HomeMy WebLinkAbout10.1 Presentation of the Mount Prospect Transit StudyM+awn �'xyt�lts�=e
Item Cover Page
Subject Presentation of the Mount Prospect Transit Study
Meeting August 19, 2025 - REGULAR MEETING OF THE MOUNT
PROSPECT VILLAGE BOARD
Fiscal Impact (Y/N)
Dollar Amount
Budget Source
Category COMMITTEE OF THE WHOLE DISCUSSION ITEM
Type Presentation
Information
A key component of the Mount Prospect Strategic Plan is the Aging in Community initiative. In
2023, the Age Friendly Task Force completed a three-year action plan which identified
transportation as one of the five priority areas, with the goal of increasing access to
transportation for all Mount Prospect via public and other transportation programs. Objectives
of this goal included hiring an independent firm to conduct a transit study in Mount Prospect to
identify gaps in service and barriers to accessing transportation for community members with
a focus on older adults and persons with disabilities.
The last transit study completed for the Village of Mount Prospect in 2009 identified key issues
including service gaps and demand for continuous north -south bus service. These issues still
exist for residents who rely on public transportation for various reasons including aging -related
issues and economic barriers to owning a car.
Discussion
Purpose
The purpose of the study is to better understand the transportation needs and barriers to
accessing transportation of Mount Prospect's transit -dependent population. The study includes
a review of existing conditions, public and stakeholder engagement, and a transit analysis
which will help to identify opportunities and develop recommendations to improve mobility for
current and future users of the transit network.
Reauest for Proposal Process
A Request for Proposals for consultant firms to conduct a transit study in the Village of Mount
Prospect was posted on the Demandstar website.
Key tasks to be performed included:
Assess current transportation options and identify service gaps.
Identify barriers to using transportation services.
Host a public meeting and/or meet with seniors and residents facing transportation
barriers.
• Explore opportunities for local and regional partnerships.
• Prioritize recommendations for services that would address gaps and barriers and
identify any future Village costs.
• Present final study to the Village Board.
The Village received three proposals. The consulting firms' technical and cost proposals were
reviewed based on their understanding of project goals and their methodology of the study
process. All three firms were interviewed by a panel of Village staff and rated according to
content, scope, understanding of project goals, cost and organizational capacity and
experience. At the conclusion of the interview process, Civiltech was identified as the preferred
firm with Nelson Nygaard as a subconsultant.
On September 17, 2024, the Human Services Department presented the proposal from
Civiltech to conduct a transit study for the Village of Mount Prospect for an amount not to
exceed $98,000. The Village Board approved this proposal. The cost of the Transit Study was
covered by funds from The American Rescue Plan Act.
Transit Studv
The study was initiated in the fall of 2024 and began with a review of existing conditions,
including socioeconomic data, transit infrastructure, travel patterns and a comprehensive
inventory of transit services. Community engagement was an essential part of the Transit
Study. One-on-one meetings with various transit agencies, transportation operators, or
municipalities that run or contract transportation services provided insights into the challenges
and opportunities of running their own services.
Input from Mount Prospect residents was sought via focus groups held at two senior housing
buildings. Participants had varying experience and reliance on public transportation but noted
their potential need for alternative options, other than a personal vehicle, in the future. Many
were unaware of all available options, and some expressed that physical access and safety
getting to transit is a major barrier. Many preferred a more individual curb to curb service for
both comfort and physical accessibility.
A pop-up event was held in South Mount Prospect at the RecPlex in conjunction with a
community listening session for the Community Needs Assessment. Feedback included
concerns about safety, both reaching transit stops and crossing intersections near bus stops,
and the general lack of connectivity between north and south areas of Mount Prospect.
Residents expressed an interest in expanding Pace On -Demand service in Mount Prospect
similar to that offered in Arlington Heights.
In addition to focused engagement and one-on-one conversations, a public survey was open
between February and April 2025 and was accessible online and as a hard copy. The survey
was available in both English and Spanish. Over 600 respondents completed the survey.
Survey respondents noted several barriers to access public transportation or to reach their
destination including:
• Transit does not go where needed
• Need for more frequent service
• Transit only serves a portion of trip
• Transit stops are too far from home
General Recommendations
Based on the transit analysis and feedback from community engagement, it is clear there are
varying needs reflecting the diversity of the community. The report provides the following five
recommendations to address a gap in service, each playing a role in creating a stronger
transportation system:
A. Establish New Transit Service
• Fixed -Route Shuttle
• Microtransit with Hubs
B. Explore Transit Alternatives
• Taxi or Rideshare Subsidy Program
• Collaboration with Neighboring Communities and Local Transportation Providers
C. Adjust Current Transit Service
• Pace Fixed -Route Transit Service
D. Improve Access to Transit
• Improve Pedestrian Access
• Improve Bus Stop Infrastructure
E. Increase Transit Awareness
• Mobility Management Program
• Transit Awareness Initiative
This report also includes transit case studies, both locally and nationally, with communities
comparable to Mount Prospect. These case studies offer valuable insights and potential options
for meeting Mount Prospect's needs.
Conclusion
This transit study provides the Village of Mount Prospect with comprehensive data to guide
decision -making regarding the future of transportation in and around Mount Prospect. This
assessment was conducted by Civiltech under contract with the Village of Mount Prospect. The
findings and recommendations reflect extensive community input gathered through culturally
responsive methods including multilingual survey, targeted outreach to underserved
populations, and engagement with transit providers serving vulnerable populations.
Civiltech will present the transit study findings and recommendations.
Follow the link below to the final report:
Mount Prospect Transit Study Final Report 081125.pdf
Alternatives
1. Civiltech will present the Transit Study findings and recommendations.
2. Action at the discretion of the Village Board.
Staff Recommendation
This is an informational presentation.
Attachments
1. Mount Prospect Transit Study_Village Board Presentation_081925
2. Mount Prospect Transit Study_Final Report_081125
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2 Mount Prospect Transit Study \�v
Section 1: Study Overview ........................................................................ 5
Study Goals and Purpose ............. ........ ... -- ........ -- .... ...... --- .......... 6
Study Timeline and Approach .................................................. .......... — ................ _ 7
Planning Considerations ....... ....... -- .................. __ 7
Why Develop this Plan Now? ................................. .................. 14
Section 2: Current State of Transit ........................................ .................. 17
Existing Services .... ... ........ ....... ___ ... __ 19
Transit in Mount Prospect .... — ................. .................... 19
Potential Transit Market ................ ........... 24
Section 3: Community Engagement ........................................... — .......... 43
What We Heard .............. .............. 45
How We Got The Word Out 53
Section 4: Transit Case Studies .................................................................. 55
Local Case Studies ......... ........ -- .... -- 56
NationwideCase Studies ..................................................................................................... 60
Section 5: Mobility Solutions .................................................. — ................
65
Establish New Transit Service ............ ... -- ......... ........... ---
68
Explore Transit Service Alternatives ................
73
Adjust Current Transit Service ................. .............. --
75
Improve Access to Transit .... --- ............. ----.........,.,,,....a........--.........................
80
Increase Transit Awareness . ..................................................... .............. - ... - ..................
84
Section 6: Setting the Plan In Motion ...................................................... 89
EvaluationCriteria ........................... ............. ......... ........ -- ........ - ............ 90
Evaluation Matrix ............ — .............. ............. ......... ... ---- ........ - ... ........ 92
Recommendation Phasing .... — ................ --- .................................................................. . 93
FundingOpportunities .................. -- .............................................. -- .................. -- 96
\�V
Mount Prospect Transit Study 3
���ff����/�t/!/////�! /riii;, //, , ,,
VON
Mount Prospect Transit Study 5
This plan was developed to understand and serve the public transportation
needs of those ;' work, Mount
opportunities recommendations '/
improve mobility for
current and future users of the transit network.
The Village of Mount Prospect is dedicated to providing residents with diverse mobility options
that meet their varied needs. A key focus of the plan is ensuring that those who rely on transit
services, particularly older adults and other transit -dependent populations, have access in the
future. This plan establishes a framework that allows the Village to preserve and expand mobility
options to address evolving barriers, shifting trends, and future challenges to transit.
The Village of Mount Prospect has a robust transportation system — local roads, interstate
roadways, bicycle and pedestrian paths, Metra Commuter Rail, Pace Suburban Bus, and a range
of on -demand transit services. Despite available services, many residents are unable or choose
not to take advantage of existing public transit for a variety of reasons. This plan seeks to optimize
current resources for residents and to investigate potential transit opportunities to expand
mobility options.
The Village initiated this plan in Fall 2024. First steps
included a review of existing conditions such as travel
patterns and a comprehensive inventory of transit
services to understand how people travel within
Mount Prospect, as well as to nearby surrounding
destinations. The Village engaged community
members in early 2025 to gather first-hand
transportation experiences, including insights and
perspectives from residents. Feedback from a public
survey and stakeholder focus groups highlighted the
challenges current and potential transit users face
and opportunities for improvement. The project team
synthesized the data analysis, stakeholder feedback,
and research to create the final report, which includes
a list of transit recommendations.
Winter 2024 _ Spring 2025 Spring 2025 _ Summer 2025
Reviewi i Conditions Finalize r sit Recommendations
Develop Transit Recommendations + Develop FinalReport
Stakeholder Share Report Present
Focus Groups Pop -Up Evert Public Survey ir,.,r Village iir 4. .,Frd.
Feb 2025 Mor 2025 Mor - Apr 2025 Auguc i 2025
n�
While the focus of this plan is to improve transit
options for people traveling to, from, and within
Mount Prospect, it is vital to understand the regional
context of public transportation. Incorporating the
findings and recommendations of existing local and
regional initiatives and policies in this transit study
provides direction and helps guide recommended
improvements within the Village. Additionally, a
comprehensive picture of ongoing planning efforts at
the local level and in neighboring municipalities can
foster better coordination between governments and
agencies. Coordination between local and regional
governing bodies is crucial for the development of
a more effective transportation network. Recently
completed plans, along with ongoing studies, are
included on the following page. All current public
transportation services connect to neighboring
municipalities or regional networks, so understanding
these plans and their priorities could allow for future
regional improvements.
Mount Prospect Transit Study 7
IIIIIIII
Community Connections Center Needs Assessment (Ongoing, anticipated 2025)
In 2024, the Community Connections Center (CCC), a satellite location of the Human
Services Department located in South Mount Prospect, marked its 151" anniversary.
This location is a shared space with the Mount Prospect Public Library -South Branch.
The CCC has grown significantly over the last 15 years, both in size and in the range of
services it offers to the community. To ensure the CCC continues to meet the evolving
needs of residents, the Village is conducting a needs assessment to evaluate the
potential for expansion. The process includes a survey as well as focus groups, which
one session was coordinated with this Transit Study. An area of focus for the needs
assessment is transportation, including public transportation.
Arterial Bike Network Study (2025)
The Arterial Bike Network Study focuses on adding or
improving bike facilities on arterial corridors, which are
important roadways for connectivity within and beyond
Village boundaries. This plan presents network design
concepts that increase the bicyclist level of comfort along
arterial roadways with the goal of improving safety and
promoting active transportation. Active transportation
facilities such as sidewalks and shared -use paths can
provide key links to public transportation, often filling
critical "first -mile" and "last -mile" connections to
transportation facilities. Integration and coordination of
these efforts enhance transit accessibility and contribute
to network efficiency. Evaluated arterial roads with transit
connections as part of this bike study include Golf Road,
Dempster Street, Northwest Highway, and Wolf Road.
Aging in Community Action Plan (2023)
The Village launched the Aging in Community Initiative in 2019 with the mission of
strengthening community infrastructure and systems that enhance the lives of older
adults. The Action Plan lays out concrete goals and objectives that will enhance age -
friendly features of the community and advance Mount Prospect as an accessible,
inclusive community where older adults thrive and have the tools to navigate the aging
process. Transportation is a priority area and includes the goals of "decreasing barriers
to transportation for older adults" and "increasing access to all of Mount Prospect via
public and other transportation programs". The plan recognizes the heavy dependence
on private vehicles and the importance of public transit services, particularly for older
adults who can no longer drive themselves. Next steps include training older adults on
currently available transportation services as well as increasing access by addressing
barriers and gaps in service that older adults and people with disabilities face.
Mount Prospect Transit Study \�v
Connect South Mount Prospect Sub -Area Plan (2020)
The South Mount Prospect Sub -Area Plan 2020 Update is a long-range plan updated
for South Mount Prospect. The plan refines the framework of the goals, objectives, and
implementation program to create an inclusive south side, and a 'desired future,' for
residents and businesses. This plan notes the need for a better public transit connection
between South Mount Prospect and the rest of the Village, a need that has long been
expressed by the community. Connecting South Mount Prospect to major centers such
as the Mount Prospect downtown, Kensington Business Center, and Randhurst Village
can fill a major service gap within the Village. Currently, the average time to travel
north -south across the Village, by bus, is approximately 1.5 hours. Additionally, current
transportation for seniors and persons with disabilities have restrictive hours and routes.
I
»t
oiunlIII Prospect
A Comprehensive Plan for the Village of Mount Prospect
ADOPTED on N... he, 1, 2017
O,domomu H—b— 6346
11+1 ( afe(ra bug 100 yenrl am hFialu.lerrry�,frr,'Pfte,futurx,'
Envision Mount Prospect (2017)
Envision Mount Prospect is the most recent update to the
Village's Comprehensive Plan. The plan identifies issues,
opportunities, and trends in the community, and highlights
the Village's commitment to supporting the mobility
needs of residents and visitors. One guiding principle
directly addresses mobility and seeks to "ensure the
transportation system is well connected, provides alternate
modes of transportation, promotes an active lifestyle, and
is adaptable to the mobility needs of the community."
Specific goals include "provide a transportation system
that offers safe, healthy, and reliable forms of mobility
for people of all ages, income levels, and abilities" and
"ensure the adaptability of the transportation system to
address the changing mobility needs of the community."
This transit study supports and furthers these goals by
providing a comprehensive and up-to-date evaluation of
mobility needs and opportunities.
Public Transportation System Plan Report (2009)
The Public Transportation System Plan was initiated under the Regional Transportation
Authority (RTA)'s Community Planning Program, and makes recommendations for an
improved multi -modal system in Mount Prospect. The opportunities identified to
improve public transportation include addressing service gaps, implementation of
a north -south bus route, improved connections to key destinations, and enhanced
pedestrian and bikeway connections to transit facilities. The plan makes several
routing and service change recommendations for Pace bus routes 208, 694 (no longer
in service), and 234. It also calls for an expansion of Metra service, preparing for the
STAR Line before its cancellation. It saw on -demand services as an option in north
Mount Prospect, proposing the implementation of a Call and Ride service in the area.
Mount Prospect Transit Study 9
IIIIIII. n IIIII III'IIIIIII °� iiii III
Chicago Metropolitan Agency for Planning's Plan
of Action for Regional Transit (2023)
The Plan of Action for Regional Transit (PART) outlines
recommendations for securing funding from legislative
bodies for public transit improvements and programs.
This plan was created to address the significant revenue
loss facing transit agencies due to the COVID-19
pandemic. The plan envisions expanded service levels
for transit, an integrated fare system for the region's
separate transit agencies, and a more accessible system
for current and potential users. The plan highlights the
critical role in ensuring mobility, bolstering the economy,
combating climate change, and fighting inequity. It
addresses topics like regional fare systems, sales tax,
farebox recovery ratios, and governance. Although this
plan does not include specific recommendations for
municipalities, it underscores the importance of transit
to the Chicago metropolitan region.
Regional Transportation Authority's Strategic Plan
(Transit is the Answer) (2023)
Transit is the Answer is the first strategic plan released
by the Regional Transportation Authority after the
emergence of the COVID-19 pandemic. Shifting travel
habits throughout the region and the agency's response
to these changes are the center of the plan. It highlights
the importance of regional public transportation,
particularly its contribution to the economy,
environmental benefits, and impacts on equity. This plan
underscores the regional nature of public transportation
and focuses on the importance of partnership between
agencies and government entities. It proposes the
adoption of new funding and advocacy opportunities
to ensure the transportation network remains robust
throughout the Chicagoland region and positions itself
to meet the evolving trends in transportation.
10 Mount Prospect Transit Study
\�V
My Metra Our Future Strategic Plan (2023)
Metra's most recent 5-Year strategic plan, My Metra Our Future addresses some of the
challenges transit agencies are facing: the acceleration of new travel demand patterns
and funding uncertainty. Shifting toward a "regional rail" service model, rather than the
commuter rail service that Metra has long operated, is central to the plan's vision, and
includes service changes aimed at serving trip types beyond the peak period service
for downtown that are most associated with commuter rail. These include bolstering
connections between communities outside of downtown Chicago and increasing service
for midday and weekends. Since adoption of the plan, Metra has implemented several
changes to its service. Bicycles and scooters are also now allowed on all trains, providing
a first -mile last -mile solution.
Cook County Transit Plan (2022)
The 2022 Transit Plan is Cook County's first -ever transit
plan. It was developed with the goals of increasing
overall transit ridership, focusing on the needs of transit
reliant communities, and increasing the seamlessness
of transit services. The plan identifies 35 projects,
programs, and policies that the County can support
through direct investment, studies, advocacy, and other
actions to achieve its goals. Categories of investments
include better bus services, accessibility improvements,
enhanced bike and pedestrian access to transit,
service changes, and fare integration. This document
demonstrates Cook County's dedication to improving
transit and underscores the value of a well -functioning
public transportation network.
Connecting Cook County 2040 Long Range Transportation Plan (2016)
Connecting Cook County is the County's current long-range transportation plan (LRTP).
It expresses the value of the transportation system as one of the County's greatest
assets and identifies impediments and opportunities to enhancing the system. While
this plan is nearly 10 years old and was created before the significant shifts in mobility
brought by the COVID-19 pandemic, many of the takeaways remain relevant today. A
section of this plan focuses on public transportation and the importance of access to
transit, through walking and biking. At the time of this report, the County is currently
undergoing a 2050 update to their LRTP, and public transportation is anticipated to
be a core priority again.
Mount Prospect Transit Study 11
Pace ReVision Plan (2025, expected)
Development of the Pace ReVision Plan is
currently underway, with the full plan expected
to be released in 2025. It is a comprehensive
network restructuring project that will
significantly alter existing service and routes,
planning for scenarios based on different levels
of funding, and grounded in the values of
accessibility, equity, and productivity as outlined
in Pace's Driving Innovation Strategic Plan.
Initial network concepts were released in
2024 and outline the anticipated changes to
Pace's network and service. While still under
development, the available network concepts
provide insight into potential outcomes of the
plan. Network concepts and the accompanying
Executive Summary establish two concepts forthe
system: ridership and coverage. Implementation
of the plan's network and service changes are
expected to begin in 2026.
The irimdeirshi l concept is focused on prioritizing
frequency of service on high -ridership routes in
dense and populated areas along direct routes.
This concept rests on the assumption that more
frequent service is more useful to potential
riders, incentivizing them to use the service as
it becomes more competitive against car travel.
Potential Impact to Mount Prospect Service
Under the ridership concept, routes that travel
though Mount Prospect would be consolidated.
New and consolidated routes would run along
Wolf, Algonquin, Rand, Northwest Highway, and
Golf — which is slated to become a future Pulse
route. These routes would provide service every 15
to 30 minutes. Routes in the preliminary network
ridership concept would no longer run along
local roads, focusing instead on primary arterials
allowing for more efficient and direct service.
IN
T'he bus comes about every...
GONOMMOMi 15 minutes
CVWNMWWMM20 minutes
30 minutes
........�..�..�..�..�..�..�..�..�..�.� 40 . 60 minutes
.............,I Limited service"
(p�eyup; voa�r icrng�c^t n,,,m
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The bus comes about every...
GONOMMOMi 15 minutes
20 minutes
30 minutes
........�..�..�..�..�..�..�..�..�..�.� 40 . 60 minutes
.............,I Limited service"
W 9up tl101 tl01 P NW I&p N Expre. s ss rvicc
On Demand Zone
12 Mount Prospect Transit Study
\�V
The coverage concelpt looks to provide as many
people as possible with access to transit services
— resulting in longer routing and travel times but
Coveiracserving
more destinations. This concept operates
Concept
under the assumption that reaching more places
The bus comes about every...
is desirable at the expense of greater frequency.
pppp ip 15 minutes
20 minutes
Potential Impact to Mount Prospect Service
30 minutes
Under the coverage concept, all existing bus
40 60 minutos
routes that service the Village would maintain
Lirnite J serviW
the some frequencies — primarily 40-60 minutes
intervals — with slight realignments to some routes
m wu wu uw wm aue um ExFare.`rS service
(e.g., Route 234). While service frequency does
On Demand Zone
not improve, more bus routes would be added,
with the potential to serve more Mount Prospect
residents and more destinations but likely requires
transfers between multiple routes for some riders.
New roads serviced include Euclid and Central.
Additionally, IL 83/Elmhurst would have a nearly
complete north -south route, spanning almost
the entire length of the Village, and connect to
downtown Des Plaines. Wolf would also gain a
permanent fixed route with a frequency of 40-60
ILimited
minutes, instead of its current limited service.
Concept
The lind-ted linvestiment coincelpt illustrates
what Pace might do if the state legislature acts
the bus camel about every...
to close the regional funding gap, but does not
uuuuuu i 15minurtes
20 minutes
provide additional transit support. This concept
30minutes
includes an increase in weekend service, local
40 60 minutos
network changes in some areas, and improvements
............ I Limited serviW
to frequencies on some future Pulse corridors.
m!'"!wm!!® Expmr,iSservice
On Demand Zone
*As of July 2025, lawmakers in Illinois have failed
to pass legislation aimed at filling the Regional
Transportation Authority's budget gap.
Potential Impact to Mount Prospect Service
Under the limited investment concept, all service
and bus routes remain nearly the same as existing
conditions (e.g., service frequency, routing). The only
change is to Route 230 that serves the commercial
area and other businesses between Dempster
and Algonquin just west of IL 83/Elmhurst — the
route would become a limited service route (buses
arriving every 60 minutes or more).
Mount Prospect Transit Study 1
A major impetus for creating this transit plan is to
meet the evolving transportation needs of a changing
population. In line with national trends, the population
of older adults in Mount Prospect is growing and
is expected to increase substantially in the coming
years. In 2000, the proportion of residents aged
65 and over was about 14.8% compared to 18.1%
today. Compared to other regions, Mount Prospect
has a relatively high population of people aged
65 and over, with approximately 18.1% compared
to the Chicago metropolitan area's number of
15.1%. In 2019, the Village Board identified "Aging
in Community" as a high priority in the Village's
Strategic Plan. The Village convened an Age Friendly
Task Force, which developed a three-year action plan.
Transportation was identified as a high priority, and a
transportation work group was formed to address the
transportation goals and objectives outlined in the
action plan. As people age, traditional transportation
modes such as driving, walking, and fixed -route
public transportation become increasingly difficult
to access and use.
In 2007, the Village conducted a feasibility study
evaluating the needs of South Mount Prospect and to
determine the viability of a neighborhood resource
center that would reduce barriers to accessing
social services and other community services.
One such barrier identified was transportation.
The Village opened the Community Connections
Center in 2009 which is located within walking
distance of multifamily housing units. Many of the
residents who access services at the Community
Connections Center live at or below 200% of the
federal poverty level in zero or one -car households.
Residents without vehicles typically rely on public
transportation to access services, get to work, and
to enjoy all that Mount Prospect has to offer. Current
public transportation or alternative services may not
be available to all residents and others do not directly
connect to major Village destinations, making travel
time lengthy within the community.
While this study grew out of the Aging in
Communities initiative, this plan can improve public
transportation access and mobility options for all
Mount Prospect residents.
..........
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Mount Prospect Transit Study 1
y
affectedAcross the country, public transportation has experienced a series of rece
challenges. The COVID-19 pandemic greatly the demand for publ
transit due to changes in work habits and travel a is
Since the lowest levels in April 2020, ridership has recovered significantly at the national level,
though remains at around 77% (Figure 1) of pre -pandemic levels according to recent figures
released by the Federal Transit Administration. Changing travel habits, the increased prevalence
of remote work, and questions surrounding public transit funding are some of the uncertainties
that transit agencies, riders, and communities are now facing nationwide, including locally in the
Chicagoland region. By understanding existing conditions, community needs, and beginning to
plan now for the future, communities can equip themselves with a framework to advocate for
and implement effective transit solutions.
Figute 1, Nutiunul Alooffily 1'la,rd+stP iWd r shio, /d / lo(Jt (unuury,;"107
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The Chicago Urbanized Area transit network is experiencing similar trends and challenges that
are faced at the national level. Post -pandemic ridership recovery varies between transit services.
Regional and suburban services have experienced lower recovery levels in ridership than services
that operate mostly within the City of Chicago, likely reflecting the varied demographic and
socio-economic conditions of the metropolitan area. While the largest transit services still lag
pre -pandemic ridership levels, some have recovered and experienced ridership growth beyond
2019 levels. Ridership on Pace ADA Paratransit has nearly recovered, with ridership exceeding its
2019 pre -pandemic level in recent months. Understanding national and regional transit trends
can help communities and agencies align efforts to target populations that may benefit most
from expanded or enhanced transit services.
Uncertainty surrounding funding for public transit is another critical concern for many riders,
communities, and agencies. At the national level, temporary federal funding to transit agencies
was approved during the pandemic. This funding was intended to provide stability to agencies
while ridership and funding recovered. In many areas this funding is quickly running out. As
of July 2025, lawmakers in Illinois have failed to pass legislation aimed at filling the Regional
Transportation Authority's budget gap. Without more funding, it is likely that transit agencies will
face service cuts, layoffs, fare increases, or other measures aimed at reducing operating budgets.
18 Mount Prospect Transit Study
\�V
Several transit services and programs are available
to Mount Prospect residents, workers, and visitors.
Regional commuter rail, fixed -route bus, and on -
demand services provide mobility options within the
Village, to neighboring communities, and regionally.
These transit options can be grouped into two service
types: fixed -route and demand response. Each type
generally caters to a different type of trip.
IIIII'° iiiiixed IIItotrte
Fixed -route service is the most common and well-
known type of public transit. It operates on a set
schedule and runs between established stops or
stations that typically do not vary, providing a sense
of reliability. It usually has a high -ridership capacity,
using buses and trains large enough to accommodate
many travelers at a single time over a wide coverage
area. Fixed -route services offer many benefits as they
are typically more cost-effective, less harmful to the
environment, and provide reductions in individual
car trips, congestion, and parking needs. While fixed -
route service offers many benefits, it is limited with
flexibility and can pose accessibility challenges for
certain populations, particularly for older adults and
individuals with disabilities.
i����)e�,na�nd III .. IIIIP iir
Demand response services, sometimes called
microtransit or on -demand, are "on -call" services
where passengers request rides in advance and
vehicles are dispatched to pick up and drop off
passengers at locations and times that suit their needs.
These services meet the needs of those who cannot
rely on fixed -route service, and often have ridership
requirements based on age or disability. They operate
in service zones— which are defined geographic areas
of operation. Demand response services are highly
effective at expanding coverage in low -density areas
where fixed -route service is unproductive due to
long distances between destinations or low ridership.
Demand response services are highly susceptible
to reliability issues; reliability tends to suffer when
demand outpaces availability.
IIIII e SdburI13a III's
Pace Fixed -Route Service
Pace operates bus routes throughout the Chicago
metropolitan area serving more than 200communities
and is an important transit option for travelers
throughout the suburbs. Multiple bus routes travel
through Mount Prospect and provide connections
to neighboring communities and multi -modal transit
centers. Table 1 lists the routes that currently provide
service to the Village. As of September 2024, routes
208 and 223 experience the highest ridership. Route
208 provides east -west connection via Golf Road
to Woodfield Mall/Streets of Woodfield Shopping
Center in Schaumburg (western terminus) and
Downtown Evanston (eastern terminus). Route 223
provides a shorter east -west connection via Touhy
Avenue and Higgins Road linking the industrial areas
of south Mount Prospect — via Oakton Street — and
Elk Grove Village (western terminus) to the Rosemont
Transit Center (eastern terminus).
Table t, IVIoafnt "YrQS°,r,,,oO
Evanston, Skokie, Morton
208: Golf Road 1,398 Grove, Niles, Des Plaines,
Arlington Heights, Rolling
Meadows, Schaumburg
221: Wolf Road
444
Des Plaines, Wheeling,
Prospect Heights
223: Elk Grove -
Rosemont, Elk Grove,
Rosemont Station
1,381
Des Plaines
226: Oakton
456
Chicago, Skokie, Niles,
Morton Grove, Park Ridge
230: South Des
Des Plaines, Rosemont
Plaines
200
Transit Center
234: Wheeling - Des Plaines, Prospect
Des Plaines 169 Heights, Arlington Heights,
Wheeling, Buffalo Grove
606: Northwest 955 Schaumburg, Arlington
Limited Heights, Rolling Meadows
', ('tern
\�v
Mount Prospect Transit Study 19
Pace On Demand
Pace On Demand offers a reservation -based, ADA
accessible, shared -ride service. Reservations can be
made up to 7 days in advance and as little as ten
minutes prior to pick-up time, based on availability.
Space is available on a first -come, first -served
basis. On Demand is open to the general public,
so anyone can book a trip and ride the service, as
long as the trip starts and ends within one of the
On Demand zones.
Currently, a small portion of northwest Mount
Prospect, including Randhurst Village, is served
by the Arlington Heights - Rolling Meadows
On Demand service area. Only Mount Prospect
residents who live within this zone are eligible to
use the service, and can only travel to destinations
within its boundary.
Pace ADA Paratransit
Pace ADA Paratransit is provided for customers whose
disability or health condition prevents them from
using CTA and Pace fixed -route services for some or
all their travel. Riders need to undergo a certification
process through the Regional Transportation
Authority (RTA) to become eligible to use the service.
Trips are provided only during the same operating
hours and within the same geographic areas as fixed -
route services. It operates throughout the six -county
region that is served by the RTA.
Paratransit services are essential for people with
disabilities as many are unable to drive themselves or
utilize other modes of public transit. For many people
who utilize the service, it is the only affordable option
for travel. Unlike the decline in ridership on fixed -route
service, ridership on ADA Paratransit remains high (see
Figure 2). In 2024, an average of 50 trips originated
within Mount Prospect and an average of 50 trips had
destinations within Mount Prospect per weekday.
Pace Rideshare Access Program (RAP)
Pace Rideshare Access Program (RAP) is a new travel
option for eligible RTA-certified ADA Paratransit
riders. This service is a subsidy offered by Pace to
customers who choose to take rides with Uber or
UZURV — reducing the cost for riders and allowing
more flexibility since they do not have to reserve their
rides in advance.
Eligible riders enrolled in RAP will pay the first $2.00
of the cost of a trip taken with Uber or UZURV if the
origin and destination of the trip is within Pace's
ADA Paratransit service area (i.e., 1/4 of a mile from
any Pace or CTA fixed bus route). Pace will subsidize
the cost of the trip after the first $2.00, not to exceed
$30.00. Pace will reimburse the rideshare provider for
the subsidized portion of the cost of the trip and will
subsidize no more than eight trips per day for each
eligible rider enrolled in RAP.
20 Mount Prospect Transit Study
\�v
Metra IIIIRhill lull
Mount Prospect is served directly by the Union Pacific
Northwest (UP -NW) Line, which runs from Harvard,
Illinois to Ogilvie Transportation Center in downtown
Chicago. The Mount Prospect Metra station is
located in the Village's downtown. The Prospect
Heights Metra Station lies just outside of the Village's
municipal boundary — along Wolf Road between
Euclid Avenue and Camp McDonald Road — but is still
easily accessible by Mount Prospect residents. This
station is served by the North Central Service (NCS)
Line, which runs from Antioch, Illinois to Chicago
Union Station. Ridership on the Metra has decreased
dramatically in recent years (see Figure 3). According
to the most recent data released by the RTA, the lines
which serve Mount Prospect — the UP -NW Line and
the NCS Line — have experienced declines in ridership
of 46% and 60% respectively. Despite these changes,
the Metra rail service remains a vital and valuable
community and regional asset, as well as an important
option for travel.
1erServices
1111 �I
Additional services are available and operated at
smaller local levels. These include ride programs that
are administered through entities such as townships,
municipalities, and community organizations, such
as the Wheeling Township Senior and Disability Bus
Service, Elk Grove Township Transportation Service,
and Connections to Care. These programs may have
ridership requirements such as age and disability.
Due to their small scales, they often have limited
capacity and require booking far in advance. Due to
these constraints, medical trips are often prioritized
over trips for other purposes. Some of these services
have limited crossover into Mount Prospect.
Figurv,2, ll onth,y Pctce DA l ur(,Uru ad idersh) Jranwca ?01) to Dy c me (124)
well ln
ir/Fil °/
a o j
U
7O
0
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`vQ('a
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0
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Mount Prospect Transit Study 21
m Currpnt 7ran5dSet'vices 9""Y Mi.it,Nnl Pa" ).Pd'd_i of iaY�d,t�W?� �,�'' a'Y . "d ✓ �l �t ,�G'
Pace Suburban Bus
Fixed Route
Inter -Suburban
Daily
Route Dependent
General Public
All
Pace On Demand*
Demand
Local
Weekdays
General Public
All
Response
6:10 am to 6:30 pm
Metra Rail
Fixed Route
Regional
Daily
General Public
All
Approx. 4 am to 12 am
Wheeling Township
Demand
Local
Weekdays
Seniors (60+)
All
(Medical
Senior Bus
Response
9 am to 3:30 pm
People with Disabilities
Prioritized)
TRIP Program
Demand
Seniors (60+)
(Wheeling and Elk
Response
Local
-
People with Disabilities
Medical Only
Grove Townships)
Elk Grove Township
Demand
Weekdays
Seniors (55+)
All
Transportation
Response
Local
10:30 am to 3:00 pm
People with Disabilities
(Medical
Service*
prioritized)
Elk Grove Village Pace
Demand
Weekdays
Seniors (60+)
Dial -A -Ride
Response
Local
9 am to 6 pm +
People with Disabilities
All
until 4 pm Saturdays
Youth
Arlington Rides*
Taxi Subsidy
Subject to Taxi
Subject to Taxi
Low -Income Seniors
All
Company
Company
People with Disabilities
Elk Grove Township
Taxi Subsidy
Subject to Taxi
Subject to Taxi
Seniors (55+)
All
Taxi Discount Card*
Company
Company
People with Disabilities
Connections to Care
Demand
Northwest
Seniors (60+)
Medical Only
Response
Suburbs
People with Disabilities
Within Pace's fixed
Pace Paratransit
Demand
Regional
route service area
Seniors
All
Response
(e.g., /4 of a mile from
People with Disabilities
any fixed bus route)
Within Pace's ADA
ADA Paratransit-certified
Pace Rideshare Access
Demand
Regional
g
paratransit service area
customers who choose
All
Program (RAP)
Response
(e.g., 3/4 of a mile from
to take rides with Uber
any fixed bus route)
or UZURV
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HWna a�or�
22 Mount Prospect Transit Study \�v
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On,U, I6MWWqvn)lMonf IV�I �111(,
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8
Mount Prospect Transit Study 23
A primary focus of this study is to align efforts to reach those who are most likely to utilize and
benefit from enhanced transit options. A base understanding of this context helps frame the
state of transit in Mount Prospect and provides a framework for developing implementable
recommendations that enhance public transportation options and reduce barriers.
C IIIII°°�iiiir��°� iiiii�����iiiii°�����,������, IIIII�'�'�iiiii� IIII iiiiiiiiii"lhridex
ii�
An initial step of this process was determining where more transit -dependent populations may
live in the Village by creating a Transit Propensity Index. This index uses demographic data at
the U.S. census block group level to see in which areas of Mount Prospect people may be more
likely to rely on public transportation. Some information regarding transit use was directly self -
reported, while other sources are used to infer transit -propensity. This index provides a base
from which data analysis and community engagement efforts can build to develop targeted
recommendations. This index uses seven variables as inputs:
• Households without access to a vehicle
• Population density
• Population age 65 or older
• Population age 18 or younger
• Households with a person with a disability
• Households in poverty
• Populations with limited English-speaking ability
The following geographic areas have high Transit Propensity Index scores: the northeastern
corner of the Village, north -central area between Kensington Road and Rand Road, and the
southern portion of the Village south of Golf Road (see Figure 4).
24 Mount Prospect Transit Study \�v
Legend
Village Boundary
Metra Rail + Station
— Pace Bus Route
High Ridership Bus Stop
Pace Dia|-A-RideService
�--� Pace On -Demand Service
Transit Propensity Index
Low
High
oe�puxwno
�n uIQn,,usmremj,
Mount Prospect Transit Study 25
Key destinations are places that people regularly need to or want to go. They generally include
residential areas, shopping centers, recreational facilities, and medical and institutional services.
Locations were identified through various public input opportunities during the study process,
including a survey, online interactive comment map, focus groups, stakeholder meetings, and
Village staff. Most destinations were contained within Village boundaries or nearby communities,
suggesting a large interest in having alternative transportation methods to reach community
assets and services (see Figure 5).
Q, ockvri"i�> / nr i 1np h(t, 7) Rnclllox rer. ayNorn l r/i o ,4 r')'rvo .1t r (, .") Nrtnrt6ru,r (air 0)r,., ,rrr 000(d use cer?Wr; In
w) Oh �'iQ:?lA Id i'1 ', ;�'.'Y, ), on(,/,'ir r vrl'1r(,�d (..JYroo^ .dn (,v Cf'P")f,,,'r on CerNlr,(ri')f`dr;,�
He,a��or�
26 Mount Prospect Transit Study \�v
Seminole a i7
'?rr
...;.�„ Call PvdP:Donald Rd
1)rnx,11111jW 1 11 Euclid Ave
00
p
f, `A IF ON fall IlNAIM
if la� �' / '✓�i T��� 1 i ' � ��%i �r Kensington Rd
B0l of n'!I' �lfls
ri "
lha, r,
r�
F
JJ�
xNO /:
G' y F ri ° »iii( V
0 rilral find V, .,",rc.,,,..i
ArOg
v
f dlal�v,/ d.� Y'
+�f �Z,...
T
,.. �Galt Rd � A Jewel
B Randhurst Village
%l M N C Endeavor Health
S 2 D Kenzie Senior Residences
R E Horizon Senior Living
Community
F Centennial Apartments
00 °` P _ G Mount Prospect Plaza +
f Walmart + ALDI
,.
PACE DIAA-RID'� � o H Libra +Villa e Hall
.l.[��d�u�fOVE�rdd.u"��,G � Library g
1 Central Village Apartments
J Caputo's Fresh Market
K Lions Recreation Center
oa kton st L Mariano's
M Mount Prospect Senior Living
N Huntington Commons
Legend Community Destinations o Rec Plex
P Myers Place
Village Boundary School 4W Downtown q Community Connections Center
o-.i�.. Metra Rail + Station Residential R Prospect Senior Lofts
z� Pace Bus Route 0 Shopping S Walmart + Meijer
PP g T ALDI
High Ridership Bus Stop Recreation U Northwest Community Hospital
Pace Dial -A -Ride Service Medical V Frisbie Senior Center
h Pace On -Demand Service Institutional
,�a�r��a:c' hr9��aarl r ir�sr��' f, � �r:,rrrrt rvruCylrrp�e(
1 Mount Prospect Transit Study 27
Access °to riiiiri iiiii°
Most transit trips begin with a walk, bike ride, or roll to a bus stop, train station, or other facility.
Looking at the infrastructure that provides connections between transit and a home location
is crucial to assessing the real -life experience of a transit rider. A well-connected network of
sidewalks and bicycle facilities significantly improves safety and makes transit easier to access,
improving its convenience and attractiveness as an option for travel.
Sidewalk Gaps and Walkability
One way to analyze walkability is to look at areas where there are missing sidewalk connections,
or sidewalk gaps. The map on the following page shows where these sidewalk gaps exist (see
Figure 6). In Mount Prospect, most sidewalks gaps are in the northern and southern portions
of the community. Many sidewalk gaps are also located along bus routes and near Metra
rail stations.
O dd��: wa/ olong ra P u , ',' r„i p on Ro '(J (bo(onq i/v al on ,dduo o/ �',Rdf tool a 'd /Vle r)
Ri(p, i 'wig /o/rl qqa'� oln 'y o Pm o ha, rume on O urton .`,/rrri (onki di on , o ,,Ih id o of Ooklcro (A t Iri:i�d'oh}
He,a��or�
28 Mount Prospect Transit Study \�V
J,
Oel" 0
WE ON I WMAND:
04 FS AIRLItTi(
lit lraao, m I
NO'Y
OF
f
Cential Rd
p/p
rT
in
'ff"Jf.
frrr(IF///// "ON/F
Iff
q
GO Rd ............
2
POO/m/A
/
nipmpr St ,ma
K GR V�' V11 LAG[
-A RIDL� �!�ACE DIA1
r
Da lon SL
. . . ... ...
Legend
Village Boundary
L10*- Metra Rail + Station
Pace Bus Route
High Ridership Bus Stop
Pace Dial -A -Ride Service
Pace n-D 0 emand Service
Sidewalk Gaps
Sidewalk gaps on
both sides of roadway
Seri? Mole Ln
IlU
Mount Prospect Transit Study 29
Bike Network
In addition to sidewalks, the presence of bicycle facilities enhance the overall connectivity of the
transit network. There are generally few bike lanes and shared -use paths that connect to other
bicycle facilities, with nearly all shared -use paths located within parks (see Figure 7). The Village
has recently adopted its Arterial Bike Network Study, which proposes a series of shared -use
paths and other improvements along Mount Prospect's busiest roadways. The implementation
of these recommendations could make multi -modal trips, particularly bicycle-to-Metra trips,
more feasible for commuters.
WERIAL
1�
rL a k��IDWP
Intersection i x I
This visualization represents many of the best practices employed at signalized intersections
to enhance safety of people biking and walking across the street.
nip ex(q)r lroro, N AHP.rinll I;il<r I' Ir'hNCjrl<Sh dy ,J(,mo ,f+oYmq hell m uc (i(r , jor d( 1rjninrj o
[,nulfio,r xh-� ( Jgn(db d irae 'ection.
H�na��or�
30 Mount Prospect Transit Study \�v
Legend
;��000000000� Village Boundary
Metra Rail + Station
— Pace Bus Route
High Ridership Bus Stop
Pace Dial -A -Ride Service
Pace On -Demand Service
Active Transportation Network
•••• Sidepath in Design
Existing Trail or Sidepath
Existing On -Street Bike Route
Arterial Bike Network Routes
Mount Prospect Transit Study 31
A Village -wide hot spot analysis of all non -interstate crashes revealed areas with high
concentrations of crashes. Crash hot spots tended to occur along highly trafficked roadways
with high speeds of travel. In Mount Prospect, this includes intersections of major arterial roads:
Elmhurst Road, Algonquin Road, Northwest Highway, Rand Road, and Central Road. Locations
with safety concerns near high ridership bus stops include Elmhurst Road/IL 83 near Rand Road
and Kensington Road (Route 234), Algonquin Road near Busse Road and Dempster Street (Route
606), Elmhurst Road/IL 83 near Oakton Street (Route 223), see Figure 8.
l tl;tryrri'dfrrIn'(,a//nrt'rS'rr(rrrnrrtA/qr!-ani((„arnN"io1,"ind I/dir;,r;ur"rac�d
Ri(p, i f o pi k 11 R'Trr-,("Y`rll n r,W °!"C lr) I,mf c P eur (,nr( qfo Ro ', IIond Rood, Clr rla ° lmd'mrHinud
\�v
32 Mount Prospect Transit Study
4
CCU WE ON I WMAND:
ar ARLINGION 1IF045
MIJ NG 10kADM"
rINJJJJ���j
..... .. . ...... . . J
jx�
AIL.
.... ... ....... ....
GO Rd
as
St
E
wkcL I -A RIDL
H,I', GWM' V11 LAG
Legend Crash Density
Village Boundary Low
Metra Rail + Station
Pace Bus Route High
High Ridership Bus Stop
Pace Dial -A -Ride Service
Pace On -Demand Service
VA/
emInole Ln
Camp McDonald Rd
rr
yo,
SUN).
Ar
ww
KensIngton Rd
cis
r§// Cpntral Rd
iin
Iffi),
OaMcm SL
In
2
'0
W
ELICNCI Ave.
Mount Prospect Transit Study 33
1 IIIP„ s &ridI'Illlli iiiir° IIIIG IIIII on'
Commutes to the workplace are an important generator of trips. There is a significant inflow and
outflow of workers to and from Mount Prospect for work. The U.S. Census Bureau estimates that
nearly 94% of the approximately 27,000 workers living in Mount Prospect travel to a different
community for work. Conversely, about 90% of the jobs in Mount Prospect are held by people
living in a different community (see Table 3).'
The largest job hubs in Mount Prospect are located south of Dempster Street between Busse
Road and Elmhurst Road, near downtown, and along Kensington Road (see Figure 9). According
to the Village, major employers in Mount Prospect include CVS Caremark, Robert Bosch Tool
Corporation, Cummins -Allison, the Village of Mount Prospect, and Mount Prospect School
District 57.1 As of 2022, nearly 5.6% of residents reported using transit as their primary mode of
travel to work, significantly lower than Cook County's figure of 14.3%.3 Transit connections to
workplaces are vital, particularly for low-income or zero- and one -car household workers.
Arbl I � x,o.orm,,: /-0,, Pe o�v le 0/orkinly and l ivirrg tr iffiin, Mov ,,W. P o5, oeo
Chicago
13.1%
Chicago
17.8%
Mount Prospect
8.9%
Mount Prospect
6.5%
Arlington Heights
5.2%
Arlington Heights
5.7%
Des Plaines
3.8%
Des Plaines
4.3%
Schaumburg
2.5%
Schaumburg
3.9%
Elk Grove Village
2.5%
Elk Grove Village
3.6%
Glenview
1.7%
Glenview
2.6%
Wheeling
1.6%
Wheeling
2.1%
Northbrook
1.5%
Northbrook
1.9%
Park Ridge
1.5%
Park Ridge
1.7%
All Other Locations
57.6%
All Other Locations
50.0%
Census OnTheMap
2 2022 Annual Comprehensive Financial Report
3 CMAP Community Data Snapshot
H�na��or�
34 Mount Prospect Transit Study 1
............
emInole Vn
ANSI
q� Camp McDonald Rd
IN)
U N
hickdAve cc
AC E IN DE IIAAND�
New.ongum Rd .... ..................
HEIG IT'` 's
I !"
. .. .... ..
IME
mm
2/0,
..........
'go-,
FW
1� V
rof
Cential Rf I
in
�� .
.. .. ......
GO Rd
. . . . . . . . . . . . . . . . . . . .... FEW
cz
fry G
0/000/0011
Dwipswr
St
T�,
E
og
PACE )AL A, RUDE cc
.....................
Legend
# of Jobs per Census Block
Village Boundary
03 100 to 499
Metra Rail + Station
A 500 to 999
Pace Bus Route
1,000 to 1,499
High Ridership Bus Stop
More that 1,500
Pace Dial -A -Ride Service
Pace On -Demand Service
\tv
Sour(e, US, Cens(is 61(,w,?,ml
Mount Prospect Transit Study 35
IIIII IIII�'' ..� iiiir iiit IIIIC iiiii,
Location -Based Services
Travel patterns were analyzed for Mount Prospect and surrounding communities using Replica
data gathered over two distinct periods. Replica compiles real-time travel data across multiple
sources to provide a comprehensive picture of trips occurring across transportation modes
in select geographies. This data is then modeled to provide a "replica" of existing trips and
characteristics of trip takers, origins, and destinations. For this analysis, two datasets were used:
model data presented at the census block group level depicting typical weekday travel patterns
for a one -day period in Spring 2024 and a dataset at the census tract level containing all trips
that occurred between September 8th and November 8th, 2024.
Model data for a typical weekday shows strong, representative travel patterns for modes
that consistently have high daily usage, such as walking, biking, and private automobile
trips. Although transit travel patterns can be extracted from this model data, the number of
trips occurring within Mount Prospect and surrounding census block groups are too few to
meaningfully describe transit travel patterns or identify prevailing transit trends. Of the 135,826
daily trips across all modes in the Mount Prospect area, only 169 were designated as transit
trips, too few to accurately identify major origin and destination block groups and travel flows.
22,613 trips were cyclist or pedestrian trips, illustrating clear pedestrian and cyclist flows within
the region. All travel flows and bicycle and pedestrian travel flows are illustrated in Figures 10
and 11, respectively.
Both the all -modes and bike -pedestrian travel flow maps show the largest origins and destinations
occurring within the vicinity of Randhurst Village and Mount Prospect Plaza. Other notable
destinations include the block groups containing Melas Park and the Central Community Center
as well as Downtown Mount Prospect. Bike -pedestrian travel flows are shorter in length, with
most happening between adjacent census block groups. All -modes trips were overall longer
in length, but there were several private automobile travel flows under one mile in length with
over 500 cumulative trips. This indicates strong reliance on private automobiles regardless of
trip length. Several of these trips could be served by other travel modes, including walking,
cycling, or transit. Additionally, there are strong all -modes travel flows across the village from
the southwest to northeast, but these flows are less common across bike-ped and transit trips.
This could indicate strong travel barriers from the UP -NW line and other major arterial streets
for non -automotive modes.
As seen in Figure 12, the clearest representation of transit travel flows summarizes 5,849 transit
trips over a two -month period. These trips comprise 68% of all 849,583 trips that occurred
across all modes in this period. Of these trips, the majority terminated outside Mount Prospect
in the City of Chicago, pointing to Metra ridership and weekday commute patterns. Only 1,052
trips had origins and destinations within Mount Prospect and its neighboring census tracts.
Because this trip data is compiled at the census tract level rather than the block group level, it
is harder to isolate specific points of interest within the tract; all destinations symbolized on the
travel flow map represent the centroids of census tracts rather than exact origin or destination
coordinates. As with the block group -level travel flow maps, however, the top census tracts for
transit coincide with the locations of Randhurst Village, Mount Prospect Plaza, and Downtown
Mount Prospect. Prospect Heights and Arlington Heights also serve as key destinations for
transit given wider Pace suburban bus coverage in these communities.
36 Mount Prospect Transit Study \�v
Legend
Village Boundary
Metra Rail + Station
Trip Flow Count
Between Census Block Groups
100 to 199
— 200 to 499
500 to 1,999
am 2,000 to 5,000
Origin- Destination Count
By Census Block Groups
1,000 to 2,499
2,500 to 4,999
5,000 to 9,999
10,000 to 20,000
Mount Prospect Transit Study 37
SOTINiole L
' m Camp McDonald Rd o
°� % ii io
D1J1J1JJ�
� v
�n� u.m N�01 ow rvtrr4N0 ttalru ml yr °AI vrv+n InwW� r. CL
f�N'rU � r�rffp°"Mulls.. PI"BEEN' O� ' c�
KryaasMIgt011 7
.., a1
vm%i f %/
I U% mrn�l mmwi rwu��raau � ��miur,��
I
�muwre.�aulwR a ' vunnr�',
na
v
m
/;
aae,X 1
a
;('x�rce flepli���;,
Legend Trip Flow Count Origin -Destination Count
Between Census Block Groups By Census Block Groups .000000000� Village Boundary
191+ Metra Rail + Station
25 to 99 100 to 249
100 to 499 250 to 499
mm 500 to 999 500 to 999
em 1,000 to 2,100 1,000 to 2,650
38 Mount Prospect Transit Study \�v
Legend
Village Boundary
Metra Rail + Station
Trip Flow Count
Between Census Tracts
1 to 9
10 to 19
we 20 to 25
Origin- Destination Count
By Census Tracts
lexcludiny, rrips to chicago I 1-00P
\tv
25 to 49
50 to 99
100 to 149
150 to 600
xrce: Aephm,
Mount Prospect Transit Study 39
Pace ADA Paratransit
ADA Paratransit trip data from Pace recorded between January 1, 2024 and December 15, 2024
shows key transit destinations inside and outside of Mount Prospect. 4,110 of 21,253 ADA
Paratransit trips with either an origin or destination in Mount Prospect occurred entirely within
the Village (see Table 4). Other common origins and destinations included Skokie, Arlington
Heights, Des Plaines, and Rolling Meadows. Non-ADA trip origins and destinations include
Arlington Heights, Rolling Meadows, Chicago, and Mount Prospect (see Table 5).
tbble 4. A,0A GIvtl ir, c,, Conwruv'i0y Table ,5. Non AOA I rips by a,ark)in
Skokie
4,283
Rolling Meadows
45
47
92
Mountprospect
4,1,,,1,0,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
Chicago
27
29
56
Des Plaines
2,287
Arlington Heights
24
33
57
ArlingtonHeights
2,169
Mount Prospect
1,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,1,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,,
Rolling Meadows
1,903
Palatine
16
15
31
Morton Grove
896
Des Plaines
14
18
32
Elk Grove Village
630
Schaumburg
13
14
27
Wheeling
440
Park Ridge
10
12
22
Schaumburg
473
Elgin
5
0
5
Evanston
441
Hoffman Estates
4
5
9
Other
3,621
Glenview
2
2
4
Total
21,253
Total
178
193
371
\�v
40 Mount Prospect Transit Study
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Mount Prospect Transit Study 41
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Mount Prospect Transit Study 4
Community engagement was an essential part of the Transit Study. While data
analysis can provide trends on where people are of and how they are getting
there, it does not tell you where people want to go but cannot, or the difficulties
people experience when traveling to their destinations.
The Village prioritized developing a robust engagement strategy, which maximized feedback
opportunities and public participation on topics such as:
• Current transit use and travel habits
• Barriers to using public transportation
• Opportunities for improvement
• Destinations people need to reach
• Public sentiment
The Village and project team took a multi -pronged approach, which included engagement
opportunities for the general public, as well as focused engagement activities for more extensive
one-on-one conversations. The information gathered through public participation was crucial in
framing the recommendations and the overall findings of the Transit Study.
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Two focus groups were held at different senior housing
facilities, Mount Prospect Horizon Independent
Senior Living and the Kenzie Senior Residences. In
small groups, participants were invited to discuss the
study and provide insights on barriers to transit use,
perception of transit, desired destinations, and gaps
in service. Individuals who joined the focus groups
had varying experience with and reliance on public
transportation but also noted their potential need for
alternative options other than a personal vehicle in the
future. Many participants were unaware of all available
options and requested additional information and
guidance on where and how to sign up for programs
for which they were eligible.
Participants also expressed that physical access and
safety getting to transit is a major barrier. While some
individuals use fixed -route transit, many preferred a
more individual or private experience (e.g., door-to-
door or curb -to -curb services) —for both comfort
and due to physical ability. There was also an interest
in reaching destinations not currently served by
accessible and frequent transit, such as outside the
Village for medical appointments (particularly outside
Elk Grove or Wheeling Townships), downtown Mount
Prospect on weekends or during special events, or
last-minute trips to grocery stores or the movies.
Many participants relied on other community
members or family members for transportation and
learned about additional transportation options
by word of mouth. There was an overall interest in
learning more and finding affordable, accessible
transportation options.
These meetings supplemented existing condition
findings and survey responses, providing meaningful
context to input gathered on a larger scale, and
allowing for more in-depth input from a community
that may be more transit -dependent.
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Mount Prospect Transit Study 45
iii lllll iiiii iiii Cannionnerit IIII IIIII`°
Community members were invited to identify areas
and aspects of the transit network on a virtual input
map by leaving point markers at specific locations
and providing detailed comments. The input map
was open for comments between February and April
2025. The website containing the input map was
visited by over 300 unique visitors who identified
83 unique points. Users were also allowed to leave
comments on points that had been placed by other
community members. This information proved to
be a valuable complement to the public survey by
allowing individuals to highlight areas directly on a
map. Locations and comments are categorized into
five topics:
• Public Transportation Improvement Idea
• Barrier to Public Transportation
• Other Improvement Idea
• Key Destination
• My Starting Location for Trips using Transit
Comments were spread throughout Mount Prospect
and neighboring communities (see Figure 13).
Takeaways from the online virtual map include:
Key Destinations (51% of comments) generally
exhibited the widest spatial distribution and extended
well outside of Mount Prospect. Grocery stores, parks,
schools, medical facilities, and shopping centers were
the most frequently noted destinations. The five
locations mentioned the most within Mount Prospect
included Mount Prospect Library, Downtown Mount
Prospect, Randhurst Village, Jewel near Randhurst
Village, and the RecPlex. Notable locations outside
Mount Prospect include Endeavor Health Northwest
Community Hospital (Arlington Heights), Lutheran
General Hospital (Park Ridge), Woodfield Mall
(Schaumburg), Frisbee Senior Center (Des Plaines),
and Trader Joe's (Arlington Heights).
Public Transportation Improvement Ideas (22% of
comments) highlighted the areas of the community
respondents would like to reach as well as parts of
the Village in need of improved public transportation
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6 Mount Prospect Transit Study
\�v
services. Several comments mention the lack of
service in northeastern Mount Prospect — calling
for new bus routes along Central Road, Camp
McDonald Road, or Euclid Avenue — and noted that
a bus route between this part of the community and
the Prospect Heights Metra Station would benefit
current commuters and potential future transit users.
Respondents also described the need for improved
north -south connections, suggesting new bus routes
along Mount Prospect Road and Elmhurst Road.
Other Transportation Ideas (21 % of comments)
included suggestions for bicycle and pedestrian
facilities and other changes to the transportation
network. Many comments called for bike lanes and
other traffic -calming measures on Lincoln Road,
Busse Road, and Northwest Highway, highlighting
the importance of a safe and interconnected
transportation network across all modes.
Barriers to Public Transportation (7%of comments)
clustered near busy arterial roads, including Northwest
Highway, Mount Prospect Road, and Rand Road.
Improving pedestrian access at these points may allow
users to reach nearbytransit services more comfortably.
°i�� lull t�tlllll°t Illll iii Meetings
One-on-one meetings with various transit agencies,
transportation operators, or municipalities that run
or contract transportation services provided insights
into the challenges and opportunities of running
their own services — each representing various scales
of operation (e.g., regionally, township, municipal).
All discussions helped shape the trade-offs between
different transportation alternatives that could be
brought to Mount Prospect.
A conversation with the Village -organized Aging in
Community Transportation Working Group was held
early in the planning process to provide a study overview
and hear initial thoughts on barriers and opportunities
to transitwithin and around Mount Prospect. The group
noted that transit options can be very fragmented in the
region surrounding Mount Prospect, the importance of
local governing bodies (e.g., municipalities, townships)
keeping open dialogues with each other, and key
destinations around or near Mount Prospect such as
grocery stores and community centers. This group
convenes monthly to discuss transit related topics and
updates, and consists of representatives from Pace,
Wheeling Township, Elk Grove Township, Connections
to Care, a Mount Prospect resident involved in the
Aging in Community Initiative, and various Mount
Prospect departments.
Additional conversations were heldwith Pace Suburban
Bus, Wheeling Township, Elk Grove Township, Village
of Arlington Heights, and Village of Schaumburg.
During these one-on-one discussions, all groups
noted the value of providing alternative options to
fixed -route transit, especially for populations who
may be less mobile or do not have access to a private
vehicle. All entities were open to future collaboration
and ongoing discussions as the transportation
landscape continues to evolve, and the needs of their
community members shift.
II° III IIIII iiii tiii iirve
A public survey was open between February and
April 2025 and was accessible online and as a hard
copy. Over 600 respondents completed the survey.
The insights obtained from this survey provide
important information on residents' travel habits and
preferences, particularly about their relationship to
and usage of public transportation.
The majority of respondents said their primary mode of
transportation is their own personal vehicle, however
public transportation was the next most used mode.
While nearly 1/5 of respondents said they "regularly
rely on public transportation", these respondents also
noted several barriers to access public transportation
or to reach their destination including:
1. Transit does not go where needed
2. Need for more frequent service
3. Transit only serves a portion of trip
4. Transit stops are too far from home
Nearly 1/3 of respondents said they "do not currently
use public transportation but would like to use
it", with many of these respondents aged 65+. The
following pages provide a more detailed overview of
the survey responses.
\�v
Mount Prospect Transit Study 47
r07ALr SURVEY RESPONSES': 668
Age ofIll kesIII mndeiints
Under 14 15-24
0.4% 3.3%
III iiiiriiiii iiii °° iiiir IIIode of I
Rideshare
1%
Other Modes Used
(e.g., Lyft, Uber)
Rideshare
29%
Biking
37%
Biking
2%
Walking
59%
Personal Vehicle
35%
(Passenger)
Walking
4%
Public Transportation
52%
Personal Vehicle
22%
(/ Drive)
Personal Vehicle 5%
(Passenger)
�Iublic Transportation 12%
(e.g., bus, train)
Personal Vehicle 77%
(I Drive)
0% 20% 40% 601Y. 80% 100%
Use wind Aw&ireiiness of I ptioiris
70%
LEM
I
IiiI
60%
50%
40%
30%
20%
loo/I
0%
Pace Suburban
Metra Pace
Pace Paratransit Wheeling Township
Elk Grove Township Rideshare
Bus
On -Demand
Transportation
Services
Transportation
Services
0 lam unaware
of this service Daily Weekly
Monthly A few times a year
0 1 am aware of this service, but do not use it
48 Mount Prospect Transit Study
\�v
r07ALr SURVEY RESPONSES': 668
[Aic I ltdkance
50%
45%
40%
35%
30%
25%
20%
15%
10%
J-
5%
0%
Regularly rely Occasionally Do not currently
Do not currently
on public use public use public
use public
transportation transportation transportation
transportation
but would like
but will not in
to use it
the future
AbflRty to �keac�h ��)estfiriafiarl
Question: How frequently are you
unable to go somewhere because you
do not have a way to get there?
[W=-
Rarely
(a few times a year)
Sometimes
(once/twice a month)
Often
(at least once a week)
0% 10% 20% 30% 40% 50%
50%
45%
40%
35%
30%
25%
20%
15%
10%
5%
0%
Pew ic IhmIpact
Great Impact Moderate Impact No Impact
Pdb��Nc I Cost
Question: How much are you willing
to scend to c �:et to these destinations
with public transportation?
More than $5
$3.00 to $4.99
$1.00 to $2.99
$0
0% 10% 20% 30% 40% 50%
\�V
Mount Prospect Transit Study 49
T07AL, SURVEY RESPONSES': 668
Barriers to
you from using public
transportation more?
UTJIU=
• Transit does not go
where needed
• Transit only serves a
portion of trip
• Need for more frequent
service
• Transit stops are too far
from home
• Need for more weekend
service
• Unsure of the available
transit options
68% of respondents said
they "prefer to use their own
personal vehicle"
to
Question: What
public transportation
improvement would
you prioritize?
Top Improvements
- Increase Metra service
frequency
- Connect Pace bus service
to more destinations
- Increase Pace bus service
frequency
- Establish a Pace On -
Demand or Dial-A-Ricle
program
Create a taxi or rideshare
subsidy program
Improve connectivity to
transit
64% of respondents said
if public transportation
improvements were made,
then they would likely use it
more often
50 Mount Prospect Transit Study
\�V
Pharmacy
Religious Services / Events
School / Classes
Other Appointments
r07ALr SURVEY RESPONSES': 668
0% 5% 10% 15% 20% 25% 30% 35% 40% 45% 50%
\�V
Mount Prospect Transit Study 51
IIIII
IIIII°t ' III iii°if
In March 2025, the project team held a pop-up
event at the Mount Prospect RecPlex to meet with
residents in a convenient and informal setting. This
pop-up event coincided with an Idea Exchange
event for the Community Connections Center (CCC)
Needs Assessment, another on -going Village study.
Community members learned about the study and
the public survey and shared their vision and ideas
for more effective transit services and ways to move
about the community. Participants were able to share
insights by leaving comments and points on a map,
and converse with project team members. Feedback
heard included concerns about safety reaching transit
stops as well as crossing intersections near bus stops
(e.g., Elmhurst/Central, Rand/Kensington/Elmhurst),
and the general lack of connectivity between north
and south areas of Mount Prospect. Additionally,
people expressed an interest in expanding Pace On -
Demand service in Mount Prospect, similar to that
offered in Arlington Heights.
I�l��'iirqiectbsiiii°f
The project website — located on the Village's website
— provided residents with updates on the study,
access to information about and links to engagement
events, and opportunity to submit comments.
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52 Mount Prospect Transit Study
8
The Village promoted the Transit Study and its
community engagement efforts through multiple
channels. The Village leveraged its resources to
advertise the study, including a study description
and survey promotion in the Village e-newsletter,
the Village's Senior Buzz newsletter, and Village
press release, as well as posting an ad in Journal &
Topics. Links to the transit study website were also
posted through various Village -affiliated social
media accounts and an e-announcement was sent to
community stakeholders.
Postcards promoting the study and public survey
were mailed to over 3,900 residents. These residents
lived in areas of the community identified as more
transit -reliant by the Transit Propensity Index. Paper
7�Ti 1AINSi! r 'IT
"IIIJDM"
copies of the survey were distributed to residents
at senior housing facilities. The team also targeted
transit -riding individuals through Pace bus shelter
ads placed at high -ridership stops and bus cards
placed inside all Pace buses serving Mount Prospect.
Flyers were also distributed to various community
organizations such as churches, senior -living
facilities, community centers, and schools, as well as
regional organizations centered on transportation
governance and advocacy (e.g., neighboring
communities, Active Transportation Alliance, Ride
Illinois, Northwest Municipal Conference). All focus
group participants and the Transportation Working
Group members were also asked to promote the
study and survey with their networks. Nearly all
outreach materials created during this study were
also translated into Spanish.
Take the
survey todayl
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\�v
Mount Prospect Transit Study 53
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Mount Prospect Transit Study 55
followingThe o
models.implemented different transit service
is comparable ;fit€ Prospect -similar suburban contexts with regional
programstransit access and within a larger metropolitan area. By examining the successf
implementation of these ' contexts, these case
offer valuable insights and potential recommendations to meet Mount Prospec
needs. These examples provide , frame of referencefor some htransit
recommendations outlined in Section S. I
IIIII IIIII Case Studies
While CTA, Pace, and Metra provide the majority of transit services within the RTA areas, a few
local townships and municipalities provide additional or supplemental public transportation
services. The three local case studies provide a variety of services focused on serving different
needs within their communities with different operating partnerships.
Niles, Illinois
Background
Niles, Illinois operates the IINiiollll s I1ireeIIII , a municipally funded circulator service designed to
provide basic mobility within the village and surrounding areas. Introduced in the 1970s, the
service is one of the few local transit programs in the Chicago suburbs that is both municipally
managed and fare -free. While some regional Pace routes serve Niles, the Free Bus focuses on
short, intra-community trips for residents who may not have access to a car —primarily seniors,
people with disabilities, and those running errands.
Service IModell
The Niles Free Bus operates three fixed routes (410,
411, and 412) that run through Niles and into parts of
adjacent communities such as Skokie, Morton Grove,
and Chicago. The service is operated by Pace under
contract but funded and directed by the Village of
Niles. Buses run on weekdays between approximately
8:30 AM and 5:30 PM, with headways ranging from
30 to 60 minutes depending on the route. The routes
serve key destinations such as Golf Mill Shopping
Center, Village Hall, the Niles Senior Center, Lutheran
General Hospital, and several apartment complexes
and medical offices.
The Free Bus is designed around access to daily
needs rather than rapid or high -frequency service.
The focus is on predictability and coverage rather
than flexibility or real-time responsiveness. The fixed
routes and long-standing destinations have made
the system dependable for riders, but there has been
limited innovation in terms of dynamic routing or
digital trip planning.
Ipeiratiiioinalll Considerations and Opportuirlities
The Free Bus is not built for cost recovery; instead,
it's a subsidized public service funded by the Village's
general revenue. While the service is generally well -
received by regular riders, especially older adults,
ridership is modest, and route productivity is not a
central measure of success. Adjustments to the service
tend to be incremental, usually
made in response to changing
land uses or resident feedback,
rather than as part of a broader
transportation planning strategy.
Niles has managed to sustain the
service over the long term, but
ongoing questions about funding
stability, vehicle replacement,
and evolving community needs
remain relevant. It is also unclear
if the Niles Free Bus can be
endangered by Pace funding cuts
or service changes or whether the
service agreement is subject to
renegotiation or contract changes.
For Mount Prospect, the Niles model shows what
a municipally supported shuttle can look like in a
mature suburb. It offers steady, predictable coverage
for essential destinations. The service model is likely
not replicable in today's transportation landscape,
but the Pace Community Vehicle Program could
provide Mount Prospect an opportunity to provide a
similar low or no -fare service, especially if subsidized
by the Village.
Highland Park, Illinois
Background
Highland Park, Illinois offers a localized transit model
that illustrates how a small suburban community
can provide meaningful access for residents through
community -based service. While the city is served by
Pace fixed routes, the Highland Park Connector —a
city -operated shuttle —serves as an additional transit
resource primarily supporting seniors and historically,
youth. The service originated to meet local travel
needs within Highland Park, particularly for those
without access to a car, and has since evolved into a
consistent community fixture.
Service Modell
The IIII Illluugllll llll uund Illl))aiu Illlr Coinii,iectoiir, is a fixed -route shuttle
that runs on a three -day -per -week schedule and
completes a one -hour loop serving key destinations
such as senior housing facilities and community
\�v
Mount Prospect Transit Study 57
centers. The service is intentionally simple and
consistent, supporting ease of use for seniors and
riders with limited mobility. While the shuttle's route
has remained largely unchanged since its inception
before 2000, new stops like Arbor Terrace Senior
Living have been added through informal discussions
between facility administrators and City staff. The
Connector operates with one part-time driver and
one vehicle under the city's transit department, which
also manages other local transit services.
The Highland Park Connector is not evaluated on cost -
efficiency or farebox recovery. Instead, it functions
as a civic amenity and evaluates service based on
community feedback. Riders praise the operators for
their professionalism and personalized assistance,
such as helping passengers carry groceries. Annual
ridership has fluctuated —declining during the
COVID-19 pandemic and gradually recovering —
indicating both demand and limitations related to
service days and operator availability.
Ipeiratiiionalll Considerations and 1p oirtuuniii- hies
Operational costs for the Connector remain modest.
The shuttle vehicle —purchased over a decade ago —
represents a long-term capital investment. However,
staffing remains a challenge. Recruiting certified
operators is difficult. Funding constraints also limit
potential expansions
to additional days or
neighborhoods.
Despite these limitations,
the Highland Park
Connector model is
relevantto Mount Prospect.
Mount Prospect, which
faces its own challenges
with intracommunity
connectivity and access to
Pace routes, could benefit
from a similarly scaled,
locally supported shuttle
service. Emphasizing
fixed, predictable routes
linked to community
destinations —and offering
personalized service —can fill critical mobility gaps
for seniors and carless residents. Highland Park's
model also highlights the value of informal public
engagement and coordination with township services
(like Moraine Township's paratransit), offering Mount
Prospect a roadmap to layering services to enhance
local mobility without duplicating service.
Bedford Park, Illinois
Background
Bedford Park is a small suburb with fewer than 600
residents but over 27,000 jobs concentrated in
warehouses, industrial parks, and distribution centers.
Unlike Mount Prospect and other similar suburban
communities, Bedford Park's mobility challenges center
on getting workers —not residents —to and from jobs
efficiently, especially those commuting from elsewhere
in the region. The spread -out industrial landscape,
limited pedestrian infrastructure, and mismatch
between public transit and shift -based work schedules
have created persistent first/last-mile barriers.
Service Modell
Rather than creating
and operating a fixed -
route shuttle or building
all new infrastructure,
Connect2Work integrated
trip planning and real-
58 Mount Prospect Transit Study
\�V
time ride -booking into the Moovit app. Workers
planned their commute using the app, which
identifies optimal connections between CTA and
Pace routes and offers subsidized first/last-mile
rides to their final destination within Bedford Park.
The program targeted shift workers commuting via
the nearby Midway CTA station or other regional
hubs. Importantly, rides were subsidized, making
the program a low-cost alternative to car ownership
or long walks from bus stops. Although the pilot
program ended in 2022, Beford Park still offers former
users discounted Uber rides.
Ilperatiii unalll Coinsiiideiratiii ins aind Opportunities
Connect2Work was demand -responsive and aligned
totheunique laborpatternsofBedford Park'sindustrial
zones. Unlike a traditional fixed -route system, the
program did not require a fleet of village -owned
vehicles or dedicated drivers, reducing overhead for
the Village of Bedford Park and increasing flexibility.
The pilot also allowed the Village to serve a dispersed
employment base while avoiding the cost and rigidity
of running its own bus system.
Connect2Work offers a useful example for Mount
Prospect, especially in considering how to address
first/last-mile issues for workers and residents in
areas poorly served by fixed -route transit. Although
Mount Prospect is a much denser and more populous
suburb, the Village can face similar spatial and mobility
constraints in business districts and industrial parks
that are beyond walking distance from Pace or Metra
service. Pairing public oversight with private mobility
platforms can be a practical way to fill transportation
gaps in areas with lower transportation demand.
verything you •
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Mount Prospect Transit Study 59
Nlatim�'iwide Case Studies
National case studies selected were similar but diverse
suburban communities from across the country that
have implemented interesting transit solutions to
meet the needs of their communities.
Walnut Creek, California
Ilgaclkgirouind
Like Mount Prospect, Walnut Creek developed as a
small railroad city in the late nineteenth century and
continues to host a key commuter train station (BART
Yellow Line). Both Walnut Creek and Mount Prospect
are moderately affluent and densely populated
communities with high home ownership rates and
above average median household income.
Walnut Creek has several transit options for
transportation within the city and to other regional
destinations. In addition to the eleven weekday bus
routes and four weekend bus routes that serve the
Walnut Creek BART station, Walnut Creek is also
served by a free regional shuttle service that connects
Walnut Creek to other cities and villages in the Bay
Area. For residents with a disability, any address
within 1.5 miles of a bus route or'A mile of a BART
station is also served by paratransit.
Service Modell
elll
Despite a robust network of fixed route public
transit, the city acknowledges public transportation
gaps within the city, particularly for older adults
and disabled residents. Walnut Creek has several
volunteer and human services programs to address
otherwise unmet needs.
elllb lllluiity Matters, , a door-to-door volunteer
driver program for older adults in the county,
allows Walnut Creek residents over 60 to request
rides for multiple transportation purposes, but
especially medical care and essential errands.
The . alllliun t Ciie6k llte iip°eatuii iiin III i iiniii IIII" li ,
operated by the Arts and Recreation
Department, provides free transportation to
older adults and adults with disabilities and
health conditions throughout Walnut Creek
for any trip purpose. Trips must be scheduled
two to seven business days in advance, and the
service performs its first pickup at 9 AM and
last pick up of the day at 2 PM. This service has
strong similarities to the Wheeling Township
Senior Bus, which also operates limited service
to older adults who schedule trips in advance.
The Walnut Creek Mini Bus operates within the
entirety of Walnut Creek, however, allowing
residents to travel freely throughout the city.
a oLIYr G' /06 IFIP Creek ° (in, (I ➢,o("r (!^°(i'11" 7r'rmOI"noP7't
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Walnut Creek also has micromobility options
for older adults and disabled city residents.
For a $60 annual fee, adults over 60 or with a
disability receive a IIII ft ellll°f ccess IIII' ass of 10
one-way rides per month. Through this service,
passholders pay the first $5 of each ride, and
the City of Walnut Creek covers up to ten
additional dollars. Riders are responsible for
any costs over $15.
City residents who require more assistance
may apply for the IIII 1"t orf! ou iiii9 IIII� which
allows eligible users of the Self Access Pass
to call a reservation line rather than schedule
trips via the app. The flexibility of these
services allows riders to travel throughout
the city more spontaneously, especially given
the long advanced -scheduling windows for
several other transportation programs. As a
supplement to other transportation programs,
a discounted Lyft pass provides a safety net for
A Senior Citizen
people with limited transportation options and
mobility challenges.
their Ill est lPira tiii es
Importantly, Walnut Creek clearly highlights all
existing transportation options in an easy -to -digest
format on its mobility management website Way
to Go, Contra Costa. Broken down by city and by
service type, those seeking transportation options are
quickly and easily referred to all available services. All
eligibility and application materials are conveniently
linked for referral. For those uncomfortable
navigating a website, there is also a transportation
and referrals helpline that refers potential riders to
different services. Although the Village of Mount
Prospect has a transportation brochure for residents,
there is no centralized web portal connecting riders
to transportation services beyond Metra and Pace
services. More complete and directed information
would allow transit -reliant populations to ensure they
are taking full advantage of existing programs
Which Service Can II Use If I Arm...
I'reg ui. ar Muss %. Rai+ Se. vice
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Ability
/ Voi. uw.ee r t've1"v'ic,e= -.. Depends on program Criteria
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Disabled But Not ADA-Certified
Neither A Senior Citizen Nor Have A Disability
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Vn[€arll:alge€ Service... Depends on program Criteria
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\�v Mount Prospect Transit Study 61
Duluth, Georgia
Ilf acllk irouuuind
Duluth, Georgia and Gwinnett County offer inspiration
for improving transit access in a suburban community.
Residents of Duluth must rely on the Gwinnett County
Transit (GCT) system and limited connections to the
MARTA bus network for their regional transportation
needs, as Duluth lacks a direct train station.
Service IModell
Because MARTA rail service does not extend into
Gwinnett County, the County has taken strides to
bolster the bus network to help residents access key
community destinations and the City of Atlanta.
Duluth offers I�Ude GwiininetIMiciiiiotuuano nit, a
countywide microtransit service that provides flexible,
on -demand transportation for various purposes. The
service is broad and flexible for a variety of users,
acting as a complement to both MARTA regional
and local Ride Gwinnett fixed route services. The
cutaway -operated demand -response model allows
any resident of any age to book rides for errands,
medical appointments, work, school, and recreation
and social activities. Each ride is $3 and can be
booked both via the Ride Gwinnett app and the
Ride Gwinnett scheduling line. The trip scheduling
window also accommodates diverse schedules, with
the first pick-up at 6 AM and the last drop-off at 8
PM Monday through Saturday. Following the model
of Transit Network Companies (TNCs) like Uber and
Lyft, rides are also scheduled and provided in real-
time with a 10-minute pick-up window with live driver
tracking and notifications for arrival times. Launched
in 2023, the program is reported to have expanded
transit destination options by 41 percent.
The microtransit model provides greater spontaneity
and flexibility for all residents who may need same -day
transportation and does not impose age or mobility -
based restrictions on riders. In areas with limited or
inconsistent public transit service, such as the many
areas of Mount Prospect that are inefficiently served
by existing Pace routes, a microtransit model alleviates
transportation gaps and improves utilization of other
transit services. Because Ride Gwinnett Microtransit
has a small service area that does not extend to all
major employers or key destinations in the region,
many riders use the service to connect to fixed route
transportation that does reach these destinations.
The convenience of the service combined with a low
rider cost creates a natural solution to frequent first -
last -mile problems that arise when connecting to less
frequent regional transit services, such as regional
buses or trains. For Mount Prospect, a community with
strong regional connectivity but poor intra-community
connectivity, a public or subsidized microtransit service
would enhance community -level service, benefiting
riders with both local and regional trip destinations.
White Plaines, New York
White Plains, located in Westchester County, is a
regional hub with a population of approximately
60,000 residents. Similar to Mount Prospect, White
Plains developed as a transit -oriented community,
served by the Metro -North Railroad to connect
commuters to New York City.
White Plains iswell-connected bypublictransportation,
with the Bee -Line bus system offering over 60 routes
throughout Westchester County, including multiple
stops within White Plains. Seniors aged 65 and older
are eligible for reduced fares. In addition, White Plains
residents living within 3/a mile of a Bee -Line route are
eligible for paratransit services through the county's
Paratransit program, which provides curb -to -curb
transportation for eligible individuals with mobility
impairments. Over 70 percent of the city falls within
the paratransit service area.
/i:aa� icafir (",Md(r(J' or) hkw I annuly',(vie o,', o/ /A",u) r r w i,10h,;,
eiriiice Illellls
For older adults requiring more personalized
transportation, White Plains offers specialized
service. I uiideC iiiviiriec° a volunteer -based service
operated by Family Services of Westchester, provides
free transportation for adults aged 60 and older to
medical appointments, grocery stores, and other
essential destinations. This service is comparable
to Connections to Care in Mount Prospect, which
provides scheduled volunteer transportation for
seniors and adults with disabilities. However,
RideConnect operates across a wider service area and
is free of charge, whereas Connections to Care, while
free, suggests a $15 donation for a round trip and
only serves medical destinations. With no cost barrier
or trip purpose requirement, older adults on fixed
incomes have greater flexibility to travel whenever
and wherever they need to go.
Family Services of Westchester also operates
slllhoppoiung. 11lHis p: in four communities with major
shopping destinations. This free service picks up
residents within a one -hour window and completes
a two-hour loop of community shopping centers on
designated weekday meetings. The exact locations
change each week to provide older adults with a
variety of destinations. Riders reserve their seat and
provide their pick-up location ahead of time.
\�V
Mount Prospect Transit Study 6
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Mount Prospect Transit Study 65
No recommendation can singlehandedly address all issues of the existing public transportation
network, therefore necessitating a wide range of improvements from incremental changes to
existing services to implementation of new approaches. Each recommendation addresses a "gap"
in service, playing its role in creating a stronger transportation system. This section provides a
summary of each recommendation and how each aligns with the goals of this study or addresses
community -identified barriers. Recommendations are not listed in order of preference.
Fixed -Route Shuttle
The Village -managed fixed -route shuttle
option would operate similarly to Pace
bus fixed -route service —available to the
general public with stops at designated
locations throughout the Village —but
would fill in service gaps where Pace does
not currently operate within the Village.
The shuttle would enhance north -south
connectivity throughout the Village, as
well as serve additional areas that Pace
does not reach.
Microtransit with Hubs
The Village -managed microtransit option
would provide a demand response service
operating as an "anywhere -to -hub" model
where trips start/stop at a designated hub
but could then connect anywhere within
an established zone. This model —available
to the general public —offers slightly more
operational flexibility both within the
Village and into adjacent municipalities.
Ti7xi or Rideshare Subsi4y Program
This program would subsidize private
rideshare or taxi rides for individuals,
offering residents a curb -to -curb demand
response service at a lower cost. The
Village has the flexibility to set various
eligibility requirements, but typically this
type of program is tailored for seniors
and people with disabilities.
Collaboration with Neighboring
Communities and Local
Transportation Providers
This recommendation encourages the
Village to continue conversations with
neighboring communities and local
transportation providers to further
determine transportation solutions that
better serve residents traveling between
and within municipal or township
boundaries, as well as help organize a
call for greater regional coordination for
enhanced transit offerings.
66 Mount Prospect Transit Study
\�v
Pace Fixed -Route Transit Service
a Mobility Management Program
This recommendation encourages the
• Mobility Manager Role: This program
Village to further coordinate with Pace
would establish a Mobility Manager
to share the barriers and concerns to
to serve as a point of contact between
using Pace fixed -route service in Mount
providers and for residents planning
transit trips. This entity would compare
Prospect and suggest routing and service
various transport providers' service
change solutions, as heard from Village
areas, eligibility requirements, and hours
residents during this study's public
of operation to find opportunities for
outreach efforts and survey responses. The
connection with other providers,
Village does not have direct control over
and then by connecting riders to
these services.
implementing changes to Pace service.
• One-Call/One-Click Mobility
IUIululululululuiuioomuu °°"Information
2222183M
Centers: These centers
are an information hub consolidating
IIIII �IIII� IIIIIIIIIIIIIIIIIIIIIIIII
key information about different
transportation services for riders. These
Improve Pedestrian Access
platforms allow riders to plug in their
This recommendation aims to further
information (e.g., origin, destination,
improve Village -wide access to transit
demographic qualifiers) and then helps
along current Pace routes by filling
determine which services best address
in sidewalk gaps, upgrading existing
their mobility needs.
sidewalks in poor condition, ensuring
7,k it arenas Initiative,
ADA-compliance, or installing or
enhancing crossings at/near transit stops.
This recommendation would build on
the Village's current Aging in Community
Improve Bus Stop infrastructure
initiative and Transportation Working
Group to establish an awareness
In partnership with Pace, this improvement
campaign, during which the Village
calls for further assessment of the bus
reviews current materials and outlets for
stop infrastructure within the Village
communicating transportation services
and determination of where bus stop
and develops ways to enhance each,
amenities could be improved (e.g., bus
as well as provide additional support
shelters, benches, bike racks) to establish
to ensure all residents receive the
a more comfortable and convenient
information needed to understand their
transit network around Mount Prospect.
available options.
Additional consideration for more bus
stop signage is encouraged to enhance
the visibility of Pace bus routes and stops
and address accessibility challenges that a
lack of signage may present.
VA/ Mount Prospect Transit Study 67
The most direct way to provide more mobility
options to Village residents is to operate additional
local transit services. Two different service
recommendations were developed as part of the plan:
a fixed -route shuttle model and a microtransit model.
These two service models are mutually exclusive to
each other and would not operate at the same time.
Local transit services would allow Mount Prospect
to have greater control in providing or operating
transportation services throughout the Village that
address community -identified barriers and meet
residents' desired transportation needs. These
services could improve the public transportation
experience by connecting residents to more key
community destinations, providing the ability to travel
more seamlessly across the Village (e.g., north -south,
east -west), and offering additional transportation
options with more flexible service hours.
IIIII Illli°t°tIIII
To connect residential areas with shopping, services,
and regional transit services, this proposed option
would have two shuttles operated or contracted
by Mount Prospect to complement Pace local bus
services. These shuttles would be open to the general
public and operate at 60-minute frequencies. This
would require one vehicle each to operate each
shuttle. The north shuttle would connect between
the Mount Prospect Metra Station and Prospect
Heights Metra Station with connections at the Mount
Prospect Plaza and Randhurst Village. The south
shuttle will connect the Mount Prospect Metra Station
to the Jewel-Osco at Thacker Street and Elmhurst
Road with connections to the Central Community
Center, Mount Prospect Commons, Mount Prospect
Community Connections Center, and the RecPlex.
The service spans and frequencies for each shuttle are
shown in Table 6 and the proposed route alignment
and potential stop locations are shown in Figure 14
on the following page. A fixed -route shuttle, using a
larger 12-passenger vehicle, provides more service
capacity than demand response service but to a
more geographically limited area. Shuttles operating
on fixed schedules offer predictable service without
needing to make reservations, but riders must wait for
the shuttles to come at a more limited frequency.
l
.�Pir"U. �l'i, �d pis ��»��4�.e.iu" oQ'ii'9"v'f.e d"`?dldt C"✓,.:'Be!!nP
cirri �/, h,,Ops
�,1 hf ,It�Jtle 9:30 am to 4:30 pm 60 minutes
Monday - Sunday
SOu fl,, 9�°u+i.attk,;,u,, 9:30 am to 4:30 pm 60 minutes
Monday - Sunday
Total Vehicles 2
Shuttle Stop Capital Costs
As part of fixed route service, the new shuttles
require designated stops for people to wait,
board, and alight from the transit vehicle. Under
the proposed service plan, the two shuttles have
a combined 75 stops. While most of these stops
are new, a few segments of the proposed shuttles
overlap with Pace bus routes and could utilize the
Pace bus stops on Oakton, Dempster, and Wolf.
The remaining 65 stops require a minimum of a
passenger concrete landing pad, a bus stop sign, and
signpost. In addition to the basic stops, six stops at
major activity centers (e.g., two Jewel-Oscos, Central
Community Center, the downtown Mount Prospect,
Walmart/Aldi, Randhurst Village) are proposed to
have additional passenger amenities such as a stop
shelter, bench, trash, and shuttle/Village information.
Table 7 includes the estimated capital costs to install
these shuttle stops. Table 9 provides an estimate
on the ongoing costs needed to provide a Village
operated transit service.
Table A. ,,k7fed 5f ji.�lp �� �;b�'��A� CoVs
Basic Bus Stops 59 $2,500 $147,500
Enhanced Bus Stops 6 $2,500 $150,000
Total 65 - $297,500
68 Mount Prospect Transit Study
\�v
w.
wi
......... ..... ..............
i PROSPECT HEIGHTS
j ii)
METRA STATION
NICE
-OSCO
........ .. . . . . ... ... .. ......... . ...... w1,1 �WOLF &EUCLID
JEWEL
'fill" a
WOLF & GREENWOOD
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WOLF,& KENSINGTON
. . . .. ............. . *&
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BUSSE &CENTRAL TRAL""N"' 50[ P11 R . .... . . f
0 CEN' & r1/1
I I �� III j WA PELLA tow!l�,
CBUSSE&BOI w, Z) 4,,
BUSSE& LIN(OLW(q
94.
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BUSSE&ESTATES
Or
BUSSE & LONNQi
jBUSSE&GOLF
BUSSE&WILLOW C)
IIII
1450 BUSSE oomid
t
BUSSE&DEMPSTER
r
BUSSE& ALGONQUIN
BUSSE& FOREST COVE V gum ELMHURST & HOLIDAY
B "�VICTORI USSE A ELMHURST & ALGONQUIN
ELMHURST & DEVONSHIRE
ELMHURST & CORDIAL
BUSSE & HIGGINS ELMHURST & OAKTON
Legend
Village Boundary
Metra Rail + Station
Proposed Village Shuttle
North Shuttle Route
South Shuttle Route
kil Shuttle Stops
5-minute Walkshed
(approximately 1/4-mile)
VA/
Mount Prospect Transit Study 69
with
Illlh°°°IIIII uu�uuii IIIIG
The second proposed service recommendation would
implement a north and south microtransit zone
within Mount Prospect. Microtransit would operate as
same -day demand response service with wait -times
of about 30 minutes. The microtransit zones would
work as an "anywhere -to -hub" model so trips would
need to start or stop at one of the designated service
hubs but could then connect to anywhere within the
zone. Service hubs could be shared between zones
and could be located both within and outside the
microtransit zones. This offers flexibility for residents
to make trips outside the Village without needing
to serve large areas in adjacent municipalities. Travel
between zones would either need to be transferred
at a shared hub or offered as a premium service to
keep wait -times down within each zone.
The service spans and estimated wait times are
shown in Table 8 and the proposed zones with hub
locations are shown in Figure 15 on the following
page. Microtransit services with smaller passenger
vans provide more flexibility than fixed -route
services but require more vehicles to provide a
similar amount of service.
."
and V,hiclos
J , d I zr ,y , 9:30 am to 4:30 pm 30 minutes
Monday - Sunday
s ail i 9:30 am to 4:30 pm 30 minutes
Monday - Sunday
Total Vehicles 4
Service Adjustments
While the service levels described above are for
a base level of service, the Village can expand
or adjust transit service spans and frequencies
to better align with ongoing, seasonal, or event -
based demand. For example, during the school
year, service may be increased during morning and
afternoon peak hours to accommodate student
travel, while in the summer, schedules might shift
to support recreational destinations or reduced
commuter demand. Similarly, during local festivals
or special events, municipalities can temporarily
extend service hours, or increase frequency based on
vehicle availability. These adjustments help ensure
transit remains responsive, efficient, and supportive
of community needs throughout the year.
Adjusting spans of service or frequency for transit
services can be beneficial, but it also comes with
several challenges including resource constraints
and equity considerations. Changes in service often
require additional staffing, vehicles, and funding.
Hiring temporary drivers or extending hours can
strain existing operational capacity. Using resources
from one area to bolster service for special events to
not increase budget can unintentionally disadvantage
certain populations who may rely on transit.
What is Microtransit?
As defined by the Federal Transit Administration,
microtransit is "a technology -enabled service that
uses multi -passenger vehicles to provide on -demand
services with dynamically generated routing.
Microtransit services are traditionally provided in
designated service areas".
70 Mount Prospect Transit Study
\�v
piriiiiiiiaiiiiaoiaiaaiioiiaiioiiiiiaa
TARGET & TONY' I, I fl,
FRESH MARKETS j
/i'r
OILilQ,PROSPECT HEIGHTS
METRASTATION
%
%
LAKEAVENUE
WOODS
%
WOODLAND
RANDHURST
ENDEAVOR
pb g' VILLAGE
HEALTH r,
11
11wi J/1111
1/ F/000/0010/0
PROSPECT
HIGH SCHOOL NORTH MOUNT PROSPECT
MICROMANSIT ZONE"
00
All
ENDEAVOR HEALTH NORTHWEST
COMMUNITY HOSPITAL
r§§g, 4LWRT&ALDI
CENTRAL
ON
OAKTON
COMMUNITY
COMMUNITY
CENTER ADVOCATE
1/1, OUTPATIENT
iii,yMOUNT PROSPECfQ/,
COLLEGE
CENTER
1 9 ,,p
METRA STATION
F
phi, , FRISBEE SENIOR
M pqW,
C CENTER
JEWEL-0 1/4000"1
sco SOUTH MOUNT' PROSPECT @
mQm
HOLY FAMILY
MEDICAL CENTER
BROOKHAVEN 14% MICROTRANSIT ZONE
MARKET&ALDI
MARIANO'S
(GuO R'd
9 f
pff,
MONTROSE oolifo
GOLFPLAZAII
MARKET
SHOPPING CENTER
RECPLEX
C,
JEWEL-OSCO
COMMUNITY CONNECTIONS
CENTER & LIBRARY BRANCH
g
F1 E5TA MARKET (63�I1111 I
Legend Proposed Microtransit Zones
Village Boundary North Shuttle Route
�1211*- Metra Rail + Station South Shuttle Route
Service Hub
Trips need to start or
end at a service hub
Mount Prospect Transit Study 71
Mod6ls
For either the shuttle or microtransit service type,
the Village of Mount Prospect has several options
for operating the services: operating the service
directly, contracting the services, or a mix of each.
Directly Operated
A directly operated transit service would be
managed by the Village and would be responsible
for all aspects of the system, including hiring staff,
maintaining vehicles, and overseeing daily operations.
This model provides the highest level of control
and flexibility, allowing the Village to tailor services
closely to community needs. However, it also requires
significant investment with the direct purchasing
of vehicles, hiring operators and supervisors, and
supplying fuel, maintenance, and insurance.
Contracted Service
In a contracted service model, the Village would
outsource transit operations to a private company.
The agency contracting the services typically retains
oversight and sets service standards, while the
contractor handles the day-to-day operations. This
approach can reduce initial start-up costs for the
service and require fewer Village -held resources, but
the ongoing operations costs are likely to be higher.
A contracted service may also limit direct control
over service quality and responsiveness.
Community Vehicle Program
The above service models are described as two
distinct options, but agencies implementing transit
services may utilize a combination of operating
models that run on a spectrum from direct
services to contracted operations. For example,
the Village could procure vehicles but still contract
the operators if there were grant funds available
for vehicle procurement. As an additional option,
Pace can provide vehicles to local agencies in
its service area to provide supplemental transit
services. The Community Vehicle Program provides
vehicles owned by Pace to local agencies to
operate and take on the costs at minimum of
fuel, washing, and detailing with larger vehicles
also requiring maintenance and repairs made by
the local municipality. This program reduces the
overall cost of procuring vehicles while letting local
governments, in coordination with Pace, maintain
control of operations, fares, and administration
of services. The Village could obtain vehicles for
a locally operated transit service through the
Coiiiii uuiirhmmuutiiiily o�.III[fidllle IIII!! uiroo orm and then either
operate the service with directly hired staff or with
a contracted operator.
Estimated Operating Costs
While accurate operating and capital expenditures
estimates require knowing the operating model
chosen by the Village, operating costs can be
estimated based on other similarly operated local
services. For the following estimated operating costs,
a cost of $115 per revenue hour (each hour a vehicle
is operating in service) was used based on Pace's
demand response costs in 2023. Annual revenue
hours, vehicles, and operating costs for both transit
service types are summarized in Table 9. The revenue
hours and associated costs are based on the service
spans and frequencies listed in the previous sections.
able 9. Puri"rvi(c Hours, i a"', "7ulvl G<J_,nt,�
North Shuttle 2,485 12-passengerbus
$285,550
South
Shuttle 2,485 12-passenger bus
$285,550
Total 2 $571,550
North
4,970 2 $571,550
Zonevans
Zone vans
South
4,970 n $571,550
Total 4 $1,143,100
�Ru,,, raor), co,,' of I V, p >r, revr,u.,w u)u, ,�rr)Hca Pis Ow 1"(j( c d roan€r"
co," t rn(s+ rf'vP N h(„ tv,
72 Mount Prospect Transit Study
\�v
Explore Transit Service
Alternatives
IIIIC idy IIIIC
This option would create a pilot program that
subsidizes private rideshare or taxi rides for
individuals. These programs are typically geared
toward seniors and people with disabilities. While
these groups are currently served by demand
response services, demand often supersedes
the capacity of these services and potential
riders are unable to utilize the service. During
community outreach, residents cited low availability,
prioritization of medical appointments, and limited
destinations (small service area) as constraints of
existing transportation options.
Similar programs have been implemented in
neighboring communities, including Elk Grove
Township, Village of Arlington Heights, and Village
of Schaumburg. In these programs, residents register
with the municipality or township and receive
vouchers at a set amount to subsidize the cost of
their taxi fare. Agreements are established with
taxi or rideshare companies to accept this payment
wr N a� lU � 1 �" %o//�yP1011
ni1i a us Rya. . ........ a
method. Vouchers are either sent in paper form or
credited to a reusable card which participants can
use to pay in the vehicle. Participants are responsible
for booking their own trips and for payment of the
remaining amount and any gratuity for the driver.
This program provides extensive service coverage
and flexible scheduling that is not possible with
traditional public transit options. This type of
program can be effective for serving certain transit -
dependent populations.
In determining the structure of this program and
potential service providers, consideration should
be given to the population this program looks to
prioritize, such as seniors and people with disabilities
or for the broader transit -dependent population.
Older adults may be less technologically capable
of using smartphone applications like Uber and
Lyft. Additionally, taxi drivers from an established
company may be perceived as more professional
and able to handle their specific needs. As the
population ages, these concerns may become less
of an issue. Another consideration is the capabilities
of taxi vehicles and individual drivers to handle any
needs involving a disability or mobility device, which
can vary from between companies and drivers.
mr
[pooli
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eIIIII IIIII Illll IIIII �, iir iiiir iiiin iiiit iiii s iiiir IIIII °°°IIIII°°iiiir iiiir lull' ° iiiii IIIII' iiiir ii iiiir °IIIIV� IIII���) iiiii w Illlh°� Illlk iiiir�iiiii iiiir�
Through various stakeholder meetings, the desire to
continue discussions with neighboring communities
and local transportation providers was evident and
deemed vital in determining how future collaboration
between various entities could strengthen
transportation options for all residents now and in
the future. Conversations with Wheeling Township,
Elk Grove Township, Village of Arlington Heights, and
Village of Schaumburg emphasized the interest in
taking a regional perspective to transportation.
Public input received throughout this study's process
noted how better access to key destinations within
Mount Prospect would be highly beneficial but also
highlighted the desire to better reach destinations
in neighboring communities. Current transportation
services sometimes do not allow for these cross -
boundaries or help organize a call for greater
regional coordination for enhanced transit offerings.
Some townships are open to providing access
beyond their borders if requested by residents and
their availability allows. Potentially entering into an
intergovernmental agreement (IGA) with a bordering
township could provide the opportunity to extend
their on demand service throughout Mount Prospect.
Continuing to convene the Aging in Community
Transportation Working Group (TWG) is
recommended to ensure an open dialogue among
key transportation providers and community
stakeholders is maintained. It is recommend to invite
representatives from neighboring communities
to attend meetings throughout the year (e.g., bi-
monthly, quarterly). This may help establish ongoing
I eel: ' Ik d tw vc Iovv ship I ;r)",r)o h v n .5evl v van � v ks up ��r� � c h) o0 r?d o � a na)( ml y rev nL /�WjhL Laity O v���oto nr onlo h1v: Vvhw:,finq Ioving p "ap v n),
rr ly
��rrr,"P� rr,74,i1rtIR Y),0t:ar (,00r) ",�'I°,�r��v vW,
boundary connections (e.g., restrictions on age,
ability, and locations/radius served) which limits
access for many Mount Prospect residents. Keeping
an open dialogue may help form partnerships
and local transportation solutions to better serve
access between and within municipal or township
conversations and foster knowledge sharing
between each other, whether through sharing status
updates on local transportation programs/services,
community feedback on transportation barriers,
or discuss potential transportation solutions or
partnerships (e.g., cost sharing, vehicle sharing).
74 Mount Prospect Transit Study
8
IIIII IC Iir iiindt Service
Pace is a vital transit connection within and between
suburban communities. Given the large geographic
service area and the number of communities that are
served, it is difficult for an individual municipality to
implement substantial routing or service changes.
However, Pace is currently developing its ReVision
Plan, a comprehensive network restructuring
project that will position Pace to meet the changing
ridership patterns. Based on preliminary network
concepts, ReVision may result in changes to
coverage and service frequency. Service change
implementation is currently slated for 2026, making
open dialogue and coordination during the plan
development period particularly valuable. The Village
should also communicate recommended routing
and service changes identified by the community.
Community engagement efforts as part of this study
revealed several takeaways that can help the Village
advocate for adjustments to existing transit service.
One key opportunity noted by community members
is the lack of an effective north -south route that
traverses the length of the Village. The Village is
often viewed as bisected to the north and south
community by Northwest Highway or Central Road.
This is also the boundary of Wheeling Township
and Elk Grove Township. The current Pace routes
continue to exacerbate this bisection. Elmhurst Road/
IL 83 is an excellent candidate for new service. The
existing Pace Route 234 only travels north toward
Prospect Heights. A southern extension of this route
or the implementation of a new route would help
establish a north -south connection. This would also
resolve another community barrier, which is access
for the southern half of the Village to downtown
Mount Prospect. Currently, there is not a Pace route
which connects the south community to downtown.
Additionally, fixed -route service is most likely to see
higher ridership in more densely populated, transit
friendly areas. Recent transit -oriented development
projects and the construction of multi -family
housing underscore the need for enhanced bus
service downtown. An extension of Route 234 or a
new route would address multiple needs.
Public survey responses received demonstrate the
importance of Pace bus service and suggest ways
of increasing ridership. Increased service frequency
and connections to more destinations via Pace bus
both ranked as two of the top three improvements
to public transportation that respondents would
like to see. Approximately 64% of respondents
indicated they would use public transportation more
if improvements were made. Destinations that were
frequently noted include the library, downtown
Mount Prospect, Randhurst Village, RecPlex, and
Endeavor Health Northwest Community Hospital.
While Metra service was taken into consideration
as part of this study, the focus of the study was to
identify transit improvements which can best address
gaps in service and meet the needs of the community,
particularly transit -dependent populations.
II°"'llllraIl'nIli Illr Ilic IIII� �Illli hill
Table 10 compares the existing transportation services and the potential service -oriented
mobility solutions that the Village could adopt to better serve community residents, as
discussed on the previous pages. This table also identifies the gaps in the different services
to help identify the level to which each mobility solution may or may not address community
transportation needs.
t.,
11l 11 � 11 1 111 1 1 � �l 11 l I11 1 11 1 �l�lllllll111111.11 Illlll11111111111 1i1111�14�1) I�I11111111111111 h�V�11.ti111011�11 �110�1111 ���11U i� 1
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11111NIIMMIIM
III II Illy II�III�II III itIIi m� m� 'm . ���m S '�� I
u
uuuuuul�llui ui�lu�u ui'�I
Pace Fixed Route X X X X X X X
Pace On -Demand X X X X X X X
Pace ADA Paratransit X X X X X
Pace Rideshare Access X X X X X
Program (RAP)
Wheeling Township X X
Bus Service X X medical medical X
prioritized prioritized
Elk Grove Township X X
Transportation Service X X medical medicoi X
P prioritized prioritized
Connections to Care X X X
Elk Grove Township X X X X X
Taxi Discount Card
VVVVVVVVVVVVVVV
ui uuul uuiui u�ui uuuulluuui ui�IVui uilluuulluuu uiuu
Taxi or Rideshare X X X X X X
Subsidy Program
r Village Shuttle X X X X X X X
Village Microtransit X X X X X X X
Trips for the Trips for
IIIIIIII General
Public Households
76 Mount Prospect Transit Study
\�v
table 10�"� rnpaf'80r 1 0/ EYishng Grid " dr d`e?7601 7minsd,"gip r wrwes
X X X
Pace Fixed Route limited to fined limited to fixed limited to fixed X
route stops route stops route stops
X
Pace On -Demand limited to on
demand zone
X X X
Pace ADA Paratransit limited to near limited to near limited to near X
fixed route stops fixed route stops fixed route stops
Pace Rideshare Access X X X
Program (RAP) limited to near limited to near limited to near X
fixed route stops fixed route stops fixed route stops
Wheeling Township X
Blimited to X X
Bus Service
Wheeling Township
Elk Grove Township X X
Transportation Service limited to Elk Grove Township limited service X
P (potential to extend 1 mile beyond)
Connections to Care X X X X
Elk Grove Township X
Taxi Discount Card limited X X
Elk Grove Township
Taxi or Rideshare X X X X
Subsidy Program
Village Shuttle X X X
Village Microtransit D* X X X
m Trips to Nearby Trips within
III II II III III III Com
munities dmues Met� Entire Village
,) �ir�„nl�: >��r�i,,, , �rn rh +Y�arr�n�r,��Cr :•a o Ui��icr,�r.� P',�. tNlr;�1r r �t'��:r(>f, �U�,a,� l�Or /rd V^ran:,; �7,'fraf,i rei �r �i;cN
8
Mount Prospect Transit Study 77
7able 10�"riapaf°'80r1 0EYishng ond PMR?7601 7rorisd,SprW,rwes
Pace Fixed Route
X
X
X
X
Pace On -Demand
X
X
X
X
X
X
Pace ADA Paratransit
1 day in
X
X
X
advance
Pace Rideshare Access
X
X
X
X
X
Program (RAP)
Wheeling Township
X
X
X
Bus Service
Elk Grove Township
X
Transportation Service
in
advance
X
X
X
X
Connections to Care
7days in
X
X
X
advance
Elk Grove Township
Taxi Discount Card
X
X
X
X
Varies
Taxi or Rideshare D* X X X Varies
Subsidy Program
Village Shuttle D* X X D*
Village Microtransit D* X X D* D*
Same Day Trips
Oono)dool:>or,;,,,r �, �/n 1 v rl�nr,'C'Ir'�a o -Ui(iicr,�r.� P'x. `rN(t,,;t r r �.`["(r�)i, ��� � � J�i,7r aid" Vura :;7t1, f ;f"i J i Pr Yi;r"r>
78 Mount Prospect Transit Study \�v
70frle 10 �—nrnpaf°'80r 1 0/ EY1shng Grid " Ped`e?7601 7minsd,: "gip r vwes
Pace Fixed Route
Pace On -Demand
Pace ADA Paratransit
Pace Rideshare Access
Program (RAP)
Wheeling Township
Bus Service
Elk Grove Township
Transportation Service
Connections to Care
Elk Grove Township
Taxi Discount Card
X
X
X
X
1 day in
advance
X
X
1 day in
advance
X
7 days in
advance
X
X
X
X
X
X
X
X
X
X
X
X
Taxi or Rideshare X X X X
Subsidy Program
Village Shuttle D* X D*
Village Microtransit D* X D*
Trips at Any Time Trips Outside of
of Day 9:30am to 4:30pm
,) ,t,0, fn or chna—c"', ncc, V[t,'h,gy 10r l'd V^r�7:; �7,'fraf,i rei�r virp
Accessible Trips
on the Weekend
8
Mount Prospect Transit Study 79
Since Pace fixed route transit does not serve the
entirety of Mount Prospect, it is vital that bus stops
and other infrastructure are accessible to avoid
further transit access challenges. Because there are
few opportunities and limited need for park -and -ride
and commuter bus ridership, this section will focus
on how riders use active transportation to access
Pace bus routes and stops.
Poor pedestrian access to transit can arise from
several street -level and systemic challenges, such
as missing sidewalks, poor sidewalk condition,
insufficient opportunities for safe street crossings,
ADA-inaccessible stops or sidewalks, poor street
lighting, high roadway speeds, poor driver behavior,
fear of drivers or crime, and non-existent or limited
pedestrian culture. To assess pedestrian access to
transit in Mount Prospect, both stop -level and route -
level accessibility were analyzed. This analysis asked
two fundamental questions: can riders comfortably
and safely walk to and between stops, and what
infrastructure helps or hinders their ability to do so?
Each of the 117 bus stops located within the Village
were assessed based on its neighboring sidewalk,
crosswalks, and pedestrian -supportive bus stop
infrastructure. Stops were rated as "high accessibility"
if they were located on or near a sidewalk with few
or no gaps close to a marked crosswalk, "moderate
accessibility" if located on a sidewalk with some to
few gaps close to marked or unmarked crosswalks,
and "poor accessibility" if located in an area with large
sidewalk gaps or no sidewalk, few or no crosswalks,
and uneven terrain. The presence or absence of
amenities such as trash cans, benches, shelters, bike
racks, and bus stop signs was also noted.
0I I iiiir IIII`iiii IIIII IIIIIIIIII� �" �� � IIIII IIIII iiiii iiii � � iiiir IIIII w
iiiilAccess
r
Given the strong overall condition of sidewalks in the
Village, most Mount Prospect transit stops could be
rated as largely accessible. Pace routes are primarily
located along roads with strong commercial or
institutional anchors, such as shopping centers, train
stations, civic centers like libraries and Village hall, and
industrial parks. Because these areas often necessitate
strong pedestrian access, these stops largely have
an uninterrupted sidewalk network and marked
crosswalks in at least one direction. Figure 16 shows
the pedestrian accessibility of this sidewalk network.
Routes 208 and 234 have the strongest overall
pedestrian accessibility, largely due to their travel
patterns and use of central roads like Main Street
and Golf Road. Routes 221, 223, 606, and 230 all have
several stops with missing sidewalk or conditions that
contribute to poor pedestrian safety. These sections
occur primarily on roads near light industrial parks,
warehouses, and other areas accessed less frequently
by the public, including Business Center Drive, Oakton
Street, and Algonquin Road. While these bus stops
are not frequently accessed, the inaccessibility of
these areas likely contributes to lower ridership.
Table 11 shows the areas with poor and moderate
pedestrian accessibility and the estimated cost
associated with implementing new or improved
sidewalks to improve accessibility. Investing in
sidewalk upgrading is vital since good stop access
can attract more choice transit riders and offer an
alternative to commuting via car for those working
near these stop locations. Additionally, since these
stops are not located in the most heavily foot -
trafficked areas of the Village, construction would be
less disruptive to travel patterns.
Table j or lr,l„:u,,.�f"Yuo�9u'Aa3' G�,u 44� apll" �Y� d �l; d8 �l ti"rY',". i')I
Business Center Dr
Poor
1.1
South
$1,741,100
Feehanville Dr
Poor
0.2
South
$327,850
Shared -use path
North
and sidewalk
Algonquin Rd
Poor
1.4
+
anticipated in 2027
South
(as part of a separate
Village project)
$121,110
(sidelk to be
Oakton St
Poor
0.1
North
fromwaElizabeth Cooed
Elmhurst as part of a
separate Village project)
Oakton St
Poor
0.2
South
$344,900
Linneman Rd
Moderate
0.4
East
$471,460
'` �' (:➢,`�� f !IL'��Tl;! IlY"Wd J(lf;°�f(f 'f )P.. r'i (pl `l o"":''I'1Y d�, it^",7/Pt'Yloel a, �;71 ti:;% i 11'i''It �dr:'f. h1Y1
0 Mount Prospect Transit Study
\�v
Legend
Village Boundary
Metra Rail + Station
Pace Bus Route
Transit Access Analysis
as a measure of sidewalk quality and crosswalks
Poor
Moderate
Good
Q Marked Crosswalk
th, Senior Living Facility
S-minute Walkshed
(approximately 7/4-mile)
Mount Prospect Transit Study 81
IIlhimIll�xroveIIIIIIus Stqp
In addition to pedestrian safety and access via
sidewalks, bus stop infrastructure can improve all
riders' experience of transit, especially pedestrians.
Amenities like bus shelters, benches, trash cans,
and bike racks all make taking transit more
comfortable and convenient. Shelters, especially
in extreme temperatures and weather conditions,
also improve overall safety, especially for older
adults, children, and people with disabilities who
might be more vulnerable to extreme heat, cold,
or precipitation. Only 18 of Mount Prospect's 117
bus stops have shelters. These shelters are well -
sited in high traffic and high ridership areas, such as
along Main Street, at Randhurst Village, and along
Algonquin Road, but additional shelters could further
improve both access and ridership in moderate
or lower volume areas. Potential locations include
Algonquin/Busse, Algonquin/Briarwood, Elmhurst/
Oakton (at Enterprise Dr), and Oakton/Diane.
Visibility of Pace routes is also crucial to pedestrian
access and overall ridership. Because Pace operates
flag stop service along several routes in Mount
Prospect, several routes do not have bus stop
signage. The majority of stops along 234 do not
have any signage indicating bus stop locations
or the bus route. This can introduce accessibility
challenges. Stop signage is vital for creating a legible
and accessible system for both frequent and casual
riders. For riders with disabilities, flag stop systems
are also harder to navigate. Buses may stop at areas
without a landing pad, proving challenging for riders
with mobility devices, or entirely miss low -vision
riders or riders who have difficulty signaling a bus.
Pace is currently working to convert all routes to
posted -stop only, but this process was slowed by
Pace's network redesign. Currently, 113 of the 220
routes are posted -stop only.
Figure 17 shows a visualization of potential bus
stop improvements that can be applied to other
bus stops across Mount Prospect, as applicable.
Oakton Street is used as the example location in the
visualization, which is also an Arterial Bike Network
Study (ABNS) corridor with a recommended future
sidepath on the north side of the roadway. The
visualization highlights how the ABNS bike facility
recommendations can be integrated into bus
stop location improvements to further enhance
bicycle and pedestrian accessibility and improve
connectivity to transit. Further engineering review
as well as coordination with Pace and other private
entities may be needed on a stop -by -stop basis.
Notable improvements
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are listed belrsw
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and cnvoruge
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2 Mount Prospect Transit Study
8
VA/ Mount Prospect Transit Study 83
0 IIII w IIIII°iiiii iiiii°„
Mobility management refers to the process of
connecting riders to available transportation
resources within a community. This method involves
a wide variety of transportation providers —fixed
route public transit agencies, paratransit providers,
human service agencies, non-profit shuttles, private
operators, rideshare subsidy programs, taxi services,
volunteer driver programs, and others —and serves
a wide array of riders, including older adults, people
with disabilities, students, and low-income residents,
among others.
Mobility management is a cost-effective, user-
friendly, and flexible method for addressing riders'
unique needs. Rather than providing general
transportation guidance, mobility management
considers riders' unique travel circumstances and
connects them directly to providers that meet
their specific needs. This process entails both clear
communication with riders and clear coordination
with local transportation providers. The methods
of communication and coordination vary across
mobility management systems.
Mobility Manager Role
Transportation commissions, cities, or providers may
select an individual or department to serve as a point
of contact between providers and riders planning
trips. This chosen manager often has knowledge of
service brokerage and operations, local transportation
policy, and travel navigation. They work on both
the front and back end to fill transportation gaps:
first by comparing services' service areas, eligibility
requirements, and hours of operation to find
opportunities for connection with other providers,
and then by connecting riders to these services.
Mount Prospect Recommendation
The Village of Mount Prospect works alongside and
coordinates with several transportation providers,
such as Pace and Wheeling and Elk Grove Townships,
without providing service of its own. Planners and
staff at the Village have the potential to strengthen
these relationships and work directly with providers
to formally or informally serve as mobility managers.
This responsibility will likely require more staff or staff
hours for the Village to participate more actively in
transportation policy, brokerage, and information -
sharing. Because the Village is not currently a transit
provider and does not have authority to modify Pace
or township services, the Village would primarily
serve as an advocate and information hub for services
within Village boundaries.
Additionally, the Village could help establish provider
partnerships between township level services to serve
Mount Prospect residents whose trips fall between or
across the Elk Grove and Wheeling service areas. This
would address a current issue highlighted by senior
residents: the Elk Grove Township Transportation
Service and Wheeling Senior Bus have different
service hours and eligibility requirements and no
overlap in their service areas. While the Village
cannot dictate township services' policies, they can
help create a protocol for serving riders who would
benefit from additional flexibility.
One-Call/One-Click Mobility
Information Centers
Several mobility managers opt to set up one-
call/one-click mobility information centers that
consolidate key information for riders. These
platforms allow riders to plug in their information —
origin, and destination, and often disability status,
age, Medicaid qualification, and veteran status —
and see which services best address their mobility
needs. Platforms like these often save riders from
searching dozens of individual websites and
parsing different service descriptions. Call center
options, either alone or in support of a website,
are ideal for communities with transportation gaps
for older adults. Online information centers are
more easily navigated and updated, however, and
can be consulted at any hour and, with automatic
translations in most browsers, translated into
different languages.
84 Mount Prospect Transit Study
\�v
As long as any information is reviewed and updated
regularly, a designated mobility information center
does not necessarily require a designated mobility
manager. Online platforms need to be housed on
a permanent and well -maintained website, and
call centers similarly need to be well -staffed and
provided with the most recent information. This is
made easier by a designated mobility manager who
becomes the natural gatekeeper of the mobility
information center.
Mount Prospect Recommendation
The Village of Mount Prospect currently has a public
transportation page on the Village website that
could easily become a one -stop shop for mobility
information. The current page does provide valuable
information for riders and potential riders, including
details about riding Metra and Pace routes and
parking in the Village. This website could, with limited
development, investment, and staff power, be
updated to include an interactive trip planning
feature, enhanced information about paratransit
and community transportation programs such as
Wheeling and Elk Grove Township services, and
information about current and planned investments
in pedestrian and cyclist infrastructure.
This updated website would build on an existing
community resource, such as a well -organized
and centralized Village website, but better serve
community members navigating public transportation
options in Mount Prospect. Because of the
comparatively low cost of this website, a mobility
information center is also an ideal short term or
stopgap improvement to pursue while the Village
plans and implements larger improvements. This
resource allows for potential transit riders, especially
transit -reliant community members, to leverage
Mount Prospects current services and, hopefully, meet
their mobility needs.
fflo�_ "I I
jun( tl U C, Om? c�c'ffl/Orfit "R�k ,;/,f"ern" r onprnvide to "J' CiY7', /I`�l�l`��rvl', rr I fll"I Cj"' 1"t rl W/xl �i: d? I / i'ilt: r,���V Of?
\,A/ Mount Prospect Transit Study 85
0 iiii iiiir Awareness lines IIIII iiii iiiii°iiiii °iiiii e
This recommendation would build on the Village's
existing efforts to increase transit awareness. If a
Mobility Manager Role is established, the tasks
in this recommendation can be assumed by the
designated Mobility Manager. Suggestions for this
initiative include the development of comprehensive,
easy -to -read materials that outline available transit
options, training of staff at public -facing institutions,
and a public awareness campaign to spread further
awareness about these resources.
Results of the public survey and comments received
indicate that potential riders are unaware of existing
services and how to easily access information on
routing, scheduling, and coverage. Once a one -click
mobility information center is established through
the Village website, updating print materials to be
user-friendly, accessible, and include all possible
transportation options will be essential. These
materials would condense information on services,
schedules, fares, destinations and instructions on
how to utilize them.
The Village would coordinate with institutions and
relevant stakeholder groups to distribute materials
and train staff on the available transit services.
Senior -living facilities, schools, faith groups, and
community organizations that work with vulnerable
populations would be effective partners in
conducting a transit awareness campaign.
A six -to -twelve month communication and
awareness campaign would further spread
awareness of available resources, and how to best
reach the Mobility Manager or Village contact, if
needed. This could include branding specific to the
transit initiative, signs in Pace shelters and Metra
Stops, signs and pamphlets at senior facilities
and continuing to promote through the existing
transportation workshops the Village holds.
The Village may consider working external partners,
such as the Regional Transportation Authority
Mobility Management Division to arrange for
seminars and group trainings at key facilities. The
Mobility Management Division connects older adults
and people with disabilities to information about
Metra, Pace, and CTA buses and trails, RTA programs,
and local transit options. The Mobility Outreach
Program works directly with organizations that
serve and offer programs to older adults and people
with disabilities and educates customers on transit
topics such as accessibility, RTA Fare programs, trip
planning, and more. The team also assists customers
in signing up for the RTA Fare programs. The RTA
also offers travel training sessions, which are free
one-on-one trainings to help participants learn how
to use Metra, Pace, and CTA buses and trains.
6 Mount Prospect Transit Study
\�v
TRANSPORTATION
RESOURCE FAIR
Presented by the Village of Mount Prospect
Aging in Community Initiative
Thursday, September 11
2:00 p.m. - 3:30 p.m.
Village Hall - 3rd Floor
50 S. Emerson Street'µ
Learn about transit options for seniors and
persons with disabilities from the providers that
serve our community. This free event starts with
a presentation and is followed by a resource fair.
Attendees will have the opportunity to complete
transit applications on site.
Speakers: Connections to Care, PACE, RTA,
Wheeling Township, and Elk Grove Township
To register, call the Mount Prospect Human
Services Department at (847) 870-5680.
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Mount Prospect Transit Study 87
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Mount Prospect Transit Study 89
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Meaningfully improving mobility options is complex, but with a methodical, coordinated
approach and appropriate foresight, the Village can help implement targeted, effective mobility
solutions. This section outlines the merits and limitations of each recommendation to serve as
a reference point for decision -makers on which recommendations to pursue. It also provides
context on possible next steps regarding external coordination and funding opportunities. The
Village should continue to work with the public to determine which improvements should be
prioritized for implementation.
The initial goals of the transit study, as well as community feedback obtained through
engagement efforts, informed the development of criteria for evaluating the potential transit
recommendations. These criteria are intended to help the Village prioritize projects and
initiatives that will best serve the needs of current and potential transit users within the Village
while balancing the resources available to implement options.
Low Cost
The expected cost to the Village to
implement the recommendation. Providing
recommendations to a partner agency,
for example, is low-cost but the "ease of
implementation" may be more challenging.
Specific costs were not developed as part of
this study. Rather, planning -level estimates
and qualitative assessments were used.
Ease of Implementation
The level of ease or difficulty for the Village
to implement a recommendation. The
fewer regulatory or institutional barriers
that would prevent, prolong, or prohibit
implementation, including coordination with
transit agencies and other service providers,
would lead to easier implementation. For
example, Village -led services and initiatives
would be easier to implement than those
requiring external coordination.
Improves Access for Transit -Dependent
Populations
The level to which the improvement serves
existing and potential riders that are most
likely to rely on and use public transportation.
Enhances Regional ' cti l�
The level to which the improvement
establishes or enhances connections to
nearby medical facilities, regional transit (e.g.,
Arlington Heights and Des Plaines Metra
stations), or commercial and recreational
hubs in neighboring communities.
Transit -Dependent Populations
People more likely to rely on public
transportation, including seniors,
people with disabilities, and low-
income and no vehicle households
For Mount Prospect. Identified in the
Transit -Propensity Index
Enhances Local Connectivity
The level to which the improvement
establishes or enhances connections to nearby
medical facilities, grocery stores, or commercial
and recreational hubs within Mount Prospect.
Addresses Communi�y.-Identifted
Barriers
The level to which the improvement addresses
community -identified barriers as identified
and prioritized during the study's engagement
process. A few top barriers heard include:
• Service Frequency: The level to which the
improvement increases frequency of service
to make transit more reliable, reduce wait
times, improve feasibility of connections, and
improve rider's overall experience.
• Transit Network Awareness: The level to
which the improvement provides the public
with complete and up-to-date information on
services, routes, fares, and destinations in an
accessible manner.
Connects to Key Community Destinations:
The level to which the improvement provides,
enhances, or reinforces a connection to
community destinations including Downtown
Mount Prospect, Randhurst Village, Library,
Village Hall, RecPlex, medical or wellbeing
facilities, schools, grocery stores, other major
shopping centers.
Access to Transit: The level to which the
improvement makes transit stops more
accessible, through filling in sidewalk gaps,
adding crosswalks and bus stop infrastructure;
as well as bringing transit closer to the rider
and their origin or destination.
Key Community Destination
Places that people need to access
for work, education, health, and
other necessary activities (e.g., senior
centers, recreational facilities)
For Mount Prospect.- Identified through
the public .survey, interactive wrap,
focus groups, .stakeholder outreach,
pop --up events, and Village guidance
Connectivity
The ability of people to travel within
a region, between communities, and
locally, by public transportation
For Mount Prospect. Identified through
the public .survey, interactive map,
focus groups, stakeholder outreach,
pop --up events, and Village guidance
\tv
Mount Prospect Transit Study 91
In Table 12, the project team assessed each recommendation against the evaluation criteria.
Each recommendation was then ranked on a scale of "low" (light purple) to "high" (dark purple)
depending on how well it satisfied the criterion relative to other recommendations of this study.
A ranking of "high" indicates the recommendation highly satisfies the criterion, and a ranking of
"low" indicates the recommendation minimally or does not satisfy the criterion.
Table 72. eraP�sd i va:d�?ulir:,n Murr~i;>(
Taxi / Rideshare
Subsidy Program
0 Village Shuttle
Village Microtransit
Adjust Pace Fixed
Route
Access to Transit
Improvements
Mobility Manager
Program
Transit Awareness
Initiative
1) (. W(,e'rC,)r!+hon "m'^p 1 u ,,1—O ,i, q ('o nwr?il�cs on(J /.n r/ law""rp,' ul(r)r)
Vovidc , , xv, ),1r7Y r nrr i frt J °n thin rnoalxOnol i.,� di/l °r"'W c')mpare
lei b,,ne obh,,w oplr on und!,hout J bn un nnlgorn q ell0rV by Om, V o (r ;',er! /U(r �"rw,ir,)r�r)r raP'Cr)r)
°r�)rrr x_r P��xr ;,-0 n nn Ow /o flovlr l vuqes)
Does Not Highly
Satisfy Satisfies
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In Table 13, the recommended projects are grouped by the anticipated time and cost required
for implementation. Short-term recommendations are generally lower -cost and require minimal
coordination with external agencies and entities. Medium -term recommendations are larger in
scale, more expensive to implement or adopt, and require some degree of coordination with
external agencies. Long-term recommendations may carry a high cost and require years of
working external partners to carry out the desired recommendation.
• Determine fare subsidy amount, delivery method, and eligibility requirements
Taxi or Rideshare • Contact taxi or rideshare companies to establish contract option
Subsidy Program Pilot • Reach out to neighboring communities who have an established program for further insights (e.g.,
Arlington Heights, Elk Grove Township)
• Confirm if fixed -route shuttle pilot or microtransit pilot is to move forward
Fixed -Route Shuttle
• Establish which operating model will be used for the selected service pilot (e.g., Village -operated,
Pilot and Microtransit
contracted service, Pace's Community Vehicle Program). Note, for illustrative purposes, the
Pilots
Community Vehicle Program is used to illustrate next steps for each program further down in this
Recommendation Phasing table
• Meet with Elk Grove and Wheeling Townships to discuss possibility of an Intergovernmental
Agreement (IGA) to expand their existing service
Collaboration
with Neighboring
. Continue to convene the Aging in Community Transportation Working Group WG quarterly
g g y p g p R ) q y
Communities
• Coordinate quarterly or bi-annual meetings with representatives from neighboring communities (e.g.,
Elk Grove Township, Wheeling Township, Arlington Heights, Schaumburg) to continue dialogue and
discuss implementation of recommendations
• Share recommended Pace bus routing and key connections (community destinations) from the study
Pace Fixed -Route
with Pace, in addition to service and frequency feedback.
Transit Service
• Coordinate meetings with Pace to discuss upcoming collaboration and plans: Community
Vehicle Program, updates from ReVision that may impact routing, access to transit, bus facilities
improvements, flag stop to posted -stop improvements
Improve Pedestrian • Program sidewalk or shared -use path improvements for "poor" and "moderate" segments on
Access and Bus Stop transit routes
Infrastructure • Program bus stop infrastructure improvements for high ridership Pace stops
Mobility Management • Designate a Mobility Manager
Program • Setup set up one-call/one-click mobility information centers (website)
• Initiate campaign through development of branding and public -friendly print transit materials (signs,
Transit Awareness flyers, pamphlets)
Initiative
• Reach out to RTA Mobility Management Division to discuss potential support and collaboration
\�v
Mount Prospect Transit Study 93
7bble I . ?an, !d (V'..d° nfi dI Cd )
Program
Pilot
• Pilot taxi or rideshare subsidy program for one year
Subsidy Prog
Taxi or Pra . Review pilot effectiveness after one year
• Implement permanently if successful
• Conduct Public Engagement & Service Marketing: Establish engagement plan with
community members, riders, and community stakeholders. Public engagement should focus on
Fixed -Route the implementation of fixed route shuttles and informing community members of new service
Shuttle Pilot being launched.
(Guidance for if this option . Stop Location Identification: Conduct site assessment for exact shuttle stop locations. This includes
is selected to pilot rather individual site assessments for each stop and determining the level of infrastructure (stop e) that
than Microtransit) p g p type)
will be needed at each stop. During stop identification, pedestrian environment and first/last mile
conditions to access the stop should be assessed.
• Microtransit Software Procurement: Evaluate software solutions and procurement of software
for demand -response vehicles and include same -day scheduling/trip matching software (e.g., VIA,
Microtransit Pilot
RideCo, TripSpark). Additionally, scheduling/dispatching software needs to have the ability to limit
rides to designated hub locations.
(Guidance for if this option
. Vehicle Procurement: Work with Pace's Community Vehicle Program to obtain four passenger vans
is selected to pilot rather
than a Fixed -Route shuttle)
to use for the microtransit service.
• Conduct Public Engagement & Service Marketing: Establish engagement plan with community
members, riders, and community stakeholders. Public engagement should focus on the
implementation of microtransit and informing community members of new service being launched.
Transit Awareness
• Launch awareness campaign through newsletters, social media, posting signs at transit stops or
Initiative
stations and senior facilities, and leaving pamphlets at public locations
• Vehicle Procurement: Work with Pace's Community Vehicle Program to obtain two 12-passenger
Fixed -Route buses for shuttle use. Larger vehicles for the shuttle service require maintenance agreements in place
Shuttle Pilot between the Village and Pace.
(Guidance for if this option . Route Scheduling Analysis & Assessment: Solidify route and operating schedules based on service
is selected to pilot rather
than Microtransit) spans, manpower, shifts, etc. Test runs should be conducted to adjust, and re -time routes based on
roadway conditions and actual running times.
Microtransit Pilot
• Hire Drivers or Procure an Operator: After vehicles are procured and service is ready to launch, the
(Guidance for if this option
Village will need to hire drivers or procure an operator to drive the vehicle on the Village's behalf.
is selected to pilot rather
• Microtransit Service Implementation: Begin operating the microtransit service in the two proposed
than a Fixed -Route shuttle)
Zones and monitor the service effectiveness.
0 Improve Pedestrian•
Review progress on sidewalk or shared -use path improvements for Poor and Moderate segments on
Access &Bus Stop
transit routes and program for future, as needed.
Infrastructure
• Review progress on bus stop infrastructure improvements for high ridership Pace stops and program
for future, as needed.
94 Mount Prospect Transit Study
\�v
Microtransit Pilot
(Guidance nsithis option • Monitor the service effectiveness and adjust program, if needed.
foris selected to pilot rather • Implement permanent program, if successful.
than a Fixed -Route Shuttle)
Transit Awareness . To determine if new/updated transit programs are meeting the needs of the community, distribute a
Initiative (Transit Villagewide transit survey every 4-5 years.
Survey)
Collaboration • Continue to convene the Aging in Community Transportation Working Group (TWG) quarterly
ur with Neighboring • Coordinate quarterly or bi-annual meetings with representatives from neighboring communities (e.g.,
Communities Elk Grove Township, Wheeling Township, Arlington Heights, Schaumburg) to continue dialogue and
discuss implementation of recommendations
Pace Fixed -Route • Coordinate bi-annual meetings with Pace to discuss upcoming collaboration and plans: Community
Transit Service Vehicle Program, updates from ReVision that may impact routing, access to transit, bus facilities
improvements, flag stop to posted -stop improvements.
Mobility Management Review transportation services annually and update and marketing or communication
Program materials accordingly
\�v
Mount Prospect Transit Study 95
The Village should consider applying for grant opportunities, either individually or in
collaboration with transit agencies, to secure funding for improvements. Opportunities are
available through grant programs from various levels of government agencies and institutions.
Typical funding for transit operations and supporting capital programs use a combination of
federal, state, and local funds. However, if the Village was to operate its own transit service, it
would likely receive no direct federal funds from the Federal Transit Administration and minimal
state funding due to the Village being part of the greater Chicago metropolitan area and within
the Regional Transportation Authority's service area.
While these typical transit funding sources may not be available, the Village could utilize a
number of other locally managed programs to assist with the funding of transit, particularly
with capital costs.
Table 14 lists potentially relevant and current opportunities.
Table 14, Poeobb. . Funda,lg Qpr1c,,d"+or0ivs
Access to Transit RTA Pedestrian and Bicycle Improvements
Pilot Program for Enhanced Mobility FTA Accessibility, Public Transit
Bus and Bus Facilities Program FTA Bus Stops/Stations, Public Transit
Low or No Emission Grant Program FTA Public Transit
Highway Safety Improvement Program IDOT Safety, Pedestrian Improvements
Illinois Transportation Enhancement Program IDOT Pedestrian and Bicycle Facilities
Surface Transportation Block Grant Program (STP) CMAP Transit Station Accessibility, Transit Stations, Transit Line
U.S. Department of
Community Development Block Grants (CDBG) Housing and Urban Pedestrian and Bicycle Facilities, Sidewalks
Development (HUD)
Congestion Mitigation and Air Quality (CMAQ) or CMAP Transit Improvements, Bicycle Infrastructure
Transportation Alternatives (TA)
Invest in Cook Cook County Various Transportation and Transit Projects
H�na��or�
96 Mount Prospect Transit Study \�v
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