2019 DSATS Active Transportation Plan Draft Plan as of: June 3, 2019

DeKalb Sycamore Area Transportation Study DeKalb County 6/12/2019

ACTIVE TRANSPORTATION SUBCOMMITTEE Amy Doll, DeKalb Park District (Chair) Joel Maurer, Live Health DeKalb County (Vice-Chair) Zac Gill, City of DeKalb Tammy Carson, DeKalb School District Lisa Gonzalez, DeKalb County John Heckmann, NIU Kevin Moore, NIU Student Association Mark Bushnell, City of Sycamore Daniel Gibble, Sycamore Park District Nancy Copple, Sycamore School District Max Sinclair, VAC

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TABLE OF CONTENTS

Introduction to the DeKalb-Sycamore Area Transportation Study ...... 1 Overview ...... 1 The Active Transportation Plan ...... 2 Goals and Objectives ...... 3 Purpose Statement: ...... 3 GOAL 1: Complete the 2019 DSATS Active Transportation Plan ...... 3 GOAL 2: Encourage Collaboration ...... 3 GOAL 3: Develop Best Practices ...... 4 GOAL 4: Consistently and routinely update the DSATS Active Transportation Plan ...... 5 Transportation Performance Management (TPM) ...... 6 Safety Performance Management (PM1) ...... 6 DSATS Active Transportation Goals and Objectives Performance Measures ...... 7 Definitions ...... 8 Bikeway ...... 8 Bicycle Facilities ...... 8 Active Transportation in DSATS Communities ...... 13 Town of Cortland ...... 13 City of DeKalb ...... 18 DeKalb Park District ...... 20 DeKalb County ...... 44 City of Sycamore ...... 60 Sycamore Park District ...... 67 Existing Facilities ...... 68 Regional Active Transportation Facilities ...... 71 Cortland Area Active Transportation Facilities ...... 76 DeKalb Area Active Transportation Facilities ...... 77 Sycamore Area Active Transportation Facilities ...... 90 NIU Area Active Transportation Facilities ...... 99 Safety ...... 100 Bicycle and Pedestrian Crashes by Injury ...... 101 Bicycle and Pedestrian Crashes by Crash Type ...... 102 Visibility of Cyclists and Pedestrians ...... 103 Actions Taken by Cyclists and Pedestrians ...... 104 Type of Location Where Bicycle or Pedestrian Crash Occurred...... 105 Lighting Conditions Where Bicycle or Pedestrian Crashes Occurred ...... 106 Conclusions ...... 107

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Public Involvement ...... 108 Initial DSATS Active Transportation Plan Public Outreach ...... 108 Sycamore Park District’s long-range planning FOR ACTION 2020: ...... 111 Final DSATS Open Houses and Public Comment ...... 111 Recommendations ...... 116 Policies & Programs ...... 116 DSATS Active Transportation Projects ...... 118 Programmed Projects ...... 121 Planned Projects ...... 127 Potential Projects ...... 150 Recommended State Roadway Projects ...... 171 Estimated Project Costs ...... 173 Funding Mechanisms ...... 174 FAST Act Funds ...... 174 MAP-21 Funds ...... 174 Recreational Trails Program (RTP) ...... 175 Surface Transportation Program (STP) ...... 175 People for Bikes ...... 175 Federal Transit Administration (FTA) ...... 175 Bibliography ...... 177 Appendix A. Programming Resources ...... I Walk to School Day ...... I Bike and Dine ...... I Shop by Foot or Bike ...... I Open Streets ...... I Bike Rodeo ...... I Municipal Staff Cycle Training ...... I Bicycle Ambassadors ...... I Walk and Bike Friendly Recognition ...... I Walk Friendly Communities ...... I Targeted Enforcement ...... II Appendix B: Bicycle Parking Recommendations ...... III Location and Design Elements ...... III

Table of Charts Chart 1. Cyclist and Pedestrian Crashes by Type of Injury ...... 101 Chart 2. Cyclist and Pedestrian Crashes by Crash Type ...... 102 Chart 3. Cyclist and Pedestrian Crashes by Cyclist and Pedestrian Visibility ...... 103 Chart 4. Cyclist and Pedestrian Crashes by Actions Taken ...... 104

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Chart 5. Cyclist and Pedestrian Crashes by Type of Location ...... 105 Chart 6. Cyclist and Pedestrian Crashes by Lighting Conditions ...... 106 Chart 7. How Safe is Active Transportation? ...... 110 Chart 8. Why do you use the Active Transportation System? ...... 110 Table of Figures Figure 1. Typical Signed Shared Route Signing ...... 9 Figure 2. Sample Bike Route Signage ...... 9 Figure 3. Sharrow Marking ...... 10 Figure 4. Illustration - Restriping for a Wide Curb Lane ...... 12 Figure 5. Funding Sources Identified by Focus Group ...... 23 Figure 6. Artist at Afton Forest Preserve ...... 46 Figure 7. Girl Walking Under the Railroad Bridge in Genoa...... 46 Figure 8. Canoers on the South Branch of the Kishwaukee River...... 48 Figure 9. Cyclists Using a Paved Shoulder...... 49 Figure 10. Railroad Corridor Between Shabbona and Hinckley...... 50 Figure 11. Railway Corridor Between Genoa, Kirkland, and Kingston...... 50 Figure 12. Trail Etiquette Sign ...... 51 Figure 13. A Well Cared For bicycle in Shabbona...... 52 Figure 14. Equestrians at Potawatomi Woods Forest Preserve...... 52 Figure 15. Snowmobilers on Winter Trail...... 53 Figure 16. Trail Accessibility For Everyone...... 54 Figure 17. Russell Woods Bridge...... 55 Figure 18. Cross-country Skier on a DeKalb County Trail...... 56 Table of Images Image 1. Example of Bike Lane ...... 8 Image 2. Sharrowed Road on Colonial Drive in DeKalb ...... 10 Image 3. Shared-Use Path on Annie Glidden Road ...... 10 Image 4. Paved Shoulder on IL-23 South of Harvestore Drive ...... 11 Image 5. Example of Sidewalk on NIU Campus ...... 12 Image 6. Example of a Wide Curb Lane ...... 12 Image 7. Peace Road Trail North of Mercantile Drive...... 71 Image 8. Peace Road Trail Crosswalk on West Prairie Drive ...... 71 Image 9. Great Western Trail at Old State Road (original entrance to Trail) ...... 72 Image 10. Great Western Trail Crosswalk to GWT Trail Extension: Stone Prairie Trail ...... 72 Image 11. Airport Road Trail at Sycamore Park District Sports Complex ...... 73 Image 12. Airport Road Trail at Sycamore Park Entrance ...... 73 Image 13. Stone Prairie Trail Crosswalk at Jim Drive ...... 74 Image 14. Great Western Trail Entrance in the Sycamore Forest Preserve ...... 75 Image 15. Bike Racks in the Sycamore Forest Preserve ...... 75 Image 16. McPhillips Park Entrance on North Aspen Drive ...... 76 Image 17. View of Trail Inside Cortland Park ...... 76 Image 18. Entrance to Cortland Park ...... 76 Image 19. Cortland Park Trail Looking North Towards West Cortland Road ...... 76 Image 20. McPhillips Park Entrance on West Prairiefield Avenue ...... 76 Image 21. 1st Street Bike Route near Kishwaukee Kiwanis Trail ...... 77 Image 22. 1st Street Bike Route near Dresser Road ...... 77 Image 23. Annie Glidden Trail at Entrance to Kishwaukee Kiwanis Trail on Annie Glidden Road ...... 78 Image 24. Bethany Road Trail near Fairway Oaks Drive ...... 79

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Image 25. Terminus of Bethany Road Trail by the Bridges of Rivermist Subdivision ...... 79 Image 26. DeKalb Circle Route on Taylor Street near the Beginning of the Kishwaukee Kiwanis Trail ...... 80 Image 27. Sharrows and Bike Route Sign on Colonial Drive ...... 80 Image 28. Devonaire Farms Subdivision Trail Crossing Knolls Street West ...... 81 Image 29. Walker on Trail by Devonaire Parkway ...... 81 Image 30. Devonaire Farms Subdivision Trail along South Malta Road ...... 81 Image 31. Dresser Road Trail West of 1st Street ...... 82 Image 32. Fairview Drive Trail along DeKalb Kiwanis Park ...... 83 Image 33. Fairview Drive Trail near Monticello Drive...... 83 Image 34. UPRR Underpass on New Kishwaukee River Trail from the NIU Lagoon to Prairie Park ...... 84 Image 35. Kishwaukee Kiwanis Trail Crossing Taylor Street ...... 84 Image 36. Kishwaukee Kiwanis Trail West of 1st Street ...... 84 Image 37. Kiwanis Trail West of Trail Bridge in Hopkins Park ...... 84 Image 38. Knolls at Prairie Creek Subdivision Trail ...... 86 Image 39. Knolls at Prairie Creek Subdivision Trail in Mason Park at Larson Lake ...... 86 Image 40. Macom Drive Trail ...... 87 Image 41. DeKalb Nature Trail near 1st Street ...... 88 Image 42. Old Rail Trail by DeKalb County Highway Department ...... 89 Image 43. Old Rail Trail Crossing County Farm Road ...... 89 Image 44. West-end of Sycamore Bike Route on Borden Avenue, Connecting to the Peace Road Trail South ...... 90 Image 45. Sycamore Bike Trail Turns Left from Borden Avenue to Park Avenue ...... 90 Image 46. Signalized Crosswalk on Brickville Road ...... 91 Image 47. Active Transportation Directional Signs ...... 91 Image 48. Trail to Main Street ...... 91 Image 49. Trail to Leon Larson Park ...... 91 Image 54. Boynton Park Path ...... 92 Image 55. Open Space Path in North Grove Crossing Subdivision ...... 92 Image 56. Founders Park Path ...... 92 Image 57. Mail Street Trail by Sycamore Middle School ...... 93 Image 58. South End of Main Street Trail Crossing Kishwaukee River ...... 93 Image 59. North End of Main Street Trail with Roadway crosswalk to the Maplewood Drive Trail ...... 93 Image 60. Entrance to Merry Oaks Trail from Emil Cassier Park ...... 94 Image 61. Entrance to Merry Oaks Trail from Jewel Osco ...... 94 Image 62. Entrance to Merry Oaks Trail from North Elementary School ...... 94 Image 63. Old Mill Park Connection to Rivers Edge Trail ...... 95 Image 64. Old Mill Park Trail ...... 95 Image 65. Rivers Edge Subdivision Trail ...... 95 Image 66. Parkside Preserve Trail Entrance by Becker Place ...... 96 Image 67. View of Pond along Parkside Preserve Trail ...... 96 Image 68. Parkside Preserve Trail Entrance by Parkside Drive ...... 96 Image 69. Reston Ponds Trail by Pond Fountain ...... 97 Image 70. Reston Ponds Trail Crossing Brower Place ...... 97 Image 71. Chief Black Partridge Nature Preserve ...... 98 Image 72. Woodchip Trail through the Chief Black Partridge Nature Preserve ...... 98 Image 73. Trail Along South Side of Stonegate Drive...... 98 Image 74. Trail Running through Camden Crossing Subdivision ...... 98

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Image 75. Biker wears high-contrasting clothing on Macom Drive in DeKalb ...... 103 Image 76. East Royal Drive entrance to Hopkins Park ...... 141 Image 77. Photo of Reston Ponds Trail at its Terminus ...... 147 Image 78. Naturally Worn Path Along Somonauk Road, South of East Meadow Drive ...... 152 Image 79. Current Bethany Road Trail Terminus ...... 155 Image 80. Prairie Park Bridge during Kishwaukee River Flooding Event ...... 159 Table of Maps Map 1. DSATS Region Existing Active Transportation Facilities ...... 68 Map 2. Peace Road Trail ...... 71 Map 3. Great Western Trail ...... 72 Map 4. Great Western Trail (Full Extent) ...... 72 Map 5. GWT Extension: Airport Road Trail ...... 73 Map 6. GWT Extension: Stone Prairie Trail ...... 74 Map 7. Sycamore Forest Preserve ...... 75 Map 8. Cortland Park Trails...... 76 Map 9. 1st Street Bike Route ...... 77 Map 10. Annie Glidden Trail ...... 78 Map 11. Bethany Road & Kishwaukee Health Services Trails ...... 79 Map 12. DeKalb Circle Route ...... 80 Map 13. Devonaire Farms Subdivision Trail ...... 81 Map 14. Dresser Road and County Health Center Trails ...... 82 Map 15. Fairview Drive Trail ...... 83 Map 16. Kishwaukee Kiwanis Trail ...... 85 Map 17. Knolls at Prairie Creek Subdivision Trail ...... 86 Map 18. Macom Drive Trail ...... 87 Map 19. Cyclist along Macom Drive ...... 87 Map 20. DeKalb Nature Trail ...... 88 Map 21. Old Rail Trail and Barber Greene Trail ...... 89 Map 22. Sycamore Bike Route ...... 90 Map 23. Closeup of Sycamore Community Park Path ...... 90 Map 24. Sycamore East Branch Kishwaukee River Trail ...... 91 Map 25. Leon Larson and Sycamore Lake Rotary Park Trail ...... 91 Map 27. Northeast Sycamore Subdivision Park Paths ...... 92 Map 28. Main Street Trail ...... 93 Map 29. Merry Oaks Trail (from Sycamore Park District) ...... 94 Map 30. Merry Oaks Trail (Location Map) ...... 94 Map 31. Old Mill Park and Rivers Edge Subdivision Trails ...... 95 Map 32. Old Mill Park Trail ...... 95 Map 33. Parkside Preserves Trail (Location Map) ...... 96 Map 34. Parkside Preserves Trail (Detailed Map) ...... 96 Map 35. Reston Ponds Subdivision Trail ...... 97 Map 36. Sycamore Trails North of Peace Road ...... 98 Map 37. Chief Black Partridge Nature Preserve Trail ...... 98 Map 38. NIU Walkway ...... 99 Map 39. DSATS Region Existing Active Transportation Facilities Map ...... 118 Map 40. DSATS Proposed Bike Paths, Shared Use Trails, and Sidewalks ...... 119 Map 41. DSATS Programmed Bike Paths, Shared Use Trails, and Sidewalks ...... 121 Map 42. 1st Street: Dresser to Bethany - Install Bicycle Route ...... 124 Map 43. Peace Road Trail - Repair Bicycle Trail ...... 125 Map 44. GWT Extension Map: Sycamore Forest Preserve to Old Mill Park ...... 126

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Map 45. DSATS Planned Bike Paths, Shared Use Trails, and Sidewalks ...... 127 Map 46. Cortland Trail - Barber Greene Road and Loves Road ...... 130 Map 47. West Cortland Center Road Trail ...... 131 Map 48. Annie Glidden Road Paved Shoulders ...... 132 Map 49. Bethany Road - Install Bicycle Route...... 133 Map 50. West Dresser Road - Install Shared-Use Trail ...... 134 Map 51. Fairview Drive Shared-Use Trail ...... 135 Map 52. Irongate Proposed Subdivision Plan ...... 136 Map 53. Proposed Irongate Subdivision Plan with Trail System Highlighted ...... 136 Map 54. DeKalb Nature Trail Extension ...... 137 Map 55. Normal Road - Bike Route ...... 138 Map 56. Peace Road Trail Extension ...... 139 Map 57. Rich Road - Add Sidewalks ...... 140 Map 58. East Royal Drive Bike Route ...... 141 Map 59. Twombly Road Sidewalks ...... 142 Map 60. Bethany Road Trail from Peace Road to Somonauk Road ...... 143 Map 61. Main Street Trail Widening ...... 144 Map 62. Trail on Mt. Hunger Road from Old Mill Park to Main Street ...... 145 Map 63. North Elementary School Trail to Lean Larson Park Trail ...... 146 Map 64. Reston Ponds Trail Extension Map ...... 147 Map 65. Somonauk Street - Install Bike Route ...... 148 Map 66. West State Street East of Peace Road - New Shared-Use Trail ...... 149 Map 67. DSATS Potential Bike Paths, Shared Use Trails, and Sidewalks ...... 150 Map 68. Somonauk Road - Install Bike Route ...... 152 Map 69. Cortland-DeKalb Trail ...... 153 Map 70. Cortland-DeKalb Trail – Loves Road Extension ...... 154 Map 71. Bethany Road Extension Trail ...... 155 Map 72. Elwood Park Trail ...... 156 Map 73. Fairview-Peace Trail ...... 157 Map 74. Glidden Road Paved Shoulder ...... 158 Map 75. Replace Prairie Park Bridge ...... 159 Map 76. Trail Improvements by Greenwood Acres Drive ...... 160 Map 77. Welsh Park Trail ...... 161 Map 78. PA Nehring Forest Preserve Trail ...... 162 Map 79. DeKalb Avenue - Install Sidewalks ...... 163 Map 80. Main Street in Sycamore - Improve Bike Routes ...... 164 Map 81. North Sycamore Trail Along Main Street and Peace Road ...... 165 Map 82. Trail from Founders Park to Elementary School ...... 166 Map 83. Plank Road and Lindgren Road Trail ...... 167 Map 84. Peace Road Trail Extension - IL-64 to Emil Cassir Park Trail ...... 168 Map 85. Sycamore Community Park Expansion Trails ...... 169 Map 86. Great Western Trail Extension: Leon Larson Park to Peace Road ...... 170 Map 87. State Highway Project Areas ...... 172 Table of Tables Table 1. Peace Road Trail Average Daily Traffic ...... 71 Table 2. Great Western Trail Average Daily Traffic ...... 72 Table 3. Bethany Road Trail Average Daily Traffic ...... 79 Table 4. Dresser Road Trail Average Daily Traffic...... 82 Table 5. Kishwaukee Kiwanis Trail Average Daily Traffic ...... 84 Table 6. Knolls at Prairie Creek Subdivision Trail Average Daily Traffic ...... 86

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Table 7. DeKalb Nature Trail Average Daily Traffic ...... 88 Table 8. Sycamore Bike Route Average Daily Traffic ...... 90 Table 9. Main Street Trail Average Daily Traffic ...... 93 Table 10. Cyclist and Pedestrian Crashes by Type of Injury ...... 101 Table 11. Cyclist and Pedestrian Crashes by Crash Type ...... 102 Table 12. Bicycle and Pedestrian Crashes by Cyclist and Pedestrian Visibility ...... 103 Table 13. Cyclist and Pedestrian Crashes by Actions Taken...... 104 Table 14. Cyclist and Pedestrian Crashes by Type of Location ...... 105 Table 15. Cyclist and Pedestrian Crashes by Lighting Conditions ...... 106 Table 16. Public Outreach Attendance ...... 108 Table 17. Priorities Based on Fiscal Constraints ...... 108 Table 18. Priorities Based on Other Fiscal Constraints ...... 109 Table 19. Safety Perception ...... 109 Table 20. Why do you use the Active Transportation System? ...... 110 Table 21. Estimated Costs for Bicycle and Pedestrian Facility Improvements ...... 173

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INTRODUCTION TO THE DEKALB-SYCAMORE AREA TRANSPORTATION STUDY OVERVIEW The DeKalb-Sycamore Area Transportation Study (DSATS) is the Metropolitan Planning Organization (MPO) for the DeKalb-Sycamore Urbanized Area (UZA). The UZA encompasses all or portions of the City of DeKalb, the City of Sycamore, the Town of Cortland, DeKalb County, and Northern Illinois University (NIU). Through the Safe, Accountable, Fair and Efficient Transportation Equity Act, A Legacy for Users (SAFETEA-LU), Pub. L. No. 109-591 and its predecessors, TEA-21 and ISTEA, each region with an urbanized area of 50,000+ population, as determined by the Census Bureau, must establish a Metropolitan Planning Organization. The Fixing America’s Surface Transportation (FAST) Act, Pub. L. No. 114-942, continues this approach, and reauthorizes surface transportation programs for five years, providing $305 billion over fiscal years 2016-20. The FAST Act continues nearly all of the highway and transit formula programs of MAP-21, and focuses much of the increase in highway funding on two new freight programs, one discretionary and one formula-based, and a bus and bus facilities discretionary grant program. The purpose of DSATS is to provide ongoing long-range planning that integrates and supports all modes of transportation including auto, transit, bicycle, pedestrian, and freight. DSATS strives to foster the spirit of intergovernmental cooperation by coordinating projects across jurisdictional boundaries and integrating transportation planning with land use planning and development. One of the primary ways MPOs facilitate cooperation is the prioritization of transportation projects for federal funds. The MPO assigns Surface Transportation Planning-Urban (STP-U) funds to local transportation projects, and approves the use of all federal funds allocated towards transportation projects in a 20- to 25-year planning horizon. In most cases, the MPO is not the implementing agency for projects, but provides coordination in the planning for and programming of funding for projects. Coordination and cooperation through the MPO Process optimizes the application of limited resources to an area’s transportation needs, recognizing that such needs do not stop at municipal boundaries. DSATS is comprised of a Policy Committee (PC), a Technical Advisory Committee (TAC), a Transit Subcommittee (TS), and staff. The Policy Committee, made up of elected and administrative officials from the member organizations, provides governance oversight of DSATS. The PC and the Illinois Department of Transportation (IDOT) jointly share the responsibility for developing and maintaining the transportation plans and programs as required by State and Federal law. The PC determines TAC, TS, and PC membership and voting privileges, enacts and amends DSATS bylaws, and approves work products such as the Transportation Improvement Program (TIP) and Long-Range Transportation Plan (LRTP). The Technical Advisory Committee’s (TAC) membership draws from professional and technical staff from the jurisdictions primarily represented by the Policy Committee. The role of the TAC is to provide professional and technical advice and recommendations to the Policy Committee on all matters pertaining to the technical planning functions of DSATS and other matters as requested. DeKalb County is the Lead Agency for DSATS and provides the staffing for the program. DSATS staff currently consists of a part-time Study Director and a full-time Study Coordinator.

1 (109th U.S. Congress, 2005) 2 (114th U.S. Congress, 2015)

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THE ACTIVE TRANSPORTATION PLAN Active transportation is defined as a means of traveling using human-powered mobility, primarily walking and biking. The United States Department of Transportation (USDOT) advocates “Transportation agencies and their partners can create opportunities for people to exercise for recreation and to build physical activity into their daily routine. Agencies can do that by reducing distances between key destinations and providing and improving bicycle and pedestrian facilities. More people might then bicycle or walk to work, shops, and services.” 3 As part of the DSATS LRTP, several supporting plans are maintained which provide in-depth detail about the various modes of transportation. DSATS has published several plans and studies on bike and pedestrian transportation, including: • 2006 Bikeways Plan. Developed by DSATS Staff • DSATS Recreation Trail Usage Study, December 2010. This study was prepared by the students of the Northern Illinois University (NIU) Community Geography class. • 2011Bicycle and Pedestrian Plan. Developed by DSATS staff, Baxter & Woodman, Inc., Land Vision, Inc., and the Active Transportation Alliance. • 2019 Active Transportation Plan. Developed by DSATS Staff This Active Transportation Plan builds on the previous plans prepared for DSATS. This plan has been developed inhouse by DSATS staff and supporting staff from the DSATS member organizations. Development of the plan has been overseen by the DSATS Active Transportation Subcommittee. Staff involved in the development of this plan include: • Nathan Schwartz, DSATS Director • Brian Dickson, DSATS Coordinator • Casey Heuer, GIS Specialist, City of DeKalb • Jessica Hyink, previous DSATS Assistant Transportation Planner The Active Transportation Subcommittee has been an integral part in the development of this plan. Through the development process, one of the primary goals of this plan has to identify those pieces which are needed to connect the existing facilities to develop a comprehensive trail system throughout the DeKalb region. Another focus was to identify who owns and who maintains the existing facilities. There is a growing emphasis in all transportation planning to ensure the existing system is well maintained.

3 Source: (USDOT Active Transportation Webpage, 2015)

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GOALS AND OBJECTIVES PURPOSE STATEMENT: The purpose of the 2019 Active Transportation Plan is to enable safe and efficient pedestrian and non-motorized vehicle travel within the DSATS planning area. This Plan updates and expands the DSATS 2011 Bike and Pedestrian Plan. This plan meets the requirements of FAST – Fixing America’s Surface Transportation Act. GOAL 1: COMPLETE THE 2019 DSATS ACTIVE TRANSPORTATION PLAN Objectives 1. Establish the DSATS Active Transportation Plan, which identifies proposed facilities, policies, and programs for the next 10+ years. 2. Develop a connected trail network that will meet the transportation and recreational needs of the area’s citizens. a. Targets: i. Build upon the existing bikeway and pedestrian facilities. ii. Identify locations for improved bicycle or pedestrian facilities that will: 1. Close gaps between existing facilities, 2. Facilitate travel between residential neighborhoods and major employment, recreation, and shopping centers, such as downtown areas and the NIU campus, and 3. Connect neighboring communities. iii. Develop the Plan as a resource and coordinating document for DSATS communities. b. Data Sources: i. Inventory of the existing active transportation system with corresponding GIS mapping information. ii. Listing of programmed, planned, and potential bicycle and pedestrian projects. iii. Identification of community resources. iv. Database which connects community resources to active transportation facilities. GOAL 2: ENCOURAGE COLLABORATION Objectives 1. Foster collaboration between DSATS communities. a. Targets: i. Encourage DSATS communities to identify and include Plan improvements in their Capital Improvement Plans. ii. Assist in the planning of bicycle and pedestrian improvements within and between organizations. b. Data Sources: i. List of active transportation projects in member organization Capital Improvement Plans. ii. List of programmed, planned, and potential bicycle and pedestrian projects which complete existing gaps. 2. Serve as a resource for units of government, special interest groups, and interested parties. a. Targets: i. Recommend policies and programs for DSATS communities to adopt.

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ii. Work with DSATS communities to improve maintenance of existing trails, on-street sharrow and bicycle trail markings, roadway shoulders, sidewalks, and other facilities. iii. Identify additional potential financial resources needed to implement the actions identified in the Plan. b. Data Sources: i. List of typical zoning codes and community regulations which promote active transportation. Examples include complete street policies, crosswalk regulations, transportation signage, etc. ii. List of typical active transportation facility maintenance policies and procedures. iii. List of potential funding resources and update on a periodic basis. GOAL 3: DEVELOP BEST PRACTICES Objectives 1. Promote pedestrian and bicycle safety with DSATS regional transportation design professionals to meet DSATS safety performance measures. a. Targets: i. Assist in the development of member organization safety action plans. ii. Assist member organizations to incorporate complete streets and context sensitive transportation practices into their zoning codes and regulations. b. Data Sources: i. List of complete streets and context sensitive transportation best practices guides. 2. Incorporate best practices to reduce traffic, pedestrian, and bicycle fatalities and severe injuries. a. Targets: i. Implement retrofitting and designing with countermeasures in DSATS region active transportation projects, as recommended through data driven safety action plans developed by the FHWA. b. Data Sources: i. FHWA document (August 2017) How to Develop a Pedestrian and Bicycle Safety Action Plan (FHWA-SA-17-050)4. 3. Apply complete street concepts when building or maintaining transportation facilities. a. Targets: i. Design or retrofit transportation facilities to accommodate all modes of travel and reduce fatalities and serious injuries by incorporating transportation best practices. b. Data Sources: i. Institute of Transportation Engineers (ITE) document Implementing Context Sensitive Design on Multimodal Thoroughfares: A Practitioner’s Handbook (Nov 2017)5. ii. FHWA document Guide for Improving Pedestrian Safety at Uncontrolled Intersection (July 2018)6.

4 Source: (U.S. Federal Highway Administration, 2017) 5 Source: (Institute of Transportation Engineers, 2017) 6 Source: (U.S. Federal Highway Administration, 2017)

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GOAL 4: CONSISTENTLY AND ROUTINELY UPDATE THE DSATS ACTIVE TRANSPORTATION PLAN Objectives 1. Outline annual procedures for the annual review and updating of the DSATS Active Transportation Plan. a. Targets: i. Review completed projects in the Plan on an annual basis. ii. Update private, local, state, and federal funding sources. iii. Update the plan to reflect changes in local organizations’ planning documents. b. Data Sources: i. DSATS Transportation Improvement Program (TIP) listing of projects. ii. DSATS Long Range Transportation Plan (LRTP) listing of projects. iii. Listing of funding sources as identified in Funding Mechanisms on Page 174 of the Plan. 2. Outline long term procedures for the review and updating of the DSATS Active Transportation Plan. a. Targets: i. Update the Plan every 5 years or as necessary to maintain eligibility for State and federal funding.

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TRANSPORTATION PERFORMANCE MANAGEMENT (TPM) Under Section 1203 of MAP-21, as amended by the FAST Act, Congress established seven national goals and directed the FHWA to establish national performance measures for the Federal-aid highway program, promulgated through rulemaking, in support of six out of the seven goals established in MAP21. To meet the new statutory requirements, FHWA pursued a number of significant rulemakings. Collectively, the rules establish performance management requirements that address safety, infrastructure condition, system performance, traffic congestion, on-road mobile source emissions, and freight movement. The requirements encourage the most efficient investment of Federal transportation funds. Performance management increases the accountability and transparency of the Federal-aid highway program and provides a framework to support improved investment decision making through a focus on performance outcomes for key national transportation goals7. TPM looks at the entire transportation system and develops performance measures for the system. In the active transportation plan, the focus is on those measures which deal directly with non-motorized modes of transportation. The only performance measure related to active transportation is safety performance management. SAFETY PERFORMANCE MANAGEMENT (PM1)8 Safety Performance Management (Safety PM) is part of the overall Transportation Performance Management (TPM) (https://www.fhwa.dot.gov/tpm) program, which FHWA defines as a strategic approach that uses system information to make investment and policy decisions to achieve national performance goals. The Safety PM Final Rule supports the Highway Safety Improvement Program (HSIP), as it establishes safety performance measure requirements for the purpose of carrying out the HSIP and to assess fatalities and serious injuries on all public roads. The Safety PM Final Rule also establishes the process for State Departments of Transportation (DOTs) and Metropolitan Planning Organizations (MPOs) to establish and report their safety targets, and the process that FHWA will use to assess whether State DOTs have met or made significant progress toward meeting their safety targets. The Safety PM Final Rule also establishes a common national definition for serious injuries. Below are helpful resources to support the implementation of the Safety PM Final Rule. Rule Effective Date • April 14, 2016 Regulatory Chapter • 23 CFR 924; 23 CFR 490 (Subpart A & B) Applicable Active Transportation Performance Measures • Number of non-motorized fatalities and number of non-motorized serious injuries combined (The combined total number of non-motorized fatalities and non-motorized serious injuries involving a motor vehicle during a calendar year). Locally implemented Performance Measure • State Performance Measure: The State of Illinois has set at an annual 2% reduction in the number of fatal and serious injury crashes.

7 Excerpt from: (Transportation Performance Management (TPM) Implementation Plan, 2018, p. 1) 8 Source: (Safety Performance Management (Safety PM), 2018)

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• DSATS Resolution #: 2019-01-01 • DSATS Approval Date: January 9, 2019 • Resolution Text: That the Policy Committee of the DeKalb Sycamore Area Transportation Study hereby supports the Safety performance measure targets set by the Illinois Department of Transportation and elects to adopt the same performance measure for safety. DSATS PM Implementation DSATS will compile crash data on incidents involving pedestrians and non-motorized vehicles. This information includes factual information about each incident and GIS location information. • Data Source: (IDOT Safety Portal, 2017) • Data information included: Agency Incident Report Number, date of crash, time of crash, Type of Injury: A (incapacitating injury), B (non-incapacitating injury), C (reported, not evident, injury), K (fatal injury), or property damage, Bicycle / Pedestrian Visibility, Bicycle / Pedestrian Action, Bicycle / Pedestrian Location, and other informational data as needed. • Analysis: o Count the number of bicycle and pedestrian crashes, including the severity of the injuries, on an annual basis. Count the number of K and A type injury crashes (as a group) on an annual basis. Identify the percent reduction (or increase) in the number of K & A type crashes on an annual basis, to determine if DSATS has met the annual Safety PM for active transportation. o DSATS should also compile an annual map identifying bicycle and pedestrian crash locations. These mappings should identify locations with high crash rates. • Mitigation: o Should the data indicate type K & A crash reduction rates have not met the annual performance target, staff should identify potential reasons and identify potential corrective actions. o DSATS member organizations should use the DSATS crash location maps to identify the locations within the communities where bicycle and pedestrian crashes occur the most. Encourage member organizations to implement safety strategies at these locations to reduce crash rates. DSATS ACTIVE TRANSPORTATION GOALS AND OBJECTIVES PERFORMANCE MEASURES Federal regulations only require the monitoring of performance measures specifically identified in federal law to determine if the state and MPO’s are achieving their goals. Federal officials encourage implementation of local performance measures and targets based on plan goals and objectives, but do not require them. The Goals and Objectives identified on Page 3 include the identification of targets and associated data sources.

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DEFINITIONS BIKEWAY A generic term for any road, street, path, trial, or way specifically designated for bicycle travel, regardless of whether such facilities have exclusive use for bicycles or shared with other transportation modes. BICYCLE FACILITIES A broad term which includes bikeways, shared roadways, shoulders (used by bicyclists), traffic control devices, shelters, and parking facilities for bicycles. The following are a glossary of the most commonly found bicycle facilities:

Bicycle Lanes A bicycle lane is that portion of a roadway designated for preferential or exclusive use by bicyclists. Bicycle lanes provide a dedicated travel lane within the street. Bicyclists travel one- way with the flow of traffic. Image 1. Example of Bike Lane IDOT Guidance The minimum width of a bicycle lane varies based on the roadway cross section. For curbed streets without parking, bicycle lanes must be at least 4 feet wide (not including gutter pan) on each side of the road with longitudinal pavement markings, bicycle lane symbols, and bicycle lane signage. For roadways with no curb and gutter, the minimum

width of a bicycle lane should be 4 ft. Source: (pedbikeimages, n.d.) When parking lanes exist, placement of the bicycle lane should occur between the parking area and the travel lane. The shared area for parking and bicycle lanes is 15 ft.

Shared Roadway A shared roadway does not have a separate . Roads and streets with no bicycle bicycle lane but bicyclists have a legal right to provisions. use the roadway, regardless of whether the . Wide outside/curb lanes. facility has a bikeway designation. On a . Roadway shoulders. shared roadway facility, bicyclists and . Designated bicycle routes. motorists share the same travel lanes without a striped separation. Shared roadways include:

Bicycle Route/Signed Shared Roadway Bicycle routes are specially designated shared roadways preferred for bicycle travel for certain recreation or transportation purposes. The American Association of State Highway and Transportation Officials (AASHTO) also refers to a designated bicycle route as a signed

DeKalb Sycamore Area Transportation Study ~ 8 ~ shared roadway and lists the following reasons for designating signed bicycle routes: . The route provides continuity to other bicycle Figure 1. Typical Signed Shared Route Signing facilities such as bicycle lanes and shared–use trails. . The road provides a common route for bicyclists through a high–demand corridor. . In rural areas, low motor vehicle traffic volumes or paved shoulder availability provide preferable bicycle routes. . The route extends along local neighborhood streets and collectors that lead to internal neighborhood destinations, such as a park, school, or commercial district. . Bicycle lanes and shared-used trails often have bicycle route signs. . AASHTO recommends that bicycle route signs always include destination, direction, and distance information, regardless of the type of facility. Figure 2. Sample Bike Route Signage Source: (Guide for the Development of Bicycle Facilities, 4th Edition, 2012)

These types of signs would provide wayfinding to local cyclists and visitors in the area. Source: (Active Transportation Alliance, n.d.)

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Shared Lane Marking (Sharrow) The Shared Lane Pavement Marking (Sharrow) shown here: Figure 3. Sharrow Marking . Assists bicyclists with lateral positioning in a shared lane with on- street parallel parking to reduce the chance of a bicyclist’s impacting the open door of a parked vehicle, . Assists bicyclists with lateral positioning in lanes that are too narrow for a motor vehicle and a bicycle to travel side by side within the same traffic lane, . Alerts road users of the lateral location bicyclists are likely to occupy within the traveled way, . Encourages safe passing of bicyclists by motorists, . Reduces the incidence of wrong-way bicycling. Wrong-way riding is a major cause of bicycle crashes nationally and violates the Illinois Vehicle Code (625 ILCS 5/11-1505, 2012), and . Shared Lane Markings should not be placed on roadways that Source: (MUTCD, have a speed limit above 35 mph. 2009) Image 2. Sharrowed Road AASHTO Guidance: on Colonial Drive in DeKalb If used in a shared lane with on-street parallel parking, place Shared Lane Markings so that the centers of the markings are at least 11 feet from the face of the curb, or from the edge of the pavement where there is no curb. If used on a street without on-street parking that has an outside travel lane that is less than 14 feet wide, the centers of the Shared Lane Markings should be at least 4 feet from the face of the curb, or from the edge of the pavement where there is no curb. Place Shared Lane Markings immediately after an intersection and spaced at intervals not greater than 250 feet thereafter.

Bicycle Trail/Shared-Use Trail/ Side Trail A shared-use trail is a facility physically separated from the Image 3. Shared-Use Path on Annie Glidden Road roadway and intended for bicycle and other non-motorized transportation (e.g., pedestrians, disabled persons in wheelchairs, in- line skaters). The terms trail and path are generally describing the same facility. Shared-use trails serve a variety of purposes. They can be located along roadway right-of- way, abandoned railroad rights-of-way, along river banks, and other similar areas. Shared-use facilities are appropriate where there are few crossings with driveways and streets, due to the increased stopping distance required by a bicycle compared to a pedestrian.

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IDOT Guidance Shared-use trails should be a minimum of 10 ft wide with a 2 ft wide graded turf or gravel area adjacent to the trail. Three feet is more desirable to provide additional clearance from trees, poles, walls, fences, guardrails, or other lateral obstructions. For urban roadways, separate shared-use trails horizontally from motorized traffic by at least 6 ft. For rural roadways, place trails no less than 10 ft from the edge of the traffic lane.

Complete Streets Complete Streets is a transportation policy and design approach. In this approach, the planning, designing, operating, and maintenance of streets should enable safe, convenient, and comfortable travel and access for users of all ages, and abilities regardless of their mode of transportation. Typically bicycle paths or pedestrian walks or trails or space allowed for mass transit seek accommodations within the right of way besides travel lanes for motor vehicles.

Paved Shoulders A shoulder is the portion of the roadway adjacent to Image 4. Paved Shoulder on IL-23 South of Harvestore Drive the traveled way. The shoulder is for the accommodation of: • stopped vehicles, • emergency use, • lateral support of sub-base, base, surface courses, and • frequently cyclists when the shoulder is paved.

Bicycle accommodation on rural roadways includes paving a portion of the shoulder at least 4-feet beyond edge of safety rumble strip. Paved shoulders are good for motorist safety and provide a place for bicyclists to ride. IDOT Guidance When providing paved shoulders for bicycle use, widths of 4 to 8 ft are recommended, depending on the posted speed limit an average daily traffic of the roadway (IDOT BDE Manual, 2018, pp. Figure 17-2.A).

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Sidewalks Image 5. Example of Sidewalk on NIU Campus Sidewalks provide safer transportation facilities for pedestrians. Sidewalk placement occurs in the portion of a street or highway right-of-way, beyond the curb or edge of roadway pavement. Sidewalks provide many benefits including safety, mobility, and healthier communities. Typical recommended sidewalk width is a minimum 5-feet paved. Sidewalks are not usually recommended as bicycle facilities.

Wide Curb Lane A wide outside lane allows a motorist to Figure 4. Illustration - Restriping for a Wide Curb Lane safely pass a cyclist while remaining in the same lane. Urban areas typically prefer these lanes over paved shoulders.

Source: (Oregon Department of Transportation, 1995) Image 6. Example of a Wide Curb Lane AASHTO Guidance When using wide curb lanes for shared-use, AASHTO typically recommends a width of 14- feet from the edge of pavement to the centerline or lane line.

Source: (Village of Bellevue Wisconsin, 2009)

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ACTIVE TRANSPORTATION IN DSATS COMMUNITIES The following narratives are excerpts from DSATS member organizations’ Comprehensive Plans and Active Transportation Plans. These plans serve to guide growth and change in DSATS communities over the next twenty years and beyond. TOWN OF CORTLAND 2004 Town of Cortland Comprehensive Plan, Amended Feb. 26, 20079 Community Planning Charrette10 Key to the public input and community involvement process was the Cortland Community Planning Charrette. The charrette was a highly focused, hands-on, collaborative, inclusive daylong event that transformed residents into planners and visionaries for Cortland. Fourteen residents participated in the charrette, all but two having no previous involvement with the local government. Prior to beginning their work in drafting their plans for Cortland participants reviewed selected images from the Image Preference Survey and were provided a primer on town planning principles and techniques. Each of the charrette teams presented their plans and recommendations to the group. The consultant took the charrette plans and prepared a “consensus plan” incorporating the common ideas and recommendations, as well as recommendations that provided interesting potential. The Consensus Plan was presented and reviewed by charrette participants and the Cortland Plan Commission at which point additional changes were recommended and incorporated in the Future Land Use Plan. The intention of the community is not to limit or prohibit growth and new development, but to encourage it and allow it to flourish but only if growth and development provides positive contributions to the quality of life in the community and the quality of municipal services provided by the Town. To achieve [identified comprehensive plan] goals, the following [Active Transportation related] policies shall govern the physical change, development, and improvement of the Town and its neighborhoods. 1. Future neighborhoods shall be designed and developed with the pedestrian as the principal design determinant. Sidewalks shall be provided along all streets, tree banks - or parkways - separating sidewalks from streets shall be provided, and buildings shall be oriented toward the street and have pedestrian proportions and details, e.g. porches within conversation distance of the sidewalk, storefront windows adjacent the sidewalk. 2. A diversity of uses, building types and street types shall be provided on each block, in each neighborhood. 3. The influence of the motor vehicle shall be diminished by placing garages off alleys or setting garages back from the front building line of the house, placing parking lots behind commercial buildings, and designing streets to calm traffic. 4. An interconnected network of streets shall be established. Streets shall connect from neighborhood to neighborhood. Cul-de-sac and permanent dead-end streets shall be avoided. Block lengths shall be kept to a reasonable distance to facilitate pedestrian circulation. 5. A park shall be provided within a five-minute walk of every residence in Cortland. 6. Mixed-use buildings shall be concentrated in a new Downtown and in neighborhood commercial areas.

9 Source: (Land Vision, Inc., 2007) 10 Source: (Town of Cortland Comprehensive Plan, 2007, pp. 14-17)

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9. Leapfrog or strip forms of development shall be avoided. The Town should attempt to reduce or deflect development pressure on adjoining farmland by encouraging development of the Town in a compact, dense form, and allow for careful, purposeful expansion of the Town’s boundaries, neighborhoods, and municipal services. Community Design (Principles) Principle One11 Pedestrian scale shall be the common denominator in neighborhood development in Cortland in order to create a positive comfortable public realm and facilitate interaction among neighborhood residents. Human Scale Proportions and Perceptions The human scale is the relationship between the dimensions of the human body and the proportion of the spaces people use. The surface textures, activity patterns, colors, materials, lighting, and other details of the built environment underscore this. Facilitate Person-to-Person Interaction Face-to-face interaction is a fundamental human need. Neighborhoods in Cortland must be designed with this need in mind. To reinforce the human scale, the design of a place should facilitate the creation of neighborhood bonds, and a sense of community while insuring individual privacy. Walking and the Pedestrian The walking distance between home and various neighborhood facilities must be a fundamental factor in design and layout. A movement network which supports and encourages pedestrian movement is a design element which creates a sense of place. The movement network must be designed to be attractive, safe, and comfortable for pedestrian of all ages and levels of mobility. Principle Two12 Neighborhood development in Cortland must complement the natural features of the landscape and respect the natural and manufactured environment. Walking and Bicycling The ability to walk and bicycle to reach recreation, shopping, and job destinations in Cortland can significantly reduce the consumption of energy and pollution emissions. Walking and bicycling also allow for greater interaction with nature and neighbors, the observation of seasonal and daily changes, and an appreciation of such features as clean air and streets. Facilities and conditions to enable and enrich walking and bicycling opportunities in Cortland must be incorporated into neighborhood development plans. Principle Three13 Neighborhoods in Cortland, and all development within them, shall be designed along pedestrian dimensions and distances through compact form, layout, and streetscape characteristics. Walking Scale Shall Define the Size and Function of a Neighborhood Residents of Cortland’s neighborhoods should be able to walk to the center of the community or

11 Source: (Town of Cortland Comprehensive Plan, 2007, pp. 28-29) 12 Source: (Town of Cortland Comprehensive Plan, 2007, p. 29) 13 Source: (Town of Cortland Comprehensive Plan, 2007, pp. 30-31)

DeKalb Sycamore Area Transportation Study ~ 14 ~ to the center of their neighborhood. Neighborhood residents should not be dependent upon their automobiles for most of their daily trips. They should be able to walk from home to school, recreation, shopping, to places of employment, civic facilities, and, perhaps, in the future, transit opportunities that may exist in Cortland. A pedestrian neighborhood is defined by walking distances that are comfortable to the average person. For an adult, a five-minute walk (1/4 mile) is deemed to be the optimum walking distance between home and the core of the neighborhood, e.g. a park, square, civic building, or commercial area, and shall be the determining dimension for neighborhood size. Locating Intensity of Uses Community size is influenced by walking distances, but it need not be limited by them. The highest intensity of use (scale, floor area, density) must occur in the core of the Town or its neighborhoods. The highest densities should be found mixed into the core areas and immediately adjacent them. Density and intensity of use should decrease as one reaches the edges of individual neighborhoods and the primary development area of the Town. Open spaces, parks, very low density uses, large boulevards, or natural features should be used to separate neighborhoods. Transit Linkages to Expand Pedestrianism The provision of transit alternatives can significantly expand the pedestrian domain. Transit stops are important design elements of the core and can be very important places in the community and individual neighborhoods. Cortland neighborhoods and core areas shall be located and designed to accommodate transit services in the future. A Network of Walkways A network of interconnected pedestrian walkways is an essential basic design feature in a neighborhood. The pedestrian network must link and connect home with shopping, school, transit, recreation, and employment opportunities in the neighborhood and beyond. Sidewalks and off-street paths must be continuous, safe, and they must be clearly delineated and understandable. Continuity People are generally willing to walk greater distances if they are provided with a continuous and pleasurable experience. The placement of trees, the treatment of building facades and parking, the use of interesting pavement, fences, hedges, and architectural details all contribute to the pleasurable experience of walking through the neighborhood and shall be employed in all types of development in Cortland. Sidewalk Width The width of a sidewalk should be in direct proportion to the projected volume of users. Security in the Pedestrian Realm Sidewalks should be separated from traffic on the adjoining street. A parkway, or tree bank, between the street and sidewalk having trees planted at regular intervals to increase the sense of security for the pedestrian shall be provided in all neighborhoods regardless of the uses or street characteristics. On-street parking should be encouraged to calm traffic and significantly contribute to the security of the pedestrian. Edges The sidewalk edge away from the street should be treated as a boundary and help to define the pedestrian realm. In residential areas a low fence, wall or hedge can be used to define edges. In

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residential areas where building setbacks are shallow, the first floor of residences shall be elevated two to four feet above the sidewalk grade for the privacy of the inhabitants of the dwellings. In commercial areas, buildings should be brought up to the sidewalk with the first floor no more than six inches above the grade of the sidewalk. Street Lighting and Street Furniture Street lighting and other street furniture, e.g. benches, planters, trash receptacles, etc., can increase the positive experience of walking in Cortland neighborhoods. Street lighting and street furniture should complement the pedestrian realm. The use of lighting should vary with the land uses on property adjoining the sidewalk and the amount of pedestrian traffic. Benches should be provided throughout the Town, even in residential neighborhoods, to provide places to rest. Signs The quality of signs can enhance the pedestrian experience and visual appearance of Cortland. Signs designed for the pedestrian can be smaller in area but need not be shorter in the amount of information contained on them. Bicycle Paths Bicycle paths, although not strictly pedestrian, have a critical role in complementing the pedestrian network. Most streets in Cortland can accommodate bicycle traffic. However, paths along major highways or the railroad connecting Cortland to points of interest in DeKalb (city) or more distant places such as Malta or Maple Park, or Hinckley, Genoa or the Fox River may be considered in the future. Principle Five14 Cortland must have a central core or focus. Every neighborhood in Cortland must have a core or community focus. The Core The Core is the focal point for the community and each neighborhood. It provides potential places for employment, shopping, social activities, and is the place for people in the neighborhood or community to interact or congregate. Pedestrian presence is critical; it signals the vitality of the community or neighborhood. The size of the Core will vary with the number of dwellings in the neighborhood and the elements found in the Core of one neighborhood will vary from those found in another neighborhood. The Core may contain commercial, residential, civic buildings, public open space of some type or function. It should be the activity center which unifies the community or neighborhood, and its character often becomes the image of the community or neighborhood as a whole. The Core requires: . A central and integrated location for equal access by foot, car, or transit . A balance of residential and non-residential uses . Retail uses in proportion and scale to housing . Employment space in proportion and scale to housing . Civic and social facilities . Specific design standards for streetscapes and facades

14 Source: (Town of Cortland Comprehensive Plan, 2007, pp. 33-34)

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. Vertical elements that render it immediately identifiable in the landscape Location The Core should be designed to provide a central place such as a square, green, plaza, or a crossroad. The Core symbolizes the center of the community or neighborhood and, to the extent possible, is surrounded by the community or neighborhood. The Core must front onto a street or streets within the primary movement network. Where possible, buildings in the Core should define the space or spaces. Design In order to foster and enhance the purpose and function of the Core, essential design elements need to be included in the design and location of the Core. The Core should have buildings of a greater scale and at a higher density than the remainder of the neighborhood. Buildings in the Core should range from two- to four-stories in height. Generally, one-story buildings should be avoided. Buildings in the Core must be closely spaced and the street level reserved for personal services and retail businesses. Mixed-use buildings with retail on the ground floor and offices or living units on the upper floors are the preferred building typology in the Core. Parking must not be permitted in the front of buildings unless it is located on the street. Landscaped parking lots shall be placed behind buildings in the Core. When retail uses are located in the Core, retail must front on a street providing pedestrian and vehicular access. Retail requires a seamless or continuous frontage of shop windows and entrances to maintain pedestrian interest. People must not be forced to pass in front of blank walls or parking lots as they walk between stores. The Core should have a traditional Main Street appearance with architectural details such as large display windows, awnings, decorative street furniture, small projecting signs, transoms, and cornices. The Core should have a high point; it should be visible from a distance. This vertical landmark, such as a steeple, cupola, or bell tower, will serve as that focal point and should also form the visual termination of a street or the square at which the Core is located. Plan Implementation15 Adoption of the Comprehensive Plan is not the end of the planning process. Rather, it is the beginning of a long and continuous process of responding to the recommendations in the Plan as well as changing community needs and opportunities presented to the community. The purpose of this element is to identify specific actions the Town will need to accomplish in order to achieve the goals of the Cortland Comprehensive Plan. The strategies for implementing the recommendations of the Cortland Comprehensive Plan can, at best, only be viewed as a set of directions or tasks. Additional study, analysis and community input will be required in order to implement recommendations related to many elements of the Comprehensive Plan, [related to Active Transportation]: . Support initiatives to extend commuter rail service to DeKalb and lobby for a station in Cortland. . Develop a bike trail system to provide off-street trails to connect Cortland neighborhoods with various destinations and points of interest in Cortland and in adjacent communities. . Initiate and maintain a dialogue with commuter rail transportation officials to include Cortland in future plans to bring commuter rail service to DeKalb County.

15 Source: (Town of Cortland Comprehensive Plan, 2007, p. 38)

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CITY OF DEKALB DeKalb 3D – 2005 Comprehensive Plan Update, 200516 Chapter I: Introduction: Stating the “Desired Development Direction”17 Five planning elements were identified early in the process to serve as the foundation for the "DeKalb 3D" Plan updates. [Those relating to Active Transportation are identified below]: • Connectivity- New developments are not created in isolation, but are additions to an existing, evolving built environment. Physical connections between older and newer parts of the community, such as through-streets and bike/pedestrian paths, enhance DeKalb as a desirable community. DeKalb itself is not an island, and its planning strategies will also need to recognize that the community is inextricably linked to a growing urban "place" that includes Sycamore, Cortland, and Malta. Policy: "Smart Growth" Best Practices18 Consistent with current planning practice, the City of DeKalb will uphold the "Smart Growth" principles articulated by the American Planning Association (APA). The APA “Smart Growth" principles are applied to the community's planning activities to guide, design, develop, revitalize, and build communities. Other organizations have adopted similar statements about growth management and "best practices" for implementing their goals. The Smart Growth principles employed by the City of DeKalb build upon policy statements by the Smart Growth Network ("Smart Growth Online") and the Campaign for Sensible Growth ("Sensible Tools for Healthy Communities"). The Smart Growth principles employed by the City of DeKalb [as they relate to active transportation]: 1. Create walkable neighborhoods. Many of the Smart Growth principles articulated by the APA have been practiced by DeKalb County without being labeled as such. The following [active transportation] "best practices" will continue to be employed by the City as new developments and redevelopment projects are considered: 2. Required connections to adjacent developments, including interconnected streets and efficient extension of infrastructure - The City requires the streets and infrastructure for new developments to connect to existing infrastructure; this provides continuity between neighborhoods as well efficiency in providing urban services. 3. Required sidewalks / pedestrian pathways - All new developments are presently required to construct sidewalks or trails. Strategy: Annexation Agreements19 The City of DeKalb shall focus its development review process on the approval of an annexation agreement prior to annexing and rezoning property for any new development. When considering new proposed developments, the City of DeKalb will employ the following practices [relating to active transportation]:

16 Source: (City of DeKalb Illinois, 2005) 17 Source: (DeKalb 3D, 2005, pp. 1-1 - 1-2) 18 Source: (DeKalb 3D, 2005, pp. 5-6 - 5-8) 19 Source: (DeKalb 3D, 2005, pp. 6-2 - 6-4)

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5. New developments will be designed to be interconnected with existing neighborhoods, particularly by bikeway/sidewalk connections between residential neighborhoods and off- street internal circulation between commercial developments. Strategy: Subsequent Planning Efforts20 Development of a "Community Entrance Plan/Program" to establish design criteria for properties located at entryways into DeKalb. Overlay zoning districts or other techniques are to be implemented to require increased landscaping and other aesthetic improvements along highly-visible entrances into the community. This recommendation is also consistent with the consideration of protected viewsheds, as identified on the Visual Character Map found in the City's Urban Design Standards and Implementation Plan (adopted 1997). [Efforts related to active transportation include]: 8. Development of a Comprehensive Bikeways Plan. To be led by the DeKalb-Sycamore Area Transportation Study (DSATS), the Bikeways Plan will compliment a plan developed by the DeKalb County Greenways & Trails Coalition. The Bikeways Plan will identify trail segments that may be constructed by new development or with federal, state, or local grant sources. Upon completion, the Bikeways Plan is to be adopted as an element of the City's Comprehensive Plan. In 2016 the City of DeKalb passed a Complete Streets policy to consider bicycle accommodation for all major transportation improvement projects. Proposed School Sites21 The Updated Comprehensive Plan includes the addition of four potential elementary school sites and three potential middle school sites. The proposed locations are intended to provide policy direction for considering future school sites in the vicinity of the residential developments they will eventually serve. As individual properties near the planned school sites are considered for development potential, the City, and the School District will evaluate the specifics [as related to active transportation] associated with each school site. • In consultation with the School District, elementary school sites of a minimum of ten (1 0) acres in size are to be located at the interior of new residential areas. This minimum size assumes that a park site of at least five (5) acres is immediately adjacent to provide recreational areas for the elementary school. The sites are intended to be adjacent to a minor collector road, if possible, to provide accessibility to the school without establishing barriers to pedestrians that might accompany higher-volume/ speed roads. Consistent with current School District policy, the elementary schools are expected to provide capacity for up to 400 K-5 students.

20 Source: (DeKalb 3D, 2005, pp. 6-6 - 6-8) 21 Source: (DeKalb 3D, 2005, pp. 7-7)

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DEKALB PARK DISTRICT Outdoor Parks & Recreation Open Space Master Plan22 Linear Parks, Trails, and Greenways23 Linear parks, trails, and greenways are developed for one or more modes of recreational travel such as hiking, bicycling, jogging, cross-country skiing and roller-blading. These types of parks do not have a specific defined service area. The desirable size is based on the activity and the ability to provide adequate width to accommodate the user and protect the resource. These linear parks include regional bicycle and trail connections both intra-district and inter- district. The District owns and manages segments of the DeKalb Nature Trail network that are components of the trail system identified in the DeKalb –Sycamore Area Transportation Study 2011. Existing and Suggested Trails and Paths24 An element of the DeKalb Park District Park and Open Space Master Plan includes connection of the District’s many sites in a comprehensive network or recreational opportunities. One mechanism to accomplish this goal is the identification of both existing and potential pedestrian and bicycle corridors to connect the existing sites. A primary trail network has been identified by the DeKalb County and the DeKalb-Sycamore Area Transportation Study (DSATS). This network serves as multi-purpose recreational trail network backbone with major components being: • Great Western Trail is located within the right-of-way of the former Chicago and Great Western Railroad. The trails are surfaced with limestone screenings and average 10 feet in width. Pedestrians, bicyclists, and horseback riders are all welcome on the trails. • DeKalb-Sycamore (Peace Road) Trail starting at Pleasant Street in DeKalb extending north and east into the City of Sycamore. The path generally follows Peace Road for several miles before winding its way to Sycamore Community Park. • DeKalb-Kishwaukee Trail, a 6.5-mile shared-use path maintained by the DeKalb Park District. The path begins at Lions Park and generally follows the Kishwaukee River north to Hopkins Park before connecting with the DeKalb-Sycamore Path and the DeKalb Nature Trail. • DeKalb Nature Trail, a 1.3-mile shared-use path extending from IL-23, the Kiwanis Trail, and the DeKalb-Sycamore Trail. The trail goes northwest to 1st Street. The trail is owned and maintained by the DeKalb Park District. Additionally, trail segments extend the network to the west. Two of these segments are: • Mason Park-Devonaire Trail, beginning at Annie Glidden Road and Prairie Park extending westward through Prairie Creek Park, along South Malta Road to Devonaire Parkway, and following Devonaire Parkway to Devonaire Farms Park [renamed Wright Farm Park]. The trail continues westward through the Devonaire development where it dead-ends pending further residential development to the west.

22 Source: (Stantec Consulting Services, Inc., 2012) 23 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, 2012, p. 15) 24 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, 2012, pp. 20-21)

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• Dresser Road Trail is a recently completed leg of the trail network. It begins on the east at 1st Street and continues west along Dresser Road, past Katz Park and the new DeKalb High School campus and continues to a western terminus on the campus of the DeKalb County Rehab and Nursing Center. In addition to these major trail segments, DeKalb County and the Northern Illinois University have identified major pedestrian routes. The following Map 5 [see the DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan for copy of map] depicts the above major regional trail networks and the City’s and NIU’s major pedestrian routes with a series or recommended extensions to connect additional DeKalb Park District parks to the regional trail network. The highlights of these extensions include: • Extending segments of the DeKalb-Sycamore Trail south along existing and former utility rights of-way • Develop trail extension along Fairview Drive from DeKalb-Kiwanis Park eastward to South 7th Street with a spur north to connect to McCormick Park and continue on Fairview to connect to the existing network at Macom Drive. • Develop a connection south on South 2nd Street from Taylor Street to the Sports and Rec Center • Develop a connection westward on Hillcrest Drive from Annie Glidden Road to Boardman/Pappas Park Public Open House25 In addition to individual focus groups a public open house to solicit additional public input was held at the Hopkins Park Administration Building on September 13, 2011. There were six individuals that participated in the open house. This open house was advertised in the local media, on the DPD website and at several DeKalb Park District facilities. This type of format generally draws small sample sizes and individuals with specific interests in parks and recreation activities. The results therefore, do not support a scientific representative sample size. However, the data was utilized as an additional opportunity to gauge public opinion. A “Comment Form” was available for participants to fill out. There were two individuals that provided additional feedback using the “Comment Forms.” The open house included a brief presentation describing a general overview of the District, the planning process, the steps that had already been taken and a general overview of the expected outcome of the plan. Following the presentation, interested participants had the opportunity to provide their views and comments on both general and specific needs and future direction for the DeKalb Park District. Comments/findings from the open house and the comment forms are included below: General Comments26 • Maintenance of existing facilities is important. • Expanding parks and open space should be a priority. • The District needs to match services/activities to the citizen’s desires. • Lions Park should be rehabbed or re-constructed. [COMPLETED] • Bike/trail system within the City and NIU should be expanded. • Create additional Prairie Park type trails and paths.

25 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, pp. 58-59) 26 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, 2012, p. 58)

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• Funding new aquatic center is a future challenge for the District, the District should keep saving. • District should focus on wildlife preservation and habitat restoration. • Additional bike trails are needed. • More fishing opportunities and areas should be developed. • Add sledding and winter sports activity areas. • Habitat preservation is important. • Put new lights in Prairie Park. • Put no playground equipment in Prairie Park. • Disc golf course is fabulous. • Conduct semi-annual prairie burns on western portion of Prairie Park (volunteers are interested and available). • Burn in February and March as pheasants begin nesting in late March/early April. • Do not develop dog park near residential property. • Would like an “indoor park” – fee based if necessary, with playgrounds targeting multiple age groups. • Would be nice if it were on a bus route to allow access without having to drive or walk. • Can the Rec Center serve as an indoor park? Re-purpose areas if possible. • Hours for workout center do not match needs. • Sledding hill and winter sports. Community Visioning Conclusions27 The community visioning process intended to solicit input from stakeholders, community leaders, Board, Staff, and the general public. This was accomplished through the 2011 Survey, review of the 2007 Community-wide Survey (Northern Illinois University 2007), focus group meetings with administrative staff, community leaders, the general public, the Park Board and, a Public Open House. Many of the themes identified during these meetings and throughout the process were similar. • The District is doing a pretty good job in maintaining parks and facilities • There is a perceived need to expand communication between the District and residents • There is a great desire to continue and expand the collaborative efforts between the District and other units of local government • Expand the network of trails and trail connections throughout the District • Grants are the preferred approach to funding capital improvements • The parks are perceived as being safe These comments made during the workshops by the participants and extracted from the 2007 Survey and the 2011 Survey are incorporated into many of the recommendations for the park and facility improvements and land acquisition needs.

27 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, 2012, p. 59)

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Grant Opportunities and Programs28 [Note: This information is from the 2012 DeKalb Park District Plan and may be outdated.] There are a variety of grant opportunities available to the District ranging from Illinois Department of Natural Resources (IDNR) grants for Open Space Land Acquisition and Development (OSLAD); Land and Water Conservation (LAWCON) which is a federal grant program administered by the individual states; IDNR Bicycle Grants. As shown in the figure to the left, grants ranked highest with the various focus groups as a potential source for funding. The following identifies a variety of potential grant programs. The funding for many of these grant programs vary significantly from fiscal year to fiscal year and may not be a reliable source for capital improvement dollars in the future. OSLAD29 Funds appropriated annually by the IDNR varies. In Fiscal Year 2010 it was nearly $11million while in Fiscal Year 2009 it was around $23million. The OSLAD Grant Program is funded through the real estate transfer tax, and varies as the directly with the economy as real estate purchases rise and fall. The OSLAD grant program funds development and acquisition on a 50% reimbursement up to a maximum of $400,000 for development and $750,000 for acquisition. The Open Space Land Acquisition and Development Act (OSLAD) provides for grants to be disbursed by the Department of Natural Resources (Department) to eligible local governments for the purpose of acquiring, developing and/or rehabilitating lands for public outdoor recreation purposes. Outdoor recreation area development costs (initial Figure 5. Funding Sources Identified by Focus facility construction and/or rehabilitation) including, but Group not necessarily limited to, playfields, play courts, playground equipment, picnic facilities, trails, camping areas, outdoor water sport facilities, nature study areas, and winter sport facilities as well as associated support facilities such as parking areas, access roads, shelters, interpretive centers, restrooms, safety lighting, potable water supply and other directly related support facilities. Professional design services deemed necessary for proper design and construction of the project are also eligible. The OSLAD grant program is a competitive process with applications due in July 1st of each year. The applications require project plans, cost estimates, tentative project time-lines and narrative descriptions identifying the projects benefits and how the project meets the recreational needs of the community. The state program is financed by a percentage of the

28 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, pp. 67-71) 29 Source: (Open Space Lands Aquisition and Development Grant, 2018)

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state's Real Estate Transfer Tax. The federal program is financed nationally by revenue from OSOD leases. LWCF30 The federal Land & Water Conservation Fund program (known as both LWCF and LAWCON) is a similar program to OSLAD with similar objectives. Both grants are managed by the Illinois by the Department of Natural Resources. The OSLAD and LWCF have concurrent application due dates, equal grant maximums and similar general rules. Applications are evaluated and prioritized for funding assistance based upon recreation priorities and criteria identified in the Department's Statewide Comprehensive Outdoor Recreation Plan (SCORP). Under both the OSLAD program and the LWCF program, lands acquired or receiving grant funds are required to be operated and maintained in perpetuity for public outdoor recreation. PARC (Park and Recreation Facility Construction Grant)31 The Park and Recreational Facility Construction Act (PARC) was created by Public Act 096- 0820 effective November 18, 2009 to provide grants to be disbursed by the DNR to eligible local governments for park and recreation unit construction projects. The DeKalb Park District is an eligible agency. The type of project eligible includes “bondable” or “brick and mortar” capital improvements. “Bondable” or “brick and mortar” projects may include, demolition in preparation for additional indoor/outdoor recreation purposes, site preparation and improvements for indoor/outdoor recreation purposes, utility work for indoor/outdoor recreation purposes, reconstruction or improvement of existing buildings or facilities for indoor/outdoor recreation purposes, expansion of buildings/facilities for indoor/outdoor recreation purposes, and new construction of buildings/structures. Unlike the OSLAD and LWCF grant programs the PARC grant program the State will provide up to 75% of approved project costs, except for those local governments defined as “disadvantaged”, which will be eligible for up to 90% funding. Currently no applications are being accepted for the PARC Grant Program. Illinois Trails Grant Programs32 There are several components making up the Illinois Trails Grant Programs administered by the Illinois Department of Natural Resources (IDNR). These grant programs provide funding assistance to acquire, develop and, in some cases, maintain trails for a variety of public recreation uses including restoration of areas damaged by unauthorized trail use activity. These components include: • Bike Path Program33 • Local Government Snowmobile Program Snowmobile Trail Establishment Fund (STEF) Program (Private snowmobile clubs)34 • Off-Highway Vehicle (OHV) Program Federal Recreational Trails Program (RTP)35

30 Source: (Land and Water Conservation Fund Grant, 2018) 31 Source: (Park and Recreational Facility Construction Grant Program, 2018) 32 Source: (Illinois Trails Grant Programs, 2018) 33 Source: (Bike Path Program, 2018) 34 Source: (Snowmobile Trail Establishment Fund, 2018) 35 Source: (Federal Recreational Trails Program (RTP), 2018)

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Bike Path Program The IDNR Bike Path Program provides financial assistance to units of government to acquire, construct, and rehabilitate public, non-motorized bicycle paths and directly related support facilities. The grant provides financial assistance up to 50% of approved project cost with an annual maximum grant award for development projects of $200,000 [information from 2012], there is no maximum for acquisition projects. The funding source for this grant program comes from a percentage of vehicle title fees collected by the Secretary of State. Eligible project types include: • Linear corridor land acquisition costs, including associated appraisal fees; and • Bicycle path development or renovation including site clearing and grading, drainage, surfacing. bridging, fencing, signage, and directly related support facilities such as potable water and restroom facilities. The grant program is a competitive program with applications for the Bike Path Grant Program due to IDNR by March 1st of each year. Snowmobile Grant Program (Local Government) This program administered by the Illinois Department of Natural Resources is finance by registration fees of snowmobiles and provides up to 50% reimbursement for facility development and rehabilitation costs and 90% of trail corridor land acquisition cost for public snowmobile trails and areas. This is a competitive grant program with applications due May 1st each year. The eligible project costs include: • Land acquisition for snowmobile areas / trail corridors; • Snowmobile trail construction and signage; • Trail grooming equipment; • Parking areas, security lighting, restroom facilities, and warming shelters; and, • Snowmobiles and communication Recreational Trails Program (RTP) The RTP is a federal program originally created through the National Recreational Trail Fund Act (NRFTA) which was a component of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA). This program funds acquisition, development, rehabilitation, and maintenance of motorized and non-motorized recreation trails. Each state must allocate 30% of its RTP funding for motorized trail projects, 30% for non-motorized trail projects. The remaining 40% must be used for multi- use (diversified) motorized and non-motorized trails or a combination of either. Unlike several other grants this program can provide up to 80% funding on approved projects and requires a minimum of 20% non-federal funding match. Projects eligible for RTP funding include: • Trail construction and rehabilitation; • Restoration of areas adjacent to trails damaged by unauthorized trail uses; • Construction of trail-related support facilities and amenities; and • Acquisition from willing sellers of trail corridors through easements or fee simple title. Grant assistance from this program cannot be used for: • Condemnation of any property;

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• Construction of any motorized use trail on U.S. Forest Service lands designated as wilderness or currently not authorized for such use by an approved management plan; or • Upgrading, expanding, or facilitating motorized use of trails predominantly used by nonmotorized trail users. Standardization of Site Furnishings & Amenities36 While it is important for each park to develop its own character or theme, it is also important to develop a standardized palette of certain furnishings and amenities. Standardization provides a common look and feel throughout the system which serves to brand and identify the park as belonging to the DeKalb Park District. The District can realize savings by maintaining an inventory of standard repair parts, as well as purchasing replacement parts and equipment in large quantities thus resulting in bulk purchase discounts. The DeKalb Park District has initiated this branding on several recent playground improvement and equipment replacement projects. The standardizing of the District’s park identification monuments, internal security light standards and luminaires, and new site furnishings such as benches and waste receptacles are examples of this “branding.” Mixing styles and materials result in a muddled appearance lacking in aesthetic appeal. There may be specific parks such as Ellwood Museum and Visitor Center, due to its historic interpretive character that would have its own standardized elements. The remainder of the system should be standardized to work together in style, materials, design, and installation to present a DeKalb Park District image that states quality. • Benches • Picnic Tables • Bicycle Racks • Waste Receptacles • Drinking Fountains • Way finding Signage • Lighting, both Parking Lot and Security • Playground Edging Individuality, character, and image are critical for each park to avoid a “cookie-cutter” approach that allows each park to look like every other park. It is still important for the overall park system to have some consistency. The design philosophy and character developed by utilizing like materials and styles of elements produces an essential image. Sustainability37 Sustainability has become the buzz-word when it comes to environmental awareness. The District has the opportunity to become a leader in sustainability. There are numerous opportunities for integration of a sustainable environment during the initial design of a park development. Additionally, these opportunities can be integrated into park maintenance practices as well. These opportunities [as they relate to active transportation] include: • Integration of recycled trash containers for collection of refuse at park sites; using dual- purpose recyclable/trash containers to encourage recycling • Pavement materials and selection o Use of recycled pavement materials (recycled asphalt in aggregates)

36 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, pp. 77-79) 37 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, pp. 78-79)

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o Color selection (light colored pavements reduce heat buildup and thermal gain) o Permeable pavement options • Selection of locally produced materials o Selection of material decisions to include consideration of salvage value and disposal at end of useful life • Use of renewable resources where possible o Bio-diesel o Solar • Use of energy efficient systems for park security and field lighting Safety Considerations38 A safe outdoor park and recreation environment should always be a high priority. Safety concerns can be diverse and need addressing from a variety of perspectives. Security Lighting The District currently provides site security lighting throughout the park system. The security lighting style is consistent throughout the system and works well to brand the district. Security lighting should continue to be an integral park element as new parks are developed or existing parks are renovated. Solar and other green technology alternatives should be explored for the security lighting as park plans and designs are developed. Visibility It is important for the park patrons to feel comfortable during their visits. The ability to see into and from the park creates a safer feeling. Minimizing areas or conditions that block visibility into the site from the adjacent property eliminates “hiding” places and produces a more open user-friendly environment. Consideration should be given to excessive shrubbery as well as the location of amenities. Public safety patrols can see into the parks during routine patrols providing an additional level of security. Site Utilities Site utilities can have a significant impact on a park configuration and function. Electrical distribution panels must be protected, signed and accessible. Aesthetically, the electrical panels should not be the dominate feature in the park landscape. Manholes, storm sewer outlets and inlets can become liability issues and must be regularly monitored to verify they function as intended. Manholes and storm sewer inlets where adjacent areas have settled should be repaired to original design intent and eliminate any hazards in lawn and landscape areas.

38 Source: (DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan, pp. 83-89)

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Park Signage The District has implemented a program which standardized the marquee signs at most every park site within the District. This program emphasizes the District brand. The signs are granite “tombstones” that are a durable relatively vandal resistant material. Most signs are flanked by a combination of herbaceous perennials and colorful annuals. These signs are somewhat dated. The District should continue developing a new more contemporary signage system that could “brand” the district. This new signage should brand the District, and once established, the District should develop a program to roll out the new branded signs to all parks throughout the system. The plantings should be transitioned more toward the perennial plant palette to minimize annual labor and material expenses. The use of wood chip mulch and geotextile landscape fabric will also assist in reducing or eliminating weeds intruding into the planting beds.

Park Design All DeKalb Park District parks have a variety of amenities and features that create an exciting play environment for park users. The 2007 Survey of DeKalb Park District Residents and the subsequent supplemental survey indicates the respondents show a high level of satisfaction with the District’s parks and park maintenance. There are; however, some design features that should be enhanced, modified, simplified, or removed to create a better more accessible park experience. Access Many parks lack access to playgrounds and other site amenities from a public street or parking lots. This issue of limited access or no walks is generally more prevalent in older park developments that have not been recently renovated. While other parks, such as the newly constructed Devonaire Farms Park [renamed Wright Farm Park], provides excellent access

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from the public sidewalk to the play area. Site Design Site design and site furniture details have a significant impact on user enjoyment and the operation/maintenance of the park site. Integrating bench footings into paths and pavement surfaces makes the bench more accessible and significantly reduces mowing and trimming requirements. Additionally, integration of the basketball goal and the court surface can improve playability and user enjoyment while also reducing maintenance issues. These maintenance issues manifest in excessive turf wear at the end line of the court where puddles and ponding water adversely affect the court base’s stability, and the unraveling of the pavement edges as the adjacent surface wears. Public Restrooms Park user satisfaction surveys frequently identify access to restroom facilities high or very high in importance. The District has numerous park sites with access to portable public restrooms. These areas are well integrated into the park environment and well screened. In most cases, service access points are considered in the site design. This restroom screening is very consistent throughout the District and should be continued. Care should be taken to ensure adequate service access to the portable facilities in order to avoid excessive wear or needing to restrict service time-frames to fair weather conditions only. Public Parking The District has numerous on- site parking facilities throughout the system. These parking areas are predominately constructed of asphalt over an aggregate base. In general, the striping of the parking areas needs to be redone. A structural evaluation of the parking lot pavements was beyond the scope of this Master Plan. The parking areas were visually assessed to determine if there were any apparent functional issues that should be addressed in the near future. There are great opportunities to integrate green technologies and green infrastructure in cases where the parking lot pavement needs significant structural modification. These could include replacing portions of the parking lot with permeable pavement to reduce runoff and improve water quality leaving the site. District-wide the parking areas are in need of sealcoating, some structural pavement repairs,

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and re-striping. The restriping plans will need to be sensitive to the ADA, Illinois Accessibility Code and DeKalb County requirements for stall size, striping requirements, accessible route requirements and number of accessible parking stalls. The number of accessible stalls is dependent on the number of parking stalls provided in each individual parking lot. ADA Guideline The District commissioned an Accessibility Audit which was completed by Recreation Accessibility Consultants (RAC) in April 2011. This comprehensive district-wide report addressed the recently federally adopted 2010 Standards for Accessible Design and the Illinois Accessibility Code. Playground and park site recommendations from the RAC report will be incorporated with each site’s recommendations. [Note: the DPD performed an updated accessibility audit in 2018.] Trail Network The DeKalb-Sycamore Area Transportation Study (DSATS) 2011 bicycle & pedestrian plan [This plan is an update to the 2011 plan] is intended to enable safe and efficient bicycle and pedestrian travel within the DSATS planning area. Goals of this plan include developing a connected bicycle network that meets the transportation and recreational needs of the area’s citizens. The existing network includes a number of trail segments currently owned and maintained by the DeKalb Park District. This Master Plan identifies possible trail connections and expands that general bike and pedestrian plan to connect additional existing DeKalb Park District park sites. Encroachments The District should inventory the perimeters of park sites to identify existing encroachments into or unauthorized use of District lands. In areas with adjacent residential properties it is possible to find gardens, storage sheds, and private fences that have been installed on District park lands. In areas adjacent to commercial and industrial properties the issue is more related to debris and trash accumulating on District property. Park Enhancements The following recommendations are district-wide and based on site assessments conducted over a two-month period. These recommendations should be integrated into the District’s 5-year Capital Plan with the highest priority projects being those that address safety and operational issues. The next priority relates to standardization and branding, with the development of site furnishing and material standards. Park Amenities • Initiate trash receptacle replacement program to phase out all 30-gallon drum waste cans • Integrate recyclable collection cans throughout the park system with priority given to active sports fields and areas • Install paved aprons at benches adjacent to hard paved surfaces and trails • Develop access pathways from public sidewalks and paths to park amenities • Develop intra-park trail connections to public streets for future connection via City streets and roadways to existing regional bicycle and pedestrian trail networks • Add bicycle racks to playground areas and all major activity areas • Continue to integrate security lighting in neighborhood parks

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• Add fishing piers and access at appropriate lakes and ponds to improve fishing opportunities (as identified in focus group meetings) • Develop District-wide site furnishing branding strategy to extend to marquee signs, lighting standards, regulatory signs, benches, ornamental fencing, waste and recycling containers, and interpretive signs. Landscape Improvements • Add shade trees in and around play areas concentrating on bench areas and providing shade to play apparatus • Add shade trees in and around spectator seating areas and bleacher areas to provide additional shade to area • Consolidate smaller planting beds into larger beds to reduce trimming and hand mowing requirements • Transition low use areas to native low grow grasses and plantings to reduce mowing needs and add character and interest • Edge planting beds to eliminate migration of mulch into lawn areas • Install play surface containment to minimize migration of safety surface into landscape and lawn areas and to meet accessibility requirements • Repair storm sewer inlets and outlets to original design intent • Develop tree and forestry management program to proactively manage issues such as the Emerald Ash Borer • Address erosion issues along streams and the Kishwaukee River as well as adjacent top pedestrian and bicycle trails and at drainage structure inlets and outlets. Directional Signage • Replace or install park signs at parks that do not have park signs meeting the District’s branding standards • Add internal trail distance markers and way finding signage along bicycle and pedestrian trails Athletic Fields/Courts • Initiate athletic field fence replacement program to increase height of foul line wing fencing for protection of spectators and non-participants • Develop shade structures at athletic fields • Develop hardened path from parking areas to athletic fields • Expand basketball court surfaces to provide out of bounds areas within the asphalt pad • Color-coat basketball and roller-hockey with multi-color strategy to enhance aesthetics Recreational Activities • Swimming pool improvements o Continue to work towards renovation/replacement of Hopkins Pool o Continue to address locker room renovations • Trail expansions • Explore recreation center development • Sledding and winter sports activities General Recommendations • Continue to focus on existing park and facility maintenance • Focus on open space passive parks

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• Begin program to develop master plans for recommended parks DeKalb Park District Strategic Plan Executive Summary (Excerpts) The DeKalb Park District’s Board of Commissioners authorized the formation of a Strategic Planning Committee with a goal of creating a strategic plan that would guide the District in setting priorities for the next five years. The strategic planning process resulted in the re-evaluation of the District’s purpose, values, and vision as well as identifying goals and strategies for achieving these goals. The primary goal of the strategic planning process was an alignment of strategy and goals of the board of commissioners, and community. The Board of Commissioners contracted a consulting company to assist the Park District in preparing a new strategic plan. Planning sessions were held with the Strategic Planning Committee, staff, and community focus groups. Strategic issues were identified, and a set of goals and objectives were explored. As a part of the planning process, the District also contracted with a consultant for the development of a community survey. This community survey was conducted via mail and phone to obtain community feedback on the overall impression of the District, and to learn what residents want from their District. The results of the community survey, along with the results of focus groups, helped to develop goals and objectives for the District. This combined research resulted in the following topics (not listed in any specific order of importance): • Improve Trail Network The District’s trails are the most used District amenity. While great strides have been made over the years to develop and improve the trail network in the community, this will continue to be a priority for the District especially as opportunities for intergovernmental cooperation and other partnerships arise.

• Improve and Update Existing Facilities, Parks, and Trails The District has hundreds of acres of park space, miles of trails, and many facilities and amenities with limited financial resources for caring for these community assets. A priority in the coming years will be to make improvements and updates to the District’s existing assets to make sure that the District is being a responsible caretaker of these assets and meeting the needs of the community.

• Build Community and Customer Loyalty While the survey results indicate that there is a high level of satisfaction with the District, the District also finds that there is a lack of awareness of offerings of the District. Additionally, shifting demographics in the community suggest that the District needs to continue strive to connect with the community and build awareness of District offerings. The District will work in the coming years to connect with the community and help the community connect with one another.

• Lead Efforts in Community Conservation of Energy and Natural Resources, Environmental Protection, and Sustainability As the caretaker of 700 acres of open/green space, the District has an obligation to be a

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leader in environmental protection in the DeKalb community. The way that the District cares for these spaces has an impact on the entire community. The District will continue to research the most environmentally friendly practices and ways that we can be proactive in protecting our natural resources and be sustainable in our practices.

• Update District Comprehensive Master Plan The District adopted a Comprehensive Park and Outdoor Recreation Open Space Master Plan in 2012. As some of this plan has been implemented and the community needs have changed in that time, it is important that the District update this plan in the next few years. Survey Summary (Excerpts) Awareness & Use Patterns The DeKalb Park District (DPD) community-wide survey asked respondents to identify their use of District parks and facilities. • In the past calendar year, trails were selected as the most visited District amenity: o 66.7% of respondents stated they used Hopkins Park trails o 43% had visited the Prairie Park trail and pathway system o 31% of survey participants had visited the Lions Park trails in the last calendar year Satisfaction Respondent satisfaction with the DeKalb Park District surpassed national averages for active user satisfaction levels in a majority of categories. The national average for user satisfaction is a rate of 70%. The survey indicated that the DeKalb Park District has a combined satisfaction rate (very satisfied, satisfied, and neutral) of 80%. Satisfaction levels with the golf course staff, Haish Gym staff, and parks / maintenance staff received little or no “very dissatisfied” or “dissatisfied” responses. • The Hopkins Park tennis courts received the highest active user dissatisfaction ratings

• The Hopkins Pool amenities also received higher than average active user dissatisfaction (27%) ratings than other options in the survey questionnaire

• Overall response also achieved high satisfaction levels for: o Safety within the parks, facilities, and trails (82%) o Variety of recreation opportunities offered (78%) o Trails / pathways (76%) o Maintenance of parks (75%, up from 71.6% in 2007) o Current programs and price of Park District programs (71%) o Open space (70%) o Overall satisfaction with DPD staff (70%, up from 63% in 2007) Future needs/development/expansion Survey respondents were asked to rank their top four choices for the development or expansion of indoor and outdoor recreation offerings.

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The respondents identified the following options as their top four choices for their needs:

Indoor Recreation Service Top Four Combined Total #1 Ranking 1. Adult Fitness / Wellness 39% 17% 2. Senior Fitness / Wellness 26% 10% 3. Pilates / Yoga 22% 8% 4. Indoor Aquatics 21% 9%

Outdoor Recreation Service Top Four Combined Total #1 Ranking 1. Walking Trails 47% 23% 2. Canoeing / Kayaking 34% 13% 3. Summer Concerts 27% 7% 4. Nature Playground 24% 8%

Ranking Financial Support Responding households were asked to prioritize the District’s spending over the next five years. Each respondent was given $100 to spend on the District budget across 21 potential budgetary line items. They were also given an option to write-in their own prioritized line item. The chart below highlights percentage of response per line item and the average dollar amount listed for each line item. Please note: respondents could submit dollar amounts ranging from $0 to $100. Percentages are based on these totals.

Line Item Percentage of Response Average Spend 1. Hopkins Pool Renovations 37% $33 2. Nature Trails 36% $22 3. Maintain Existing Parks/Facilities 35% $20 4. Walking Trails 34% $21

Respondents were then asked if they were willing to support their top potential budget line item priority from question 8 and if so, how much more were they willing to pay. The response split almost evenly across “don’t know,” at 29%, “no,” at 26%, “$1 to $5 more per month,” at 28%, and “$6 to $10 more per month,” at 17%. FIVE-YEAR Key Strategies (Excerpts) • Improve Trail Network

o Build and maintain relationships with other public and private entities for planning and building trails o Develop a plan for extension of the Nature Trail o Complete the restoration of the Nature Trail

• Improve and Update Existing Facilities, Parks, and Trails

o Continued implementation of the ADA transition plan o Complete the Ellwood Mansion Phase I restoration o Improve signage, including way finding signs at key or high traffic facilities and parks

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o Research improvements to older facilities such as the Hopkins Shelter and Band Shell o Research options for creating infrastructure to support the sledding hill o Utilize GIS for asset management, planning, and forecasting

• Build Community and Customer Loyalty

o Develop a branding and awareness campaign o Create volunteer action groups o Develop a “Connecting children to nature” coalition o Improve engagement with minority population in our community

• Lead Efforts in Community Conservation of Energy and Natural Resources, Environmental Protection, and Sustainability

o Develop and adopt a sustainability plan o Develop recycling program for District events o Restoration of natural spaces by development and implementation of a plan for restoration at places such as Ellwood House, Hopkins Park, etc. o Reduction in mowed turf areas by introducing native grasses in sections of various parks o River bank stabilization projects as identified by the watershed plan

• Update District Comprehensive Master Plan

o Determine whether the work can be done in house or needs to be contracted o Identify individual parks that need master plans o Utilize District’s GIS to update all maps for the plan(s)

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Figure 1. The most visited amenities at Hopkins Park by respondents are included in the figure below. Trails and paths (66.7%), playgrounds (41.0%) and the bandshell (37.8%) were the top three most visited locations. Figures combine all options for frequency of use per month to equal total visits per calendar year.

Figure 1. Have Respondent's Visited The Following Hopkins Park Amenities During The Past Calendar Year.

66.7%

41.0% 37.8%

BANDSHELL - MUNICIPAL BAND TRAILS AND PATHS PLAYGROUND CONCERTS

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Figure 11. Nearly half of the survey participants have used the Prairie Park paths in the last calendar year. 14% of respondents have visited the trails twice per month or more.

Figure 11. Prairie Park: Trails & Paths Respondents Frequency of Use

14% No 25 + times 7% 57% 43% 11-25 times 8% 6-10 times 1-5 times 14%

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Figure 18. Various general satisfaction questions. Question five contained six general statements to assess safety, scheduling, variety and satisfaction with current programming. Respondents used a six-point scale to rate their response (0=Don’t use, 1=Very Dissatisfied, 2=Dissatisfied, 3=Neutral, 4=Satisfied, 5=Very Satisfied).

Figure 18. Respondent's Level of Satisfaction

THE PRICE OF PARK DISTRICT PROGRAMS (N=308) 8% 36% 27%

THE LEVEL OF SAFETY AT DPD PARKS, FACILITIES, AND PROGRAMS. (N=358) 13% 49% 20%

THE DAYS AND TIMES OF EVENTS. (N=342) 6% 33% 31%

THE DAYS AND TIMES OF PROGRAMS. (N=348) 6% 34% 28%

CURRENT DPD PROGRAMS. (N=360) 7% 41% 23%

THE VARIETY OF RECREATION OPPORTUNITIES OFFERED. (N=398) 13% 43% 22%

Very satisfied Satisfied Neutral

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Figure 21. The next three recreation amenities tested for satisfaction were disc golf, playgrounds and pathways. Respondents used a six-point scale to rate their response (0=Don’t use, 1=Very Dissatisfied, 2=Dissatisfied, 3=Neutral, 4=Satisfied, 5=Very Satisfied). Overall, respondent’s selected “don’t use” the least percentage of times for playgrounds (38%) and pathways (19%) in the entire level of satisfaction questionnaire. Trails and pathways also had the most number of respondents select their level of satisfaction (384 survey participants), which may highlight the visibility and interest of this recreation amenity within the community.

Figure 21. Satisfaction with Recreation Amenities

DISC GOLF (N=318) 5% 22% 11% 61%

2%

PLAYGROUNDS (N=350) 11% 40% 8% 38%

PATHWAYS (N=384) 16% 52% 8% 3% 19%

Very satisfied Satisfied Neutral Dissatisfied Very Dissatisfied Don't use

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Figure 22 graphically represents the level of satisfaction among “active users” for figures 20 and 21. For the purpose of this study, active use is defined as a respondent who selected their level of satisfaction with the particular recreation amenity within the DPD. The active user charts do not take into account the “don’t use” or “skip” responses. Active user satisfaction (“very satisfied,” “satisfied,” and “neutral” combined total) for the quality of pathways (94%), and playgrounds (95%) displayed the highest percentages. While good information was gathered related to the other recreation amenities listed below, the lower numbers represent lower levels of confidence related to levels of satisfaction. When coupled with limited written responses it appears that additional research should be conducted on the quality and feasibility of tennis courts in the future.

Figure 22. Level of Satisfaction of Active Users

DISC GOLF (N=124) 13% 56% 29% 2% PLAYGROUNDS (N=218) 18% 64% 13% 4%

PATHWAYS (N=312) 20% 64% 10%4%

INDOOR TURF FIELDS (N=116) 12% 52% 22% 7% 7% 4% OUTDOOR SOCCER FIELDS (N=102) 8% 61% 27% 5% OUTDOOR BASKETBALL COURTS (N=84) 7% 36% 52%

TENNIS COURTS (N=114) 7% 40% 28% 18% 7%

OUTDOOR SOCCER FIELDS (N=106) 9% 47% 32% 12%

OUTDOOR BASEBALL FIELDS (N=114) 11% 51% 32% 6%

Very satisfied Satisfied Neutral Dissatisfied Very Dissatisfied

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Figure 33. Question five also tested each household’s level of satisfaction with household’s level of satisfaction with the Park District’s maintenance related to seven categories. Respondents used a six-point scale to rate their response (0=Don’t use, 1=Very Dissatisfied, 2=Dissatisfied, 3=Neutral, 4=Satisfied, 5=Very Satisfied). The chart for Figure 33 indicates a more “opinionated” response related to maintenance (i.e. less “don’t use” responses). Despite lack of use, well maintained parks and facilities may still be visible and valued within the community. Minimal “neutral,” “very dissatisfied,” and “dissatisfied” responses were also recorded for each area indicating high percentages of satisfied respondents for DPD maintenance services (also shown in figure 34 on the next page).

Figure 33. Level Satisfaction with Maintenance

PATHWAYS & TRAILS (N=375) 19% 54% 9% 15% 2% 2% PLAYGROUNDS (N=358) 12% 43% 10% 32%

2% PARK AREAS (N=366) 13% 52% 10% 23%

GOLF COURSES (N=336) 8% 26% 12% 55% 5% ATHLETIC FIELDS (N=326) 31% 9% 54% 6% BUILDING/FACILITIES CLEANLINESS (N=362) 10% 48% 8% 28% 3% BUILDING/FACILITIES (N=354) 9% 47% 13% 27%

Very satisfied Satisfied Neutral Dissatisfied Very dissatisfied Don't use

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Figure 34 graphically displays the high percentage of respondents (>70%) who were “satisfied” or “very satisfied” with the maintenance of the DPD parks and facilities. Respondents used a six-point scale to rate their response (0=Don’t use, 1=Very Dissatisfied, 2=Dissatisfied, 3=Neutral, 4=Satisfied, 5=Very Satisfied).

Figure 34. Active User Level of Satisfaction with Maintenance

PATHWAYS & TRAILS (N=340) 22% 64% 10% 3% PLAYGROUNDS (N=242) 18% 64% 15% 2%

PARK AREAS (N=282) 16% 68% 13% 3%

GOLF COURSES (N=150) 17% 57% 25%

ATHLETIC FIELDS (N=152) 11% 67% 20% 2%

BUILDING/FACILITIES CLEANLINESS (N=260) 14% 66% 12% 8%

BUILDING/FACILITIES (N=258) 12% 64% 18% 5%

Very satisfied Satisfied Neutral Dissatisfied Very dissatisfied

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Figure 39. Number seven on the survey posed a similar, but different question to DPD residents. In this case, participants were asked to rate their top four choices of OUTDOOR recreational programs that the DPD should consider developing or expanding. Residents were allowed to mark “1” next to their top choice, “2” next to their 2nd choice; “3” next to their third choice; and “4” next to their fourth choice. This question provided 24 potential options, and two spaces for the respondent to write-in additional ideas. The top eight choices are listed below.

Figure 39. Outdoor Recreation Needs (n=300)

ICE SKATING 5% 5% 2%

ENVIRONMENTAL VOLUNTEER OPPORTUNITIES 7% 4% 7% 2% ENVIRONMENTAL EDUCATION 9% 5% 3%

GOLF 7% 6% 6% 3%

NATURE PLAYGROUND 8% 6% 5% 5%

SUMMER CONCERTS 7% 8% 9% 3%

CANOEING / KAYAKING 13% 9% 7% 5%

WALKING TRAILS 23% 9% 7% 8%

1 - top choice 2 - second choice 3 - third choice 4 - fourth choice

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DEKALB COUNTY 2011 DeKalb County, Illinois Unified Comprehensive Plan39 Goals and Objectives40 10. Goal: Develop and maintain transportation systems which serve existing and future residents, farms, and businesses. Objectives: Protect the existing and identified future arterials and collectors as transportation routes by discouraging access points to these roads from private properties. a. Work with the municipalities in the County to protect the capacity of arterials and collectors by discouraging access from private properties and encouraging the use of frontage roads and access via local roads. b. Integrate transportation and land use planning to facilitate orderly growth. c. Explore potential of shuttle service from the County to existing commuter rail service, and the possibilities for a commuter rail station in the County itself. d. Promote expansion of regional trail systems throughout the County to meet both transportation and recreational objectives. Focus resources first on achieving connectivity between all existing bike/hike trails. e. Expand the network of all-weather roads. f. Encourage the development of mass transit opportunities, including but not limited to park and ride facilities for commuter and passenger rail service to the east and north, as well as improved bus service throughout the County. Trail System41 In addition to road extensions, the County has proposed expanding the existing trail network in DeKalb and Sycamore to various places throughout the County. Existing trails include the DeKalb Nature Trail, Peace Road Trail, and the Great Western Trail. The 2003 DeKalb County Unified Comprehensive Plan identified a proposed trail system that would connect the existing trails with many of the forest preserves in the County and would travel along roads, rivers, and some railroads. Since then, additional trail possibilities have also been developed. Desirable hiking/biking trail locations now include: 1) Along the Union Pacific Railroad Spring Valley line extending from the City of DeKalb southwest to the county line; 2) A link from the City of DeKalb to Afton Forest Preserve, and then generally south/southeast into Sandwich and Somonauk; 3) A link from the proposed Union Pacific trail to the Peace Road Trail; 4) An extension of the Peace Road Trail north along the proposed Airport Road extension; 5) Along the Kishwaukee River north from DeKalb and Sycamore, through Genoa, Kingston, and Kirkland west to the edge of the County; 6) A link from Kishwaukee College through Malta to the City of DeKalb; 7) A link from the City of DeKalb to the Town of Cortland along Loves Road and Barber Greene Road; and 8) A link from Shabbona to Waterman to Hinckley. The need for alternative means of travel has and continues to increase in the light of dwindling

39 Source: (DeKalb County Illinois, 2011) 40 Source: (DeKalb County, Illinois Unified Comprehensive Plan, 2011, pp. 25-28) 41 Source: (DeKalb County, Illinois Unified Comprehensive Plan, 2011, p. 36)

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fossil fuel resources, continuing population growth, and environmental concerns. The proposed trails will not only encourage travel to local forest preserves and parks for recreational opportunities, but facilitate bike and pedestrian travel to places of employment, public and private institutions, and retail and service locations. The proposed locations of these trails, however, are conceptual. There is no commitment to the exact location of these trails nor is there a specific time frame in which these trails will be built. There has been much support by residents for such a trail system. In fact, every individual community comprehensive plan that is part of this Unified Comprehensive Plan has identified trail development and linkages to locations through the County as a high priority. Implementation of new trails will occur as funds become available. However, concern has been raised regarding trails crossing over private property and this issue will be discussed at length before implementation is started. In July, 2003, the DeKalb County Greenways and Trails Coalition (GTC)42 was formed to spearhead development of a County-wide trail system. The GTC is an outgrowth of the Kishwaukee Kiwanis Club Pathway Committee and the DeKalb County Forest Preserve District, and includes representation by individuals, businesses, and government bodies from all corners of the County. At present, the GTC, through the office of the DeKalb County Forest Preserve District, is applying for grants to develop a comprehensive bike and trail system in the County. A 2010 study conducted under the supervision of the DeKalb Sycamore Area Transportation Study (DSATS) identified connectivity as the major issue for the existing trail system43. This suggests that available resources should first be devoted to achieving connections between all portions of the existing trails in order to maximize their utility for users. Opportunities to expand the trail system should also be pursued. The Future Transportation Plan shows all existing and proposed roads and trails. Forest Preserves are also shown to help illustrate the accessibility of forest preserves via the proposed trails. Future Transportation Plan44 The Future Transportation Plan sets forth a comprehensive future trail system. Trails afford not only an opportunity for recreation, but provide bicycle access throughout employment, retail and service, and cultural sites in the County. The County should actively pursue opportunities to develop new trails and improve the existing trail system, particularly by establishing connections between all portions of the existing trail system. Further, the possibility of constructing bike lanes on new roads and as part of road improvements should continue to be evaluated, and such lanes should be included where funding is available. The DeKalb County Greenways and Trails Plan45 Project Goal and Objectives46 The overall goal of the DeKalb County Greenways and Trails Plan is to provide general guidance in the selection, acquisition, and development of trails and greenway corridors within the County. It should be noted that the following objectives are not prioritized, and it is recognized that priorities for implementation of the objectives are not static, but will change depending on grant funding, partnerships, willing landowners, and political will. Plan Objectives

42 (DeKalb County Greenways and Trails Coalition, 2019) 43 Source: (Brownlee, Haller, Lafata, & Krmenec, 2010) DSATS Recreation Trail Usage Study, under the direction of Andrew J. Krmenec, PhD, Northern Illinois University Geography Department 44 Source: (DeKalb County, Illinois Unified Comprehensive Plan, 2011, pp. 43-44) 45 Source: (DeKalb County Forest Preserve District, 2005) 46 Source: (DeKalb County Greenways & Trails Plan, 2005, pp. 5-6)

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• Identify greenway open spaces to preserve. • Preserve and improve the quality and biodiversity of existing open space, including greenways. • Improve the effectiveness and use of trails. • Expand the existing regional trail system and create linkages • Expand the region’s efforts to protect, restore and utilize water-based greenways. • Improve the transportation benefits of trails. • Sustain and strengthen the funding base for trails and greenways. • Continue the tradition of innovative trail and greenway planning in DeKalb County and work to connect County Figure 6. Artist at Afton Forest Preserve greenways to regional greenway systems. • Improve the existing roadway system for walking and bicycling. Public Input Objectives • Work with broad-based community interest groups that speak effectively for greenway and trail interests. • Obtain public participation in the planning process to build consensus and to encourage plan implementation and use by the public. • Encourage local “buy-in” to the plan by dividing the County into thirds for the planning process to encourage more local participation. System Development Objectives 1. Preserve remaining key open spaces and open space corridors in DeKalb County. 2. Develop greenway and trail facilities that link major destinations, such was parks, community centers, libraries, shopping centers, forest preserves, schools, Northern Illinois University, Kishwaukee College, employment centers, and government centers. 3. Emphasize connectivity of the system to neighboring counties, as well as to regional trail systems, such as the Great Western Trail in DeKalb and Kane Counties, and to population centers. Figure 7. Girl Walking Under the Railroad 4. Identify short-term and long-term improvements to Bridge in Genoa. An important crossing from the downtown area greenway corridors to create a County-wide greenways to residential areas and the high school. and trails system that will protect greenways and provide trail experiences for current and future residents to enjoy. 5. Preserve existing natural habitats for DeKalb County’s unique flora and fauna and promote the value of flood control and aquifer recharge that greenways can provide. 6. Instill awareness amongst landowners to work together to restore degraded portions of the County’s important habitat areas.

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Recommendations for DeKalb County Greenways & Trails47 Trail Options for Greenways A greenway may or may not have a trail for human travel associated with it. This should be determined at the time the specific greenway is designed. It may be that a specific greenway or segment of a greenway is too sensitive to allow human traffic, or the right of public access may not have been included in the easement agreement. However, most of DeKalb's greenways will be suitable for trails depending on land owner or sellers’ intentions and several trail surfacing types are discussed below. The simplest and least expensive trail surface is mowed grass, which can also serve as a fire break if fire management is used. This surface does not provide wheelchair accessibility and is not useable during wetter times of the year. Regular maintenance is required. Mowed grass is appropriate for trails on uplands that are not expected to carry much traffic. This report assumes $5 per linear foot to install [Note: this is estimated at 2006 costs]. Example segment in DeKalb County: This surface may be appropriate for the nature trails through Afton Forest Preserve. Wood chip surfacing can be wheelchair accessible depending on how well the wood chips used "knit" together, which varies by wood chip type. This surface is more usable in wet seasons than mowed grass, but still may not be usable year-round. Regular maintenance is required. Wood chip surfacing is appropriate in uplands and lowlands. This report assumes $12 per linear foot [Note: this is estimated at 2005 costs] to install. Example segment in DeKalb County: This surface may be appropriate in the South Branch Kishwaukee Greenway. Stone trail refers to a trail built with a base course of gravel and a surface course of limestone screenings. The screenings, when compacted, knit together to provide a smooth, wheelchair- accessible surface. This surface is usable during all but the wettest months of the year, and is appropriate for pedestrians, baby strollers, bicycles, and wheelchairs. Maintenance, such as grading and resurfacing, is required yearly or every other year. This report assumes $35 per linear foot [Note: this is estimated at 2005 costs] to install. Example segment in DeKalb County: This surface may be appropriate along the proposed rails with trails facilities. Both the stone trail and the wood chip trail surface will periodically need to be replenished with new materials. These costs can be assumed to be about half of the costs of installation. There are two (2) types of boardwalks. The elevated boardwalk is built on posts, and the regular boardwalk is placed directly on the ground or elevated slightly (two (2) to four (4) inches) on adjustable posts. The elevated boardwalk is useful in areas where there is flowing water and/or the water level fluctuates seasonally. The boardwalk trail placed on the ground is useful where water is not moving and never exceeds three (3) to four (4) inches in depth. Both boardwalk types are accessible for most of the year by pedestrians and wheelchairs. Bicycle use is not recommended unless the boardwalk is at least eight (8) feet wide and even then, the boards may be slippery when wet or icy. Maintenance will be required every eight (8) to 10 years depending on the materials used to construct the boardwalk and the amount of water the boardwalk is exposed to regularly. The elevated boardwalk is estimated at $125 per linear foot [Note: this is estimated at 2005 costs] to install, and the regular boardwalk is

47 Source: (DeKalb County Greenways & Trails Plan, 2005, pp. 19-29)

DeKalb Sycamore Area Transportation Study ~ 47 ~ estimated at $65 per linear foot [Note: this is estimated at 2005 costs]. Example segment in DeKalb County: Boardwalks may be appropriate along portions of the Kishwaukee River, the Little Rock Creek, and/or the Somonauk Creek greenway trails. A Water trail refers to a trail used by watercraft. In DeKalb County this typically means canoes, and the South Branch of the Kishwaukee River exhibits great potential for canoeing. It is important to note that water trails involve coordinated access on a water body, including designating a system of sites, signs, information, and users. Also, in order for the South Branch of the Kishwaukee to be designated as a water trail, public access will be needed and Illinois laws will need to be followed. The Northeastern Illinois Planning Commission, in conjunction with the Openlands Project and Illinois Paddling Council, created the Northeastern Illinois Regional Water Trail Plan in 1999. The plan identifies water trails in the Chicagoland area. If the public and political will supports the effort, the South Branch of the Kishwaukee could possibly be designated as part of the regional water trails system. The County should look to the Nippersink River and McHenry County as examples. Figure 8. Canoers on the South Branch of the Kishwaukee River. Example segment in DeKalb County: An excellent opportunity for a water trail in DeKalb County is the South Branch of the Kishwaukee River from the City of DeKalb downstream to the western County line, where the river enters Ogle County. Facility Options for On-Road Facilities Schreiber/Anderson Associates developed a set of guidelines to determine the facility recommendations for the on-road sections of the DeKalb County greenways and trails system. Shared Lane In situations where the traffic count is less than 5,000 ADT (average daily traffic, or average number of vehicles per day) and the traffic speeds are low (these conditions exits on most local roads in DeKalb County), it is recommended that bicycles and cars share the road. The only recommended improvement in these areas is wayfinding signage to help bicyclists and motorists find important destinations such as shopping districts, the library, Northern Illinois University, Kishwaukee College, community parks, and regional trails. Example segment in DeKalb County: Connection from Kirkland to Kingston via Kirkland Road, Wolf Road, and Rebecca Road.

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Paved Shoulders and Improved Pavement Markings Many on-road bicycle facilities in the County will involve the use of a paved shoulder. A paved shoulder refers to the part of the roadway that is adjacent to the regularly traveled portion of the roadway and is on the same level. Ideally, paved shoulders should be included in the construction of new roadways and the upgrade of existing roadways where there is a significant level Figure 9. Cyclists Using a Paved Shoulder. of current or potential bicycle travel. Fog lines (white striping) should be provided to help designate where bicyclists should ride. Also, it is important to note that existing roads can be retrofitted with fog lines to provide a designated space for automobiles and a designated space for pedestrians and bicyclists. If a four (4) inch white stripe is painted on the road pavement, with a minimum four (4) foot shoulder area, this can potentially provide traffic calming effects by slowing automobile traffic and also providing a space for pedestrians and bicyclists that is separated from the automobile traffic. This is also a very inexpensive and easy way to allow bicyclists, pedestrians, and automobiles to share the road. Example segment in DeKalb County: This plan proposes several paved shoulders, including along Annie Glidden Road from the City of DeKalb north to the County line; along South Malta Road from the west County line to DeKalb; along IL 23 from DeKalb to IL 30; and along several other road segments. Sidewalks Gaps in sidewalks should be filled, especially within a half mile radius of schools, parks, and other popular walking destinations. The crosswalks in these areas should also be improved and maintained. While the sidewalks may be used by children and inexperienced adult cyclists, they should not be signed as bike routes. Sidepaths Sidepaths are facilities that are located adjacent to roads in the road right-of-way, but are separated from the road facility. Sidepath gaps should be filled, especially if they connect residential areas to popular destinations. On collector or arterial roads with sidepaths, it is recommended that an on-road facility be provided also. Experienced cyclists will prefer to ride on the road even if a sidepath is provided as it is usually faster and there are fewer potential conflicts with cars. New Sidepaths If a sidepath is being considered for installation, several site conditions should be studied. • A sidepath should have as few crossroad and driveway intersections as possible. Each time a sidepath is crossed by traffic, it represents serious hazards for the cyclists with several opportunities for conflict with automobile traffic. • There must be a sufficient terrace area between the edge of traffic lanes and the sidepath. • Wherever the sidepath begins or ends the cyclists needs to be provided with instructions on how to continue safely on the route.

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Example segment in DeKalb County: Along the road that connects Chamberlain Park to Kiernan Park. Conversions Rails to Trails This popular conversion has been used across the U.S. to create an extensive and popular system of greenways and multi-use trails on abandoned rail corridors. The Great Western Trail is a local example of such a conversion. Example segment in DeKalb: None at this time but if a railroad should abandon a segment of rail in the future, the land should be land banked immediately for future use as a greenway and/or trail facility. If abandoned, the

Union Pacific Rail from DeKalb to Shabbona State Park Figure 10. Railroad Corridor Between Shabbona and ultimately the County line could be converted to a and Hinckley. trail/greenway. Roads to Trails This conversion is used in certain urbanized areas where a road may play a key role in rush hour traffic but carries little traffic during the day. Perhaps the most well-known road to trail is the Rock Creek Parkway in Washington DC. The Parkway is open to traffic during the rush hours and closed to automobiles during the mid-day and on weekends when it becomes a very popular trail for bikes, walking, and in-line skating. Example segment in DeKalb County: None at this time. Rails with Trails Rails with trails means that the rail line is active and includes a multi-use trail within the rail right-of- way. This type of facility is in place in over 60 locations in the U.S. Three (3) of these are located in northern Illinois. It is difficult to reach agreements with railroads to allow such facilities; however, it can be done and the connections provided can be key in building infrastructure for greenways and alternative travel. Example segment in DeKalb County: A rail with trail along the Union Pacific Rail Line from the western County line to DeKalb would provide an important connection to Malta and to Ogle County. Also, the Union Pacific Rail from DeKalb to Shabbona State Park and eventually to the LaSalle County Line could Figure 11. Railway Corridor Between Genoa, Kirkland, and Kingston. potentially be converted to a rail with trail facility, as could the rail line between Genoa and Kirkland/Potawatomi Woods/Kishwaukee River State Fish and Wildlife Area. Utility Right-of-Way Utility rights-of-way, such as overhead wires, sewer easements, gas easements, water easements, and others can be an excellent way to provide public trails. The County will need to work with the utility provider and adjacent landowners to secure this access, but these types of trail facilities should be pursued as they can be a very efficient and cost-effective way to provide public trail facilities.

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Example segment in DeKalb County: The ComEd overhead electric line easement from IL 72 south and east to Sycamore. Trail Etiquette & Types of Trail Users48 A variety of trail users will utilize the trails and greenways in DeKalb County. It is important to provide for the safety and enjoyment of all of these users. When considering techniques to provide safe greenways and trails in the County, it may be helpful to reference "Trails for the Twenty-First Century: Planning, Design and Management Manual for Multi-Use Trails", edited by Karen-Lee Ryan. The Multi-Use Trail Trails in DeKalb County are designed for many users, including hikers, joggers, cyclists, cross-county skiers, snowmobilers, and horseback riders. For the safety and enjoyment of everyone using the trails, it is important to follow common rules of courtesy, including: • Only use trails designated for your use (e.g. horseback riders and snowmobilers are only allowed on certain trails). • Slower traffic should stay to the right. Pass only on the left and only when your line of vision is unrestricted. Passing on a blind curve is risky. -\ polite call of "Passing on your left" can help warn others of your approach from behind. Figure 12. Trail Etiquette Sign • Demonstrates trail etiquette and shows the yield Please leave room on hierarchy on a multi-use trail. the trail for others to pass. Single file is the best procedure for groups of people on a busy day. • Be extra careful when approaching horses. They startle easily, so slow down and give them as much room as possible. • When snow covers the ground, make every effort to avoid walking or riding in ski tracks. Classic cross-country skiers are encouraged to use the outside of the trail, with all others using the inside. • Be aware of wildlife both on and off the trail. Remember, you are a visitor in their habitat. • Practice "leave no trace" policies by packing out what you pack in. • To preserve nature's quiet and solitude, refrain from yelling or making any loud sounds.

48 Source: (DeKalb County Greenways & Trails Plan, 2005, pp. 35-37)

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Special Instructions for Bicyclists Bicycling can be a great way to enjoy DeKalb County's greenways and trails, but cyclists should observe these special considerations: • Ride only on multipurpose trails that are at least eight (8) feet wide. If a road or trail is posted with a sign showing a bike symbol with a slash, the trail is off-limits to bicycles due to dangerous conditions or ecologically sensitive areas. • Always ride single file on the right-hand side of the trail except when passing on the left from behind. Always announce yourself by saying "Passing on your left." • Travel in a consistent manner. Figure 13. A Well Cared For bicycle in Shabbona. • Do not pass horses on a bridge. A bridge may cause even an experienced horse to be nervous. • Ride under control. Watch your speed, especially on curves and in parking lots. • Be aware of changing trail conditions. Special Instructions for Equestrians As with cyclists, special care must be taken by horseback riders when using DeKalb County trails: • Horses must be kept under control at all times. Horse racing is strictly prohibited. • Horses are prohibited in all picnic areas, campgrounds, off-leash dog areas, and other areas as posted. • Horse-trailer parking is permitted in designated areas only. • Please refrain from riding horses on trails during wet or muddy conditions. • Clean up horse droppings, especially in parking lots.

Figure 14. Equestrians at Potawatomi Woods Forest Preserve. Trail User Summary In summary, each type of trail user has different needs and expectations for trail use. Equestrians desire larger areas for day use, with trails that circumnavigate the larger Forest Preserves and/or State Parks. Snowmobilers need trails that cover long distances, such as the snowmobile trail that runs north/south through private property along the eastern edge of DeKalb County. This trail connects snowmobilers from McHenry County in the north to LaSalle County in the south. Snowmobile groups manage and maintain these trails. Snowmobilers are

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also allowed along the Great Western Trail, but would like additional trail options. Areas that are suitable for snowmobilers include trails around the perimeter of Forest Preserves or State Parks where the trail users are least likely to disturb habitat and wildlife.

Figure 15. Snowmobilers on Winter Trail. Through private property access, east side of DeKalb County. Implementation Plan49 Pedestrian/Bikeway Recommendations The following policies should be considered by County, local, and regional governmental bodies to promote the improvement of the pedestrian and bikeway infrastructure in DeKalb County. • Incorporate bicycle and pedestrian elements into roadway improvements. Bicycle and pedestrian enhancements should be implemented as part of all development and transportation projects. Local jurisdictions should be encouraged to accommodate bicycles when adding or improving roadways by implementing wide outer lanes, bicycle friendly drainage grates, traffic signal actuation devices, paved shoulders, and other amenities. Municipal, County and township transportation departments should coordinate with the Illinois Department of Transportation (IDOT) to ensure bicycle and pedestrian accommodations are incorporated into other types of roadway projects, such as bridges, underpasses, arterial intersection improvements, at-grade rail crossings, and highway interchanges. The cost to retrofit these types of facilities can be prohibitively expensive, yet will constitute a small part of the overall cost of a project if initially designed and constructed with consideration of bicycle and pedestrian facilities.

• Improve or construct rural roads with paved shoulders. The DeKalb County Division of Transportation should create a policy to ensure that all roads that are to be improved (either widened or resurfaced) and all new roads have a paved shoulder to allow for bicycle use, if appropriate. agencies should seek to provide a four (4) foot wide or greater paved shoulder. Providing a paved shoulder is important for the following reasons: o allows for bicyclists to ride safely along the side of the road

49 Source: (DeKalb County Greenways & Trails Plan, 2005, pp. 39-50)

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o Lowers automobile accident rates by providing an area of maneuverability around roadway obstructions or threats o Decreases maintenance requirements because road edges deteriorate more slowly.

• A four (4) foot paved shoulder is the desirable minimum width for providing protection to bicyclists. Due to the existing road structure, roads cannot typically be widened more than four (4) feet without significantly broadening the scope and cost of the project. In those cases where a four (4) foot shoulder cannot be achieved, officials may choose to narrow traffic lanes to 11 feet or 11.5 feet to provide an extra 12 or six (6) inches for a shoulder. This extra space will partially alleviate a common problem to bicyclists, which is riding on pavement stripes. These stripes can be slippery and hazardous to bicyclists. The narrower lanes also provide traffic calming. Paved shoulders should also provide fog lines, which help delineate where the bicyclist should ride.

• Path connectivity to adjacent public spaces or trails. Local agencies should strategize to connect greenways and trails to important community destinations and to other greenway and trail facilities. There are a variety of ways to encourage this, including: o Obtain a public access easement and construct trail connections with local funds. Note that the easement may have to be purchased. o Encourage transportation agencies to designate easements to reserve corridors. o Write development or subdivision ordinances mandating the connectivity of new development to adjacent parks or trails. o During the plan review process, seek a set-aside or construction of paths or trails to adjacent public spaces. The advantage of this option is that there is no initial cost to the governing body. o Incorporate bikeway rights-of-way on transportation and master plans. This will demonstrate to developers that mandating construction of a multi-use trail or reservation of an easement is not a capricious act. Also, Figure 16. Trail Accessibility For Everyone. request compliance during the site plan review process. o Any road improvements near school zones should employ designs that minimize student- pedestrian/vehicular conflicts by directing students to safer routes along sidewalks or multi- use trails, controlling vehicular traffic, providing traffic calming, and improving motorist awareness of school-aged children. On average, children under the age of 15 have an accident involvement rate twice that of any other age group. o New school site plans should be scrutinized for layout, orientation, and connectivity to pedestrian sidewalks, multi-use trails, and neighboring subdivisions. Schools should be designed with safe routes in mind and separate pedestrian, bus, and automobile access.

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o Connect cul-de-sacs between developments by requiring a 20-foot wide public right of way at the end of the cul-de-sac. Funding [Note: This information is from the DeKalb County Greenways and Trails Plan, publish in 2005. Funding program information may be outdated.] Funding assistance for greenways and trails projects is available locally through local budgets and land dedication requirements. Funding is also available through grants and programs through the State of Illinois or the federal government. The level of funding assistance, a sponsor's requirements, and grant administration methodology vary among the programs. Several programs that provide funding assistance are listed below and are broken into categories by the entity that provides the funding. It should be noted that local governments are generally required to provide a certain percentage of matching funds to participate in the state and federal funding programs. In addition to the funding sources described below, other land acquisition/funding opportunities are available in the form of land donations for greenway and trail corridors and monetary donations to purchase land for these corridors. These acquisition strategies are described in greater detail in Chapter Three of this report, under the "Means of Acquiring Greenways" discussion. Local Funding Sources Capital Improvements and Budget Greenways and trails acquisition and improvements can be funded through local capital improvement budgets, depending on the type of facility. If the facility is a path through a park, then the money should come from the local park budget. Improvements to the roadways to accommodate bicycles such as signs, paved shoulders, or re-striping roads should come from the public works department budget. Land Dedications from Developers Land dedication ordinances may require developers to dedicate for public use the future right-of-way for a greenway corridor or bike trail and develop the trail through the corridor as it crosses their development. By indicating the future greenways and trails on the official map, the dedication may be required prior to final action on a subdivision or a development requiring planning action. State of Illinois Funding Sources Figure 17. Russell Woods Bridge. Illinois Department of Transportation (IDOT) Congestion Mitigation and Air Quality Improvement Program50 The Congestion Mitigation and Air Quality Improvement Program, or CMAQ, was created by the federal transportation bills ISTEA and TEA-21 to fund projects that could mitigate congestion or improve air quality. The funds are administered through the Chicago Area Transportation Study and the deadline is March 1. The annual allocation

50 Source: (Federal Highway Administration, 2015)

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for bicycle projects in northeastern Illinois in the past few years has been between $5 and $7 million dollars [Note: this is estimated at 2005 costs]. Projects funded generally involve bike facilities that parallel a major roadway or projects that increase the availability of parking facilities for bicycles and promote the use of bicycles over automobiles. Illinois Transportation Enhancement Program51 The Illinois Transportation Enhancement Program allocates resources to well-planned projects that provide and support alternate modes of transportation, enhance the transportation system through preservation of visual and cultural resources, and improve the quality of life for communities. The deadline for grant submittals will be announced after the next Federal Transportation Act is passed. Illinois Department of Natural Resources (IDNR) The Illinois Bicycle Path Grant Program52 The Illinois Bicycle Path Grant Program was created in 1990 to financially assist eligible units of government to acquire, construct, and rehabilitate public, non- motorized bicycle paths and directly related support facilities. Grants are available to any local government agency having statutory authority to acquire and develop land for public bicycle path purposes. Financial assistance up to 50 percent of approved project costs is available through the program. Maximum grant awards for development projects are limited to $200,000 per annual request [Note: this is estimated at 2005 costs]; no maximum exists for acquisition projects. Revenue for the program comes from a percentage of vehicle title fees collected pursuant to Section 3-821(f) of the Illinois vehicle code.

Applications for grant assistance must be received by Figure 18. Cross-country Skier on a DeKalb the IDNR by March 1 of each calendar year. County Trail. Applications are evaluated on a competitive basis according to criteria set by the Department. Grant awards are generally announced within six (6) months following the application deadline. Eligible project costs include linear corridor land acquisition costs (including associated appraisal fees) and bicycle path development or renovation including site clearing and grading, drainage, surfacing, bridging, fencing, signage, and directly related support facilities such as potable water and restroom facilities. Federal Recreational Trails Program53 The federal "Recreational Trails Program" (RTP), was created through the National Recreational Trail Fund Act (NRTFA) as part of the Intermodal Surface Transportation Efficiency Act of 1991 (ISTEA) and re- authorized by the Transportation Equity Act for

51 Source: (Illinois Department of Transportation, n.d.) 52 Source: (Illinois Department of Natural Resources (IDNR), 2018) 53 Source: (Illinois Department of Natural Resources (IDNR), 2018)

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the 21st Century (TEA 21). This program provides funding assistance for acquisition, development, rehabilitation, and maintenance of both motorized and non-motorized recreation trails. By law, 30 percent of each state's RTP funding must be earmarked for motorized trail projects, 30 percent for non-motorized trail projects and the remaining 40 percent for multi-use (diversified) motorized and non-motorized trails or a combination of either. Eligible applicants include federal, state, and local government agencies and not- for-profit organizations. The RTP program can provide up to 80 percent federal funding on approved projects and requires a minimum 20 percent non-federal funding match. Applications for grant assistance must be received by the IDNR no later than March 1 of each calendar year. Awards are generally announced within 180 days following the application deadline date. Examples of eligible project activities include:

o trail construction and rehabilitation; o restoration of areas adjacent to trails damaged by unauthorized trail uses; o construction of trail-related support facilities and amenities; and o acquisition from willing sellers of trail corridors through easements or fee simple title. Local Government Snowmobile Program54 The state-funded Snowmobile Grant Program for local governments is financed from the registration fees of snowmobiles and provides up to 50 percent reimbursement of approved facility development/rehabilitation costs and 90 percent of approved trail corridor land acquisition costs for public snowmobile trails and areas in the state. This program is available to any unit of local government located in a region of Illinois with sufficient snow cover and having develop lands for public park and recreation purposes. Applications for grant assistance must be received by the IDNR by May 1 of each calendar year. Grants are competitively awarded and typically announced by early fall of each year. Examples of eligible projects include:

o Land acquisition for snowmobile areas/ trail corridors o Snowmobile trail construction and signage o Trail grooming equipment o Parking areas, security lighting, restroom facilities, and warming shelters o Snowmobiles and communication equipment for local agency patrol use Snowmobile Trail Establishment Fund Program (STEF)55 The Snowmobile Trail Establishment Fund (STEF) Program provides financial assistance to incorporated, private snowmobile clubs in Illinois. The STEF Program provides reimbursement funding assistance up to 100 percent of eligible project costs. Funds for the program come from a portion of snowmobile registration fees collected by the state. Grants may be obtained by local snowmobile clubs to develop and maintain

54 Source: 55 Source: (Illinois Department of Natural Resources (IDNR), 2018)

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additional public trails and facilities in the state. Although grants are made to private clubs, STEF-assisted snowmobile trails and facilities must be open and available for general public use. Applications for grant assistance must be submitted to the IDNR no later than May 1 of each calendar year. Applications are evaluated for funding consideration according to program priorities and criteria established by the Department with grant awards typically announced by early fall. Grant assistance may be obtained for the following:

o Trail development costs including clearing, grading, and surfacing o Trail signs and fencing o Trail groomers o Bridges or fence traversing ramps (must be portable) o Parking facilities and warming shelters/restrooms (must be located on public park land) Federal Funding Sources Rivers, Trail and Conservation Assistance56 Provides staff assistance to partnerships between governments and citizens designed to increase the number of trails. Funds are used to develop new trails and greenways, protect, and restore river resources, convert abandoned railways to trails, and conserve open space. The National ministers this program. Surface Transportation Program (STP)57 This program provides funding for all types of transportation projects, including pedestrian and bicycle facilities. There are two (2) types of funding programs available under STP: • Safety programs include railway-highway crossing projects and hazard elimination. • Transportation enhancement programs include pedestrian and bicycle facilities, education programs, landscaping, and historic preservation projects, among others. This program is funded by the U.S. Department of Transportation and administered by the Federal Highway Administration. Implementation Strategies To implement the greenway and trail acquisitions, management and funding strategies identified in this report, specific strategies are needed to ensure success. [Active Transportation] Examples include: • Follow ordinances that some cities in DeKalb County have created, such as Sycamore and DeKalb, to require developers to have green corridor connections within their developments and encourage other municipalities to adopt such ordinances. • Other communities should be encouraged to adopt ordinances like the Sycamore/Genoa/DeKalb County intergovernmental boundary line example and create their own greenways around development limits. • Follow examples of other successful land acquisition/easements and trail/greenway projects in DeKalb County, including: o DeKalb/Sycamore Trail Project

56 Source: (National Park Service, 2018) 57 Source: (Federal Highway Administration, 2017)

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o Potawatomi Forest Preserve Land Acquisition o Clear Water Legacy (private greenway project described elsewhere in this plan) • Enhance existing and acquire new public lands: o Protect existing natural areas located on adjacent properties as much as possible o Provide linkages between facilities, through pathways, nature corridors, etc. o Acquire through private donation, developer donation, grants, impact fees, or other means: . Wetlands . Wildlife corridors . Railroad or other transportation corridors . Former railroad beds . Floodplains . Land adjacent to the Kishwaukee River . Endangered species habitats • Recognize different habitat preservation areas may have different intended uses. A biking trail may have small areas of prairie restoration located along the trail, while a large prairie restoration project may be preserved as a natural area where public access is isolated or prohibited. • Recognize that different uses may have different needs. Canoeing, biking paths, pedestrian hiking trails, and equestrian trails require different levels of improvements and have differing impacts upon the surrounding habitat. • Integrate multiple uses with habitat preservation, where appropriate: o Forests o Wetlands o Corridors (connecting linkages and wildlife corridors) o Greenways o Equestrian trails o Walking o Biking o Wildlife o Recreation (in-line skating, skateboarding, etc.) o Floodplains (do not allow paving near the river) o Water trails o Endangered species habitat o Streams o Other natural features

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CITY OF SYCAMORE 2014 Comprehensive Plan Update58 Chapter 3: Goals and Objectives Community Appearance59 Visitors regard Sycamore as a quaint community with a hometown charm. Sycamore residents embrace this image and desire to sustain it. The City’s core is its downtown with a walkable central business district marked by historic facades, surrounded by neighborhoods consisting primarily of single-family detached dwellings. It is expected that, as in earlier generations, growth will extend from the center of the community outward in a balanced pattern of compatible land uses. The logical limits to such outward growth have been established as part of past comprehensive planning efforts. The scope of the City’s future land use was defined in the 2003 and 2008 Comprehensive Planning Process outlining the geographic limits that would be consistent with the feel of a small city. Since that time development has been limited as a result of the housing bubble and recession of 2008-2009. With development slowed, the 2014 plan offers an opportunity to focus in on areas such as community appearance and identity, gateways, redevelopment, and the downtown area. Goal Preserve a small-town identity while promoting expansion of the tax base and community- oriented services and jobs. Objectives: 5. Promote more attractive landscaping in parking lots and other open spaces in commercial and industrial developments, especially on properties along major gateways into the community, including IL-23, IL-64, and Peace Road. 10. Continue to work with the Sycamore Park District to create small neighbor- hood parks on scattered unbuilt or “infill” lots in older residential neighbor- hoods. 11. Incorporate parks and recreational space within easy walking distance of dwelling units in new planned developments. 12. Update the City’s greenways plan that links bike paths and major open spaces within the planning area. 14. Incorporate City-wide way-finding and gateway signage. Tasks should identify gateway signage welcoming visitors into Sycamore. Residential Development60 Sycamore should provide housing for all stages of life so residents do not have to leave the community as their needs change. A diversified, quality housing stock encourages sound economic growth. Yet, the scale of multifamily housing types should be kept small and the design similar to single-family homes. Goal: Maintain a primarily single-family character of the community’s housing stock, but evaluate the potential to introduce more diversity in housing options in order to attract a variety of residents.

58 Source: (Wills Burke Kelsey Associates, Ltd., 2014) 59 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 38) 60 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 39)

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Objectives: 4. Pursue the development of senior living neighborhoods or senior housing options near walkable centers, such as the downtown. 5. Retain a permitted density in multifamily or high-density zoning districts to nine (9) units per gross acre with 30 percent of the development dedicated to open space. Open space in this context would not include rights-of-way or parking lots but would include lawns, decorative planting areas, bike paths, active or passive recreational areas, fountains, swimming pools, wooded areas, water courses, and retention areas. 9. Link residential areas with a pedestrian/ bicycle pathway system as new development occurs. Provide sidewalks along through-streets in developed areas where they may not already exist. 11. Integrate amenities and natural areas into the site plans of multifamily developments. Provide sidewalk links to parking areas and building entries; where possible provide bike paths to link areas with neighborhood shopping areas or parks; situate open space and play areas at convenient distances from residences. Downtown Enhancement61 Sycamore’s central business district has unique features and a historical relevance that serve to give the community its identity. The appearance of new development or redevelopment should be compatible with this existing pattern of structures and spaces. Behind the facades, a mix of uses is desirable to keep the downtown the vital core of the community. Goal: Enhance the vitality and sustainability of the downtown in terms of aesthetics and commercial activity. Objectives: 2. Locate and design gateway features that signalize entry into the downtown. 3. Evaluate the potential to create a true downtown brand providing a cohesive and modern aesthetic to downtown signage and way-finding and apply that brand identity to help market downtown as a unique experience within the City. 10. Encourage upper floor apartment or condominium development. Retail uses will struggle without more regular foot traffic. A greater mass of residential and professional uses within easy walking distance would contribute to such pedestrian traffic. 11. Maintain and extend the downtown streetscape to remove unsightly overhead wires, reconstruct failing sidewalks, introduce more shade trees and greenery, and generally make the downtown more appealing to consumers. Flare sidewalk corners at intersections to form safer crossings for pedestrians and discourage rapid turns and rolling stops by motorists. 12. Identify ways to make downtown more bicycle and pedestrian friendly. Community Facilities62 Managed growth requires routine and effective coordination of all public agencies and jurisdictions. Well-defined objectives for municipal, school, and park services are critical in

61 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 42) 62 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 44)

DeKalb Sycamore Area Transportation Study ~ 61 ~ establishing a compatible framework for future development. Goal: Provide exemplary, efficient, and cost-effective public services and facilities to maintain and enhance the health, safety, and welfare of Sycamore residents. Objectives: 7. Negotiate with developers to establish land for open natural areas or greenways in addition to recreational neighborhood parks. Such amenities have recreational functions (e.g. allowing users to hike, jog, or bike); they protect and buffer streams and wetlands; and they can potentially link existing trails to community facilities. Natural Features63 Agriculture is the predominant use on the periphery of the Sycamore corporate limits and throughout the primary development area. If open space is to continue to be a prominent feature of the Sycamore planning area, the City of Sycamore should carefully plan for the preservation and integration of open space in new developments, and the preservation of a “greenbelt” at the community’s edge. In addition, significant drainage swales and the very limited number of major tree stands within the primary development area should be carefully integrated with development plans. Goal: Preserve the natural environment as much as reasonably possible during the planning and development of urban land uses and infrastructure. Objectives: 4. Provide contiguous open space where feasible, rather than small fragments of open space. Establish “greenway” or linear space corridors along streams, major swales, and floodplain areas to provide environmental protection and linkages among significant open space areas. Provide for public access through such corridors by the use of easements and other means. 3. Utilize corridors offered by abandoned railroad rights-of-way, utilities, or natural features to provide a comprehensive system of bicycle and pedestrian trails. 4. Establish an interconnected network of green space throughout Sycamore that links major natural features, such as the Kishwaukee River, Memorial Park, Sycamore Lake, Old Mill Park, Sycamore Community Park, and other green spaces throughout the community. 5. Review future development with reference to the plans and policies of the Sycamore Park District and the DeKalb County Forest Preserve District. Transportation64 Conventional municipal transportation plans are almost exclusively focused on moving local and regional traffic quickly from point to point. While the efficient movement of vehicular traffic remains an abiding interest among the City’s residents, it is not the only issue. Aesthetic concerns, pedestrian safety and comfort, and mass transit needs are factored into this plan. Goal: Reinvigorate the transportation system through a capital program that measures success in terms of

63 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 45) 64 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 46)

DeKalb Sycamore Area Transportation Study ~ 62 ~ traditional transportation objectives such as uncongested traffic flow as well as contemporary aspirations for aesthetically pleasing and pedestrian-friendly rights-of-way. Objectives: 1. Through the subdivision review and approval process, provide for the extension of existing collector streets. Avoid subdivision designs that inhibit future adjacent developments. 2. Explore ways to ensure that a portion of the cost of the primary development area’s future street network will be borne by new development. 3. Work cooperatively with the County of DeKalb to maintain limited and responsible access to Peace Road and promote the public dedication of land for the extension of Airport Road. 4. Explore the viability of roundabouts in new residential development to increase the safety and efficiency of residential traffic circulation. 5. Continue to support the “Blue Line” which offers regular mass transit service to and from Sycamore’s commercial centers. 6. Promote transportation and mass transit services that take advantage of Sycamore’s proximity to the proposed Amtrak Station in Genoa. 7. Work cooperatively with the County of DeKalb, the County Forest Preserve District and the Sycamore Park District to connect existing sidewalks and trails. 8. Assure efficient east-west traffic movement in the primary development area by working with developers to extend Motel Road from IL-64 to Coltonville Road, to extend North Grove Road to Plank Road, to extend Sarah Drive to the future Motel Road extension and to extend Crosby Avenue to Peace Road. 9. Work cooperatively with the County of DeKalb to extend the Peace Road bike trail north to IL-23. 10. Provide bicycle paths along major and minor arterials where adequate right-of- ways already exist and where appropriate safety measures can be incorporated at intersecting streets and driveways. 11. Minimize the impact of through traffic on neighborhoods. Continue to require traffic impact studies as a condition of the development approval process if a concept plan promises significant hazards or congestion. 12. Minimize the impact of commercial k traffic on residential neighborhoods. Chapter 4: Land Use Categories and Plan Introduction65 The attached Land Use Plan synthesizes the key development trends, constraints, and opportunities outlined in Chapter Three. The Plan defines areas for the future development of residential, commercial, and industrial uses, as well as mixed uses and office/research uses in planned unit developments. The majority of future land uses were identified in the 2003 and 2008 plans. With the 2008-2009 recession and subsequent housing bubble development has been constrained. As a result, the land use map in the 2014 comprehensive plan update remains relatively unchanged. The primary [Active Transportation] features of the Land Use Plan include: 7. New bicycle and pedestrian trails to link existing and future development to recreational areas and open space. Mixed Use66 The Plan also includes a “Mixed Use” to accommodate compatible residential and commercial uses and to maximize opportunities for orderly economic development. For instance, a strategic

65 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 49) 66 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 53)

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approach to the development of larger tracts of land for residential purposes might contemplate the incorporation of neighborhood businesses at the intersection of collector and arterial roadways. Conversely, long-range planning for commercial uses might anticipate the integrated development of medium density housing buffered with landscaped amenities. To facilitate the incorporation of such mixed developments in the Plan, the City’s Unified Development Ordinance includes Mixed Use-Commercial districts. The Land Use Plan includes roughly 244 acres of future “Mixed Use” zoned land. [Active Transportation] Guidelines for such areas might include the following: • Compatible ground-mounted “monument”-style signage; • Extensive landscaped or open space buffers between uses; • Extensive parking lot screening especially along peripheral roadways. • Encouraging sidewalks and bike paths that directly connect the mix of uses. Floodplain67 The Plan depicts the flood hazard areas of the City as an overlay district. It is the purpose of the overlay district to discourage uses other than public recreational uses in order to control filling, grading, dredging, and other development that may increase erosion or flood damage. The floodplain is shown on the “Environmental Features” exhibit in Chapter 2 of this Plan. The Plan shows large park acreage within the floodplain on the west side of Airport Road. Most of this land should be retained as natural open space. The Park District Master Plan and the Airport Road Sub Area Plan identify this area as ideal for the development of a passive recreational “green belt” conducive to walking and bike paths. Chapter 5: Downtown Sycamore68 Downtown Sycamore embodies the Sycamore Community and its identity. As the heart of the City, the historic center serves as home to the DeKalb County seat offering a collection of locally-owned shops and restaurants woven into a network of intimate tree-lined streets. High quality streetscapes enhance the traditional street grid by introducing on-street parking and wide, commercially-oriented sidewalks with a variety of traditional street features. These elements combine to establish an active pedestrian environment possessing the quaint nature of a traditional small town and reinforcing the identity and charm of the community. This chapter identifies opportunities to further enhance the downtown area. These recommendations are based on a series of outreach exercises conducted in January of 2014, where residents and business owners were encouraged to participate and provide input. Commonalities are broken down into five key areas; Marketing, Real Estate Market and Economic Development, Land Use and Zoning, Access and Circulation, and Signage and Wayfinding. Access and Circulation69 Vehicular access and circulation improvements focus primarily on improving visibility for downtown Sycamore and creating a healthy balance of various forms of transportation. Pedestrian Mobility Improving pedestrian access and circulation improvements will be factored into downtown Sycamore improvements. Making downtown Sycamore a safe and walkable area for

67 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 53) 68 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 57) 69 Source: (City of Sycamore 2014 Comprehensive Plan Update, pp. 60-61)

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pedestrians and bicyclists encourage more visitors to frequent the area. The streetscapes within downtown area create a warm and inviting environment but there is a need to connect the downtown with other areas of Sycamore through multi-use trails and paths. This can be accomplished utilizing current walks and making the connections with signage (i.e. directional paths tying the Great Western Trail to the downtown area). This increased connectivity would allow residents and visitors the opportunity to travel into downtown without relying on automobiles. Incorporating more bicycle parking areas would promote a more bicycle friendly environment. Wayfinding and Signage The Sycamore downtown area is a source of great pride and helps shape the local identity. With a clearly established system of street-scaping in place, minor additions are needed to improve an already effective strategy in downtown Sycamore. The establishment of gateway features announce entrance into the downtown area. These features should be designed and implemented in order to signal arrival into a special and unique environment and would be used to promote downtown Sycamore to visitors. The use of trees, landscaping or even a water feature could be features incorporated in these gateways. In addition to gateway signage, wayfinding signage throughout the downtown guides visitors to parking areas and other points of interest while creating a brand unique to the downtown. This “branding” would help visitors understand the downtown boundaries, more easily identify parking areas, and reinforce the image of the area. Chapter 6: Urban Design Guidelines Introduction70 “Urban Design” refers to the appearance of a community as well as the layouts and functional relationships of our streets, neighborhoods, private and public buildings, common areas and open spaces. Either by design or by a coincidence of unrelated private choices, our community will leave an impression. It will be based, of course, on how people are treated when they visit our town. The impression we leave will also be based on physical images such as the perceived bulk and height of structures, the relationship between buildings and open spaces, the facilities for getting around the community whether on foot or by bicycle or by motor vehicle, the locations and layouts of shopping areas and business centers, and the appearance of our public facilities. During the public forums that helped share the 2014 comprehensive plan update and forums that preceded the adoption of prior comprehensive plans as well as Plan Com- mission and City Council meetings dealing with proposed developments, residents have consistently voiced a deep concern for the look of the Sycamore community. Generally speaking, most residents want to retain a small town feel while accommodating managed growth. How can this be accomplished? The 2014 Comprehensive Plan Update proposes the following [Active Transportation] general objectives: 10. A careful definition of the desired uses at the community’s “edges.” physical “connections” between old and new parts of town in the form of sidewalks and bikepaths and open space development. 11. Extending the downtown streetscape to downtown side streets and preserving our historic neighborhoods to strengthen the community’s “core.”

70 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 63)

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12. Encouraging shared driveways rather than multiple access points to commercial and industrial subdivisions. Article One: Planned Unit Development and Subdivision Design71 Guideline: Provide parks and open space featuring bikepaths and pedestrian paths connecting with neighborhoods and green spaces as well as neighborhood services (e.g., schools, neighborhood commercial districts). Action: Implement through the sub- division review process using the City’s Greenway Plan as a guide. Collaborate with the Sycamore Park District and developers to identify major bikeway links with public easements before logical pathways are compromised by subdivided lot lines. Guideline: Strive for diversity in building design. In past decades, the slower evolution of small subdivisions led to a mix of building scale, building heights, and parcel sizes. Today, as large farm tracts are purchased for development, upfront development costs are enormous and there is a stronger economic incentive to build out a property as quickly as possible. As a result, subdivisions tend to replicate the look of developments in most metropolitan suburbs, and the unique feel of a community is diminished. Action: In addition to unique entrance features, attractive landscape buffers along arterials, and connecting links of attractive bike paths and pedestrian walkways, more attention should be given to land use at the community’s edges to promote a distinct image consistent with the character of the City’s core. Some communities encourage estate belts that invite the feeling that one is traveling toward a central core. Others are becoming more prescriptive in terms of residential design along such corridors. The diverse “Sycamore look,” below, suggests a design preference for the community’s edges. Guideline: Along new collector streets and minor arterials, require deeper setbacks with the provision of a wider parkway on at least one side for a paved bikepath accented with trees. Action: Follow the general design criteria in Article 6.6, “Landscaping and Tree Preservation,” of the Unified Development Ordinance (“UDO”). Article Three: Multiple Family Uses72 Guideline: Integrate “green” or open areas with building layouts to provide for the convenience and recreation of residents. Action: Encourage pedestrian and bike paths throughout the development to link buildings with other buildings; buildings with parking areas; and buildings with neighborhood parks, shopping areas, or common spaces are located in safe, convenient, and observable locations. Article Four: Commercial Uses73 Guideline: Provide bike path links and pedestrian sidewalks to and from industrial lots so nearby commercial and residential neighborhoods can be more connected. Action: Address as part of any subdivision, re-subdivision, or planned unit development

71 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 64) 72 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 65) 73 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 66)

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review. Article Nine: Parking Lots74 Guideline: Take into account all four seasons when planning parking lots to account for snow storage, heavy rains, and autumn leaves. Action: Developers should be encouraged to provide landscaping that is tolerant of salt and snow; to provide green space for snow storage; to select tree varieties that shed minimal foliage; and to minimize storm water ponding in driving aisles after hard at will inconvenience motorists and pedestrians. Guideline: In larger lots, pedestrian safety is an issue. Provide marked crossings to warn drivers of pedestrians. Action: Address during plan review process. SYCAMORE PARK DISTRICT Vision 20/20 Plan, 201475 Critical Success Factors Critical success factors are attributes, assets, outcomes, or qualities that will be needed to ensure successful accomplishment of VISION 20/20, and honoring the vision of the Sycamore Park District' Community Wide Strategic Planning Team. The critical success factors for our Vision [as they related to active transportation] are: 5. Establish the key facilities identified by public input and the community wide strategic planning team: a. Trail Connections b. Sled Hill c. Dog Park d. Splashpad e. Trail Connections f. Sports Complex Improvements and Expansion g. Replace the Failing Golf Irrigation Trail Connections Identified as Highest Priority through 2020: 1. Great Western Trailhead at Airport Road and Old State Street to Sycamore Park District’s Old Mill Park. 2. Old Mill Park to Brickville Road Trailhead at Sycamore Park District’s Leon Larson Park

74 Source: (City of Sycamore 2014 Comprehensive Plan Update, p. 67) 75 Source: (Vision 20/20, 2014)

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EXISTING FACILITIES These existing facilities identify the major shared-use trails and on-road bicycle trails in the DSATS area. The list does not contain park and subdivision trails and paths which do not connect with other trails. The facilities list contains a short description, a map of the facility, and a table of bicycle and pedestrian counts, when available. The tables identify count locations and the Average Daily Traffic (ADT). The ADT is the average number of persons and bicycles traveling past the counter per day. The ADT includes the overall average, the Summer ADT (April – October), and the Winter ADT (November – March). Map 1. DSATS Region Existing Active Transportation Facilities Map 1 below shows the existing active transportation facilities in the DSATS region

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REGIONAL ACTIVE TRANSPORTATION FACILITIES AT-01 Peace Road Trail The Peace Road Trail starts at Pleasant Street in DeKalb and extends north and east into the City of Sycamore. The paved Trail is six miles in length with prairie features. The trail follows along the east side of Peace Road for several miles before winding its way to the Sycamore Community Park. The trail connects to the Old Rail Trail and the Sycamore Bike Route. The trail is owned and maintained by the DeKalb County Forest Preserve District from Pleasant Street to Borden Avenue. The City of Sycamore manages the trail from West Prairie Drive to IL-64. Anticipated future extensions and improvements include: • A3. Peace Road Trail - Pleasant Street to Bethany Road, Page 125 • B11. Peace Road Trail Extension - Pleasant Street to Macom Drive, Page 139 • C7. Fairview-Peace Trail – Fairview and Peace Roads connecting Macom Drive, Page 157 • C18. Peace Road Trail Extension - IL-64 to Frantum Road, Page 168 • C15. Main Street & Peace Road – Sycamore Middle School to Frantum Road, Page 165 Table 1. Peace Road Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT Peace Road Sycamore Extension Trail at Prairie Drive 44 75 12 at Bethany (SE) 17 26 8 at Mercantile Drive (SE) 2 4 2 at north of Pleasant Street 69 69 at north of Sarah Drive 7 10 3

Map 2. Peace Road Trail Image 7. Peace Road Trail North of Mercantile Drive

Image 8. Peace Road Trail Crosswalk on West Prairie Drive

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AT-02 Great Western Trail The Great Western Trail is over 18-miles long, located within the right-of-way of the former Chicago and Great Western Railroad. The trails surface covering is limestone screenings and average 10-feet in width. Pedestrian, bicyclists, and horseback riders are all welcome on the trails. In recent years the City of Sycamore and the Sycamore Park District have extended the trail further into Sycamore. One trail crosses IL-64 and follows along Airport Road into the Sycamore Community Park trail system and then down to the Sycamore Park District Sports Complex. The other trail extends up Ali Drive and then extends west towards the south branch of the Kishwaukee River and the trails of the Sycamore Forest Preserve. Additional Illinois Transportation Enhancement Program (ITEP) grants will extend the trail from the Sycamore Forest Preserve to Pleasant Street and East Page Street. The Great Western Trail connects to the Sycamore Forest Preserve and the Sycamore Bike Route. The trail is owned and maintained by the DeKalb County Forest Preserve District. Table 2. Great Western Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT At Intersection with Old State Road 45 80 12 Map 3. Great Western Trail Map 4. Great Western Trail (Full Extent)

Image 9. Great Western Trail at Old State Road (original entrance to Trail)

Image 10. Great Western Trail Crosswalk to GWT Trail Extension: Stone Prairie Trail

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AT-02.01 Great Western Trail Extension: Airport Road Trail This quarter mile trail provides connectivity between the Great Western Trail, the Sycamore Community Park, and the Sycamore Park District Community Center. It also offers a safer link between the Great Western Trail and downtown Sycamore. The 10’ trail is located both on Park District property and within City right of way. This Trail connects to the Sycamore Bike Route and the Great Western Trail. The trail is owned and maintained by the Sycamore Park District. Map 5. GWT Extension: Airport Road Trail Image 11. Airport Road Trail at Sycamore Park District Sports Complex

Image 12. Airport Road Trail at Sycamore Park Entrance

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AT-02.02 Great Western Trail Extension: Stone Prairie Trail Stone Prairie Development completed the installation of a trail from the Great Western Trail, through their development, to the recently developed Sycamore Forest Preserve. This Trail extends the Great Western Trail to the Sycamore Forest Preserve. The trail is owned and maintained by the Sycamore Park District. Map 6. GWT Extension: Stone Prairie Trail Image 13. Stone Prairie Trail Crosswalk at Jim Drive

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AT-02.03 Sycamore Forest Preserve This new sixty acre preserve opened October 16, 2017. The former Evergreen Village Mobile Home Park was subject to flooding almost every year, often more than once. A federal FEMA grant helped acquire the property, relocate residents, remove some roads, all the mobile homes and other structures and remove a sewage treatment plant. Floodplain prairie habitat was planted in the back 30 acres, and the front 30 acres will feature two open-air shelters, new asphalt roads parking and bike trail, picnic areas, hiking/cross-country ski trails and a fishing pond. The Great Western Trail has been extended another half mile west into this new preserve and will be the new trailhead area. The East Branch Kishwaukee River flows along the preserve’s western flank. The Sycamore Park District has obtained an Illinois Transportation Enhancements Grant (ITEP) to extend the Great Western Trail from the Sycamore Forest Preserve to the Old Mill Park. This new preserve connects to the Great Western Trail via the Stone Prairie Trail. The trail is owned and maintained by the Sycamore Park District. Anticipated future extensions and improvements include: • A4. GWT Extension: Sycamore Forest Preserve to Old Mill Park, Page 126 Map 7. Sycamore Forest Preserve Image 14. Great Western Trail Entrance in the Sycamore Forest Preserve

Image 15. Bike Racks in the Sycamore Forest Preserve

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CORTLAND AREA ACTIVE TRANSPORTATION FACILITIES AT-03 Town of Cortland Park Trails Cortland Park and McPhillips Park in Cortland both have trails running through them. Cortland Park is more of a natural area, and McPhillips Park has more sports facilities. The Route is owned and maintained by the Town of Cortland. Anticipated future extensions include: • B3. West Cortland Center Road Trail - Loves Road to Somonauk Road, Page 131 Map 8. Cortland Park Trails Image 17. View of Trail Inside Cortland Park

Image 18. Entrance to Cortland Park

Image 19. Cortland Park Trail Looking North Towards West Cortland Road

Image 20. McPhillips Park Entrance on West Prairiefield Avenue

Image 16. McPhillips Park Entrance on North Aspen Drive

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DEKALB AREA ACTIVE TRANSPORTATION FACILITIES AT-04 1st Street Bike Route The 1st Street Bike Route is a 1.5-mile sharrowed bicycle trail along 1st Street in DeKalb from Sycamore Road to Buena Vista Drive. The trail connects to both the Kishwaukee Kiwanis Trail and the Dresser Road Trail. The Route is owned and maintained by the City of DeKalb. Anticipated future extensions include: • A2. 1st Street - Dresser Road to Bethany Road, Page 124 • B13. Royal Drive Bicycle Route - Hopkins Park to 1st Street, Page 141 Map 9. 1st Street Bike Route Image 21. 1st Street Bike Route near Kishwaukee Kiwanis Trail

Image 22. 1st Street Bike Route near Dresser Road

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AT-05 Annie Glidden Trail The Annie Glidden Trail is a 1-mile shared-use trail. The trail begins along Scenic Road in DeKalb, west to Annie Glidden Road, then North along Annie Glidden Road to South Malta Road/West Taylor Street. From there, the trail crosses South Annie Glidden Road. The trail extends north along the east side of Annie Glidden Road, connecting to the DeKalb Nature Trail. The trail connects to the Overlook Pointe Subdivision Trail, the Devonaire Farms Subdivision Trail, the Knolls at Prairie Creek Subdivision Trail, and the Kishwaukee Kiwanis Trail. The trail is within the City of DeKalb Right of Way (ROW). The City of DeKalb is responsible for the maintenance of the trail. Anticipated future extensions include: • B4. Annie Glidden Road - Fairview Drive to Bellevue Drive, Page 132 Image 23. Annie Glidden Trail at Entrance to Map 10. Annie Glidden Trail Kishwaukee Kiwanis Trail on Annie Glidden Road

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AT-06 Bethany Road & Kishwaukee Health Services Trails The Bethany Road Trail is a 1.1-mile trail along Bethany Road, which connects to trails around the Kishwaukee Wellness Center and Health Services Drive and the Bridges of Rivermist Subdivision. The Trail continues on as a wide sidewalk from around Meadow Trail East to Peace Road. The Trail is owned and maintained by the City of DeKalb. The Kishwaukee Health Services Trail is a 1.1-mile through the Northwest Medicine Kishwaukee Hospital Complex. The trails connect to the Bethany Road Trail. The Trail is owned and maintained by Northwest Medicine. Anticipated future extensions include: • B5. Bethany Road - Resource Parkway to Peace Road, Page 133 • B15. Bethany Road - Peace Road to Somonauk Road, Page 143 • B9. Nature Trail Extension - 1st Street to Bethany Road, Page 137 • C5. Bethany Road Extension Trail - in Bridges of Rivermist, Page 155 Table 3. Bethany Road Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT Between Meadow Trail East & West 15 18 5

Map 11. Bethany Road & Kishwaukee Health Services Trails Image 24. Bethany Road Trail near Fairway Oaks Drive

Image 25. Terminus of Bethany Road Trail by the Bridges of Rivermist Subdivision

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AT-07 DeKalb Circle Route The DeKalb Circle Route is a 4.8-mile sharrowed bicycle route following along several roads through the City of DeKalb. The trail begins at the Kishwaukee Kiwanis Trail on East Taylor Street, travels south along South 1st Street, east along Barb Boulevard and Colonial Drive, north along 7th Street, east on East Taylor Street, north along 10th Street, East along Lewis Street, north on 14th Street, and west on Oakwood Avenue. The trail can then follow the underground trail along Sycamore Road into Hopkins Park. The Route connects to the south and north ends of the Kishwaukee Kiwanis and the DeKalb Nature Trail. The Route is owned and maintained by the City of DeKalb. Map 12. DeKalb Circle Route Image 26. DeKalb Circle Route on Taylor Street near the Beginning of the Kishwaukee Kiwanis Trail

Image 27. Sharrows and Bike Route Sign on Colonial Drive

DeKalb Sycamore Area Transportation Study ~ 80 ~

AT-08 Devonaire Farms Subdivision Trail The Devonaire Farms Subdivision Trail is a 1.3-mile shared-use trail. The trail runs the through the Devonaire Farms subdivision, along South Malta Road and ending at Annie Glidden Road. The Trail connects to the Annie Glidden Trail, the Knolls at Prairie Creek Subdivision Trail, and the Kishwaukee Kiwanis Trail via the Annie Glidden Trail. The trail is owned and maintained by the DeKalb Park District.

Map 13. Devonaire Farms Subdivision Trail Image 28. Devonaire Farms Subdivision Trail Crossing Knolls Street West

Image 29. Walker on Trail by Devonaire Parkway

Image 30. Devonaire Farms Subdivision Trail along South Malta Road

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AT-09 Dresser Road and County Health Center Trails The Dresser Road Trail is a 1.1-mile trail along the north side of Dresser Road, which connects to trails inside the County Health Complex. The Dresser Road Trail provides connections to the DeKalb County Health Complex, the DeKalb High School and the 1st Street Bike Route. The Dresser Road Trail is owned and maintained by the DeKalb Park District and the DeKalb School District. The DeKalb County Health Complex Trail is a 1.7-mile trail that goes through the DeKalb County Health Complex. The County Health Center trail connects to the Dresser Road Trail. The County Health Center Trail is maintained by DeKalb County. Anticipated future extensions include: • B6. Dresser Road Trail - Normal Road to Annie Glidden Road, Page 134 • B10. Normal Road - Lucinda Avenue to Dresser Road, Page 138 • B14. Twombly Road - Annie Glidden Road to Edens Garden Subdivision, Page 142 • C8. Glidden Road - Dresser Road to IL-64, Page 158

Table 4. Dresser Road Trail Average Daily Traffic. Location Average Summer Winter ADT ADT ADT Near East Entrance 35 48.6 18.9 West of DeKalb High School 42 60 20

Map 14. Dresser Road and County Health Center Trails Image 31. Dresser Road Trail West of 1st Street

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AT-10 Fairview Drive Trail The DeKalb Fairview Drive Trail follows along Fairview Drive and South 4th Street from Heritage Drive to Lucerne Lane. The trail allows students and residents on the south side of Fairview and east side of South 4th Street to have safe walking access to Huntley Middle School and the Sports & Recreation Center. This trail currently does not connect to any other trails or routes. The Fairview Drive Trail is owned by the DeKalb Park District and Fairview Cemetery and maintained by the DeKalb Park District. Anticipated future extensions include: • B4. Annie Glidden Road - Fairview Drive to Bellevue Drive, Page 132 • B7. Fairview Drive - Annie Glidden Road to Macom Drive, Page 135 • C7. Fairview-Peace Trail – Fairview and Peace Roads connecting Macom Drive, Page 157 Map 15. Fairview Drive Trail Image 32. Fairview Drive Trail along DeKalb Kiwanis Park

Image 33. Fairview Drive Trail near Monticello Drive

DeKalb Sycamore Area Transportation Study ~ 83 ~

AT-11 Kishwaukee Kiwanis Trail The Kiwanis Trail is a 6.5-mile shared-use trail, owned and maintained by the DeKalb Park District. The trail begins at Lions Park and generally follows the Kishwaukee River north to Hopkins Park before connecting with the Peace Road Trail and the DeKalb Nature Trail. The trail connects to the DeKalb Circle Route, the Annie Glidden Trail, the 1st Street Bike Route, the DeKalb Nature Trail, and the Old Rail Trail. The trail is owned and maintained by various public and private entities including: the DeKalb Park District, NIU, the City of DeKalb, the DeKalb School District, the Water Reclamation District, the Country Club, and various private owners. Anticipated future extensions include: • B13. Royal Drive Bicycle Route - Hopkins Park to 1st Street, Page 141 • C9. Kishwaukee Kiwanis Trail - Kishwaukee River Crossing in Prairie Park, Page 159 Table 5. Kishwaukee Kiwanis Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT Prairie Park Trail (north of walking bridge) 50 56 41 NIU Lagoon Trail 145 162 121 Hopkins Park Trail (east of bridge) 77 114 40 Hopkins Park Trail (west of bridge) 88 111 60 Kiwanis Trail at 1st Street (west) 146 238 55 Kiwanis Trail at Annie Glidden 38 38 Kiwanis Trail at Taylor 45 71 18 Prairie Park Trail at Disc Golf Pad 1 48 48

Image 34. UPRR Underpass on New Kishwaukee River Trail Image 36. Kishwaukee Kiwanis Trail West of 1st Street from the NIU Lagoon to Prairie Park

Image 37. Kiwanis Trail West of Trail Bridge in Hopkins Park

Image 35. Kishwaukee Kiwanis Trail Crossing Taylor Street

DeKalb Sycamore Area Transportation Study ~ 84 ~

Map 16. Kishwaukee Kiwanis Trail

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AT-12 Knolls at Prairie Creek Subdivision Trail The Knolls at Prairie Creek Subdivision Trail is a 0.8-mile shared-use trail. The trail runs the through the Prairie Creek subdivision from Annie Glidden Road to Knolls Avenue. The Trail connects to the Annie Glidden Trail and the Devonaire Farms Subdivision Trail and the Kishwaukee Kiwanis Trail via the Annie Glidden Trail. The trail is owned and maintained by the DeKalb Park District. Table 6. Knolls at Prairie Creek Subdivision Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT Knolls Street West 43 55 28

Map 17. Knolls at Prairie Creek Subdivision Trail Image 38. Knolls at Prairie Creek Subdivision Trail

Image 39. Knolls at Prairie Creek Subdivision Trail in Mason Park at Larson Lake

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AT-13 Macom Drive Trail The DeKalb Macom Drive Trail follows along Macom Drive. The trail serves the industrial complexes of Park 88. This trail currently does not connect to any other trails or routes. The Macom Drive Trail is owned and maintained by the City of DeKalb and Park 88. Anticipated future extensions include: • B11. Peace Road Trail Extension - Pleasant Street to Macom Drive, Page 139 Map 18. Macom Drive Trail Image 40. Macom Drive Trail

Map 19. Cyclist along Macom Drive

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AT-14 DeKalb Nature Trail The DeKalb Nature Trail is a 1.3-mile shared-use trail owned and maintained by the DeKalb Park District. The trail begins at Sycamore Road just past Greenwood Acres Drive. The trail extends northwest to 1st Street. The trail connects to the DeKalb Circle Route, the Kishwaukee Kiwanis Trail, the Old Rail Trail, and the County Farm Loop (maintained by the DeKalb County Forest Preserve District). The trail is owned and maintained by the DeKalb Park District. Anticipated future extensions include: • B9. Nature Trail Extension - 1st Street to Bethany Road, Page 137 • C12. PA Nehring Forest Preserve Trail – DeKalb Nature Trail to Bethany Road Trail, Page 162 Table 7. DeKalb Nature Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT Timber Trail (east of 1st Street) 95.1 118.6 62.2 By Castle Bank 39 48 28

Map 20. DeKalb Nature Trail Image 41. DeKalb Nature Trail near 1st Street

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AT-15 Old Rail Trail and Barber Greene Trail The Old Rail Trail follows along an old railroad bed from DeKalb to Sycamore. A paved trail runs along the section of the railroad bed from Greenwood Acres Drive to Barber Greene Road. A trail along Greenwood Acres Drive connects the DeKalb Nature Trail to the Old Rail Trail. A trail along Barber Green Road connects the Old Rail Trail to the Peace Road Trail. There is also a paved trail on the north side of Barber Greene from Country Farm Road to the entrance of the DeKalb County Highway Department. The Trail connects to the DeKalb Nature Trail and Kishwaukee Kiwanis Trail to the west and the Peace Road Trail to the east. The trail is owned and maintained by the DeKalb County Forest Preserve District. Barber Green Trail is owned and maintained by the City of DeKalb. Anticipated future extensions include: • B2. Barber Greene Road & Loves Road - Peace Road to Somonauk Road, Page 130 • C10. Old Rail Trail - Sycamore Road at Greenwood Acres, Page 160 Map 21. Old Rail Trail and Barber Greene Trail Image 42. Old Rail Trail by DeKalb County Highway Department

Image 43. Old Rail Trail Crossing County Farm Road

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SYCAMORE AREA ACTIVE TRANSPORTATION FACILITIES AT-16 Sycamore Bike Route The Sycamore Bike Route is a 3.3-mile signed bicycle route along side streets south of downtown Sycamore. The route runs from the Peace Road Trail by the South Prairie Elementary School on Borden Avenue, north on Somonauk Street, east on Turner Place, north on Locust Street, east on East Lincoln Street, north along Kishwaukee Drive, and east on East State Street into the trails through the Sycamore Golf Club and the Sycamore Community Park. The bike route connects to the Peace Road Trail on the west and the Great Western Trail via the Airport Road Trail on the east. The route is owned and maintained by the City of Sycamore on the city streets, and the Sycamore Park District in the Sycamore Community Park. Anticipated future extensions include: • C19. Sycamore Community Park Expansion Trails, Page 169 Table 8. Sycamore Bike Route Average Daily Traffic Location Average Summer Winter ADT ADT ADT Sycamore Community Park Trail (east of river) 7 10 4

Map 22. Sycamore Bike Route Map 23. Closeup of Sycamore Community Park Path

Image 44. West-end of Sycamore Bike Route on Borden Avenue, Connecting to the Peace Road Trail South

Image 45. Sycamore Bike Trail Turns Left from Borden Avenue to Park Avenue

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AT-17 Sycamore East Branch Kishwaukee River Trail This new shared-use trail runs along the East Branch Kishwaukee River from Main Street, just north of the Kishwaukee River bridge, to the Leon D. Larson Park. The Trail is a 1.01-mile trail including the trails going through Sycamore Lake Rotary Park and the Leon D. Larson Park. The park trails connect to each other. The trail connects to the Main Street Trail to the north and sidewalks into downtown Sycamore. These trails are owned and maintained by the Sycamore Park District. The crossing along the ROW of Brickville Road is maintained by the City of Sycamore. There are plans to connect these trails the Great Western Trail, including: • B18. New Trail - North Elementary School to Leon Larson Park Trail, Page 146 • C20. Great Western Trail Extension - Leon Larson Park to Peace Road, Page 170 Map 24. Sycamore East Branch Kishwaukee River Trail Map 25. Leon Larson and Sycamore Lake Rotary Park Trail

Image 46. Signalized Crosswalk on Brickville Road

Image 47. Active Transportation Directional Signs Image 48. Trail to Main Street Image 49. Trail to Leon Larson Park

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AT-18 Northeast Sycamore Subdivision Park Paths Several small parks are located in the subdivisions of Northeast Sycamore, east of IL-23. The Boynton Park Path is a 0.10-mile sidewalk width path through Boynton Park. A 0.04-mile sidewalk width path connects Overland Road with North Grove Road. The Founders Park Path is a 0.14-mile sidewalk width path through Founders Park. There is also a 0.07-mile sidewalk width path in the open area between Heron Creek Drive and Eli G Jewell Court. Currently, the roadways between these parks and open space locations have sidewalks installed, however, several significant gaps exist in the sidewalk network. It is recommended a sidewalk gap analysis be performed in the DSATS region to identify where gaps exist in the connection between community parks and open spaces. Map 26. Northeast Sycamore Subdivision Park Paths Image 50. Boynton Park Path

Image 51. Open Space Path in North Grove Crossing Subdivision

Image 52. Founders Park Path

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AT-19 Main Street Trail The Sycamore Main Street Trail is a 0.6-mile trail running along North Main Street in Sycamore from Maplewood Drive to North Avenue. The trail connects to the Maplewood Drive Trail. The nearby Rivers Edge Trail begins at the Old Mill Park and follows Mt. Hunger Road east. The trail is owned and maintained by the Sycamore School District. There are plans to connect these trails to other existing trails and routes: • B16. Main Street (IL-23) Trail – Kishwaukee River to Downtown Sycamore, Page 144 • B17. Mount Hunger Road - Main Street to Old Mill Park Trail, Page 145 • C14. Main Street Sycamore - Improve Connections to Downtown, Page 164 • C15. Main Street & Peace Road – Sycamore Middle School to Frantum Road, Page 165 Table 9. Main Street Trail Average Daily Traffic Location Average Summer Winter ADT ADT ADT South of Sycamore Middle School 77 111 35

Map 27. Main Street Trail Image 53. Mail Street Trail by Sycamore Middle School

Image 54. South End of Main Street Trail Crossing Kishwaukee River

Image 55. North End of Main Street Trail with Roadway crosswalk to the Maplewood Drive Trail

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AT-20 Merry Oaks Trail The Merry Oaks Trail is a trail a series of paths around Merry Oaks Drive and the Heron Creek Estate Subdivision. The trail connects to the Peace Road Trail by Jewel Osco, the Emil Cassier Park Trail, and North Elementary School. This trail is owned and maintained by the Sycamore Park District. There are plans to connect this trail to other existing trails and routes: • B18. New Trail - North Elementary School to Leon Larson Park Trail, Page 146 • C15. Main Street & Peace Road – Sycamore Middle School to Frantum Road, Page 165 Map 28. Merry Oaks Trail (from Sycamore Park Map 29. Merry Oaks Trail (Location Map) District)

Image 56. Entrance to Merry Oaks Trail from Emil Cassier Park

Image 57. Entrance to Merry Oaks Trail from Jewel Osco

Image 58. Entrance to Merry Oaks Trail from North Elementary School

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AT-21 Old Mill Park and Rivers Edge Subdivision Trails The Old Mill Park Trail is a new 0.47-mile trail from Mount Hunger Road to the Old Mill Park Along North Main Street in Sycamore. The trail connects to the Rivers Edge Trail along Mount Hunger Road and is near the Main Street Trail. This trail is owned and maintained by the Sycamore Park District. There are plans to connect this trail to other existing trails: • A4. GWT Extension: Sycamore Forest Preserve to Old Mill Park, Page 126 • B17. Mount Hunger Road - Main Street to Old Mill Park Trail, Page 145 Map 30. Old Mill Park and Rivers Edge Subdivision Trails Image 59. Old Mill Park Connection to Rivers Edge Trail

Image 60. Old Mill Park Trail

Image 61. Rivers Edge Subdivision Trail

Map 31. Old Mill Park Trail

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AT-22 Parkside Preserve Trail The Parkside Preserve Trail is a 0.57-mile trail from Becker Place to Parkside Drive in Sycamore. The trail current connects to no other trails or bike routes in the area. This trail is owned and maintained by the Sycamore Park District. There are plans to connect this trail to other routes: • B19. Reston Ponds Trail Extension - Trail to Parkside Preserve Trail, Page 147 • C19. Sycamore Community Park Expansion Trails, Page 169 Map 32. Parkside Preserves Trail (Location Map) Image 62. Parkside Preserve Trail Entrance by Becker Place

Image 63. View of Pond along Parkside Preserve Trail

Image 64. Parkside Preserve Trail Entrance by Parkside Drive

Map 33. Parkside Preserves Trail (Detailed Map)

DeKalb Sycamore Area Transportation Study ~ 96 ~

AT-23 Reston Ponds Subdivision Trail The Reston Ponds Subdivision Trail is a 0.75-mile trail east of Somonauk Street and north of Bethany Road. The trail currently connects to no other trails or bike routes in the area. This trail is owned and maintained by the developer. There are plans to connect this trail to other routes as development warrants: • B19. Reston Ponds Trail Extension - Trail to Parkside Preserve Trail, Page 147 • B20. Somonauk Street – Borden Avenue to Bethany Road, Page 148 Map 34. Reston Ponds Subdivision Trail Image 65. Reston Ponds Trail by Pond Fountain

Image 66. Reston Ponds Trail Crossing Brower Place

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AT-24 Stonegate at Heron Creek & Camden Crossing Trails The Chief Black Partridge Nature Preserve Trail is a 0.37-mile trail next to the Sycamore Fire Station by Frantum Road and West Peace Road in Sycamore. The Stonegate at Heron Creek Trail is a 0.21-mile running along Stonegate Drive and Frantum Road. The Camden Crossing Subdivision Trail is a 0.32-mile trail running north from Ward Boulevard, turning west, and running parallel to Brandon Place. None of these trails currently connect to each other. If the “C15. Main Street & Peace Road - Sycamore Middle School to Frantum Road” project on Page 165 is constructed, pedestrian crosswalks on Peace Road at Frantum Road and Ward Boulevard could connect these trails together. Chief Black Partridge trail is owned and maintained by the Sycamore Park District, the others by the City of Sycamore. Map 35. Sycamore Trails North of Peace Road Image 67. Chief Black Partridge Nature Preserve

Image 68. Woodchip Trail through the Chief Black Partridge Nature Preserve

Image 69. Trail Along South Side of Stonegate Drive

Image 70. Trail Running through Camden Crossing Subdivision

Map 36. Chief Black Partridge Nature Preserve Trail

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NIU AREA ACTIVE TRANSPORTATION FACILITIES AT-25 NIU Walkway The NIU Walkway provides a wide sidewalk area for both pedestrians and bicyclists to traverse the NIU campus. The walkway follows Lucinda Avenue. The walkway is maintained by NIU and the City of DeKalb. Map 37. NIU Walkway

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SAFETY Federal performance measures regulations require states and MPO’s to identify the number of Fatal (Type K) and Incapacitating Injury (Type A) crashes each calendar year and set an annual target for the reduction of these types of injuries. As identified in Safety Performance Management (PM1) regulations identified on page 6, the state has set a 2% reduction in these injuries per year and DSATS has opted to support the State in achieving that goal. The State of Illinois has developed a crash information form which must be filled out by law enforcement officials across the state whenever a crash occurs. The reporting form includes a variety of information about each crash, including the type of crash, weather conditions, lighting conditions, roadway surface conditions, etc. These forms are submitted to the state, which compiles the information as a statewide crash data database. IDOT makes this information available to authorized organizations via the IDOT Safety Portal76. DSATS staff has compiled crash information from the safety portal on bicycle and pedestrian involved crashes from 2013 – 2018. Data tables and charts present the compiled information in order to provide information on the types of bicycle and pedestrian involved crashes in the region. In order to smooth out spikes in the data which may occur in any given year, the annual crash count is based on a five-year rolling average. With information compiled since 2013, there are 2 years of rolling average data available for analysis (2013-2017 and 2014-2018). 2013- 2017 was selected as the base 5-year rolling average year to match IDOT’s base 5-year rolling average year. The data tables for each category provide information on the total number of crashes and break the data out by type of injury. The “# of Crashes Grouped by Injury Type” provides the number of crashes where either a “K or A” type injury occurred, a “B or C” type injury occurred, or there was property damage only “PDO.” The “# of Persons Grouped by Injury Type” provides the total number of people injured by type of injury. As there are typically more than one person involved in a crash, the number of crashes and the number of people usually differ.

76 Source: (Illinois Department of Transportation (IDOT), 2017)

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BICYCLE AND PEDESTRIAN CRASHES BY INJURY Bicycle and pedestrian involved crashes in the DSATS region have consistently average around 47-50 crashes per average year. Overall, the average change in the number of crashes has been minor, with changes averaging less than 2 crashes per year. Between 2013 and 2018, there have been three fatal crashes. Two crashes involved pedestrians walking on Lincoln Highway near Cortland and on I-88. One crash involved a cyclist on Fairview Drive around Park 88. All crashes occurred in the early morning hours and the pedestrians and cyclists did not have any contrasting clothing, reflective materials, or lighting on their cycles. From 2014 – 2018, 14% of the bicycle and pedestrian involved crashes resulted in incapacitating or fatal injuries. This was down from 15% of the crashes between the years of 2013-2017. Table 10 identifies the total number of crashes involving bicycles or pedestrians in an average year. As noted previously, upward, or downward spikes in individual year crash data have been smoothed using a rolling 5-year average. The table further splits out the information by crashes involving fatal or incapacitating injuries (types K & A). Fatal and incapacitating injury crashes are the only crashes tracked as part of the Federal Safety Performance Measures (PM1) rule. DSATS has adopted IDOT’s target of a 2% reduction of types K and A crashes per rolling- average year. Between 2013-2017 and 2014-2018, the number of K and A type crashes went down from 5.8 to 5.4 crashes, a reduction of 6.9%, which meets the 2% crash reduction rate. In additional to the identification of K and A type crashes, this table, and the tables to follow, identify non-incapacitating injuries or reported but not evident injuries (Types B and C), as well as Property Damage Only (PDO) crashes. As crashes typically involved more than one person, the number of A, B, C, and fatal injuries reported are also identified in the table. Table 10. Cyclist and Pedestrian Crashes by Type of Injury Cyclist/Pedestrian Crashes No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type by 5-Year Rolling Average Crashes Crashes K or A B or C PDO ABC Fatalities 1 13-17 (Base Year) 48.8 38.8 5.8 33.0 10.0 5.4 23.6 9.8 0.4 2 14-18 47.8 37.4 5.4 32.0 10.4 4.8 22.8 9.4 0.6 % Change (-2.0%) (-3.6%) (-6.9%) (-3.0%) 4.0% (-11.1%) (-3.4%) (-4.1%) 50.0% Chart 1. Cyclist and Pedestrian Crashes by Type of Injury Cyclist/Pedestrian Crashes by 5-Year Rolling Average

50.0 40.0 30.0 20.0 10.0 -

Average Crashes Per Year No of K or A B or C PDO Crashes 13-17 (Base Year) 48.8 5.8 33.0 10.0 14-18 47.8 5.4 32.0 10.4 5-Year Rolling Average

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BICYCLE AND PEDESTRIAN CRASHES BY CRASH TYPE Table 11 and Chart 2 identify the type of crashes that have occurred involving cyclists and pedestrians. For rolling average year 2014-2018, approximately 53% of the crashes involved pedestrians, with 47% involving cyclists. In 2014 and 2017 there was one crash in which a pedestrian was killed. In 2018 there was a crash in which a cyclist was killed. During this period, the number of pedestrian-involved crashes averaged approximately 2.8 crashes per year, and cyclist-involved crashes averaged approximately 1.4 crashes per year. While the number of crashes involving deaths or incapacitating injuries is relatively low in the DSATS region, efforts should be made to try to reduce these crash levels to zero. Table 11. Cyclist and Pedestrian Crashes by Crash Type Cyclist/Pedestrian Crashes by Crash Type No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type 2014 - 2018 (Yearly Average) Crashes Frequency Crashes K or A B or C PDO ABC Fatalities 1 Pedestrian 25.4 53.1% 21.6 3.4 18.2 3.8 3.0 12.4 6.0 0.4 2 Pedalcyclist 22.4 46.9% 15.8 2.0 13.8 6.6 1.8 10.4 3.4 0.2 3 Train ------4 Animal ------5 Overturned ------6 Fixed Object ------7 Other Object ------8 Other Noncollision ------9 Parked Motor Vehicle ------10 Turning ------11 Read End ------12 Sideswipe Same Direction ------13 Sideswipe Opposite Direction ------14 Head On ------15 Angle ------Annual Average Accidents 47.8 100% 37.4 5.4 32.0 10.4 4.8 22.8 9.4 0.6 5-Year Rolling Average Change (1.0) - (1.4) (0.4) (1.0) 0.4 (0.6) (0.8) (0.4) 0.2 5-Year Rolling Average Percent Change (-2.0%) - (-3.6%) (-6.9%) (-3.0%) 4.0% (-11.1%) (-3.4%) (-4.1%) 50.0% Chart 2. Cyclist and Pedestrian Crashes by Crash Type Cyclist/Pedestrian Crashes by Crash Type 5-Year Rolling Average

26.0

25.0

24.0

23.0

22.0

Average Crashes Per Year 21.0

20.0 Pedestrian Pedalcyclist 13-17 (Base) 23.6 25.2 14-18 25.4 22.4 Crash Type

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VISIBILITY OF CYCLISTS AND PEDESTRIANS As cyclists and pedestrians are more difficult to identify on the roadways than motorized vehicles, the visibility of pedestrians and cyclists becomes more important. Table 12 and Chart 3 identify the types of clothing and materials which cyclists and pedestrians were wearing when the crashes occurred. The type of clothing and materials worn increases or decreases a cyclist or Image 71. Biker wears high-contrasting clothing on pedestrians’ visibility. As the table and chart show, the Macom Drive in DeKalb majority of the crashes involve those who wore no contrasting clothing (approximately 58% on average). All fatal crashes involving cyclists and pedestrians occurred late at night wearing no contrasting clothing. This situation makes it very difficult for drivers to identify pedestrians or cyclists. Education is important to inform cyclists and pedestrians about the effectiveness of making themselves stand out when interacting with motorized traffic. Effective strategies include wearing high contrasting clothing, wearing reflective materials such as reflective armbands, and other light source equipment, such as installing lights on bicycles. Table 12. Bicycle and Pedestrian Crashes by Cyclist and Pedestrian Visibility Cyclist / Pedestrian Visability No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type 2014 - 2018 (Yearly Average) Crashes Frequency Crashes K or A B or C PDO ABC Fatalities 1 No Constrasting Clothing 27.4 57.3% 22.0 3.8 18.2 5.4 3.4 13.2 5.2 0.4 2 Contrasting Clothing 7.6 15.9% 5.6 0.6 5.0 2.0 0.6 4.2 0.8 - 3 Reflective Material 1.4 2.9% 1.4 - 1.4 - - 1.0 0.4 - 4 Other Light Source Used 0.6 1.3% 0.6 - 0.6 - - 0.4 0.2 - 9 Unknown 10.8 22.6% 7.8 1.0 6.8 3.0 0.8 4.0 2.8 0.2 Annual Average Accidents 47.8 100.0% 37.4 5.4 32.0 10.4 4.8 22.8 9.4 0.6 5-Year Rolling Average Change (1.0) - (1.4) (0.4) (1.0) 0.4 (0.6) (0.8) (0.4) 0.2 5-Year Rolling Average Percent Change (-2.0%) - (-3.6%) (-6.9%) (-3.0%) 4.0% (-11.1%) (-3.4%) (-4.1%) 50.0% Chart 3. Cyclist and Pedestrian Crashes by Cyclist and Pedestrian Visibility Bicycle/Pedestrian Crashes by Cyclist/Pedestrian Visability 5-Year Rolling Average

30.0 25.0 20.0 15.0 10.0 5.0

Average Crashes Per Year - No Contrasting Reflective Other Light Unknown Constrasting Clothing Material Source Used Clothing 13-17 (Base) 28.0 8.4 1.0 0.6 10.8 14-18 27.4 7.6 1.4 0.6 10.8 Cyclist / Pedestrian Visability

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ACTIONS TAKEN BY CYCLISTS AND PEDESTRIANS Table 13 and Chart 4 identify actions taken by cyclists or pedestrians when a crash occurred. Approximately 43% of the crashes did not have a specific action identified. The highest percentage of identified actions occurred when pedestrians or cyclists were “Crossing with Signal” or “Crossing against Signal” (approximately 29%). This is followed by actions within or near to traffic (approximately 13%). This includes walking or riding with or against traffic, walking from a disabled vehicle, working on a vehicle, or playing, standing, or working in the roadway. Further analysis of crashes with K or A type injuries should be performed to identify potential mitigations to the actions taken. Table 13. Cyclist and Pedestrian Crashes by Actions Taken Cyclist/Pedestrian Crashes by Action No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type 2014 - 2018 (Yearly Average) Crashes Frequency Crashes K or A B or C PDO ABC Fatalities 3 Turning Left 0.8 1.7% 0.6 0.2 0.4 0.2 0.2 0.4 - - 4 Turning Right 0.4 0.8% - - - 0.4 - - - - 20 Enter from Drive 0.8 1.7% 0.8 0.2 0.6 - 0.2 0.4 0.2 - 50 No Action 4.6 9.6% 3.6 0.6 3.0 1.0 0.6 2.4 0.6 - 51 Crossing with Signal 9.4 19.7% 7.0 0.4 6.6 2.4 0.4 4.6 2.0 - 52 Crossing against Signal 4.6 9.6% 4.0 0.6 3.4 0.6 0.6 2.6 0.8 - 53 E/L/C School Bus ------54 E/L/C Parked Vehicle 1.0 2.1% 1.0 - 1.0 - - 0.8 0.2 - 55 E/L/C Not At Intersection 3.6 7.5% 3.2 0.8 2.4 0.4 0.8 2.0 0.4 - 56 W/R With Traffic 2.4 5.0% 2.0 1.0 1.0 0.4 0.6 0.8 0.4 0.4 57 W/R Against Traffic 1.6 3.3% 1.2 0.2 1.0 0.4 0.2 1.0 - - 58 W/R To/From Disabled Vehicle 0.2 0.4% 0.2 0.2 - - - - - 0.2 59 Waiting for School Bus ------60 Playing/Working on Vehicle 0.4 0.8% 0.4 - 0.4 - - 0.2 0.2 - 61 Playing in Roadway 0.8 1.7% 0.6 - 0.6 0.2 - 0.6 - - 62 Standing in Roadway 0.2 0.4% 0.2 0.2 - - 0.2 - - - 63 Working in Roadway 0.4 0.8% 0.4 - 0.4 - - 0.4 - - 64 Other Action 13.2 27.6% 9.6 0.8 8.8 3.6 0.8 5.0 3.8 - 65 Intoxicated Ped/Pedal 0.8 1.7% 0.8 - 0.8 - - 0.6 0.2 - 99 Unknown 2.6 5.4% 1.8 0.2 1.6 0.8 0.2 1.0 0.6 - Average Annual Crashes 47.8 100.0% 37.4 5.4 32.0 10.4 4.8 22.8 9.4 0.6 5-Year Rolling Average Change (1.0) - (1.4) (0.4) (1.0) 0.4 (0.6) (0.8) (0.4) 0.2 5-Year Rolling Average Percent Change (-2.0%) - (-3.6%) (-6.9%) (-3.0%) 4.0% (-11.1%) (-3.4%) (-4.1%) 50.0% 1 E/L/C = Entering / Leaving / Crossing, 2 W/R = Walking / Riding Chart 4. Cyclist and Pedestrian Crashes by Actions Taken Cyclist/Pedestrian Crashes by Pedestrian Action 5-Year Rolling Average

14 12 10 8 6 4 2 0 Average Crashes Per Year Turnin Turnin Enter No Crossi Crossi E/L/C E/L/C E/L/C W/R W/R W/R Playin Playin Standi Worki Other Intoxi Unkno g Left g from Action ng ng Schoo Parke Not At With Agains To/Fr g/Wor g in ng in ng in Action cated wn Right Drive with agains l Bus d Inters Traffic t om king Road Road Road Ped/P Signal t Vehicl ection Traffic Disabl on way way way edal Signal e ed Vehicl Vehicl e e 13-17 0.8 0.6 0.6 3.6 9.4 4.6 0.2 1.2 2.8 3.8 2.8 0.2 0.4 0.8 0.4 0.2 12 0.6 3.8 14-18 0.8 0.4 0.8 4.6 9.4 4.6 0 1 3.6 2.4 1.6 0.2 0.4 0.8 0.2 0.4 13.2 0.8 2.6 Cyclist/Pedestrian Action

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TYPE OF LOCATION WHERE BICYCLE OR PEDESTRIAN CRASH OCCURRED Table 14 and Chart 5 identify locations where bicycle and pedestrian involved crashes have occurred in the DSATS region. The highest percentage of the crashes (44%) have occurred “In Crosswalk”. Crashes within the roadway account for a majority of crashes in which type K or A injuries have occurred. All fatal crashes have occurred in the roadway. Crosswalks, by their nature, are the points at which multiple modes of transportation are forced to interact with each other. With this high point of interaction, it is understandable this is where the majority of crashes occur. Improvements to crosswalks usually involve improving signage and striping at crosswalks, adding pedestrian countdown timers, and installation of pedestrian islands at exceptionally wide intersections. “In Roadway” crashes, where the majority of K or A crashes occur, are more difficult to address with typical safety projects. Education of all persons on how motorists, bicyclists, and pedestrians should interact is of high priority. Table 14. Cyclist and Pedestrian Crashes by Type of Location Cyclist/Pedestrian Crashes by Location No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type 2014 - 2018 (Yearly Average) Crashes Frequency Crashes K or A B or C PDO ABC Fatalities 1 In Roadway 12.0 25.2% 10.0 3.0 7.0 2.0 2.4 5.8 1.4 0.6 2 In Crosswalk 20.8 43.7% 15.6 0.8 14.8 5.2 0.8 10.4 4.4 - 3 Not in Available Crosswalk ------4 Crosswalk Not Available ------5 Driveway Access 2.2 4.6% 1.6 0.4 1.2 0.6 0.4 0.8 0.4 - 6 Not in Roadway 7.8 16.4% 6.2 0.6 5.6 1.6 0.6 4.2 1.4 - 7 Bikeway 0.4 0.8% 0.4 - 0.4 - - 0.4 - - 9 Unknown 4.4 9.2% 3.6 0.6 3.0 0.8 0.6 1.2 1.8 - Annual Average Crashes 47.6 100.0% 37.4 5.4 32.0 10.2 4.8 22.8 9.4 0.6 5-Year Rolling Average Change (1.2) - (1.4) (0.4) (1.0) 0.2 (0.6) (0.8) (0.4) 0.2 5-Year Rolling Average Percent Change (-2.5%) - (-3.6%) (-6.9%) (-3.0%) 2.0% (-11.1%) (-3.4%) (-4.1%) 50.0% Chart 5. Cyclist and Pedestrian Crashes by Type of Location Cyclist/Pedestrian Crashes by Type of Location 5-Year Rolling Average

25.0

20.0

15.0

10.0

5.0

Average Crashes Per Year - In In Not in Crosswalk Driveway Not in Bikeway Unknown Roadway Crosswalk Available Not Access Roadway Crosswalk Available 13-17 13.0 20.0 - - 3.0 7.6 0.6 4.6 14-18 12.0 20.8 - - 2.2 7.8 0.4 4.4 Cyclist/Pedestrian Location

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LIGHTING CONDITIONS WHERE BICYCLE OR PEDESTRIAN CRASHES OCCURRED Table 15 and Chart 6 identify the lighting conditions where bicycle and pedestrian involved crashes have occurred in the DSATS region. The majority of the crashes (66%) have occurred during daylight hours. As the majority of all vehicles, pedestrians, and cyclists are on the roadways during the daylight hours, it is expected this is when most crashes would occur. Of the other types of lighting conditions, 20.1% of the crashes occurred in “Darkness, Lighted Road,” followed by 6.3% during “Darkness” with no lighted roads. All fatal crashes in the region have occurred during “Darkness” Education is important to inform cyclists and pedestrians about the effectiveness of making themselves stand out when interacting with motorized traffic. This is especially important during dark hours and during “Dusk” (4.6%) and “Dawn” (1.3%), when drivers may have difficulty differentiating cyclists and pedestrians in the roadway. Table 15. Cyclist and Pedestrian Crashes by Lighting Conditions Cyclist/Pedestrian Crashes by Lighting Conditions No of Total Injury # of Crashes Grouped by Injury Type # of Persons Grouped by Injury Type 2014 - 2018 (Yearly Average) Crashes Frequency Crashes K or A B or C PDO ABC Fatalities 1 Daylight 31.4 65.7% 24.0 3.0 21.0 7.4 3.0 14.8 6.2 - 2 Dawn 0.6 1.3% 0.6 - 0.6 - - 0.4 0.2 - 3 Dusk 2.2 4.6% 1.6 0.2 1.4 0.6 0.2 1.0 0.4 - 4 Darkness 3.0 6.3% 2.6 1.0 1.6 0.4 0.4 1.4 0.4 0.6 5 Darkness, Lighted Road 9.6 20.1% 7.8 1.0 6.8 1.8 1.0 4.8 2.0 - 9 Unknown 1.0 2.1% 0.8 0.2 0.6 0.2 0.2 0.4 0.2 - Annual Average Crashes 47.8 100.0% 37.4 5.4 32.0 10.4 4.8 22.8 9.4 0.6 5-Year Rolling Average Change (1.0) - (1.4) (0.4) (1.0) 0.4 (0.6) (0.8) (0.4) 0.2 5-Year Rolling Average Percent Change (-2.0%) - (-3.6%) (-6.9%) (-3.0%) 4.0% (-11.1%) (-3.4%) (-4.1%) 50.0% 100.0% 14.4% 85.6% 27.8% 12.8% 61.0% 25.1% 1.6% Chart 6. Cyclist and Pedestrian Crashes by Lighting Conditions Cyclist/Pedestrian Crashes by Lighting Conditions 5-Year Rolling Average

35.0 30.0 25.0 20.0 15.0 10.0 5.0 Average Crashes Per Year - Daylight Dawn Dusk Darkness Darkness, Unknown Lighted Road 13-17 32.2 0.6 2.0 3.0 9.8 1.2 14-18 31.4 0.6 2.2 3.0 9.6 1.0 Lighting Conditions

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CONCLUSIONS In the DSATS region, approximately 50 crashes per year involve pedestrian and bicycle, with approximately 40 of those (85%) resulting in minor or non-observed injuries. The data indicates 5 crashes per year (14%) involve type K or A injuries, with the majority of type A injuries occurring at crosswalks and type K injuries along roadways during non-daylight hours. With such small numbers, even a change of one crash can have a significant impact on the percentage increase or decrease of those type K or A injuries. To address these incidents, staff recommend the following steps be taken: • Education: Many of the crashes involved pedestrians and cyclists who do not wear any protective gear or contrasting clothing, reflective materials, or lighting on themselves or on their bicycles. It is important to educate pedestrians and cyclists of the importance making yourself observable and not blending into the background. • Crosswalk Improvements: At intersections where there are consistently pedestrians and cyclists, it is recommended many of the appropriate safety improvements are implemented. At many intersections, however, the number of pedestrians and cyclists using those intersections does not warrant a major investment in implementing many of these safety features. Maintenance of existing features, such as ensuring striping is not too faded and ensuring the intersections are Americans with Disabilities Act (ADA) compliant, can often help with the safety of these intersections. • Roadway Maintenance: Cracked and potholed trails, sidewalks, and roadways have the potential for more injuries for cyclists and pedestrians than they do for drivers of motorized vehicles. It is important to maintain trail and sidewalk facilities for the intended users.

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PUBLIC INVOLVEMENT INITIAL DSATS ACTIVE TRANSPORTATION PLAN PUBLIC OUTREACH DSATS held three preliminary informational meetings in 2017 to gather input on active transportation needs for the region. The meetings were held at the following locations: • Sycamore Public Library, April 18, 2017, 3:00 pm to 5:00 pm • DeKalb Public Library, April 18, 2017, 6:00 pm to 8:00 pm • Holmes Student Center Lobby, April 19, 2017, 11:00 am to 1:00 pm DSATS staff held these initial meetings to notify the public about the plans to update the Active Transportation Plan, answer questions, and receive input on the project. Stakeholders examined exhibits showing the existing bicycle and pedestrian network and provided feedback on issues to be considered during the development of the plan. Specifically, participants were asked: • To identify gaps in existing conditions data; • Identify deficiencies in the existing system (signage, safety, etc.) • Suggest improvements to local trail networks; and • Recommend ways to improve connections, including opportunities for new on- and off- road routes. Attendance at the meeting was as follows: Table 16. Public Outreach Attendance Location Count Sycamore 15 DeKalb 15 NIU 65 Note: In addition to interactive feedback at each open house location, 21 written surveys were submitted. Attendees answered questions in three areas: funding prioritization, safety perceptions, and trail usage. The findings were as follows: Given fiscal constraints, how would you prioritize improvements? Table 17. Priorities Based on Fiscal Constraints Type Description Count Percent Notes Connections to buses or Multi-modal parking 3 4% No specifications 1 specified curb cuts, 1 said Ramps, audible "community of diverse abilities, accord Accessibility crosswalks, etc. 10 15% to representative population sample" Coverage Trails serve a larger area 19 28% No specifications Improve existing Maintenance facilities & infrastructure 7 10% No specifications Way-finding signs, 3 specified wayfinding, 1 specified bicycle racks, lighting, sharrow and/or share the road signs, 1 Amenities etc. 14 21% specified lighting Information Safety laws, maps, etc. 4 6% No specifications Other Please indicate 10 15% See Table 18 below

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Type Description Count Percent Notes Total 67 100% Of those responses categorized as other, comments were as follows: Table 18. Priorities Based on Other Fiscal Constraints Other Comment Safe crossings at large, busy intersection for foot and bicycle 2 traffic, e.g. Peace & 64, 23 & Bethany 3 Safe access to parks via walk or bicycle, especially for children 1 skateboard parks - dirt bicycle trails sidewalks on both sides of street not consistent, safe access to 1 town and parks 1 restroom facilities on bicycle trails intersections where you do not have to press the button to get a 1 walk sign 1 police presence off campus near Greek Row

From the responses received, the biggest concern of residents was ensuring that all the different trails in the region are connected. This has been a focus by DSATS and its member organizations since the last active transportation plan and progress has been made. The 2nd issue commonly noted by the survey takers was the need to improve the wayfinding system on the active transportation network. How safe is active transportation? Table 19. Safety Perception Neither How safe is active Safe safe nor Neither Dangerous transportation… Safe % dangerous % Dangerous % Total for children? 1 9% 3 27% 7 64% 11 for students? 4 36% 3 27% 4 36% 11 for commuters? 2 20% 4 40% 4 40% 10 for people with disabilities? 1 14% 2 29% 4 57% 7 for people 65 and older? 2 22% 4 44% 3 33% 9 Total 10 21% 16 33% 22 46% 48

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Chart 7. How Safe is Active Transportation? How Safe is Active Transportation

25

20

15

10

5

0 for children for students for Those with 65 and older Total commuters disabilities

Safe Neither safe nor dangerous Dangerous

The survey results show there is a concern about the safety of the active transportation facilities in the region. This is especially evident for the safety of children and those with disabilities using the system. Members of the Live Health DeKalb County (LHDC) have been active in getting education in bicycle safety for members of the public. These educational classes should continue and expand. The next area of focus was on why people bicycle and walk. Their responses were as follows: Table 20. Why do you use the Active Transportation System? Why do you use active transportation? Sycamore DeKalb NIU Total For the environment. 7 6 9 22 To get to places more quickly. 3 4 16 23 To save money. It is cheaper. 2 4 14 20 To get fit or stay fit. 5 7 15 27 For fun or recreation. 5 6 5 16 To improve my health. 2 6 16 24 Total 24 33 75 132

Chart 8. Why do you use the Active Transportation System? From the survey, health and environmental issues are the main reasons that respondents’ bicycle and walk.

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SYCAMORE PARK DISTRICT’S LONG-RANGE PLANNING FOR ACTION 2020: To achieve that mission, our Vision is crucial to our message. In reviewing who we are, and where we should go, the Sycamore Park District has invoked extensive public input. The park district: • Conducted a community-wide survey. • Appointed a Community Wide Strategic Planning Team (21 citizens from all backgrounds, public/private, ages, etc.) who gave the Board of Commissioners three scenarios for how to move forward toward 2020. • Had our Citizens Advisory Committee review the plan developed by the Board of Commissioners from the reports of our Community Wide Strategic Planning Team. • Tested the plan with a follow-up community wide survey. • Held Public Hearings on the plan. • Refined the plan from the input gained though all of these steps. FINAL DSATS OPEN HOUSES AND PUBLIC COMMENT Upon completion of the Active Transportation Plan update, DSATS held several open houses to gather input and comments from the public, political leaders, government officials, and other state holders. During these events, the following comments were received. May 13, 2019 6:30 – 7:00 PM: Cortland Town Board Meeting Attendance • Board Meeting Attendees: o Russell C Stokes, Mayor o Doug Corson, Trustee, Town Board o Charmaine Fioretto, Trustee, Town Board o Richard Robins, Trustee, Town Board o Mike Siewierski, Trustee, Town Board o Brad Stone, Trustee, Town Board o Jim Walker, Trustee, Town Board Comments • The Cortland Town Board and Cortland staff were in attendance and looked over the Existing and Proposed Active Transportation maps.

• A board member stated it was good to see the trail along Barber Greene Road to Loves Road is identified as a planned trail.

• The Mayor thanked staff for providing Cortland with an opportunity to comment on the identified projects and plan.

May 15, 2019 6:30 – 7:00 PM: Ride of Silence Registration Attendance • Registered Attendees: o Bill Minor, resident o Greg Sassi, resident • Ride of Silence Attendees:

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o Staff counted approximately 15 people who reviewed the maps and documents. Comments • A person verbally commented they feel safer on trails which are separated from the road.

• A person verbally commented vehicles pass bicyclists too fast on the roads. o DSATS Response: One of the recommendations in the plan is to encourage local organizations to distribute information on bicycle and pedestrian safety as part of a Community Education Campaign (Page 116). This includes promoting bicycle and pedestrian safety laws, particularly the new law requiring vehicles to pass bicycles by a minimum of 3-feet (625 ILCS 5/11-703, 2018). • A person verbally commented the Great Western Trail should be extended through Sycamore along the Kishwaukee River to Peace Road and then connected to the existing Peace Road Trail. o DSATS Response: Various potential projects are identified in this plan, which connect the Great Western Trail to the Peace Road Trail.

May 16, 2019 5:30 – 6:00 PM: DeKalb Park District (DPD) Board Meeting Attendance • Registered Attendees: o Heather Collins, DeKalb Park District o Gary Hanson, Resident o Mat Emken, DeKalb Park District o Scott deOlivetra, DeKalb Park District o Greg Bruggeman, DeKalb Park District • Board Meeting Attendees: o Phil Young, DPD Board Member o Dean Holiday, DPD Board Member o Gail A. Krmenec, DPD Board Member

Comments • A person submitted the following written comment: Trail along North First Street between Dresser Road and Bethany Road: Rather than just add signage and markings, I would suggest that for safety reasons people should not be encouraged to ride bikes on the street and therefore the plan should call for adding 3 feet to the width of the existing sidewalk, where practical. (Reference Project A2) o DSATS Response: While the City of DeKalb is not planning to widen the sidewalk in the near future, it will be restriping North First Street from Dresser Road to Bethany Road. The existing 3 lanes will be narrower, which will create space for bicycles between the white edge-line and the concrete curb.

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• A person submitted the following written comment: Trail along Dresser Road between Normal Road and Annie Glidden Road: Rather than just adding signage and pedestrian traffic signal, I would suggest completing the path between Normal Road and Annie Glidden Road as it currently runs from North First Street to Normal Road and then stops. The section of road that is not completed still carries bicycles and pedestrians as Dresser Road is an access road to the DeKalb County Health Department, DeKalb County Nursing Home, and the DeKalb High School. (Reference B6) o DSATS Response: The City of DeKalb has submitted an Illinois Transportation Enhancement Program (ITEP) grant application for a full shared-use trail along this section of Dresser Road several times. DSATS has submitted a letter of support for this application each time it has been submitted. The City is currently considering alternative funding sources to complete the Dresser Road Path. It is anticipated DSATS will support the City, should it apply for future grants to complete the path along Dresser Road, including an extension on Annie Glidden Road south to Twombly Road.

• A person submitted the following written comment: Trail along Twombly Road between Annie Glidden Road and Edens Garden Subdivision: My suggestion would be to stipulate that the width of any sidewalk or trail along Twombly Road should be 6 to 8-foot-wide to accommodate pedestrians and/or bicycles. (Reference B14) o DSATS Response: The City of DeKalb and the DeKalb Road District are currently considering a multi-use trail as part of the upcoming Twombly Road project.

• A person submitted the following written comment: Sidewalks along DeKalb Avenue between Meadow Creek Drive and Electric Park Drive: My suggestion would be that this sidewalk should have a much higher priority in the Plan. This is a very busy road and the sidewalks are needed for the safety of the individuals who do not have motorized transportation and are using the sidewalks to get to and from work (Reference C11) o DSATS Response: While this project is listed as “Potential” in the plan, there has been initial planning in recent years for a possible sidewalk connection between Meadow Creek Drive and Edgebrook Lane / Mercantile Drive. The completion of this segment would ensure sidewalk on at least one side of the road for the full length of DeKalb Avenue.

May 18, 2019 12:30 – 1:00 PM: Urban Challenge Registration Attendance • The Urban Challenge was rained out and canceled.

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Comments • Due to the cancelation of the challenge, no comments were received.

May 28, 2019 5:30 – 6:00 PM: Sycamore Park District Board Meeting Attendance • Michelle Schultz, Sycamore Park District • Ed Kuhn, Resident • Ben Doty, Sycamore Park District • Curt Lang, City of Sycamore • Ted Straek, Sycamore Park District • Brian Gregory, City of Sycamore • Theresa Teush, Sycamore Park District

Comments • A person verbally commented they appreciate the new paved shoulders on Barber Greene Road. • A person verbally commented they appreciate when the rural roads are paved or sealcoated. o DSATS Response: Many of the rural roads in the DSATS region are not designated as roadways eligible for federal funding. Sealcoating roadways can be an option to improve bicycling opportunities in rural areas, where funding for asphalt is limited. • A person verbally commented on the need for trail on Main Street in Sycamore from the existing trail on Peace Road to downtown Sycamore. o DSATS Response: The installation of a trail along this corridor is identified as a potential regional project. In addition to getting permission from IDOT as Main Street is a state highway, a combination of grant funding and local funding will be required to move this project from potential to planned. One of the initial steps in the process is to develop an implementation plan and identify potential funding sources. DSATS can assist local organizations in developing this plan. • A person verbally commented there needs to be a focus on completing sidewalks and small trails in the neighborhoods which connect to the larger trail system. o DSATS Response: DSATS staff has previously reviewed regional gaps from neighborhoods to other trails. Prior to the next Active Transportation Plan update, DSATS staff plans to discuss and review policies regarding sidewalk gaps within neighborhoods. In many developments, sidewalks are not installed in the subdivisions until the individual lots are developed. This often leaves gaps in the sidewalk system. DSATS staff plans to work with municipalities to promote zoning changes for the installation of sidewalks and trails at the same time the roadways are built.

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May 20, 2019 – June 3, 2019 Public Comment Period and June 5, 2019 Public Hearing Comments • No comments were received as part of the public comment period or public hearing.

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RECOMMENDATIONS POLICIES & PROGRAMS Bicycle Parking Bicycle parking is an essential amenity for any non-motorized transportation network. Residents will not use bikeways to reach businesses unless they can lock their bicycles securely at their destinations. To promote the use of the network and to boost local commerce, DSATS can take the following steps to increase available bicycle parking: • Work with the local chambers of commerce to identify businesses interested in purchasing and installing bicycle racks. • Work with each municipality to adopt a zoning ordinance to require bicycle parking at key commercial, residential, and industrial sites. • Continue to develop bicycle parking to meet the needs of the bike sharing venture at NIU and in the DeKalb community. Education 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 bicycle 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. The following recommendations are meant to reach all community members: Bicycle and pedestrian ambassadors’ program Create a bicycle and/or pedestrian ambassador program to promote walking and bicycling safety at community events, schools, day camps, after-school programs, and other community affairs. Ambassadors are safety specialists who educate the public through direct outreach, presentations, and distribution of educational materials.  Northern Illinois University could offer a course in bicycle safety and education as a way to train ambassadors. Students that complete the course would be eligible for jobs as ambassadors. Maps Create a smart phone application for trail maps in lieu of creating traditional paper maps. Bicycle users and pedestrians are more likely to carry their smart phone with them rather than carry a paper map. Community Education Campaign Local organizations, can distribute information about safety and the active transportation network to the community through a diversity of means. These may include but need not limited to: • Use local media outlets such as city websites, cable access station, local newspapers, and online social networks to broadcast videos and publish articles on bicycle and pedestrian safety. • Reprinting and/or distribution of bicycle and pedestrian information by partner agencies, utility companies and the private sector. • Partner with bicycle shops to distribute publications. • Promote bicycle and pedestrian safety laws, particularly the new law requiring vehicles to pass bicycles by a minimum of 3-feet (625 ILCS 5/11-703, 2018), implemented on January 1, 2018.

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• Provide informational materials, such as the Ride Illinois Bicycle Laws wallet cards77 at bicycle and pedestrian events. • Work with local doctors, hospitals, Live Healthy DeKalb County, and health care institutions to distribute information on the health benefits of cycling and walking. • Continue to support the City of DeKalb to maintain status as a Bicycle Friendly community as recognized through the League of American Bicyclist by participating in safety programs and education of healthy lifestyle benefits of biking through advocacy of organizations like Live Healthy DeKalb County and the Kish Bike and Rec Club. • Continue to support Live Healthy DeKalb County in an annual bicyclist awareness campaign. • Offer bicycle maintenance and traffic skills classes to adults and teens through the park district, schools, and other community groups.  Promote educational materials provided by groups such as the League of American Bicyclists78 and the Active Transportation Alliance79. Targeted Enforcement Efforts No law enforcement department can aggressively enforce all laws in all locations at all times. DSATS communities can use existing crash data to identify the most dangerous locations and target enforcement at those sites. Events focused on reckless behavior by motorists have proven particularly successful in other communities. DSATS communities should target its enforcement efforts in locations with high vehicle crash rates with pedestrians or bicyclists. Prior to holding enforcement events, officers should receive training on bicycle and pedestrian safety. This training should focus 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 • 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

77 Source: (Illinois Bicycle Laws Wallet Card, 2018) 78 Source: (League of American Bicyclists Website, 2019) 79 Source: (Active Transportation Alliance, n.d.)

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DSATS ACTIVE TRANSPORTATION PROJECTS DSATS has identified a list of projects intended to improve bicycle and pedestrian access and create a more complete active transportation network. The development of the plan focused on providing connections within the existing system as well as linking adjacent communities and local and regional trail systems. In general, the DSATS Planning Area lacks options for regional east/west and north/south travel. The ability to move forward with a project is based on several factors: • The potential for receiving funding for the project, • the ability to coordinate a trail project with a supporting road project, • the cost of the project, • the feasibility of the project, and • the proximity of the project to destinations such as schools, parks, commercial/institutional destinations, and employment centers. Projects priorities fall into three categories: 1. (A) Programmed: Fully funded projects with set construction dates. Programmed projects typically begin within the next one to two years. 2. (B) Planned: Projects intended to proceed when specific criteria are met. An example of this would be a developer installing sidewalks and/or trails once a subdivision is 80% built out. Another example would be implementing a grant funded project once the local match becomes available. Planned projects typically begin within the next 2-5 years but may be longer. 3. (C) Potential: Important trail and path projects which are needed to fully develop an active transportation system. These projects currently have no viable funding sources available. Potential projects may not be included in the list of Long-Range Transportation Projects as they may not meet the criteria of fiscal constraint80. All projects should be designed using current standards from the Manual on Uniform Traffic Control Devices (MUTCD, 2009) and the (Guide for the Development of Bicycle Facilities, 4th Edition, 2012). Map 38. DSATS Region Existing Active Transportation Facilities Map A map of existing active transportation facilities in the DSATS area is provided on the next page. A compilation of the major existing facilities is provided after.

80 The 2007 Rule defines “Financially constrained or Fiscal constraint” as meaning that “the metropolitan transportation plan, TIP, and STIP includes sufficient financial information for demonstrating that projects in the metropolitan transportation plan, TIP, and STIP can be implemented using committed, available, or reasonably available revenue sources, with reasonable assurance that the federally supported transportation system is being adequately maintained and maintained. For the TIP and the STIP, financial constraint/fiscal constraint applies to each program year.” (Transportation Research Board, 2008)

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Map 39. DSATS Proposed Bike Paths, Shared Use Trails, and Sidewalks

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PROGRAMMED PROJECTS Map 40. DSATS Programmed Bike Paths, Shared Use Trails, and Sidewalks

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Programmed Regional Projects A1. Improve System-Wide Signage for Trails and Routes Riders become disoriented due to the lack of signage identifying trail names, directions, and connections to other bicycle trails. Existing trails should be signed to key destinations such as downtown areas, the NIU campus and major parks. As new connections are made and the network is improved, additional signs should be added. • On-street signs are recommended to identify routes to each municipality’s downtown and the NIU camp • Signage should be provided for the bicycle route through Sycamore connecting the Great Western Trail, Community Park, Southeast School, South Prairie School, and the Peace Road multi-use trail. • Sign locally recommended routes and connection to the DeKalb Nature Trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) A1 Sycamore Trail Peace Road to Add Bike $4,100 3.04 Great Western Trail Route Signage A1 Peace Road Pleasant Street to Add Bike $3,500 2.62 Trail Bethany Road Route Signage A1 Kishwaukee Prairie Park to IL-23 Add Bike $3,600 2.69 Kiwanis Trail Route Signage A1 DeKalb Nature IL-23 to 1st Street Add Bike $1,800 1.30 Trail Route Signage

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Programmed DeKalb Area Projects A2. 1st Street - Dresser Road to Bethany Road Add bicycle route signage along roadway. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) A2 1st Street Dresser Road to Add bike route $6,400 1.15 Bethany Road signage and on-street bike lane markings

Map 41. 1st Street: Dresser to Bethany - Install Bicycle Route

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A3. Peace Road Trail - Pleasant Street to Bethany Road Repair the shared-use trail. Participants at the public meeting noted that the trail was in poor condition and had lots of bumps. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) A3 Peace Road Pleasant Street to Repair bicycle $375,900 2.58 Bethany Road trail

Map 42. Peace Road Trail - Repair Bicycle Trail

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Programmed Sycamore Area Projects A4. GWT Extension: Sycamore Forest Preserve to Old Mill Park This project is being built in 4 segments. One has been built by the DeKalb County Forest Preserve District (DCFPD) and one by the Sycamore Park District (SPD). The next two will be built by the SPD, with cooperation from the DCFPD and the City of Sycamore. It will follow the DeKalb County Greenways & Trail Plan to extend the GWT into & across Sycamore. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) A4 Great Western Sycamore Forest Construction of $2,200,000 1.2 Trail Extension Preserve to Old Mill shared-use Park trail (Section 1 – 3 bridges) A4 Great Western Sycamore Forest Construction of $1,300,000 1.2 Trail Extension Preserve to Old Mill shared-use Park trail (Section 2 – 1 bridge) Totals $3,500,000 2.4

Map 43. GWT Extension Map: Sycamore Forest Preserve to Old Mill Park

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PLANNED PROJECTS Map 44. DSATS Planned Bike Paths, Shared Use Trails, and Sidewalks

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Planned Regional Projects B1. Trail Signage Along the major trails provide stand-alone, system wide maps showing each trail, “You are Here,” etc. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B1 Trails Various Add stand- alone system- wide maps

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Planned Cortland Area Projects B2. Barber Greene Road & Loves Road - Peace Road to Somonauk Road Provide east-west connection to Cortland by constructing a new shared-use trails. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B2 Barber Greene Peace Road to Construct $655,200 1.14 Road Somonauk Road shared-use trail B2 Loves Road Barber Greene Construct $1,037,700 1.81 Road to Pine Street shared-use trail Totals $1,692,900 2.95

Map 45. Cortland Trail - Barber Greene Road and Loves Road

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B3. West Cortland Center Road Trail - Loves Road to Somonauk Road Connection of to be built Loves Road and Somonauk Road shared-use Trails. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B3 West Cortland Loves Road to Construct $378,000 0.53 Center Road Somonauk Road shared-use trail

Map 46. West Cortland Center Road Trail

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Planned DeKalb Area Projects B4. Annie Glidden Road - Fairview Drive to Bellevue Drive Construct shared-use trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B4 Annie Glidden Fairview Drive to Add paved $289,000 0.50 Road Bellvue Drive shoulders

Map 47. Annie Glidden Road Paved Shoulders

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B5. Bethany Road - Resource Parkway to Peace Road Revise pavement markings to provide wide outside lane with sharrows. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B5 Bethany Road Resource Parkway Wide outside $32,300 0.99 to Peace Road lane with sharrows

Map 48. Bethany Road - Install Bicycle Route

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B6. Dresser Road Trail - Normal Road to Annie Glidden Road Add shared-use trail and pedestrian signals at Annie Glidden Road crosswalk. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B6 West Dresser Normal Road to Add shared- $230,000 0.32 Road Annie Glidden Road use trail B6 West Dresser at Annie Glidden Add pedestrian $40,000 0.06 Road Road signals at intersection B6 North Annie West Dresser Road Add shared- $50,700 0.12 Glidden Road to Twombly Road use trail TOTALS $320,000 0.50

Map 49. West Dresser Road - Install Shared-Use Trail

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B7. Fairview Drive - Annie Glidden Road to Macom Drive This segment of Fairview Drive will provide bicycle access to the manufacturing centers in southeastern DeKalb. The route will also provide an east-west connection through southern DeKalb. The City built a shared-use trail in 2012 from Heritage Drive to IL-23 using a TCSP grant. Recommended future improvements include: • Adding bicycle route signage. • IL-23 to the Macom Drive: Widen existing sidewalk to provide a shared-use trail on the north side of the road. • Annie Glidden Road to Heritage Drive: Provide paved shoulder and reduce travel lanes to 11 ft. ID Locatio Limits Improvement Preliminary Approximate n Estimate of Length Costs (miles) B7 Fairview Annie Glidden Add bike route signage, $143,800 1.54 Drive Road to paved shoulder, & reduce Heritage Drive travel lanes to 11 ft B7 Fairview IL-23 to Macom Add shared-use trail $293,300 0.50 Drive Drive Totals $437,100 2.04

Map 50. Fairview Drive Shared-Use Trail

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B8. Irongate Subdivision Trail Map 51. Irongate Proposed Subdivision Plan The Irongate Subdivision is a Planned subdivision between North Annie Glidden Road, West Dresser Road, North 1st Street, and Bethany Road. The DeKalb City Council has approved the initial subdivision plan and construction will occur as development warrants. A condition of the approval was that several trails would be install through the subdivision. The developer will pay the construction of the trails. The DeKalb Nature Trail extension would be part of the trail system in this development.

ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B8 North of DeKalb North Annie Add new $700,000 2.1 High School Glidden Road, West shared-use Constructed Dresser Road, trail by North 1st Street, and Developer Bethany Road

Map 52. Proposed Irongate Subdivision Plan with Trail System Highlighted

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B9. Nature Trail Extension - 1st Street to Bethany Road An abandoned railroad right-of-way leads northwest towards a trail along Bethany Road from the intersection of the DeKalb Nature Trail and 1st Street. It is recommended to acquire the property or obtain an easement for a 10-ft shared-use trail and to extend the DeKalb Nature Trail from 1st Street west to Bethany Road using the old railroad right- of-way and provide box culvert under Bethany Road to accommodate new trail and connection to Bridges of Rivermist subdivision trail nearby. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B9 DeKalb Nature 1st Street to Add new $141,300 0.25 Trail Bethany Road shared-use trail B9 Bethany Road At terminus of Provide box $55,000 0.03 existing Bethany culvert under Road Trail Bethany Road Totals $196,300 0.28

Map 53. DeKalb Nature Trail Extension

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B10. Normal Road - Lucinda Avenue to Dresser Road Add sharrows and bicycle route signage. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B10 Normal Road Lucinda Avenue to Add sharrows $5,300 1.09 Dresser Road and bike route signage

Map 54. Normal Road - Bike Route

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B11. Peace Road Trail Extension - Pleasant Street to Macom Drive Add a shared-use trail on Peace Road from Pleasant Street to Macom Drive. A costly bicycle bridge would be required north of IL-38. The property owner at the southeast corner of Peace Road and IL-38 plans to build a trail from Il 38 to 2700’ south when the property is redeveloped in the future. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B11 Peace Road Macom Drive to Construct new shared- $2,409,600 1.76 Pleasant Street use trail along Peace Road and over UPRR

Map 55. Peace Road Trail Extension

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B12. Rich Road - Sangamon Road to White Oak Drive Add sidewalks along roadway. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B12 Rich Road Sangamon Road to Add sidewalks $45,000 0.17 White Oak Drive along roadway where missing

Map 56. Rich Road - Add Sidewalks

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B13. Royal Drive Bicycle Route - Hopkins Park to 1st Street Sign East Royal Drive as a bicycle route in order to connect the Trail from Hopkins Park to the 1st Street Bicycle Route. There is already one sign installed at North 1st Street and one sign at Royal and Joanne. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B13 East Royal Drive Hopkins Park Trail Install signed $350 0.30 to 1st Street bicycle route

Map 57. East Royal Drive Bike Route Image 72. East Royal Drive entrance to Hopkins Park

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B14. Twombly Road - Annie Glidden Road to Edens Garden Subdivision Add sidewalks along roadway. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B14 Twombly Road Annie Glidden Road Add sidewalks $85,000 0.87 to Edens Gate along roadway Drive where missing

Map 58. Twombly Road Sidewalks

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Planned Sycamore Area Projects B15. Bethany Road - Peace Road to Somonauk Road Construct a new shared-use trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B15 Bethany Road Peace Road to Construct $390,000 0.87 Somonauk Road shared-use trail

Map 59. Bethany Road Trail from Peace Road to Somonauk Road

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B16. Main Street (IL-23) Trail – Kishwaukee River to Downtown Sycamore Widening of Trail from River Bridge South of Sycamore Middle School to downtown Sycamore along IL-23. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B16 Main Street (IL- Kishwaukee River Widening of $2,500,000 1.2 23) Bridge to Downtown Trail Sycamore (State Street)

Map 60. Main Street Trail Widening

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B17. Mount Hunger Road - Main Street to Old Mill Park Trail Construct shared-use trail. To be completed by developer with Old Mill Park. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B17 Mt. Hunger Main Street to Old Shared-use $52,000 0.15 Road Mill Park Trail trail

Map 61. Trail on Mt. Hunger Road from Old Mill Park to Main Street

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B18. New Trail - North Elementary School to Leon Larson Park Trail This is a Planned project to connect the North Elementary School with the Leon Larson Park Trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B18 Brickville Road North Elementary Construction of $105,000 0.21 School to Freed shared-use Road trail B18 Field parallel to Freed Road to Construction of $198,000 0.44 Jane Street Larson Street shared-use trail Totals $303,000 0.65

Map 62. North Elementary School Trail to Lean Larson Park Trail

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B19. Reston Ponds Trail Extension - Trail to Parkside Preserve Trail Construct of an extension to the Reston Ponds Trail as development warrants. To be completed by developer. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B19 Reston Ponds Reston Ponds Trail Construction of $520,000 0.75 to Parkside shared-use Preserve Trail trail

Map 63. Reston Ponds Trail Extension Map Image 73. Photo of Reston Ponds Trail at its Terminus

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B20. Somonauk Street – Borden Avenue to Bethany Road Add Sharrows and signage on Somonauk Street from Borden Avenue to Bethany Road. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B20 Somonauk Borden Avenue to Add sharrows $3,700 0.75 Street Bethany Road and bike route signage

Map 64. Somonauk Street - Install Bike Route

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B21. State Street (IL-64) - Peace Road to Johnson Avenue Construction of new shared-use trail (developer dependent) ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) B21 West State Peace Road to Shared-Use $138,000 0.29 Street (IL-64) Johnson Avenue Trail

Map 65. West State Street East of Peace Road - New Shared-Use Trail

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POTENTIAL PROJECTS Map 66. DSATS Potential Bike Paths, Shared Use Trails, and Sidewalks

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Potential Regional Projects C1. Trail Striping Add centerline striping on the bicycle trails as warranted (based on trail width, traffic volumes on bicycle routes, and trail configurations). ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C1 Peace Road Pleasant Street to Add centerline $6,475 3.50 Trail IL-64 striping C1 Old Rail Trail Peace Road to Add centerline $490 0.27 County Highway striping Department C1 Old Rail Trail Barber Greene Add centerline $595 0.32 Road to Greenwood striping Acres Drive C1 Old Rail Trail Greenwood Acres Add centerline $980 0.53 Drive to IL-23 striping Totals $8,540 4.62

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Potential Cortland Area Projects C2. Somonauk Road – Bethany Road to Lincoln Highway (IL-38) Installation of Bike Path and improvements to sidewalks. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C2 Somonauk Road Bethany Road to Add bike trail $237,000 0.39 West Amber Avenue C2 Somonauk Road West Amber Widen and $140,175 0.59 Avenue to Lincoln repair Highway sidewalks Totals $377,175 0.98

Map 67. Somonauk Road - Install Bike Route Image 74. Naturally Worn Path Along Somonauk Road, South of East Meadow Drive

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C3. Cortland-DeKalb Trail - Lincoln Highway: Peace Road to Somonauk Road Construct shared-use trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C3 Lincoln Highway Peace Road to Add shared- $1,009,500 1.76 (IL-38) Somonauk Road use trail

Map 68. Cortland-DeKalb Trail

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C4. Cortland-DeKalb Trail - Loves Road: Lincoln Highway to W Pine Avenue Construct shared-use trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C4 Loves Road IL-38 to West Pine Add shared- $245,860 0.49 Avenue use trail

Map 69. Cortland-DeKalb Trail – Loves Road Extension

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Potential DeKalb Area Projects C5. Bethany Road Extension Trail - in Bridges of Rivermist Potential construction of new shared-use trail ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C5 Bridges of Bethany Road to Construction of $110,600 0.80 Rivermist Comstock Avenue shared-use Subdivision to Larking Avenue trail

Map 70. Bethany Road Extension Trail Image 75. Current Bethany Road Trail Terminus

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C6. Ellwood Park Trail - Kishwaukee River to Ellwood House Potential construction of new shared-use trail from Kishwaukee River to the Ellwood House. This Trail was suggested by the DeKalb Township as a partnership with the DeKalb Park District. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C6 Ellwood Park Kishwaukee River Construction of $213,000 0.50 to Ellwood House shared-use trail

Map 71. Elwood Park Trail

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C7. Fairview-Peace Trail – Fairview and Peace Roads connecting Macom Drive Add a shared-use trail on Peace Road from Macom Drive to Fairview Drive and continue on Fairview Drive to Macom Drive. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C7 Peace Road Macom Drive to Construct new shared- $355,000 1.4 & Fairview Peace Road to use trial Drive Macom Drive

Map 72. Fairview-Peace Trail

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C8. Glidden Road - Dresser Road to IL-64 Construct 10-Feet wide paved shoulder ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C8 Glidden Road Dresser Road to IL- Construct 10- $2,685,000 3.5 64 feed wide paved shoulder

Map 73. Glidden Road Paved Shoulder

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C9. Kishwaukee Kiwanis Trail - Kishwaukee River Crossing in Prairie Park the area experiences frequent flooding and the bicycle trail bridge traps debris adjacent to the trail. A new, higher bridge over the river would alleviate trail flooding. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C9 Prairie Park Kishwaukee River Construct new $209,900 0.19 Crossing bridge and approaches over Kishwaukee River

Map 74. Replace Prairie Park Bridge Image 76. Prairie Park Bridge during Kishwaukee River Flooding Event

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C10. Old Rail Trail - Sycamore Road at Greenwood Acres Widening of shared-use trail at intersection ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C10 Sycamore Road At Greenwood Widen shared- $152,800 0.08 Acres use trail at intersection

Map 75. Trail Improvements by Greenwood Acres Drive

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C11. Lorusso Lagoon Trail - Lucinda Avenue to Lorusso Lagoon Potential construction of new shared-use trail from Lucinda Avenue to Lorusso Lagoon along an existing creek. This Trail was suggested as part of the City of DeKalb North Annie Glidden Redevelopment Plan. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C11 Minor Creek Lucinda Avenue to Construction of $590,000 0.50 Lorusso Lagoon shared-use trail C11 Minor Creek Crossing Construction of $313,000 0.10 bridge across creek Totals $903,000 0.60

Map 76. Welsh Park Trail

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C12. PA Nehring Forest Preserve Trail – DeKalb Nature Trail to Bethany Road Trail Potential construction of new shared-use trail through the PA Nehring Forest Preserve from the DeKalb Nature Trail to the Bethany Road Trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C12 PA Nehring DeKalb Nature Trail Construction of $400,000 .76 Forest Preserve to Bethany Road shared-use Trail trail

Map 77. PA Nehring Forest Preserve Trail

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Potential Sycamore Area Projects C13. DeKalb Avenue - Meadow Creek Drive to Electric Park Drive Add missing sidewalks ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C13 DeKalb Avenue Meadow Creek Add missing $107,500 0.38 (IL-23) Drive to Electric sidewalk Park Drive

Map 78. DeKalb Avenue - Install Sidewalks

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C14. Main Street Sycamore - Improve Connections to Downtown Improve bicycle and pedestrian connections from the subdivisions and commercial areas on the north side of Sycamore to downtown Sycamore. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C14 IL-23 Peace Road to Bike Route $1,300 0.94 Maplewood Drive Signage C14 IL-23 Maplewood Drive to Add bike route $10,700 0.88 downtown (State signage and Street) add pavement markings for bike lanes Totals $12,000 1.82

Map 79. Main Street in Sycamore - Improve Bike Routes

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C15. Main Street & Peace Road – Sycamore Middle School to Frantum Road Construction of new shared-use trail. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C15 Main Street (IL- Sycamore Middle Construction of $1,640,000 0.80 23) School to Jewel new shared- Osco Entrance use trail C15 Peace Road Jewel Osco Construction of $860,000 0.42 Entrance to new shared- Frantum Road use trail Totals $2,500,000 1.22

Map 80. North Sycamore Trail Along Main Street and Peace Road

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C16. New Trail – Heron Creek Drive Trail Construction of new shared-use trail (developer dependent) ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C16 Heron Creek Heron Creek Drive Shared-use $169,000 0.32 Drive Terminus to Harry S Trail Truman Street

Map 81. Trail from Founders Park to Elementary School

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C17. New Trail - Plank Road to Lindgren Road Trail Potential construction of new shared-use trail ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C17 Plank Road IL-23 to Lindgren Construction of $250,800 0.50 Road shared-use trail C17 Lindgren Road Plank Road to Installation of $100,000 0.20 Elementary School shared-use trail or signed bicycle route Total $350,800 0.70

Map 82. Plank Road and Lindgren Road Trail

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C18. Peace Road Trail Extension - IL-64 to Frantum Road Construction of new shared-use trail as an extension to the existing Peace Road Trail. This project can be done in phases. ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C18 Peace Road West State Street to New shared- $726,400 0.90 Freed Road use trail (1 bridge) C18 Peace Road Peace Road New shared- $314,000 0.70 use trail C18 Peace Road Brickville Road to New shared- $212,000 0.50 Frantum Road use trail Totals $1,252,400 2.10

Map 83. Peace Road Trail Extension - IL-64 to Emil Cassir Park Trail

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C19. Sycamore Community Park Expansion Trails Construction of new shared-use trails ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C19 Sycamore Sycamore Park to Construction of $250,000 0.44 Community Park Parkside Preserve shared-use Trail Trail trail C19 Sycamore To Quigley Road Construction of $430,000 1.03 Community Park shared-use Trail trail Totals $680,000 1.47

Map 84. Sycamore Community Park Expansion Trails

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C20. Great Western Trail Extension - Leon Larson Park to Peace Road Construct shared-use trail ID Location Limits Improvement Preliminary Approximate Estimate of Length Costs (miles) C20 Kishwaukee Leon Larson Park Construct $1,500,000 1.1 River to Peace Road shared-use trail (Section 1) C20 Kishwaukee Leon Larson Park Construct $1,500,000 1.0 River to Peace Road shared-use trail (Section 2) Totals $3,000,000 2.1

Map 85. Great Western Trail Extension: Leon Larson Park to Peace Road

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RECOMMENDED STATE ROADWAY PROJECTS The Illinois Highway Code (605 ILCS 5/4-22081) states that bicycle and pedestrian ways shall be given full consideration in the planning and development of transportation facilities, including the incorporation of such ways into State plans and programs. Assessment of non-motorized transportation needs and the respective appropriate accommodation is central to the fulfillment of the policy. Portions of several State highways have been designated as a bikeway in this Plan. As the State moves forward to improve IL-64, IL-23, and IL-38 in the future, DSATS and each municipality must work with the State to review each project and determine if it is eligible for consideration of bicycle and pedestrian accommodations. DSATS makes the following recommendation for the state highways in the region: • IL-38 (Lincoln Highway) o East County Line Road to Somonauk Road: Installation of paved safety shoulder, with an ultimate installation of a separated trail as development warrants o Somonauk Road to Peace Road: Installation of a separated trail along the roadway is the preferred alternative. A paved safety shoulder should be installed at a minimum. o Peace Road to NIU Convocation Center: Continued maintenance of the existing sidewalk system along the roadway, with an effort to install sidewalks on both sides of the roadway where they do not currently exist. o NIU Convocation Center to Kishwaukee College in Malta: Installation of a separated trail along the roadway is the preferred alternative. A paved safety shoulder should be installed at a minimum. • IL-23 o IL-30 to Fairview Drive: Continued maintenance of the existing paved safety shoulder th o 4 Street: Continued maintenance of the existing sidewalk system. DSATS and IDOT should consult before any new roadway maintenance projects to consider the need for the installation of a bicycle trail along the roadway. As the roadway was recently repaved, this would be a longer-term project. th o Sycamore Road/DeKalb Avenue from 4 Street to Peace Road: The long-term goal is to install sidewalks along both sides of the roadway in this area. Improvements to crosswalk stripping and traffic controllers with pedestrian countdown timers should be considered. o From Peace Road at State Street to Main Street at State Street in Sycamore: Continued maintenance of the current sidewalk system. o Main Street from State Street to Peace/Plank Road: Installation of a separated trail along the roadway. o Peace/Plank Road to Baseline Road: Installation of paved safety shoulders • IL-64 o East County Line Road to Airport Road: Installation of paved safety shoulders o Airport Road to Peace Road: Maintenance of existing sidewalk system with the installation of sidewalks on both sides of the road where they do not currently exist. o Peace Road to Glidden Road: Installation of paved safety shoulders.

81 Source: (Illinois General Assembly, 2007)

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Map 86. State Highway Project Areas

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ESTIMATED PROJECT COSTS High, Moderate, and Long-Term considerations listed below have been estimated with a base cost in 2011 dollars. The table below provides the unit costs used to calculate the costs for each project. Estimates include 25% for survey, design work, and construction administration and a 10% a contingency. Project-specific factors such as grading, landscaping, intersection modification and bridge construction may increase the actual cost of construction. A description of available funding sources is provided at the end of this report. Table 21. Estimated Costs for Bicycle and Pedestrian Facility Improvements Activity Cost / per Unit Bike Route Signage $1,000 / mile 10 ft HMA trail w/ 2ft turf Shoulders $425,000 / mile Bicycle/Pedestrian Bridge $60 / sq. ft. 4-ft wide, HMA shoulder $200,000 / mile Bike lane striping (thermoplastic) $5,280 / mile Pavement marking removal $2,640 / mile Sharrows $100 / each Sidewalk $8 / sq. ft.

Striping The lengths for bicycle lane and travel lane striping were estimated from the lengths of road segments as drawn in the County GIS files and then rounded to the nearest 10 feet. (Note that in most cases, the lengths and their associated costs are overestimated because lane striping is not normally provided through an intersection.) Bicycle Route According to the 1999 AASHTO Guide, bicycle route signage should be placed every ¼ mile, at every turn and at all signalized intersections. Sharrow Symbols The number of Sharrow (shared lane) symbols and bicycle lane signs for each project were estimated by applying the recommendations in the Guide for the Development of Bicycle Facilities and Part 9 of the MUTCD, Traffic Control for Bicycle Facilities. The MUTCD is only specific on the placement of Sharrow symbols (Section 9C.07 Shared Lane Marking) stating that the marking should be placed immediately after an intersection and spaced at intervals not greater than 250 feet thereafter.” The placement of signs is not stated. The project costs in the table above were calculated using the following design parameters. • Sharrow symbols are placed immediately after an intersection. • Sharrow symbols are placed every 250 ft. • Bicycle lane signs are placed at least every 1,000 ft. Shared-Use Trails The actual cost of constructing a trail can vary significantly, depending on the surrounding land use.

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FUNDING MECHANISMS Presented below are some potential mechanisms for implementing the DSATS Bicycle and Pedestrian Facilities Plan. A complete list of federal funding sources is available at https://www.fhwa.dot.gov/environment/bicycle_pedestrian82. Federal funding for bicycle and pedestrian improvements includes, but not limited to, the following programs: • Safe Routes to School (SRTS)83 program, • Illinois Transportation Enhancement Program (ITEP)84, • Pedestrian and Bicycle Safety (PBS) Program Grant, • Recreational Trails Program (RTP), • Surface Transportation Program (STP), and • Federal Transit Administration (FTA) funding. The 2016 multi-year federal highway funded FAST Act provides Transportation Alternatives federal funds through Surface Transportation Block Grants and sets aside funds for the state’s Recreational Trails Program. The programs are generally administered by IDOT or other State agencies and projects must meet federal eligibility rules. The maximum federal participation for projects varies by program and usually requires a local match. The resources for the local match may include: • General governmental revenue, • Motor Fuel Tax (MFT) revenue, • Impact Fees, and/or • Private Business contributions. Some of the federal funding sources that the DSATS communities may wish to pursue are described below. The FAST Act repeals TAP, creates a new Transportation Alternatives set-aside under STBGP and makes changes to how the funding level is calculated. However, all projects and activities that were previously eligible under TAP remain eligible under the new Transportation Alternatives set-aside. FAST ACT FUNDS The FAST Act provides $835 million for FY 2016 and FY 2017 and $850 million for FY 2018 through FY 2020 for the Transportation Alternatives set-aside. Unlike the overall STBGP, only 50% of the set-aside funds will be suballocated on the basis of population each year. States and MPOs are required to develop a competitive process for awarding local funds, and localities will have to work with states and MPOs directly to secure TAP funding. MAP-21 FUNDS In FY 2014, the Moving Ahead for Progress in the 21st Century Act (MAP-21) combined the Transportation Enhancements (ITEP), Recreational Trails and Safe Routes to School programs into a new program, TAP, funded by a 2% set-aside from the total amount authorized from the Highway Account of the Highway Trust Fund. The FAST Act funds TAP through a fixed set-aside from the STBGP, increasing TAP funding in

82 Source: (FHWA Bicycle and Pedestrian Program, 2018) 83 Source: (FHWA Safe Routes to School Grant, 2018) 84 Source: (Illinois Transportation Enhancement Program (ITEP), n.d.)

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FY 2016 to $835 million from $819 million in FY 2014 and FY 2015 under MAP-21. All projects eligible under TAP are eligible for the set-aside. RECREATIONAL TRAILS PROGRAM (RTP) The Recreational Trails Program (RTP) (Illinois Department of Natural Resources, 2019) is federal-aid program administered by the Illinois Department of Natural Resources (IDNR) to develop and maintain recreational trails and trail-related facilities for both motorized and nonmotorized recreational trail uses. Examples of trail use include hiking, bicycling, inline skating, equestrian use, cross-country skiing, snowmobiling, off-highway motorcycling, all- terrain vehicle riding, and four-wheel driving. By law, the State must use 30 percent of RTP funding for motorized trail projects, 30 percent for nonmotorized trail projects, and 40 percent for diverse trail uses. Eligible applicants include federal, state, and local government agencies and not-for-profit organizations. RTP funds may be used for: • Maintenance and restoration of existing trails. • Development and rehabilitation of trailside and trailhead facilities and trail linkages. • Purchase and lease of trail construction and maintenance equipment. • Construction of new trails (with restrictions for new trails on Federal lands). • Acquisition of easements or property from willing sellers for trails. The RTP Program provides 80% federal funding assistance. There is a $200,000 maximum grant award per application for non-motorized development projects. There is no set maximum grant award amount for acquisition projects and for motorized projects. SURFACE TRANSPORTATION PROGRAM (STP) The Surface Transportation Program (STP) (Federal Highway Administration, 2017) provides States with funds which may be used for a wide variety of projects on any Federal-aid Highway including the NHS, bridges on any public road, and transit facilities. Bicycle and pedestrian improvements are eligible activities under the STP. This covers a wide variety of projects such as on-road facilities, off-road trails, sidewalks, crosswalks, bicycle and pedestrian signals, parking, and other ancillary facilities. The modification of sidewalks to comply with the requirements of the Americans with Disabilities Act is an eligible activity. STP-funded bicycle and pedestrian facilities may be located on local and collector roads which are not part of the Federal-aid Highway System. In addition, bicycle-related non- construction projects, such as maps, coordinator positions, and encouragement programs, are eligible for STP funds. PEOPLE FOR BIKES The national not-for-profit bicycle advocacy group People for Bikes offers to eligible candidate agencies and non-profits the opportunity to apply for infrastructure and biking promotion grants. FEDERAL TRANSIT ADMINISTRATION (FTA) The Final Policy Statement on the eligibility of pedestrian and bicycle improvements under federal transit law was made effective on August 19, 201185. It states that most grant programs administered by FTA may be used to fund the design, construction, and maintenance of pedestrian and bicycle projects that enhance or are related to public transportation facilities. In addition, "all pedestrian improvements located within one-half mile and all bicycle improvements located within three miles of a public transportation stop or station shall have a de facto physical

85 Source: (National Archives, 2011)

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and functional relationship to public transportation." Pedestrian and bicycle improvements within these distances are eligible for FTA funding. It is also possible to “flex” Surface Transportation Program (STP) funding for transit purposes, including some of the projects recommended within the DSATS Active Transportation Plan.

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BIBLIOGRAPHY

109th U.S. Congress. (2005, August 10). Safe, Accountable, Fair and Efficient Transportation Equity Act, A Legacy for Users (SAFETEA-LU), Pub. L. No. 109-59. Retrieved from U.S. Government Info: https://www.govinfo.gov/content/pkg/PLAW-109publ59/html/PLAW- 109publ59.htm 114th U.S. Congress. (2015, December 4). Fixing America’s Surface Transportation (FAST) Act, Pub. L. No. 114-94. (1. C. 94, Ed.) Retrieved from Government Information: https://www.govinfo.gov/content/pkg/PLAW-114publ94/html/PLAW-114publ94.htm Active Transportation Alliance. (n.d.). Retrieved from Active Transportation Alliance: http://activetrans.org/ American Association of State Highway and Transportation Officials (AASHTO). (2012). Guide for the Development of Bicycle Facilities, 4th Edition (4th ed.). American Association of State Highway and Transportation Officials. Retrieved from Guide for the Development of Bicycle Facilities, 4th Edition. Association of Bicycling and Pedestrian Professionals (APBP). (2010). Bicycle Parking Guidelines, 2nd Edition: A set of recommendations from the Association of Pedestrian and Bicycle Professionals. Association of Bicycling and Pedestrian Professionals (APBP). Retrieved from https://www.apbp.org/page/Publications Brownlee, M., Haller, K., Lafata, D., & Krmenec, A. J. (2010). DeKalb Sycamore Area Transportation Study Recreation Trail Usage Study. Northern Illinois University, Geography Department. DeKalb Illinois: DSATS. City of Chicago. (2002). Bike Parking For Your Business. Retrieved from www.chicago.gov: https://www.chicago.gov/content/dam/city/depts/cdot/bicycling/bikeparking/bikeparking_b usiness.pdf City of DeKalb Illinois. (2005). City of DeKalb 2005 Comprehensive Plan Update. City of DeKalb, Community Development. DeKalb, IL: City of DeKalb. Retrieved from https://www.cityofdekalb.com/DocumentCenter/View/253/Comprehensive-Plan-PDF City of DeKalb Illinois. (2011). Downtown DeKalb - Design Guidelines for New Construction. City of DeKalb, Community Development. DeKalb, il: City of DeKalb. Retrieved from https://www.cityofdekalb.com/DocumentCenter/View/947/Downtown-DeKalb--Design- Guidelines-for-New-Construction-PDF City of Sycamore Illinois. (2014, June). City of Sycamore Comprehensive Plan Update. Retrieved from City of Sycamore: http://cityofsycamore.com/wp- content/uploads/2015/02/2014-Sycamore-Comprehensive-Plan-Update-061714.pdf DeKalb County Forest Preserve District. (2005). DeKalb County Greenways & Trails Plan. Retrieved from DeKalb County Illinois Website: https://dekalbcounty.org/wp- content/uploads/2018/12/fp-gt-plan2.pdf DeKalb County Illinois. (2011). DeKalb County, Illinois Unified Comprehensive Plan. DeKalb County Illinois, Community Development. Sycamore, IL: DeKalb County Illinois. Retrieved from https://dekalbcounty.org/departments/community-development/land-use- plans/ DeKalb County Illinois. (2019). DeKalb County Greenways and Trails Coalition. (D. C. Preserve, Editor) Retrieved from DeKalb County Illinois:

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https://dekalbcounty.org/departments/forest-preserve/forest-preserve-greenways-trails- coalition/ Federal Highway Administration. (2015). Congestion Mitigation and Air Quality Improvement (CMAQ) Program. Retrieved from Federal Highway Administration: https://www.fhwa.dot.gov/environment/air_quality/cmaq/ Federal Highway Administration. (2017, September 21). Surface Transportation Block Grant Program (STBG). Retrieved from Federal Highway Administration Website: https://www.fhwa.dot.gov/specialfunding/stp/ Federal Highway Administration. (2018, November 8). FHWA Bicycle and Pedestrian Program. Retrieved from Federal Highway Administration Website: https://www.fhwa.dot.gov/environment/bicycle_pedestrian/index.cfm Federal Highway Administration. (2018, May 21). FHWA Safe Routes to School Grant. Retrieved from Federal Highway Administration Website: https://www.fhwa.dot.gov/environment/safe_routes_to_school/ Federal Highway Administration. (2018, July 27). Safety Performance Management (Safety PM). Retrieved from Federal Highway Administration Website: https://safety.fhwa.dot.gov/hsip/spm/ Federal Highway Administration. (2018). Transportation Performance Management (TPM) Implementation Plan. Retrieved from Federal Highway Administration Website: https://www.fhwa.dot.gov/tpm/plan.pdf Illinois Department of Natural Resources (IDNR). (2018). Bike Path Program. Retrieved from Illinois Department of Natural Resources (IDNR): https://www.dnr.illinois.gov/AEG/Pages/BikePathProgram.aspx Illinois Department of Natural Resources (IDNR). (2018). Federal Recreational Trails Program (RTP). Retrieved from Illinois Department of Natural Resources (IDNR): https://www.dnr.illinois.gov/AEG/Pages/FederalRecreationalTrailsProgram.aspx Illinois Department of Natural Resources (IDNR). (2018). Illinois Trails Grant Programs. Retrieved from Illinois Department of Natural Resources (IDNR): https://www.dnr.illinois.gov/AEG/Pages/IllinoisTrailsGrantPrograms.aspx Illinois Department of Natural Resources (IDNR). (2018). Land and Water Conservation Fund Grant. Retrieved from Illinois Department of Natural Resources: https://www.dnr.illinois.gov/aeg/pages/openspacelandsaquisitiondevelopment-grant.aspx Illinois Department of Natural Resources (IDNR). (2018). Open Space Lands Aquisition and Development Grant. Retrieved from Department of Natural Resources: https://www.dnr.illinois.gov/aeg/pages/openspacelandsaquisitiondevelopment-grant.aspx Illinois Department of Natural Resources (IDNR). (2018). Park and Recreational Facility Construction Grant Program. Retrieved from Illinois Department of Natural Resources (IDNR): https://www.dnr.illinois.gov/news/pages/parkandrecreationalfacilityconstructiongrantprog ramacceptingapplications.aspx Illinois Department of Natural Resources (IDNR). (2018). Snowmobile Trail Establishment Fund. Retrieved from Illinois Department of Natural Resources (IDNR): https://www.dnr.illinois.gov/AEG/Pages/SnowmobileTrailEstablishmentFund.aspx Illinois Department of Natural Resources (IDNR). (2019). Bike Path Program. Retrieved from

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Illinois Department of Natural Resources (IDNR) Website: https://www.dnr.illinois.gov/AEG/Pages/BikePathProgram.aspx Illinois Department of Natural Resources. (2019). Federal Recreational Trails Program. Retrieved from Illinois Department of Natural Resources Website: https://www.dnr.illinois.gov/aeg/pages/federalrecreationaltrailsprogram.aspx Illinois Department of Natural Resources. (n.d.). Local Government Snowmobile Program. Retrieved from Illinois Department of Natural Resources Website: https://www.dnr.illinois.gov/AEG/Pages/LocalGovernmentSnowmobileProgram.aspx Illinois Department of Transportation (IDOT). (2017). IDOT Safety Portal. Retrieved from Illinois Department of Transportation (IDOT): https://webapps.dot.illinois.gov/SafetyPortal/ Illinois Department of Transportation. (2018). IDOT Bureau of Design and Envoronment Manual. Springfield, IL: Illinois Department of Transportation. Retrieved from http://idot.illinois.gov/doing-business/procurements/engineering-architectural- professional-services/Consultants-Resources/index Illinois Department of Transportation. (n.d.). Illinois Transportation Enhancement Program (ITEP). Retrieved from Illinois Department of Transportation: http://www.idot.illinois.gov/transportation-system/local-transportation-partners/county- engineers-and-local-public-agencies/funding-opportunities/ITEP Illinois General Assembly. (2007, October 10). 605 ILCS 5/4-220. Retrieved from Illinois General Assembly Website: http://www.ilga.gov/legislation/ilcs/fulltext.asp?DocName=060500050K4-220 Illinois General Assembly. (2012, July 13). 625 ILCS 5/11-1505. Retrieved from Illinois General Assembly: http://www.ilga.gov/legislation/ilcs/fulltext.asp?DocName=062500050K11- 1505 Illinois General Assembly. (2018, January 1). 625 ILCS 5/11-703. doi:P.A. 100-359 Institute of Transportation Engineers. (2017, November). Implementing Context Sensitive Design on Multimodal Thoroughfares, a Practitioner's Handbook. doi:ISBN-13: 978-1- 933452-94-4; ISBN-10: 1-933452-94-3 Land Vision, Inc. (2007). Town of Cortland Comprehensive Plan. Cortland, Illinois: Town of Cortland. League of American Bicyclists. (2019, March). Retrieved from League of American Bicyclists Website: https://www.bikeleague.org/ MUTCD. (2009). Manual on Uniform Traffic Control Devices. Federal Highway Administration (FHWA). Washington DC: Federal Highway Administration (FHWA). Retrieved from https://mutcd.fhwa.dot.gov/pdfs/2009/pdf_index.htm National Archives. (2011, August 19). Final Policy Statement on the Eligibility of Pedestrian and Bicycle Improvements Under Federal Transit Law. Retrieved from Federal Register Website: https://www.federalregister.gov/documents/2011/08/19/2011-21273/final- policy-statement-on-the-eligibility-of-pedestrian-and-bicycle-improvements-under-federal National Park Service. (2018, March 30). Rivers, Trails, and Conservation Assistance Program. Retrieved from National Park Service Website: https://www.nps.gov/orgs/rtca/index.htm Oregon Department of Transportation. (1995). Oregon Bicycle and Pedestrian Plan. Salem, OR: Oregon Department of Transportation.

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Ride Illinois. (2018, January). Illinois Bicycle Laws Wallet Card. Retrieved from Ride Illinois: http://rideillinois.org/wp-content/uploads/2018/10/2018-bike-law-card.pdf Stantec Consulting Services, Inc. (2012). DeKalb Park District Outdoor Parks & Recreation Open Space Master Plan. DeKalb Park District. DeKalb, IL: DeKalb Park District. Retrieved July 12, 2012 Sycamore Illinois Park District. (2014). Vision 20/20 Sycamore Park District - Planning for the Future. Sycamore Park District. Sycamore, Illinois: Sycamore Park District. Retrieved from https://www.sycamoreparkdistrict.com/action2020/ Transportation Research Board. (2008, November). Fiscal Constraint – or Fiscal Restraint? Issues of Compliance with Federal Requirements for STIPS, TIPS and LONG RANGE PLANS. Retrieved from Transportation Research Board Website: http://onlinepubs.trb.org/onlinepubs/archive/NotesDocs/NCHRP08- 36(76D)_FiscalFR.pdf U.S. Department of Transportation Federal Highway Administration and National Highway Traffic Safety Administration. (n.d.). Retrieved from pedbikeimages: http://www.pedbikeimages.org U.S. Federal Highway Administration. (2017). Guide for Improving Pedestrian Safety at Uncontrolled Crossing Locations. (F. H. Safety, Ed.) doi:FHWA-SA-17-072 U.S. Federal Highway Administration. (2017, August). How to Develop a Pedestrian and Bicycle Safety Action Plan. Retrieved from U.S. Federal Highway Administration: https://safety.fhwa.dot.gov/ped_bike/ped_focus/docs/fhwasa17050.pdf US Department of Transportation. (2015, October 26). USDOT Active Transportation Webpage. Retrieved from US Department of Transportation Website: https://www.transportation.gov/mission/health/active-transportation Village of Bellevue Wisconsin. (2009). Presentation on Pedestrian, Bicycle, & Safe Routes. Bellevue, Wisconsin. Wills Burke Kelsey Associates, Ltd. (2014). City of Sycamore 2014 Comprehensive Plan Update. City of Sycamore. Sycamore, IL: City of Sycamore. Retrieved from http://cityofsycamore.com/wp-content/uploads/2015/02/2014-Sycamore-Comprehensive- Plan-Update-061714-1.pdf

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APPENDIX A. PROGRAMMING RESOURCES The following are additional programming ideas geared to educating and encouraging people of all ages: WALK TO SCHOOL DAY International Walk to School Day in the USA: http://www.walktoschool.org/ The first Wednesday of October is International Walk to School Day. Children in over 40 countries participate. The website provides ideas and resources for planning an event. International Walk to School: http://www.iwalktoschool.org/photos/index.htm The Official Website of International Walk to School features pictures, stories, best practices, downloads, resources, and who is walking around the world. BIKE AND DINE A progressive dinner were participants travel between restaurants on bicycle. Celebrate the fun and ease of getting around by bicycle while sampling from local eateries. SHOP BY FOOT OR BIKE Shopping by foot or bicycle makes everything along your route more accessible. It encourages local shopping and fosters a sense of community. Local businesses can provide incentives for customers who arrive on foot or by bicycle. OPEN STREETS This event takes a large, continuous public space—your community’s streets—and opens it up to joggers and cyclists, adults and kids, residents, and visitors to enjoy. Open Streets provides more space for healthy recreation. BIKE RODEO A bicycle rodeo typically consists of a bicycle safety clinic featuring bicycle safety inspections, and a safety lecture about the rules of the road. This is followed by a ride on a miniature "chalk street" course set up in a parking lot where young cyclists are shown where and how to apply the rules. Optional activities include tune-ups, helmet fittings, prize drawings, and commercial activities such as booths set up by bicycle shops. The main focus of a bicycle rodeo is cycling safety for young cyclists, ages 5–14 or so. MUNICIPAL STAFF CYCLE TRAINING Municipal staff using bicycles for community travel is often cheaper and more effective than automobile transportation. Staff gets up close to areas than cannot be viewed by a vehicle. The municipality should provide annual training for all staff. BICYCLE AMBASSADORS Bicycle Ambassadors educate and encourage the public to use their bicycles more and to do so safely. The ambassadors’ focus is to reach new groups, educate riders, and show how easy cycling can be in their community. WALK AND BIKE FRIENDLY RECOGNITION Walk and bicycle friendly communities have shown a commitment to improving walkability, bikeability, and pedestrian and cyclist safety through comprehensive programs, plans, and policies. WALK FRIENDLY COMMUNITIES Walk Friendly Communities (http://www.walkfriendly.org/) receive national recognition for their efforts to improve safety, mobility, access, and comfort. This site includes the application,

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resources, and information about how to get started. Bicycle Friendly Community http://www.bikeleague.org/programs/bicyclefriendlyamerica/communities/getting_started.php This site provides a step-by-step guide to turning your town into a bicycle friendly community. The League of American Bicyclists provides resources, a bicycle friendly blueprint, and an explanation of how to apply for national Bicycle Friendly Community recognition. TARGETED ENFORCEMENT Police inform motorist of Illinois laws with warnings and educational materials, ensuring drivers uphold their duties as motorists. Targeted enforcement improves awareness of traffic laws, increasing compliance, safety, and awareness of pedestrians and bicyclists on the road. Advocacy Organizations in Illinois • Active Transportation Alliance (http://www.activetrans.org) • League of Illinois Bicyclists (http://www.bikelib.org/)

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APPENDIX B: BICYCLE PARKING RECOMMENDATIONS Base the number of bicycle parking spaces on 5 percent of required motor vehicle spaces (minimum 4 bicycle parking spaces/maximum 40 bicycle parking spaces, depending on proximity to bicycle trail system). Exemptions: Single- and two-family dwellings; warehousing and distribution; mortuaries; auto service; day care centers; car washes; drive-up establishments and airports. LOCATION AND DESIGN ELEMENTS Inverted-U structure preferred • Should accommodate U-locks/chains and shall support a bicycle at two locations • Thermoplastic powder coating on racks and must be anchored securely to ground per manufacturers specifications • Bicycle parking should be separated from vehicle parking grade differences, landscaping, poles, etc.) • Spaces shall be 30” x 6’ per bicycle with a 5’-wide access aisle from behind. Sidewalk adjacent may serve as access site. • Spaces should be within 50’ of entrance and clearly safe and convenient (lit if necessary) • Parking areas may be shared by two venues within 50’ of one another • Parking areas should be easily accessible from trails Design Guidelines • Bicycle Parking Guidelines, 2nd Edition (Association of Bicycling and Pedestrian Professionals (APBP), 2010) http://www.apbp.org/ • Bike Parking For Your Business (City of Chicago, 2002) https://www.chicago.gov/content/dam/city/depts/cdot/bicycling/bikeparking/bikeparking_b usiness.pdf

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