Move GE Active Transportation Plan by Jake Rueter

MOVE GE

ACTIVE TRANSPORTATION PLAN

MOVE GE

ACTIVE TRANSPORTATION PLAN

ACKNOWLEDGEMENTS The project team is grateful to everyone who has participated in the plan-making process, especially the community members who attended the open house, participated in the survey, provided feedback by phone and e-mail, and joined Move GEâ&#x20AC;&#x2122;s online community. In addition, the project would not have been possible without the support of those named below. VILLAGE OF GLEN ELLYN Mark Franz, Village Manager Bob Minix, Professional Engineer, Department of Public Works Julius Hansen, Director, Department of Public Works Dave Buckley, Assistant Director, Department of Public Works Jeff Perrigo, Civil Engineer, Department of Public Works Michele Stegall, Village Planner, Department of Planning and Development Staci Hulseburg, Director, Department of Planning and Development Bill Keel, Property Inspector, Department of Planning and Development Lauren Parisi, Intern, Department of Planning and Development Bill Holmer, Deputy Chief of Police Robert Acton, Deputy Chief of Police Kristen Schrader, Assistant to the Village Manager, Department of Administration Al Stonitsch, Assistant to the Village Manager, Department of Administration Meredith Hannah, Economic Development Coordinator, Department of Administration Justin Keenan, Intern, Department of Administration Dan Millen, GIS Specialist, Municipal GIS Partners, Inc. Capital Improvements Commission Environmental Commission

ACKNOWLEDGEMENTS

GLEN ELLYN PARK DISTRICT Dave Harris, Executive Director Dan Hopkins, Superintendent of Parks Gary Mayo, Vice President, Board of Commissioners DUPAGE COUNTY Dan Thomas, Principal Planner and Trails Coordinator LEAGUE OF ILLINOIS BICYCLISTS Ed Barsotti, Executive Director Gin Kilgore, Program Manager ADVOCATES Bob Hoel, Chairman of West Suburban Active Transportation Council, Elmhurst Bike Club Steve Johnson, Community Member Noel Basquin, Co-Owner of Element Multisport and City Engineer for City of Batavia, IL ACADEMIC ADVISOR Charlie Hoch, Professor of Urban Planning and Policy University of Illinois at Chicago College of Urban Planning and Public Affairs

TABLE OF CONTENTS Introduction + Summary ................................................................................................................................................. 3 Vision Statement ................................................................................................................................................... 4 Demographics ........................................................................................................................................................ 7 Promoting Active Transportation ........................................................................................................................ 9 Planning for Bikes ................................................................................................................................................. 11 Community Engagement ................................................................................................................................................. 15 Community Feedback Maps ................................................................................................................................. 17 Existing Conditions ........................................................................................................................................................... 19 Bicycle Level of Service ......................................................................................................................................... 22 Encouragement and Events .................................................................................................................................. 25 Recommendations ............................................................................................................................................................. 26 Scenario Maps ....................................................................................................................................................... 30 Implementation ................................................................................................................................................................. 37 Timeline and Goals ............................................................................................................................................... 38 Cost Estimates ....................................................................................................................................................... 40 Outreach + Education ....................................................................................................................................................... 42 Appendix A: Survey Details ............................................................................................................................................. 44 Appendix B: Bicycle Level of Service Tables .................................................................................................................. 47 Appendix C: City of Naperville - Bicycle Map and Brochure ..................................................................................... 50 Appendix D: Dupage County Bike Map ......................................................................................................................... 52 Appendix E: Proposed East Branch DuPage River Trail Map ..................................................................................... 53 Appendix F: City of Madison (WI) Zoning Code Rewrite, Bicycle Parking ............................................................. 54 Appendix G: Existing Village Bicycle Network ............................................................................................................. 55 Appendix H: Village of Glen Ellyn Street Map .............................................................................................................. 56

Realign

John Carlisle, Consultant Jake Rueter, Consultant

TABLE OF CONTENTS

MOVE GE

ACTIVE TRANSPORTATION PLAN

ONE 3

TWO

INTRODUCTION + SUMMARY

THREE

FOUR FIVE

SIX

About Move GE Move GE is an organized Village effort overseen by the Department of Public Works with involvement from other departments such as Planning and Development, Police, and Administration. Consulting support is provided by Realign, a complete streets-focused planning partnership of University of Illinois at Chicago master’s students. Launched in late January 2014, the initiative has received outside support from the League of Illinois Bicyclists, the Glen Ellyn Park District, the West Suburban Bike Advocacy Council, DuPage County personnel, Element Multisport bike shop, and numerous residents and private stakeholders. More than a plan document, Move GE represents an opportunity to give bicycle and pedestrian advocates an ongoing forum to share ideas and build support. The initial planning process will occur during the first half of 2014, but the effort to improve the infrastructure and policy environment for cyclists will be ongoing

Vision Statement To increase participation in active transportation among residents, workers, students, customers, and visitors, the Village of Glen Ellyn will be a place where recreational and functional bicycling are safe, viable, useful, and enjoyable elements of community character. In all, the Village’s current 5.5-mile bike network is proposed to expand by 9.75 miles using a mix of improvements. This plan establishes these goals to support this vision: Establish clear north-south bicycle routes through the Village: Great Western Trail to Butterfield Road. Using a combination of street accommodations, existing park infrastructure, planned park infrastructure, and off-street trails, cyclists would have two north-south routes through the Village. One would serve the west side of Glen Ellyn, near the Wheaton boundary, and the other the east side and

center area. Both routes would connect the Great Western Trail and Illinois Prairie Path, as citizens have requested, and build on the existing network. A key bike crossing treatment would need to be established on St. Charles Road at Kenilworth at the parking lot entrance into Churchill Park, and wayfinding route signage will be necessary, especially on the streets on the north ends of the routes. The Park District project for a ramp onto the Great Western Trail is integral to the eastern route’s success. Major streets and parks in the proposed western route are Churchill Park, Kenilworth Avenue, Pennsylvania Avenue, Prospect Avenue, and Turner Avenue, before connecting to the existing network (see Appendix G). The traditional bike lane on Lambert Road is extended 1.2 miles to the south to the intersection of Lambert and Butterfield Road. The eastern route primarily uses Ackerman Park, Oak Street, Forest Avenue/Park Boulevard in a one-way “pair” alignment, the Illinois Prairie Path, Forest

NORTH

MIDDLE

SOUTH

Glen Ellyn in Thirds North: Boundary to Union Pacific railroad. Middle: Union Pacific railroad to Roosevelt Road. South: Roosevelt Road to southern boundary.

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN Avenue southbound/Prospect Avenue northbound, and Bryant Avenue, before connecting to the existing network. South of the existing Fairview Avenue route, Raintree Drive would be improved at its culde-sac with a connection to Fawell Boulevard.

shopping developments and destinations. A specific strategy is to standardize a logical bike rack style, and the “inverted ‘U’” or “staple” is recommended because it is comparatively efficient, simple, and cost-effective.

Scenarios of proposed routes and network are presented to account for major projects being considered by the Village: a pedestrian underpass in the downtown area and the widening of the paved surface within a segment of the Park Boulevard right of way.

Because demand for bike parking is dynamic, the community should maintain an online citizen-input mechanism for where and how the parking allocation should be periodically changed. Finally, local zoning policy can go farther to encourage the inclusion of bike parking and indoor storage in future private development.

Add covered and uncovered bike parking in visible locations. Target areas are the central business district, in the Metra station area, parks, and near shopping complexes. Photographs and feedback reveal a real and perceived shortage of bike parking in the central business district, particularly next to the Metra station. Expert feedback reveals that adding bike parking in visible locations sends an important message to the community that biking is a priority. Covered and long-term bike parking are especially helpful because they provide additional protection against threats to bikes, such as weather and theft. Sending a pro-bike message is necessary to increase active transportation participation. Therefore, the plan recommends strategies to expand Village-owned and non-Village owned bike parking from about 150 spaces to 250 spaces in the central business district. In addition, more bike racks should be added in Ackerman Park, Village Green Park, and near Photo: Rendering of northbound Forest Avenue approaching Hawthorne Boulevard.

INTRODUCTION + SUMMARY

Improve crossing infrastructure at key intersections. Community members revealed that crossing Roosevelt Road (IL-38) can intimidate even experienced cyclists, let alone young or inexperienced ones. Therefore, this plan calls for improvements to a key intersection at Nicoll Way, which is part of the existing bike network, as well as an improvement across IL-53 at Pershing Avenue. In addition, crossing improvements are necessary at other intersections that may receive more bike and pedestrian activity as proposed routes are implemented. New crossings at St. Charles and Kenilworth, South Park Boulevard and Wilson Avenue, and South Park and Buena Vista/Raintree Drive will also accommodate the network. Recommended treatments include international “ladder”-style pavement markings for high visibility, additional “countdown” timers, and re-evaluation and re-location of bike route signs and arrows to avoid confusion. Targeted police enforce-

ment of dangerous motorist behavior at crossings, such as failure to yield to pedestrians in a crosswalk, will be important. Provide an east-west alternative to Roosevelt Road. As a regional arterial corridor with high auto traffic volumes, Roosevelt Road is not a preferred option for on-street cycling infrastructure. Therefore, the project team recommends an alternative route with appropriate treatments that utilizes Taft Avenue, South Main Street, Wilson Avenue, Panfish Park, and Pershing Avenue. Identify routes between key destinations within and near Village boundaries. Community feedback specifically identified certain destinations as important to access from a bike network: for example, Morton Arboretum, Lake Ellyn, high schools, and transit stations. Therefore, proposed routes attempt to consider these destinations. Though streets in the proposed network may not directly border destination boundaries, they would allow riders to access the general vicinity and either connect to the regional network or ride on low-traffic, residential streets to reach the destination. Specifically, the plan calls for cooperation and participation with DuPage County on the East Branch DuPage River Trail project and organizing group bike rides between destinations to familiarize users with routes.

destination bringing thousands of users per year through downtown Glen Ellyn. To a lesser but still notable extent, the Great Western Trail brings users from across DuPage County to the northern border of the Village, including the Stacy’s Corner’s commercial area. By implementing strategies toward the other goals, Glen Ellyn will inherently become a greater destination stop, but additional actions can also support this goal: conduct ongoing outreach to Downtown Business Alliance about business benefits of Prairie Path; create discount system at several businesses for bike or bike helmet discounts (i.e. “Ride your bike here and save 5%!”); organize regular events in conjunction with the relocated French Market, Fourth of July celebrations, Memorial Day and Labor Day weekends; Lake Ellyn Arts Festival, Taste of Glen Ellyn; and any other community festival near the Prairie Path to entice path users to take a break from their rides or runs and patronize Village businesses.

Sustain a local, volunteer-led bike organization to further local biking culture. Interest in both functional and recreational biking often begins at a young age. As Glen Ellyn is home to many families, events that specifically reach out to children are important to build confidence and skills in biking. A local biking community organization can organize and encourage participation in events such as a bike rodeo for kids, a bike “cruiseMake Glen Ellyn a destination stop for trail users. in,” a hill-climb contest, and family first ride (where As the first rails-to-trails conversion project in the a group of children who just learned how to ride a country, the Illinois Prairie Path is a tremendous

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN Glen Ellyn

Chicago MSA

Illinois

USA

40.2

35.7

36.6

37.2

Median Household Income

90,640

63,280

56,853

53,046

Percent of Median Household Income Over $150,000

29.4

13.6

10.5

9.4

Percent of Residents Over 25 with Bachelor’s or Higher

61.6

35.7

31.1

28.5

Percent of Residents over 16 who Bike, Walk, or take other means to work

3.7

4.8

4.4

4.3

Median Age

Table 1.1 Demographics: • Glen Ellyn’s share of residents who work from home, 8.2%, is greater than the reference areas. • Glen Ellyn’s share of residents who commute more than one hour to work, 12.4%, is greater than the U.S. and Illinois and in line with the Chicago region. • Glen Ellyn’s share of residents who commute by bicycle, walking, or others means to work is less than the reference areas.3 • Glen Ellyn’s median household income and level of educational attainment are significantly greater than the reference areas.

two-wheeler go on an organized ride with their parents and other children). For adults, this organization can enhance the visbility of events such as Bike to Work Week.

ded in the community’s history. Attractive housing of varying architectural styles and scale, enhanced by rolling hills that are rare in much of the region, highlight neighborhood corridors. From a land use Other roles of a community biking organization perspective, Glen Ellyn is primarily residential,2with are to lead safety campaigns with the partnership 64 percent of land area being used for housing and of the Glen Ellyn Police Department, to hold regu- 59.5 percent specifically for single-family homes. lar meetings and make inroads with government to More than 30 parks containing recreational and push for implementation of plan recommendations sports facilities are sprinkled throughout the through government liaisons, and to coordinate town. A quaint downtown featuring boutique rewith Village departments to collect bike count data tail and small, local businesses is juxtaposed with a on an ongoing basis, tracking ridership and modes. high-traffic, “big box”-heavy corridor on Roosevelt Finally, this organization would establish a yearly Road (IL-38), providing highly varied shopping opcommunity ride fundraiser, similar to Active Trans- tions. With the nickname “Village of Volunteers,” portation’s Bike the Drive. residents have long embraced a civic-minded culCreate and regularly update a Village-wide bike route ture that favors family-centric activities and community involvement. In 2011, CNN Money ranked map and brochure. Available online and in print, active transportation Glen Ellyn among the 100 Best Places to Live in users should have a resource informing them on America. ways to navigate the Village. The guide should reach a wide audience, including novices, and cover simple biking tips, such as the best way to lock a bike and what clothing to wear or not wear.

Schools play a significant role as destinations, as District 41 operates five public schools serving K-8 students within the corporation limits. District 89 serves a similar student population and operates two schools within Village boundaries and others VILLAGE AND REGIONAL NETWORK Approximately 25 miles west of downtown Chica- in the unincorporated section of the Village plango, Glen Ellyn is a suburban village of 27,6501 in the ning jurisdiction. The most notable private, paromiddle of DuPage County. Its population has ex- chial school with more than 500 K-8 students is St. perienced slight growth since 1990. Settled in 1834 Petronille’s, located downtown. and incorporated in 1892, the Village began to grow High school students living north of Roosevelt Road in the late 19th century as a rail suburb, illustrat- attend District 87’s Glenbard West High School, ing that non-automotive transportation is embed- near downtown Glen Ellyn. South of Roosevelt

1: 2012 U.S. Census estimate. 2: 2005 Land Use Analysis conducted by Chicago Metropolitan Agency for Planning 3: Data for commuters who use multiple modes, such as riding a bicycle to catch a commuter train or vice versa, are unavailable.

INTRODUCTION + SUMMARY

Figure 1. Age Comparison

Figure 2. Distance/Direction for Glen Ellyn Commuters N

Figure 3. Destinations for Glen Ellyn Commuters Chicago

Glen Ellyn

Glen Ellyn Wheaton

Chicago MSA

Naperville

USA 30

1800 2400 S 0

Under 18

18-34

35-64

65+

Road, students attend the same district’s Glenbard South High School, within the Village’s planning jurisdiction, near the intersection of Park Boulevard and Butterfield Road. The largest educational institution in the Village is the College of DuPage’s main campus, a community college serving 29,000 students and employing nearly 300 full-time staff, who commute to campus from across the region. Glen Ellyn is connected to Chicago and surrounding communities by two multi-use paths, the Main Stem of the Illinois Prairie Path (referenced occasionally as “IPP”) and the Great Western Trail (referenced occasionally as “GWT”). The IPP is paved through the central business district but consists primarily of limestone screenings across the area, which is still useful for most bicycle and rider styles, though not as useful in winter months as a

< 10 mi

10-24 mi

Schaumburg Oak Brook

1200

Downers Grove

Lombard Elk Grove Village Elmhurst Other

25-50 mi

paved path. (The IPP is paved in Cook County.) The IPP is considered one of Glen Ellyn’s great public amenities, in addition to scenic parks such as Lake Ellyn. The Great Western Trail is also limestone. Both rights of way are under DuPage County jurisdiction. The Village is also served by Metra’s Union Pacific West line and occasional Pace Suburban Bus service along major arterial corridors. Nearby communities (Wheaton and Elmhurst) have recently completed active transportation plans and begun implementation, giving Glen Ellyn the opportunity to connect to a growing regional network. Move GE seeks to transform Glen Ellyn into a cornerstone for active transportation in the Western suburbs. (See DuPage County regional bike map in Appendix D.)

Percent

Figure 1. Age Comparison: Glen Ellyn’s share of residents younger than 18 and older than 65 is greater than the reference areas. Glen Ellyn’s share of residents in their prime earning and working years, 35 to 64, is greater than the reference areas. Glen Ellyn’s share of young professionals, ages 18 to 34, is less than the reference area. Figure 2. Distance/Direction Understanding the distance residents commute and the direction they commute provides ability to estimate the feasibility for individuals to bike to work. Data from the five-year 2011 American Community Survey show that around 1,000 people commute to locations that are less than 10 miles due east or west of the Village. An additional 600 or so have a commute less than 10 miles to the southwest. Given this information, it seems likely that the Illinois

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN Prairie Path and Great Western Trail could potentially serve as bike commuter routes into and out of the Village. Encouraging bike commuting necessitates improved connections to both trails from the Village’s residential neighborhoods.

January 2014, miles driven declined 1.3 percent. When the miles driven are adjusted to account for population growth, America’s peak driving year was 2005, and since then, vehicle miles traveled has decreased more than 9 percent4. Especially notable is that people between ages 16 and 34 are driving less, Figure 3. Destinations Nearly 16 percent of residents work in the City of and the trend5 among this demographic is traceable Chicago. These commuters could be encouraged to back to 2001 . bike to the local Metra commuter rail station to get What do these data imply? to work. Biking to Metra expands the distance that In general, people are more likely than in the past individuals can travel to and from the station with- to seek a safe, efficient alternative to driving, which out a car in a reasonable amount of time, placing means they are more likely to be drawn to environless demand on parking resources. ments where they have the option to walk, bike, take Wheaton, Lombard, and Elmhurst are also located public transportation or combine modes, especialalong the Village’s two off-street bicycle paths. When ly for short journeys. Becoming more bike-friendindividuals who commute to those locales are com- ly provides communities an opportunity to recruit bined with those who live and work in Glen Ellyn, and retain residents.

roughly 36 percent of the community commutes to What else can we conclude? a location that is accessible by bike. Public transportation is being expanded in several metropolitan areas, but these projects require PROMOTING ACTIVE TRANSPORTATION Though the automobile has been the leading mode large financial investments and immense regional of U.S. transportation for decades, its momentum cooperation, both of which can be elusive. Though may be losing steam. U.S. Department of Transpor- a simple option, walking is most effective within a tation data show that the total vehicle miles traveled, half-mile radius. Promoting dense, mixed-use demeasured in January of each year, dropped in 2009 velopments should be encouraged and is listed as a for the first time since the early 1980s. Though this long-term goal in multiple existing plans for Glen change was partially a symptom of the recession or Ellyn, including the 2009 Downtown Strategic Plan. the first instance of unleaded gasoline prices exceed- WalkScore.com assessed walkability within Glen ing $4 per gallon in 2008, the economic recovery Ellyn, and as of early 2014, the Village has a score with the comment “most errands that has followed has not coincided with an increase of 46 out of 100 6 in miles driven. In fact, between January 2013 and require a car.” However, the downtown area scores 4: Short, D. (2014, March 22). “Vehicle Miles Driven: Another Population-Adjusted Low.” DShort.com. Advisor Perspectives. 5: Florida, R. (2012, April 4). “Why Young People Are Driving So Much Less Than Their Parents.” Atlantic Cities. 6: “Living in Glen Ellyn” (2014). WalkScore.com. Walk Score.

INTRODUCTION + SUMMARY

much higher, thanks to its commuter rail station and food options. On the other hand, planning for and promoting biking in addition to promoting walking can be an even more efficient way to complement a sustainable development environment. A healthy individual can easily and comfortably bike a twoto-four-mile radius, which provides the potential of substituting bike trips for short automobile trips.

portation, compared with traditional motorized alternatives It benefits communities, as well: • • • •

Alleviates congestion and parking shortages Reduces environmental impact Adds to community character and appearance Furthers equity by serving those unable or unwilling to pay for the costs of car ownership In simple terms, people bike for one of two reasons: • Boosts economic development and property for recreation, or to get somewhere they need or values. A 2011 study by the University of Maswant to be, also known as functional biking. From sachusetts Political Economy Research Institute point to point, biking is usually faster than walkfound that bike- and pedestrian-focused infraing. When compared with auto traffic congestion in structure projects create more jobs over time dense environments, biking can actually be faster or per $1 million spent than comparable transporless stressful than driving. Of course, many barriers tation infrastructure projects7. Similarly, realto functional biking exist—having access to a bike, tors in metropolitan areas across North Amerhaving a way and place to park it and lock it, weathica report bike infrastructure spurs sales and, er, clothes, sweat, fitness level, hauling belongings, over time, leads to higher asking prices8. and of course, being able to coexist with other vehicles and pedestrians. These barriers are enough to For many years, the functional biking culture among keep some people from ever getting on a bike after adults was contained to niche groups: gung-ho enthey are old enough to drive. On the other hand, vironmentalists, fitness buffs, low-income individ94 percent of Move GE survey respondents, the vast uals who could not afford cars, and other specific majority of legal driving age, reported they have ac- segments. Functional cyclists skewed to men over cess to a bike. Functional biking has many individ- women and urban over suburban and rural. However, the data about vehicle miles traveled combined ual benefits: with survey data collected from the Move GE ac• Saves money tive transportation survey reflect that a sizable per• Improves health centage—46 percent—of respondents9 occasionally • Builds relationships between cyclists and bike “functionally.” It is important that community non-cyclists in the community leaders look at ways to accommodate this growing • Creates enjoyment and fulfillment from trans- demand reasonably and effectively, balancing the 7: Political Economy Research Institute (2011). “Pedestrian and Bicycle Infrastructure: A National Study of Employment Impacts.” University of Massachusetts-Amherst. 8: Green, J. (2013, Aug. 8). “Bike Lanes and Property Values: Is There a Correllation?” Curbed Atlanta. 9: Glen Ellyn residents, commuters, students, shoppers, business owners, frequent visitors; full survey results available in Appendix A.

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN

Illinois Bicycle and Pedestrian Law Basics11 1. In general, motor vehicles and bicycles must yield to pedestrians in crosswalks mid-block and at intersections, except “no pedestrian shall suddenly leave a curb or other place of safety and walk or run into the path of a moving vehicle which is so close as to constitute an immediate hazard.12” 2. Bicycles are classified as non-motorized vehicles, not as pedestrians, unless cyclists have dismounted from their bikes and are walking alongside them. They are permitted to ride on all roadways except for highways, interstates, and other state highways where the Illinois Department of Transportation (IDOT) has deemed bicycle travel unsafe or unreasonable. As a result, cyclists must adhere to all of the motorist rules of the road unless otherwise posted and ride in the same direction as traffic. 3. Under Illinois Public Act 95-0231, motorists must allow three feet of lateral distance between themselves and a bicycle they are passing. This rule is not forgiven in the instance of a “double yellow” line. Similarly, bicycles are slow-moving vehicles that cannot unreasonably impede traffic and should ride as near to the side of the road as is safe for them, absent on-road bike infrastructure or guidance. 4. Road-legal bicycles must have a clear front reflector, a rear red reflector visible from 100 to 600 feet away, and for nighttime riding, bicycles must have a front head light visible from 500 feet away. 5. Cyclists using sidewalks, crosswalks, or multi-use sidepaths must yield to pedestrians. When overtaking pedestrians, cyclists must make an audible signal (“bike behind you,” “on your left”).

needs and rights of bicyclists with those of other mode users and interests. The goals and objectives of this plan look to increase participation in both recreational and functional biking. The City of Portland, Oregon, conducted a public interest survey, the results of which are accepted by bike planners across the country, and classified people into four camps when it comes to functional biking: “strong and fearless” (1 percent), “enthused and confident” (7 percent), “interested but concerned” (60 percent), and “no way, no how” (33 percent)10. The conclusion is that one-third of the population will not consider cycling, and a small minority will bike under any circumstances. The goal in increasing biking participation is to reach the overwhelming majority in the middle, those that are “interested but concerned.” PLANNING FOR BIKES As the first official bike plan for the Village of Glen Ellyn, this document introduces some of the important concepts and terminology, particularly onstreet biking and infrastructure. Cyclists, motorists, and pedestrians are safest when they each use separated spaces and have few conflicts with each other. In an ideal scenario, motorized vehicles would have all the space they need to drive at a comfortable speed. Cyclists have their own trail, either a multi-use path or sidepath, parallel to the road, separated from motorists by a barrier or grass and without numerous curb cuts or interruptions. Pedestrians have their own sidewalk sepa-

10: Portland Bureau of Transportation (2014). “Four Types of Transportation Cyclists in Portland By Proportion of Population.” City of Portland. 11: White, J. (2012, December). “Bicycle Rules of the Road.” CyberDrive Illinois. Illinois Secretary of State’s Office. 12: Illinois Vehicle Code, Rules of the Road, 625 ILCS 5/11-1002.

INTRODUCTION + SUMMARY

rated even further by a separate parkway. Though a nice vision, this is impractical because right of way space is scarce. In mature communities such as Glen Ellyn, most public ways were established anywhere from decades to more than a century ago, and the widths of those rights of way and their alignments can be difficult to change. Essentially, bike plans attempt to retrofit rights of way at the spatial “expense” of motorists, but successful implementation does so in a way that motorists are not significantly inconvenienced by new bike provisions. Sometimes selecting a few corridors to prioritize cyclists or pedestrians as the most important users is necessary to create a network, or logical collection of routes that allow users to navigate the area. Making these prioritizations can allow other roadways, particularly high-traffic arterial or collector streets, to be prioritized for automobiles. When width and funds for significant construction projects are limited, separating and steering users toward discrete routes can be a worthwhile philosophy, though it is inevitable motorists and cyclists will occasionally have to co-exist in the same general area. Existing Glen Ellyn Bicycle Law Bikes and skateboards are prohibited on sidewalks in the central business district due to high pedestrian traffic. Many sidewalk bike parking racks are located in prohibited areas, which means cyclists must use the streets to get to the bike racks. Village Code Section 9-1-11, “GAMES AND TOY VEHICLES,”

prohibits motorized skateboards or scooters on bike tioned the efficacy of bike helmets in preventing paths and sidewalks. serious head and other injuries from crashes. This Section 9-1-22, “BICYCLES,” provides numerous has sparked a debate in the cycling community. A requirements on restrictions on bicycles within related debate is whether state or local governments Village limits, namely that all bikes owned, sold, or should require cyclists to wear helmets, and if so, rented display a Village decal. The Police Depart- what penalties should violators incur. Because the ment has informed they generally do not enforce overarching goal of Move GE is to encourage greatthese regulations, though they encourage residents er participation while maintaining safety, all cyclists to register their bikes, which is helpful in tracking in Glen Ellyn are urged to wear helmets, along with gloves or other protective gear. However, at this down stolen and identifying abandoned bikes. time it is better not to codify or enforce a mandatory Section 10-7-8, “RESIDENTIAL PLANNED UNIT helmet law, though this position should be flexible DEVELOPMENT STANDARDS,” establishes a bo- to public opinion and new developments in science. nus for the number of dwelling units permitted if bike racks are included among other amenities that Definitions and Acronyms compose a 1 percent “donation” of developable land Average daily traffic (ADT): Based on traffic counts, an estimate of the average number of motor vehiarea. cles to pass through a certain segment of roadway Section 11-4-7, “SIDEWALKS AND MULTI-USE in one given day. Within the context of Glen Ellyn PATHS,” states, “Multi-use paths shall be provided and according to IDOT standards, streets that exas recommended in the official plan of the Village ceed ADT of 8,000 per day are high-traffic. Between of Glen Ellyn and the most recent DuPage County 4,000 and 8,000 is moderately high. Between 2,000 bicycle plan. Multi-use paths shall be ten feet (10’) and 4,000 is moderately low. Less than 2,000 is low. in width. The Village Board may waive the requirement for a multi-use path if it finds that the multi- Bicycle level of service (BLOS): A similar measure unique to bicycle which considers different variuse path would not serve a useful purpose.” ables. Many times, a roadway with a low level of serHelmets vice will have a high level of service for bicycles and Bike helmets are currently not required by state or vice versa. local law for riders of any age, though some municipalities in the region do require them. Though pop- Federal Aid Urban route (FAU): An arterial or colular opinion tends to support the advancement of lector street with a minimum ADT of 3,000 that is bike helmet-wearing, numerous studies have ques- eligible for federal funding of improvements.

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN

Common signage Bicycle Route

Directional Bike Route

Share the Road

Bikes May Use Full Lane

Pedestrian Crossing

Bicycle Crossing

Pedestrian Beacon

INTRODUCTION + SUMMARY

Gutter pan: The portion of the street (usually 1 to 2 feet in width) where run-off water is directed and storm drains are located. Present hazardous conditions to cyclists based on uneven pavement and dangerous drain covers.

Multi-use path: A space designed for multiple users: walkers, joggers, skateboarders, roller-bladers, and cyclists. An example is the IPP. Multi-use paths are often under park or forest preserve jurisdictions and may not be paved, striped, or signed according to roadway standards. Village Code requires 10 feet of width.

Heavy vehicles: Trucks and buses with large “blind spots” that struggle to co-exist with non-motorist vehicles. Streets with high “heavy vehicle” percent- Sidewalk: A space designed for pedestrian activity. ages are not ideal for cyclists. A minimum 5 feet of width is required by Village Illinois Department of Transportation (IDOT): The Code, and outside of special circumstances, a parkstate agency tasked with funding and overseeing way is also required.

transportation improvements and projects on many Sidepath: A sidewalk that has been specially signed, roadways such as state routes and FAUs. marked, and repurposed to allow and encourage cyLeague of Illinois Bicyclists (LIB): A chapter of the clist use. They can exist in one or both directions, national 501(c)3 nonprofit organization League of though width is a consideration. Pedestrians may or American Bicyclists; provides advocacy, leadership, may not also use the path. For example, sidepaths and technical assistance to communities to improve are part of IDOT plans for Butterfield Road. Howevtheir active transportation network and to increase er, when numerous curb cuts (driveways and alleys) participation. Their BLOS methodology was used interrupt a sidepath, it is not a preferred solution.

Treatments Level of service (LOS): Ranked from A (highest) Bike boulevard: An emerging form of infrastructure to F (lowest), a classification that designates ease that alters the modal hierarchy on a given roadway of auto travel and extent of delay; considers factors to prioritize bikes. Bicycle boulevards are meant to such as average speed, pavement condition, conges- be implemented on streets that experience low levels of auto traffic. While cars are allowed to travel on tion, number of intersections and traffic signals. bicycle boulevards, signage and on-road markings Manual of Uniform Traffic Control Devices clearly state that bicycles are placed at the top of the (MUTCD): Distributed by the U.S. Department of street’s modal hierarchy. Transportation as the default resource on public right of way standards and solutions for traffic engi- International “ladder-style” crossing: Similar to a ladder, crosswalks consist of several horizontal bars neers in the United States. for the existing conditions assessment.

of the same width and length with equal spacing. Though it requires more paint, these crossings are more visible to motorists. They have been used more widely in Europe than the U.S.

straint precludes a traditional bike lane. When the outside travel lane is less than 14 feet wide, which is often the case in Glen Ellyn, the sharrow should be painted 4 feet from the curb. Sharrows should be Shared bike-parking lane: Painting parking areas on spaced 250 feet apart along a route. streets where parking is permissible, and encourag- Traditional bike lane: Reserves a space of the road ing bikes to use this lane when cars are not occupy- for bikes only, separating them from auto traffic ing it. This is a useful strategy on streets with low by a thick white line. Driving, parking, stopping, rates of parking utilization. or impeding the bike lane as a motorist is illegal. Shared lane marking, or “sharrow”: Guides cyclists IDOT and MUTCD standard, including the gutter and motorists on the ideal linear path for bicycles pan, is 5 feet of width, which is optimal for bicycle and is designed to prevent wrong-way or sidewalk operation. Occasionally, 6 feet is required. This is riding. This accommodation is recommended for a recommended treatment for streets with a fairly streets with moderate ADT when a width con- high ADT, a high volume of cyclists, or both. Photo (top left): An international ladder-style crosswalk at Geneva Road and Churchill Elementary Schoolprovides superior visibility when compared to standard “two-stripe” crosswalks. Photo (middle): A shared bicycle-parking lane in Batavia, Illinois, provides flexibility in street uses without requiring reconstruction or additional pavement markings. Photo (right): A bicycle boulevard places cyclists at the top of the modal heirarchy, creating safer streets for neighbors, pedestrians, and cyclists.

INTRODUCTION + SUMMARY

MOVE GE

ACTIVE TRANSPORTATION PLAN

ONE 15

COMMUNITY ENGAGEMENT

TWO

THREE

FOUR FIVE

SIX

The vision, goals, and objectives of this plan reflect the desires of Glen Ellyn stakeholders throughout the plan-making process. Given the intimate interaction between an individual and their surroundings when traveling by bike or foot, it is essential to understand why residents do or do not travel using these modes. Move GE relied on a multi-faceted approach to gather community input, through both in-person and electronic measures. Social Media + Online Presence Social media outlets Facebook and Twitter provided a forum where residents were able to receive updates from the planning team and provide additional ideas, thoughts, and concerns. The Move GE Facebook page was especially useful in solicit-

ing resident opinions while the plan’s authors were identifying potential recommendations and rating them based on their desirability and applicability. Move GE’s Facebook page amassed more than 120 “likes” in the first three months of the plan-making process, providing a direct link to residents where ideas, projects, and events can be shared. These online services will continue to be useful as the plan moves into the implementation phases as a way to keep residents informed of progress. In addition to Facebook and Twitter, Move GE relied on an online survey that was distributed through the media, social media pages, Village newsletters, and at the plan’s open house event. The online survey was open from the end of January to

the end of February. In total, 370 individuals who live, work, or visit Glen Ellyn completed a survey. The survey covered a variety of topics, including basic demographics, activities pursued, whether individuals had access to a bike and how they used it, and amount of walking. The survey provided a few key insights into the way that a bike and pedestrian network could best serve the residents of Glen Ellyn. Shopping and other leisure-related pursuits were the most commonly cited activities that people engage in while in Glen Ellyn. Seventeen percent of respondents stated they ride Metra multiple days per week, which demonstrates that downtown Glen Ellyn is a frequent destination for many people.

Above Left: A Village resident takes part in the mapping exercise available at the Move GE Open House event. Above Right: The Move GE planning process relied on the use of social media to establish connections and share updates with residents.

COMMUNITY ENGAGEMENT

MOVE GE

ACTIVE TRANSPORTATION PLAN Community Desired and Existing Routes

9 10

Kenilworth [7] Oak [8] Forest [9] Park [10] Lambert [11] Fawell [12] Pennsylvania [13]

STRONG SUPPORT

9 1

10 6

8 12

COMMUNITY ENGAGEMENT

Western [7] Fawell [8] Hill [9] Roosevelt [10] IL 53 [11]

Lorraine [1] Lambert [2] Main [3] Park [4] Crescent [5]

CONSENSUS SUPPORT

Riford [14]

SOME SUPPORT

DANGEROUS TRAVEL

Duane [1] Forest [2] Taylor [3] Bryant [4] Fairview [5] Taft [6]

Community Feedback on Existing Conditions

MIXED OPINION

DIFFICULT TRAVEL

Move GE Open House Takeaways Connection between GWT + IPP: Provide a safe, convenient route between the Village’s two major offstreet trails: the Great Western Trail and the Illinois Prairie Path. North-South Route: Provide a safe, convenient route that connects the three “thirds” of Glen Ellyn while providing access to key destinations throughout the Village. Safer Roosevelt Road Crossings: Improve pedestrian and cyclist safety while crossing Roosevelt Road. More Bike Parking: Encourage the installation of additional high-quality bicycle parking throughout the Village, particularly at high-demand destinations like downtown Glen Ellyn, the Metra station, and parks. Better Access to Roosevelt Road Business District: Improve non-automobile access to businesses located within the auto-oriented Roosevelt Road corridor. Improved Access to Destinations: Provide safe and convenient access to major destinations like the Morton Arboretum, Lake Ellyn, and the downtown Metra station. Prairie Path Alternatives: Facilitate the development of an on-road alternative to the Illinois Prairie Path.

Survey Results According to the survey results (see Appendix A), bicycles are available to an extremely large portion of the population, with 94 percent of respondents stating that they had regular access. Those who responded that they had regular access to a bike were then asked a series of questions about their riding habits. Fifty-five percent of respondents stated that they use their bicycle for functional biking at least part of the time in addition to recreational pursuits. Residents stated that they would bike more often for utilitarian reasons if there were more bike lanes in the Village and if destinations provided an ample amount of high-quality bicycle parking. When asked generally about their level of comfort biking

on Glen Ellyn streets, from 1 (completely comfortable) to 10 (completely uncomfortable), respondents provided mixed reviews, with a mean response of 5.84 and a median response of 6 on a scale of 1 through 10. The project team concludes then that even without route network expansion, the infrastructure already has some strengths, mainly that so many residential streets have low auto traffic volumes, as highlighted in other parts of the plan. Open House The results of the online survey were combined with lessons learned from the plan’s open house. The open house event provided residents the opportunity to speak one-on-one with the planning team about challenges and opportunities for bicy-

cling and walking in the Village, in addition to visualizing opportunities and challenges on printed maps of the Village. Attendees were asked to participate in an interactive map activity. Using a green marker, attendees noted which streets were already suitable for riding, which streets were almost suitable for riding and needed only minor improvements, and which streets were effective in connecting together in a network toward destinations. In red marker, attendees pointed out trouble spots and routes they avoid. Both the online survey and the open house provided a wealth of information on which the plan’s recommendations are based. The key takeaways from both of these sources are shown above.

Map Left: Routes identified by residents as providing opportunities for bicycle travel. Map Right: Routes identified as residents as dangerous or unfit for bicycle travel.

COMMUNITY ENGAGEMENT

MOVE GE

ACTIVE TRANSPORTATION PLAN

ONE 19

EXISTING CONDITIONS

TWO

THREE

FOUR FIVE

SIX

EXISTING CONDITIONS ANALYSIS The Village currently maintains a 5.5-mile, primarily on-street bike network, with segments through Village-owned Panfish Park, on sidewalks, and using crosswalks (see Appendix G). The network consists of mostly signed routes with no on-street pavement markings. A traditional bike lane exists on Lambert Road between Taft Avenue and Marston Avenue. The rationale behind the current network is to connect several parks and destinations, namely Village Green, Glen Ellyn Manor, Sunset, Newton, and Panfish. In addition, the route passes the YMCA and connects to Fawell Boulevard and the College of DuPage area. Strengths and Weaknesses Bike count data were not collected, but anecdotal feedback is useful in determining participation levels and use. Though people are often seen biking on paths and trails in good weather and occasionally seen on Village streets, they are seldom seen biking on the current signed route and instead use whichever streets are convenient or best in their experience. Because the Village has several low-traffic streets (ADT of around 1,000 per day), these are typically what cyclists choose. The effort is to 1.) connect these low-traffic streets into a logical, functional, and fairly direct network and 2.) encourage people to use them instead of the higher-traffic, higher-conflict streets.

the Village: Roosevelt Road (IL-38) and Hill Avenue, both of which do so east-to-west. Roosevelt has very high ADT (between 36,000 and 44,000) with high amount of truck traffic, and the only Roosevelt biking option is a sidewalk with numerous curb cuts. Community feedback revealed Hill Avenue is not an ideal cycling option because of occasional high auto traffic speeds and lack of width. The Prairie Path also bisects the Village, alongside the Union Pacific railroad. No north-south street traverses the entire Village. Park Boulevard comes the closest, but it has a high ADT—8,000 to 18,000 between Pennsylvania Avenue and Butterfield Road1. Therefore, cyclists report struggling to bike from north to south or vice versa. Because the Village is “skinny,” extending more from north to south than east to west, and because many destinations are connected at least in-part by north-south streets, this network challenge has discouraged many cyclists.

Another constraint to accommodating bikes, though it can be offset by low ADT, is the Village’s standard 20-foot curb-face-to-curb-face width on residential streets. Automobile travel lanes typically require between 10 to 12 feet to make motorists comfortable, and a 20-foot width allows only for 9- or 9.5-foot travel lanes. This tight design tends to calm auto traffic speeds, as drivers are naturally more cautious, but also precludes the use of many common on-street bike infrastructure elements. Widening the curb-to-curb area, even when there is The biggest challenge in the Glen Ellyn street net- “extra” width in the parkway or sidewalk, is expenwork is only two thoroughfares completely bisect 1: Illinois Department of Transportation, Getting Around Illinois. Photo: Forest Avenue displays the standard 20-foot width of residential streets in Glen Ellyn.

EXISTING CONDITIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN sive and requires support from adjacent property owners and residents. Certain collector streets may have enough width that bikes can be accommodated, but other safety issues can arise. The Village has a topography of rolling hills that challenge novice cyclists, and several streets have curves and sight lines that might make seeing cyclists difficult for motorists, even when they are obeying all traffic laws. Biking to Metra With downtown Chicago a 45-minute train ride from downtown Glen Ellyn, many Village residents opt to use the train to commute to work, school, or leisure activities. According to the 2009 Downtown Strategic Plan, the Metra station averages 2,000 weekly boardings. If Glen Ellyn continues to grow slowly and steadily, if vehicle miles traveled continues to decrease nationally, then providing more bike parking, as well as on-street routes to connect residents to the station, should be a priority.

Commuters are already using Bike to Metra as a mode, based on observations of cyclists utilizing fencing near the station as bike parking. This signals a shortage of tailored bike racks, and because fencing is a less secure and inconvenient option, it can discourage people from cycling. Currently, there is no covered or long-term secured bike parking (lockers or bike shed). Dan Thomas, DuPage County Trails Coordinator, reports investing in bike parking, especially near transit hubs, has correlated with greater bike use in multiple local projects.

Illinois Prairie Path According to data collected by Thomas and volunteers for the organization Trails for Illinois between May and October 2013, the average daily use of the IPP in the general area of Glen Ellyn is about 1,000. This figure includes cyclists, joggers, walkers, and other users, though cyclists compose about 60 percent of users. Therefore, the Prairie Path not only is an important functional corridor but also is an opportunity to attract a wide number of people to In early 2014, concurrent to the making of this plan, Glen Ellyn. The study and survey also revealed oththe League of Illinois Bicyclists engaged with the er important data about IPP users: Village and the Park District to produce a Bike to Metra Guide. Distributed widely to area residents, • Only 23 percent of respondents reported traveling by car to the trail, emphasizing the importhe glossy brochure is intended to extol the benetance of bike connections to the IPP. fits of using a bike for the “first mile, last mile” of a commute, provide tips on functional cycling, and • Restrooms, drinking fountains, and better sigdisplay a map with suggested routes to and from the nage were identified as the top three needs along Metra station. Similar guides exist for many Chithe trail. cagoland communities. • Thirty-five percent indicated spending money

EXISTING CONDITIONS

at some point during their IPP use; of those who said they spent money, the average amount was $41.50, with restaurants and bars by far the No. 1 recipient. Infrastructure Bike Parking Approximately 150 bike-parking spaces, 110 of which are Village-owned and 40 are privately owned, are within walking distance of the downtown central business district. The spaces were about 75 percent utilized, as observed by the League of Illinois Bicyclists. High-use, good weather days will exceed this rate, and poor weather days will not. Numerous “staple” racks are available on the downtown commercial corridor sidewalks, though many cyclists report Main Street as being unsafe for bikes and being confused by the “No Bikes on Sidewalk” signs.

Bicycle Level of Service HIGH MODERATELY HIGH MODERATELY LOW VERY LOW EXTREMELY LOW

Across the 28 Park District facilities, 19 bike racks create 133 total spaces. The most parking is provided at high-use destinations, such as the pool at Sunset Park, which is also adjacent to the existing bike route on Fairview Avenue. Village Green, though adjacent to the Lambert Road bike lane, has only one bike rack. Ackerman Park, which also has the new Ackerman Sports and Facilities Center, has two racks, though adding three racks is mentioned in the park’s master plan2, along with building a ramp connection onto and off of the Great Western Trail. Cursory research of multi-family and mixed-use building plans reveal limited accommodations. Bike parking is not directly required by the Zoning Code, though developers of residential planned-unit developments can receive a bonus in the number of allowable dwelling units if they provide bike parking. Local schools generally provide bike racks for students and report fairly high rates of use in good weather, especially for summer school camps. The biggest barrier for student use is not lack of parking but rather safe street-riding options. Bicycle Level Of Service As stated earlier, the Village network consists mostly of bike route signs with a .75-mile stretch of Lambert Road offering traditional bike lanes in both directions. Therefore, most cyclists are left to make their own routes and conduct their own experience-based assessment. Their feedback, combined with consultant riding 2: Glen Ellyn Park District (2014, Feb. 18). “Ackerman Park Master Plan.” Map Above: A graphical depiction of the Bicycle Level of Service scores for streets in Glen Ellyn at present.

EXISTING CONDITIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN experience, provided a good qualitative evaluation. On the other hand, quantifiably assessing the suitability of Glen Ellyn’s streets for cycling involved two steps: first, choosing street segments that are long enough to be useful in a route network and second, obtaining the necessary data for those segments to give them a rating. The ratings originated from the League of Illinois Bicyclists BLOS calculator, which uses the following variables: number of travel lanes in each direction; width of the outside travel lane; presence/width of parking lane bike lane, or shoulder; ADT, pavement condition; percentage of parking utilization; percentage of heavy truck traffic; and posted speed limit. A table is available in Appendix B. After reviewing more than 50 street segments, it became clear that few Glen Ellyn streets were ideal but, on the other hand, that few streets were terrible. Most rated in the middle, which inspired the consultants to adopt a strategy of recommending several “not ideal, not terrible” streets for improvements, connecting those streets into a network, and then strongly encouraging cyclists to use those streets and avoid others.

makes them attractive cycling route options, but they also present the opportunity for rare bike-auto conflicts without the guidance of a traffic sign. Similarly, partially uncontrolled intersections around the grade crossings at the railroad tracks downtown exist to prevent traffic queues from extending onto the tracks. Examples are southbound Prospect and Main as well as northbound Park and Prospect. These three-way stops sometimes confuse drivers. Unfortunately, unless an automobile viaduct or underpass is constructed, this intersection design is necessary. Currently, the only possible underpass of the Union Pacific railroad tracks is east of the central business district at Taylor Avenue. The underpass, which goes under the railroad and the IPP, allows auto traffic in only one direction at a time, using a traffic signal to manage the vehicles. The sidewalk under the bridges is very narrow and lacks a parkway, and because of the lack of lighting in the tunnel and the potential for head-on collisions, this area is very dangerous for cyclists.

One-way streets appear both in the central business district and in residential areas. The most notable Controlled/Uncontrolled Intersections, One-Way one-way “block” consists of four connected street Streets, Other Unique Facets segments just north of the Union Pacific Railroad: Police Department leadership reported that the Main Street one way south to Crescent Boulevard, Village contains a number of uncontrolled inter- Crescent one-way east to Forest Avenue, Forest onesections, where neither a stop or yield sign appear. way north to Pennsylvania Avenue, and PennsylvaThese exist primary west of Main Street, north of nia Avenue one-way west to Main. Other notable Hawthorne, and south of St. Charles Road. Inter- one-way segments are Hillside Avenue westbound sections like these reflect low traffic volumes, which between Park Boulevard and Prospect Avenue; ForPhoto: South Ellyn Avenue and Buena Vista Drive, an uncontrolled intersection in the Village that could create a conflict between bicyclists, pedestrians, and motorists.

EXISTING CONDITIONS

est northbound between Crescent and Hawthorne Boulevard; Forest southbound between the commuter parking lots south of the railroad tracks and Hill; Cottage Avenue westbound between Forest and Pleasant Avenue; and Anthony Street eastbound between Pleasant and Park. Certain streets that directly border schools, such as Bryant, Elm, Greenfield, and Newton Avenue, are one-way during restricted hours to accommodate drop-off, dismissal, and bus loading. Police leadership noted this can create distraction for both motorists and cyclists who must pause to read signs before deciding whether to proceed or turn.

2015: Add a pedestrian crossing on Roosevelt on the west side of Nicoll Way. 2015: Add a pedestrian crossing on Route 53 at Pershing. Two much bigger proposed projects that could significantly affect the Village bike network will be discussed in Section IV.

County and State Plans and Projects IDOT is currently planning to construct multi-use paths for the north side of Butterfield Road and east side of Route 53, as well as add crossing at that intersection. Project dates are unclear at this point, but implementation would be very helpful in allowing Local Street Plans and Projects The Department of Public Works keeps a rolling 10- cyclists to reach one of the area’s best recreational year schedule for roadway rehabilitation. These proj- destinations: the Morton Arboretum. Currently, the ects can consist of resurfacing, pavement markings, Arboretum trails are heavily used by cyclists, but reconstruction, and other necessary maintenance, most of them must load their bikes onto a car bike presents an opportunity for bike improvements. rack to reach the trails. Planning to sync bike infrastructure implementa- DuPage County is exploring two ideas that would tion with roadway rehabilitation can be a time- and significantly help Glen Ellyn’s connection to the recost-efficient strategy. The consultant team consid- gional network. The first is a bridge or trail alignment over the East Branch of the DuPage River at ered this schedule in its recommendations. Public Works also plans special projects outside of 22nd Street (I-88 Central DuPage Bikeway), which this schedule. Three special projects over the next will be very helpful in connecting Glen Ellyn and two years will address some of the needs in the bike Lombard. According to Thomas, this project has not yet been funded or been the subject of an engiand pedestrian network. neering feasibility analysis, but it is called for in the 2015: Multiple improvements to Crescent in front County’s long-range bike plan and is a priority to of Glenbard West High School and Memorial Park, re-visit. The second is the East Branch DuPage River between Park and Lake Road: pavement condition Trail, illustrated in Appendix E as a proposed trail upgrade, medians, and a traffic roundabout. Photo: Glen Ellyn’s Metra station does not have enough racks to accommodate all individuals who ride to the station, resulting in overflow parking elsewhere. The bikes locked to the Metra safety fencing may also signal that these locations are more convenient for commuters than the current rack locations. Those biking to and from Metra are looking to save time by securing their bikes as close to the train platform as possible. (Photo Credit: Dan Thomas)

EXISTING CONDITIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN

that would create a scenic north-south regional route to connect many communities, destinations, and forest preserves. This project is already being implemented near its north and south ends. However, many of the sections of the proposed trail near Glen Ellyn are in the middle and are considered “conceptual; no funding.” Churchill Woods Forest Preserve has an existing paved surface that will be part of the trail, as will a planned leg in Lombard that connects Crescent with the IPP. The area south of the IPP is currently in the vision stage.

for promoting cycling may be the ability to leverage cycling participation in the Village and encourits visible events, especially kids and family events. aging fellow Chamber of Commerce members to “Bike rodeos” are usually geared toward children, be supportive businesses by taking action such as where riders compete in a skills and safety compe- providing bike parking, giving small discounts to tition, measuring biking skills such as balance and bike-using patrons, and sponsoring and organizing braking. The District’s Liberty Mutual Bike Safety bike-related events. The leadership of one bike shop Rodeo at Maryknoll Park has become an annual has already expressed interest in working with the event attracting kids and their parents. Exposing Village’s Economic Development Coordinator to children to biking at a young age is important to make some of these outcomes occur.

allowing them be versatile cyclists when they’re older. In addition, the District conducts a “Pedal to Encouragement and Events Petals” program as part of its kids summer camp ofPark District ferings. Children go on guided bike tours of nature The Park District provides year-round opportuni- areas. Continuing and expanding these events will ties for residents of all ages to be involved in rec- be important in reaching community cycling goals. reational activities, including cycling or related Bike Shops activities that pair well with cycling. As alluded to The Village currently supports two local bike shops: earlier, the District also has invested resources in Element Multisport in downtown and Glen Ellyn creating master plans for its facilities, notably Ack- Cyclery on Roosevelt Road. Either or both of these erman and Lake Ellyn Parks. Though the District is shops can be instrumental in encouraging greater a necessary infrastructure partner, its real strength Photo left: Participants in the Park District’s Liberty Mutual Bike Safety Rodeo enjoy a day of riding. Photo top: Glen Ellyn is home to a number of bicycle shops, which serve as cornerstones for the cycling community.

EXISTING CONDITIONS

The Village has one retail complex, Glen Crossings at the intersection of Park Boulevard and the IPP, that has direct frontage to a bike path. The retail tenants include a nail salon, pet store, and sit-down restaurant. The tenants of this complex have a great opportunity to draw on the audience of IPP users. In addition, though the Great Western Trail is just north of Village boundaries, its intersection with North Main Street is close to the Stacy’s Corners commercial and historic area. Leveraging this connection is an opportunity to improve the far north side of Glen Ellyn.

ONE

TWO

THREE

FOUR FIVE

SIX RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN

ENGINEERING + INFRASTRUCTURE

BOTH

POLICY + PROGRAMMING

RECOMMENDATIONS The recommendations and proposed network in this chapter derive from a mix of qualitative and quantitative data. The project team considered scenarios, the Villageâ&#x20AC;&#x2122;s unique environment, existing plans, and planned projects. Some recommendations are already planned and funded, others have been loosely discussed or considered, and others are new. Above all, transparency in project consideration and management is crucial. Though no recommendation will be unanimously supported, they all should serve the overarching goal of the plan, as well as the quality of life for stakeholders.

policy and programs (zoning, land use, economic likely to have faster traffic. development, advocacy), and a mix of both. GOAL: Establish clear north-south bicycle routes Engineering and Infrastructure through the Village: Great Western Trail (via Great The greatest factors in selecting streets were low Western Avenue and Ackerman Park) to Butterfield ADT (if possible), continuous travel (as few turns Road. as possible), existing bike accommodations, con- Strategies: Use existing paved path in Churchill nectivity to regional routes, and safe crossings, Park, as well as the traffic signal and crosswalk at though improvements are required on the last. Less Kenilworth Avenue near Churchill Elementary important but still considered are destinations, School, as part of a north-south route on the west such as downtown retail, parks, and schools. side of the Village.

Most roadways in Glen Ellyn default to a 30 milesper-hour posted speed limit, though natural traffic calming likely occurs on low-traffic residential In general, recommendations are grouped into three streets. Arterial and collector streets, such as Park categories: infrastructure and traffic engineering, Boulevard or Crescent Boulevard, may be more

Extend traditional bike lane on Lambert Road to Butterfield Road. Alternative: Widen sidewalk and designate a shared-use sidepath with route signs and pavement markings on concrete/asphalt.

Above: The recommendations contained in this section overlap, providing for easier implementation. Photo: Bicycle lockers in Elmhurst provide a covered parking option with maximum security for those who leave their bikes parked in one place over an extended period of time.

RECOMMENDATIONS

Table 4.1 IDOT Recommendations for Bike Improvements: Urban Roadways less than 30 MPH1

Table 4.2 IDOT Recommendations for Bike Improvements: Urban Roadways 30 - 35 MPH2

Roadway Conditions

Sidepath Bidirectional

Roadway Conditions

Paved Shoulder Outside Curb w/ Rumble Strip Lane Width

Bike Lane (incl. gutter pan)

Paved Shoulder Outside Curb w/ Rumble Strip Lane Width

Bike Lane (incl. gutter pan)

Sidepath Bidirectional

ADT < 2000

None

Optional

ADT < 2000

5 feet

Optional

2,000 - 8,000

13 - 14 feet

Optional

2,000 - 8,000

5 feet

Optional

8,001 - 14,999

6 feet

Optional

15,000 +

6 feet

10 - 12 feet

8,001 - 14,999

5 feet

15,000 +

6 feet (optional) 10 - 12 feet

Streets utilized: Great Western Avenue (unincorporated, Milton Township); Kenilworth Avenue (unincorporated, Milton Township); paved surface of Churchill Park (Park District jurisdiction) and sidewalk to Geneva Road; Kenilworth Avenue to Pennsylvania Avenue; Pennsylvania Avenue to Prospect Avenue; Prospect Avenue to Turner Avenue; Turner Avenue to Newton Avenue or Forest Avenue; Newton Avenue to Illinois Street or Forest Avenue to Fairview Avenue -- connect to existing network; Lambert Road to Butterfield Road.

trict Personnel to leave the gate open more often, to post restrictions (such as no entry after 9 p.m.), or to establish a small bypass for cyclists that will enable them to pass but prevent automobile traffic. Existing network utilized at Fairview Avenue, Illinois Street, Lambert Road. Strategy: Create an on-street route connection on the east side of the Village between Prairie Path and Great Western Trail, using the planned Park District project to build a ramp in Ackerman Park.

Two Major Projects and Related Scenarios In early 2014, the Village hired separate engineering consultants to examine the feasibility of two large projects that each would significantly affect the active transportation network. The first, as called for in the 2009 Downtown Strategic Plan, is a grade separation at the Union Pacific railroad tracks, most likely an underpass in the central business At the north parking lot entrance, a gate currently district, to serve pedestrians and possibly cyclists. restricts access to the paved path through Churchill The second is to improve Park Boulevard in the Park. The Park District closes the gate for security middle “third” of the Village, from approximately reasons, but the project team encourages Park Dis- the railroad tracks to Roosevelt Road. including an Recommended improvements: Destination route sign near Great Western Trail pointing toward downtown Glen Ellyn; route signs at regular intervals on Kenilworth, Prospect, Pennsylvania, Turner, Forest; route signs with arrows at turns; shared-lane markings (sharrows) on Pennsylvania; extended traditional bike lane on Lambert to Butterfield.

1,2: Illinois Department of Transportation (2013, February). “Chapter 17: Bicycle and Pedestrian Accommodations.” Bureau of Design and Environment Manual.

RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN

assessment of bike accommodation. The scope and feasibility of each project is still uncertain. However, the implementation of either or both of these projects would improve the connectivity of streets and make the Village significantly more bike-friendly. The community is encouraged to consider strongly moving forward with one or both of these projects. Because Park Boulevard is one of the longest arterial streets in the Village, a project to accommodate a bike lane on either side would significantly simplify and strengthen the network.

CBD Underpass Only (Forest); and Park Widening, which may consist of the widening with or without the underpass. If Park is widened, the location of the underpass could be at Forest or Prospect.

Avenue connects to the existing network; Buena Vista across South Park Boulevard to Raintree Boulevard cul-de-sac and sidewalk connection to Fawell Boulevard.

Constrained Streets utilized: Roads in Ackerman Park; Riford Road to Elm Street; Elm Street to Lenox Road; Lenox Road to Oak Street; Oak Street to North Park Boulevard or, if northbound, Forest Avenue; Crescent Boulevard to Glenbard West High School and Memorial Park; North Park Boulevard to IPP; IPP However, the project team recognizes the uncer- west to Forest Avenue or east to Montclair Avenue; tainty in feasibility and community support. There- Forest Avenue to Fairview Avenue—connect to fore, we have created three network scenarios: Con- existing network; or Montclair Avenue to Duane strained, where neither project is implemented; Street and Duane Street to Bryant Avenue; Bryant

Recommended improvements: For all traffic, Forest Avenue, which is currently one-way northbound between Crescent and Hawthorne, becomes one-way northbound between Crescent and Oak, and North Park Boulevard becomes one-way southbound between Oak and Hawthorne. Destination route sign near Great Western Trail pointing toward downtown Glen Ellyn; route signs at a regular interval on Riford, Elm, Lenox, Oak, Park, Forest, Illinois Prairie Path, Montclair, Duane, Bryant, Raintree; route signs with arrows at turns; shared

Above: A rendering of a completed bicycle lane on South Lambert beyond its current terminus. Map (first right): A network map for the Village under the “constrained” scenario considered as part of this plan. Map (far right): A network map for the Village should an underpass be constructed at Forest Avenue and the Union Pacific Railroad tracks.

RECOMMENDATIONS

CONSTRAINED

UNDERPASS CONSTRUCTED AT FOREST

EXISTING

Great Weste

rn Trail

Geneva Rd

rn Trail

cent

Geneva Rd

SIDEPATH BIKE LANE SHARED LANE SIGNED ROUTE

Blvd

Hawthorne Blvd

PROPOSED

cent

Cres

irie

Path

irie

Pra

Roosevelt Road

Fawell Blvd

College of DuPage

Blvd

Path

Main St

Hill Ave

IL-53

Village Links

Park Blvd

Roosevelt Road

Park Blvd

Village Links

SIDEPATH BIKE LANE SHARED LANE SIGNED ROUTE

Hawthorne Blvd

Pra

Hill Ave

SIDEPATH BIKE LANE SIGNED ROUTE

Western Ave

PROPOSED

Cres

EXISTING

Great Weste

SIDEPATH BIKE LANE SIGNED ROUTE

Fawell Blvd

College of DuPage

RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN PARK BOULEVARD WIDENING EXISTING

Great Weste

rn Trail

One-Way Pair: Park and Forest, Northern “Third” Oak Street

SIDEPATH BIKE LANE SIGNED ROUTE

Geneva Rd

Western Ave

PROPOSED

cent

Cres

SIDEPATH BIKE LANE SHARED LANE SIGNED ROUTE

Blvd

TRAVEL

PARKING

TRAVEL

Main St

Hill Ave

Path

Park Avenue

irie

Pra

Forest Avenue

Hawthorne Blvd

Hawthorne Boulevard

TRAVEL

PARKING

TRAVEL

IL-53

Crescent Avenue

Village Links

Park Blvd

Roosevelt Road

Fawell Blvd

College of DuPage

RECOMMENDATIONS

These two low-traffic, narrow streets traverse a scenic residential area. They are also linear routes to bring cyclists across the northern third of the Village. Parking is permissible on one side of the street in each right of way. In lieu of eliminating parking, this proposed solution better defines where parked cars and bikes should be and where motorists should be. The street is currently bidirectional, which requires one of two cars driving in opposite directions to utilize the parking lane. Occasionally, cars must pull behind a parked car to wait for an oncoming vehicle to pass. Adding bikes to the mix could create a frustrating or precarious situation. A solution is to have these streets function as a pair. Forest Avenue residents wanting to drive or bike south would need to go “around the block,” turn right, and then use southbound Park as an alternative. Park Boulevard residents wanting to drive or bike northbound would do the reverse.

bike-parking lane on Forest and Park when they are one-way.

Illinois Prairie Path

Partner projects: Great Western Trail ramp in Ackerman Park (Park District jurisdiction): late 2014-2016; crossing improvements at Roosevelt and Nicoll: 2015; Crescent Boulevard comprehensive improvement: 2015 Existing network utilized at IPP, Fairview Avenue, Nicoll Way, South Ellyn Avenue, Buena Vista Drive CBD Underpass Only (Forest) Streets utilized: Same as above with additional enhancements to Forest.

Partner projects: Same as above, along with underpass construction.

Forest Avenue

Recommended improvements: Because an underpass will allow cyclists to cross the railroad at Forest, either by dismounting and walking or riding without interruption, this new crossing option would be preferred to a grade-level crossing at Park Boulevard. In addition, the Forest corridor now presents a greater opportunity for service, which is why a bike boulevard and related treatments are recommended between the proposed CBD Underpass at Forest and Fairview Avenue. As described earlier, a bike boulevard places bikes at the top of the modal hierarchy while still allowing motorists to use the roadway. Given the low ADT on Forest south of the CBD, a bike boulevard stands to benefit the Villageâ&#x20AC;&#x2122;s bicycling network while maintaining the character of the street for nearby property owners.

PARKING

TRAVEL

PARKING

TRAVEL

Hill Avenue

Existing network utilized at same as above. Park Widening Streets utilized: Same as Constrained scenario, without Forest south of the railroad. Recommended improvements: Same as Constrained but without Forest improvements south of the railroad tracks; traditional bike lanes in each direction of Park Boulevard between Duane Street and Fairview Avenue.

TRAVEL

Partner projects: Same as Constrained; from a biking and network connectivity standpoint, this scenario also provides greater flexibility in location for the underpass if both projects are implemented. An underpass would be useful and functional at Forest, Prospect, or Park. Existing network utilized at same as Constrained. Map (left): A network map for the Village if Park Avenue is widened. Graphic (right): The realignment of Forest Avenue south of the railroad tracks to implement a bicycle boulevard between Downtown and Fairview Avenue.

Fairview Avenue

RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN Strategy: Include Raintree as part of network; obtain an easement for connection at the western terminus of Raintree Drive to connect to wide sidewalk at Fawell Boulevard. College of DuPage students residing in apartments north of Fawell in the Raintree area have been observed walking across the grassy area in this place. Recommended improvements: crossing of Park Boulevard at Buena Vista/Raintree; additional route and destination signs, including “To College of DuPage;” sidewalk connection from cul-de-sac Partner projects: Scheduled resurfacing of Raintree Drive in 2017 Existing network utilized at Buena Vista Drive. GOAL: Improve crossing infrastructure at key intersections. Strategies: • Implement international “ladder”-style pavement marking. • Install crosswalk countdown timers where appropriate. • Eliminate confusion with bike route signs, instructions. • Enforce illegal and dangerous motorist behavior such as failure to yield to bikes and pedestrians. • As planned by Public Works, establish pedestrian crossing on the west side of Roosevelt Road at Nicoll Way. • As planned by Public Works, establish pedestrian crossing of State Route 53 at Pershing Avenue. • Establish bike crossing by adding yellow warning signs and crossing markings at the intersection of St. Charles Road and Kenilworth Avenue (Churchill Park entrance). Use the intersection of North Main Street and the Great Western Trail as a model. • Establish bike and pedestrian crossing by adding yellow warning signs for motorists at the intersection of South Park Boulevard and Wilson Avenue. • Establish crossing by adding yellow warning signs with blinking light and crosswalk at Park Boulevard, Buena Vista Drive, and Raintree Drive. Intersections targeted: Roosevelt Road at Nicoll; Pershing Avenue at Route 53; South Park Boulevard at Wilson and Buena Vista/Raintree; St. Charles Road at

Photo: A rendering of a possible sidewalk connection between Raintree Drive and Fawell Avenue.

RECOMMENDATIONS

GOAL: Provide a marked east-west alternative to Recommended improvements: Crosswalk count- Roosevelt Road. down timers at Roosevelt (IL-38)/Nicoll and IL-53/ Streets utilized: Taft Avenue to South Main Street, Pershing; remove confusing bike route signs at Roo- Main to Wilson Avenue, Wilson to Panfish Park sevelt (IL-38)/Nicoll; yellow bike crossing sign and paths, Panfish Park to Water’s Edge Court, Water’s ladder-style pavement markings at Park/Wilson; Edge to Nicoll Way and Pershing Avenue, Pershing yellow bike crossing sign and ladder-style pave- to Abbey Drive. ment markings at St. Charles/Kenilworth; yellow Recommended improvements: Route signs on the warning signs with pedestrian symbol and cross- utilized streets; shared-lane “sharrows” on Taft Avewalk improvements at Park/Buena Vista/Raintree. nue in both directions between Lambert and Main. Kenilworth Avenue (DuPage County jurisdiction)

Policy and Programs GOAL: Make Glen Ellyn a trail destination stop.

Strategies: • Reach out to Downtown Business Alliance members about business benefits of marketing to IPP users; perform similar effort for Stacy’s Corners and Great Western Trail. • Create discount system at several businesses for bike or bike-helmet discounts (i.e. “Ride your bike here and save 5%!”). • As Glen Crossings shopping center is the only Partner projects: Planned crosswalk improve- Partner projects: Crossing improvement at Route complex with direct path frontage, work with ments at Roosevelt (IL-38)/Nicoll and IL-53/Persh- 53/Pershing: 2015 complex owner and management to ensure full ing: 2015 Existing network utilized at Panfish Park, Water’s tenant occupancy, visibility, and recruitment of Existing network utilized at Nicoll Way, Buena Vis- Edge Court, Nicoll Way businesses that may appeal to path users. ta Drive Photo: A rendering of Taft Avenue with a shared lane to provide an east-west alternative to Roosevelt Road.

RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN • Organize regular events in conjunction with weekly French Market, Fourth of July, Lake Ellyn Arts Festival, near the Prairie Path to entice path users to take a break in the Village. GOAL: Sustain a local bike organization to further local biking culture.

lanned for Father’s or Mother’s Day weekend. Children who have recently graduated to a two-wheeler are invited with their families to show off new skills in a ceremonial first bike ride. The Park District is a possible partner.

Infrastructure and Policy GOAL: Add covered and uncovered bike parking Strategies: • Organize and encourage participation in events in visible locations; target areas: central business such as a bike rodeo for kids, bike “cruise-in,” district, in the Metra station area, near schools and parks, and in shopping complexes. hill climb contest, and Bike to Work Week. • Lead safety campaigns with the partnership of Strategies: the Glen Ellyn Police Department. • Increase the amount of bike parking downtown, • Hold regular meetings with local officials to currently about 150 spaces, to 250 spaces. push for implementation. • Develop a citizen-input mechanism for resi• Coordinate with Village departments to volundents to suggest locations for bike racks; use soteer to collect bike count data on an ongoing bacial media or a website that will be administered sis; track ridership and modes. by the local bike group. • Village appoints liaison to organization. • Standardize a bike rack style. The “inverted ‘U’” • Establish a yearly community ride fundraiser, (“staple”) design is recommended. similar to the Active Transportation Alliance’s Specific ideas: (Short term) Build a covered outBike the Drive event. door bicycle parking structure. In the Metra station Specific event ideas: To draw attention to newly established bike routes and to embrace the challenge of riding in hilly topography, a “bike climb” race. Suggested location is the newly established bike route on Kenilworth Avenue, north of Pennsylvania Avenue. Cyclists participate in a sprint race to see how fast they can climb the hill. This would require a temporary street closure, similar to a 5K race.

area, parking rack capacity should be added directly on the northeast corner of the Main Street crossing and the southwest corner of the Park Boulevard crossing, where cyclists are already utilizing Metra fencing for parking because it is a more convenient than walking to the current bike rack locations. If possible, current racks, such as those at the northeast corner of the Prairie Path and Park, could be A family-friendly “First Ride” event could bep- moved. The proposed inverted “U”-style rack does not require much space. An attractive covered bike Photo: The Illinois Prairie Path is a great resource for bicyclists and pedestrians, and should serve as one of the key centers for the Village’s cycling community.

RECOMMENDATIONS

parking area would shield dozens of bikes. A highly visible location is recommended. One option is to build on top of the current inverted “U” racks to the west of the train station. Another is to occupy one or two auto parking spaces in an adjacent commuter lot or on Crescent. The nearby motorcycle street parking area is underutilized and may be repurposed for bikes. (Long term) Construct a restroom, drinking fountain, and long-term bike storage facility directly next to IPP. Location possibilities: Montclair Avenue and the IPP or Metra station as part of complete remodel Establish bike parking zoning provision in commercial and multifamily districts, and make bike parking a priority consideration for planned-unit developments, especially those containing housing. See Appendix F for example modifications to zoning for the City of Madison, Wisconsin. GOAL: Identify routes between key destinations within and near Village boundaries. Strategies: • Advocate for the completion of the East Branch DuPage River Trail. • Organize “Bike to Destination” events for groups • Establish tennis courts, golf courses, and fitness facilities (HealthTrack on Roosevelt, Park District facility in Ackerman Park, YMCA) as locations that pair well with biking; ensure ample parking and encourage members or frequent users to bike to the facilities. Photo (left): the “inverted-U” bicycle rack provides the most efficient use of space for bicycle parking, and is recommended as the standard bicycle rack in the Village. Photo (right): Covered parking (example shown from Vancouver, BC; approximately 20 feet long, 8 feet wide, and 8 feet tall) should be included at the Glen Ellyn Metra station to provide higher quality ammenities for those who bike to Metra (Photo Credit: Ryan Mijker).

RECOMMENDATIONS

MOVE GE

ACTIVE TRANSPORTATION PLAN

ONE 37

IMPLEMENTATION

TWO

THREE

FOUR FIVE

SIX

IMPLEMENTATION Implementing the recommendations in Chapter IV will require commitment, resources, and partnership from various entities. Therefore, it is important to lay out a timeline for chronological prioritization and feasibility. Funding Sources Revenue Tax-increment financing (TIF) in the downtown district could be used to build covered bike parking at the Metra, install new racks through other areas of the district, install and maintain long-term bike storage lockers—if those are established at the Metra station—and pay for shared-lane pavement markings and route signs within the TIF district. In addition, the Department of Public Works should look at its regular budget and pledge to set aside a greater share toward bike improvements and maintenance than has been set aside in the past. Private Donations and Estates As Glen Ellyn is an affluent community with civic-minded families, some of whom have lived in the Village for generations, it is possible that selling plaques or bricks may help fund specific accommodations, such as the covered parking area at the Metra or restroom facility along the IPP. Corporate Sponsorship and Naming Rights, or “Adopt a Bike Route” Program Contact the Village’s largest private employers and business entities with deep-rooted ties to Glen Ellyn, specifically DuPage Medical Group or Cadence Health, to see if they are interested in paying for the naming rights or recognition for contributing to the establishment or maintenance of bike infrastructure. Health care brands pair well with efforts to expand biking. Other businesses, such as realty companies, may also be interested in participating, which is why it is important to retain support and participation from the Glen Ellyn Chamber of Commerce. Grants As the USDOT acknowledges consumers’ shift away from driving as a mode for short trips and recognizes the environmental benefits to reducing VMT, bike and pedestrian improvements receive higher priority than in the past1. However, fed-

Table 5.1. Suggested Timeline for Goals and Key Recommendations Short-Term (2015-2017) Mid-Term (2018-2020) Long-Term (2025) • • •

• •

•

• • •

•

Village-wide bike map/brouchure Bike parking, including covered parking near Metra station Amend zoning code to establish bike parking minimums and bonuses Establish local bike group and appoint leaders and liasons Install sharrows on Taft Avenue, Pennsylvania Avenue, Crescent Boulevard Crossing signs and street markings at St. Charles Road/ Kenilworth Avenue and Park Boulevard/ Wilson Avenue Improvements at Roosevelt/Nicoll (planned and funded) Crossing creation at IL-53/Pershing (planned and funded) Park Boulevard widening scenario: traditional bike lanes on Park Boulevard Traditional bike lane extension on Lambert Road

• • •

• •

Raintree cul-de-sac sidewalk extension Ped/bike crossing Flashing crossing signs at Buena Vista Drive, Raintree Drive, and Park Boulevard CBD Underpass Scenario: Forest Avenue Bike Boulevard Long-term bike storage lockers at Metra station (if a larger facility at Montclair/ IPP is not planned)

•

Construct restrooms and long-term bike storage facility in central business district near IPP

1: Federal Highway Administration (2014, February 10). “Federal-Aid Highway Program Funding for Pedestrian and Bicycle Facilities and Programs.” U.S. Department of Transportation. Map Above: A graphical depiction of the Bicycle Level of Service scores for streets in Glen Ellyn at present.

IMPLEMENTATION

MOVE GE

ACTIVE TRANSPORTATION PLAN eral transportation spending typically trickles down to the local level through various state and regional agencies, such as IDOT or CMAP, which often have allocation authority. Not all federally sourced grants are the same, though, and state funds, such as those through the Department of Natural Resources, may be available. National non-profit organizations, namely People for Bikes, also issue grants to communities that want to expand bike infrastructure. Here are some notable options and how they may align with recommendations: Congestion Mitigation and Air Quality Improvement Program (CMAQ): The Village has succeeded in obtaining this funding for the planned pedestrian crossing improvements at Roosevelt (IL-38)/Nicoll and IL-53/Pershing. The Village should continue to apply for this funding, perhaps to establish the proposed crossings of South Park Boulevard (Wilson and Raintree/Buena Vista).

Transportation Investment Generating Economic Recovery (TIGER): Since 2009, this program has funded a wide variety of transportation projects, often on a large or regional scale. A 2013 report from the League of American Bicyclists4 shows several recipients who submitted bike and pedestrian network plans. The project team recommends DuPage County strongly consider this source to expand the East Branch DuPage River Trail, which would strengthen regional connectivity. Regional Transportation Authority Community Planning grants can fund “creation of transit-oriented development plans, transit access improvement plans, corridor plans and plan implementation efforts5,” which would cover the implementation of a bike recommendation for additional accommodations at a Metra station.

Illinois Department of Natural Resources funds can be attained through the “Bike Path Grant Program.” Take advantage of Federal Aid Urban (FAU) route These could be useful in building the bike station/ designation2: Bicycle and pedestrian improvements restrooms, or improvements to Churchill or Panfish are specifically mentioned as options3 for this fund- Park paths, which will need directional signage and ing outlet. This option would be particularly useful maintenance. for Park Boulevard widening or shared-lane mark- PeopleForBikes runs a community grant program ings and route signs on Pennsylvania Avenue or that municipalities can apply for to fund certain Crescent Boulevard, both of which are FAUs. Proj- improvements such as paths, lanes, trails, bridges, ect involvement from IDOT will be necessary. and parking facilities. Other improvements, recomSafe Routes to School, administered by IDOT: Park View Elementary and Park Boulevard between the intersections with Wilson and Buena Vista/Raintree, it may be used for crossing recommendations.

mended in this plan, such as signed routes, are not covered by this grant, however, and a commitment to match funds is required. The organization has multiple application cycles per year.

2,3: Kenig, Lindgren, O’Hara, Aboona, Inc. and Walker Parking Consultants (2012, February). “Village of Glen Ellyn Central Business District Traffic Study.” Village of Glen Ellyn. 4: Darren (2013, Sept. 5). “Bike/Ped Projects Win Big in Latest TIGER Grant Announcement.” League of American Bicyclists.

IMPLEMENTATION

Cost Estimates for Infrastructure Improvements

Long-term These estimates assume the “constrained” scenario, Bike station along IPP: $50,000-250,000 which was developed based on existing conditions PARKING TOTALS: Short-term - $53,000; Midand does not include project cost estimates for ei- term: $8,500-13,000; Long-term: $50,000-250,000 ther the Park Boulevard widening or central busi- Signs9 ness district underpass. All improvements are ad- Bike route signs (8.55 miles; signs for Lambert Road ditions to the existing 5.5-mile network. The plan counted below): $230,000 ($150,000 if in-house) recommends expanding the network by 9.75 miles: Directional/destination signs (10): $3,000 5.85 miles of signed route only, 1 mile of shared “Share the Road” signs (6, Turner): $2,500 bike-parking lane, 1.7 miles of signed route with “Bicycle May Use Full Lane” signs (10; along Keshared-lane markings (“sharrows”), and 1.2 miles nilworth and Prospect): $2,000 of signed route with traditional bike lanes. Unless SIGNS TOTAL: $157,500 - $237,500 otherwise noted, cost estimates are from the Octo- Pavement Markings10 ber 2013 report “Costs for Pedestrian and Bicyclist Shared-lane markings/sharrows (37 markings Infrastructure Improvements: A Resource for Engi- across 1.7 miles): $4,000 neers, Planners, and the General Public,” produced Shared bike-parking lane/parking space markings by the Highway Safety Research Center at the Uni- (1 mile of striping, one side of the street): $50,00011 versity of North Carolina for the Federal Highway Traditional bike lanes, including route signs (1.2 Administration6. Estimates use 2012 dollars. The miles, both sides of the street; primarily DuPage project team erred on the side of providing high- County jurisdiction): $100,000 er-than-expected cost estimates. Ladder-style crossings (5): $2,000 Bike parking in central business district Short-term Metra Station Bike shelter for 20 spaces, or 10 single “loop” or “staple” racks, covered by roof at Metra: $30,0007 Add 40 traditional “staple” racks: $22,000 Six-to-eight-space rack in Metra station: $1,0008

PAVEMENT MARKING TOTALS: $156,000

Raintree Drive cul-de-sac sidewalk extension (20-30 feet) to Fawell Boulevard: $5,000 (asphalt) or $8,000 (concrete) Yellow crossing signs (4): $1,000 Flashing beacon crossing signs (2): $10,000

INFRASTRUCTURE TOTALS Mid-term 4 to 6 individual long-term storage lockers at Metra Short-Term: $382,500 to $465,500; Mid-Term: $8,500 to $13,000; Long-Term: $50,000 to $250,000 station: $8,500-13,000

Bike Facility and Long-Term Parking Options

The station could be maintained as a joint venture of DuPage County, the Park District, and the Village, or it could be a private venture if the Village is able to lure a private investor. Upfront costs include land acquisition and construction, and ongoing costs include maintenance, security, utilities, and possibly staff time. A private entrepreneur may be interested in launching a bike rental or repair business, selling memberships or services to support the enterprise. Ideally, the facility would operate year-round, but even seasonal service would accommodate many cyclists’ needs. The suggested location is at the end of the commuter parking lot at Montclair Avenue and the Illinois Prairie Path. A scaled-down alternative is to install a handful of outdoor long-term bike lockers at the Metra Station, as the Village of Schaumburg and City of Elmhurst have done. Schaumburg asks locker users to apply for space and maintains a list of operational rules and limits, such as requiring users to access their space every so often to avoid abandonment of bikes and other items. However, it does not charge applicants for reserving space. This idea would be useful for commuters who work in Glen Ellyn, live elsewhere, and use the Metra to commute.

6: Bushell, A. et al. (2013, October). “Costs for Pedestrian and Bicyclist Infrastructure Improvements: A Resource for Engineers, Planners, and the General Public.” Highway Safety Research Center. Univ. of North Carolina. Federal Hwy. Admin. 7: Stuckey, A. (2011, November 2). “City Celebrates Opening of First Bicycle Shelter.” Dispatch.com. The Columbus Dispatch. 8: Glen Ellyn Park District (2014, February 18). “Ackerman Park Master Plan.” 9: Glen Ellyn Department of Public Works is capable of manufacturing its own signs, significantly reducing cost. 10: Installation only. Maintenance is an ongoing expense. 11: Estimate based on traditional bike lane but with less pavement marking, as there are no on-street bike symbols.

IMPLEMENTATION

MOVE GE

ACTIVE TRANSPORTATION PLAN Easements and Permissions A small amount, approximately 20-30 feet, of an easement for a sidewalk connection must be granted to allow the Raintree cul-de-sac sidewalk connection to Fawell. In addition, the Park District and School District 41 (Churchill Elementary) will have to grant permission to use the sidewalks and paved routes in the Churchill Park area. The paved surfaces in Ackerman Park, as well as the planned ramp, must be open during most hours and regularly maintained. These entities will have to allow new directional signage, as well. Measurement and Re-Evaluation To measure progress toward achieving the goals, as well as the overall vision to increase bicycling participation within the community, these two actions and metrics will be important: 1.) Count cyclists at key intersections and along recreational paths (at least semi-annually). If possible, record more detailed observation, such as the general age of participants. The implied goal is a continual increase in observed cyclists. 2.) Distribute a yearly survey asking about cycling, pedestrian, and public transportation habits, similar to Move GE survey. The implied goal is to observe greater percentages yearover-year of residents indicating they bike regularly and bike for functional purposes.

first year of route implementation. If new routes appear to be ineffective at spurring more ridership, conduct a special survey and hold a follow-up public meeting with the stated goal of revealing why cycling participation rates are not higher. It is important to consider weather and other variables indicative of very large demographic shifts, such as a sudden increase or decrease in population of a certain segment. Inter-jurisdictional Cooperation Furthering biking in Glen Ellyn will require partnership between the Village, the Park District, DuPage County, and Illinois Department of Transportation, among others. Encourage DuPage County and Forest Preserve District to make progress on East Branch DuPage River Trail, and if possible, find a Glen Ellyn resident to serve as a liaison or volunteer to the project committee. Other county and local agencies are likely to be supportive and may be able to provide continual financial assistance, notably the DuPage County Health Department.

Maintaining relationships with important local and national active transportation advocacy groups, such as the Active Transportation Alliance, PeopleForBikes, Illinois Prairie Path Corporation, Friends of the Great Western Trail, and the West Suburban Active Transportation Council will be useful not Also important is to maintain an ongoing safety only for financial reasons but also for enlisting volfeedback meeting with Police to assess crash risk unteers to help with educational efforts, data collecalong the newly implemented routes. These meet- tion, and trail/route maintenance or clean-up. ings should occur every two to three months in the Photo: A cyclist on Oak Street stays to the right with a car approaching from behind.

IMPLEMENTATION

ONE

TWO

THREE

FOUR FIVE

SIX OUTREACH + EDUCATION

MOVE GE

ACTIVE TRANSPORTATION PLAN

Outreach and education efforts can and should begin immediately after the adoption of this plan. It is important to understand that all members of the community—accomplished cyclists, novices, visitors, residents, adults, and children—should be a part of these efforts. Ideally, outreach and education will occur through a variety of different avenues to better facilitate participation by all people who spend time in Glen Ellyn. Each of the recommendation scenarios in the earlier portions of this plan include changes from slight to significant, meaning that everyone will have something to learn as infrastructure and policy changes are implemented. Effective Education A diverse array of individuals, organizations, and Village departments should be involved in outreach and education efforts. This includes programming presented by the Park District, Police Department, local school districts, and local bike-related businesses. In addition, the project team encourages community members, who were involved in the plan from its earliest stages, to remain involved through a bike advocacy group unique to Glen Ellyn. As referenced earlier, outreach and education efforts must take on a variety of forms to provide benefits to all members of the community. Potential topics include those directed toward children to those more appropriate for adults and seasoned riders. Specifically, these topics may consist of basic bicycle riding courses, bicycle maintenance courses, bicycle basics courses covering necessary urban riding skills, rules

of the road demonstrations, and organized rides to highlight preferred routes through the Village. In addition to events and classes like those discussed above, the Village should provide an updated bicycle route and infrastructure map that is updated regularly to highlight changes in infrastructure. Move GE in the Future A Glen Ellyn-based advocacy organization would provide additional local assistance in carrying out a number of events that would be of great use in promoting outreach and educational events. Some specific events that already exist in the Village or elsewhere in the region include bike-based camps and outings sponsored by the Park District. The project team recommends expanding these to a bike “cruise-in,” where bike-owners can gather to show off their bikes. Expanding bike safety events in local schools, and enacting events along the Illinois Prairie Path could coincide with other Village-wide festivals and events. A community-based group would provide local insight aiding in the development of locally pertinent programming and events, bringing about the necessary momentum to further bike culture in Glen Ellyn.

Above Right: The Glen Ellyn Bicycle Rodeo offers an opportunity for children to learn riding skills in a safe environment. Below Right: The League of Illinois Bicyclists’ Bike to Metra guides provide information about commuting to and from Metra stations.

OUTREACH + EDUCATION

Activities in Glen Ellyn

Metra Ridership

Leisure

A few times a year or less

Shop

Monthly

Work

Multiple days per week

Other

Never

More often to get places I need to be, but sometimes just for fun

Attend School

Weekly

Always to get places I need to be

ABOUT THE MOVE GE SURVEY The online Move GE survey was conducted between late January and late February 2014, generating 370 responses. Of the 370 responses, 90 percent showed incorporated or unincorporated Glen Ellyn residency (zip codes 60137 and 60138). Notable other locations were Wheaton (No. 1 by far), Lombard (No. 2), Naperville, Glendale Heights, Elmhurst, Chicago, Oak Park, and Woodridge. Below is a summary of results: Of all respondents ... • 94% have access to a bike. • 75% report being students or in the workforce.

Purpose for bike rides Sometimes for fun, sometimes to get places I need to be Always for fun, recreation, and exercise

Activities in Glen Ellyn (could pick more than one) • Attend School, 4% • Work, 15% • Shop, 34% • Leisure (dining, cultural, recreation, etc.), 39% • Other, 8% Frequency of Metra ridership • Never, 5% • A few times a year or less, 55% • Monthly, 20% • Weekly, 3% • Multiple days per week, 17%

Purpose for bike rides • Always for fun, recreation, and exercise, 45% • Sometimes for fun, sometimes to get places I need to be, 46% • More often to get places that I need to be, but sometimes just for fun, 8% • Always to get places I need to be, 1% Where to ride en route to bike trails • Street, 43% • Sidewalk, 13% • Mix of Both, 44%

Age groups: 45-54 (31%); 55-64 (20%); 35-44 (18%); 65+ (12%); 25-34 (11%); 14-18 (4%); 19-24 (5%)

APPENDIX A

MOVE GE

ACTIVE TRANSPORTATION PLAN Actions that would encourage more functional bicycling

Frequency of “functional” biking Occasionally

Time spent as ped (spring, summer, fall) More than 20 minutes

More bike lanes were available

Seldom

Destinations provided more racks for safe parking

10-20 minutes

Often

Car traffic in the Village moved more slowly

5-10 minutes

Never

Other

Less than 5 minutes

Frequency of “functional” biking (errands, work, Time spent per day as a pedestrian in non-winter shopping, appointments, leisure, etc.) seasons • Never, 16% • Less than 5 minutes, 3% • Seldom, 28% • 5-10 minutes, 8% • Occasionally, 38% • 10-20 minutes, 17% • Often, 17% • More than 20 minutes, 72% Actions that would encourage functional biking • Destinations provided more safe parking, 36% • More bike lanes were available, 41% • Car traffic in the Village moved slower, 12% • Other, 11%

APPENDIX A

Glen Ellyn Bicycle & Pedestrian Survey

Please enter your 5 digit zip code.

Do you have access to a bicycle?

My age is:

Why do you ride your bike?:

[ ] 14-18 [ ] 45-54

[ ] 19-24 [ ] 55-64

[ ] 25-34 [ ] 65+

[ ] 35-44

Do you have children under 19? [ ] Yes

[ ] No

My work/school status is...

[ ] Full-time student [ ] Retired [ ] In workforce and/or part-time student

Which of the following do you engage in while in Glen Ellyn?

[ ] Yes

[ ] No (skip to next column)

[ ] Always for fun, recreation, and exercise [ ] Some for fun, some for utility [ ] More for utility, some for fun. [ ] Always for utility.

When riding to a path, I ride on the... [ ] Street

[ ] Sidewalk

[ ] Mix of both

For recreation or necessity, how long do you walk outside during the winter in Glen Ellyn? [ ] Less than 5 minutes [ ] 5-10 minutes [ ] 10-20 minutes [ ] More than 20 minutes

For recreation or necessity, how long do you walk outside during the spring, summer, and fall in Glen Ellyn?

I would use my bike more for utility in [ ] Less than 5 minutes [ ] 5-10 minutes [ ] 10-20 minutes Glen Ellyn if...

[ ] More than 20 minutes [ ] There was more safe bicycle parking [ ] Attend School [ ] Work [ ] There were more bike lanes. Other Comments: [ ] Shop [ ] Leisure (dining, culture, rec.) [ ] Cars moved more slowly [ ] Other: ___________________________ [ ] Other: ___________________________

How often do you ride Metra?

[ ] Never [ ] A few times a year or less [ ] Monthly [ ] Weekly [ ] Multiple days per week

How often do you ride Pace?

[ ] Never [ ] A few times a year or less [ ] Monthly [ ] Weekly [ ] Multiple days per week

How comfortable are you riding on streets in Glen Ellyn? Uncomfortable 1 2 3 4 5

Comfortable 8 9 10

What keeps you from riding?

[ ] Weather [ ] Lack of bike parking [ ] Unsafe streets [ ] Few destinations [ ] Unsure of best routes

MOVE GE

ACTIVE TRANSPORTATION PLAN

APPENDIX B

MOVE GE

ACTIVE TRANSPORTATION PLAN

Bicycle Level of Service Tables

STREET NAME LORRAINE LORRAINE LAKE LENOX LENOX LENOX LENOX TAFT TAFT PERSHING RIFORD

FROM (West/North) DUANE HILL OAK OAK ELM ESSEX LINDEN LAMBERT PARK NICOLL ST CHARLES

KENILWORTH CRESCENT CRESCENT CRESCENT HILL HILL

GENEVA RD PROSPECT AVE PARK AVE CUMNOR AVE PARK AVE WOOD ST

PARK PARK PARK

OAK PENNSYLVANIA ROOSEVELT

TO (East/South) HILL ROOSEVELT CRESCENT ESSEX OAK LINDEN HAWTHORNE MAIN NICOLL ABBEY DR WILLIS PENNSYLVANIA AVE PARK AVE CUMNOR AVE I-355 I-355 PARK AVE PENNSYLVANIA AVE ROOSEVELT FAWELL

ADT 4,000* 4,350 2,800 1,000* 1,000* 1,000* 1,000* 2,800* 1,800 1,600* 2,600*

PAVEMENT OUTSIDE COMBINED CONDITION LANE GUTTER EXTRA SPEED PARKING % TRUCK (Best to WIDTH PAN WIDTH LIMIT USAGE TRAFFIC Worst, 5 to 1) SCORE GRADE 10 3 0 30 5 0 3.5 3.56 D 10 3 0 30 0 0 3.5 3.55 D 9 3 0 30 0 0 4 3.29 C 9 3 0 30 5 0 4 2.81 C 9 3 0 30 5 0 5 2.66 C 8 3 0 30 25 0 5 2.97 C 8 3 0 30 75 0 5 3.08 C 11 3 0 30 0 5 4 3.97 D 9 3 0 30 25 5 4 1.82 B 12 3 5 30 0 0 5 2.53 C 10.5 3 0 30 0 1 5 3.13 C

1,000* 2,950 3,200 2,800 2,550 3,450

9.5 10 12 12 12 11

3 3 0 0 0 3

0 0 5 0 1 1

30 30 30 30 30 30

0 60 10 0 0 2

0 2 2 2 2 0

4 2.5 1.5 1.5 3 3

2.72 3.1 2.27 5.98 3.58 3.54

800* 13,500 13,500

9 11.5 12

3 3 3

0 1 4

30 35

10 0 0

0 0 2

2.5 2.5 3.5

3.34 C 4.46 D 3.08 C

*Estimation Note: Uses League of Illinois Bicyclists BLOS Calculator & GettingAroundIllinois.com www.bikelib.org/roads/blos/blosform.htm

APPENDIX B

C C B F D D

Bicycle Level of Service Tables

STREET NAME PARK MAIN MAIN MAIN FOREST FOREST FOREST FOREST ROOSEVELT ROOSEVELT ROOSEVELT GENEVA ST CHARLES ST CHARLES OAK OAK HAWTHORNE

FROM (West/North) FAWELL CRESCENT ST CHARLES NORTH AVE ELM HAWTHORNE DUANE HILL OTT AVE LAMBERT RD BAKER HILL DR BLOOMINGDALE NEWTON MAIN KENILWORTH MAIN KENILWORTH

PENNSYLVANIA KENILWORTH DUANE LORRAINE DUANE FOREST

TO (East/South) BUTTERFIELD ROOSEVELT CRESCENT ST CHARLES HAWTHORNE CRESCENT HILL FAIRVIEW LAMBERT RD BAKER HILL DR I-355 MAIN MAIN RIFORD MAIN RIFORD ELLYN PARK MAIN TAYLOR

ADT 13,500 8,450 9,150 12,100 800* 800* 1,000* 1,000* 35,300 39,800 44,300 15,400 5,200 19,100 1,000 1,000* 1,500* 9,100 6,000* 7,500*

PAVEMENT OUTSIDE COMBINED CONDITION LANE GUTTER EXTRA SPEED PARKING % TRUCK (Best to WIDTH PAN WIDTH LIMIT USAGE TRAFFIC Worst, 5 to 1) SCORE GRADE 12 3 2 40 0 2 3.5 3.53 D 10.5 3 1 30 95 2 4 4.5 D 10.5 3 1 30 0 2 3 4.55 E 12 3 2 40 0 2 3.5 4.03 D 9 3 0 30 5 0 3.5 2.83 C 9 3 0 30 5 0 3.5 2.83 C 9 3 0 30 5 0 3.5 2.94 C 9 3 0 30 10 0 3.5 2.99 C 12 6 0 35 0 4.39% 3 5.2 E 12 6 0 40 0 3.14% 3 5.09 E 12 6 0 40 0 2.14% 3 4.93 E 12 4 0 35 0 2 3.5 4.06 D 12 4 0 35 0 1 3.5 3.33 C 12 4 0 40 0 2 2 5.45 E 9 3 0 30 5 0 5 3.5 C 9 3 0 30 5 0 3.5 2.94 C 9 3 0 30 2 0 5 2.83 C 12 9 11

4 3 3

5 0 0

30 30 30

50 0 0

2 1 1

4 3.5 4

4.35 D 3.96 D 3.73 D

*Estimation Note: Uses League of Illinois Bicyclists BLOS Calculator & GettingAroundIllinois.com

APPENDIX B

MOVE GE

ACTIVE TRANSPORTATION PLAN

STREET NAME DUANE HILLSIDE HILLSIDE HILLSIDE PROSPECT TAYLOR BRYANT SPRING TURNER GREENFIELD FAIRVIEW FAIRVIEW FAIRVIEW LAMBERT LAMBERT LAMBERT SURREY DR SHEEHAN AV FAWELL NICOLL WILSON

FROM (West/North) TAYLOR LORRAINE GLENWOOD PARK AVE PENNSYLVANIA IL PRAIRIE PATH WALNUT HILL NEWTON LORRAINE BRANDON FOREST PARK GREENFIELD ROOSEVELT FAWELL IL 53 PARK LAMBERT RD TAFT MAIN ST

TO (East/South) WHITTIER GLENWOOD PARK TAYLOR TURNER HIGHVIEW FAIRVIEW RT 53 PARK MAIN FOREST PARK BRYANT ROOSEVELT FAWELL BUTTERFIELD ROOSEVELT SUNNYBROOK PARK PERSHING PANFISH PARK

ADT 1,500* 1,000* 6,500* 1,000* 1,500* 1,200* 2,500* 1,000* 1,000* 1,200* 1,200* 1,200* 1,200* 6,000* 6,000* 6,000* 1,500* 1,500* 4,000* 1,500* 800*

PAVEMENT OUTSIDE COMBINED CONDITION LANE GUTTER EXTRA SPEED PARKING % TRUCK (Best to WIDTH PAN WIDTH LIMIT USAGE TRAFFIC Worst, 5 to 1) SCORE GRADE 11 3 0 30 0 1 5 2.76 C 9 3 0 30 3 1 5 2.78 C 9 3 0 30 45 3 5 4.34 D 9 3 0 30 3 1 5 2.78 C 9 3 0 30 2 1 4 3.14 C 11 3 0 30 3 1 5 2.68 C 11 3 0 30 5 1 5 3.07 C 11 3 0 30 1 1 4 2.72 C 10 3 0 30 1 1 5 2.67 C 11 3 0 30 3 1 4 2.84 C 11 3 0 30 50 1 4 3.23 C 11 3 0 30 8 1 4.5 2.8 C 11 3 0 30 0 1 4.5 2.71 C 11 3 10 30 5 2 4.5 3.74 D 12 4 11 35 0 3 4.5 3.91 D 12 4 9 35 0 3 5 3.84 D 11 3 0 30 3 0 4 3.15 C 10 3 0 30 3 1 3 3.4 C 12 4 0 30 0 1 5 2.79 C 12 3 3 30 0 1 4.5 2.71 C 11 3 2 30 5 0 4 2.51 B

*Estimation Note: Uses League of Illinois Bicyclists BLOS Calculator & GettingAroundIllinois.com

APPENDIX B

APPENDIX C

Icons courtesy of Metro-Regional Services

Illinois Vehicle Code 625 ILCS 5/Section 11-1502

“Every person riding a bicycle upon a highway shall be granted all of the rights and shall be subject to all of the duties applicable to the driver of a vehicle . . .”

DuPage River Trail

Use your bicycle to replace local vehicle trips when possible. You will not only save money on gasoline and improve your physical fitness, but will also help your community and the environment by reducing traffic congestion. Ride locally, ride often!

Ride Locally

Centennial Beach

These are just a few of the great places to visit in the Naperville area. For a more complete listing of destinations, visit www.visitnaperville.com, www.naperville.il.us, or www.napervilleparks.org.

This sports facility offers soccer and softball fields and various athletic activities.

Nike Sports Complex 288 W. Diehl Rd. (C1)

This living history museum tells the story of daily life in Naperville as it has changed from a simple frontier outpost to a bustling turn-of-the-century community.

Naper Settlement 523 S. Webster St. (C3)

At busy intersections and whenever you are moving at the same speed as traffic, you can ride in the middle of the lane; otherwise, you should ride as far to the right as possible.

Don’t Weave Between Parked Cars

If in an accident, a bicycle helmet can reduce the risk of head injury by 85 percent and the risk of brain injury by 88 percent.

See and Be Seen

Watch for Hazards Ride on the Right with Traffic

Alert Pedestrians to your Presence Give a polite, audible warning when passing a pedestrian (call out, ring a bell or horn). This is especially important on multi-use paths.

Watch for Cars Pulling Out Make eye contact with drivers. Assume they don’t see you until you are sure they do.

Watch for unexpected hazards, like potholes, drain gates, glass, and roadside trees and shrubs that may limit visibility.

Use your eyes AND ears. Watch for road hazards, or anything that could make you lose control of your bike. Never wear headphones while riding a bike—it’s the law.

Hand signals tell motorists and pedestrians what you intend to do.

Bicycling on the wrong side of the road is particularly dangerous at intersections, roadway curves, and on the crest of hills.

Stay Alert at All Times

Use Hand Signals

Ride as close as possible to the right and use caution when passing. Ride consistently.

Ride in the Middle of the Lane

Wear a Properly Fitted Bicycle Helmet

The law requires a white headlight and rear reflector at night. A light on the front end of the bike must be seen from at least 500 feet. A reflector on the back of the bike must be seen from at least 600 feet.

Bicyclists can make a left turn by: •Signaling, yielding to traffic, moving into the left lane and then turning left •Riding straight across the street to the far side corner and then walking the bike across the crosswalk.

• Parks are open from sunrise to one hour after sunset. • No alcohol. • Dogs must be on leashes and owners must clean up after their pets. • All park use regulations apply. Violators will be subject to fine or suspension per Naperville Park District Conduct Ordinance #641. • To report vandalism or rules violations, please contact Park Watch at 630-848-5050.

Park Rules

When standing, there should be one to two inches between the rider and the top tube (bar) if using a road bike and three to four inches if using a mountain bike. The seat should be level front to back and be adjusted to allow a slight bend at the knee when the leg is fully extended. The handlebar height should be at the same level with the seat.

Adjust Your Bicycle to Fit

Do your part in educating motorists to bicyclists' needs. Always signal your intentions and needs.

Be Courteous

You will ride easier and safer if you and your bike have proper equipment.

Be Equipped

Ride defensively and expect the unexpected.

Be Alert

Enjoy protection and increased visibility.

Wear a Helmet

Bicycles are vehicles; bicyclists have both responsibilities and rights.

Obey Traffic Laws

Cooperation makes all road users safer.

Be Predictable

Wear light, brightly colored clothing. Use lights at night.

Be Visible

Safety Tips for Biking

For more information on commuting with a bike on Metra or Pace, visit www.metrarail.com or www.pacebus.com.

Pace operates more than 240 bus routes throughout Chicago's suburbs, making connections to hundreds of employment sites, shopping centers, recreational areas and bicycle paths.

bumper of the buses. The racks remain folded vertically against the bus when not in use. The lightweight rack pulls down into a horizontal position to carry two bikes, which are easily secured by the bike riders. The tires fit into slots, while a spring-loaded support arm is pulled over the front tire. The bikes sit across the front of the bus, and the process of securing or removing a bike takes only seconds. Riders use the bike racks for free.

Bicyclists must operate their bicycles like drivers of motor vehicles. Riders should go where the lane goes. Do not turn left from the right lane or go straight in a lane marked “right turn only.”

Obey Traffic Laws and Signals

To Turn Left

Pace buses are equipped with bike racks that are attached to the front

Bicycle parking is available at both the downtown Naperville Train Station and Route 59 Train Station.

Metra’s Bikes on Trains program enables cyclists to bring their standard-form bicycles on board trains during weekday off-peak hours and on weekends. Three bicycles are allowed in the priority seating area in each accessible diesel rail car; two in each electric railcar. There is no additional charge to your Metra fare to take a bicycle on board the train.

Take your bike along for the ride as you commute via public transit. Metra and Pace offer several options to accommodate bikes.

Public Transit

Safety Tips • Bike Laws • Regulations

• Nichols Library 200 W. Jefferson St. (C2)

• Naper Boulevard Library 2035 S. Naper Blvd. (D4)

• 95th Street Library 3015 Cedar Glade Dr. (B5)

Naperville Public Libraries

Naperville Municipal Center 400 S. Eagle St. (C2)

• Springbrook Prairie (C4)

• McDowell Grove (B2)

• Herrick Lake (D1)

• Greene Valley (E4)

Forest Preserves

Guidelines

A skateboard facility, playground, basketball, bocce ball, and soccer and softball fields are available at this park.

Frontier Sports Complex 3380 Cedar Glade Dr. (B5)

This park includes basketball and tennis courts and soccer and softball fields.

DuPage River Sports Complex 2807 S. Washington St. (D5)

This state-of-the-art museum is geared towards young children and their families.

DuPage Children’s Museum 301 N. Washington St. (C2)

This sports park complex offers football and soccer fields and an in-line skating rink.

Commissioners Park 3704 111th St. (A6)

This park features a bandshell where Naperville’s own municipal band performs free concerts.

Central Park 104 E. Benton Ave. (C2)

Centennial Beach is the city’s central swimming facility.

Centennial Beach 500 W. Jackson Ave. (C2)

Places to Visit by Bike

Map & Guide

Biking

NAPERVILLE

DuPage River Trail

Naperville strives to be a city where bicycling is a viable transportation option for recreation, school, commuting, shopping and fitness trips. Many great bicycle facilities are in place throughout the city; but to achieve this goal, Naperville’s bikeway system continues to evolve. Regional shared use trails, such as the DuPage River Trail, form the spine of the bikeway system. Plans exist to extend trails throughout the city and to designate and construct on-and off-street bikeways that will feed into regional trails and serve key destinations.

Naperville

Biking in

The Naperville Biking Map and Guide is available online at www.naperville.il.us/bikemap.aspx

www.dupageco.org/bikeways www.dupageforest.com www.reconnectwithnature.com

For more information about biking in the region, visit:

www.naperville.il.us/bpac.aspx www.napervilleparks.org

For more information about biking in Naperville, visit:

The Bicycle and Pedestrian Advisory Committee (BPAC), a subcommittee of the Transportation Advisory Board (TAB), advises the City of Naperville on bicycle and pedestrian issues. The committee’s concerns and recommendations help guide the decisions made by administrative and elected officials. For meeting dates and locations, visit: www.naperville.il.us/bpac.aspx.

Bicycle and Pedestrian Advisory Committee (BPAC)

Resources

Places to Visit • Public Transit • Guidelines • Resources

City of Naperville Bicycle Map and Brochure

CRONE MIDDLE SCHOOL

248th AV

! (

8O ! (

Plainfield Connection

8F ! (

FRY ELEMENTARY

8Q ( k!

75th ST

1A ! (

Railroad

Proposed Road

Park

1D !

Municipal Boundary

School

Fire Station

¦1

Minor Road

Major Road

0.5

c I

95TH STREET LIBRARY

1H ! (

8J ! (

8L ! (

PATTERSON ELEMENTARY

8D ! ( 8B ! (

8V ! ( RIVERVIEW FARM " FOREST PRESERVE

8N ! (

Preferred On-Street Bike Route

Pfeiffer Memorial Hall

Paddleboat Dock

Naperville Township Offices

Biking on the sidewalks in downtown Naperville or anywhere on the Naperville Riverwalk is prohibited

ü Bicycle Parking Locations Æ

YMCA

U.S. Post Office

School Dist. 203 Admin. Office

Rotary Hill

Riverwalk Park

11 Riverwalk Concession Stand

! 12 ! 13 ! 14 ! 15 ! 16 !

5R ! (

Naperville Area Chamber of Commerce

Merner Field House

Martin Mitchell Mansion

Century Memorial Chapel

Naperville Community Concert Center

Centennial Beach

Park District Main Office

Municipal Center

Nichols Library

5M ! ( 5N ! (

5L ! (

SPRING BROOK ELEMENTARY

1 ü! Æ

ü Æ ü Æ

4R ! ( 4V ! 4U ! ( (

4Y ! (

4O ! ( 4X ! (

k ROYCE

HILLSIDE RD

! 7

MUNICIPAL CENTER

ü Æ

12 !

ü Æ IÆ c ü

NICHOLS LIBRARY

!3 !4

10 ü! Æ

ü Æ

SPRING AV

14 !

ü Æ

SU N

SE T

Greene Valley Forest Preserve Connection

CHICA

GO AV

VAN BUREN AV

FRANKLIN AV

NORTH AV

GREENE VALLEY " FOREST PRESERVE

G E DR ID

Southern DuPage County Regional Trail

SCHOOL ST

5TH AV

WHALON LAKE

NORTH CENTRAL COLLEGE

6N ! (

6O ! ( ELEMENTARY AUBURN AV

RANCH VIEW

75th ST

STEEPLE RUN ELEMENTARY

§ ¦ ¨

HIGHLANDS ELEMENTARY SCHOOL

WILLOW RD

ü Æ Æ ü

ü Æ ü Æ ü Æ Æ ü üÆ ü ü Æ Æ

Æ 15 ü

! !6 ü ü 16 Æ ü Æ Æ ! 2 ü! Æ ü Æ

BENTON AV

b I

6H ! (

DOWNTOWN NAPERVILLE TRAIN STATION

6M ! (

ü ü Æ Æ WASHINGTON JUNIOR HIGH SCHOOL

kÆü

BURLINGTON NORTHERN R.R.

N RD

! (

6F ! (

RD 6E

NAPER BLVD. LIBRARY

6L ! (

6J ! (

k RD

Y BAILE

MADISON JR HIGH

6I ( ¦2 !

MEADOW GLENS ELEMENTARY

6K ! (

ON RD

4Z ! (

HOBS

! (

KENNEDY JUNIOR HIGH

4T ! (

k 6G c! I (

BOUGHTO

6D ! (

RIVER WOODS ELEMENTARY

6B ! (

SCOTT ELEMENTARY

6C ! ( 5E 6P ! ! ( (

75th ST & WASHINGTON ST UNDERPASSES

4N ! (

4Q ! (

4S ! (

OGDEN AV

ANN REID EARLY CHILDHOOD CENTER

4P ! (

2G ! (

A GO

GARTNER RD

NAPERVILLE CENTRAL HIGH SCHOOL

E AV

MARTIN AV

A OR

ü Æ

11 ! 8 ! !2 13 !

AUR

JACKSON AV

JEFFERSON AV

5Q ! (

NAPER ELEMENTARY SCHOOL

5T ! (

5H ! (

CHIC

PRAIRIE ELEMENTARY

4K ! (

2F ! (

2H ! ( 2D ! (

! (

6A ! ( 5J ! (

MAPLEBROOK ELEMENTARY

DOUGLAS AV

5P ! (

5K ! (

BAILEY RD

LINCOLN JR HIGH

! (k 5U

4I ! (

GT ON

5S ! (

5I ! (

5G ! (

4J ! (

4L 4M ! ( ! ( 3S ! ( 4L ! (

HIN

5D ! (

KINGSLEY ELEMENTARY

5F ! (

BETHANY LUTHERAN SCHOOL

8 5B ¦ ! (

ST. RAPHAEL SCHOOL

5C ! (

GATESHEAD DR

3Q ! (

R GA

ELMWOOD ELEMENTARY

4E ! 3R ( ! ( 4F ! (

MAPLE LN SUN SET

Æ ! q 4D (

EDWARDS HOSPITAL

HIGHLANDS ELEMENTARY

MUNICIPAL CENTER

JACKSON AV

NIU - NAPERVILLE CAMPUS

¦1 4H ! (

SCHOOL ST

4TH AV

2C ( ! ( !

2A ! (

4G ! ( 4C ! (

DOWNTOWN NAPERVILLE TRAIN STATION

BENTON AV

Bolingbrook Connection

! ( 5A

3M ! ( 3N ! (

HILLSIDE RD

k 3L ! ( 3K 3O ! ( ! (

1N ! ( I b 4B ( k !

NICHOLS LIBRARY

¦3

HERRICK LAKE " FOREST PRESERVE

BEEBE ELEMENTARY

4A k ! ( 3J ! ( c I

NAPER ELEMENTARY

3X ! (

1K ! (

WASHINGTON JUNIOR HIGH

Downtown Highlights

8A ! (

! ( 5S

See Inset

1L ! (

JEFFERSON JUNIOR HIGH

1Q ( ! (!

ILL ER

MILL STREET ELEMENTARY

1O ! (

DIEHL RD

WA RR ENV

NAPERVILLE PARK DISTRICT MAIN OFFICE NAPERVILLE CENTRAL HIGH SCHOOL

3I ! (

10 Alfred Rubin Riverwalk ! Community Center

!1 !2 !3 !4 !5 !6 !7 !8 !9

8M ! (

111th ST

! ( 8I

8G ! (

7F ! (

5O ! (

3H ! (

PARKWAY DR

3E ! (

O RD

¦5

WEG

3G ! (

k NAPERVILLE NORTH HIGH SCHOOL

1J ! (

1R ! (

MILL ST

Downtown Naperville Train Station

8C ! (

I b I c "

GORDON GREGORY MIDDLE SCHOOL

3D ! (

ROBERT E. CLOW ELEMENTARY

SPRINGBROOK " PRAIRIE

k ! 3C (

CONAN DOYLE RD

BOOK RD

MAY WATTS ELEMENTARY

POLICE STATION

3F ! (

! (

" ¦9 1M

SENIOR SERVICES CENTER

¦7 L

3B ! (

AURORA

3A ! (

8R ! (

V.BLANCHE GRAHAM ELEMENTARY

8H k ! (

8K ! (

8E ! (

95th ST

Off-Street Bike Route

2 Miles

KENDALL ELEMENTARY

103rd ST

¦6

NEUQUA GOLD HIGH SCHOOL NEUQUA VALLEY HIGH SCHOOL

! ( 7D

THREE FARMS AV

ARLENE WELCH ELEMENTARY

8E ! (

7G ! (

NZ RD VERE

87th ST

3T ! (

3U ! (

JEFFERSON AV

1I ! (

MCDOWELL GROVE " FOREST PRESERVE

BROOKDALE RD

1F 1D ! ( ! ( 1E ! (

1G ! (

BROOKDALE ELEMENTARY

MARY LOU COWLISHAW ELEMENTARY

7H ! (

WHEATLAND ELEMENTARY

Legend

3Y ! (

IL RT 59 PED/BIKE BRIDGE

! (

THAYER J. HILL MIDDLE SCHOOL

MCDOWELL RD

BURLINGTON NORTHERN R.R.

¦4

NA DE OG

k k

SCULLEN MIDDLE SCHOOL

10 ¦

7C ! (

7B ! (

Text

b I

1C ! (

ROUTE 59 TRAIN STATION

! (

LONGWOOD ELEMENTARY

! (

FAIRWAY DR

The shared use trails have been designed for recreational uses including biking, walking, jogging, and rollerblading. All trail users are responsible for their own safety and for knowing the rules of the trail and rules of the road.

k 8U ! (

8S ! (

7A ! (

Continues to Southern DuPage County Regional Trail

NORTH AURORA RD

Continues to Illinois Prairie Path

EJ & E RAILROAD

CAMPBELL DR

BR U

ROUTE 59 ROUTE 59

FORT HILL DR

RIVER RD

BOND ST

CEDAR GLADE DR

EWING ST

§ ¦ ¨

BOOK RD

WHISPERING HILL DR

LN ATER CLEA RW

RIVER RD

ELLSWORTH ST

FALKNER DR

NAPERVILLE-PLAINFIELD RD

EAGLE ST

WEBSTER ST

LOOMIS ST SLEIGH

T ST LOOMIS ST

WASHINGTON ST MELODY LN

MODAFF RD

CHARLES AV

Continues to Illinois Prairie Path

EAGLE ST

DuPage River Trail to Warrenville Trails and Prairie Path Connection

EWING ST

TON ST WASHING

WEBSTER ST

Connection Prairie Connection to to Prairie Path Forest Pathand andDuPage DuPage Forest Preserve Preserve Trail Trail

MILL ST

NAPER BLVD MAIN ST

WEST ST WEST ST

CENTER ST

DR HVIEW

WEBSTER ST

ELLSWORTH ST

R G R EE N E

RANC

SLEIGHT ST

LOOMIS ST LOOMIS ST

NAPER BLVD MELODY LN

ST MBIA COLU

NGTON ST WASHI

T ST WRIGH

APPENDIX C SLEIGHT ST

51 CH AN VER T BRE RI ES W PAG DU

JULIAN ST

¦1

Park ID Park Name Map Location 8K A. George Pradel Park B6 3J Alfred Rubin Riverwalk C3 Community Center 5G Arbor Way D4 2A Arrowhead Park D1 8B Ashbury Greenway B5 8D Ashbury Park B5 4N Bailey Hobson Woods Park D3 6P Baileywood Park D4 1F Bainbridge Greens B2 5A Brighton Ridge Park C3 3O Broeker Parkway C3 7F Brook Crossings C5 8G Brook Prairie C5 3A Brush Hill Park B2 3G Burlington Park C2 4B Burlington Square C2 4E Burr Oak D3 3D Buttonwood Park C3 6J Campus Greens E4 7G Cantore Park B5 3Y Carol Acres B3 3X Centennial Park C2 4A Central Park C2 1R Century Farm Park C1 8L Clow Creek Greenway B6 1D Colfax Way B2 4G College Park D2 6C Columbia Commons D3 2C Columbia Estates D2 8F Commissioners Park A6 4J Country Commons D2 1A Country Lakes Park A2 8U Creekside Park A6 1J Cress Creek Park C2 8J Crestview Knolls B5 5J Dorothea Weigand D4 Riverfront Park 6D DuPage River Park D5 5Q DuPage River Sports Complex D5 6I Eagle Park D4 4H East Greens D2 1B Fairways Commons Park A2 6E Farmington Commons D5 6F Farmington Park D4 1I Forest View Park B2 1E Foxhill Greens B2 8E Frontier Sports Complex B6 3M Community Garden Plots C3 3Q Gartner Park C3 4Y Goodrich Woods D3 3T Harris Fawell Park B3 7I Heatherstone Park A5 1M Heritage Woods C2 8H High Meadow B6 4O Hobson Grove D3 3N Hobson West Park C3 3E Hobson West Ponds C4 4M Hobson Woods Park D3 6G Hunters Woods D4 4S Huntington Commons D2 4V Huntington Estates Park D3 4U Huntington Estates Parkway D3 4W Huntington Ridge Park D3 1N Kendall Park C2 4I Kings Park D2 7B Kingshill Park A4 5U Kingsley Prairie D4 5P Knoch Knolls C5 5K Knoch Knolls Commons D5 5T Knoch Knolls Greenway D4 3K Knoch Park C3 2B Kroehler Park D2 3R Lincoln Greenway C3 5S Lincoln Jr High Tennis Courts D3 4D Lincoln Woods C3 3C May Watts Park B3 6K Meadow Glens D3 1K Miledje Square C2 1L Mill Street Park C2 7A Monarch Park A4 8A Naperbrook Golf Course C6 1P Nike Park Greenway C2 1Q Nike Park C2 1O Nike Sports Complex C2 6B Oakridge Parkway D4 5H Old Farm Greenway D4 5I Old Farm Park D4 5N Old Sawmill Park C4 5M Old Sawmill Parkway C4 4T Olesen Estates D4 4Q Olesen Farm Park D3 4X Pembroke Commons D3 4P Pembroke Park D2 4L Pioneer Greenway D3 3S Pioneer Park D3 4K Prairie Park C4 1H Queensbury Greens B2 6O Ranchview Park E4 1G Redfield Commons B2 5R Rivercrest Estates Park C5 8I River Run Park C6 8M River Run Preserve North C6 8N River Run Preserve South B6 8V Riverview Farmstead B6 3H Riverwalk Park C2 6A Riverwoods Park D4 4R Rock Ridge Park D3 8C Rose Hill Farms Park C5 4C Sally Benton Park D2 2D Seager Park D2 8R South Pointe Park B6 8S Southwest Community Park A5 3L Sportsman’s Park C3 7E Springbrook Crossings C4 7D Springbrook Golf Course B4 5O Springbrook Parkway C4 5F Spring-Field Park D4 2G Springhill Greenway D2 2F Springhill Park – North D2 6H Stanford Meadows E4 7H Summerfield Lake Park B4 8O Tall Grass Greenway A5 8P Tall Grass Lakes A5 8Q Tall Grass Park A5 4Z Three Meadows E3 5S Timbercreek Park C5 6L University Heights Park E4 4F Veterans Park D3 3P W. Friedrich Memorial Park C3 6M Walnut Ridge Park E4 6N Walnut Ridge Woods E4 5E West Branch Parkway D3 3I West Greens C2 5B Westglen Commons C3 5C Westglen Park C4 7C White Eagle Park A4 3U Wildflower Park B3 1C Willow Bend West B2 5L Willowgate Square C4 3F Wil-O-Way Commons C2 3B Wil-O-Way Park B3 5D Winding Creek Park D4 7G Woodlake/Stillwater Park B5 2H Yorkshire Manor Park D2

Parks & Recreation

MOVE GE

ACTIVE TRANSPORTATION PLAN

Page River Trail

Frontenac Rd

IL 59

To Will County

West Branch Riverway Forest Preserve

Reflects construction to February, 2011

DuPage County Regional Bikeway Plan Adopted June 2008 DuPage County Board Environmental Committee DuPage County Board Transportation Committee DuPage Mayors and Managers Conference 0

0.5

Ă&#x153; 2 Miles

Local and Other Open Space

$ $

Hidden Lake Forest Preserve

East Branch Riverway Forest Preserve

Center Dr

Broadview Slough Forest Preserve

ale

$ $

il Blv

$ $

X $

101st St

Oldfield Oaks Forest Preserve

Internationale Pkwy

Wood Ridge Forest Preserve

tte Bu n eaga

llway

North Av

Roosevelt Rd

$ $

59th St

55th St

$ $

in Pla

Ogden Av

I 88

75th St

Argonne National Laboratory

Chicago Av

son

ss xpre

way

Waterfall Glen Forest Preserve

en Stev

$ Butte

Rd rfield

22nd St

Des Plaines Riverway Forest Preserve

To Bemis Woods/ Brookfield Zoo

To River Forest

To Northlake

Oak Grove Forest Preserve

Southern DuPage County 91st St Regional Trail

$ $

$ $ $

$ $

York Woods Forest Preserve

Oak Brook Rd Fullersburg Woods Forest Preserve

$ $

$ $$ $ $

$ $

Silver Creek Forest Preserve

O'Hare Airport

For more information, contact: DuPage County Department of Economic Development and Planning 421 N. County Farm Road, Wheaton, IL 60187 Phone: (630) 407-6700 Website: www.dupageco.org/bikeways

87th St

Brush Hill Forest Preserve

Salt Creek Greenway Forest Preserve

$ $ $ $ $

fie

Grand Av

$ $ $

St Charles Rd

Lake

3rd Av

$ $

$ $Southern DuPage County Regional Trail $ $

X $ $

63rd St

Green Meadows Forest Preserve

Maple

Mayslake Forest Preserve

22nd St

$ Irving Park Rd

Fischer Woods Forest Preserve

Salt Creek Greenway Forest Preserve

Cricket Creek Forest Preserve

Oak Meadows Dr

Wood Dale Grove Forest Preserve

I-88 Central DuPage Bikeway

$ $

York/High Ridge Forest Preserve$

Waterfall Glen Forest Preserve

$ $

31st St

l To oria Mem

ld rfie

22nd St

Lyman Woods Forest Preserve

Great Wes tern Trail

R ald Ron

$ X Salt Creek Park Forest Preserve

Maple Meadows

Thorndale Av

nh Forest Preserve ow er Oak Meadows Exp ress Forest Preserve way

Eis e

Madison St

Fox Hollow Forest Preserve

83rd St

$ $

To New Lenox / I & M Canal Corridor Trail

les Char

$ $ $$

$ $ $ $$

on ught

Tra Army

$ $

Fullerton Park Forest Preserve

Salt Creek Marsh Forest Preserve

To Busse Woods FP

I-88 Central DuPage Bikeway

Maple Grove Forest Preserve

71st St

$ $ $ $ $

Maple Av

I 355

gd in om

Blo Songbird Slough Forest Preserve

Woodward Av

Regional Open Space

Regional Shopping Area

Paved Surface (off-road)

Locations of Interest

To Will County

Greene Valley Forest Preserve

Metra Train Station

School

n so

$ $

75th St

Morton Arboretum

Lis

Greene Valley Forest Preserve

Av Ogden

Hobson Rd

Maryknoll Park

Glen Oak Forest Preserve

ic Rd

Expw

Nord

are

Crescent Blvd

rie Path s Prai

rk Rd

Churchill Woods Forest Preserve

East Branch Forest Preserve

Illinoi

Willowbrook Forest Preserve

$ $

Irving Pa

Swift Prairie Forest Preserve

Byron Av

North Av

$ $ $

Aggregate Surface (off-road)

d Blv

Hickory Grove Forest Preserve

$ $

IL 53

Route or Lane (on-road)

r pe Na

$ $

Churchill Park Forest Preserve

Warrenville Rd

Butterfield Rd

Egermann Woods Forest Preserve

I 88

Hitchcock Woods Forest Preserve

Wehrli Rd

IL 83

Daniel J. Cronin Chairman

Goodrich Woods Forest Preserve

Maple

ty Coun Pioneer Page Park Forest rn Du Trail al Preserve Southe Region

Iroquois Dr

$ Roosevelt Rd

$ $

Black Willow Marsh Forest Preserve

Army Trai l

Spring Creek Reservoir Forest Preserve

Elgi n-O 'H

Lemont Rd

Suitable B

Danada Forest Preserve

$ $

Medinah Wetlands Forest Preserve

Woodward Av

Existing Bikeways

$$ $

Community Park Forest Preserve

Trail

$ $

$ Fullerton Av $

Meacham Grove Forest Preserve

$ $ $

Cass Av

Suitable A

Plainfield Naperville Rd 87th St

$ Bailey Rd$

$ $

Geneva Rd

Great Western

Lies Rd

Schick Rd

$ $

To Schaumburg

IL 83

Roads Suitable for Bicycle Travel

Springbrook Prairie Forest Preserve

75th St

Rickert Dr

Lincoln Marsh Forest Preserve

rles Rd

Arboretum - Forest Preserves Trail Connector

Du nch Bra

83rd St

$$ $

Herrick Lake Forest Preserve

$ $

Central Av

North Central DuPage Regional Trail

St Cha

r eD

$ $

Belleau Woods Forest Preserve

Rd well

$ $

La ke

g rid od Wo

en Ogd

go Rd Oswe

$ $

t es W

Southern DuPage County Regional Trail

Burlington Park Forest Preserve

Bauer Rd

Ogden Av

-O

are

Janes Av

Montgomery Rd

Rte

Aurora

Jefferson Av

I 88

Diehl Rd

nville

Ferry Rd

War re

St James Farm Forest Preserve

Washington St

McCoy Rd

Warrenville Grove Forest Preserve

Cantigny Park

Mallard Lake Forest Preserve

Red Hawk Park Forest Preserve

Elg

Naper Blvd

Commons Dr St

North Aur ora

McDowell Grove Forest Preserve

Bat av ia

Blackwell Forest Preserve

Lake Rd

Winfield Mounds Forest Preserve

West DuPage Woods Forest Preserve

High

Geneva Rd

Kline Creek Farm

Lies Rd

Timber Ridge Forest Preserve

River Rd

E New York

Liberty St

Diehl Rd

th Pa e ch iri an r a Br sP a oi or in ur Ill - A $

Ogden Av

Country Lakes Forest Preserve

Memorial Tollway

$ $ $ $

Cross St

Butterfield Rd

$ $

IL 59

West Branch Forest Preserve

Dr ond

Night Heron Marsh Forest Preserve

Ferry Rd

lt R

$ Hawk Hollow Forest Preserve

Winfield Rd

Indian Trail Rd

Illino

Roo seve

West Chicago Prairie Forest Preserve

Army Trail Rd

Illinois Prairie Path

Ronald Reagan

ie Path is Prair

te Bil

Big Woods Forest Preserve

Pratt's Wayne Woods Forest Preserve

Raym

Main St

$ $

Madison St

To Montgomery

North Av

Fermi National Accelerator Laboratory

DuPage Airport

Dunham Marsh Forest Preserve

Amherst Meadow Wayne Grove Forest Preserve

Mill St

To Fox River Trail - Aurora

To Fox River Trail - Batavia

To Fox River Trail - Geneva

To Fox River Trail - Elgin

Bre ws te rC

re ek

Blv d Stearns Rd

IL 59

d Blv

I 355

County Farm Rd

Devon Av

West Branch DuPage River Trail

James Pate Philip State Park

Powis Rd Pkw y Fa bya n

Swift Rd

ok G re en bro

Kuhn Rd

County Farm Rd

EXISTING BIKEWAYS AND ROADS SUITABLE FOR BICYCLE TRAVEL

Yackley Av

Fairview Av

Leask Ln

Clarendon Hills Rd

oy D

Orchard Rd

Robert Kingery Hwy

McC

Prince Crossing Rd

County Line Rd

Eola Rd

Naperville Rd

Eola Rd

Shaffner Rd

ay Dr

Wes t Br

IL 53

I 290

Finley Rd

Fairw

an Rive ch DuP r Trai age l

Neltnor Blvd Winf

rm Rd ty Fa

Kress Rd I 355

River

Coun

ield Rd

h Gary Av

Meyers Rd

Gary Av Finley Rd

Cass Av

Col lege

Sprinfield Dr Highland Av

Herrick Rd

Schmale Rd Blvd

Bloomingdale Rd Main St

Park

Glen Ellyn Rd

IL 53

Veterans VMemorial Tollway

East Branch DuPage River Greenway Trail Westmore Meyers Av

Midwest Rd

I 355

Rohlwing Rd

Mem

th Pa c an Grace St

rans

Mill Rd

Vete

ie air Pr Br Addison Rd

oria l To llway

is in Elg Lombard Rd

no 83

Illi IL

Medinah Rd

J.F.K. Dr Ardmore Av

Roselle Rd Addison Rd

Villa Av IL 83 Prospect

Prospect Av Wood Dale Rd

Villa Av

Wood Dale Rd West Av

Salt Creek Greenway Trail

Robert Kingery Hwy York Rd

York R

York Rd Rd York

Garfield Rd

I 294

Lemont Rd

Veterans Memorial Tollway

Book Rd

APPENDIX D 52

Segment Name

RE NV

I LL

2 Miles

Conceptual

Planned On-Road

Planned Trail

WEST BRANCH DUPAGE RIVER TRAIL

WA R

TH PA

Arrowhead Golf Course

IE AIR PR

Danada Forest Preserve

DuPage County Will County

GE DUPA AIL HERN SOUT IONAL TR REG

Warrenville Rd

ARBORETUM FPD CONNECTOR

IS INO ILL

Herrick Lake Forest Preserve

St. James Farm Forest Preserve

Cantigny

Geneva Rd

Roosevelt Rd (IL 38)

75th St

Greene Valley Forest Preserve

14B

14A

River Bend GC

n Ave Burlingto

Maple Ave

Butterfield Rd (IL56)

11 12

Hobson Rd

8/9

Ave Hill

lvd

W O O

Morton Arboretum

Hidden Lakes Forest Preserve

5B 6A

nt B

GREAT WESTERN TR Churchhill Woods Forest Preserve

4A sce Cre

Ackerman Park

North Ave (IL 64)

355

§ ¨ ¦

Swift Rd

East Branch Forest Preserve

NORTH CENTRAL REGIONAL TRAIL

Existing Conceptual; no funding Lake St Conceptual; no funding Conceptual; no funding 2014 Construction Existing BLOOMINGDALE Planning Phase Conceptual; no funding Conceptual; no funding Conceptual; no funding Conceptual; no funding Army Trai Conceptual; no funding l Rd Planned with IL 53 reconstruction; PE II Conceptual; no funding Conceptual; no funding Funded for improvement 2014 Construction ? 2014 Construction ? 2014 Construction ? ExistingCA ST RO Existing R

EA L M

ROSELLE

Rd Glen Ellyn

Status

Bloomingdale Rd

LISLE

Existing Trail

§ ¨ ¦

WEST CHICAGO

BARTLETT 1.75 Bloomingdale

Length Segment Limits (mi) 1 Lake Street to Army Trail Rd 2A Army Trail Path 0.2 Army Trail to East Branch FP 2B East Branch North 2.3 East Branch Forest Preserve 2C Swift Road North 0.5 East Branch FP to North Ave 3 Swift Road South 0.8 North Avenue to Churchill Woods 4A Churchill Trail 1.1 Churchill Woods to Crescent Blvd 4B UP RR 0.7 Crescent Blvd to IPP 5A Wetlands Trail 1.25 IPP to IL 53 5B Baker Hill 0.5 IL 53 to Baker Hill Dr @ IL 38 6A Maryknoll Route 0.1 Baker Hill Dr to ComEd ROW 6A Roosevelt Road Bridge Roosevelt Road Bridge 6B ComEd Trail 2 ComEd ROW to IL 56 WAYNE 7 Morton Connector 1.8 IL 56 to Arboretum Entrance 8 Butterfield Road (Alt #1) 3.75 IL 56 - Lessak Ln - Warrenville Rd 9 Arboretum (Alt #2) 2.5 Arboretum - Lessak - Warrenville Rd 10 Lucent Connector 1.25 Lessak Ln to Naperville Rd 11 North Lisle 1.25 Lessak Ln to Burlington Ave 12 Benedictine Connector 2.15 Burlington Ave to various locations 13 South Lisle 2 Maple Ave to Summerville Dr 14A Summerhill Trail 1.15 Summerville Dr to Seven Bridges GC 14B Seven Bridges 2.6 Seven Bridges GC to Will County 29.65 TOTAL MILES #

HAN OVER PA RK

WIN FIE LD

Last Updated: June 2013

DARIEN

SOUTHERN DUPAGE REGIONAL TRAIL

§ ¨ ¦

I-88 Central DuPage Bikeway 22nd St

Ogden Ave

355

§ ¨ ¦

ILLINOIS PRAIRIE PATH

AIL

TRAIL

CA ITAS SALT CREEK

WOOD DALE

VILLA PARK

East Branch DuPage River Trail

S DOWNER GROVE

AURORA

Naperville Rd

WHEATON n sk L Lea

Yackley Rd

Lambert Rd

UNIN C

GL EN ELLYN

LE GLEN DA S HEI G HT

Park B lvd

R LOMBA

College Rd

IL 53

Finley Rd

APPENDIX E IS O OAK BRO OK

53 D AD

WESTMONT

MOVE GE

ACTIVE TRANSPORTATION PLAN

GE ID DR

E LL VI R E AP

City of Madison Zoning Code Rewrite, Bicycle Parking Statement of purpose (p. 133) (f) Encourage bicycle circulation by providing adequate parking and storage space for bicycles. Off-street parking requirements, Applicability (p. 134) (c) Bicycle space minimum. A minimum number of two (2) bicycle spaces (the equivalent of one two-sided bike rack) is required for nonresidential uses. Parking reduction, Bicycle parking Reduction & Substitute (p. 140) Bicycle parking reduction The amount of bicycle parking required may be reduced under the following circumstances: 1. If more than 50 bicycle parking spaces are required, the required spaces above 50 may be reduced by one-half. 2. If site constraints make it infeasible to provide sufficient bicycle parking on site, the required amount may be reduced or waived by the zoning administrator. 3. If permission has been granted to locate required bicycle parking in the public right-of-way, those spaces may contribute to the minimum requirement. 4. Public bicycle parking spaces within 300 feet may be counted toward compliance with required bicycle parking. Substitution by bicycle parking Four (4) bicycle parking spaces above the minimum number required may be substituted for one (1) required automobile parking space. Moped parking, separation from bicycle parking to prevent conflict. (p. 147) (b) The spaces may be located close to bicycle parking areas but kept separate and out of the way of conflict with other motor vehicle traffic. Moped parking shall not be located within front yard setback areas. Snow Removal (p. 143) Snow removal. In winter months, required parking areas, including bicycle parking areas, shall be cleared of snow within a reasonable time. Areas used for snow storage shall be approved by the zoning administrator. Bicycle Parking Design and Location. (p. 146)

(a) Parking designation. Bicycle parking requirements are as shown in Table 28J-3 and shall be designated as long-term or short-term parking. 1. For all residential uses, including those in combination with other uses, at least ninety percent (90%) of resident bicycle parking shall be designed as long-term parking. Any guest parking shall be designed as short-term parking. 2. For all other uses, at least fifty percent (50%) of all bicycle parking shall be designed as short-term parking. (b) Required short-term bicycle parking spaces shall be located in a convenient and visible area within fifty (50) feet of a principal entrance and shall permit the locking of the bicycle frame and one (1) wheel to the rack and shall support a bicycle in a stable position. (c) Required long-term bicycle parking spaces shall be located in enclosed and secured or supervised areas providing protection from theft, vandalism and weather and shall be accessible to intended users. Required long-term bicycle parking for residential uses shall not be located within dwelling units or within deck or patio areas accessory to dwelling units. With permission of the zoning administrator, long-term bicycle parking spaces for non-residential uses may be located off-site within three hundred (300) feet of the site. No fee shall be charged for long-term resident bicycle parking. (d) Bicycle parking spaces shall be located on an improved, dustfree surface with a slope no greater than three percent (3%). (e) Bicycle parking spaces shall be a minimum of two and onehalf (2 Â˝) by six (6) feet in size, with an access aisle a minimum of five (5) feet in width. Each required bicycle parking space must be accessible without moving another bicycle and its placement shall not result in a bicycle obstructing a required walkway. Bicycle racks shall be installed to the manufacturerâ&#x20AC;&#x2122;s specifications, including the minimum recommended distance from other structures.

APPENDIX F

Hill Ave

Geneva Rd

APPENDIX G College of DuPage

Fawell Blvd

Village Links

Roosevelt Road

Hawthorne Blvd

Western Ave

55 irie

Pra

n Trail

Great Wester

Park Blvd

Pat

cent

Cres

Blvd

IL-53

SIDEPATH BIKE LANE SIGNED ROUTE

EXISTING

MOVE GE

ACTIVE TRANSPORTATION PLAN

Main St

APPENDIX H 56

¯ 56 ! (

GENEVA RD

Churchill Park

LAMBERT RD

ROOSEVELT RD

Glenbard South HS

å "

College of DuPage

Village Links

38 ! (

ST MAIN

LD RD BUTTERFIE

Panfish Park

West HS

å Glenbard "

Lake Ellyn

53 ! (

Ackerman Park

IL 53

ST C HAR LES

BLV D PARK

Maryknoll Park

38 ! (

ST C HAR LES RD

355

§ ¦ ¨

å "

56 ! ( 0.5

1 Miles 20140519_DRMMGP

Village of Glen Ellyn Boundary

College of DuPage

River/Lake

Recreation/Parks

High School

Railroad

53 ! (

ROOSEV ELT RD

Village Street

Major Road

Interstate

Legend

IL 53

355

§ ¦ ¨

Village of Glen Ellyn Streets

IL 53