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R-35-12 Res Adopting Lemont Active Transportation PlanVILLAGE OF LEMONT RESOLUTION NO. R- 35' 0-- RESOLUTION ADOPTING THE LEMONT ACTIVE TRANSPORTATION PLAN. ADOPTED BY THE PRESIDENT AND BOARD OF TRUSTEES OF THE VILLAGE OF LEMONT THIS 11TH DAY OF JUNE, 2012 Published in pamphlet form by authority of the President and Board of Trustees of the. Village of Lemont, Cook, Will and DuPage Counties, Illinois on this 11th day of June, 2012. RESOLUTION R- c3-- A RESOLUTION ADOPTING THE LEMONT ACTIVE TRANSPORTATION PLAN. WHEREAS, the Cook County Department of Public Health awarded the Village of Lemont a Model Communities grant in the amount of $48,040; and WHEREAS, the grant award obligates the Village to complete an active transportation plan, among other tasks; and WHEREAS, the attached Active Transportation Plan was developed based on input gathered from residents at two public workshops, and a Steering Committee comprised of a diverse group of stakeholders; and WHEREAS, the Lemont Planning & Zoning Commission and the Board of Trustees have reviewed the Active Transportation Plan and agree it reflects the goals of the community; NOW, THEREFORE BE IT RESOLVED by the President and Board of Trustees of the Village of Lemont that the Lemont Active Transportation Plan, attached hereto as Exhibit A, is hereby adopted: PASSED AND APPROVED BY THE PRESIDENT AND BOARD OF TRUSTEES OF THE VILLAGE OF LEMONT, COUNTIES OF COOK, WILL, AND DUPAGE, ILLINOIS, ON THIS 11TH DAY OF JUNE, 2012. Debby Blatzer Paul Chialdikas Clifford Miklos Ron Stapleton Rick Sniegowski Jeanette Virgilio Attest: AYES NAYS ABSTAIN_ ABSENT V v v V Approve y me this 11th day of June, 2012 / CHARLENE M. SMOLLEN, Village Clerk S, Village President Font Active Transportation Plan Lemont Active Transportation Plan Presented by Active Transportation Alliance. May 2012 ACTIVE TRANSPORTATION ALLIANCE Acknowledgements Active Transportation Plan Steering Committee This plan would not have been possible without the time, effort, and advice from members of the Active Transportation Steering Committee. The members are listed below. Lemont's Active Transportation Plan Steering Committee: Dawn Banks, Lemont Park District, Maintenance Administrator James Brown, Village of Lemont, Community Development Director James L. Cainkar, Village of Lemont, Village Engineer Charity Jones, Village of Lemont, Village Planner Dave Maher, Village of Lemont, Planning and Zoning Commission Pam Mazurek, Lemont School District 113A, Director/ Operations Joseph Miller, Lemont Police Department Keith Nowakowski, Lemont Outdoors Laura Pelen, Lemont Resident Ralph Pukula, Village of Lemont, Public Works Director Tim Ricker, Lemont School District 113A, Superintendent Steve Rosendahl, Lemont Township, Township Supervisor Ron Stapleton, Village of Lemont, Village Trustee Jan Yuvan, Lemont Consultant, Transportation Planner LEMONT ACTIVE TRANSPORTATION PLAN About the Consultants The mission of Active Transportation Alliance is to make bicycling, walking, and public transit so safe, convenient, and fun that we will achieve a significant shift from environmentally harmful, sedentary travel to clean, active travel. We advocate for transportation that encourages and promotes safety, physical activity, health, recreation, social interaction, equity, environmental stewardship, and resource conservation. We are both Chicagoland's voice for better biking, walking, and transit and a premier consultancy. Our staff includes planning, policy, and education experts who developed many of the best practice programs and policies included in this plan. By partnering with us on this project, you not only get the best plan possible, you also support our mission to improve active transportation throughout the Chicagoland region. The Active Transportation Alliance Project Team: Steve Buchtell Shafaq Choudry Marissa Dolin Patrick Knapp Paul Lippens Model Communities Grant Credits The Lemont Active Transportation Plan was made possible through funding from the Department of Health and Human Services: Communities Putting Prevention to Work (CPPW) grant. CPPW is a joint project between the Cook County Department of Public Health and the Public Health Institute of Metropolitan Chicago. Unless otherwise noted, all photos courtesy of the Village of Lemont and Active Transportation Alliance Contents. Acknowledgements Executive Summary 1.1 A Vision for Livability 1.2 Goals of the Plan 1.3 Planning Process 8 9 10 Active Transportation Network 13 2.1 Network Context 2.2 Intersection Improvements 2.3 Pedestrian Improvements 2.4 Bicycle Improvements 2.5 Transit Improvements 2.6 Key Destinations 2.7 Key Corridors 3.1 Municipal Policy Recommendations 3.2 School Policy Recommendations 3.3 Education Programming Recommendations 3.4 Encouragement Programs and Event Recommendations 3.5 Enforcement Program Recommendations tat r 4.1 Evaluation and Oversight 4.2 Implementation 5.1 Appendix A: Public Engagement Summary 5.2 Appendix B: Existing Conditions Maps 5.3Appendix C: Pedestrian and Bicycle Facilities Guidance 5.4Appendix D: Funding Resources 5.5 Appendix E: Municipal Policy Resources 5.6 Appendix F: Programming Resources 14 17 23 26 30 32 36 42 44 46 48 51 54 55 64 65 66 67 69 72 4 LEMONT ACTIVE TRANSPORTATION PLAN Executive Summary The Village of Lemont and the Lemont Park District partnered with consultants from Active Transportation Alliance to produce this active transportation plan for the community. The plan is composed of recommendations for improvements to the physical infrastructure, policies, and programs that make it safer and more convenient for people to walk, bike, and use transit in Lemont. To develop these recommendations, the consultants turned to the experts —the users of the network. Guided by their insight, this plan will position Lemont for a brighter, healthier, and more active future as a regional destination for active transportation. Active Transportation Network The active transportation network recommended in this plan provides door -to -door safe access to the key places in Lemont. Highlights of the recommendations for the network include: • Filling gaps in the sidewalk network • Creating safe places for pedestrians to cross major roads • Connecting to regional trails • Building direct connections to Downtown Lemont, schools, parks and shopping Policies Increasing use of the active transportation network requires adoption and implementation of municipal and school policies that facilitate safe use of these facilities. This plan includes the following recommended policies: • Prioritize the implementation of Lemont's Complete Streets Ordinance. • Establish a Bike Lane Parking Ordinance • Amend Lemont's Unified Development Ordinance to ensure walkable, bikeable developments. • Amend the zoning standards to allow smaller, narrower residential lots. • Develop and implement a long-term ADA transition plan 6 LEMONT ACTIVE TRANSPORTATION PLAN Programs The plan provides guidance on the development of nationally recognized programs for education, encouragement, enforcement, and evaluation. Program recommendations include: • Featuring articles on walking and biking in local publications • Education of residents through the new resident guide and at vehicle sticker renewal time Bike skills and maintenance classes offered through the Park District • Publishing a Lemont Bike Map • Holding family oriented and competitive bicycle races • Showing off Lemont's great eating and drinking establishments with a progressive dinner on bike imptementation The planning process does not end with the adoption of this plan. It will require years of implementation and the dedication of key stakeholders. The plan includes an assessment of the overall cost and complexity of implementing each of the recommendations. The appendix includes resources for funding and implementing the plan's recommendations. Model policies and data used in developing this plan are also included to facilitate effective implementation. Vision The `_ _ f Lemont will be a vibrant and healthy community with an accessible and complete active transportation network that links major destinations in the community. For people of all ages, walking and biking will be both a safe and viable means of transportation as well as an enjoyable recreational activity. People will be able to walk or bike to downtown Lemont, businesses along State Street and Archer Avenue, Lemont Metra Station, Heritage Quarries, local parks and schools. Lemont will become a regional destination for active transportation and be recognized as one of the most walkable and bikeable communities in the Chicago area. Lemont is a picturesque, historic community. It offers a range of housing types, good schools, numerous recreational amenities, a charming downtown and other vibrant commercial districts. The Active Transportation Plan will serve Lemont's growing population, linking housing, schools, commercial districts and recreational amenities. The vision for active transportation in Lemont reflects the community's desire to build a complete, connected active transportation network, providing transportation and recreation choices for people of all ages and abilities. The network will connect from their homes to their favorite places in Lemont, and draw visitors to the community. Implementation of this plan will be led by engaged residents and groups in Lemont that will help build momentum and excitement towards leading an active lifestyle. This plan details a comprehensive set of improvements to the walking and biking environment, policy, education, encouragement and enforcement ideas that act to support active transportation. Together, these recommendations work in synergy with one another to help Lemont achieve its community's goals and vision. 8 LEMONT ACTIVE TRANSPORTATION PLAN of th Lemont's Active Transportation Plan provides practical recommendations to support livability. Recommendations for active transportation will help focus the village's transportation investments on accessibility to key places that have been prioritized by the community; following best practices in "place - based planning." In addition, the plan communicates Lemont's priorities to regional and state transportation jurisdictions including Illinois Department of Transportation (IDOT), Metra, PACE and the Cook County Highway Department (CCHD), Will County Department of Highways, and the DuPage County Division of Transportation (DuDOT). The following goals guided the development of this plan. Active Transportation Infrastructure: Provide a comprehensive transportation network that prioritizes biking, walking and transit use. Emphasize the creation of dedicated routes and amenities to foster active transportation. Green Connections: Provide a comprehensive network that connects residents to parks, open space and regional trails. Health and Safety: Build a walking, biking and transit network that is accessible and safe for all ages and abilities to encourage a healthy and active lifestyle. Institutional Connections: Adopt policies that encourage agency collaboration between Lemont's taxing bodies and community organizations to make it safer and easier for residents to enjoy Lemont's Active Transportation Network. People Connections: Support biking and walking in the community through education and encouragement programs for residents. Economic Development: Encourage residents and visitors to shop at local businesses by improving biking, walking and transit accessibility at important places in the community. INTRODUCTION 9 This plan is the result of input from community organizations, residents, and consultants with expertise in transportation issues. Planning began with surveys conducted by consultants from the Active Transportation Alliance and an additional transportation planning expert hired specifically for this project. During the late summer and early fall of 2011 the consultants traversed Lemont on foot, bike, and in automobile. They noted such things as land use, sidewalk gaps, the location of traffic signals, availability of right of way, and signage. The existing transportation network that they documented is presented in a series of maps (see Appendix B). An Active Transportation Steering Committee was established, also in the late summer of 2011. This committee was comprised of representatives of community organizations and residents who had demonstrated a strong interest and stake in active transportation. The Steering Committee provided input on options and opportunities for enhancing active transportation. Additionally, the Steering Committee assessed the observations made by the consultants during their surveys of the community. This plan was also built on significant public participation: two community workshops, a community bike ride, and an online survey. The first workshop, held on September 27th, consisted of two parts. Mark Fenton, national expert on public health and active transportation, and the host of the popular PBS television series "America's Walking," gave an engaging and humorous talk on how today's physical environment, eating habits, and lack of active transportation have contributed to national health problems. For the second part of the workshop, Mr. Fenton led the attendees on a walk of downtown Lemont. During the walk Mr. Fenton led a discussion on how the physical environment of downtown Lemont could be improved to make active transportation safer and more accessible. The next public engagement event was an 8 -mile community bike ride through Lemont. The ride was lead by John Vande Velde, a former US Olympian and national cyclist, and his son, Christian, also a US Olympian cyclist and a fourth -place finisher in the Tour de France. Approximately 60 people participated in this event, which helped to raise awareness of some of the active transportation issues confronting the community. 10 LEMONT ACTIVE TRANSPORTATION PLAN Mark Fenton, a public health and walkability expert, engages residents on a walkability workshop around Lemont's downtown district. Adults and youth decide on which education, encouragement, and enforcement programs they'd like to see in Lemont. The second workshop was held on October 19th at the Lemont Township's community center. Active Transportation Alliance members and Village officials welcomed nearly 40 people to this event. Attendees heard John Vande Velde speak on his and his son Christian's cycling careers. After the talk, participants provided their input on ways to improve Lemont's active transportation network. ued) Active Transportation Alliance produced a survey for those who were unable to attend either of the public workshops but who still wanted to provide input for the planning effort. The survey was publicized within the community and was available on line. Due to successful media outreach and media coverage of the active transportation planning process, over 120 people responded to the survey. The information gathered from the consultants' surveys of Lemont, the Steering Committee, the public events, and the online survey formed the basis for this plan. An initial draft of the plan was refined by the Steering Committee. The plan adheres to best practices in engineering and transportation planning and policy, yet the plan is tailored to fit the unique situations and issues in Lemont. The plan sets forth implementable strategies for achieving Lemont's vision for a safe and accessible active transportation network. More information on the planning process and other information use to produce this plan can be found in: Appendix A, Public Engagement Summary; Appendix B, Existing Conditions Maps; Appendix D, Facilities Guidance; Appendix E, Policy Resources; and Appendix F, Programming Resources. Jim Brown, Lemont's Planning and Economic Development Director, shares his experience and interest in bringing an Active Transportation Plan to Lemont. Residents and steering committee members weigh in on walking, biking and transit needs during a mapping exercise at a community workshop. INTRODUCTION 11 12 LEMONT ACTIVE TRANSPORTATION PLAN 2.1 Network Context 2.2Intersection Improvements 2.3 Pedestrian Improvements 2.4 Bicycle Improvements 2.5 Transit Improvements 2.6 Key Destinations` 2.7 Key Corridors ACTIVE TRANSPORTATION NETWORK 13 2.1 Network Context 2.1.1 Lemont Today_ Lemont's historical identity is best captured in its downtown. Family - owned stores and restaurants line its cozy, walkable street network. Downtown is home to numerous festivals and community activities throughout the year along with a weekly, in season, farmers market. The train station, at the edge of downtown, is a stop along Metra's Heritage Corridor. Amtrak trains use this corridor too, but they stop in Joliet, not Lemont. In addition to its downtown, Lemont has several other clusters of commercial activity along State Street and along Archer Avenue at 127th Street and McCarthy Road. Lemont's residents live primarily in single family homes, or in townhomes and condominiums located in or near downtown. The single - family homes in older parts of the Village are easily recognizable by their grid street network and smaller lot sizes, while newer areas have cul de sac street networks and larger lot sizes indicative of more recent trends in subdivision design. Lemont is also a hub of outdoor recreational activity. Centennial Park is a major recreational destination with numerous ball fields and the CORE, the park district's fitness center. Lemont's neighborhoods are also dotted with smaller, local parks and tot lots for area residents. Cog Hill, Gleneagles and Ruffled Feathers golf courses are regional destinations, and in the case of Cog Hill, home to major PGA tournaments. Multi -use trails in the area provide both advanced and novice cyclists a safe, off - street riding experience, surrounded by natural beauty. Rivers and quarries provide opportunities for kayaking, canoeing, hiking and climbing. Lemont's hilly topography is uncommon in the region, and thus the town and area are a destination for fitness enthusiasts looking for a challenging bike ride. This range of outdoor opportunities poises Lemont to become a regional destination for recreational activity. I -55 and I -355 are easily accessible from Lemont, providing quick, convenient access to Chicago and other destinations in the region. Lemont's primary vehicular corridors include State Street, Archer Avenue, McCarthy Road, Main Street and 127th Street. 2.1.2 Existing Conditions Map Existing Conditions Map 2.1.2, illustrates Lemont's schools, parks, commercial activity centers, recreational areas, and it's existing transportation network. 14 LEMONT ACTIVE TRANSPORTATION PLAN 2.1.3 Overview of Network Recommendations Recommendations in this section support the use of walking and biking in Lemont through infrastructure improvements. These recommendations provide a framework for the Village to make active transportation a viable choice for many daily trips. Lemont may implement many of these recommendations at the local level. Some, however, may require coordination with the Cook County Highway Department (CCHD) and the Illinois Department of Transportation (IDOT), as well as with neighboring jurisdictions. For these projects, this plan communicates the priorities of the Village to those agencies and the region. This chapter is divided into sections that describe, at various levels of specificity, recommendations made for different user groups. The Intersection, Pedestrian and Bicycle Improvements sections each make broad, area -wide recommendations that may be applied to numerous locations. A Glossary of Terms is included in of each of these sections. Maps included at the end of each of these sections highlight specific locations that should be considered for recommended infrastructure improvements. The Transit Improvements section provides specific recommendations for the type and location of proposed mass transit improvements. The Key Destinations section describes specific infrastructure improvment recommendations for major attractors of active transportation trips such as parks and schools. The Key Corridors section provides specific improvement recommendations along for each major thoroughfare in Lemont. In Lemont, residents have access to many great trails, some of which are just steps from their front door. 2.2 Network Context (Continued) E E t A .. li . • kt Itt _t ,t4t 1” P.' t 2 ant'14 t . t It't 2W._-E_,A„'S4i15221 „ "i t & - . I2O iQtsMt4iat,t4 gg1 -I.1I1taaVs1,s1.8I!„SI'S2 I" IafltI,,iIt0 .I1fItlI1tI,tt 1Ps 1i5i.=-1f., gi,l LF 2A4ia0 mhl' l - 0'1g 11-3s ' i1g'- .siel i. ,.;m1 nAfTIKtLEC-"=""EEZEIEEFRE gEMEHE AHRW21 t 1. 4 . i3 o T 0 • 1 g -02 t EL >. g • . O E m Ti P .5 .5 wg-lEs.E,-..F.? E = x f2, i 1 X N 2.1 Network Context (Continued) 2.1.4Ti'meframe for`, Recommendations Some of the recommendations of this section have a timeframe associated with them. These timeframes are described below. They are intended to represent the general amount of time needed from project initiation to project completion. They are not intended to infer priority (i.e. recommendations with a short -term timeframe are not necessarily the highest priority recommendations). Below is a description of the timeframes used in this section. N EAR-TER M: Near -term network recommendations are improvements that take the least amount of time from start to finish. They are generally low -cost improvements that require a minimal level of coordination between the Village and other organizations to implement. M I D -T ER M: Mid -term network recommendations are improvements with a moderate construction budget that may require a moderate level of coordination between the Village and other agencies to implement. L 0 N G -T ER M: Long -term recommendations are improvements that may take several years from start to finish. The improvements are often complicated by jurisdictional issues or the balancing of regional network priorities. They may have other feasibility issues such as high cost, high traffic volumes, or constrained road or right of way width. O P P 0 R T U N 1 ST I C: Opportunistic recommendations are improvements whose viability is triggered by actions of private development and county or state governments. For example, the expansion of a state road may enable the Village to coordinate with IDOT for the implementation of bicycle improvements on that road. 16 LEMONT ACTIVE TRANSPORTATION PLAN Visitors to Lemont look forward to using the community's trails. 2.21n e section Improvements 2.2.1 Introduction OBJECTIVE: Create a safe environment for cyclists and pedestrians at intersections. DESCRIPTION: Intersections represent critical points within the active transportation network. Without safe intersection crossings for cyclists and pedestrians, bicycle and pedestrian improvements along roadways do little to effectively connect residents to destinations throughout the community. This section recommends typical bicycle and pedestrian improvements at signalized and unsignalized intersections, and designates a set of key intersections called gateways and hubs for additional improvements. These intersections should be considered when evaluating proposals for transportation improvements and are an opportunity to tie transportation decisions to the surrounding land uses. These intersections should be considered within the scope of redevelopment projects or corridor studies. 2.2.2 Gateways Gateways are intersections that serve as an entrance to a community, and sometimes to key districts within a community. Gateways should be prioritized for network wayfinding signs and identity features, such as public art installations and banners. The Village should consider the following kinds of improvements for the gateways identified on map 2.2.8: • Rows of street trees along parkway to define entryway • Gateway signage enhanced with landscaping, including multi- stemmed and closely spaced trees providing a background • Decorative paving at crosswalk visually connecting both sides of roadway • Large planting beds to address vehicular scale • Lighting hidden within landscaping within the entire gateway area providing night time effect • Landscaping to be arranged in masses to divert attention to gateway signage In addition to the improvements listed above, the treatments typical of a hub intersection are also appropriate for gateway intersections. Gateway intersections signalize an entrance to the community. Hub intersections are centers of activity for cyclists. pedestrians. transit riders, and motorists. ACTIVE TRANSPORTATION NETWORK 17 2.2 Intersection Improvements (Continued) 2.2.3 Hubs Hubs offer nearby access to businesses, schools, parks and hospitals. Hubs should be prioritized intersections for the placement of network amenities, such as transit shelters, bike parking, benches, and human -scale lighting. These are places along bike- or pedestrian - friendly routes that could be connection points between modes of travel, such as bicycle and pedestrian connections to transit, a trail or center of activity. Hubs can also be the center of a pedestrian oriented district. Typical Hub treatments include the following elements at or near the intersection: • Ornamental lighting with banners • Countdown pedestrian signals • Special paving at crosswalks • Accommodation of cafes and /or sidewalk activities • Street trees • Decorative paving • Seasonal planting • Planters 2.2.4 Signalized Intersections Signalized intersections refer to all intersections controlled by traffic signals. Each of these intersections should have at a minimum the following basic pedestrian accommodations: • Striped crosswalks on all sides of the intersection, with "zebra stripe" or "ladder style" crosswalks used in high traffic areas. • Pedestrian countdown signals • Sidewalk connecting to the intersection • ADA accessible curb ramps with truncated domes The Village may also consider additional accommodations at these intersections such as • "Pork chop" style pedestrian islands • Curb extensions or bump outs • Leading Pedestrian Indicator signals Accommodating Cyclists at Signalized Intersections Although youth cyclists using a sidewalk and people of all ages on multi -use paths would also benefit from the above improvements, cyclists often travel within the road travel lanes. To accommodate these cyclists, the Village should place consistent markings at signalized intersections that use vehicle detector loops to show cyclists where to place their bike for detection by demand - actuated signals. Unless properly positioned over an in- pavement detector loop, most bikes will not activate demand- actuated traffic signals. The MUTCD placement marking shows cyclists where to position their bicycle. Bicycle detector loops should be placed in the right lane for right turning and through bicycle traffic as well as in the left turn lane for left turning bicycle traffic so cyclists can activate a green left turn arrow. Some traffic signal loop detectors will not detect a bicyclist regardless of the bike's position. In the near -term the Village should prioritize the adjustment of these loop detectors so they will detect most cyclists. Intersections with traffic signals. crosswalks. ADA accessible curb ramps, and pedestrian countdown clocks make it safer for pedestrians to cross the street. 18 LEMONT ACTIVE TRANSPORTATION PLAN Bicycle detectors at traffic signals show cyclists where to place their bike for detection by demand actuated traffic signals. 2.2 Intersection Improvements {Continued) 2.2.5 Unsigrt ized Intersections Unsignalized intersections are controlled by a stop sign or are not currently controlled. Each of the intersections designated on the map in section 2.2.8 should be upgraded to include the following basic pedestrian accommodations: • Striped crosswalks at all sides of the intersection, with "zebra stripe" or "ladder style" crosswalks used in high traffic areas. • Sidewalk connecting to the intersection • ADA accessible curb ramps with truncated domes The Village may also consider additional accommodations at these intersections such as: • Must Stop for Pedestrian Signs • Pedestrian refuge islands • Curb extensions or bump outs • HAWK signals or other pedestrian activated signals Crosswalks should be installed at all legs of controlled unsignalized intersections, and across all commercial driveways. All unsignalized intersections should also have bi- directional ADA accessible curb ramps with truncated domes wherever sidewalk exists. Even if an intersection doesn't have a traffic signal, there are ways to make it easier for pedestrians and cyclists to cross the street. 2.2.6 Mid- block Crossings Mid -block crossings are designated pedestrian crossing points generally located between roadway intersections, i.e. mid - block. They are typically installed in areas where pedestrians already cross mid - block. At mid -block crossings the Village should consider installing the following improvements: • Curb extensions and bump outs, • Pedestrian refuge islands, • Must Stop for Pedestrian signs, and • HAWK signals or other pedestrian activated signals • Crosswalks, with "zebra stripe" or "ladder style" crosswalks used in high traffic areas. Medians and refuge islands allow people to cross in the middle of a block ACTIVE TRANSPORTATION NETWORK 19 2.2 Intersection Improvements (Continued) 2.2.7 Glossary of Terms CROSSWALKS: Crosswalks are the portion of the roadway designated, through the use of pavement markings, for pedestrians to use in crossing the street. "Zebra stripe" or "ladder style" crosswalks are a more visible type of crosswalk designed to be used in high traffic areas instead of traditional parallel line crosswalks, per the Manual for Uniform Traffic Control Devices (MUTCD). An example of a ladder style crosswalk is shown on this page. Crosswalks may be installed across streets where sidewalk exists on at least one side. COUNTDOWN PEDESTRIAN SIGNALS: These signals show pedestrians how much time they have to cross the street and prevent pedestrians from running across the street when there is not enough time. LEADING PEDESTRIAN INDICATOR SIGNAL: Atraffic signal whose timing has been modified to begin the pedestrian crossing interval prior to the motor vehicle interval. Pedestrian signals with countdown timers tell pedestrians how much time is left to cross the street. Ladder style crosswalks and bump outs make it safer for pedestrians to cross the street. ADA ACCESSIBLE CURB RAMPS / CURB CUTS WITH TRUNCATED DOMES: Curb cuts create a ramp from the street to the sidewalk; ADA accessible curb cuts meet the standards of the Americans with Disabilities Act. Bi- directional curb cuts guide the visually impaired, and allow children on bicycles and strollers to easily cross the street. Curb cuts that meet ADA standards help people cross the street by creating a ramp from the street to the sidewalk. 20 LEMONT ACTIVE TRANSPORTATION PLAN Bump outs and curb extensions shorten the distance a pedestrian must walk to cross the street. They also protect parked cars from being hit. CURB EXTENSIONS AND BUMP OUTS: Asidewalkcurb extension or bump out is a portion of sidewalk that is extended across the parking lane(s) to the edge of the travel lanes. A curb extension or bump out reduces the roadway width to create a shorter crossing for pedestrians. The curb extension or bump out can also improve pedestrian visibility, all while slowing vehicular traffic at turns. PEDESTRIAN REFUGE ISLAND OR RAISED MEDIAN: Islands or medians of sufficient width that are placed in the center area of a street. They can serve as a place of refuge for pedestrians who are attempting to cross at a midblock or intersection location. Center islands or raised medians allow pedestrians to find an adequate gap in one direction of traffic at a time, as the pedestrians are able to stop, if necessary, on the island or median area and wait for an adequate gap in the other direction of traffic before crossing the second half of the street. 2.2 Intersection Improvements (Continued) PEDESTRIAN ACTIVATED SIGNALS: High - intensity activated crosswalk (HAWK) signals or other pedestrian activated signals are types of signals that remain dark for traffic until a pedestrian activates it. When the signal is activated, it will signal cars to stop while the pedestrian crosses the street. Crossings with these types of signals could also be coupled with pedestrian refuges at wider intersections. Pedestrian activated signals. like this one. help pedestrians cross the street by stopping traffic whenever a pedestrian activates it. PORK CHOP PEDESTRIAN ISLAND: Pork Chop Islands are triangular islands placed adjacent to free -right turn lanes. They separate right- turning vehicles from through lanes and they provide a refuge for pedestrians to cross the free -right lane before crossing the through lanes. MUST STOP FOR PEDESTRIAN SIGNS: Illinois recently enacted a law requiring drivers to come to a full stop for pedestrians crossing in a crosswalk. Must Stop for Pedestrians Signs serve as reminders of this law to drivers. These signs lead to a decrease in amount of time a pedestrian must wait before crossing the street. 2.2.8 Proposed Intersection Ir p vements Map The Proposed Intersection Improvements Map, 2.2.8, shows intersections that have been identified for the special treatments discussed in this section. Four intersections have been designated as Hubs because they have high concentrations of commercial activity and are locations where Lemont's major arterials intersect. Three intersections have been identified as Gateways, locations that mark significant entryways to Lemont. Special treatments for both cyclists and pedestrians have been recommended for each of Lemont's 10 signalized intersections. Thirteen unsignalized intersections have been highlighted on the map and are recommended for the treatments outlined in section 2.2.5. They have been selected because of their proximity to a school, an active commercial area, are on a recommended bike route, or provide additional connectivity between neighborhoods for pedestrians and cyclists. Must Stop for Pedestrians signs remind drivers that they are required, by law to stop for pedestrians in crosswalks. ACTIVE TRANSPORTATION NETWORK 21 z.s Pro .osed Intersection Improvements •a. 1 ro a O C d • t N Z' u 75 L 0 11:1 I 1 N` .2 1.' _ 1 y o.E a -p w E p- C �. t0 N 0 A E•m (11:1 a H • C D i 2.3. Pedestrian Improvements 2.3.1 Introduction OBJECTIVE: Build a complete, connected pedestrian network where residents of Lemont can reach any destination from their front door. DESCRIPTION: The pedestrian network functions best when it is well connected and complete. This section recommends improvements to complete the pedestrian network within neighborhoods and to connect those neighborhoods to area destinations. This section also designates certain areas as Pedestrian Oriented Corridors and Zones and recommends supplementary pedestrian improvements in those areas. 2.3.2 Residential Neighborhoods Lemont has many low- traffic residential streets where people feel comfortable walking and biking. Making improvements to the sidewalk network and providing short cuts for pedestrians will ensure people can continue to walk and bike safely and efficiently through Lemont's many connected neighborhoods. To complete Lemont's sidewalk network, particularly in residential areas, the Village should install sidewalks in areas where they are missing. See Proposed Pedestrian Improvements Map, 2.3.6. In areas where sidewalks are in need of repair, the Village should work with residents to upgrade and maintain sidewalks in front of their homes. Sidewalks should be a minimum 5' wide paved surface and separated from vehicular traffic by a minimum 5' landscape buffer zone. These streets could be enhanced by installing traffic calming measures where conditions warrant and where resident support is available. The Village should actively seek out appropriate places to install pedestrian cut throughs to facilitate connectivity between subdivisions, even when no road connects. Cut throughs such as a path through a park, or a sidewalk connection out of a cul- de -sac will greatly decrease the distance someone is required to travel to reach their destination by foot or bike, and may allow them to avoid travel along arterial roads. Many streets in residential neighborhoods are already welcoming to pedestrians. but there are still some gaps in the sidewalk network. 2.3.3 Area Connections Multiuse paths should be constructed in the locations shown on Proposed Pedestrian Improvements Map 2.3.6 to provide additional connectivity to important community and regional destinations. Both pedestrians and cyclists can be accommodated on this off - street facility. A minimum 8' is recommended for a path, but 10' -12' is best. Wayfinding signage should be installed on popular walking routes to guide pedestrians to community destinations, like those mentioned in Section 2.6, Key Destinations. 2.3.4Pedestrian Oriented Corridors and Zones Pedestrian oriented corridors and zones are places where people are more likely to be walking to shops or community centers. This plan identifies Downtown Lemont as a Pedestrian Oriented Zone and the area surrounding the intersection of 127th Street and State Street as Pedestrian Oriented Corridor. Downtown Lemont has been designated a Pedestrian Oriented Zone as shown on the Proposed Pedestrian Improvements Map, 2.3.6. It's short blocks, building frontages with minimal setbacks, streetscape amenities, higher pedestrian volumes and slower motor vehicle speeds already define downtown Lemont as a pedestrian friendly area. With its designation as a Pedestrian Oriented Zone, it is intended that downtown Lemont receive special focus and attention to complete and update its pedestrian amenities. State Street between 127th Street and Keepataw, and 127th Street between Timberline and the Lithuanian World Center have been designated as Pedestrian Oriented Corridors, as shown on Map 2.3.6. This area has substantial commercial activity, and these corridors provide connections to destinations such as Oakwood and River Valley Schools, Centennial Park and Chipains Fresh Market shopping area. It is intended that these corridors also receive special focus and attention to improve their pedestrian amenities and enhance their attractiveness for use by pedestrians. The Village should complete or update pedestrian oriented corridors and zones with the following improvements: sidewalks intended for higher volumes of pedestrian traffic, crosswalks, ADA accessible curb ramps and pedestrian countdown timers at signalized intersections. Additionally, the Village should encourage installation of street trees, bump outs, mid -block crossings, and streetscaping. By seeking to tighten turning radii in these areas the Village will encourage slower, more cautious turning by motorized traffic. ACTIVE TRANSPORTATION NETWORK 23 2.3. Pedestrian Improvements (Continued) 2.3.5 Glossary of Terms BUFFER ZONES: A buffer zone is an area between a sidewalk and street. Buffer zones typically including landscaping because landscaping and trees create a feeling of separation for the pedestrian. All sidewalks should be at least 5' wide and have at least a 5' buffer zone. such as grass and trees, separating pedestrians from traffic. STREET 5 CAP 1 N 0 : Streetscaping is the presence of amenities located along a street that enhance the look and feel of the right of way. These amenities include items like benches, trash cans, pedestrian scale lighting, sit walls, planters, bike racks, trees, plantings, and public art to buffer pedestrians from traffic. These amenities are most effectively used in areas with higher pedestrian traffic such as the areas designated in Lemont as Pedestrian Corridors or Pedestrian Zones. Streetscaping elements such as benches. planter boxes. and pedestrian scale lighting make streets more inviting for pedestrians. W AY F I N DI N O: Wayfinding are signs used to direct readers to particular points of interest. Simple pedestrian wayfinding could be a sign, imprint, or graphic on the sidewalk directing pedestrians to key destinations. Pedestrian wayfinding signs. like this one on the sidewalk can direct students on their route to school. 24 LEMONT ACTIVE TRANSPORTATION PLAN M U LT 1 -USE PATH. Multi -use paths are facilities for use by pedestrian and cyclists. They are separated from roadways and may either parallel a roadway, or cut through a park or recreation area. Ideally, multi -use paths are located in areas where there are few intersections or driveways, to avoid potential conflicts. They are typically 8' to 12' wide. Multi -use paths create a separated place for pedestrians and cyclists away from fast moving traffic. This facility is most appropriate when there are few driveways crossing the path. Pedestrian oriented corridors and zones are places where people are more likely to be walking to shops or community centers. Cut throughs in parks and residential neighborhoods greatly decrease the distance a pedestrian has to walk. 2.3 .6 Proposed Pedestrian Improvements Map In addition to the pedestrian zones and corridors described above, the Proposed Pedestrian Improvements Map also shows areas where shared use paths or trails are recommended. The map also indicates existing gaps in the sidewalk network that should be filled in. In addition, the proposed connections between the Centennial Trail and the future Cal Sag Trail are marked on this map. These connections are described and illustrated in detail in sections 2.7.2, 2.7.3, and 2.7.5. 0 c di E 0 0 E ID 0) 0 a -0 CD 0 0 0 1 y) H C ♦J C.w C E 0 tll J 1 Is LTA a 0 0 0 CL 0 d P O l 0 O O N C E e 0 E m 0) (0 oa CL e a DI 2.4. Bicycle Improvements 2.4.1.lntroduction OBJECTIVE; Build a complete, connected bicycle network where residents of Lemont can reach any destination from their front door. D ES C R (PT 10 N : The bicycle network functions best when it is well connected and complete. Constructing a complete and connected network will encourage biking in a safe and efficient manner throughout Lemont. This section contains infrastructure recommendations to create a network of local routes to connect residents to schools, parks, recreational trails and retail areas. This section also includes recommendations to include safe bicycle facilities on arterial routes, providing quick, direct connections to the places along those routes both in and near Lemont. Finally, this section addresses the need for bicycle parking throughout Lemont because having a safe, secure place to leave a bike is an important part of traveling by bicycle. 2.4.2. Local Routes Many Lemont streets are comfortable for cyclists who possess a moderate tolerance for traffic. These routes mostly include residential streets with low- traffic. Many residents and most visitors are unaware of the city's bike - friendly routes. Using , signage and shared lane markings, the Village should create a near -term bike network for Lemont identified by cyclists as being comfortable and having good connections. Signs The Village should designate a network of bike routes by installing wayfinding signs along the routes noted in map 2.4.6. The signs should follow MUTCD specifications for wayfinding. Bike route signs not only benefit cyclists; they also provide wayfinding guidance to drivers and pedestrians looking for specific destinations within the Village. For popular local routes such as Timberline Drive, the Village should also consider traffic calming measures such as chicanes, diverters, and speed humps to slow traffic and make cyclists feel more comfortable on the street. Signs create awareness for cyclists. Use green wayfinding signs with distance, destinations, and direction to show cyclists and other visitors how to get to important destinations. The Village should install "Share the Road" warning signs on roads noted in map 2.4.6 to remind everyone to be respectful of all roadway users. MUTCD states, "share the road signs are appropriate in situations where there is a need to warn motorists to watch for bicyclists traveling along the highway ". "Share the Road" signs are appropriate for designated corridors in Lemont because these roads are desired bike routes, and while more substantial treatments are needed, they are higher cost, longer term solutions. In the short term, "Share the Road" signs can begin to establish these corridors as bike routes. Completing this signage effort early on provides immediate value and encouragement to cyclists while raising all users' awareness and acceptance of cycling within the community. The longer -term portions of the active transportation network should be signed as they develop. RE THE ROAD Use yellow "Share the Road" signs to remind drivers that others may also be using the road. Shared Lane Markings The Village should install shared lane markings on bike network routes without sufficient width for 5' bicycle lanes and posted speed limits of 35 mph or less, such as those routes designated on map 2.4.6. Marked shared lanes help drivers expect and accept cyclists in the street, and the markings encourage drivers to pass bicyclists with caution at an acceptable distance. For bicyclists, marked shared lanes encourage legal behavior, such as riding on the street with traffic, and raise cyclists' comfort levels, helping them ride more predictably and safely. Because Lemont is extremely hilly, the Village may consider using a shared lane marking downhill and a bike lane uphill on some roadways. 26 LEMONT ACTIVE TRANSPORTATION PLAN 1 &MT7ai Shared lane markings encourage safe cycling behavior, create awareness for cyclists, and alert drivers to the potential presence of cyclists. 2.4. Bicycle Improvements (Continued) 2.4.3. Arterial Routes Create a complete, connected bicycle network that connects to destinations along arterial routes in and near Lemont. Paved Shoulders Install a paved shoulder on roads without curbs and gutters to allow room for cyclists. On roads with a rural character, a paved shoulder allows a motorist to safely pass a cyclist while remaining in the same lane. This can be a significant benefit and improvement for cyclists, especially more experienced riders. Paved shoulders offer a paved surface for traffic tolerant cyclists to ride on. separated from traffic. Bicycle Lanes On collector and arterial streets with sufficient width and speeds less than 40 mph, establish 5 -ft travel lanes exclusive for bicyclists' use. Consider road diets to narrow motorized vehicle travel lanes to a minimum of 10 feet where appropriate to allow bike lanes. Bike lanes offer the highest level of comfort for drivers and cyclists on streets with heavy traffic. Bike lanes reinforce proper roadway etiquette, raise the visibility of cyclists, and help bicyclists and drivers behave predictably when sharing road space. Bike lanes have also been found to lower motor vehicle speeds, which results in fewer crashes and lower crash severity for all users. Bicycle lanes require regular sweeping to clear road debris. Multi -use Path Provide off - street cycling opportunities along key corridors shown in map 2.4.6 through the installation of multi -use paths. See section 2.3.5 for a definition of multi -use paths. Bike lanes designate space on the roadway exclusively for use by cyclists. 2.4.4. Bicycle Parking Having a safe, secure place to leave a bike is an important part of traveling by bicycle. A limited number of locations throughout Lemont already have bike racks. Yet many of these racks are outdated, low capacity, and if used improperly, could cause damage to bicycles. Install or upgrade bike racks to inverted -U or functionally similar styles throughout Lemont at commercial retail areas, public buildings, parks, and on public property near businesses and multi -unit residences. Racks should be located within clear view of the destination's entranceway, preferably as close as the closest motor vehicle parking space, and no more than 50 feet away from the entrance. If multiple racks are clustered in a visible and signed location, they can be sited up to 100' away from the entrance. If racks are placed further away than this, cyclists are likely to ignore the racks and look for a closer place to lock up. Bicycle parking should be located throughout the community on every block with stores or restaurants, at every school, park and recreational facility and at every place of employment. For destinations frequently visited by cyclists or where bicycles will be parked for a longer period of time, such as at a Metra station, covered bicycle parking should be considered in addition to racks. By choosing racks with a unique color or shape at high - visibility locations, the racks can add character to a community. The Village may also use a cost sharing program with businesses where businesses or the chamber of commerce purchase racks, and the Village installs them. Bike racks at businesses and community centers provide a secure place for visitors to leave their bike. ACTIVE TRANSPORTATION NETWORK 27 2.4. Bicycle Improvements (Continued 2.4.5. Glossary of Terms W AY F I N D I N G SIGNS: Wayfinding signs are signs installed along bike ways that guide cyclists to destinations throughout the community by displaying the direction and distance to those destinations. They are typically green with white lettering, as shown in Section 2.4.2 SHARE THE ROAD SIGNS: Share the road signs are a type of warning sign that alerts motorists to the presence of cyclists. They are bright yellow with black lettering, as shown in section 2.4.2 PAVED SHOULDER: Paved shoulders are located to the right of the automobile travel lane, and are typically 4' or wider. They do not have a pavement marking, but are often used by cyclists. SHARED LANE MARKINGS: A shared lane marking is a street marking installed in on the right side of a vehicular travel lane to indicate that a bicyclist may be present and that drivers and cyclists a must share the road. A bicycle symbol and double arrow demark a shared lane. This symbol is also known as a sharrow. BICYCLE LANES : Bicycle lanes are 5' roadway travel lanes exclusive for bicyclists' use. A solid white stripe, bicycle symbol, and arrow demark space that in intended for use by cyclists. ROAD DIET: Road Diets accommodate additional types of roadway users by putting the road on a "diet." For example, a road that accommodates four lanes of vehicular traffic can be redesigned for three lanes of vehicular traffic with two through lanes and a center two -way left turn lane. The area gained by the elimination of the fourth traffic lane can then be designed to accommodate bicycle lanes, sidewalks, and /or street parking. Additionally, a road can be considered "dieted" any time travel lanes are narrowed or the number of lanes is reduced. Narrowing a roadway by reducing the number of lanes or lane width is a traffic calming strategy used to decrease congestion caused by left turning vehicles, thus making space for other roadway user types. 28 LEMONT ACTIVE TRANSPORTATION PLAN Signed bike routes point cyclists to their destination Existing conditions before a road diet Proposed conditions after a road diet Road diets are used to realign the roadway to accommodate different types of roadway users. 2.4.6. Proposed Bicycle Improvements Map The Proposed Bicycle Improvements Map illustrates the specific locations of recommended bicycle treatments. Local streets designated as bike routes have lower traffic volumes and good connectivity to destinations and the rest of the bike network. Arterial streets have higher traffic volumes and speeds. These corridors may have more than one recommended treatment: a less complex, less costly, near term option, along with a more robust recommendation that may take more funding and time to implement. 2.4. Bicycle Improvements (Continued) x.4.6. Pro.osed Bicycle Improvements •a• I N O 9 ce O ro ( a' L V r 4 0 =a3I�3 C N O E E CD L D- I ▪ 0 E in cu G a m c 0 J c 0 c 0 0 2.5. Transit Improvements 2.5.1 Introduction OBJECTIVE. Increase available transit service within Lemont and connect to regional destinations. DESCRIPTION: Lemont's transit connections serve a limited number of destinations and only stop in Lemont a few times each day. To accommodate additional users and encourage use of the active transportation network, Lemont will need to work with PACE and Metra to increase service in the Village. This section recommends specific transit service enhancements to pursue in cooperation with these agencies. 2.5.2 Metra Service. Frequency Lemont is served by the Heritage Corridor Metra Line, which runs from Chicago through Lemont to Joliet. Commuter service on the line is limited: weekdays, three inbound trains to Chicago in the morning rush hour and three outbound trains to Joilet in the evening. There is no reverse commute, mid -day, evening or weekend service. To supplement current transit service, the Village should work with PACE to discuss opportunities for a bus service from the Lemont Metra station to the Downers Grove Metra station, which offers more frequent transit service. The Village should also continue to advocate for increased frequency of Metra service to provide midday, evening, weekend and reverse commute options for people visiting Lemont. The Metra station's proximity to Downtown Lemont and the many great recreational opportunities in the Village could draw tourists from around Chicago, if a train connection were available. 2.5.3 Express Bus Route Lemont is located just off two major interstates; I -55 and I -355. PACE operates two express buses on I -55. These bus routes, #755 and #855, offer rush hour service from Plainfield, Romeoville and Bolingbrook, to downtown Chicago. Although these express buses pass near Lemont, they do not stop in the Village. To provide additional transit service to Lemont, the Village may consider working with PACE to set up an express bus for Lemont along one of the nearby interstates. An express bus could supplement Metra service to provide more service at off peak times or later in the evening. 30 LEMONT ACTIVE TRANSPORTATION PLAN 2.5.4 Local Circulator Bus Route To connect residents to shopping and the Metra station, Lemont should consider setting up a local circulator bus route serving destinations in the community. The fixed route circulator bus could connect residents to the Downer's Grove Metra, Downtown Lemont, State Street Businesses, 3 Corners Businesses and Argonne. All bus stops should be connected to the pedestrian network by sidewalk, and at high use stops, shelters should be installed. 2.5.5 Transit Map The Transit Map illustrates the Heritage Corridor METRA route through Lemont and its train station. It also depicts the Pace route, outside Lemont's municipal boundary, along I -55. The map's proposed improvements illustrate the possible local circulator bus route and potential express route described above. The Village can work with PACE to explore bus service in Lemont. If Lemont begins bus service. stops should be connected to the sidewalk network. so riders can walk from their home to the bus. PACE began allowing buses to drive on the shoulder of 1 -55 in November 2011. An express bus connecting Lemont to 1 -55 and downtown Chicago would provide a transit connection to regional destinations. and could be offered more frequently than current transit service in Lemont. .5.5. Pro•osed Transit Improvements v a • C c CD T _ O 0 E 3 •f0 `0 i r 0 u •s ¢ - 3 co c O 0 o N u 0 'Si CL c y O O �- a, NX L •01 Q d O W C.) c a X n. Bus Se {. Metra Route Downtown Lemont ACTIVE TRANSPORTATION NETWORK 0 0 0 2.6 Key Destinations 2.6.1. Introduction OBJECTIVE: Make bicycle and pedestrian access to key destinations in Lemont safe and enjoyable by installing bicycle and pedestrian amenities at key destinations and making targeted infrastructure improvements to areas surrounding the key destinations. DESCRIPTION: Although a full active transportation network connects to all destinations, there are nonetheless certain destinations that are key attractions for residents and visitors. This section describes recommended improvements for key destinations and their immediate surroundings to make the destinations safe and desirable destinations for cyclists and pedestrians. Public input helped identify the following locations as key destinations. Schools and parks are common places for people travel on foot or bike. 32 LEMONT ACTIVE TRANSPORTATION PLAN 2.6.2. Parks and Community Facitities Lemont's many neighborhood parks and recreational facilities bring together members of the community to play and socialize. Many of these facilities are designed for use by people living nearby. In order to facilitate safe, more convenient access to these places, the following improvements are recommended at all facilities. Timeframe: Near Term • Stripe crosswalks at all intersections and entrances at parks and community facilities. • Create awareness for safe routes to the parks and community facilities by signing recommended bike routes to these destinations. • Provide bicycle parking at each park or recreational facility. See section 2.4.4 for additional bike rack recommendations. Timeframe: Mid Term • Use bump outs at controlled intersections to slow traffic and reduce intersection crossing distance. • Consider curb extensions at mid -block entrances to parks to shorten crossing distance. • Use cut throughs to provide paved pedestrian connections from parks to the nearby sidewalk network where right of way is available or may be obtained through an easement. Priority Parks and Community Facilities Although all parks and recreational facilities are important, the following should be prioritized for improvements. • Centennial Park / Old Quarry Middle School • Lemont Township Facilities and Heritage Woodland Sanctuary • Covington Knolls Park • Covington North Park • High School ball fields (131st and Bell) • Bambrick Park • NorthView Park • Ruffled Feathers Golf Course • Lemont Public Library • Lithuanian World Center 2.6 Key Destinations (Continued) 2.6.3. Trails and Trail Connections Trails can serve two functions. They can be destinations in and of themselves, places where people travel to in order to recreate, find solitude, or be in nature. Trails are also considered the highways of the active transportation network. They often see a high volume of users, and make fast, longer distance connections due to their infrequent interruptions. They are also safe for people of any age or ability to use. The Village should work with partner agencies to create convenient and safe bicycle and pedestrian connections to trails. Cal -Sag Trait The Cal -Sag Trail is a planned 32 mile route connecting Lemont to northwest Indiana. A connection from Downtown Lemont to the trailhead at Route 83 and Archer will open the trail to Lemont residents. See sections 2.7.2, Archer and 2.7.3, Main Street for ideas on how to make those connections. Centennial Trait This trail, located just north of the Village, provides east -west connectivity. Lemont residents are able to access it from near the Lemont Road Bridge. See section 2.7.5, Lemont Road Bridge for recommendations on how to connect Downtown Lemont to the Centennial Trail. i &M Trait This trail is a short, local recreational trail. (The I &M Canal National Heritage Corridor includes many such local segments. A goal of the Corridor's management plan is to seek funding for the unification of this disconnected parts.) The primary access to Lemont's local segment is located in Downtown Lemont, stretching east and west along the canal, and dead ending at both ends. A short connection to the east along Main Street, and north across the Lemont Road Bridge will connect this trail to the regional trail network. See sections 2.7.3, Main Street, and 2.7.5, Lemont Road Bridge for recommendations on how to make these connections. Crossing busy streets like McCarthy Road can be a barrier to walking or biking to school. 2.b.4. Lemont Schools Encouraging students to walk or bike builds healthy habits and exercise into their daily routine, and reduces traffic congestion around schools. Many students live close to their school. Improvements around each school will help make students and parents feel safer on their walk or ride to school. Timeframe: Near Term • Complete the sidewalk network within 1/2 mile of each school so students living closest to the school may have a safe place to walk to school. • Develop recommended school walking routes for students at each school so students and parents are aware of recommended safe routes and crossings. Walking routes should guide students to school by crossing busy streets at intersections with stop signs, stop lights or crossing guards. These routes should be prioritized for sidewalk and crosswalk improvements. • Stripe crosswalks at all intersections on recommended walking routes. • Provide bicycle parking at each school. Review use of racks on an annual basis and install more if necessary. Timeframe: Mid Term • Install bump outs at all intersections adjacent to schools and on recommended walking routes. Lemont High School Lemont High School is centrally located and close to Downtown Lemont. Many of the residential streets around the school are bicycle and pedestrian friendly. Yet short minor connections and improvements to intersections around the school will help students feel safer when walking to school. Timeframe: Near Term • Create awareness for safe bike routes to Lemont High School by signing recommended safe bike routes to school. • Review available number of bike racks, and upgrade or increase number of racks, if necessary. See section 2.5.2 for additional bike rack recommendations. ACTIVE TRANSPORTATION NETWORK 33 2.6 Key Destinations (Continued) Timeframe: Mid Term • With higher speed, higher volume traffic, and few controlled crossings, McCarthy Road is a difficult street to cross. Enhancing the McCarthy Road and McCarthy Street intersection with a pedestrian activated beacon, bump outs, and a must stop for pedestrians sign will make a safer crossing for students. • Although not an infrastructure recommendation, the school could work with students to encourage, educate and reward its students for walking or biking to school. Timeframe: Long Term • McCarthy Road is missing sidewalk between McCarthy Street and 6th Street. This gap should be filled in to encourage students living south of McCarthy Road to walk to school. District 113A See the school policy section 3.2 for recommendations for District 113A's schools; Old Quarry Middle School, Oakwood, and River Valley. Private Schools Many students attending the private schools in Lemont may also live within walking distance of their school. The Village may work with students and parents at these schools to encourage walking and biking. ST. CYRIL: This school is located in the older part of Lemont, close to downtown, just south of McCarthy Road. Crossing McCarthy Road is a likely barrier for students walking to school. Enhancing one of the crossings on McCarthy Road at McCarthy Street, Ledochowski Street, or Czacki Street with a pedestrian activated beacon, bump outs, and a must stop for pedestrians sign will make a safer crossing for students. This crossing improvement should be coordinated with any Lemont High School pedestrian accessibility planning. MT. ASSISI ACADEMY: This school is located on the northeast side of Lemont and is only accessible from Main Street. As the properties around Mt. Assisi develop, the Village may work with the school to build pedestrian connections to the campus from future residential neighborhoods, as well as a path along Main Street so students may safely walk or bike to school. 34 LEMONT ACTIVE TRANSPORTATION PLAN 2.6,5 Downtown Lemont Downtown Lemont is a pedestrian oriented commercial district located along the I & M Canal. It is home to numerous cafes, restaurants, bars and specialty shops and the Lemont Metra station. Some streets were designed with pedestrians in mind. They have wide sidewalks, benches, public art, and plazas to encourage people to walk from store to store. Some other streets in Lemont, however, can be challenging to navigate. They have narrow sidewalks, or the passing places are narrowed by the placement of light poles, stairs, trash cans, or even the amenities like benches or public art. Downtown Businesses Timeframe: Near Term • Place one bike rack on each side of each block to accommodate customers arriving at businesses by bike and to encourage trail users to stop at the businesses. Timeframe: Mid Term • To accommodate pedestrians of all abilities, upgrade intersections to current ADA standards and build bump outs at intersections with a high volume of pedestrian traffic that do not currently have them. See Main Street in section 2.7.3 for other downtown recommendations. See Pedestrian Zone description in section 2.3.4 for other recommendations. Gateway To Lemont Timeframe: Mid Term Construct a gateway welcoming residents and visitors to Lemont at the intersection of State and Illinois Street. Pedestrian accommodations at this intersection as well as sidewalks on both sides of Illinois Street between State Street and Stephen Street connecting pedestrians into downtown, and guiding all visitors to Lemont's Downtown. See Gateways in section 2.2.2 for specific types of facilities recommended. 2.6 Key Destinations (Continued) Metra Station Timeframe: Near Term • Create awareness for pedestrian access to the station and increase safety of pedestrians by improving the crossings at New Avenue and Main Street under the State Street Bridge by striping crosswalks and adding Must Stop for Pedestrians signs. • Increase availability and awareness for bike parking by regularly trimming the trees around the current bike racks, and exploring options for additional bike racks. Consider placing racks in Legion Park or in a parking space. Having ample bike racks neai the Metra station will allow residents to have a safe place to leave their bikes while taking the train into Chicago. See transit section 2.5 for additional recommendations Train riders use a set of steep stairs and must cross several busy streets to walk to the Metra station. The current entrance into Lemont on Illinois Street has the potential to become a welcoming gateway into the Village. 2.6.6 Commercial Destinations Lemont has many thriving businesses that serve residents and draw customers from beyond the municipal boundary. Providing bicycle and pedestrian access to businesses encourages residents to shop locally, and keep money within the community. Lemont is also planning connections to regional trails, which have the potential to draw people off the trail and into its stores and restaurants. Business clusters along State Street and Archer Avenue are typically convenience, service oriented, or food related. These businesses are often separated from the sidewalk by large parking lots, which can be intimidating for pedestrians and cyclists. The Village may consider partnering with businesses clustered around the following intersections to implement the recommendations listed below. • Centennial Plaza, Lemont Plaza and other businesses near State Street and 127th Street • Target Plaza and other businesses near State Street and Archer Avenue • CVS and other businesses near Archer Avenue and 127th Street • 3 Corners businesses at Archer Avenue, McCarthy Road and Derby In order to better accommodate cyclists and pedestrians, the following recommendations may be considered at all business clusters. Timeframe: Near Term • To create awareness for pedestrians crossing driveways, stripe crosswalks and install stop signs to remind drivers to check for pedestrians. • Work with businesses to install bike racks for customers and employees wishing to bike to businesses. ACTIVE TRANSPORTATION NETWORK 35 2.6 Key Destinations (Continued) Timeframe: Mid Term • Each entrance drive to a commercial site, like an intersection, represents a potential conflict point for automobiles, pedestrians and bicyclists. Limiting the number of new entrance drives and consolidating existing drives will reduce potential conflict points. • When parking lots are resurfaced or restriped, add crosswalks to connect business entrances with other key locations and to facilitate the safe movement of people from their cars to businesses. Timeframe: Long Term • Complete the sidewalk network connecting businesses to the existing sidewalk network. • To encourage pedestrian access from all directions, pedestrians should be accommodated at all signalized intersections. Basic pedestrian accommodation includes crosswalks, ADA accessible curb cuts, and pedestrian walk/ don't walk countdown signals. This stop sign and pedestrian island make it safer for pedestrians to cross the driveway at 3 Corners Shopping center. Adding a crosswalk would encourage drivers to check for pedestrians before exiting a shopping center. 36 LEMONT ACTIVE TRANSPORTATION PLAN 2.7 Key Corridors 2.7.1 Introduction OBJECTIVE: To accommodate bicyclists and pedestrians along main corridors in Lemont. DESCRIPTION: The streets addressed in this section: Archer Avenue; Main Street; State Street; 127th Street; McCarthy Road and 131st Street are the most direct and best connected roads in Lemont. For cyclists and pedestrians, direct routes mean shorter, faster and more convenient trips. Most of Lemont's retail destinations and many parks and schools are also located either on or close to one of these streets. In order to provide access to these important destinations, the corridors connecting the destinations must also be accommodating to cyclists and pedestrians. This section specifies recommendations for improvements to key corridors throughout Lemont. Most of the corridors listed below are owned by IDOT and any improvements will need to be made in partnership with IDOT. 2.7.2 Archer Avenue Archer Avenue connects the southwest side of Lemont to the northeast side. It has some of the highest speed limits (50 mph) in the Village and connects to three different retail nodes. Timeframe: Near Term Install share the road signs to remind drivers that cyclists may be present. Timeframe: Mid Term Explore opportunities to decrease the speed limit. Timeframe: Opportunistic • If this roadway widening is contemplated, consider a center turn lane instead of an additional travel lane in each direction, and accommodations for cyclists and pedestrians. If the speed limit is lowered, a bike lane or paved shoulder and sidewalk would be appropriate. If the speed limit is still above 40, a multi -use path would be more appropriate. • Consider accommodations at and around the intersection of Main and Archer to facilitate connectivity to the Cal - Sag Trail. See illustrations for proposed and recommended alignments. 2.7 Key Corridors( Continued) 2.7 ,3 Main Street Main Street is a major east -west route connecting State Street and Downtown Lemont in the center of the Village to Archer Avenue on the east. The Cal -Sag Trail's western terminus is near the intersection of Main Street and Archer Avenue. Timeframe: Mid Term • Designate an area in and around downtown for pedestrians including bump outs, wide sidewalks, striped crosswalks. See Pedestrian Zone description in section 2.3.4 for additional detail. • Explore the origin and destination of trucks currently using Main Street, and consider truck routing alternatives. The presence of large trucks leads to a lower level of comfort for cyclists on the roadway. Timeframe: Long Term • Connect the Cal -Sag Trail and the I &M Trail with a sidepath or two -way cycle track paralleling Main Street between Downtown Lemont and Route 83. Consider using a pervious paving material to decrease environmental impact. • Access to the Cal -Sag trail can be improved around the Archer and Main Street intersection with higher visibility crosswalks and other improvements to improve crossings. See images for specific improvements to intersections near Archer. Bicycle and pedestrian facilities are missing at Main and Archer Avenue. This plan recommends continuing the Cal -Sag Trail (red) south to the Archer and Main Intersection (blue), and installing pedestrian accommodations. including crosswalks that leverage the existing pork chop islands as refuge, a "jug handle" turn from east bound Main Street, which allows cyclists uncomfortable making a standard left turn as a vehicle to instead make a "box" turn, crossing as a pedestrian. A path east of the intersection (green) could also be built to connect to the new nature center. ACTIVE TRANSPORTATION NETWORK 37 2.7 Key Corridors (Continued) 38 LEMONT ACTIVE TRANSPORTATION PLAN Top: Developing a trail along the utility easement (green) between Main Street and the planned Cal -Sag Trail routing would allow cyclists to avoid the Archer Avenue /Route 83 intersection. This will also allow cyclists to access the Cal Sag Trail (red). Middle: Traffic tolerant cyclists will ride Main Street east to the Sag Quarries and Swallow Cliff Forest Preserves. A trail connecting Main Street to the Cal - Sag Trail, developed along the utility easement west of Archer, would give current cyclists a short cut. It also makes a smart connection for a future separated side path on the north side of Main Street. Bottom: The Cal - Sag Trail alignment (red), which crosses Archer Avenue mid block should cross the narrowest section of road and include a refuge median. This will make it easier for trail users to cross the street. 2.7.4 State Street State Street forms the backbone of Lemont. It is the only direct north -south connection through the Village and connects Downtown to homes and two retail areas; one at 127th Street and the other at Archer. Accommodating cyclists and pedestrians on State Street is a key part of providing access to food and shopping for active transportation users. Timeframe: Near Term • Between Downtown and 127th Street, Sign Hillview Drive and Warner Drive as local bicycle routes that cyclists can use as an alternative to biking on State Street. Use the MUTCD recommended green and white bike route signs to designate the routes as bike friendly routes. Also sign the pedestrian entrances to businesses accessible from Warner Drive. See Section 2.4.2 for an example bike route signs. Timeframe: Mid Term • Restripe State Street between Illinois Street and 127th Street with bike lanes going uphill (southbound) and a shared lane downhill (northbound). The bike lane uphill will help cyclists feel protected from traffic, while traveling at a slower pace. • Continue improvements at both signalized and unsignalized crossings on State Street to help pedestrians safely cross the street. See section 2.2, Intersection Improvements for specific locations and improvements. Timeframe: Long Term • Construct a sidepath on east side of State Street from 127th to 135th Street, where sidewalk is currently missing. Improve the crossing at State Street and Archer Avenue for pedestrians. 2.7 Key Corridors (Continued) 2.7.5 Ler ont Road Bridge The Lemont Road Bridge is one of the main connectors in and out of the Village. To facilitate connectivity between the Centennial Trail and the I &M Trail in Downtown Lemont, and to allow for better overall bicycle and pedestrian connectivity in the region, additional accommodations can be made on or parallel to the Lemont Road Bridge for cyclists and pedestrians. Timeframe: Near Term • Increase frequency of sweeping along the bridge and sidewalk to enhance cyclist safety while using the bridge. • Sign a recommended on- street route through Downtown Lemont directing cyclists and pedestrians to use the sidewalk on Lemont Road Bridge to connect to the Centennial Trail. The route would direct cyclist through streets on Downtown Lemont, and then onto the bridge. Timeframe: Long Term Explore opportunities to connect Downtown Lemont and the Centennial Trail using one of the following bridge types: • Constructing a freestanding bike /ped bridge • Cantilevering a bike /ped bridge off the side of the existing Lemont Road Bridge • Hanging a bike /ped bridge below the existing Lemont Road Bridge • Converting a motorized travel lane on the bridge for use by non - motorized traffic Advanced cyclists choose to "take the lane" on the Lemont Road Bridge. For many beginner cyclists and families. additional accommodations are needed. 2.7,6 127th Street 127th Street is a minor east -west arterial street. It connects to I -355 on the west, State Street, and Archer Avenue on the east. Much of the land along 127th Street is still being developed. Retail is clustered around the intersections of 127th and State, and 127th and Archer. Old Quarry Middle School, Oakwood Elementary School, the Park District's Centennial campus, and the Township community center are located on or just off of this street. Because it has so many key destinations, 127th Street is an important street for cyclists and pedestrians. Timeframe: Near Term • Add shared lane markings on the street between Timberline Drive and St. Vincent's Drive to create awareness for presence of cyclists and encourage adult cyclists to ride in the same direction as traffic on the right side of the road. • Complete all sidewalks gaps. Prioritize gaps between Timberline Drive and Covington Drive to connect students to schools. A minimum 5' wide sidewalk and 5' buffer separating pedestrians from vehicular traffic should be used. A wider sidewalk of 8' -10' on one side of the street should also be considered to accommodate larger groups of pedestrians and youth cyclists. Timeframe: Mid Term • Every driveway is an intersection. Stripe crosswalks across all driveways to create awareness for crossing pedestrians. For driveways with stop signs, place stop sign behind the crosswalk so drivers stop to check for both oncoming cars and oncoming pedestrians. Consider placing stop signs at all driveways. • There are few places to safely cross 127th Street. Consider pedestrian refuge islands and pedestrian activated signals or beacons to facilitate safe, more frequent crossings at uncontrolled intersections. Consider 127th at Walter Drive and 127th at Covington Knolls for this treatment. For signalized intersections, ensure that sidewalks are connected at all corners of intersections, and include pedestrian accommodations such as crosswalks. Timeframe: Long Term • When 127th Street is resurfaced, consider narrowing the through travel lanes to 10'. The narrower travel lane encourages divers to drive safely and at a lower speed, which will decrease the severity of a crash. To accommodate cyclists, stripe a bike lane with the remaining right of way. ACTIVE TRANSPORTATION NETWORK 39 2.7 Key Corridors (Continued 2.7.7 McCarthy Road McCarthy Road is the arterial connecting residents on the north and east sides of Lemont. Most of the road goes through residential areas of Lemont, connecting people to Downtown Lemont and Archer Avenue. Continuing east on this road connects to the Palos Forest Preserves and the communities of Palos Park and Palos Heights. Several parks and Lemont High School are accessible from McCarthy Road. Timeframe: Near Term • Focus on improving safety of crossings on McCarthy Road. Stripe crosswalks at all intersections along McCarthy Road and across McCarthy where residents would want to access parks, such as at Julia Street, 4th Street, and Walker Road. Install Must Stop for Pedestrians signs and pedestrian activated beacons at the selected crossings across McCarthy Road. See Intersection Map 2.2.8 for recommended crossing enhancement locations. • Stripe all on- street parking where allowed on McCarthy Road to discourage use of the parking lane as a travel lane. Timeframe: Mid Term • Complete the sidewalk network along both sides of McCarthy Road. • To encourage slower, more cautious turning by drivers, tighten the turning radius at intersections of residential streets. This can be accomplished by initially painting a temporary bump out, and then installing in concrete. Timeframe: Long Term • When McCarthy Road is next resurfaced, consider narrowing travel lanes to 10' where no curb exists, and include a paved shoulder to accommodate cyclists. The narrower travel lane encourages divers to drive safely and at a lower speed, which will decrease the severity of a crash. Intersections. like this one at 127th and Archer are missing accommodations to help pedestrians cross the street. 40 LEMONT ACTIVE TRANSPORTATION PLAN 2.7.8 131st Street 131st Street is another east -west corridor beginning at Archer Avenue and connecting to the Palos Forest Preserves and Palos communities. It is currently very rural in nature with a few homes, but is expected to develop with additional homes and retail. Timeframe: Mid Term • In order to accommodate pedestrians, sidewalks should be built from Archer Avenue to Bell Road on 131st. Priority should be given to sections of 131st with denser development. • Consider traffic control measures that facilitate safe north- south crossings across 131st where it intersects Bell, Parker, and Derby and other streets. Begin by striping crosswalks, installing pedestrian activated beacons, and must stop for pedestrian signs. If traffic signals are installed, all pedestrian accommodations such as push button activated pedestrian signals, detector loops or cameras for bicycles, sidewalks with ADA accessible curb ramps should be installed. • To accommodate cyclists, construct a paved shoulder where one does not already exist. Timeframe: Long Term • Include pedestrian accommodations at Archer and 131st. Examples include crosswalks, sidewalks, and pedestrian signals. See section 2.3 for complete description of pedestrian accommodations. 2.7.9 Regional Plans and Corridors The Southwest Conference of Mayors (SCM), the regional council of mayors of which Lemont is a member, is also developing a regional active transportation plan. The plan priortizes of regional connectivity for cyclists and pedestrians. Through the SCM's planning process, corridors were designated as important bicycle and pedestrian routes due to their direct connections to communities and regional destinations. Although the routes are named for arterial streets, the routes themselves are often on paralleling trails or streets that are more accommodating for cyclists and pedestrians. The following routes in Lemont are part of the draft SCM Active Transportation Plan. These routes are also illustrated in Map 2.4.6, Proposed Bicycle Improvements. • Archer Ave Corridor • Cal -Sag Trail • McCarthy Road Corridor • Com -Ed Right of Way Trail 4 a a POLICY AND PROGRAMMING 41 Policy Recommenua ins This section lays out municipal policy recommendations that will help sustain Lemont's vision for active transportation. In addition to design and planning guidance, policy strategies can improve the transportation environment by prioritizing safety through legislation and law enforcement. In November 2011 the Village of Lemont adopted, per resolution by the Village Board of Trustees, a Complete Streets policy. The Complete Streets policy is based on national best practices. Simply put, it states that the Village's roads should serve as a network that is accessible to all users, regardless of age, ability, or travel mode. The primary recommendation of this section it to fully implement the new Complete Streets policy. L UATION STANDARDS: Set general standards for how roadways should meet the new Complete Streets policy's assumed need for active transportation facilities. The Village can do this by establishing: • Goals for bicycle, pedestrian and /or multi -modal level of service scores for the various roadway typologies found in the Village. A matrix of priority elements (e.g., bikeways, crosswalks, etc.) to be included in projects based on the districts in which they take place. (See Appendix E for a sample) • Design standards based on the national best practices (See Appendix E for a list of recommended resources). GALS: Set overall goals for the installation of Complete Streets facilities throughout the Village within a given timeframe. For example: • Number of miles of on- street bikeways installed • Number of pedestrian crossings improved Number of bicycle parking racks installed Number of sidewalk gaps filled For additional examples of goals see section 4.1 42 LEMONT ACTIVE TRANSPORTATION PLAN ASSESSMENT PROCESS: Adopt a context sensitive assessment process for all new roadway projects, measuring their compliance with the new policy based on the Village's needs. Project review criteria should address the standards and goals established in strategies by the Village and take other issues into account, including: • Achievement of strategies in the active transportation plan, and other local or regional plans • Appropriateness of designed facilities based on surrounding land use Establishment of new connections within the Complete Streets network • Improvements in safety, designed to target motor vehicle speeds and prevent motor vehicle crashes As the local active transportation network is developed, bikeways will be installed on streets in Lemont (see section 2.5 for a description of on- street bikeways). In order for these facilities to be safe for bicyclists, they must be kept clear of parked motor vehicles. The Village of Lemont should consider the establishment and enforcement of meaningful penalties for motorists parking in bike lanes, or blocking marked shared lanes with their vehicles. See Appendix E for sample bicycle parking ordinance language. 3,1 Willa = Policy Recom m % n (Conti, Lemont's Unified Development Ordinance serves to protect public health and safety, to promote economic development and quality of life, and to manage growth through the regulation of planning and construction standards in new developments. To ensure that access for active transportation users is addressed by these standards, the Village of Lemont may consider the following updates to the code. III�IIt�IUt BIKE PARKING STANDARDS: Add minimum bicycle parking standards to the criteria for commercial developments and for new Type II developments in the Downtown District. (See Appendix E for sample language) INCREASE PE DESTRIAN CONNECTIVITY: Require bicycle and pedestrian connectivity through all stormwater retention outlots and at cul -de -sacs terminating within 500 feet of other streets, parks, schools or other developments. Improving connectivity will reduce barriers for people using active transportation, for example children walking and biking to school. M: a Smaller, narrower residential lots help create an environment that is inherently more walkable and bikable. The Village should strengthen its commitment to such environments, first through changes to its comprehensive plan, and then through appropriate amendments to its zoning regulations. Such changes to zoning might include decreases in the minimum lot width and reduction in lot size. Bicycle parking makes it easier for residents to access local businesses by bike. POLICY AND PROGRAMMING 43 ul € =. P drw Lemont's unique topography lends to specific challenges in ensuring that sidewalks are compliant with the Americans with Disabilities Act (ADA). To facilitate a full transition to an ADA compliant network, the Village should create a transition plan that addresses the needed accessibility improvements, establishes priority locations and sets goals for timeframe. The intersection of Illinois and Lemont poses particular challenge for those using assistive devices like wheelchairs. Work with parents to develop preferred school walking routes. 44 LEMONT ACTIVE TRANSPORTATION PLAN 1 Policy Rec ni menda This section lays out school policy recommendations that will help sustain Lemont's vision for active transportation. In addition to design and planning guidance, school policy strategies can improve the transportation environment to and from schools, decrease traffic congestion around schools and contribute to an increase in walking and biking to school. School District 113A formed a Safe Routes to School (SRTS) committee in Spring 2011 as a response to changes to the district's bussing policy. The committee met to identify gaps in the pedestrian network on students' route to school. School District staff and Village staff partnered to fill in the gaps so students could safely and easily walk to school. This committee should continue meeting on a regular basis to identify and address new school transportation issues. Form parent -lead SRTS committees at each school to encourage students to walk or bike, and educate them on safe behaviors. These committees could be responsible for organizing walk to school groups or bike safety classes in school. Develop school walking route maps to guide students to school. One map should be developed for each school. Maps should identify crossing guard locations, intersections with traffic signals and other intersections where crossing streets is safest. Arrows on the map should direct students on each block towards the school. See Appendix E for a sample map Fa =f Policy Re co n end do = _ 4 1 ) Designate one day per week or month where all students are encouraged to walk or bike to school. Track participation and offer rewards for frequent walking and biking to school. Survey parents and students to identify barriers to walking and biking to school. Use the survey responses as a guide for increasing walk and bike to school rates. Write a school travel plan and apply for IDOT SRTS funding. Safe Routes to School is a federally funded program that helps communities identify social and physical barriers to walking and bicycling to school. The program provides funding for education, encouragement, enforcement and engineering strategies aimed at making the trip to school safe, fun and convenient for students in elementary and middle school. Safe Routes to School provides funding for sidewalks and other infrastructure projects and requires no local match. The next call for funding is expected in Fall 2012. See Appendix E for additional resources on how to create a school travel plan. Designating walk and bike to school days encourages more students to walk and bike to school. POLICY AND PROGRAMMING 45 cation Education is a powerful tool for promoting healthy and safe behaviors. Users of an active transportation network need to be aware of how to protect themselves and others. As more people walk and bike for transportation and health, education should come in a variety of forms to reach all network users. Youth, teens and adults alike benefit from education programs focusing on pedestrian and bicycle safety and the rules of the road. This section outlines various tools and methods that can be used to distribute educational information to Lemont residents. Identify writer /writers to contribute a weekly or monthly Walk & Bike Lemont column to Suburban Life and Patch newspapers. Topics can include walking & biking rules of the road, tricks and tips, and educate drivers about sharing the road with non- motorized users. Additionally, topics can include promoting local cycling and walking events and issues for discussion or action. Integrate Safe Cycling Class for Kids at Lemont Farmers Market. For little cost (approximately $100 week), the Village can hire a safe cycling instructor to offer cycling instruction and helmet fitting to children at Lemont's Farmers Market. While adults shop, kids can learn and practice safe cycling skills such as scanning over their shoulder while riding, hand signals, emergency stop, rock dodge, and how to cross streets safely. The program can be supplemented with a "license" awarded to children who complete a certain number of sessions. Educating children on safe cycling has shown to also raise their parents' bicycling IQ Youth after - school programs such as Cal -Sag Cycles in Blue Island, Illinois, teach kids bike maintenance. 46 LEMONT ACTIVE TRANSPORTATION PLAN Issue "Lemont Drives with Care" village vehicle stickers in 2013. Changing the window sticker's design puts a safe driving message in sight of the driver at all times, and communicates Lemont's commitment to a safe, high quality lifestyle to passersby while the car is parked. As a fun public education effort, the Village could distribute information when residents receive their vehicle stickers that raises awareness about safe ways for drivers, cyclists and pedestrians to interact on the road. To encourage residents to read the information, the Village could ask drivers to complete a 5- question bicycle and pedestrian safety quiz. Residents with correct answers could be entered into a drawing for a small prize. Questions should educate drivers —most who are also cyclists and /or pedestrians —about basic road etiquette and state vehicle laws concerning biking and walking. The questions can include: Which is more dangerous when you bicycle: riding with traffic, or against traffic; When you approach a cyclist from behind in your vehicle, how much room must you provide to pass Which is state law: vehicles must stop or yield for pedestrians crossing the street; 4 When you ride your bike at night which is state law: use reflectors and bright clothing or use a white headlight and at least a rear red reflector; 5 What are these hand signals? (left & right turns, slowing/ stopping) Going forward, the Village could compare quiz results with past performance to measure change in driver awareness about safe walking, biking, and sharing the road. dur, ion (Continue Include cycling and walking images and materials in the new residents guide. Information can include a village bike map, directions and promotion of local trail use, and bicycling and walking rules of the road. Film the village trustees and the mayor learning basic bicycling safety. The video can be distributed through public access and the Village's web site. Showing village officials learning safe cycling raises the profile of cycling and traffic safety, and also will give officials insight into the needs of cyclists in Lemont. Integrate Traffic Cycling training into local cycling events. The MS150, a national series of rides that raise funding for MS research, offers popular pre -ride traffic cycling and group cycling skills classes for participants. Offering safe cycling training within the context of a fun, exciting event boosts participation in those classes as well as reduces crashes and injury during the event. ena Program basic bike maintenance classes through the Lemont Park District. Basic bike maintenance —such as changing a flat tire, adjusting gear shifting and brakes — eliminates 95% of the mechanical issues that discourage a person from cycling. In Lemont, where professional bike repair is literally miles away, basic bike maintenance courses offered through the Park District would be popular and provide a lot of value to the community by keeping people riding more often. Youth bicycle skills events integrate well in a variety of Southland venues. including the Blue Island Public Library. Implement a "Thanks for shoveling" snow shoveling campaign. Create a door card campaign that allows residents to thank their neighbors for shoveling their walks by hanging thank you message on their neighbors' door. The card could be used as a coupon at a local merchant for a hot cup of cocoa or coffee, perhaps. A "Thanks for shoveling" card will raise awareness about shoveling one's walk, provide peer pressure to shovel, and enhance community. Make cycling to school an earned privilege. In Wilmette, Illinois, the elementary school system allows only students in fourth grade and above to ride their bike to school, and only then if they completed safe cycling training as a third grader. This "coming of age" ritual creates huge motivation in children to participate in the training, and boosts numbers of cycling trips to school in fourth grade while reducing crashes. Lemont can replicate Wilmette's program for relatively little cost, perhaps in partnership with the Park District and the Farmers Market. Safe cycling classes at the Farmers Market, as described above, could serve as the prerequisite for cycling to school —which would also boost visits to the Farmers Market. Using a passport -like stamp book, the schools could require that the students complete 3 sessions before they're allowed to ride to school. The stamp book could serve as the "riders license" when all courses are completed. By requiring one of the stamps to be earned by parent participation, the program could additionally educate adults as well. POLICY AND PROGRAMMING 47 Jai Eri oil `r -l`' n Community events centered on walking and biking will create awareness for active transportation and encourage residents who do not often walk or bike to start doing so. These events also provide opportunities for community members to come out and get to know their neighbors, shop locally and explore their community. This section outlines ideas for various programs and events that will encourage people in Lemont to get out walking and biking. Improving Lemont's active transportation network will make Lemont an even better place to live, work, shop, and play. National recognition of these efforts can generate commerce and increase property values. The Bicycle Friendly Community Program led by League of American Bicyclists provides incentives, hands -on assistance, and award recognition for communities that actively support cycling. To apply for recognition, a step -by -step guide is available through the League of American Bicyclists website. Walk Friendly Communities is a similar program the Pedestrian and Bicycle Information Center uses to honor pedestrian - friendly communities. A bicycle map would promote existing on- street bicycle routes and identify bicycle - friendly routes to important and popular destinations like parks, schools, the library, and business districts. A bicycle map also is a signature feature of bicycle friendly communities. Street routes should be ranked by Bicycle Level of Service, a nationally recognized measurement of bicyclist's relative comfort level in traffic, so that cyclists can choose suitable routes. Parks, ball fields and trails should be prominently labeled along with local schools and other community amenities. 48 LEMONT ACTIVE TRANSPORTATION PLAN Provide portable bike parking at the Farmers Market and other outdoor events. Portable bike parking is inexpensive and provides flexible and convenient parking services to guests and participants. They are integral to any efforts to encourage residents to bicycle to suitable events, and can themselves help promote attendance. When using portable bike parking, the village should strive to locate bicycle parking closer /more conveniently to the event than most drivers could expect to park. In some communities, a local youth or civic group provides "valet" service, providing peace of mind to the cyclist, particularly if one didn't bring a lock. Portable bike parking adds an incentive to ride instead of drive to Village festivals and events. Lemont can integrate portable bike parking into its Farmers Market and other community events. t e ) Produce a bike pub crawl and /or a bike & dine event. Bike & dines and pub crawls are beloved events in Chicagoland, combining enjoyable and easy cycling with delicious local dining. Typically, an organizer solicits participation from area eateries and bars at least a month prior to the event to serve a set number of dishes at a set price. The organizer plans the start and finish at the same location, and determines a route between venues, usually less than three miles apart from the next. Participants, limited to 20 -30 people, arrive and leave each venue at an approximately scheduled time, spending less than an hour at each venue enjoying food and company. Bike & dines and pub crawls are very flexible events, and can be operated as fundraisers if restaurants are willing to reduce prices in exchange for the exposure. Produce an "Open Bridge" event. Allowing special use of a road or bridge that otherwise is off - limits or difficult for a cyclist to use creates a high - profile and memorable event. The Village can ask for a three hour parade permit from IDOT to close down the Lemont Road Bridge, from Main Street /Illinois Street to Bluff Road, for exclusive use by cyclists. The route offers a spectacular view of the river corridor, and connections to the Centennial Trail and Waterfall Glen. Host a Fat Tire Bike Festival. The Village can host a mountain biking festival that leverages the nearby Meltdown mountain bike racing hosted annually in August by Chicago Area Mountain Bikers (CAMBr) at the nearby Palos Forest Preserve. The Meltdown attracts more than 500 racers and a total number of participants and spectators in the thousands. Currently, there is no center of activities for the weekend off -site. This is Lemont's opportunity to pull this group of visitors into the community to extend their stay and raise the community's profile as an outdoor and physical activity- oriented community. The quarry property, currently under consideration by the village to open as a Boy Scout camp site, offers a beautiful and unique venue to host camping and festivities for the Meltdown. The Village can begin discussions with CAMBr to determine the feasibility of hosting a festival during race weekend and to look for opportunities for cross promotion and event growth. Bike & Dines have proven to be popular ways to get people on their bikes. Southland communities like Homewood. Illinois have held successful events. Open Bridge events allow cyclists and pedestrians to use a space that is usually off limits to them. POLICY AND PROGRAMMING 49 En o r rent (Continued) Host an Olympic weekend cycling festival. Lemont is blessed with local cycling celebrities —the Vande Velde family includes a former Olympian cyclist, an accomplished Tour de France competitor, and a women's national time trial champion. This connection led the Chicago 2016 Olympic Committee to consider Lemont as the host venue for the Olympic road race. While the Olympics were awarded elsewhere, the pedigrees and the course are still in Lemont, and can be leveraged for popular cycling events. Working with the Vandeveldes and regional cycling and running groups, the Village can create a slate of cycling events spanning an early or mid -fall weekend for cyclists of all abilities and for runners. Possibilities include: Community bicycle rides —a hilly route that incorporates the Olympic road course and a flatter route more suitable for occasional cyclists and children A bike race that incorporates the Olympic route Timed hill climbs for cyclists and runners The Olympic theme provides some entertaining ideas to add fun and spectacle, including opening the weekend with a "Torch" run and ride, using relays of participants staggered along a course. A large bike ride or race that includes local celebrities , like this one hosted by John and Christian Vande Velde. can draw riders from around the region to Lemont. 50 LEMONT ACTIVE TRANSPORTATION PLAN To promote the safety of all people using the active transportation network, Lemont should prioritize enforcement of traffic laws that deter reckless behavior by road users. Police in Illinois are required to participate in annual professional development opportunities. The Lemont Police Department should ensure that all officers engaged in traffic safety enforcement receive introductory training on bicycle and pedestrian safety, followed by semi - annual refresher sessions. Information can be provided in live sessions, online, or by video. Officers should receive practical training focused on: • Rules of the road for bicyclists and pedestrians Illegal motorist behaviors that endanger bicyclists and pedestrians • Most dangerous types of bicycling behaviors • Most common causes of bicycle and pedestrian crashes ce Importance of reporting bicycle and pedestrian crashes ▪ Importance of investigating serious bicycle and pedestrian crash sites • Best ways to prevent bicycle theft • Best practices for policing by bicycle • Transportation, health, and environmental benefits of bicycling In addition, special consideration should be given to new and existing laws that impact bicycle and pedestrian safety, particularly in school zones. These laws include: • Must stop for pedestrians in crosswalks Handheld device ban in school zones School zone fines Police officers well trained on rules of the road for all roadway users make it safer to travel. No police department can aggressively enforce all laws in all locations at all times. Lemont can use existing crash data to identify the most dangerous locations and target enforcement at those sites. Stings focused on reckless behavior by motorists have proven particularly successful in other communities. Lemont should review these enforcement efforts on an annual basis to ensure appropriate allocation of police resources. Lemont Police should reward children for good walking and biking behaviors. When officers observe these behaviors they should reward children by "pulling them over" and giving them a reward "ticket" redeemable for prizes or treats at local businesses. This encourages children to walk and bike safely around Lemont. POLICY AND PROGRAMMING 51 52 LEMONT ACTIVE TRANSPORTATION PLAN 4 ituation and Oversight A plan as comprehensive as this one requires vigorous oversight to ensure its effective implementation. To ensure implementation of the active transportation network recommendations in this plan, a complete streets review committee has been formed. The committee will consist of representatives from each of the Village Departments and meet on a regular basis. They will review proposed transportation related projects for consistency with this plan, locally and nationally accepted best practices for bicycle and pedestrian infrastructure, and other evaluation criteria developed by the committee. Members should be made familiar with this plan and be educated in the principles of Complete Streets. Additional details for how this committee can be run are outlined in Section 3.1.1. The committee should also be charged with seeking funding for implementation of the plan and creating partnerships with other governments in the region to address transportation challenges on a regional scale. This plan would not have been possible without the residents who participated in the Steering Committee, the public workshops and onlline survey. The continued engagement of many of these same people is necessary for the advancement of active transportation efforts in the community. To capture their enthusiasm and passion, a Bicycle and Pedestrian Committee should be formed. Such a committee would monitor implementation of this plan and promote events celebrating active transportation. A member of Village staff as well as representatives from other organizaitons and comunity groups should be identified to serve on the committee. 54 LEMONT ACTIVE TRANSPORTATION PLAN t tion The plan advocates for a comprehensive set of network, policy, program, enforcement, and evaluation improvements staggered over several years. Steps for implementation, as suggested by Active Transportation Alliance, have been included with various recommendations. The effective implementation of this plan will require leadership by Village of Lemont staff and a continued partnership with the schools and community organizations in Lemont. It will also require cooperation with neighboring municipalities, Cook County, and the Illinois Department of Transportation. The use of the active transportation network will only increase if the plan's recommendations are implemented in a timely manner. The following are ways to measure progress towards achieving Lemont's vision for active transportation. The Village of Lemont will be a vibrant and healthy community with an accessible and complete pedestrian and bicycle network that links to major destinations in the community. People will be able to walk or bike to downtown Lemont, businesses along State Street and Archer Avenues, the Lemont Metra Station, Heritage Quarries, local parks and schools. Number of bike racks installed per year at Metra stations, library, businesses, parks, schools and other places in the community • Increases in the number of people walking and biking to the Metra station • Increases in the number of children walking and biking to school Lemont will become a regional destination for active transportation and be recognized as one of the most walkable and bikeable communities in the Chicago area. • Count of bikes parked at Metra stations, library, businesses, Miles of bicycle network implemented per year parks, schools ffi Miles of sidewalk built per year Increases in the number of people walking and biking to retail locations Miles of trails and bike /pedestrian cut - throughs built per year Increases in mode share or number of bicycles on arterial and collector streets ffi Intersections and crossings improved per year Review and analyze crash data annually to identify high crash area locations. Reduce number of bicycle and pedestrian related crashes by making improvements in areas where crashes have occurred. Walking and biking will be a viable means of transportation and a safe, fun activity for people of all ages. • Educational events and opportunities offered per year • Encouragement events or opportunities offered per year • Events where a bike valet was offered IMPLEMENTATION 55 nip ementation Continued) pt Based on level of difficulty, number of stakeholders needed to implement, the following active transportation network improvements have been recommended for Near, Mid, or Long term implementation. , 2.2.2 Implement Gateway Treatments at Designated Intersections 2.2,3 Implement Hub Treatments at Designated Intersections 2.2.4 implement Signalized treatments at Designated Intersections 2.2.5 implement Unsignatized Treatments at Designated intersections 2.2.6 Im tement Mid -block Crossin }s as needed A 2.3.2 Residential: Fill in Sidewalk Gaps throughout the City 2.3.2 Residential: Install pedestrian cut throughs between subdivisions and at parks 2.3.3 install Multi -use Paths in Recommended Areas 2.3.4 Pedestrian Zones and Corridors: Install t *er 2.4.3 Pedestrian Network Ma ) 2.4.2 Local Routes: Sign locally preferred routes 24,2 Local Routes: Install Shared Lane Markings 2.4.3 Arterial Routes: Install Paved Shoulders 2.4.3 Arterial Routes: Install Bike Lanes 2.4.3 Arterial Routes; Install Multi-Use Paths 2.4.4 Install Bike Parkins 2.5.2 increase Frequency of Service on Metra 2.5.3 Pace Express bus on t -55 to Downtown Chicago 2.5.4 Local Circulator Bus X X X 56 LEMONT ACTIVE TRANSPORTATION PLAN pie entation !Continued Crosswalks: Stripe crosswalks at alt interse?~tresns adjacent to parks and community facilities. Stynaye: Sign recommended bike routes to these destinations. Parking: Provide bicycle parking at each park or recreational facility. p Outs: tJse bump nute al to reduce crossing distance Cut I°hrou+ha: include aved edestrian connections to adjacent streets. x X X X X Sidewalks: Complete the sidewalk network within Yz mile of each school Walking Routes: Develop recommended school walking routes for students Crosswalks: Stripe crosswalks at all. intersections on recommended walking routes, Bike Parking: Provide bicycle parking at each school, t-3ump Outs: Install bump outs at adjacent to schools and on walking routes, LEIS: McCarthy Road Crossing WS: Participate in Transportation Demand Management programs WS: Eliminate McCarty Road sidewalk raps - St. Cyril: Improve McCarthy Road intersections near school Mt. Assisi Academ : lm rove bike: red access atonx Main X X Downtown Businesses: Upgrade curb cuts and increase use of bump outs State and Illinois: create "gateway" intersection Metra Station: Im rove .edestrian access X X X Increase available hike pa Improve signage Stripe crosswalks at driveways Use Shared drivevays ing X X X X Resurface parking lots with crosswalks and pedestrian accommodations Complete sidewalk network Accommodate pedestrians at intersections X X X IMPLEMENTATION 57 men ati Continu d 2.7.2 2.7.2 2.7.2 2.7.2 2.7.3 2.7.3 2.7.3 2.7,6 2.7.6 2.7.4 2.7. 2.7.5 2.7.6 2.7.6 2.7.6 2.7.6 2.7.6 2.7.7 2.7.7 2.7.7 2.7.7 2.7.7 2.7.8 2.7.8 2.'7.8 2.7.8 2.7.9 *7 Opportunistic project — - Ongoing project Archer: Install Share the Roa Archer Explore opportunities to d speed limit Archer: Consider bike lane, paved shoulder or multi -u< path, depending on speed Archer: Trait Connection frorn the t at S rg'frait to the Centennial Trail Main: Design area around downtown for West) faits Main: Study Truck Route Main: ['rail Connection from the Cat -Sag Trail to the I &M Trait Slate: Sign alternative parallel route for cyclists State: Bike Lane /Shared Lane State Sidepath from 127th to 135th, improve State and Archer for pedestrians Lemont Road Bridge: Increase sweeping Lemont Road Bridge: explore opportunities to connect Downtown f..emont and Centennia 127th: Shared Lane Markings between Timberline Drive and Vincent's Drive 127th: Complete Sidewalk Gaps 127th: Stripe Crosswalks at Driveways 127th: Pedestrian refuge and HAWK signals at Waller and Covington Knobs 127th: Bike Lane McCarthy: stripe cro <,swalku along and across street McCarthy: Stripe Parking_ Stripe all on- street parking where allowed rin McCarthy McCarthy: Complete the sidewalk network along both sides McCarthy: Paved Shoutder or Bike Lanes McCarthy: Tighten Turning Radius at intersections 131st: Sidewalks built from Archer Avenue to Bett Road 131st: Traffic Control at Intersections of Belt, Parker. and Derby 731st: Paved Shoulder 131st: Improve intersection at 73 "i st Street and Archer Avenue Continue coordination with SCM on Regional Bike /Fled Projects X X X X X X X X X X X X X X X X X X X X X X X X 58 LEMONT ACTIVE TRANSPORTATION PLAN