filled with flowers or concrete.
Application
• Streets where speed control is desired
• Bike routes where alternative forms of transportation are prevalent
Advantages
• Reduces vehicle speeds through intersection
• Reduces turning vehicle speeds
• Breaks up sight lines on straight streets
• No drainage issues
• No curb impacts
Disadvantages
• May impede left turns by large vehicles (requiring left turns into oncoming traffic lanes)
• Creates physical obstruction in the travel way
• Can slow emergency vehicle response
• May be unsightly when not landscaped
Variations: None
Special Considerations
• Fire Department and Police Department input necessary with design
Cost: $1,000 per planter
Appendix iix .--_ Tra ffl c C6hrning Ibllbo
Page 9
FiJerndyN6glhborlhood Streets IlRr giurarrn ���Co.� a
V Ih'iiic uMu IIIc iir II I ea ui it ,. IIMairitaihnihng nraViii . VOILUrne
Description
Chicanes create a curved street alignment that is designed to fit in existing rights-of-way. The
curvilinear alignment requires additional maneuvering and reduces motorists' sight line. They can
be landscaped and have appropriate signage or striping to safely guide motorists.
Application
• Streets where speed control is desired
• Straight streets where reduced sight line is desired
Advantages
• Reduces vehicle speeds along street
• Breaks up sight lines on straight streets
• Landscaping improves aesthetics along street
• Minimal impact on emergency vehicle response (without median)
Disadvantages
• Requires on -street parking removal
• Snow removal, leaf pick-up and street sweeping operations may be more difficult
• Existing driveways and parkway trees may be difficult to design around
• Vehicles can still travel straight through chicane by using the oncoming travel lane
Variations: When space allows, a center island can be installed to further slow traffic to force
vehicles to follow the chicane instead of driving down the middle
Special Considerations
• Curbs need to be moved so drainage will need to be considered
• Will take away some parkway space and add parkway in different areas
Cost: Greater than $10,000 per chicane when constructed on its own
Ippendix A --_ .Traffic Callliirrfl4i .'IbdllIbox Page :10
OL iirmt IIIAi'osIli.)ect
FiJerndyN6glhboriwod Streets IlRr giurar
,« a........................................................................................................................ .........................................................
V Ih'iiic uMu IIIc iir II ea ui it ,. IIMairitaihnihng 'nraViii . VOILUrne
Description
Choke points or neckdowns are a location on a street where existing street edges or curbs are
extended towards the center of the street. These are designed so that only one vehicle can pass
through the choke point at one time. They are typically landscaped and have appropriate signage
to safely guide motorists.
Application
• Streets where speed control is desired
• Straight streets where reduced sight line is desired
• Entrances to neighborhood streets off arterial roads
Advantages
• Reduces vehicle speeds along street
• Breaks up sight lines on straight streets
• Landscaping improves aesthetics along street
• Minimal impact on emergency vehicle response
Disadvantages
• Requires on -street parking removal
• Snow removal, leaf pick-up and street sweeping operations may be more difficult
• Potential for bicycle conflicts when not specifically designed with bicycle accommodations
Variations: Can include crosswalk at high pedestrian crossing areas
Special Considerations
• Drainage will need to be considered as the curb lines are shifting
Cost: $5,000 per choke point when constructed on its own without drainage improvements
Appendix A --_ .Traf lc C6lrning Ibollbox
Page :1
IllOLflrmu.IlRiroq)er:M�: n �� .�...
iM
om
FiJeirndyN6glhborlhood Streets III" it gurar ���Co.� a
V Ih'iiic uMu IIIc iir II ea ui it ,. IIMairitaihnihng nraViii . VOILUrne
Description
A Midbiock median is a raised island in the center of a two-way street. They are typically
landscaped.
Application
• Streets where speed control is desired
• Straight streets where reduced sight line is desired
• Entrances to neighborhood streets off arterial roads
Advantages
• Reduces vehicle speeds along street
• Breaks up sight lines on straight streets
• Landscaping improves aesthetics along street
• Minimal impact on emergency vehicle response
• Minimal drainage impact
Disadvantages
• Requires on -street parking removal
• Need for ongoing maintenance
• Potential for bicycle conflicts when not specifically designed with bicycle accommodations
Variations:
• Can include crosswalk at high pedestrian crossing areas
• Small median islands can be used at intersection while maintaining on -street parking
Special Considerations
• Sight obstruction issues at intersections
Cost: $5,000 to $10,000 per median when constructed on its own depending on size
Appendix A .--_ .Traf lc C6lrning Ibdbox Page :12
IllOrflrmu. IlRiroq)rr:Mt om
�...
FiJeirndyN6glhborlhood Streets IlPr gurar ���Co.� a
V Ih'iiic uMu IIIc iir II I ea ui it --. IIMairitaihnihng 'nraViii . VOILUrne
Description
Textured Pavement can be textured asphalt,
different driving environment for motorists
surroundings.
textured concrete or brick pavers. This creates a
that can alert them to pay attention to their
Application
• Streets where speed control is desired
• Entrances to neighborhood streets off arterial roads
• Streets where pedestrian activity is common
Advantages
• Minimal impact on emergency vehicle response
• No drainage impact
• Improved aesthetics
Disadvantages
• Minimal speed impact once drivers are used to them
• Potential for increased street noise
• Need for ongoing maintenance
Variations: None
Special Considerations: None
Cost: $10,000 plus per installation depending on size and material
Ippenudix A --_ Traffic Call irrfl4i .'Ibdll lbox Page :13
FiJeirndyN6glhborlhood Streets IlRr giurarn ���Co.� a
Vehicular Il si iir ..-. Changirig Traffic V III Lli jinn
Description
Turn restrictions limits or prohibits specific turning movements by way of signage
Application
• Streets where volume control is required
• Prevent cut through traffic by eliminating access onto a residential street
Advantages
• Reduces traffic volume on street
• Inexpensive to install
• Can be tailored to be time of day and day of week
Disadvantages
• Limits access to local homeowners
• Requires enforcement since there is no physical barrier
• Traffic may shift to an adjacent street or neighborhood
Variations:
• Can use striping, pavement markings and/or a physical barrier to emphasize turn restrictions
Special Considerations:
• Care must be taken not to shift problem to an adjacent street or neighborhood
Cost: $200 per sign
Ippenudix A --_ .Traffic Callliirrfl4i 'IbdlHbox
Page :14
MOLfllt iM
FiJerndyN6glhboriwod Streets III" it giurar ���Co.� a
Vehicular Il si lire ..-. Changirig Traffic V III L]i iiiin
Description
A diverter is a physical barrier that prevents access to specific legs of an intersection. They may or
may not be landscaped but have appropriate signage to safely guide motorists
Application
• Streets where volume control is desired
• Prevent cut through traffic by eliminating entry onto a residential street
Advantages
• Reduces traffic volume on street
• Bicycle and pedestrian access still provided
Disadvantages
• Prohibits or limits access to local homeowners
• Prohibits or limits access to emergency vehicles
• Traffic may shift to an adjacent street or neighborhood
Variations:
• Full diagonal diverter bisects an intersection
• Semi-diverter prohibits access into a residential area but allows vehicles to exit
Special Considerations:
• Care must be taken not to shift problem to an adjacent street or neighborhood
• Fire Department and Police Department input necessary with design
Cost: $5,000 to $10,000 depending on design
Appendix A .--_ Trafflc C6lrning Ibollbox
Page :im 5
FiJerndyN6glhboriwod Streets IlRr giura r ���Co.� a
Vehicular Il si iir , Changirig Traffic V III tli jinn
Description
An intersection median barrier is a raised island along the center of a two-way street extending
through an intersection to prevent specific turning movements with appropriate signage
Application
• Streets where volume control is desired
• Prevent cut through traffic by controlling left -turn and side street through movements
Advantages
• Reduces traffic volume on street
• Reduces potential for collisions at intersection by eliminating left -turns
• Landscaping improves aesthetics along street
• Breaks up sight lines on straight streets
Disadvantages
• Limits access to local homeowners and emergency vehicles
• Increase in U-turns at ends of medians
• May require some on -street parking removal
• Creates physical obstruction in the travel way
• Traffic may shift to an adjacent street or neighborhood
Variations: None
Special Considerations:
Care must be taken not to shift problem to an adjacent street or neighborhood
Fire Department and Police Department input necessary with design
Important to maintain pedestrian and bicycle access
Cost: $5,000 to $10,000 depending on design
Ippenudix A .--_ .Traffic Callkrrfl4i .'Ibdlllbox
Page :16
IllOrflrml. IlRiroq)rr:Mt om
�...
=iirii iiin�cllll IN6glhbarlhood Streets IlRr gi'air $� � a
E" E
Vehicular (Measure-— Changirig Traffic OII t]i iiiin
Description
A street closure is a physical barrier across a street eliminating all vehicle access. Appropriate
signage is used to warn motorists of condition
Application
• Streets where volume control is desired
• Prevent cut through traffic by eliminating access onto a residential street
Advantages
• Reduces traffic volume on street
• Reduces noise associated with vehicles
Disadvantages
• Prohibits access to local homeowners
• Prohibits access to emergency vehicles
• Traffic may shift to an adjacent street or neighborhood
Variations:
• Midblock closure creating a dead-end street
• Half Closure
Special Considerations:
• Care must be taken not to shift problem to an adjacent street or neighborhood
• Fire Department and Police Department input necessary with design
• Important to maintain pedestrian and bicycle access
Cost: $5,000 to $10,000 depending on design
Ippenudi .--_ Traffic Callliirrfl4i .'Ibdll Ibox Page :17
FiJeirndyN6glhbariwod Streets Program ���Co.� a
CURB EXTENS"
Pedestrian Safety easullr"e
Description
A curb extension is a segment of street narrowing at an intersection where existing street edges or
curbs are extended toward the center of the street. They have appropriate signage to safely guide
motorists
Application
• Wide streets with a significant amount of traffic
• Intersections where a pedestrians do or could cross the street
Advantages
• Reduces pedestrian crossing distance and time
• Makes pedestrian crossing points more visible to motorists
• Prevents on -street parking near intersection
• Minimal impact on emergency vehicle response
Disadvantages
• Snow removal, leaf pick-up and street sweeping operations more difficult
• Narrowed travel lanes may cause bicycle / vehicle conflict
Variations:
• Install on one or both intersecting streets
• Extend edge or curb on one or both sides of streets
• Decreasing radius returns size (narrowing intersection)
Special Considerations:
• Should not be used on existing narrow streets
• Drainage will need to be considered as the curb lines are shifting
Cost: $5,000 to $10,000 depending on design, more with drainage impacts
1ppenudix A --_ .Traffic Callkrrfl4i 'IbdlHbox
MOLfllt iM
1=iirii iiin� 111 IN6glhbo�rlhood Streets III" it gi'air a
REFUGE' ISLAND
Pedestrian is n Sa,f"C-.,'ty MeasuIlr"e
Description
A pedestrian refuge is a raised island in the center of a two-way street. The island has a gap in the
curb creating two segments allowing passage for pedestrians.
Application
• Wide streets with a significant amount of traffic
• Intersections or midblock locations where pedestrians do or could cross the street
Advantages
• Allows pedestrians to cross half the street at a time
• Makes pedestrian crossing points more visible to motorists
• Minimal impact on emergency vehicle response
• Minimal drainage impacts
Disadvantages
• Requires some on -street parking removal
• Narrowed travel lanes may cause bicycle / vehicle conflict
• Creates physical obstruction in the travel way
Variations:
• Use brick or textured pavement as landscaping alternative
Special Considerations:
• Should not be used on existing narrow streets without widening at the crossing
• Would not include Rectangular Rapid Flashing Beacons except on very high-volume streets
Cost: $5,000 to $10,000 depending on design and length of the island
Appendix A .--_ Trafflc C6lrning IbIIbox
Page :19
IllOrflrmt IIRrrsll )rr:Mt om
�...
FiJeirndyN6glhbarlhood Streets Program ���Co.� a
RAISED CROSSWALK
Pedl stdari Seety IMeasure
Description
A raised crosswalk is a variation of a flat-topped speed table. A raised crosswalk is marked and
signed as a pedestrian crossing.
Application
• Side streets to slow turning vehicles turning off arterial roads
• Midblock locations near large pedestrian generators and schools
Advantages
• Requires cars to slow down at crosswalks
• Increases visibility of pedestrians
• No impact to on -street parking
Disadvantages
• Impacts to emergency vehicle response
• Possible drainage issues
• Increased vehicle noise
• Snow removal, leaf pick-up and street sweeping operations more difficult
Variations:
• Raised Intersections
Special Considerations:
• Fire Department and Police Department input necessary with design
Cost: $10,000 plus depending on design and drainage impacts
Ippenudi .--_ Traffic Callkrrfl4i .Tbdllt)ox Page 20.
OL iirmt IIRirr sII[.)r ct
FiiJei i nd IN6glhbarlhood Streets Program
ADVISORY E LAIVES
dBicycle Saf(zty measure
Description
Dashed advisory bike lanes where bicyclists have the right of way and vehicles share a center lane.
Application
• Signed bicycle routes with relatively low volume
Advantages
• Provides dedicated space for bicyclists
• No impact on emergency response
• Visually narrows the street slowing traffic
Disadvantages
• On most streets requires removal of on street parking on at least one side
Variations: None
Special Considerations:
• Education required prior to implementation of design
• Street functions similarly to when cars are parked on both sides of narrow streets
Cost: $2 per foot for striping
Ippenudi .--_ .Traffic Callkrrfl4i .TbdIIt)ox Page 21
IllOrflrmi. IIRrrsll )rr:Mt om
�...
FiJeirndyN6glhbarlhood Streets Program ���Co.� a
LKE LANES
Description
Bike lanes, buffered bike lanes and protected bike lanes. Buffered bike lanes include a painted
buffer zone, protected bike lanes include concrete protection to separate bikes and vehicles.
Application
• Signed bicycle routes with wide street widths and high traffic volumes
Advantages
• Provides dedicated space for bicyclists
• No impact on emergency response
• Visually narrows the street slowing traffic
Disadvantages
• May require removal of on street parking depending on street width
• Requires wide streets or streets with limited parking to provide enough space for two-way traffic
• Protected bike lanes may make snow removal, leaf pick-up and street sweeping operations more
difficult
Variations:
• Combined parking and bike lanes
• Two -Way Cycle Tracks
• Counterflow bike lanes
Special Considerations:
• Driveway access with protected bike lanes
Cost: $4 per to $10 per foot for standard and buffered bike lanes, an additional $40 a foot for
protected bike lanes
Ippenudi .--_ Traffic Callkrrfl4i .Tbdllt)ox Page 22.
IllOrflrmt IIRrrsll )rr:Mt om
�...
FiJeirndyN6glhbarlhood Streets Program ���Co.� a
RIKE AND SIGNAGE AT'
Bicycle Safety IlMeasure
Description
Bike pavement markings and signage at intersections where a street crosses a signed bike route
without traffic control. Many of the Village's on street signed bike routes cross streets with stop
control on the bike route street only. Additional signage and pavement markings through the
intersection will increase visibility and awareness for bicyclists.
Application
• Streets that intersect a bike route that does not have traffic control
• Intersections where two signed bike routes cross
Advantages
• Provides dedicated space for bicyclists
• Raises awareness to drivers that bicyclists may be present
• No impact on emergency response
• Visually narrows the street slowing traffic
Disadvantages
• Requires bi-yearly maintenance to refresh pavement markings
Variations:
• Can be combined with other intersection traffic calming measures
Special Considerations: None
Cost: $200 per sign, $500 - $4000 for pavement marking
Ippenudi A .--_ Traffic Callkrrfl4i .Tbdllt)ox Page 23
l larrflrmt IIRIIroq )ect ....
FlJelrndyN6glhbarlhood Streets Program ��
PROTECTED' E .
Bicycle Saf-(-."Ay Measure
Description
Protected Intersections physically separate bicyclists from motor vehicles at the corner of
intersections. Concrete islands are installed at the corners providing space for bicyclists to wait and
safely navigate the intersection.
Application
• Large intersections where signed bike routes meet
• Intersections with a signed bike route where traffic calming is desired
Advantages
• Provides dedicated space for bicyclists
• Separates bicyclists from pedestrians
• Slows cars by reducing the size of the intersection
• No impact on emergency response
Disadvantages
• Drainage impacts
• Potential to affect truck turning movements
• Snow removal, leaf pick-up and street sweeping operations may be more difficult
• Expensive
• Requires large amount of space to implement
Variations: None
Special Considerations: None
Cost: Greater than $50,000 depending on design and drainage requirements
li lin ainudix A --_ Traffic Callkrrfl4i .Tba llllt)ox
Page 24.
MAYOR MountProspect VILLAGE MANAGER
Paul Wm. Hoefert Michael J. Cassady
TRUSTEES
Agostino S. Filippone
Terri Gens
John J. Matuszak
Michael A. Zadel
Richard F. Rogers
Colleen E. Saccotelli
r&i I Tn nPF)PR
Village of Mount Prospect
Public Works
DIRECTOR OF PUBLIC WORKS
Sean Dorsey
1700 W. Central Road, Mount Prospect, Illinois 60056
MINUTES OF THE MOUNT PROSPECT
TRANSPORTATION SAFETY COMMISSION
Phone: 847/870-5640
Fax: 847/253-9377
www. mou ntprospect. org
The meeting of the Mount Prospect Transportation Safety Commission was called to order at 7:00 p.m.
on Monday, December 11, 2023.
ROLL CALL
Present upon roll call: Justin Kuehlthau Chairman
Tina DeAragon Commissioner
Jeffrey Nejdl Commissioner
Joesph Vena Fire Department Representative
Scott Moe Public Works Department Representative
Luke Foresman Civil Engineer—Staff Liaison
Absent: Jeffrey Nejdl Commissioner
(Commissioner Nejdl arrived at 7:10 PM)
Christopher Prosperi Vice Chairman
Others in Attendance: Matthew Lawrie Village Engineer
Vito Li Rosi Resident
APPROVAL OF MINUTES
Chairman Kuehlthau, seconded by Representative Moe, moved to approve the minutes of the regular
meeting of the Transportation Safety Commission held on November 13, 2023. The minutes were
approved by a vote of 5-0.
CITIZENS TO BE HEARD
None.
TSC Meeting Page 1 of 6 December 11, 2023
OLD BUSINESS
No old business.
NEW BUSINESS
DRAFT Friendly Neighborhood Streets Program
Staff Liaison Foresman presented the draft Friendly Neighborhood Streets Program to the Commission by
highlighting the following items:
Background:
The Transportation Safety Commission charged Engineering Staff with updating the Village's Traffic
Calming Program in the summer of 2023. This was in response to residents who have requested traffic
calming measures but have been unable to pursue a project due to their streets not meeting the existing
minimum criteria.
Existing Program:
The existing program was adopted in 2011 and was designed to address the streets with the highest
recorded speeds and volumes. Since adoption, the Village has completed numerous traffic calming
projects as shown in the included map. However, after addressing these streets, the eligibility criteria is
too high for the next round of streets to be addressed.
Proposed Program:
The Engineering Division created the Friendly Neighborhood Streets Program as an update to the existing
traffic calming program. The new name was chosen to reflect a more holistic approach to managing
speeds on neighborhood streets and making them safer for pedestrians and bicyclists at the same time.
The program includes best practices when it comes to managing speeds. Overall, the draft program makes
25.72 miles (19%) of Village streets eligible, up from 9.78 miles (7%) of Village streets with the existing
program.
Proposed Criteria:
• 85th Percentile Speed 7 MPH over the speed limit, down from 9 MPH over the speed limit
• Average Speed 3 MPH over the speed limit, down from 5 MPH over the speed limit
• Traffic Volume criteria remains the same
Additional changes and highlights in the Friendly Neighborhood Streets Program:
• The primary outcome of this program is to increase safety for all users, including vehicles,
pedestrians and bicyclists, by reducing vehicle speeds and excessive volumes on neighborhood
streets.
• When a traffic calming project is being developed, pedestrian and bike facilities (if on a bike route)
will be automatically considered and incorporated into the project as appropriate.
• With this program, the Village will be more proactive in seeking traffic calming projects on streets
that are part of the annual resurfacing program. These projects will still go through the same
process, but the Village will initiate them. This will be the most cost effective and least disruptive
way to construct traffic calming projects.
TSC Meeting Page 2 of 6 December 11, 2023
• Residents who wish to initiate a traffic calming project will be required to show neighborhood
support prior to the Engineering Division conducting a traffic study. As part of creating the
Friendly Neighborhood Streets Program, the Engineering Division created a database and maps
combining over 2000 traffic studies that have been conducted in the Village. Staff will be able to
use this data to inform residents of the likelihood of the street qualifying for a traffic calming
project when they reach out. As most of this data is from 2006 — 2010, a new traffic study will
most likely be required to confirm existing conditions on a particular street, but we have found
little change in speeds over the years unless there has been new development.
• Once the traffic calming process is initiated and a design is chosen, the project area will be
balloted for approval of the project. For this balloting process, more than 50% of the ballots will
need to be returned against the project to prevent a recommendation to the Transportation
Safety Commission. A non -response will be considered a vote for the traffic calming project. This
is to prevent a vocal minority from stopping a project when studies have shown traffic calming
has a positive effect on the livability of a neighborhood.
• Speed humps have been removed from the traffic calming toolbox. They have been trialed in the
Village in the past and were ultimately removed for various reasons. Since they are one of the
first items residents request, Staff wants to be up front about them not being recommended in
the Village. Raised crosswalks, which are like speed humps, are included in the toolbox as they
have a positive impact on pedestrian safety as well as calming traffic.
• The Village Board will have final approval on traffic calming projects.
Comparison Table
2011 Traffic Calming Program
2023 Friendly Neighborhood Streets Program
Street Eligibility
85 Percentile Speed 9 MPH above speed limit
85 Percentile Speed 7 MPH above speed limit
Average Speed 5 MPH above speed limit
Average Speed 3 MPH above speed limit
Traffic Volume 1000 vehicles per day
Traffic Volume 1000 vehicles per day
9.78 Miles (7%) of Village Streets eligible
25.72 Miles (19%) of Village Streets eligible
Other Changes
Includes pedestrian and bicycle safety
Focus on reducing vehicle speed
improvements along with reducing vehicle
speed
Requires 66% of ballots to be returned in favor of
Requires 50% of ballots against a project to stop
a project for a project to be approved
a project. No response is considered a vote for
the project
Traffic Calming Process initiated at first resident
Traffic Calming Process initiated after
complaint
demonstrated neighborhood support
TSC Meeting Page 3 of 6 December 11, 2023
The Commission provided the following comments:
• General discussion on what streets are eligible and what can be done on streets that are not
included in the program. Liaison Foresman indicated the Village would review issues on non -
neighborhood streets on a case-by-case basis and would need to work with IDOT or Cook County
as most of the arterial roads in town are not under Village Jurisdiction.
• General discussion on bikes and pedestrians being included in the program. Indication that bike
routes need more than just signage to inform drivers that bicycles are present.
• Benches being included was brought up. Liaison Foresman indicated the idea behind the benches
is to try to incorporate pedestrian friendly infrastructure outside of downtown. They will need to
be incorporated in the right project, but they were included in a program to be an option going
forward.
• Meetings were discussed. Liaison Foresman indicated meetings were intended to be held on site
to be as accessible to residents as possible, but location could be varied based on the specific
project.
• The Commission questioned their role in the process. Liaison Foresman indicated their formal
involvement will occur at the Transportation Safety Commission meeting when the ballots and
project is discussed. Prior to this, it is staff's intention to keep the Commission informed of any
traffic calming projects and what stage they are in, including inviting the Commission to any on-
site meetings. On a project -by -project basis, a project can be added to a Commission Meeting's
agenda to discuss the issue prior to balloting.
• General discussion of maintenance with various traffic calming devices. Liaison Foresman and
Public Works Representative Moe explained that any change in street geometry can increase
maintenance costs, either by increasing staff time for snow removal, leaf removal and street
sweeping, or repairs required when traffic calming measure are hit be vehicles. The Engineering
Division works closely with the Streets Division when developing plans to ensure maintenance is
taken into consideration. In general, the larger effect a traffic calming measure has on vehicle
speed, the harder it is to maintain.
• Comments to highlight collaboration with Police to address traffic issues.
• Comment to review the education section to further describe tools to help educate the public.
• Comment to include sustainability measures as appropriate.
• Comment that some projects may not require temporary measures.
• Comment to try to shorten the process.
Liaison Foresman then indicated the draft plan will be published on the Village website. Communication
will go out to the public informing them of the revisions and requesting their comments.
Staff will revise the draft program incorporating changes from comments we receive. The revised program
will then be presented to the Transportation Safety Commission for approval. After the Commission
approves the program, it will be sent to the Village Board for adoption.
No action is required by the Commission at this time.
Complete Streets Annual Summary
The Village of Mount Prospect adopted a Complete Streets Policy on February 4, 2020. As part of the
policy, the Engineering Division will annually present to the Commission the results of eight performance
measures as outlined in the policy. These performance measures were compared to 2021 and 2022 as
presented in the table below:
TSC Meeting Page 4 of 6 December 11, 2023
Complete Streets Annual Summary Numbers
Performance Measure
Unit
2021
2022
2023
Miles of On Street Bike Routes
Miles
15
29
29
Number of New Bike Parking Spaces
Each
0
0
0
Linear Feet of New or Reconstructed Sidewalk
Feet
38,731
48,405
50,836
Number of New or Reconstructed Curb Rams
Each
178
176
231
Number of New, Improved or Repainted
Crosswalks
Each
627
216
379
Number of New Parkway Trees
Each
505
631
580
Number of New or Rehabilitated Transit Stops
Each
0
0
4
ADA Complaint Upgrades
Sidewalk
Squares
11775
11126
914
Liaison Foresman provided a brief presentation on the issues. He summarized efforts of the Public Works
Department in 2023 as it relates to the Complete Streets Policy. No formal action was necessary or taken.
Update on Various Village Transportation Projects
Liaison Foresman provided a brief overview of the following projects to the Commission:
Projects Completed or Under Construction in 2023:
• Central Road and Cathy Lane Crosswalk—Substantially Complete
• Annual Resurfacing Program
• Annual Sidewalk Program
• Central Road — Mount Prospect Road — Rand Road — Intersection Project — Under Construction
• Business Center Drive Road Diet
• IL 83 Resurfacing (At Prospect Avenue)
• Mount Prospect Road — Northwest Highway — Prospect Road — UPRR Intersection Improvements
2024 Tentative Project Studies and Design
• Arterial Bike Network Study
• Kensington Road SRTS Project (CN Railroad Crossing Upgrade) — Construction 2025
• Algonquin Road Shared -Use Path, Sidewalk and Street Lighting — Construction 2026
• Rand -IL 83 -Kensington Phase II Design — Construction 2026
• Melas — Meadows Bridge Phase II Design — Construction 2026
• Schoenbeck Road Sidewalk and Resurfacing—Construction 2025
• Northwest Highway — Central Road — Prospect Avenue — UPRR Intersection Study— Phase I Design
• Wolf Road Long Term Study — Phase I Design
2024 Tentative Construction Projects
• Rand -Central -Mount Prospect Finish Construction
• Central Road and Cathy Lane Mast Arm Installation
• Central Road STP Resurfacing — Rand Road to Wolf Road
• IL 83 — Busse Road Crosswalk (Future TSC)
• Street Resurfacing
• New Sidewalk Program — Wolf Road (Com Ed ROW)
TSC Meeting Page 5 of 6 December 11, 2023
• Business Center Drive Off Street Bike Improvements
Other Projects
• Busse Road Reconstruction — Construction 2025
Recent Grant Awards
• Melas — Meadows Bridge Phase II & Phase III — ITEP - $3,000,000
• Melas — Meadows Bridge Phase II & Phase III — STP - $2,033,824
• Rand — IL 83 — Kensington — Congressional Appropriation - $7,000,000
• Kensington Road — Federal Local Rail -Highway Crossing Safety Program - $294,500
• Arterial Bike Network Study - $280,000
No formal action was necessary or taken.
COMMISSION ISSUES
Commissioner Nejdl brought up an item that was discussed at Coffee with the Council, a gap in sidewalk
along the north side of Lonnquist Boulevard between Busse Road and 1904 W. Lonnquist. Liaison
Foresman indicated Public Works was made aware of the item this morning and will be looking into it.
The Village typically fills in sidewalk gaps as part of the annual Street Resurfacing Program.
Staff Liaison Foresman indicated the Village investigated speed limit signs on Hunt Club Drive and found
them to be installed with acceptable spacing. The new traffic calming program, when approved, may
provide additional ways for the neighborhood to work with the Village to address traffic issues on the
street.
ADJOURNMENT
With no further business to discuss, the Transportation Safety Commission voted 6-0 to adjourn at 8:30
p.m. upon the motion of Chairman Kuehlthau. Commissioner Nejdl seconded the motion.
Respectfully submitted,
µ
Luke Foresman, P.E.
Civil Engineer
H:\Engineering\Traffic\safety_commission\_MINUTES\2023\12-December TCS Traffic Calming\TSC-12-December 2023 Minutes.clou
TSC Meeting Page 6 of 6 December 11, 2023
MAYOR
MountProspect VILLAGE MANAGER
Paul Wm. Hoefert
Michael J. Cassady
TRUSTEES
DIRECTOR OF PUBLIC WORKS
Agostino S. Filippone
Sean Dorsey
Terri Gens
John J. Matuszak
Michael A. Zadel
Phone: 847/870-5640
Richard F. Rogers
Fax: 847/253-9377
Colleen E. Saccotelli
www.mountprospect.org
Village of Mount Prospect
Public Works
1700 W. Central Road, Mount Prospect, Illinois 60056
DRAFT
MINUTES OF THE MOUNT PROSPECT
TRANSPORTATION SAFETY COMMISSION
rAl I Tn nQnGD
The meeting of the Mount Prospect Transportation Safety Commission was called to order at 7:00 p.m.
on Monday, February 12, 2024.
ROLL CALL
Present upon roll call
Absent:
Justin Kuehlthau
Christopher Prosperi
Tina DeAragon
Jeffrey Nejdl
Nicholas Mavraganis
Scott Moe
Luke Foresman
Joesph Vena
Others in Attendance: Terri Gens
Kenneth Brey
APPROVAL OF MINUTES
Chairman
Vice Chairman
Commissioner
Commissioner
Police Department Representative
Public Works Department Representative
Civil Engineer —Staff Liaison
Fire Department Representative
Village Trustee 101 S. Elm Street
Resident 13 N. Pine Street
Commissioner DeAragon, seconded by Chairman Kuehlthau, moved to approve the minutes of the regular
meeting of the Transportation Safety Commission held on December 11, 2023. The minutes were
approved by a vote of 6-0.
CITIZENS TO BE HEARD
None.
TSC Meeting Page 1 of 4 February 12, 2024
OLD BUSINESS
Friendly Neighborhood Streets Program
Staff Liaison Foresman presented the updated Friendly Neighborhood Streets Program to the Commission
by highlighting the following items:
Background:
• The Transportation Safety Commission charged Engineering Staff with updating the Village's
Traffic Calming Program in the summer of 2023.
• The Engineering Division developed the Friendly Neighborhood Streets Program.
• Draft Friendly Neighborhood Streets Program was presented to the Transportation Safety
Commission in December.
• Transportation Safety Commission and public comments were received and incorporated into this
updated version of the Friendly Neighborhood Streets Program.
• This meeting is to get any final comments and recommend forwarding the Program to the Village
Board for adoption.
Comparison Table
2011 Traffic Calming Program
2023 Friendly Neighborhood Streets Program
Street Eligibility
85 Percentile Speed 9 MPH above speed limit
85 Percentile Speed 7 MPH above speed limit
Average Speed 5 MPH above speed limit
Average Speed 3 MPH above speed limit
Traffic Volume 1000 vehicles per day
Traffic Volume 1000 vehicles per day
9.78 Miles (7%) of Village Streets eligible
25.72 Miles (19%) of Village Streets eligible
Other Changes
Includes pedestrian and bicycle safety
Focus on reducing vehicle speed
improvements along with reducing vehicle
speed
Requires 66% of ballots to be returned in favor of
Requires 50% of ballots against a project to stop
a project for a project to be approved
a project. No response is considered a vote for
the project
Traffic Calming Process initiated at first resident
Traffic Calming Process initiated after
complaint
demonstrated neighborhood support
TSC Meeting Page 2 of 4 February 12, 2024
Comments Received:
• Comments were accepted from December 27th, 2023 to January 12th, 2024.
• 46 Comments Received
o 30 related to individual traffic issues
o 16 related to the program
• Minor changes were made to the draft program based on comments received
• The Village will follow up with the individual traffic issues after the new program is adopted to
inform residents they can now formally request a traffic calming project
Changes to draft Friendly Neighborhood Streets Program
• Grammatical, spelling and map corrections
• Greater emphasis on schools
• Temporary measures will only be installed as necessary
• Added additional items to the toolbox under variations
• Emphasized Police coordination
Additional change recommend by Staff after agenda went out:
The following should be added to the program,
"If a project is not approved by the Safety Commission and there is not neighborhood support (over 50%
of votes returned against the project), then the minority may request the Village have the project
forwarded on to the Village Board for a final decision.
If the Board agrees to hear the project, an extortionary vote would be required to approve the project (5
of 7).
This is recommended to be added to the program to provide residents in the minority a formal way to
request a project be presented to the Village Board if the Transportation Safety Commission does not
recommend the project and there is not neighborhood support for the project.
Discussion:
Commissioner Nejdl asked about education and what is included; this question was further expounded by
Trustee Gens in the audience. Liaison Foresman indicated the education included in this program is for
immediate traffic issues, not Village wide education programs. However, Staff is aware of new grant
opportunities within the Safe Routes to Schools program that include an education component the Village
may pursue in the future.
Commissioner Nejdl indicated that anything out of the ordinary can get drivers attention, so was in favor
of the additional pavement markings on the street. He asked about zig-zag lines leading up to crosswalks.
Liaison Foresman indicated those were not currently in the Manual of Uniform Traffic Control Devices,
but the Village would continue to monitor if they become compliant in the future.
Vice Chairman Prosperi raised concerns over a vocal minority pushing a project through without other
residents knowing. Liaison Foresman responded by indicating that traffic calming projects have been
shown to have safety benefits so the Village wants to continue to build them. The revision in this program
making a no response a "yes" vote instead of a "no" vote is to advance beneficial projects. However,
resident input is important. There are 3 separate mailings to each of the residents within a project area
and one on site meeting, so four opportunities for the public to be informed on a project. Additionally,
to start the traffic calming process, a petition is required with at least 10 signatures or 30% of the initial
TSC Meeting Page 3 of 4 February 12, 2024
project area, whichever is greater. This ensures there is a minimum level of neighborhood support for
traffic calming.
Vice Chairman Prosperi asked about the concrete planters included in the Traffic Calming Toolbox. Liaison
Foresman indicated they were included as an option, as they have been used successfully elsewhere in
the country. They are also relatively cheap and easy to install or remove. However, the Engineering Staff
have no immediate projects in mind for the planters. They would require robust public outreach and
discussions at the Village Board before implementation since they would be new to the Village.
Trustee Gens commented that she was happy with the emphasis put on schools. Commissioner DeAragon
agreed and was happy with the changes since the first draft of the program.
Mr. Brey made various comments on bike infrastructure throughout the Village. He also asked about
project limits. Liaison Foresman indicated project limits would vary by project, but in general they will be
more local than neighborhood wide. Engineering Staff will determine limits for voting based on properties
that will be directly affected by the proposed improvements.
Chairman Kuehlthau motioned to recommend forwarding the Friendly Neighborhood Streets Program as
presented (including the addition discussed formalizing a way for the minority to request the Village Board
hear a project if it is not recommended by the Transportation Safety Commission) to the Village Board for
adoption. Commissioner Nejdl seconded.
The motion was approved by a vote of 6-0.
COMMISSION ISSUES
Staff Liaison Foresman informed the Commission of the Arterial Bike Network Study and invited them to
the Community Open House on Wednesday, February 21St from 5 p.m. — 7 p.m. in the Community Room
at Village Hall. More information on the project can be found at the project website:
www.mountprospectbikestudy.org
ADJOURNMENT
With no further business to discuss, the Transportation Safety Commission voted 6-0 to adjourn at 7:50
p.m. upon the motion of Chairman Kuehlthau. Commissioner DeAragon seconded the motion.
Respectfully submitted,
µ
Luke Foresman, P.E.
Civil Engineer
H:\Engineering\Traffic\safety_commission\_MINUTES\2024\2-February TCS Traffic Calming\TSC-2-February 2024 Minutes.docx
TSC Meeting Page 4 of 4 February 12, 2024