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Soles and Spokes Awards for Excellence (Booklet - May, 2000)
The Soles and Spokes Awards for Excellence honor the model work
being done to make northeastern Illinois more walkable and bikable. These awards were
given during Soles and Spokes 2000: Walking and Biking for Transportation, a
conference hosted by the Chicago Area Transportation Study (CATS) that brought together
this region’s elected officials, planners, engineers, consultants and advocates for
three days of education and inspiration on topics such as bicycle and pedestrian
facilities, community and regional planning, funding, liability, implementation and the
benefits of non-motorized transportation.
This report describes the twenty-two projects that were nominated for an
Award for Excellence. If these efforts spark similar efforts around the region,
northeastern Illinois will become a better place to walk and bicycle. All of the nominated
projects provide some examples of good practices for others to follow. These practices
include:
- Public involvement, education and outreach
- Creative use of existing resources, including funding
- Creative design solutions
- Linkage within and between communities
- Collaboration between agencies and governments
- Institutionalization of non-motorized concerns within traditional
transportation planning
- Integration of transportation and land use planning
- Promotion of cycling and walking
- Aesthetic enhancement
Awards were given in the following categories:
Comprehensive Planning
- Village of Downers Grove Bikeway Plan
- City of Geneva Strategic Plan
- Downtown Park Forest Master Plan
- Woodridge Comprehensive Bikeway Study & Implementation Plan
Promotion
- Village of Arlington Heights Central Business District Train Station
- Bikes On Trains
- Pedestrian Oriented Retail
- Walkers Win!
- Hike Lake County
Built Facility
- North Shore Bike Path/Grand Illinois Trail in Lake County
- Marine Drive Traffic Calming Project
- Memorial Park Paths
- Batavia Riverwalk
- Rolling Meadows Bike Path
- Sullivan Woods Bike Path
- Chain of Lakes
- Skokie Valley Trail
Planned Facility
- South Lake Shore Drive Preliminary Engineering Study
- Pedestrian/Bicycle Bridge over the Des Plaines River
- Lakefront Burnham Greenway Bicycle Connector
Political Leadership at the Municipal Level
- Alderman Vi Daley of Chicago, Halsted Street Test Bicycle Lanes
Political Leadership at the State Level
- Representative Carol Pankau, Intergovernmental Trail Program
For more information about CATS or the Soles and Spokes Conference, contact:
Kermit Wies, Director of Plan Development
Chicago Area Transportation Study
300 West Adams Street
Chicago, Illinois 60606
312.793.0380
AWARD FOR EXCELLENCE: Comprehensive Plan
Village of Downers Grove Bikeway Plan
Village of Downers Grove
In 1998, Downers Grove, in cooperation with T.Y. Lin International
BASCOR, initiated the development of a community bikeway plan. This planning effort was
consistent with earlier community visioning processes that had revealed a desire for the
village to provide bicycle facilities as an integral part of its transportation system.
The outcome of this planning process is a specific set of bikeway proposals derived from
the needs and wants of the community. Considerations during the plan’s development
included its relationship to the Village’s future land use map, transportation and
recreational facilities, shopping and employment centers, and other regional and local
bicycle facilities. The diversity of users was addressed through the incorporation of both
on-street and off-street facilities where appropriate. Besides developing a recommended
bikeway network, the plan addresses end-of-trip facilities, promotion of the bicycle as a
viable transportation choice and access to transit.
Public involvement was a critical component in the development of the
plan. A charrette process was facilitated by the Village’s consultant as a way to
gather public and agency input. The draft of the plan included what became a controversial
trail segment. When news of funding for its construction began to trigger questions and
concerns from neighboring property owners, village staff and the consultant worked with an
informal committee of neighborhood residents to develop a viable on-street alternate to
the trail. Both the trail and on-street route were presented equally on the final draft of
the plan. Knowing that both would work from a technical standpoint, the policy makers
chose the on-street alternate with the full support of neighborhood residents. This
approach truly makes it the community’s plan, not the staff’s or the
consultant’s.
Believing that good transportation infrastructure provides a good
climate for business and industry, the Village of Downers Grove has already created a new
program in the capital budget to provide bikeway funding for the next five years. The plan
also identifies other funding possibilities. The lower cost projects, such as designating
streets as routes, will be completed first, to allow time for the acquisition of funds for
the larger projects.
This plan puts the Village in a better position to lobby for
improvements, such as signalized intersections, when working with state and county
transportation officials. In the absence of a plan supported by elected officials, it can
be difficult to convince those at other levels to prioritize certain improvements. Many of
these improvements will benefit pedestrians as well as cyclists.
Notable features:
Planning process: The Village, consultant and citizens worked
together throughout the process to develop a plan that would meet the community’s
needs. They identified important destinations, inventoried existing facilities, analyzed
crash data and rode through the community to understand it from a cyclist’s
perspective.
Comprehensiveness: The proposed bikeway system considers the
needs of all cyclists through the provision of both on and off-street facilities.
Attention was paid to land uses and the need for direct access to important destinations.
The plan also goes beyond putting lines on a map—it prioritizes projects, calls for
bicycle parking, estimates costs, identifies funding sources and addresses linkages to
other municipalities and regional facilities.
Contact:
Stan Balicki, Special Projects Coordinator
Public Works Department
630.434.5495
AWARD FOR EXCELLENCE: Bicycle and Pedestrian Promotion
Central Business District Train Station
Arlington Heights
The Central Business District Train Station provides a multi-model
transportation hub in the center of a vibrant and redeveloping downtown. The station
brings together many modes of transportation through a network of improvements to
accommodate pedestrians, bicyclists, trains, busses, taxis and passenger vehicles,
including covered canopies for commuters and covered bicycle facilities. There are
businesses inside the station, including a bakery and newsstand, as well as public
restrooms and a Metra ticket agent office. The building façade evokes the feel of
traditional stations through the use of materials like stone, brick and slate.
The redevelopment has enhanced the pedestrian corridor along the
railroad tracks, providing opportunities for pedestrians and bicyclists to access not only
the commuter station but also the rest of downtown. It will play a crucial role in the
attempt to close the gap between the north and south sides of the central business
district. Before construction, pedestrians had to cross parking, four lanes of traffic, a
sidewalk, a parking lot, three train tracks, another lot and another street; it was a
visual, mental and physical barrier. The station now serves as "an oasis in the
middle." The relocation of the platforms has improved pedestrian and ADA
accessibility and will prevent trains from blocking traffic.
The planning process brought together the business community, interested
citizens, and elected and appointed officials. The study included a bus tour of other
communities’ train stations, an all day design charette and studies and surveys of
commuter and pedestrian habits in and around downtown.
The $4.8 million project was funded by six different agencies: the
Village of Arlington Heights (through a TIF), Metra, ISTEA, Operation Greenlight, Pace and
the Northwest Municipal Conference.
The station is a key component in the current redevelopment of downtown
Arlington Heights. This includes over $200 million in investments in projects such as
Arlington Town Square, which includes a six screen movie theater, an underground public
parking garage and the Metropolis Performing Arts Center. By promoting aesthetically
appealing, higher density, mixed use development centered around a transit station,
Arlington Heights promotes the use of non-motorized modes of travel, thus reducing
reliance on the automobile.
Notable features:
Planning process: A range of stakeholders was involved in the
process, which included identifying needs, researching other stations and considering
different designs.
Transportation/land use connection: This project, in conjunction
with the downtown redevelopment, recognizes that a vital downtown is one that accommodates
non-motorized modes not only through a network of facilities but by increasing the
diversity and density of businesses and residential development.
Attention to design: Attention to architectural design and public
spaces helps create a sense of place and invites pedestrian activity.
Contact:
Charles Witherington-Perkins
Planning and Community Development Department
847.368.5200
AWARD FOR EXCELLENCE: Built Facility
North Shore Bike Path/Grand Illinois Trail
Lake County Department of Transportation
This 1.9 mile, 10 foot wide crushed limestone facility on an old railbed
completed a critical gap in the North Shore Bike Path/Grand Illinois Trail. Located on the
south side of Illinois Route 76 between the Villages of Green Oaks and Libertyille, it
addressed the obstacles of Interstate 94 and the Des Plaines River. Mud and rubble were
cleared from under the highway and the bridge over the Des Plaines River was retrofitted
to accommodate non-motorized users. This project also provides a critical connection to
another regional bike path—the Des Plaines River Trail in Lake County. The project
cost $348,000 and was financed using Enhancements funds. It involved cooperation with the
Lake County Forest Preserve, IDOT and Libertyville, which has agreed to maintain the
facility.
Notable features:
County DOT involvement: The Lake County DOT is proactive in
providing bicycle facilities. This level of support and institutionalization can inspire
communities to do more with local bicycle planning.
Critical link: By filling a gap in the North Shore Trail, which
intersects three major north/south trail systems, this facility links 45 miles of regional
facilities.
Barrier removal: Highways and bridges can be significant barriers
to pedestrians and cyclists. This project removed two major barriers.
Contact:
Bruce Christensen
Lake County Department of Transportation
847.362.3950
AWARD FOR EXCELLENCE: Planned Facility
South Lake Shore Drive Preliminary Engineering
Study
Illinois Department of Transportation, Chicago Department of
Transportation and Chicago Park District
The study involved planning and preliminary engineering for the
reconstruction of Lake Shore Drive along the south lakefront from the I-55 interchange to
67th Street. The project occurs entirely within Burnham and Jackson parks, so
the relationship of the Drive to the lakefront and parks was an important consideration.
In this area Lake Shore Drive is a formidable barrier to pedestrian and cyclist access to
the lakefront; there are very few crossings and even fewer ADA and cycle accessible
crossings.
IDOT worked closely with the Chicago Park District, the City of Chicago,
neighborhood groups, and park and advocacy groups to develop a plan that addresses
neighborhood and park needs as well as highway transportation demands. A total of 10
meetings with the interest groups were held, in addition to the Public Meeting and
Hearing, to provide maximum opportunity for input from a wide range of interests. A
primary concern of the public was improved access to the lake and park facilities. Within
Jackson Park there are currently no bicycle or ADA accessible crossings of Lake Shore
Drive. The plan, developed with the assistance of consultants from Edwards and Kelcey,
contains new pedestrian underpasses providing access to 57th and 63rd
Street beaches, plus new underpasses at 59th Street and Marquette Drive which
connect to planned and existing marked bike routes. In addition, a new north-south path
through Jackson Park will be created along the west side of Lake Shore Drive. In many
locations, the existing lakefront path is immediately adjacent to Lake Shore Drive. The
project will create a continuous green parkway separating the path from traffic, enhancing
the park experience for riders and walkers.
Runners, cyclists and rollerbladers along the lakefront path often
conflict with residents and families visiting the beaches. At 57th street
beach, a boardwalk will be created between the lakefront path and the beach to provide a
safe and pedestrian friendly walkway for beach goers, separate from the traffic along the
main path. The passage under Lake Shore Drive also crosses beneath the lakefront path to
take those headed to the beach beyond the path, further reducing conflicts.
The estimated cost of the Lake Shore Drive project is $90 million of
which approximately $23 million is for pedestrian facilities. The project is fully funded
under Illinois FIRST and construction is planned for a 2002 start.
The South Lake Shore Drive project will greatly enhance the
accessibility and user friendliness of Chicago’s south lakefront and Jackson Park for
pedestrians and cyclists. The incorporation of these enhancements into a highway
construction project represents a major commitment to improving Chicago’s lakefront
parks and their use. CDOT is also doing a study to identify projects that will improve
non-motorized and public transit access to the lakefront from the museum campus (at
Roosevelt Road) all the way to the Indiana border.
Notable features:
Planning process: IDOT, CDOT, the Chicago Park District and
citizen groups worked together to make sure the public and various stakeholders were
involved from the beginning, resulting in a final plan that meets the needs of a range of
users. Being proactive instead of reactive made for a smoother planning process; feedback
at the final public hearing was overwhelmingly positive.
Level of funding: Almost one quarter of the project cost is
related to non-motorized and ADA accessibility, demonstrating a commitment to
transportation planning that serves all modes.
Integrated planning: This project is an example of how roadway
planning can improve conditions for cyclists and pedestrians; it is much easier and
economical to integrate accommodations from the beginning than to retrofit.
Trip diversion: Improving non-motorized access will make it
easier for people to avoid driving to the lakefront.
Conflict reduction: Conflicts often arise amongst pedestrians,
cyclists and rollerbladers who are travelling at different speeds and for different
purposes. This plan balances the needs of those using the path as a thoroughfare and those
crossing the path to get to the lake by providing some segregated facilities.
Contact:
Peter Godowski
Illinois Department of Transportation
847.705.4123
Luann Hamilton
Chicago Department of Transportation
312.744.1987
Chris Gent
Chicago Park District
312.747.6290
AWARD FOR EXCELLENCE: Political Leadership at the
Municipal Level
Alderman Vi Daley, 43rd Ward, Chicago
In conjunction with the Chicago Department of Transportation
Halsted Street Test Bike Lanes
Halsted Street has long been a priority corridor in Chicago’s
bicycle planning. It has a high bicycle volume because it serves many destinations and
communities, including universities.
Sections of North Halsted were recently narrowed during a streetscaping
project to improve the pedestrian environment. When cars and bikes share limited space on
a congested street, designating exclusive space for cyclists becomes especially important.
Bicycle lanes reduce conflicts by organizing the flow of bicycle and motorized traffic.
They communicate that bikes belong on the roadway and accommodate cyclists who feel
uncomfortable competing with motorists for road space. On a congested street like Halsted,
bicycle lanes have great potential for diverting automobile trips—cycling is often as
fast or faster than driving and parking is free and convenient.
In spring of 1999, Ben Gomberg, Chicago’s Bicycle Program
Coordinator, approached 43rd Ward Alderman Vi Daley about striping bicycle
lanes on a section of Halsted in her ward. As traffic congestion is a critical issue
facing residents of 43rd ward, educating the public and anticipating their
concerns was crucial. Earlier attempts at striping bike lanes on a street section of the
same width encountered opposition from those who believed bike lanes would increase
congestion by encouraging more users, not mitigate it. Both Alderman Daley and CDOT
understood that cyclists would continue to use the street with or without the lanes. By
providing for those cyclists, the street could be made safer for all users and help
encourage a modal shift to ease automobile congestion. They agreed to cooperate on a
two-month demonstration project consisting of temporary bike lanes and the distribution of
an informational letter with graphics to area residents and businesses. This letter
explained how bike lanes work and invited reactions to the demonstration.
The response to the lanes was overwhelmingly positive and Alderman Daley
has requested that permanent lanes be installed all the way south to North Avenue, where
they will connect with preexisting lanes.
Notable features:
Political leadership: Planners sometimes face community
resistance to bicycle facilities. Alderman Daley played a crucial role by educating her
constituents about the benefits of bicycle lanes and addressing their concerns directly.
Her involvement ensured that these improvements were understood and wanted by the
community.
Incremental approach: By installing the lanes on a temporary
basis and inviting feedback, Alderman Daley and CDOT were able to determine if indeed the
lanes would work while providing citizens the opportunity for input. Doing a demonstration
project makes it easier to address community concerns.
Infrastructure solution: This project demonstrates that bicycle
lanes can work with narrow travel lanes. As other streets in the city are narrowed for
pedestrian and/or aesthetic reasons, the success of this project will make it easier to
lobby for the inclusion of bicycle lanes. Pedestrian and cycling improvements should not
have to come at the expense of one another.
Contact:
Alderman Vi Daley
43rd Ward, Chicago
773.327.9111
Ben Gomberg, Bicycle Program Coordinator
Chicago Department of Transportation
312.744.8093
AWARD FOR EXCELLENCE: Political Leadership at the
State Level
State Representative Carol Pankau
Intergovernmental Trail Program
Representative Pankau, in consort with State Senator Doris Karpiel, has
initiated meetings that bring together communities and agencies in north central DuPage
County and south central Cook County to link all of the area trails. The project will link
communities to one another and to regional trails. It will include more than 65 miles of
trails and provide joint avenues for obtaining funding, addressing design issues, and
sanctioning routes.
Representative Pankau saw the need for intergovernmental cooperation
when the community of Roselle approached her regarding constructing a pedestrian overpass
to span Lake Street into Bloomingdale. Lake Street is a major barrier between the two
communities due to its high traffic volume. A forum that enables adjacent communities to
plan together will not only help them identify and make decisions about priority projects
but will put them in a better position to acquire funding.
The first meeting included representatives from the Villages of
Bloomingdale, Hanover Park, Roselle and Schaumburg along with the Forest Preserve District
of DuPage County, the DuPage County Planning Department, the DuPage County Board and the
DuPage County Department of Transportation. At this meeting, Representative Pankau
articulated her goal of a cooperative agreement for all the area governments and agencies
and called upon Bloomingdale Village President Bob Iden, Hanover Park Village President
Irwin Bock and Roselle Village President Gayle Smolinski to comment on what each
municipality is doing and will do in the areas of trail planning. She offered the support
of the group to define specific routes and participate in funding opportunities. Another
meeting was held and attended by all the interested parties. The next meeting is scheduled
for June 10, 2000.
Representative Pankau has kept the group organized and energized,
providing the leadership necessary to helping a range of agencies and municipalities work
together, pool resources and delegate responsibilities.
Notable features:
Political leadership: Active political leadership is essential
for bringing different players to the table and allows innovative partnerships to go
forward.
Coordination: When agencies and municipalities work
together, it is easier to address issues such as connectivity and funding.
Linkage: Non-motorized planning is often perceived as a local
issue, because most walking and biking trips are under five miles. However, these short
trips can and do happen between communities. There are also bike commuters willing to
travel much longer distances. It essential to link communities to one another so that
cyclists and pedestrians can access any area in the region.
Contact:
Rob Burns, Public Works Director
Village of Roselle
630.980.2020 x105
Representative Carol Pankau
49th District
630.582.0390
COMPREHENSIVE PLANS
City of Geneva Strategic Plan
City of Geneva and Citizens Advisory Task Force
In June 1997, the City of Geneva adopted the City’s Strategic Plan,
which was prepared as a community effort involving dozens of citizens and local government
agencies, including schools, the park district and the county. The plan’s
recommendations included linking all of the various components of the community
(neighborhoods, schools, shopping, recreational areas, etc.) with a network of signed
routes and paths that would allow pedestrians and cyclists mobility and recreational
opportunities. Connections to the Fox River Trail and the neighboring communities of St.
Charles and Batavia were addressed. The city has adopted the plan and budgeted for an
implementation study. A high priority project is providing a safe passage for pedestrians
across Randall Road, a limited access, high traffic volume road.
Contact:
Terry Flannigan
Geneva Citizen’s Advisory Task Force
630.584.1170
Downtown Park Forest Master Plan
Village of Park Forest
The master plan transformed a small retail mall, which was failing, into
a mixed-use, high density, walkable/bikeable, traditional downtown. The mall was
originally designed and used as a regional facility; however, the development of other
regional malls that had more highway access made it difficult to compete. In 1995, the
Village acquired the property and decided to redevelop it to better serve the needs of
village residents. Two large stores were demolished and a landscaped street was run
through the mall, with covered sidewalks, convenience parking, well defined pedestrian
crossings and greenspace. Whereas before the mall was ringed with parking lots, this new
street connects the mall’s interior with the rest of the street grid, allowing
better, more pleasant access for pedestrians, cyclists and motorists alike. The new
facilities house retail, office spaces, services and cultural and municipal institutions.
Senior housing is being built on old parking lots, close to the retail and civic centers,
allowing seniors access to the services without having to drive. Relatively high density
single family units (65 units under 10 acres) were also constructed on land formerly used
for parking and retail.
Contact:
Ben Jordan, Director of Public Works
Village of Park Forest
708.503.7702
Woodridge Comprehensive Bikeway Study & Implementation Plan
Woodridge Park District / Village of
Woodridge
In 1996, the Woodridge Park District, in conjunction with the Village of
Woodridge and TransSystems Corporation, completed a comprehensive multi-use bikeway study,
which began as a concept plan in 1991. The study identified a need for a long-term plan
for the planning and construction of off-road bikeway routes to be used as multi-use
trails throughout Woodridge with connections to major regional trails and proposed
regional bikeway systems. The Park District and the Village completed the study in
response to public interest expressed from residents, available federal funding
opportunities, and the development of the DuPage Countywide Bikeway Plan. Favorable
responses from a survey and the study resulted in an implementation plan that was approved
by the elected officials of both agencies.
The plan details the planning and construction of approximately 22.4
miles of new bikeways which, when combined with the existing trails, would provide a
network of some 34 miles in length. The bikeways will connect village facilities, schools,
parks, forest preserves, as well as residential and office destinations, and will provide
a means for alternative transportation as well as recreational purposes. The plan
identifies recommended corridors and project costs, incorporates bikeway elements into
transportation land use and development and takes into account state and federal
standards. In addition, the plan identifies easement requirements so that they may be set
aside in future planning, and provides technical information that both agencies can use.
Since Woodridge approved the study, 8.7 miles have been completed of the
planned 22. An additional 5.9 miles should be completed within the next 2 years. Out of
these 5.9 miles, the Village of Downers Grove and Downers Grove Park District are
partnering with the Village of Woodridge and Woodridge Park District to construct 4.2
miles of on and off-road trails.
Funding for the project comes from a variety of sources. The Park
District estimates the total cost of the bikeway program at $5 million. Success of the
plan is contingent primarily upon the continued approval of 75% funding provided by the
federal government as part of ISTEA. Alternate funding, such as developer donations, is
provided where available. The Village and Park District split equally the remaining 25%
local share cost. Bikeway funding applications and request letters are prepared to obtain
funding from at least four sources annually. In addition, a capital replacement program
has been implemented to fund maintenance, repair and replacement of constructed bikeways
on a scheduled basis. The intergovernmental agreement identifies maintenance
responsibilities and a timeframe in which to schedule maintenance, repairs and
replacement.
The bikeway system contributes to the quality of life for the residents
by providing a means of safe bicycling and walking, thereby contributing to healthier
lifestyles and reducing pollution. Employees from major employment centers use the bikeway
system extensively to commute to work. In addition, the Park District now programs special
events which encourage people to use the bikeways network.
Contact:
Michael Adams, Deputy Director/Superintendent of Planning &
Development
Woodridge Park District
630.985.0300
PEDESTRIAN & BICYCLE PROMOTION
Bikes On Trains
Chicago Transit Authority
In 1999, the Chicago Transit Authority piloted a summer program that
permits bicycles to be transported on the trains during the weekend hours.
Customers had been requesting bike access for some time, but there was
concern that cyclists would not be able to maneuver their bikes through the stations and
that bikes would conflict with other passengers. Under the leadership of CTA president
Frank Kruesi, himself an avid cyclist, and with the help of the Chicagoland Bicycle
Federation and the Chicago Department of Transportation Bicycle Program, trial runs were
conducted that assuaged these concerns within the agency. The next step was the summer
demonstration program, which met with overwhelmingly positive feedback and no recorded
conflicts. Over 550 bikes on train users were recorded during the course of a single
weekend. This spring CTA announced that it will extend the weekend program throughout the
year, again on a trial basis. It is also planning a demonstration program to test bicycle
racks on busses.
Permitting bicycles on trains is a part of the Mayor’s Bicycle
Advisory Council’s "Bike 2000 Plan," designed to make Chicago more bicycle
friendly by the year 2000. The plan calls for improved coordination between mass transit
and bicycles. The integration of these modes has great potential for diverting automobile
trips; transit not only extends the reach of the bicycle, it can serve as a "back
up" in the event of equipment or weather problems, which helps cyclists ride with
more confidence.
The program is effective 6:00 a.m. Saturday through 12:00 a.m.
(midnight) Sunday and holidays, including: New Year’s Day, Memorial Day (observed),
Independence Day, Labor Day, Thanksgiving Day, and Christmas Day. Due to heavy passenger
traffic associated with the fireworks show, bicycles will not be permitted on July 3rd.
Contact:
Phillip Estes, Facilities Development Coordinator
Chicago Transit Authority
312.733.7000 x6775
Pedestrian Oriented Retail
Dominick's, Fullerton and Sheffield
This two-story supermarket is an excellent example of a large
supermarket chain that rejected the typical suburban styled site plan in favor of a New
Urbanist design. This design style places all the parking behind or to the side of a
store. The building line is brought forward to touch the sidewalk, so the building is
oriented towards pedestrians. This store is well-integrated into the pedestrian and
transit dominated Lincoln Park/De Paul neighborhood. In fact, a recent survey of shoppers
at the Dominick’s indicated that a clear majority walked or took transit to and from
the store.
Contact:
Gayle Stevenson
Public Affairs
630.891.5179
Walkers Win!
Center for Neighborhood Technology
In 1998 the Center for Neighborhood Technology initiated Walkers Win!, a
pedestrian organizing campaign that operates as a grass roots effort in three Latino
neighborhoods on the near northwest side of Chicago: Humboldt Park, Logan Square and West
Town. The main focus of this project is to foster and develop walkable communities
surrounding public schools, but it also covers a wide range of pedestrian concerns.
The program has been highly successful at organizing parents and
community members. It has been able to emphasize the importance of pedestrian issues among
parents and student groups in these communities. The Center’s organizing efforts have
encouraged these parents to make significant strides toward making communities more
walkable and safer for children.
Walkers Win! creatively employs a broad variety of tools such as
surveys, computer mapping, slide presentations and field trips to raise the consciousness
of parents about what infrastructure is necessary for a safe neighborhood. Once parents
and residents have identified the safety enhancements desired by the community, the
program acts as a liaison between neighborhood groups and city officials, such as
aldermen, CDOT employees and police officials. Four new stop signs, school hour street
closings and comprehensive traffic planning initiatives have been secured or are currently
under consideration.
Contact:
Jacky Grimshaw
Center for Neighborhood Technology
773.278.4800 x133
Hike Lake County
Lake County Forest Preserves
Hike Lake County challenges hikers to walk at least 7 of 12 designated
trails in the Forest Preserves throughout Lake County between September 1 and November 30
each year. In the inaugural season, fall 1999, 850 people recorded at least 7 trails in
their official Lake County Travel Log. In return, they earned a free commemorative Hike
Lake County shield to attach to a walking stick sold by the Forest Preserve. Over 10,000
Travel Logs were distributed, so thousands more people are estimated to have hiked at
least some of the 12 trails. Sales of the walking sticks defray most of the program costs.
Hike Lake County was initiated to encourage Lake County’s 600,000
residents to visit a variety of Forest Preserves. It also promoted walking as a healthful,
social activity. Through participants and media coverage, the program will increase
awareness of the Lake County Forest Preserve’s 80 plus miles of multi-purpose trails,
including the Des Plaines River Trail. This new awareness and use builds support for
future Forest Preserve referenda, such as the $55 million April 1999 referendum in which
66% of Lake County voters approved acquiring new Forest Preserve lands and creating new
regional trails and greenways.
Contact:
Andrew Kimmel
Director of Environmental Education and Public Affairs
847.968.3209
BUILT FACILITIES
Marine Drive Traffic Calming Project
Chicago Department of Transportation
Located between two Lakeshore Drive off-ramps, the section of Marine
Drive between Lawrence and Foster divides the highly populated Margate Park residential
neighborhood from a well-used park and fieldhouse. Traffic speeds and volume had been the
major complaints for many years. The difficulty for pedestrians crossing Marine Drive is
especially acute for the many senior residents in the area as well as for children
accessing the park’s playgrounds and fieldhouse facilities. In 1998, Alderman May Ann
Smith called for a new street design that slows traffic to a reasonable pace; facilitates
an orderly vehicular movement, especially in the presence of CTA busses; shortens the
distance to cross the streets; and provides additional greening and beautification.
The design solution was to "bulb-out" the seven intersections.
The bulb-outs are eight-foot extensions of the existing curb, reducing the pedestrian
crossing by 16 feet. They provide a visual narrowing of the street without changing the
existing 11-foot right of way for each lane of traffic on Marine. Bus bulb-outs were
created as well; because they are only 40 feet in length, approximately 40 feet of parking
was gained in the area previously part of the bus bay (typically at least 80 feet in
length). Busses no longer have to pull in and out of the travel lane; they essentially
regulate the flow of traffic. Also utilized is a specialized asphalt street printing at
each crosswalk, which delineates and elevates pedestrian movement above traffic movement.
The Marine Drive project is the City of Chicago’s first use of
large bulb-outs on both the arterial and side streets and the use of bus bulb-outs. The
coordinated project of bulb-outs, highlighted pedestrian crosswalks and landscaping
creates a safer, calmer and attractive environment for all users of the roadway.
Contact:
Ernie Constantino, Aldermanic Aide
48th Ward, Chicago
773.784.5277
August Chidichimo, Senior Project Director, Streetscape Program
Chicago Department of Transportation
312.744.5900
Memorial Park Paths
Wheaton Park District
In FY 1999/2000 the Wheaton Park District removed the existing 5-foot
wide worn asphalt paths at Memorial Park and replaced them with 8-foot-wide concrete paths
containing 3-foot-long brick inserts approximately every 30 feet. The path system measures
approximately 11,600 square feet, and cost approximately $62,680 which was paid for in the
capital budget.
Memorial Park is nestled within an historic residential community, a
block away from the downtown district. It is Wheaton Park District’s first park,
established in 1921. The Wheaton Park District’s community involvement and
improvement of the path and the park is what promotes bicycle and pedestrian activity, and
what increases the livability of this community.
The previous path was deteriorating rapidly and buckling throughout,
presenting a trip hazard as its condition worsened. The current modern and elegant path is
wider, complies with the new accessibility standards, and invites pedestrian use from the
neighborhood, the train station, and the grade school across the street.
Contact:
Eileen Stocking, Park Planner
Wheaton Park District
630.871.2858
Batavia Riverwalk
City of Batavia, Batavia Park District and
community members
The Riverwalk in Batavia was the culmination of a seven-year effort that
involved hundreds of volunteers, the City of Batavia and the Batavia Park District.
Created from three acres of riverfront land in the heart of downtown, the Riverwalk is a
one-and-a-half mile bricked walkway and community park complete with observation decks,
bridges over an historic sluiceway, an elevated boardwalk over wetlands, a community
activity center and a native Illinois wildflower garden.
Beginning at the Riverwalk entry plaza on Houston Street, the walkway
leads to an elevated boardwalk over wetlands, an open air pavilion and an expansive view
of the Fox River. A wild flower sanctuary cared for by volunteer gardeners lines either
side of the walk. Examples of windmills produced in the community in the early 1800’s
can be found along the walk. At the south end, pedestrian and cyclists can cross a bridge
to the east side of the river, where they can access the Fox River Trail.
While the City and Park District are cooperative partners in the
Riverwalk, donations and grants have funded the $3.5 million project. More than 1,000
volunteers have contributed their time and labor; actual costs are 50% below budget.
This project demonstrates the power of community effort and is an
example of linking community centers and amenities (the Government Center, the Depot
museum, the downtown area, the retirement community and the Fox River) to regional and
local bicycle and pedestrian facilities.
Contact:
Ralph Vorris
Batavia Park District
630.879.5235
Rolling Meadows Bike Path
City of Rolling Meadows
As part of the City of Rolling Meadow’s Downtown Redevelopment
project, Kirchoff Road was widened and resurfaced and the Kirchoff Road bridge crossing
Salt Creek was replaced. One-way bike paths were constructed adjacent to Kirchoff Road on
both sides. These path provide access to the Arlington Heights Metra station and other
significant destinations. Special attention was given to aesthetic concerns; streetscape
elements include brick pavers along the bike path, a variety of planting materials,
benches, bike racks and ornamental lighting. The bridge was designed to accommodate a
bicycle path next to the creek under Kirchoff Road. This underpass will also serve a
future trail, which will parallel Salt Creek. BRW, Inc. provided the design and
construction engineering services.
The project used a combination of funding sources. STP funds were
utilized for the plantings and roadway work along the Kirchof Road Corridor. Highway
Bridge funds were utilized in the reconstruction of the bridge. Enhancement funds were
used for the paths along Kirchoff.
Contact:
Fred Vogt
City of Rolling Meadows
(847) 394-8500 x3078
Sullivan Woods Bike Path
Village of Vernon Hills
The Sullivan Woods bike path, engineered by BRW, Inc., connected two
existing residential subdivisions through an existing undeveloped park site and provided a
connection to the commuter train station. The bituminous path, totaling approximately 1
mile, also included the construction of two bridges over Indian Creek and Seavey Drainage
Ditch. The project included grading, seeding, planting perennial plants, placement of
topsoil and seeding to establish wetland vegetation in a wetland mitigation site adjacent
to the path. Almost the entire length of the project was located in the floodplain,
requiring special attention to the vertical alignment. The path, which roughly parallels
the Wisconsin Central Railroad on the west side of the track, also was designed with a
connection to the Metra station on the east side by using an existing cattle crossing
under the railroad. The $620,000 project was paid for with STP funds.
Contact:
Ed Laudenslager
Village of Vernon Hills
847.367.3726
Chain of Lakes
Lake County Department of Transportation
The Chain O’Lakes Bike path is a 10-foot wide by 1.58 mile long
bituminous surfaced facility. The path is located along the south side of Rollins Road
between the Fox Lake and Ingleside Metra commuter stations on the Milwaukee District North
Line. The Division has initiated the engineering necessary to extend the path eastward to
connect with the trail system in the Grant Woods Forest Preserve.
The implementation of this project has provided a facility for
pedestrians and bicyclists in an area of Lake county that is almost totally devoid of
accommodations for non-motorized travel. The facility provides access to two commuter
stations and the central business district of Fox Lake.
Contact:
Bruce Christensen
Lake County Department of Transportation
847.362.3950
Skokie Valley Trail
Lake County Division of Transportation
This is a 10-foot wide by 5.6 mile long bituminous surface facility. The
trail is located on the old Chicago, North Shore and Milwaukee Railroad right-of-way, now
owned by Commonwealth Edison, that generally parallels US route 41 south of IL Route 176.
The trail begins at Laurel Avenue, where it connects with a city of Lake Forest trail, and
ends at West Park Avenue, where it connects with a city of Highland Park bike path that
continues to Lake Cook Road. The project included a new bicycle and pedestrian bridge over
IL Route 22 and the rehabilitation for bicycle and pedestrian traffic of each of the
abandoned railroad bridges over Deerpath Road and US route 41. Funds from the IDNR Bike
Path Program were used for this $1,295,000 project. Engineering has been initiated by Lake
County DOT to extend the trail northward to connect with the North Shore/Grand Illinois
Trail.
This facility provides as direct a route for transportation as the
strategic regional arterial that it parallels. With the City of Highland Park segment, the
trail provides access to the major employment centers located in the Lake Cook corridor.
Contact:
Bruce Christensen
Lake County Department of Transportation
847.362.3950
PLANNED FACILITIES
Pedestrian/Bicycle Bridge over the Des Plaines River
Village of Maywood
This project consists of the installation of a pre-fabricated bridge
over the Des Plaines River in Maywood at the location where the Chicago Great Western
Railroad once crossed the river. The railroad bridge has been removed; however, its
concrete abutments are still in place and the east abutment will be utilized to support
the new bridge.
The proposed bridge is a critical link in the Grand Illinois Trail. It
will allow the Prairie Path to be extended across the Des Plaines River and connect with
the Chicago Boulevard System. It will also be the key junction point where the Des Plaines
River Trail meets the Prairie Path and Boulevard System.
This project will be paid for by Department of Public Transportation,
Access to Transit funds because it will also benefit commuters who use the CTA Forest Park
line, which terminates on the east side of the river. Maywood Square and the Cook County
Circuit Court are in walking distance, on the west side of the river. CTA owns the
right-of-way on the east side and Cook County owns it on the west side.
Contact:
Village of Maywood
708.681.8850
Lakefront Burnham Greenway Bicycle Connector
Chicago Department of Transportation
The Chicago Lakefront Burnham Greenway Bicycle Connector involves the
construction of a linear bicycle path from 100th Street to 104th
Street to the east of Indianapolis Avenue on the Chicago Skyway Toll Bridge right-of-way,
a vital link between the existing 22-mile lakefront bike route with the Burnham Greenway,
a 10 mile rails-to-trails path. Main features of this project are a 14 foot wide asphalt
path to accommodate cyclists and pedestrians, a row of trees to enhance the character of
both the path and the avenue, and a seeded site to provide a "greenway" between
Calumet Park and the northern terminus of the Burnham Greenway at 104th Street.
This project will create a new, non-motorized link between two
significant paths. Currently, cyclists must ride on busy Indianapolis Avenue when
following the lakefront path to the Illinois-Indiana border. It will also enhance public
space and recreational opportunities in a densely settled urban community, provide access
to a recreational facility for people with disabilities and improve safety for pedestrians
through the separation of non-vehicular and vehicular traffic.
Contact:
August Chidichimo, Senior Project Director
Chicago Department of Transportation
312.744.5900
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