SSSECT ION 5 --- TRANSPORTATION

An efficient and effective circulation system is a fundamental need of the City and its residents, businesses and Thoroughfare System Plan visitors. Elgin’s transportation infrastructure affects the City’s quality of life in a variety of ways. The Thoroughfare System Plan establishes typical street cross sections including right-of-way width, the widths As the largest city in the area and home to a diverse employment base, Elgin serves the mobility needs of its of through, turn and parking lanes, median width, and the widths of border areas including planting strips and 97,000 residents and thousands of daily commuters traveling to and from the surrounding area. The City also sidewalks. The Thoroughfare Plan also helps to preserve right-of-way and define construction standards for serves as a regional hub that is traversed by an interstate tollway, one U.S. highway, four State highways, future transportation improvements. commuter and freight rail service, and commuter bus service. This important regional setting requires that the City coordinate its transportation system with State, county, and regional transportation plans. Purpose of the Thoroughfare System Plan

Relationship to Other Sections There are five central purposes accomplished in the Thoroughfare System Plan:

The Transportation section is related to the Community Form, Community Facilities and Services, Economic and 1. Preservation of right-of-way: Right-of-way is to be preserved to accommodate existing and future Business Development, Design Guidelines sections of the plan. The relationship between the Transportation transportation needs. and Community Form sections is one of the most critical – the transportation system must be able to accommodate the traffic that is generated by virtue of the City’s Land Use Plan. The Growth Management Plan 2. Continuity: Strive for continuity in the functional, physical and aesthetic character of various classifications and Community Facilities and Services section are also tied to transportation and land use; the goals, objectives of streets. and policies identified in the sections and plan elements work together to ensure that the provision of City services and infrastructure keeps pace with new development and subsequent changes in population and 3. Connectivity: Streets link neighborhoods – old and new – to create a seamless, connected community. employment. In addition, the Transportation section is directly linked to the Economic and Business Development section since the efficient movement of employees, visitors, residents and goods throughout the 4. Preservation of capacity: Preserve the capacity of major streets. The plan establishes a rationale for City is a critical factor to strengthen Elgin’s economy. Transportation is also linked to community design access management based on existing and anticipated development along the major transportation because of its direct effect on the City’s image and character. corridors.

Achieving the Vision 5. Preservation of neighborhood character: Preserve and enhance the character of existing neighborhoods and neighborhood streets. The Transportation section is more than the description of a transportation system – it is an infrastructure plan that addresses the mobility of people, goods and services, energy, utilities, and communications. It affects land Street Categories and Types use patterns, air quality, open space, habitat planning, noise, energy use, and community appearance. Streets are categorized by how they perform for the neighborhood and the community. For simplicity, street The major purpose of this section is to design and improve the transportation system to meet the current and categories can be broken into three groups: future needs of all Elgin residents and visitors. Such a system should be equitable, effective, efficient, and show foresight. It should be equitable by being accessible to all economic segments of the City to make people’s lives Street Categories more convenient. The system must be effective if it is to carry out the goals of this section. It should be efficient by making use of existing infrastructure wherever practical. Finally, it should have the foresight to accommodate LOCAL: providing access to neighborhood destinations: trails, alleys, lanes, and neighborhood streets. future growth and preserve important transportation routes for future planning needs. TRANSITIONAL: providing transitional access between neighborhood streets and arterial streets: collector The transportation system described in the section of the Comprehensive Plan and Design Guidelines is based streets and main streets. on a broader community vision that Elgin will develop in a more compact urban form that will: REGIONAL: providing regional access and connections to major destinations: arterial streets (parkways and • protect and enhance the environment, boulevards). • conserve natural resources including energy and land, • provide a wider and more balanced choice of accessible transportation alternatives, and A. LOCAL STREETS • better respond to the transportation needs of the majority of current and future residents. Local streets, which form the heart of quiet neighborhoods, function primarily to provide access to neighborhood

The Transportation Plan provides overall policy guidance to direct future decisions and investments in destinations and make numerous connections within and between neighborhoods. All of these connectors improvements in the transportation system, including the thoroughfare, transit, bicycling, and pedestrian provide access, and utility and pedestrian infrastructure. Traffic speeds of 15-20 miles an hour are appropriate elements. to such functions. Alleys and neighborhood streets are measured on how well they add to the quality of the neighborhood by offering access, parking, tranquility, and safety.

Section 5 – Transportation Page 1 Neighborhoods work best with many connections from the edges. Connections to the centers of neighborhoods
Commercial applications – use 18-22 foot paved width for access and deliveries are appropriate too, but they should not move significant amounts of traffic, nor move that traffic too quickly. People entering neighborhoods should feel rewarded by ease of access to specific locations, but also Lane encouraged to travel by foot or by bicycle. The Local Street category includes the following street types: Description: These narrow streets (typically 16-22 feet wide) are used in parks and natural areas. They can
Trail function as one-way or two-way streets. Parking, when needed, can be placed on one side or in parking bays.
Alley
Lane Features:
Neighborhood Street
Paved width: 16-22 feet
Parking bays as needed The following describes local streets in graphics and text.
Drainage: swale for natural drainage
Average speed: 15 mph Trail Building and Land Use: Generally limited to use in parks and natural areas. Description: Trails are connectors through neighborhoods not intended for motorized vehicles. They often follow their own independent rights-of-way or utility corridors. Serving as an independent alternative Neighborhood Street transportation system, trails connect many homes to parks, schools, transit stops, and other common destinations. Trails can provide access into commercial districts, linking with bicycle lanes for added access to Description: Neighborhood streets are the most common type of access road in neighborhoods. Paved more distant commercial centers, employment centers, and major transportation hubs. Neighborhood trails also portions of these streets are generally 24-30 feet (measured back-to-back of curb and gutter), depending on make connection to natural areas and parks, and should provide access to regional greenways and open parking. The right-of-way is typically 50-60 feet. Efforts are made to create interconnected street layouts which spaces. Trails should provide at intervals sitting areas with benches at vistas and along scenic natural areas. disperse traffic. On-street parking is allowed as it helps to provide needed parking and slows traffic.

Features: Features:
Trail width: 8-14 feet
Paved width: 24-30 feet
Clear zone: 3-6 feet 24 ft w/ restricted or no parking (private streets)
Right-of-way: 14-20 feet 30 ft w/ parking on both sides (public streets)
Shade trees recommended
Right-of-way: 50 feet (private streets), 60 feet (public streets)
9 foot planter strips typical (curbline sidewalks w/ tree wells in commercial districts) Building and Land Use: Link to make connections between homes and parks, schools, shopping,
5 foot sidewalks on both sides typical employment, and transit.
Drainage: curb and gutter
Average speed: 20-25 mph (posted 30 mph) Alley The following describes Transitional Streets in graphics and text. Description: Alleys are slow speed (10 mph) service lanes running behind and sometimes between rows of houses or commercial buildings. Alleys, typically a 16-22 foot paved section within a 20-28 foot right-of-way, B. TRANSITIONAL STREETS can provide public service workers with access to utilities and solid waste collection, and residents easy access to garages, backyards, and accessory units. Alleys also offer second or third approaches for fire and Transitional streets connect residential neighborhoods to commercial centers. In addition to providing access, emergency response. they carry larger and more diverse amounts of traffic. They host deliveries and efficient emergency responses. They anchor neighborhood commerce, serve bicyclists and pedestrians, and improve transit operations. Features: Transitional streets should operate at low to moderate speeds since many people live, work, shop, and play
Paved width: 16-22 feet within these street environments. Parking is found on many, but not all, collector streets. The Transitional
Right-of-way: 22-28 feet Street category includes the following street types:
Average speed: 10 mph
Collector Street Building and Land Use:
Main Street
Residential – primarily single family or attached single family
Consistent building line recommended Collector Street
Provides rear access to garages
Consider carriage unit above garage Description: Collector streets connect neighborhoods to commercial centers and other destinations. The
3 foot minimum setback from right-of-way in residential areas paved portion of the roadway is from 36-48 feet (measured back-to-back of curb and gutter) for a standard

Section 5 – Transportation Page 2 collector without a center median. The paved portion of a collector street with a center median ranges from 18- C. REGIONAL (ARTERIAL) STREETS 24 feet per side (depending on whether on-street parking and/or bike lanes are provided). A landscaped center median allows for a triple canopy of street trees. Traffic speeds on collector streets should be kept low to Regional (arterial) streets connect commercial centers to the greater region. They are essential for combining moderate, typically 25030 mph. Collector streets also serve as major transit routes. motorized and non-motorized traffic in safe, efficient, welcoming environments. Since the success of commerce and traffic circulation depends on effective street design and layout, much attention has to be paid to the orderly Features: and balanced movement of all modes on regional streets. On the streets, car traffic, delivery trucks, emergency
Paved width: Standard Collector, 36-48 feet depending on the inclusion of on-street parking and bike responders, and transit must operate with high levels of efficiency. Pedestrians and bicyclists must also be lanes welcomed and are in greater need of support, due to higher vehicle speeds and amounts of traffic.
Paved width Collector w/ median, 18-24 feet per side depending on the inclusion of parking and bike lanes The Regional Street category includes the following street types:
Median width: 12-16 feet
Maximum two travel lanes
Arterial Street
Bike lanes: 5 feet
Boulevards
Right-of-way: 70-90 feet
Parkways
Neck down at intersections permits easier pedestrian crossing
9 foot planter strips typical Recent efforts to build special streets in some of Elgin’s newest subdivisions demonstrate the allure of
5-8 foot sidewalks both sides typical developing boulevards and parkways to enhance local character and increase land values. The development of
Drainage: curb and gutter, median may have swale for natural drainage and water retention a community-wide system of boulevards and parkways can become a major distinguishing design feature,
Average speed: 25-30 mph (posted 35) unique from surrounding communities. Elgin’s system of boulevards and parkways should fulfill a number of aesthetic and design functions including: Building and Land Use:
All residential uses, or mixed commercial and residential
Boulevards and parkways should help to create an urban neighborhood experience.
Buildings brought close to sidewalk w/ consistent build-to line, when they face the street
Boulevards and parkways, combined with other design features including public gardens and greens, traffic
Depth added to rear yards when buildings back to the street circles, and public art can stand alone as an urban design statement for the community.
Place prominent buildings and plazas or greens at the street ends to create terminal vistas
Boulevards and parkways emphasize the use of open space. They can be the “green” streets which link park and recreation facilities, and allow for bicycle and pedestrian pathways. Main Street Local, collector and arterial streets can all be designed as boulevards or parkways. At a minimum, all of the Description: Main streets provide access to neighborhood commercial and mixed use buildings and districts. collector and arterial roadways identified on Figure 3.4 Land Use Plan as existing or proposed “transportation The paved section is generally 36 feet wide with a 60-66 foot right-of-way. On-street parking is very desirable corridors” should be designed as boulevards or parkways. The following describes regional streets in graphics and recommended on both sides of the street. Low speeds (20-25 mph) are desirable to protect pedestrians and text. and enhance commercial activity. To help pedestrians cross streets, bulbouts should be provided at intersections and, if blocks are long, at mid-block crossings. Bike lanes are optional. Arterial Street

Features: Description: Arterial streets are designed to provide a higher degree of mobility than the lower order streets
Travel lanes: 11 feet wide, w/ 7 foot wide parallel parking stalls on both sides and most often serve longer trips within the city. The arterial street network serves a larger city-wide function
Maximum 4 travel lanes facilitating employment generated trips and connecting major destinations such as the center city, industrial
12-18 foot landscaped median optional areas, commercial centers, residential areas, and other key destinations.
Optional bike lanes: 5 feet
Right-of-way: 60-66 feet, larger when 4 travel lanes, a center median and or bike lanes are provided Features:
Bulbouts at intersection and mid-block crossings
Travel lanes: 11-12 feet, w bike lanes and optional parking
Curbline 12-15 foot sidewalks w/ minimum 4 foot square tree wells at locations w/ parking
Maximum 4 travel lanes
Drainage: curb and gutter
Median width: 12-16 feet, generally a striped median used for turning movements
Average speed: 20-25 mph (posted 30)
Bike lanes: 5 feet
Right-of-way: 80-100 feet Building and Land Use:
9 foot planter strips typical
Commercial and mixed use
6-8 foot sidewalks on both sides typical
Buildings brought close to sidewalk w/ consistent build-to line
Curbline 10-15 foot sidewalks w/ minimum 4 foot square tree wells at locations w/ parking
Place prominent buildings and plazas at terminal vistas
Drainage: curb and gutter
Awnings, sidewalk dining, retail, benches, and other pedestrian amenities recommended
Average speed: 30-35 mph (posted 35-40)

Section 5 – Transportation Page 3
9-20 foot planter strips typical Building and Land Use:
8-12 foot sidewalks typical, may be on one side only w/ bike path on second side
Commercial and mixed use
Drainage: curb and gutter, or swales allowed
Buildings brought close to sidewalk
Average speed: 45-55 mph (posted 55)
Consistent build-to line recommended
Sidewalks and bike lanes on both sides Land Use and Building:
No buildings directly adjacent to parkway Boulevard
Parkways are designed w/ limited access and will cross or parallel natural areas/stream corridors
Multi-use trails may be on one or both sides Description: Boulevards provide multi-lane access to commercial and mixed-use buildings and they carry regional traffic. For these reasons, speeds on these streets are higher (35-45 mph). Boulevards have medians Street Design Guidelines and bike lanes, and they may have sections with parking to support adjacent commerce, parks, schools and other attractions along their route. When parking is provided the paved section is typically 35 feet wide per side A. Street System Design of the raised median in the center. Rights-of-way range from 100 feet to 130 feet. Many development projects occur along existing streets and the scope of the project does not extend to the Features: street system. However, when development projects are large and include streets, they should follow the
Travel lanes: 11-12 feet, w/ bike lanes and optional parking following guidelines:
Maximum 4 travel lanes
Median width: 12-16 feet 1. Blocks should be no longer than 300-400 feet in length. Design the street layout to be interconnected.
Bike lanes: 5 feet The use of cul-de-sacs in the street layout is discouraged.
Right-of-way: 100-130 feet
Bulbouts at intersections 2. In residential neighborhoods, motorist speeds should be kept between 15-25 mph.
9 foot planter strips typical
6-8 foot sidewalks on both sides typical 3. Allow or provide on-street parking as a general rule. Exceptions include arterial streets, parkways, and
Curbline 10-15 foot sidewalks w/ minimum 4 foot square tree wells at locations w/ parking some boulevards. On-street parking provides several important functions. In urban areas with curbline
Drainage: curb and gutter sidewalks, the parked vehicles buffer pedestrians from traffic and the parking serves as a traffic calming
Average speed: 30-35 MPH (posted 40) device. In commercial areas, on-parking provides convenient access for customers, which is critical to merchants. In residential settings, on-street parking provides visitor parking and acts as a safety valve Land Use and Building for overflow parking.
Commercial and mixed use
Buildings brought close to sidewalk 4. In residential neighborhoods, intersections should have turning radii that require low speeds, yet allow
Consistent build-to line recommended access by infrequent street users such as fire trucks, maintenance trucks, and delivery vehicles.
Sidewalks and bike lanes on both sides 5. Design streets with terminated vistas or prominent features where they end, or at the apex of curves. Parkway 6. Provide neck downs or bulbouts at intersections to shorten crosswalks for pedestrian safety, slow traffic Description : Parkways bring people into towns and neighborhood centers, or they carry traffic through or and eliminate parking in too close proximity to the intersection. alongside natural areas. Parkways are typically not designed to access adjoining development. Roadway speeds may be 45 miles per hour and higher. When parkways enter more urbanized areas and access to 7. Provide planter strips with street trees to create a shade canopy over the street, to establish a vertical abutting properties becomes more prevalent, they become boulevards and speeds are reduced to 30-35 miles element to narrow the perceived width of the street and slow traffic, and to separate pedestrians from per hour. Bike lanes are typically included in parkways, although they are often separated from the travel lanes. traffic. Since parking is not provided, the paved section on either side of a median ranges from 18-29 feet. Rights-of- way range from 80-120 feet. 8. Provide medians on streets where it is appropriate to limit turning movements and where adjoining land uses are supported with limited or alternate access. Planted medians help to create a pedestrian Features: friendly streetscape.
Travel lanes: 11-12 feet
Maximum 4 travel lanes B. Selecting the Proper Street
Median width: 12-20 feet
Bike lanes: 6 feet (also used as emergency pull-over lane) The network of urban streets provides the matrix of vehicular circulation and also constitutes the major part of
Right-of-way: 80-120 feet the public realm available to pedestrians. As the shared setting for most buildings, streets provide the constant

Section 5 – Transportation Page 4 potential for community interaction. As such, streets must be carefully designed both for vehicular capacity and speeds by narrowing the width of the intersection and shortens pedestrian crossings. Bulbouts can also for pedestrian character. Pedestrian character is developed by the combination of frontage and streetscape, but improve visibility for both motorists and pedestrians by preventing vehicles from parking too close to the these alone cannot create a positive pedestrian environment unless traffic speed is also a part of the design intersection and/or crosswalk. They can also be effectively used at mid-block pedestrian crossings. They, along consideration. The speed of traffic is controlled by physical factors which create the perception of a maximum with landscaping, signage and pavement markings, give a clear signal to the motorist to watch for pedestrians. safe speed. These are principally the width of the travel lanes, parking lanes, and the presence of street trees. Other factors are access, centerline radius and curve radius. Gateways. A gateway is created usually with a combination of features such as landscaping, signage, a narrowing of the street or inclusion of a raised center median, or a change in pavement. The purpose is to The general rule of thumb in selecting streets in Elgin should be that the smallest street that serves the purpose announce to motorists that they are leaving a higher speed environment and entering a slower speed should be used. Table 5.1 Design Matrix and Street Selection Guideline should be utilized to select the environment. This can be especially appropriate when entering a neighborhood area or a mixed use center proper street type. designed with pedestrian comforts in mind.

Table 5.1 Design Matrix and Street Selection Guideline Landscaping. Planter strips and street trees have a calming effect on traffic. Street trees narrow the perceived Street Type Max Avg/Max Max Centerline Curb Median Sidewalk Bike Trees 2-way Parking width of the roadway causing motorists to slow down. The planter strips and street trees also form a physical Width Design Corner Radius Lane Traffic barrier between moving traffic and pedestrians on the sidewalk or side path. Speed Radius

LOCAL STREET CATEGORY Medians. Medians perform several traffic calming functions. When planted with street trees, they narrow the Trail 8-14’ n/a n/a n/a no n/a n/a optional yes yes no perceived width of the roadway as noted above. Additionally, they provide the opportunity for a place of refuge Alley 16-22’ 10 mph n/a 50’ no n/a no no no yes option at pedestrian crosswalks. On multi-lane streets, the ability of pedestrians to stop in the middle and wait safely Lane 16-22’ 15 mph 15’ 90’ option No option no yes option option for traffic to clear is important. Medians also provide the opportunity to create a special landscaping statement Neighborhood Street 24-30’ 20/30 mph 15’ 100-200’ yes option both no yes yes both on significant streets. TRANSITIONAL STREET CATEGORY Collector 25-30/35 Raised Intersections and Speed Tables. A raised intersection or speed table elevates the entire intersection Street 36-64’ mph 15-25’ 250-300’ yes option both yes yes yes option Main 36- 20-25/30 or a street section 4-6 inches with a ramp at each leg. The raised intersection or speed table is generally a Street 130’ mph 15-25’ 600’ yes option both option yes yes both different paving tool. This tool can be effective in a high profile location such as a mixed use center where REGIONAL STREET CATEGORY heavy pedestrian traffic is anticipated. It slows traffic through the intersection or at a mid-block crossing and Arterial 30-35/40 makes a strong statement that this is an important pedestrian environment. Street 34-88’ mph 25’ 300-600’ yes option both yes yes yes option Boulevard 30-35/40 44-88’ mph 25’ 300-600’ yes yes both yes yes yes option Mini-Circles. Mini-circles are circular islands placed in the middle of intersections, typically in residential Parkway 45-55/55 neighborhoods. Usually the circle contains landscaping. Drivers making left turns drive in a counter clockwise 34-80’ mph 25’ 300-600’ option option option trails yes yes no direction exiting the circle with a right turn on the desired street. Statistics show that mini-circles can reduce accidents up to 90 percent and improve emergency response times by eliminating stop signs. C. Traffic Calming Roundabouts. A roundabout is a large scale circle that includes deflector islands and a circular raised island in The practice of using roadway geometry to improve traffic safety has become known as “Traffic Calming”. the middle. As with mini-circles, drivers enter into gaps in traffic and exit onto the desired street with a right hand Traffic calming slows vehicles on streets where drivers travel at higher speeds than is desirable. It is a way to turn. Signals and stop signs are eliminated. Roundabouts are less expensive to install and maintain than reduce the negative effect of the motor vehicle use, alter driver behavior and improve conditions for property signalized intersections, reduce traffic accidents, and can carry more traffic. Roundabouts can be designed to owners, retailers, pedestrians, and bicyclists. To accomplish this, a combination of physical treatments is used accommodate pedestrians and bicyclists. Roundabouts, like mini-circles and medians, offer the opportunity to such as: intersection neck downs, tree bulb outs, speed tables, and roundabouts. create a special landscaping treatment.

Traffic calming is most often used to correct conditions on an existing street where the original design was inappropriate for, or no longer matches, the existing use. In some cases changes in land use and transportation Thoroughfare Plan Map patterns have changed traffic speeds and volumes. The Thoroughfare Plan , shown on Figure 5.5, identifies the roadway system that is planned to accommodate These guidelines do not address traffic calming measures specific to applications in existing Elgin current development and future growth established by the Land Use Plan and necessary to maintain appropriate neighborhoods. Every existing condition is unique and requires specific analysis. These guidelines do, levels of service. It is important to note that the local street system, which generally serves residential however, address new development. While traffic calming has predominantly been used in retrofit situations, it neighborhoods and industrial areas, is not a part of or reflected on Figure 5.5 Thoroughfare Plan . can also assist in slowing traffic to appropriate speeds in new development. The following are brief descriptions of the traffic calming “tools” that are appropriate on new streets. Designers should consider their use. Thoroughfare System Capital Improvement Plan Map

Neckdowns, Bulbouts or Curb Extensions. Neckdowns, bubouts or curb extensions are all names for Figure 5.6 Thoroughfare System, Capital Improvement Plan identifies new roadway corridors, roadway extending the sidewalk or curb line into the street and reducing the street pavement width. This tool calms traffic expansion and resurfacing projects, intersection improvements, and traffic signal upgrades that have been

Section 5 – Transportation Page 5 identified in various transportation studies. These projects and improvements are proposed to maintain, Road Extensions and Expansions preserve and/or improve roadway capacity to meet the existing and future travel demands of the community. 1. Far East N/S Arterial: This proposed arterial route utilizes Shales Parkway, Bode Road, Rohrson Road and Intersection Improvements Beverly Road. It provides a north-south corridor between IL State Routes 25 and 59., connecting US Route 20 and IL State Route 72. It would provide access to a future transit station site at Rohrson Road and IL A. Dundee Ave/Congdon Ave: This improvement would add turn lanes and upgrade signals to improve traffic State Route 58 along Metra’s proposed Star Line, and access to the Prairie Stone development in Hoffman flow though the intersection. Estates. B. Dundee Ave/Summit Street: This improvement aligns the east and west legs of the intersection, adds turn 2. Gifford Rd/Spaulding Rd: This improvement includes Gifford Road, Spaulding Road, and a portion of Bluff lanes, and upgrades signals to improve traffic flow through the intersection. City Boulevard extending between Gifford Road and US Route 20. Improvements will be needed to these C. US Route 20/Rose Ln: This improvement relocates the existing intersection, and adds turn lanes and roads to serve a future transit station at Spaulding Road along Metra’s proposed Star Line. signals to improve traffic flow through the intersection. The improvement also includes the elimination of a 3. Willard Ave: This improvement would upgrade Willard Avenue from a rural cross section roadway to an number of driveway access points along US Route 20, improving traffic safety along that stretch of the urban cross section roadway between Chicago Street and Villa Street. Willard Avenue functions as a highway. The south leg of the intersection will connect with a future transit station at Spaulding Road, along collector street between Bode Road and Bent Street. Metra’s proposed Star Line. 4. Bowes Rd: This improvement would extend Bowes Road from its present terminus in Fox Bluff Corporate D. US Route 20/Shales Parkway: This improvement would add turn lanes and upgrade signals to improve Center to IL State Route 31. traffic flow through the intersection, and include streetscape enhancements to improve the aesthetics of this 5. Far West N/S Arterial: This proposed arterial route could utilize Corron Road, Switzer Road, US Route 20 “gateway” intersection and the US Route 20 interchange. and Reinking Road. It provides a north-south corridor between Randall Road and IL State Route 47. It E. US Route 20/IL State Route 25: This improvement would add turn lanes, upgrade signals, and include could potentially link Interstate 88 and Interstate 90. streetscape enhancements to enhance the aesthetics and traffic flow through this “gateway” intersection to 6. US Route 20: The initial phase of this improvement includes intersection improvements at Nesler Road and Elgin. Streets within the limits of this improvement area include Bluff City Boulevard, Dwight Street, Grace Coombs Road, adding turn lanes; the termination of Plank Road, west of US Route 20; and signalization at Street, Lavoie Avenue, Liberty Street, and St. Charles Street. Nesler Road and Coombs Road. The long range improvement plan for US Route 20 involves widening the F. US Route 20/IL State Route 31: This improvement would add capacity to the interchange and upgrade two-lane road to a four-lane divided highway between Randall Road and IL State Route 23. A stretch of the signals to enhance traffic flow. The improvement could also involve the addition of north and southbound highway would be straightened, bypassing to the south of the Village of Pingree Grove. through lanes on the north leg of the interchange, and selected closures of cross streets near the 7. Coombs Rd: This improvement involves rerouting Coombs Road to the west around Udina. This would interchange. The improvement could also include streetscape enhancements at this “gateway” interchange. provide better spacing between the intersections of a number of roads (Coombs, Plank, Russell, US Route G. US Route 20/ McLean Blvd: This improvement would add capacity to the interchange and upgrade signals 20) which now all converge on Udina. In doing so, it would improve the development potential of the Udina to enhance traffic flow. The improvement limits also include Fleetwood Drive, Main Lane, Lillian Street, area as a mixed use center. Shepard Drive and Weld Road. The improvement could also involve selected street closures, additional 8. Stearns Road Bridge Corridor: The Stearns Road corridor is one of three new Fox River bridge crossings through and turn lanes at various locations, and streetscape enhancements at this “gateway” interchange. Kane County is pursuing to facilitate east/west traffic movement in the County, and to alleviate congestion H. US Route 20/Larkin Ave/Randall Rd: This improvement would add capacity and upgrade signals to on the existing bridge crossings. The Stearns Road corridor will provide an east/west link between enhance traffic flow through the interchange. The interchange design should explore opportunities to suburban areas located to the south and east of Elgin and the Randall Road and IL Route 47 corridors, via connect Larkin Avenue with Weld Road, west of US Route 20. The improvement could also include Stearns and McDonald Roads. landscape enhancements to improve the aesthetics of this “gateway” interchange. I. US Route 20/Nesler Road: This improvement adds turn lanes and, if warranted, signals to enhance traffic Transit System Plan flow through this intersection. A north leg to the intersection would be added with the planned Nesler Road extension north to Highland Avenue. In 2002, the City of Elgin joined other communities and Kane County in assessing transit opportunities in the J. US Route 20/Coombs Rd: This improvement adds turn lanes and signals to enhance traffic flow through county. The following is a summary of some of the findings and recommendations contained in the Kane this intersection. The improvement includes the closure of Plank Road at US Route 20, and the rerouting of County Transit Opportunity Assessment Study , which are applicable to Elgin. Also described are Plank Road traffic to the new intersection at Coombs Road and US Route 20. recommendations from the regional transportation plan prepared by the Chicago Area Transportation Study K. Randall Rd/Royal Blvd: This improvement would add turn lanes and signal upgrades to enhance traffic flow (CATS), called Shared Path 2030 . through this intersection. L. IL State Route 31/Wing St: This improvement would add turn lanes and signal upgrades to enhance traffic Transit service in Elgin is provided by the following agencies: flow through this intersection. The improvement includes additional right-of-way acquisition, which will result in expanded open space IL State Route 31 (State Street) and views of the Fox River. • The River Division of Pace, the suburban bus division of the Regional Transportation Authority (RTA), M. Randall Rd/Holmes Rd: This improvement would include an east leg to the intersection when Holmes Road provides fixed route bus service, dial-a-ride paratransit service, and vanpool/subscription service for Elgin is extended, and signalization. residents and businesses. In addition to Elgin, the Pace River Division provides service to Carpentersville, N. Randall Rd/Hopps Rd: This improvement would include the compete reconstruction of the Randall East and West Dundee, South Elgin, St. Charles, and Geneva. Road/Hopps Road intersection and signal upgrades to improve traffic flow. Kane County is also • Metra, the commuter rail division of the RTA, provides daily passenger rail service for the greater Chicago contemplating improvements to grade separate Randall Road from the rail line located to the south of the metropolitan area. The three Metra stations in Elgin board and alight approximately 2,984 riders per intersection. weekday. Most of these riders are commuting to and from places of employment in downtown Chicago.

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ƒilver2qlen2‚d —nd2hesign2quidelines gity2of2ilgin gommunity2hevelopment2qroup Pace Transit Service Roadways should be designed to accommodate the transit service. Developments with grid or interconnected street systems are preferred. A central collector street running through the residential development can be Pace is continually tailoring its service to meet the ever-changing demands of the suburban traveler in an effort incorporated to allow residents access to transit and to provide a direct transit route. Particular attention must to provide better service for its customers, increase ridership levels, and help reduce the traffic congestion be given to linking the walkway system to the transit route. suburban areas are experiencing. However, public transit is not achieving the levels necessary to reduce congestion in many areas. Part of the problem lies in the fact that suburban travelers generally prefer private Bicycle routes can and should be provided for within residential developments and neighborhoods to encourage automobiles. To encourage ridership, Pace must be competitive in terms of travel time, comfort, convenience, the use of bicycles for commuting purposes. Bicycle routes should be linked to transit stops to provide cyclists and cost as compared to the automobile. with access to public transportation. Convenient bicycle parking can be offered at some transit stops and at park-and-ride facilities. Presently, the Pace bus system operates from a central transfer point in downtown Elgin. This is known as a pulse system, since the buses arrive and leave the central station at generally the same time. There are no Park-and-ride facilities can be provided at appropriate transit service points to concentrate transit riders, opportunities to transfer buses, except at the central station. This limits the coverage and value of the system in particularly those from low density developments that do not support regular transit service. These convenient the community. collection and transfer points provide a means for transit users to access fixed bus routes, express bus and subscription bus operations. These locations can also be used to consolidate riders participating in vanpools As Elgin grows, the City should continue dialogue with Pace to develop a circulator bus transit system which will and carpools. allow the transfer at various points between buses operating on different routes. This would provide better service throughout the planning area and growing city. The centers and corridors strategy described and Commercial Land Use depicted in Section 3 Community Form provides a framework upon which to build a logical system of transfer points and the circulation corridors for individual bus routes. Each of the centers identified on Figure 3.4 Land Clustered retail establishments and community shopping centers rather than strip retail development are Use Plan should be candidates for Transit Oriented Development. preferred for vehicular and pedestrian shopper convenience, as well as traffic reduction. Clustered retail establishments share parking facilities thereby reducing the number of curb cuts otherwise needed to access Development around transit promotes compact development, multiple rather than single uses, a pedestrian individual parking facilities. By minimizing curb cuts, vehicle turning movements are restricted to a few orientation, and attention to civic uses. Successful development around transit also demands a new form of locations. This enhances traffic flow and decreases conflicts with transit stops. community building that not only supports and encourages transit use, but also transforms the surrounding area into a place where people want to invest, live, work, shop and visit. By clustering retail establishments and placing entrances close to the street, transit can serve a number of businesses at one stop. This can improve transit operations and traffic flow. To reduce frequency of trips to Transit oriented development can provide the community and area residents with many benefits, including: larger regional commercial centers, convenience shopping establishments can be located within close proximity • A pedestrian oriented environment. to residential areas. • Decreased automobile trips and traffic congestion, leading to reduced travel times for commuters and improved access for emergency and municipal services. Larger community shopping centers should be designed to allow access by transit vehicles. Internal road • A quality of life that appeals to residential and business communities since access to transit is enhanced, networks that serve these larger commercial centers should be designed to accommodate transit vehicles and passenger convenience and comfort are improved, and needed services and workplaces are more provide convenient access to major retailers. accessible by public transportation. • Reduced environmental impacts from air pollution, roadway expansions into open space and excessive Office and Industrial Land Use energy consumption. Site and building design features can be incorporated into office and industrial developments to provide Pace has developed a manual, Pace Development Guidelines , to encourage transit oriented development employees with more effective, convenient access to transit service. Building placement, walkway layout and designs. The manual is intended for use by municipalities and individuals in the development and business roadway design are important factors to consider. communities who are interested in reducing traffic congestion and facilitating a regional development process. Metra Commuter Rail Service Residential Land Use Elgin is served by three commuter rail stations on the Metra Milwaukee District/West Line: National Street, In residential developments, transit accessibility and serviceability can be enhanced by minimizing travel Chicago Street, and Big Timber. The Chicago Street commuter station is located adjacent to the central transfer distance to transit service, by providing direct walking and bicycling routes to transit stops, and by allowing for point for the Pace fixed route bus system. transit services in appropriate locations within a development. Walking distances should not exceed one-quarter to one-half mile to a transit stop. The Metra rail network operates as a suburb-to-city system. The Milwaukee District West Line presently Walkway systems should provide pedestrians with direct connections to transit stops. Route identification signs operates between its westerly terminus at the Big Timber Station and its easterly terminus at Union Station in providing route and scheduling information can be provided at transit stops to make the commuter system more Chicago. Metra is considering the potential westerly extension of the West Line through either Gilberts to the visible to potential users. Huntley area, or through Pingree Grove to the Hampshire area.

Section 5 – Transportation Page 11 Metra is also considering providing inter-suburban service utilizing the EJ&E rail line which links northwest Business • Primarily convenience type • Includes larger scale, possibly high-end Indiana with Waukegan, through Joliet, Aurora and Elgin. A stretch of this “Outer-Circumferential Commuter shops and services specialty retail and entertainment venues Line” is proposed to be utilized for the “STAR Line”, which would link Joliet, Aurora, Elgin, the suburban • Neighborhood level uses also • Convenience-type shops and services communities, and major economic and business centers along its route with O’Hare Airport. catering to commuters are in close proximity to the station site • Newsstands, and commuter parking Like Pace, Metra encourages transit oriented land use and design in and around existing and proposed restaurants/coffee shops, fast- • Caters to daytime and evening commuter station sites to maximize the community development opportunities provided by the presence of their food, photo-finishing, video populations facilities and services. These stations are valuable community resources. The potential fiscal and quality of life rental, dry-cleaners, benefits of commuter stations warrant detailed land use planning and design considerations for the site and the barber/beauty shops, surrounding area. convenience retail, banks/ATM’s, auto service, The positive influence of commuter rail stations extends to local and area residents, and area businesses. day care Some of the benefits are quantifiable, others are not. For example, residents and businesses in close proximity Civic and Cultural • Library, theater, art center, • Includes the same types of uses as in to station sites use them as landmarks to describe their locations. For others, the station sites and commuter post office, and government moderate density areas, but at a larger trains are simply a part of the fabric of the community. offices scale Other Uses • Professional offices • Includes general business offices Commuters find that businesses located near station sites are desirable for their convenience and the opportunity to combine commuting and shopping trips. Another benefit can be the increased land value of Figure 5.7 Transit System Plan shows existing and proposed improvements to the transit systems operated by transit supportive residential development located in proximity to a commuter station. Pace and Metra. Existing facilities include the Pace Central Transfer Station, and Metra stations located at

National Street, Chicago Street, and Big Timber Road. The plan also identifies general areas within which Economic development opportunities exist in station areas where commercial and residential land use is not transit oriented patterns of development should be encouraged. Proposed improvements and expansion of the fully developed. Taking full advantage of these opportunities can result in an increased tax base and transit systems serving Elgin and the surrounding area include the following: employment, relief for crowded transit facilities, and better access to public transportation.

Pace – Relocation of the Central Transfer Station. The City of Elgin and Pace are considering potential sites The area within one-half mile of a station site generally has the most significant interaction between commuters to relocate the central transfer station. Opportunities may exist to develop an intermodal facility providing for the and businesses located around the station site. Land use and development considerations within this walkable convenient transfer between Pace bus service and Metra commuter rail service. area can vary depending on the location of the station site. High levels of ridership can be achieved with community design characteristics that are common in both established and new station areas. The following Pace – Bus Circulator System. This system would replace the existing “pulse system” which operates from table lists characteristics which differentiate strategies between station sites located in moderate density the central transfer station in downtown Elgin. Instead, it would create a “circulator system” organized around neighborhoods and higher density center city areas: the “centers and corridors” transportation/land use strategy depicted on Figure 3.4 Land Use Plan .

Table 5.3 Land Use Characteristics in Commuter Rail Station Areas (1/2 Mile Radius) Metra – Outer Circumferential Line. The proposed use of the Elgin, Joliet and Eastern Railway corridor would Land Use Moderate Density Neighborhood Higher Density Neighborhood provide commuter service to communities in Lake, Cook, Kane, DuPage and Will Counties in Illinois. This • • General Primarily single family homes Reflects downtown areas which function proposed commuter line would link Waukegan, Elgin, Aurora, Joliet, and northwest Indiana. It provides inter- Description with some medium density as mixed use centers suburban connectivity to complement Metra’s existing suburb-to-city routes. • multiple family residential Mixed use development is highly • Neighborhood level service supportive of commuter rail Metra – STAR Line. The proposed STAR Line utilizes a segment of the proposed Outer Circumferential Line and retail businesses enhance • Higher proportion of multiple family and a proposed new Northwest Corridor Segment to provide a direct commuter rail link between suburban the convenience of the station residential and mixed use developments communities and O’Hare Airport. • Larger scale retail, business, civic and cultural uses Metra – Milwaukee District West Line. This proposed extension of the Milwaukee District West Line would • Potential to offer “reverse commute” extend commuter rail service to Huntley, Marengo, and possibly Rockford. An alternative West Line extension opportunities would extend commuter rail service west to Pingree Grove and Hampshire. Residential • Primarily single family at 3 to • Higher percentage of multiple family 5 units per acre dwellings • Contains some low- to mid- • Contains mid- to high-rise structures Bicycle and Pedestrian System Plan rise multiple family structures reaching densities of 60 units per acre at densities of 8 to 30 units • Can include some single family, attached Bicycling and walking offer advantages over using other modes of transportation. Bicycles are cheaper to per acre and detached purchase, they do not burn fossil fuels, and they do not pollute. Cycling is faster than walking and healthier than

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ƒilver2qlen2‚d gomprehensive2€l—n —nd2hesign2quidelines gity2of2ilgin gommunity2hevelopment2qroup riding in a motorized vehicle. Walking is the cheapest, cleanest and simplest form of transportation, but requires Group C are children and pre-teen riders whose roadway use is initially monitored by adults. They the most amount of time, so distances traveled are generally shorter than any other mode. Both bicycling and often travel slower and less directly than others, and require a designated right-of-way and walking, when coordinated with transit, have increased range and functionality. calm, alert traffic. Where possible, these riders should use off-road facilities for maximum safety. Purpose of the Bicycle and Pedestrian System Plan Cyclists, as vehicles, are allowed full use of most roadways, and must abide by the same general rules as motor The purpose of the Bicycle and Pedestrian System Plan is to provide a framework and guidance for the vehicles. All cyclists require safe space in which to operate, a continuous route between destinations, and development of facilities and other accommodations to enhance safe bicycling and pedestrian travel throughout appropriate signage to guide them as they travel. Cyclists need to be visible to motor vehicle traffic and the Elgin planning area. This plan offers recommendations for both physical improvements and programs aimed pedestrians. Safe zones to stop and rest are useful for every rider type. Secure parking is necessary at at improving bicycle and pedestrian facilities and safety. destinations to make sure the bicycle can provide a return trip.

Existing Bicycle System Pedestrians are generally moving on foot. However, the category also includes people pushing strollers, in wheelchairs, walking pets, skating and jogging. Pedestrians range from toddlers to the very elderly, and include There is a growing system of regional bicycle facilities, which provides opportunities to link Elgin with all social groups. Every trip begins and ends as a pedestrian action. neighboring communities, the greater Chicago metropolitan area, and areas beyond. Kane County recently adopted a Bicycle and Pedestrian Master Plan . DuPage County has been implementing a similar plan for a Pedestrians can be grouped similar to bicyclists, but the classifications have less effect on facility design. number of years. The Chicago Area Transportation Study is now engaging communities to develop a region- Commuters walk daily to work or school, and require reasonably direct routes to keep travel times down. wide bicycle system plan. General pedestrians include all people who are walking through commercial areas, to a friend’s house, and typically on short purposeful trips. Special needs pedestrians include children and those with impairments. This Existing and proposed regional trails serving Elgin include the following: group may require special facilities or assistance when traveling. Facility improvements for this group generally benefit all pedestrians. The Fox River Trail is a 35-mile long trail which runs along the Fox River. It extends from Crystal Lake in McHenry County to the Village Of Oswego in Kendall County. It offers direct connections to numerous other Safety is the primary need for pedestrians, who are often exposed to the dangers of traffic (including bicycles). trails. A safe system includes designated separate space for pedestrians that is free of obstacles and keeps pedestrians visible to other traffic. The width and surface of pedestrian facilities is important depending on The Elgin Branch of the Illinois Prairie Path extends along the former Chicago, Elgin and Aurora Railway setting. In most areas, two people walking together should be able to pass a third person comfortably, and between Elgin and Wheaton. The Illinois Prairie Path was one of the first shared use trails in the nation. different walking speeds should be possible. In areas with more intense pedestrian use, sidewalks and pedestrian facilities should be wider. The Grand Illinois Trail is a proposed 475 mile loop trail from Lake Michigan to the Mississippi River. Over 250 miles of this trail loop use existing regional trails. A segment of this trail loop utilizes the Elgin stretches of the Locating Bicycle and Pedestrian Routes Fox River Trail and the Illinois Prairie Path. The basic concept of this plan is to connect destinations with bicycle and pedestrian facilities so that use of The Mid-County Trail will eventually link the Burnidge-Paul Wolff Forest Preserve with the Virgil Gillman Trail in these modes of travel is possible throughout the city. Routes are generally selected by the density of services Aurora. This trail system runs west of and generally parallels Randall Road through Kane County. and residents they connect and the usage of the corridor connecting them. Connections to existing sidewalks, bicycle lanes, and multi-use trails are also important. Several surrounding communities and townships are also working to develop or implement bicycle The procedure for planning and designing a bicycle facility is as follows: accommodations, including Bartlett, Gilberts, Hoffman Estates, South Elgin, and Dundee Township. 1. Select the type of bicyclist the facility is intended to serve; A, B or C, or a combination of these. User Types and Needs 2. Select the appropriate roadway design treatment or type of facility for the users group. 3. Design the facility in accordance with AASHTO Guidelines. Bicyclists can generally be grouped into three categories: Routes are determined and classified based on: connectivity to destinations, roadway geometry and Group A are advanced bicyclists with experience who can operate under most traffic conditions. They classification, safety concerns, current usage, and availability of alternate routes. The following principles use a bicycle like a motor vehicle, and want fast, direct access to destinations. They are represent a set of ideals which should be incorporated, to some degree, into the location and design of bicycle comfortable riding with most vehicular traffic. facilities:

Group B are basic bicyclists who are casual or new adult and teenage riders with less confidence in Continuity: Incomplete street networks restrict continuous bicycle travel. Bikeways should be located their ability to operate in traffic without special accommodations for bicycles. They prefer to on roads which offer good continuity. ride on low traffic streets or on a right-of-way designated for bicycle use. Directness: Bikeways should lead to destinations without wandering too far off course.

Section 5 – Transportation Page 15 Access: Bikeways should be accessible to the intended users. Multi-Purpose: The pedestrian environment should be a place where public activities are encouraged. Commercial activities such as dining, vending and advertising may be allowed when they Traffic Volume More of either requires more intense bicycle facilities. do not interfere with safety and accessibility. and Speed: Economical: Sidewalks, pathways, crosswalks, and other pedestrian facilities should be designed to Street Width: Street width is vital to bicycle safety, and need depends on vehicular traffic. achieve the maximum benefit for their cost, including initial cost and maintenance cost as well as reduced reliance on other modes of transportation. Pedestrian improvements in Safety: The fact that a street may pose significant accident potential to bicyclists should not the right-of-way should stimulate, reinforce, and connect with abutting private eliminate it from the proposed system. Accident potential can be minimized through facility improvements. design. Inexperienced bicyclists will not feel comfortable on high traffic roadways, but experienced bicyclists may prefer these facilities because of directness. Bicycle System Plan

Trucks and Buses: Trucks and large vehicles adversely affect bicycle travel due to their width and A detailed Bicycle System Plan should be developed with community and neighborhood input. Figure 5.8 aerodynamics. Buses often use the right portion of the street to pick up and drop off Bicycle System Plan shows existing and proposed elements of the regional and county network of bike paths, passengers. Streets with high volumes of either trucks or buses should be avoided if as well as, a conceptual system of local bike lanes, routes, and paths. possible. Goals, Objectives , and Policy Statements On-Street Parking: Where it may be necessary to designate bikeways along streets with on-street parking,

design measures should be used to minimize conflicts.

Goal T-1: Provide a balanced, multi-modal transportation system for the City of Elgin that supports the safe Attractiveness: Scenic value is particularly important to recreational bicyclists, and facilities should be and efficient movement of people and goods. located in scenic areas to the extent practical. Greenways should be included as a part of

the bicycle network.

Objective T-1.1 Provide viable options for the movement of people and goods. Maintenance: Bicycle facilities should be located in areas where they can be regularly and easily

maintained. Policy T-1.1a Implement strategies to manage congestion.

The following principles represent a set of ideals which should be incorporated, to some degree, into the location Policy T-1.1b Enhance the safety of all current and future travel modes. and design of pedestrian facilities :

Policy T-1.1c Balance mobility and accessibility needs among travel modes. Safety: Sidewalks, pathways and crosswalks should be designed and built to be free of hazards,

and to minimize conflicts vehicular and bicycle traffic. Policy T-1.1d Establish performance standards for all modes.

Access: Sidewalks, pathways and crosswalks should be accessible to all pedestrians by Policy T-1.1e Encourage the development and implementation of new technologies for traffic control, accommodating the needs of people regardless of age or ability. traffic information systems, public transit, and goods movement.

Connections: The pedestrian network should provide continuous, direct routes between destinations, Policy T-1.1f Support the planning and development of a balanced multi-modal transportation system including homes, schools, commercial areas, public facilities, recreation opportunities, and that provides equal convenience and accessibility to all modes of travel. transit.

Objective T-1.2 Design and build a thoroughfare system that learns from and builds on the past. Easy to Use: Sidewalks, pathways and crosswalks should be designed so pedestrians can easily find a

direct route to a destination and delays are minimized. Policy T-1.2a Coordinate with State and County transportation departments to complete the

Thoroughfare System Plan. Inviting: Good design should enhance the look and feel of the pedestrian environment. The

pedestrian environment includes open spaces such as plazas, courtyards and squares, as Policy T-1.2b Ensure that limited access arterial roadways do not create barriers to other modes of well as, building facades that frame the street. Amenities such as street furniture, banners, transportation and that the designs provide crossings for pedestrian and bicycle travel. art, decorative landscaping, historic elements, and cultural references promote a sense of In addition, evaluate the potential for bicycle and pedestrian facilities paralleling limited place. access arterial roadways.

Policy T-1.2c Develop and maintain a roadway network consistent with the Thoroughfare System Plan.

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8 py‚iƒ„2€‚iƒi‚†i 8 8 gity2of2ilgin gommunity2hevelopment2qroup Policy T-1.2d Develop the roadway network consistent with the functional classifications presented in Objective T-1.6 Create a transportation system that is accessible to all users. the Thoroughfare System Plan. Policy T-1.6a Consider the needs of the entire community and the special needs of the elderly and Policy T-1.2e Continue ongoing street widening and improvement programs, and maintain state of the people with impaired mobility in the planning and design of the transportation system. art traffic signal control in anticipation of future demands, and to provide the most efficient traffic flow. Policy T-1.6b Design transportation facilities to be in conformance with standards established in the Americans for Disabilities Act. Objective T-1.3 Improve accessibility, availability, efficiency, and viability of public transportation systems for all users. Policy T-1.6c Enhance inter-modal access for persons with impaired mobility. Ensure that people with disabilities are provided equal access to work, home, and community destinations. Policy T-1.3a Continue to provide a variety of paratransit services, which primarily serve the elderly and the disabled. Objective T-1.7 Ensure existing elements of the transportation system are conserved through adequate maintenance and preservation. Policy T-1.3b Coordinate with PACE and METRA to expand transit services to Elgin residents. Policy T-1.7a Monitor the condition of all transportation facilities including roads, transit, bicycle and Policy T-1.3c Develop transfer facilities and/or park-and-ride lots as needed to make transit ridership pedestrian facilities. safe, comfortable, and convenient.

Policy T-1.3d Work with PACE to develop local system of bus circulators to provide better connectivity Goal T-2: Develop and implement a plan that builds on the character of the community, is sensitive to the between neighborhoods and activity centers in Elgin. environment, and enhances the quality of life today and in the future.

Objective T-1.4 Create a comprehensive system of bicycle facilities, programs, and services. Objective T-2.1 Establish guidelines and standards to enhance the land use/transportation connection. Policy T-1.4a Accommodate bicyclists on street rights-of-way consistent with the type of street, potential demand for cycling, safety, and an adopted Bicycle System Plan. Policy T-2.1a Develop guidelines and regulations to promote and allow pedestrian-character and transit-oriented development and revitalization. Policy T-1.4b Develop an interconnected network of bicycle routes and shared-use paths along stream corridors, utility corridors and roadway rights-of-way to link residents with regional trails, Policy T-2.1b Discourage or restrict cut-through vehicular traffic through residential neighborhoods recreation facilities, schools, shopping and employment areas, and transit services while maintaining pedestrian and bicycle access. throughout the Elgin planning area and into neighboring jurisdictions. Policy T-2.1c Encourage the location of higher density land uses at activity centers where a variety of Policy T-1.4c Develop bicycle parking standards for new development and redevelopment projects. transportation options can be provided.

Policy T-1.4d Use nationally and regionally recognized standards and guidelines for the planning, Policy T-2.1d Support the integration of transportation and land use planning processes and programs. design, and construction of bicycle facilities. Policy T-2.1e Locate greater residential densities near major employment centers to reduce travel Objective T-1.5 Create an efficient, inviting environment for pedestrians. demand and to maintain air quality.

Policy T-1.5a Adopt design standards and codes that improve the pedestrian environment. Policy T-2.1f Locate a broad mix of housing options close to employment centers to reduce home to work trip lengths. Policy T-1.5b Encourage pedestrian use and safety by providing sidewalks that are detached from roadways, along with street trees and benches where appropriate. Policy T-2.1g Discourage the development of new strip commercial areas and focus future activity to create a more clustered pattern of commercial development that minimizes trips. Policy T-1.5c Develop multi-use paths along stream corridors, utility corridors, and in parks to improve pedestrian circulation. Policy T-2.1h Encourage infill and redevelopment to accommodate a portion of the expected growth Policy T-1.5d Maintain easy and inviting pedestrian access from commercial and residential and to utilize existing transportation infrastructure. developments to transit connections. Policy T-2.1i Encourage mixed-use development where such areas act as buffers and where Policy T-1.5e Provide direct and convenient pedestrian connections. opportunities exist for the creation of activity centers.

Section 5 – Transportation Page 19 Objective T-2.2 Maintain and enhance neighborhood integrity and identity when planning, designing, and Policy T-3.2d Begin an active marketing program for the use of alternate transportation modes. constructing transportation improvements. Objective T-3.3 Coordinate the planning for the existing and future transportation system with Policy T-2.2a Provide connection between neighborhoods, schools, parks, and areas of the community neighboring communities and jurisdictions. without using arterial streets. Policy T-3.3a Coordinate long-range transportation planning activities by participating in regional Policy T-2.2b Minimize physical barriers between neighborhoods and subdivisions, such as fences and planning efforts. Coordinate transportation facilities and improvements with development walls. activities, both public and private, and with regional transportation and land use plans.

Policy T-2.2c Design new local and collector streets to reduce travel speeds and cut through traffic in Policy T-3.3b Coordinate with affected county, state and federal agencies, local governments, and neighborhoods. providers of transit services to ensure the timely provision of required improvements, programs and services. Policy T-2.2d Provide for appropriate traffic calming measures to address speeding and cut through traffic in neighborhoods. Policy T-3.3c Coordinate with neighboring municipalities and other jurisdictions to ensure consistent planning and network continuity for all modes of travel. Objective T-2.3 Develop transportation facilities that are compatible with the surrounding neighborhoods, the natural landscape and open space. Objective T-3.4 Utilize the Transportation Plan as the foundation for decision making in transportation related issues. Policy T-2.3a Establish guidelines related to the visual appearance (aesthetics) of transportation facilities, and to the incorporation of design features that give identity to neighborhoods Policy T-3.4a Provide policy direction to elected officials, advisory bodies, and staff in transportation and natural features. related issues.

Policy T-3.4b Use the Transportation Plan for the following: Goal T-3: Provide an open, objective, and credible process for planning and developing a transportation system that complies with federal, state and county regulations and is • Review and revise existing transportation design standards; responsive to the community. • Require new development to provide its fair share of transportation right-of-way and infrastructure; • Identify measures and programs to enhance mobility for all travel modes; Objective T-3.1 Involve citizens in the planning of the transportation system – ensuring plans address • Prioritize projects in the Five-Year Capital Improvement Program; and public values and have the flexibility to respond to changing needs. • Establish funding and project construction priorities.

Policy T-3.1a Establish a Transportation Commission to review transportation related projects and policies in an open, public forum, and to advise the City Council (reference Appendix). Goal T-4: Develop a transportation plan that can be funded and that reflects responsible use of public funds. Policy T-3.1b Maintain information on transportation projects and meetings on the City of Elgin website. Objective T-4.1 Develop innovative and sound funding policies to implement the Transportation Plan. Policy T-3.1c Seek citizen input on transportation issues, projects, and programs. Policy T-4.1a Continue to pursue outside funding sources. Policy T-3.1d Identify ways to obtain public input on transportation priorities in preparing the Five-Year Capital Improvement Program. Policy T-4.1b Establish the operations and maintenance of the existing transportation system as a priority for funding before investing in new infrastructure. Objective T-3.2 Educate and involve the public and policy makers in developing our transportation system. Objective T-4.2 Establish funding priorities to guide the timing and sequencing of transportation Policy T-3.2a Develop transportation related information and educational programs for distribution to improvements. the public. Policy T-4.2a Continue to evaluate the transportation system in keeping with current needs and Policy T-3.2b Establish a presence at City sponsored events. desires.

Policy T-3.2c Provide adequate resources to support a transportation safety education program. Policy T-4.2b Conduct an annual review of transportation projects to validate priorities.

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Policy T-4.3c Provide for ongoing funding for streets dedicated to long-term maintenance and reconstruction of the community’s transportation facilities.

Objective T-4.3 Ensure new growth and development projects pay for their fair share of transportation infrastructure costs.

Policy T-4.3a Address access and roadway needs for all new development. Identify the cost and responsibility for all related transportation facility improvements.

Policy T-4.3b Continue to require developers to make their fair-share contributions for transportation facility improvements.

Goal T-5: Provide the transportation system to support planned economic development and vitality.

Objective T-5.1 Support desired economic development and tourism.

Policy T-5.1a Provide a balanced transportation system to support the economic viability of the City.

Policy T-5.1b Provide gateway treatments along transportation corridors at the corporate limits to highlight the entrances to Elgin.

Policy T-5.1c Provide wayfinding signage as needed to direct residents and visitors to activity centers, destination sites, and parking.

Objective T-5.2 Provide for goods movement.

Policy T-5.2a Design arterial streets to accommodate freight traffic.

Policy T-5.2b Provide transportation infrastructure for the movement of freight and goods via automobile, truck, rail, air, fiber optics, or pipeline.

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