Completing Clark - A Corridor for all Users by Jake Rueter

Completing Clark A Corridor for All Users

Table of Contents Executive Summary – 3 Introduction – 4 Community Input – 6 Existing Conditions – 8 Traffic Engineering – 9 Street Condition – 10 Level of Service – 10 Public Transportation – 10 Physical Environment and Land Use – 11 Environmental Sustainability and Land Use – 11 Pedestrian Safety and Space for People – 11 Bicycling – 12 Recommendations – 13 Road Diet – 14 Changing Lane Widths – 14 Shared Bus-Bike Lane – 14 Curb Extensions for Bus Shelters - 14 Pedestrian Crossing Safety Improvements - 15 Pedestrian Leading Interval – 16 Maintenance and Disability Assistance – 16 Intersection Reconfiguration: “Eugenie Plaza” at Clark and LaSalle – 16 Intersection Reconfiguration: “PNC Plaza” at Clark and Lincoln Park West - 17 Project Cost Estimates – 18 Implementation – 19 Acknowledgments – 21

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Executive Summary This complete streets plan studies North Clark Street between North Avenue (1600 block) and Lincoln Park West (2000-2100 block), and recommends design, infrastructure, and policy changes. It considers the character and unique needs of the Lincoln Park neighborhood and a portion of Community Area No. 7, as well as the needs of all city residents. These changes contribute to the complete streets goals of promoting safety, fair and equitable access, attractive and welcoming streetscapes, and environmental sustainability in right-of-way corridors.

PNC Pedestrian Plaza SBBL Priority Signal

Community feedback was vital to assess the biggest needs and conflicts along Clark. After traveling the corridor using various modes, meeting with a representative of the 43rd Ward’s Aldermanic office, and speaking with a co-leader of Bike Walk Lincoln Park (BWLP), we identified these as pressing issues: • High automobile speeds and limited or outdated crosswalk infrastructure put pedestrians at risk. • Non-perpendicular intersections create dangerous and confusing situations for all mode users. • All roadway space is shared, harming bicyclists, who are vulnerable against larger vehicles. • Three bus routes have high ridership and serve destinations such as the Lincoln Park Zoo, the lakefront, and the Chicago History Museum; improvements in service are desired. We propose a public-private investment of between $150,000 and $600,000 for the following changes: • A “road diet” that narrows lanes, creates a center turn lane, establishes a shared bus-bike lane, and retains curb-side paid parking; buses and bikes receive signal priority upon exiting the corridor to the north • Bus efficiency and accommodation upgrades, including curb extensions for six bus stops • Three pedestrian refuge islands and increased warning signage for drivers • Speakers for audible crossing cues for three crosswalks at two major intersections • The phased closing of the southbound LaSalle Street “slip lane” to expand Eugenie Triangle into an attractive plaza closed to vehicles • The phased closing of southbound and northbound turns from Lincoln Park West onto Clark, removal of the current medians, and construction of a an attractive plaza; Lincoln Park West becomes one way northbound between Clark and Dickens We believe the proposal we are submitting best illustrates our approach to ensure that the pedestrian at the top of the modal hierarchy, followed by transit, then bicycles, then automobiles. We also want to minimize conflict points while improving transit efficiency and automobile levels-of-service (LOS) that are consistent with the roadway’s design, all while improving conditions for bicyclists.

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Road Diet / SBBL Ped Refuge

Ped Refuge

Eugenie Plaza Pedestrian Improvements

Introduction

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Introduction The Clark Street corridor (the “study area”) is located in the Lincoln Park Chicago Community Area (CA) Number 7. Lincoln Park, named in 1865,[1] has long been viable because of its proximity to and importance within the Chicago public transit network. The Sheffield Avenue elevated train, established in 1896 [2] to the west of our corridor, still connects the neighborhood to Chicago’s Central Business District. Additionally, cable cars provided public transportation up and down Clark Street.[3] By 1900 the area was completely built-up.[4] Today, the corridor is a vibrant and bustling area featuring mostly residential land uses and open space. The corridor’s zoning reflects this, and consists largely of business, commercial, and multifamily residential districts with planned developments scattered throughout. The observed land uses along the corridor are high-rise multifamily residential, retail, commercial, and parkland/open space with related accessory uses. The study area, located in census tract 0715, is a part of Chicago’s 43rd Ward.

other small commercial and retail businesses. The corridor, which has been designated as one of Chicago’s bicycle spoke routes,[5] is home to the advocacy organization Bike Walk Lincoln Park.

Selected Economic Statistics (ACS, 2011) Lincoln Park, Illinois 0715 Population 5,481 12,790,182 The US Census reports that the surrounding comCommuting 3,875 5,921,968 munity is home to 5,481 people.[6] Within census Method tract 0715, the unemployment rate is 5 percent, Public transit 44.9% 8.8% below both the national and state averages. The Driving 36.9% 82.5% number of people ages 16 and above commuting Walked 6.5% 3.1% to work via public transit is 45 percent versus Illinois’ state-wide rate of 9 percent. 87 percent of Highest Level 4,577 8,405,202 people living along the corridor report that they of Educational have achieved a bachelor’s degree or higher from a Attainment, post-secondary institution. The majority of people Age 25+ in the area are professionals employed in the Bachelor’s 43% 19.1% finance and insurance employment sectors, while degree the professional, scientific, and management secGraduate or 44% 11.6% tors also employs a significant share of workers. professional Clark Street between North Avenue and Lincoln degree Park West is a vital transportation facility that Per capita $78,717 $29,376 provides access to a wide variety of destinations. income Because of this, it attracts various users: pedesFamilies/people 6.4% 9.6% Clark Street extends from Cermak Road at Chitrians, bicyclists, transit riders, and automobiles. below poverty cago’s southern boundry to Howard Street in Currently, the modal hierarchy within the corriline, previous the north. The street carries people to notable dor is ambiguous at best. This document proposes 12 months attractions including the Lincoln Park Zoo, Hotel recommendations that will eliminate this ambiLincoln, Moody Church, Chicago History Muse- guity by establishing a clear hierarchy through a um, and Green City Market. Immediately adjacent redesign of the Clark Street corridor. to the study corridor are Park West and various [1] Miller, D. B. (1995). CA7 Lincoln Park. The Chicago Fact Book Consortium, (Ed.), Local Community Fact Book Chicago Metropolitan Area 1990. (54-56). Chicago: Academy Chicago Publishers. [2], [3], [4] Ibid. [5] Chicago’s Streets for Cycling Plan 2020 lists Clark Street as a Spoke Route which is a continuous bikeway in and out of The Loop and connects all areas of Chicago with the downtown. Its goal is to increase citywide bicycle commuting. [6] U.S. Census Bureau. (2007-2011). American Community Survey 5-Year Estimates. Total population for census tract 0715 and Illinois. Retrieved November 2013 from http://factfinder2.census.gov/faces/tableservices/jsf/pages/productview.xhtml?fpt=table

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Community Input

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Community Input Stakeholder involvement is an essential component to a project’s planning, design, and decision-making process. The community members using the subject corridor have intimate knowledge of the corridor’s strengths, weaknesses, and issues. In an effort to make appropriate recommendations for and modifications to the corridor in question, our group sought to learn the concerns and desires of the area’s residents, business owners, and property owners. A portion of the community input in this plan comes from a street-side workshop conducted by the office of 43rd Ward Alderman Michele Smith, the Active Transportation Alliance, and BWLP. [1] Interviews with community activist Michelle Stenzel, who is co-leader with Michael Reynolds of BWLP, [2] and with the alderman’s urban affairs manager, Karl Anderson, provided valuable feedback on our proposals and a vision for the corridor from the alderman directly. Our secondary research revealed that the area’s stakeholders perceive a number of troubling issues within the corridor. These issues include safety while crossing the street, speeding cars, dangerous and confusing intersection configurations, and a lack of clear delineation and street-space consideration for all travel modes. Area residents believe that the corridor’s four general-purpose travel lanes and two curb-side parking lanes are too wide to safely cross. The corridor in question is the widest segment of

Clark Street within Lincoln Park. Residents feel that when six lanes become four lanes, pinch points are created and lead to chaotic merging [3]. Currently, the roadway features two medians, no center turn lanes, and two new pedestrian refuge islands. Inspections revealed that on-street markings are faded and difficult to see, making them less effective in guiding traffic. Mrs. Stenzel stated that she has witnessed speeds of approximately 40 MPH through the corridor. Research examining automobile-pedestrian crashes have stated that as the speed of a vehicle increases, so does the probability that an ensuing crash will be fatal. The community also expressed concern about mixing automobiles, transit, and bicycles on the street. BWLP is a major proponent of installing a dedicated buffered-bike lane in the corridor. Indeed, it appears to be true that safety and efficiency in the corridor would be improved by establishing a clear separation of users, while placing the pedestrian at the top of the modal hierarchy. Alderman Smith explained her vision for the corridor as a “more liveable street with a true neigh-borhood feel.” To realize that vision, she supports a road diet, buffered or traditional dedicated bike lanes, and the expansion of Eugenie Triangle at Clark and LaSalle through the closure of the existing slip lane. She does not support a whole-scale reconfiguration of the Lincoln Park West intersection.

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[1] Active Transportation Alliance. (2013, October) Creating a better Clark St.: Results of the streetside community workshop on Clark St. Retrieved from http://www.activetrans.org/sites/default/files/clarkSt2.pdf [2] BWLP, formed in the summer of 2011, seeks to promote/encourage safe and enjoyable walking and biking in Lincoln Park. [3] Active Transportation Alliance. (2013, October) Creating a better Clark St.: Results of the streetside community workshop on Clark St. Retrieved from http://www.activetrans.org/sites/default/files/clarkSt2.pdf

Existing Conditions

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The existing conditions—four vehicle travel lanes and two curbside parking lanes—simultaneously respond to and create users’ mode choices, as auto-prioritized designs likely lead to more driving. The study area already contains elements of complete streets design, including wide sidewalks, pedestrian-crossing warning signs, a recently installed (November 2013) pedestrian refuge island at Clark and Menomonee Streets along with a very pleasant, large, natural green space in the form of Lincoln Park to the east. However, Clark has significant room for improvement in transit efficiency, bike space designation, permeable surfaces and stormwater management, street maintenance, and pedestrian-crossing safety.

Traffic Engineering This plan classifies our .64-mile-long study corridor as an urban collector with average annual daily traffic of 16,600[1]. The total right-of-way (ROW) measures 90 feet with 66 feet spanning from curb to curb. Clark connects several dense residential and mixed-use areas but does not traverse the entire city. It makes a northwest to southeast diagonal linear pattern through the study area, though it is curvilinear in other portions. As a result, Clark meets all intersections at non-right angles, and the LaSalle intersection most approximates a right angle.

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“There’s no designated space for cars, buses, or bikes. As a driver or cyclist, you’re confused as to where you want to be.”

- Karl Anderson, Urban Affairs Manager, 43rd Ward

which reduces turning radii and allows auto traffic to move at higher speeds than squared-off radii would allow. The LaSalle slip lane is southbound only. The Lincoln Park West slip lanes allow turns south onto Clark and north onto Clark via a “hairpin” turn lane, essentially allowing drivers to reverse direction.

In all there are nine intersections, six traffic signals, all of which are complemented by pedestrian crossings, and zero stop signs: North Avenue (signal), LaSalle Boulevard (signal), LaSalle slip lane with LaSalle (signal), Menomonee (no signal, pedestrian crossing, pedestrian refuge island, and warning The intersections with LaSalle and Lincoln Park signs), Lincoln (signal), Wisconsin (no signal, peWest contain nontraditional angles and “slip lanes,” destrian crossing), Armitage (signal), Lincoln Park

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[1] Chicago and Vicinity (2011). The Illinois Department of Transportation. GettingAroundIllinois.com. Retrieved November 2013 from http://www.gettingaroundillinois.com/gai.htm?mt=aadt#

Existing Conditions Current Right-of-Way Description - Sidewalks and parkways are a very comfortable 10-12 feet, including obstructions, fire hydrants, lighting, grass, trees and occasional landscape planters. Some areas are as wide as 15 feet. The widths seem capable of accommodating moderate to high pedestrian volumes, with special events (Chicago Marathon or parade spectating) being the exception. - Paid curb parking lanes, loading zones, bus stops: 9.5 feet wide; an estimated total of 100-150 paid parking spaces are available on both sides of the street throughout the .64-mile stretch, all of the City of Chicago is contractually required to provide.[2] The LaSalle slip lane contains 10-12 free, non-permit parking spaces. - Four 11.5-foot travel lanes, two in each direction, divided by a double-yellow painted line and the occasional left-turn lane and signal. All vehicles, including buses and bikes, share these lanes. CTA Daily Bus Ridership Route Riders Service Hours [5] 22 20,737 24 hours 36 14,708 4 a.m. - 1 a.m. 73 5,707 4:30 a.m. - 10 p.m. weekdays; 5:30 a.m. to 7:30 p.m. weekends

West southbound onto Clark (signal), and Lincoln Park West northbound onto Clark (no signal, pedestrian crossing). Because the street borders the park, several cross streets reach their terminus at Clark. The only intersections where eastbound turns are possible are LaSalle and North Avenue.

frequency of bus stops, compete for space with cars, and make awkward turns into and away from the curb and travel lanes.

Public Transportation The corridor lies along three CTA bus routes that operate 365 days per year: 22, 36, and 73. The No. Street Condition 22 provides 24-hour service and is among the Numerous cracks, potholes, eroded street markings most ridden bus routes in the city, particularly on and crosswalks, outdated crosswalk paint style,[3] the North Side. The No. 36 Broadway is also very and the inconsistency of the presence of tactile popular. Even though these routes share bus stops, domes for the visually impaired indicate the study they are designed to offset each other by a few area is due for resurfacing and scheduled mainteminutes, creating very regular service: every 3-5 nance. Curbs, especially on the park side, appear to minutes during rush periods. Unfortunately, traffic be in good condition, free from erosion. congestion causes inevitable bus bunching, creating scenarios at stops where a 22 and 36 arrive simulLevel of Service CDOT has typically designed for LOS D for urban taneously, and at least 10 to 15 minutes pass before collectors,[4] meaning that during peak hours, the either of the buses return. The No. 73, though not as busy, still provides regular service and functions road will experience auto congestion and delays, but outside of peak hours, it should move relatively as an integral option for residents to travel west freely. During most hours, traffic should flow near via Armitage, which is much-needed in the city’s public transportation network. Because of high the speed limit, 30 miles per hour. Qualitative observation supports that the actual current LOS is demand, the No. 22 is often a 55-foot articulated either B or C. Drivers experience little to no delays bus. The other routes are usually served by standard 30-foot buses. along this stretch during AM or PM peak hours, even amid the heavy bus traffic and frequency of The nearest CTA rail station is Sedgwick, a intersections. As alluded to in Section II, compared 10-15-minute walk for the average person from the to other stretches of Clark, this corridor is autointersection of Clark and Lincoln and longer from friendly in terms of lane widths and space available. any point farther north, making bus routes a logical Chicago Transit Authority (CTA) buses, however, choice for many residents to get to and from downhave the potential to “stack,” wait to make stops, town and neighborhoods to the north. bunch together along the route because of the

[2] Mihalopolous, D. (2009, Nov. 19). Company Piles Up Profits from City’s Parking Meter Deal. The New York Times. Retrieved November 2013 from http://www.nytimes.com/2009/11/20/ us/20cncmeters.html. [3] The 2012 Chicago Department of Transportation Pedestrian Plan[3] calls for ladder-style white paint. [4] Rosenberry, N. (2013, Oct. 22). Lecture on Road Diets and Bicycle Infrastructure, UPP 565. University of Illinois at Chicago. Personal notes. [5] Data collected by CTA on July 1, 2013.

Existing Conditions Environmental Sustainability, Landscaping, Stormwater Management Like much of the city’s urban streetscape, the Clark ROW is dominated by impervious asphalt and concrete. Water often runs directly into a main sewer line, which has a fixed capacity and flows into the city’s water treatment system, ultimately affecting the water supply. Stormwater engineers consider this drainage process inefficient and potentially unsustainable during periods Physical Environment and Land Use of high precipitation. Many resources are required Overall, the area is already quite desirable and to filtrate the water before using it for drinking, as aesthetically attractive. The park provides a wellmaintained, safe, and large green space, as well as opposed to other more natural methods. However, within the half-mile radius surrounding access to Lake Michigan shoreline and beaches. Clark, a park acts as a large, permeable area where The median value for owner-occupied homes in stormwater can drain directly into the ground, census tract 0715 is $320,400, as opposed to the and man-made pollutants (oil and grease from the state median of $198,500.[6] Though urban and dense, the housing is well maintained and displays roads) are naturally dispersed. However, it appears congruous architectural character. Intense mixed- the street itself is absent some of the more innovative and often simple “green” complete streets use commercial and dense residential, as well as techniques such as: bioswales, infiltration planters, large churches, complement high- and mid-rise permeable pavement (in alleys or on the thormultifamily buildings that line the west side of oughfare), landscaped plazas, or medians. the street, while a park dominates the east side. Because parks naturally draw neighborhood resi- Pedestrian Safety and Space for People dents, especially when they do not have their own In addition to promoting and encouraging multiprivate recreational space, people need a safe way ple modes, complete streets also aspire to “8 to 80” to get to and from the park. Given the short disdesign, which means that users of essentially all tance, they are most likely to walk, underscoring ages and physical-ability levels have functional acthe very large need for pedestrian-crossing safety. cess. The pedestrian countdown timers are an example of a currently present strength that should be expanded, as are the warning signs present Bus shelters provide seating and some protection from inclement weather, but these shelters do not provide real-time bus tracking information, which is being phased in at many other bus shelters throughout the city. Because the zoo, history museum, and lakefront attract tourists, non-residents will consistently flock to the corridor, making bus access and parking to support the amenities very important complete streets elements.

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Adjacent Land Use

Clark Street Parks / Open Space Institutional

Multi-Family Residential Mixed Use North

Existing Conditions on the sides of the intersections with Wisconsin and Menomonee. Leading pedestrian intervals is another technique that appears to be underused, particularly at Armitage across from the entrance to the Lincoln Park Zoo.

MODAL HIERARCHY Automobiles Pedestrians Transit Bicycles 1500

Daily Bicycling at Clark and Lincoln

1200

900

600

300

Feb

May

Jul

Oct

AVG

back from the street, beyond the wide sidewalk. Bicycling

Though Google’s cycling directions indicate bicycle friendliness without lanes, many local experienced bicyclists report the area as being For an able-bodied adult, the street is somewhat unfriendly, confusing, and dangerous. Fewer than uncomfortable to cross, but fairly comfortable to 1,000 cyclists on average passed through the inwalk along. Other users may report crossing as tersection of Clark and Lincoln in 2013[see chart less pleasant, particularly at non-signalized cross- to left]. Streets for Cycling calls for the installation ings at Menomonee and Wisconsin, or on the of bike infrastructure by the Spring of 2014, with long crosswalks at LaSalle. According to the City buffered, dedicated bike lanes and barrier-protectof Chicago 2011 Pedestrian Crash Analysis, this ed bike lanes discussed most often as recommenstretch is not a pedestrian-fatality or injury “hot dations. Currently, bikes must share a travel lane spot” relative to other parts of the city. It is impor- with automobiles and buses to the left of parked tant to challenge decision-makers not to react but cars. Riders face potential conflicts through the to recognize risks and act now. The presence of entire stretch; especially when riding on Clark young families in the area, primarily west of the northbound at Lincoln Park West as cars merge park, coupled with appealing amenities means a to the right. The LaSalle Street slip lane is another high number of strollers and children. dangerous spot, as fast-moving, right-turning cars Planners and policy makers must not discount the cut in front of them—the proverbial “right hook.” tremendous vulnerability experienced by disabled Despite these challenges, CDOT encourages users. Their challenges often coincide with those cycling in the corridor through signage informing of the elderly and young children. Completing a riders they are headed toward Wrigley Field. Signs street with considerations for these users may not do not encourage cyclists to divert to nearby bikeprovide visible amenities for a large segment of friendly streets. The encouragement continues as the stakeholders, but it does serve an ethical and three Divvy bike-share stations were placed along necessary purpose. or very near to the corridor in 2013. Public benches and street furniture are not readily Depending on level of experience, some riders available, though many exist in the nearby park. have given up riding on the street altogether and A few benches in the park face Clark and are set break the law by riding on the sidewalk.

Recommendations

Eugenie Plaza PNC Plaza

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Pedestrians Transit

Travel Lane | 10’ SBBL | 11’ Bus Shelter | 7’

Bicycles

Sidewalk | 9’

Automobiles The study area’s key problems can be summarized in these statements: automobile, bus, and bike users are not guided in terms of the parts of the ROW that are theirs; all space is shared, which puts vulnerable users such as bikes or pedestrians most at risk; and automobile speeds regularly meet or exceed 40 mph, increasing the risk of pedestrian fatalities in a crash. To address residents’ and users’ concerns, mitigate risk, serve tens of thousands of daily transit users, and complement the city’s transportation network, we offer the recommendations below that serve the desired hierarchy. Road Diet Create a center turn lane; narrow other lane widths.

Road diets are an emerging concept in transportation planning where the number of singleoccupancy vehicle (SOV) travel lanes is reduced to make room for alternatives. Similarly, travel-lane widths are reduced to calm traffic because drivers feel uncomfortable driving at their previous speeds. Road diets often include adding a center turn lane that prevents automobiles from stacking behind a stopped vehicle waiting to turn left. Implementing a road diet on Clark would calm traffic in the area with heavy pedestrian activity and crossings, and would allow for better accommodation of both bikes and buses in the corridor. According to the U.S. DOT, road diets are best implemented where average daily traffic (ADT) is fewer than 20,000

vehicles per day[1], and the study area has average annual daily traffic (AADT) of 16,600. While it is not ideal to use two different metrics, the fact the study area AADT is 3,400 below the threshold suggests it is a good candidate for this complete streets strategy. Large stretches of Clark do not allow eastbound turning movements because of the large park. This characteristic makes competition for the center left turn lane less of a problem. Designate shared bus-bike lanes (SBBL) between the SOV travel lanes and the curb parking lane. This configuration runs between LaSalle and Armitage. Automobiles turning right or getting to and from curb parking and drop-offs/pick-ups are permitted. Right signal at Clark and Armitage is redesignated

[1] “Road Diet” (Roadway Reconfiguration), USDOT, Retrieved November 2013 from http://safety.fhwa.dot.gov/provencountermeasures/fhwa_sa_12_013.htm.

Recommendations for buses and bikes only, and buses and bikes receive “early green” priority to ease mixing-zone conflict.

Implementation will require significant outreach and education. Cars will be allowed in the SBBLs To calm traffic, automobile lane widths reduce from at times, which will be communicated through onstreet paint markings and posted signs at the curb, 11.5 feet to 10 feet. The parking lane is trimmed such as “Look Left: Watch for Buses and Bikes.” to 7 feet, which has been done on other Chicago streets[2]. The new SBBL is a relatively efficient and Curb extensions for bus stops and shelters cost-effective way to achieve the desired modal hi- In the current design, buses must pull over to the erarchy. SBBLs have been successfully implemented curb to pick up/drop off passengers, then merge in other cities throughout the U.S. and world, and back into traffic. To shorten stop times and to they issue greater importance to transit users and remove ambiguity in posted parking regulations, cyclists. SSBLs are ideally at least 13 feet wide, but we recommend extending the curb at bus stops more than 70 percent of the active SBBLs in the into the proposed parking lane, which will be 7 country operate within a narrower space[3], which feet wide. The concrete extensions, or “bump-outs,” will unfortunately be necessary for the study area would be roughly 20 feet long, to accommodate at 11 feet. SBBLs have already been implemented in both doors of most buses. All areas where parking curbside travel lanes in Chicago on West Cortland is prohibited to allow space for buses would remain Street and, during morning rush periods, Clark prohibited. north of our study area. These lanes are useful when constraints such as width, funding, high bus Current shelters would be moved forward into the bump-out space. Four northbound and two southvolume, or entrenched policy impede a more disbound bump-outs would be created for the followtinct separation in modes. ing stops: Clark and LaSalle (northbound), Clark A reduction in competition for space creates more and Lincoln (northbound), Clark and Wisconsin efficient operation for automobiles and cars. Bicy(northbound), Clark and Armitage (northbound), clists benefit because SBBLs provide a wide, clear Clark and Wisconsin (southbound), Clark and dedicated ROW when buses are not present. Shar- Menomonee (southbound). ing a lane with buses can be much easier for cyclists than sharing with cars because buses run with less Pedestrian Crossing Safety Improvements Pedestrian refuge islands with post-mounted “Stop frequency. Providing infrastructure for cyclists for Pedestrians: State Law” signs matches the City’s designation of Clark Street as a spoke route in the Streets for Cycling 2020 plan. In November 2013, a pedestrian refuge island at

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SBBL Benefits - Increase bus efficiency, route times by separating automobiles and removing bus merges into and out of the curb/parking lane - Serve cyclists by creating a marked space for them and limiting vehicle access - “Lighter, quicker, cheaper,” less-intrusive, and less-permanent than inserting vertical barriers into street (concrete walls or rubber delineators) or building platforms for bus-rapid transit (BRT) - Spatially flexible, allowing access to curb lane - Striping can be removed if alignmentis ineffective - Does not involve relocating paid parking SBBL Concerns - Possible confusion for drivers, delivery trucks, taxis - Conflict as cars merge in and out of SBBL to make turns, to get into or out of parking, or after turning onto Clark from another street - Conflict between bikes and buses when bikes pass stopped buses; bikes must pass on the left and may have to merge briefly into part of the automobile lane to pass, then merge back into SBBL - Conflict between open car doors, buses, bikes - Less safe for cyclists than barrier-protected, buffered-, elevated lane alternatives Response Thru automobile traffic will be encouraged to use a nearby alternative: Lake Shore Drive. Thru bicycle riders uncomfortable sharing with buses may opt to ride nearby routes: Wells Street (traditional dedicated bike lane), Lincoln Avenue (traditional dedicated bike lane), Stockton Drive (low traffic volume, slow speeds), or the Lakefront Park District network.

[2] ”Bike Lanes” (2013). BicyclingInfo.org. Pedestrian and Bicycle Information Center. University of North Carolina Highway Safety Research Center. Retrieved November 2013 from http://www. bicyclinginfo.org/engineering/facilities-bikelanes.cfm [3] Hillsman, E. et al (2012, July). A Summary of Design, Policies, and Operational Characteristics for Shared Bicycle/Bus Lanes. Report from Center for Transit Research. University of South Florida. Retrieved November 2013 from http://www.nctr.usf.edu/wp-content/uploads/2012/11/77937.pdf.

Recommendations Clark and Menomonee was installed. The project was paid for using 43rd Ward Alderman Michele Smith’s menu funding. We applaud this investment and encourage similar projects in the north crosswalks at the following intersections: Armitage, Lincoln, and Wisconsin. Islands would occupy the proposed width of the center turn-lane at intersections where left turns are impossible. At the midblock crossings of Wisconsin and Menomonee, the current yellow pedestrian-crossing signs on the sides should remain and can be supplemented by short, vertical posts that will display the city standard “Stop for Pedestrians in Crosswalk: State Law.” This treatment is already being used on North Avenue between Larrabee and Orchard. We encourage engineers to explore using “hollowed” pedestrian refuge islands, which means the curbs and pedestrian standing area are concrete but the space between the curbs is filled with grass, stones, short shrubbery, or other permeable substance to relieve the dominance of impervious surface in the street. We recommend stones because they present the least amount of maintenance and provide natural filtration. Pedestrian leading interval Heavy use of all LaSalle traffic lanes, as well as IDOT’s jurisdiction, makes it difficult to reserve space for a refuge island in the LaSalle ROW. A leading interval of at least five seconds at this intersection for Clark’s (north-south) pedestrians will

give users extra time to navigate the long, diagonal crossing. Maintenance and disability assistance Though all intersection corners appear to be ramped for wheelchair access, tactile domes are missing or eroded in spots. These areas must be replaced and maintained, as the visually impaired rely on domes for spatial guidance. The visually impaired also will benefit from audible crossing cues in both crossings at LaSalle, as well as in at least one crossing at Armitage because of the high volume leading into the Lincoln Park Zoo Cultural Center. If supported by an engineering study, these audible speaker cues should accompany a leading pedestrian interval of at least five seconds. As written in the 2009 edition of the Manual for Uniform Traffic Control Devices (MUTCD): “If a particular signalized location presents difficulties for pedestrians who have visual disabilities to cross reasonably, safely, and effectively, an engineering study should be conducted that considers the safety and effectiveness for all pedestrians in general, as well as the information needs of pedestrians with visual disabilities[4].” Intersection Reconfiguration: “Eugenie Plaza” Close the LaSalle Street slip lane to all traffic to form a temporary “people street” first and then a permanent, environmentally sustainable plaza of naturally permeable materials and/or filtration landscaping.

[4] Manual on Uniform Traffic Control Devices (2009). U.S. Department of Transportation. Federal Highway Administration. Retrieved November 2013 from http://mutcd.fhwa.dot.gov/. Top: Realignment for Euginie Plaza (Red - New Construction) Bottom: Realignment for PNC Plaza (Red - New Construction)

Recommendations Eugenie Triangle is the small landscaped area currently bordered by Clark, LaSalle, and the LaSalle slip lane. We propose expanding this area into a larger, triangular plaza. Phase I would be a temporary reclaiming of asphalt for a “people spot.” If the traffic pattern is not greatly disturbed and if resources are found, Phase II would be a construction project to strip the roadway surface. Next, either dig through the concrete and remove it all, or set up an infiltration system. Through either strategy, the top level is replaced with soil, rocks, plants, and a cobblestone park with benches, and possibly public art or statues. The terminus of the No. 73 bus route can be moved south to North Avenue, just east of Clark and just south of the history museum. The No. 72 bus already uses this as turnaround space. Southbound auto traffic from Clark would access southbound LaSalle by making a sharp right turn at a traffic signal. To accommodate sharp right turns from Clark to LaSalle, the curb design may need to be altered. Intersection Reconfiguration: “PNC Plaza”

The Lincoln Park West intersection is currently a mishmash of irregular shaped medians and awkward turn angles. It is immediately north of the Armitage intersection yet still requires a separate signal. This redesign eliminates this signal and creates a landscape design opportunity. Eliminating turn lanes requires a traffic study to measure impact. We were unable to locate AADT for Lincoln Park West, but anecdotally, it appears to be a fairly quiet neighborhood street. Informal, back-of-the-envelope calculations based on random observations at the intersection estimate that motorized vehicles make approximately 700 left turns and 70 right turns per day[5], all of which would naturally shift to the east side of the intersection of Clark and Dickens. After the change, ongoing observation of the Dickens intersection would reveal if change is necessary there, such as adding a turn lane. A traffic signal is already present, and its cycle could be modified. The worst-case scenario is a slight delay for drivers turning from Dickens.

The alderman shared she does anticipate an inClose the hairpin turn lane from southbound Lincoln creased number of turns to reflect the opening of a Park West to northbound Clark, as well as the turn preschool on the northwest corner of Lincoln Park to southbound Clark, making Lincoln Park West West and Dickens. one way going north between Clark and Dickens. Remove the current medians and reconstruct them. Reclaim the closed street space as a plaza, first as a temporary “people street” (Phase I) and then more permanently with landscaping, street furniture, or public art (Phase II).

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Lincoln Park West Conversion Benefits - Removes the need for one traffic signal, which currently enables left turns onto Clark - Simplifies an intersection to remove potential conflict - Significantly shortens pedestrian crossing into the park via a natural curb bump-out - Vastly improves safety for northbound cyclists - Calms northbound Lincoln Park West traffic - Parking is undisturbed - Boost nearby property values with attractive streetscaping Lincoln Park West Conversion Concerns - Slight inconvenience for southbound drivers, including delivery trucks - Diverting more traffic onto Dickens, which may not be able to accommodate traffic at the same LOS. - Perceived or real impact on large-mixed use building; several hundred residential units and two businesses, Starbucks and PNC Bank, exist - Alderman reports preschool will open at northwest corner of Dickens and Lincoln Park West - Labor and project cost Response The trade-off of slight driver inconvenience and decrease in LOS for promoting safety and attractiveness of the area is worthwhile. The one-way stretch of Lincoln Park West would run only for a couple of hundred feet and affect only one mixed-use building.

[5] Observed 10 minutes of travel during early afternoon on a Saturday in October. Given the residential area and the fact Lincoln Park West is a neighborhood street, we assumed this reflects peak hour. We also assumed there would be far fewer turns between roughly 11 p.m. and 6 a.m. on all days.

Recommendations Project Cost Estimates Recommendation Road Diet: SBBLs, center turn lane, 6 bus shelter curb extensions, 2 overhead signs at Armitage to explain modified traffic signals, modified traffic signals, curbside signs (quantity: 10-15) Pedestrian upgrades: 3 “hollow” pedestrian refuge islands, “State Law” signs, 6 speakers for audible crossing cues at Armitage (north side of intersection) and LaSalle Eugenie Plaza: Strip impervious surface to rockbed, landscaping, street furniture, statues, new curb barriers, purchase 12 parking spaces from Chicago History Museum.

Estimated Installation and Implementation Cost[6] $7,500: 1 mile of paint $42,000 - 60,000: 6 bump-outs $100: 2 overhead signs $1,000 - $1,500: curb signs and posts

Possible Funding and Labor Sources CDOT general repaving/resurfacing budget to restripe the street; federal congestion mitigation and air quality funding

$12,000 - $45,000 refuge islands $12,000 - audible crossing cues $300 - signs

CDOT general repaving/resurfacing budget to fix cracks, paint crosswalks, add tactile domes; aldermanic menu

$20,000 - $250,000

PNC Plaza: landscaping, street furniture, statues, new curb barriers

$25,000 - $200,000

Make Way for People program; private sponsorship and naming rights —“PNC” and “Eugenie” are merely placeholders; seek corporate and individual donations or memorial dedications — individuals in this neighborhood are fairly affluent; federal stormwater and sustainability grants through the EPA or FEMA; Labor - tap local community groups and schools to help with planting and gardening. Make Way for People program; private sponsorship and naming rights —“PNC” and “Eugenie” are merely placeholders; seek corporate and individual donations or memorial dedications — individuals in this neighborhood are fairly affluent.

Removal of two traffic signals; less asphalt and concrete to resurface APPROXIMATE TOTAL:

($4,000[7]-10,000[8] per year savings in ongoing maintenance and electricity savings) $116,000 - $572,000

[6] Cost estimates are very rough, rely on assumptions and range, and are compiled from a variety of data sources, all retrieved November 2013: Paint: http://www.bicyclinginfo.org/bikesafe/ countermeasure.cfm?CM_NUM=10, Signs and Pedestrian Refuge: City of Portland, OR: http://www.portlandoregon.gov/transportation/article/83915. Audible Crossing Cues: Kloos, W. (2004). Briefing Paper on Intersection Traffic Control Wayfinding Cues at Intersections Workshop. City of Portland, OR. [7] Signal maintenance costs approx. $2,000 per signal. Source: Traffic Signals. Naperville.il.us. City of Naperville, IL. Retrieved Nov. 2013 from http://www.naperville.il.us/trafficsignals.aspx. [8] Rough estimate for yearly savings in resurfacing.

Implementation

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Implementation AUTO SIGNAL

Implementing the recommendations provided in this report will require education, encouragement, and enforcement throughout the corridor. All corridor users must be educated about the proposed changes to make the transition to a fresh corridor design as seamless as possible. Informing the public through social media and press releases will be two vital portions of this effort. In addition, neighborhood newspapers and circulars will be used to share information. In addition to training CTA’s bus drivers about the changes brought through a SBBL, CTA’s on-board transit signage could promote awareness of the corridor changes. Partnering with schools to teach children about rules of the road, especially pertaining to new lane markings and shared roadway conditions would help to shape generations at young

SBBL

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ages. Partnerships with active transportation advocacy groups should also be leveraged to aid in promoting awareness of the corridor’s improvements. In addition to the strategies referenced above, CDOT staff or community volunteers should be strategically placed in the corridor to introduce visitors to the changes on the street. Personal interaction may do a better job of disseminating the following information: that a phasedimplementation schedule has been approved for the improvements, that there is a sustainability component to the project, and that there will be a change in a stormwater management practice throughout the corridor. In measuring this SMART (specific, measureable, attainable, relevant, and time-based) objective

regarding the SBBL, corridor users should be allowed to self-sort by dedicated lanes over a period of approximately six months. Within this six-month period corridor usage and crash data will be assessed. If a determination is made that there are repeated violations to the rules that accompany the SBBL’s implementation, then the 43rd Ward Alderman shall introduce to the city council codified changes penalizing those found guilty of violating the rules of the road within the corridor. These transportation safety improvement efforts will overlap and bolster each other resulting in a more complete street that meets the needs of the community and the Aldermanic vision provided for the corridor.

Acknowledgments

Instructors: Ben Gomberg and David Leopold, UPP 565 - Complete Streets The staff of 43rd Ward Alderman Michele Smith Bike Walk Lincoln Park Realign John Carlisle, University of Illinois at Chicago, MUPP (’14 anticipated) Rhonda Payne, University of Illinois at Chicago, MUPP (’14 anticipated) Jake Rueter, University of Illinois at Chicago, MUPP (’14 anticipated) Copyright © 2013 Realign All rights reserved. No part of this plan may be reproduced in any form without written permission from the authors.

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