Multimodal Transportation Plan Existing Conditions Report

DRAFT - February 2014 The Chicago Metropolitan Agency for Planning (CMAP) is the region’s official comprehensive planning organization. Its GO TO 2040 planning campaign is helping the region’s seven counties and 284 communities to implement strategies that address transportation, housing, economic development, open space, the environment, and other quality-of-life issues. This project was supported through CMAP’s Local Technical Assistance (LTA) program, which is funded by the Federal Highway Administration (FHWA), Federal Transit Administration (FTA), U.S. Department of Housing and Urban Development (HUD), Illinois Department of Transportation (IDOT), and the Chicago Community Trust. The UIC Office of Sustainability and CMAP would like to thank these funders for their support for this project. See www.cmap.illinois.gov for more information. iii

Table of Contents

1. Introduction 1 2. Regional Context 5 3. Previous Plans, Studies, and Reports 13 4. Community Outreach 23 5. Demographics 31 6. UIC’s Transportation Network 35 7. Commuting and Mobility Patterns 57 8. Land Use and Development 65 9. Looking Forward 75 iv UIC Multimodal Transportation Plan - Existing Conditions SECTION 1: INTRODUCTION 1

Section 1 Introduction

One of the GO TO 2040 plan’s central goals is to create livable communities. Livability is primarily created at the local level, through planning and development decisions made by communities, developers, and individuals.

Purpose of the Existing Conditions Report

The existing conditions report is a critical first step in any planning process – laying the groundwork from which recommendations will ultimately be made. To properly address the transportation needs and challenges for the campus, it is important to understand what is happening on the ground and what the ideal goals for transportation are. When combined with thorough qualitative outreach, the findings in this existing conditions report will help the shape the final plan recommendations. • Section 1: Introduction and Project Background • Section 2: Regional Context • Section 3: Previous Plans, Studies, and Reports • Section 4: Community Outreach • Section 5: Demographics • Section 6: UIC’s Transportation Network • Section 7: Commuting and Mobility Patterns • Section 8: Land Use and Development • Section 9: Looking Forward 2 UIC Multimodal Transportation Plan - Existing Conditions

Why Does UIC need a Multi-modal transportation plan? Planning Process and Next Steps The University of Illinois at Chicago (UIC) is undertaking a process to evaluate their The planning process to create the Multimodal Transportation Plan includes multiple multi-modal transportation system, with the goal of improving safety, access and steps that will last approximately 15 months. The process has been crafted with connectivity, as well as the livability and vitality of the campus. The result of this project assistance from Active Transportation Alliance and UIC Office of Sustainability staff and will be a series of recommendations to help UIC address identified transportation has been designed to include student, staff, faculty, resident, and business owner and problems that will help the campus promote sustainable travel choices, and improve other user input throughout. access for people with disabilities of all kinds. In June of 2013, CMAP staff met with staff from UIC’s Office of Sustainability and Active UIC is a major public research university located in the heart of one of the largest transit Transportation Alliance to develop a Scope of Work for the project. The work plan sets systems in the country. People from around the world come to Chicago to study at UIC. program tasks, a timeline for the program, and recommends participation by a steering Student population is over 27,000 and total staff is over 11,500; the university is also a committee to assist CMAP staff in developing the final plan and recommendations. As draw for visitors utilizing their health care facilities and visiting public venues such indicated in Figure 1, steps one through three of the project involve a thorough analysis as the UIC Pavilion and the UIC Forum. The campus is close to retail and residential of the existing conditions within the community using information gathered through neighborhoods. Using the recent Campus Master Plan as a framework, this project one-on-one stakeholder interviews, steering committee meetings, review of previous seeks to identify and prioritize the needs of the existing UIC transit, bike, and pedestrian studies, and collection of maps and data. The results of these steps are presented in this system. report. Step four is to coordinate with an existing course on Complete Streets; step five to continue with more outreach activities such as focus groups and online surveys; step six Thousands of people from across the region come to the university every day – by train, will focus on identifying key challenges and opportunities; step seven will be to develop bus, bike, car, or on foot. Each person makes a decision about their mode choice; for draft concepts and solutions; steps 8-10 are to lay out the framework for the plan and those that live close to campus, there are many options. A great transportation system prepare UIC for implementation. can, however, fall short of customer demands in terms of safety, reliability, connectivity, cleanliness, and cost. Some factors are out of the control of UIC, but other small changes can help to make sustainable travel modes the preferred choice for students, visitors, faculty and staff. To better understand and address the challenges in multi-modal transportation planning, the University of Illinois at Chicago’s Office of Sustainability is partnering with the Chicago Metropolitan Agency for Planning, to develop a comprehensive multi-modal transportation plan. SECTION 1: INTRODUCTION 3

Figure 1. Timeline & Planning Process

Multimodal Transportation Plan Process SUMMER 2013 SEMESTER FALL 2013 SEMESTER SPRING 2014 SEMESTER JUNE JULY AUG. SEPT. OCT. NOV. DEC. JAN. FEB. MAR. APR. MAY JUNE JULY AUG. SEPT. OCT. 1 2 3 4 5 6 7 8 9 10 2013 2014

1. Project initiation 5. Outreach activities 9. Preparation of draft plan 2. Key stakeholder interviews 6. Key challenges and opportunities 10. Preparation of final plan 3. Existing conditions inventory 7. Develop draft concepts and solutions and analysis 8. Develop recommendations 4. Curriculum coordination andwith development summer Complete Streets course 4 UIC Multimodal Transportation Plan - Existing Conditions SECTION 2: REGIONAL CONTEXT 5

Section 2 Regional Context

This section provides an overview of how the campus fits into the larger Northeastern Illinois region. Having a larger perspective of how the campus draws people to the area and how it is situated in the region will aid in both the understanding of existing conditions and in identifying potential opportunities or issues that may need to be addressed.

In order to evaluate and recommend improvements for the campus area’s circulation network, it is important to understand the connections between the campus and its surroundings in terms of the ways in which people move around the campus area and how they utilize the broader transportation network to access the campus and other local attractions. As a large urban campus, classroom facilities, research centers, offices, and other destinations are spread out, necessitating a certain degree of mobility geared toward clear, comfortable, and efficient circulation on campus and within the adjacent communities. Accordingly, for the purposes of this analysis, the campus area and its relationship to the broader multimodal transportation system will be explored at two scales looking at the ways that the campus area itself is used and traversed, and how it is accessed from, and integrated into, the larger surrounding communities. 6 UIC Multimodal Transportation Plan - Existing Conditions

I2 !( I2 Figure 2. Regional Context I2!(

M o r t o n G r o v e !( Regional Context I2 E v a n s t o n S k o k i e N i l e s !( Located just outside of Chicago’s Loop, the University of Illinois P a r k !( R i d g e I2 I2 !( campus is embedded within a dynamic area that includes parts L i n c o l n w o o d I2 D e s !( of the Illinois Medical District. As a major regional destination P l a i n e s §¨¦94 I2 I2 §¨¦294 I2 !( and one of the largest developments in the area, the campus has a !( R o s e m o n t ! !( tremendous impact on the surrounding communities (Figure 2). ( §¨¦190 !( §¨¦90 !( I2 I2 I2 !( Every day approximately 30,000 students, faculty, and staff flow into

!( I2!( H a r w o o d the campus, and do so by utilizing the wide range of transportation N o r r i d g e !( I2 !( H e i g h t s !( !( !( !( !( I2 !( I2 !( !( options that connect UIC to Chicago’s neighborhoods and the greater

S c h i l l e r !( I2!( !( region. P a r k I2 !( !( !( I2 !( !( Core Study Area !( I2 I2 !( F r a n k l i n !( P a r k I2 !( Figure 3 shows the core UIC study area, which contains the physical !( L a k e R i v e r I2 I2 !( G r o v e E l m w o o d M i c h i g a n campus and all immediately adjacent areas. Bounded by the I2 !( P a r k I2 I2 I2 I2 !( I2 !( Eisenhower Expressway (I-290) on the north and by route I-90/94 on !( !( !( the east, the campus sits at a critical nexus of regional transportation. M e l r o s e !( !( P a r k The campus is also directly served by the Chicago Transit Authority’s

R i v e r !( !( !( I2 F o r e s t I2 ! blue and pink rail lines, multiple bus routes, and numerous Metra I2 !( ( !( ! !( I2 I2 !( I2 !(I2 !( ( !( !( !( !( !( !( !( !( !( !( !(!( commuter lines that service downtown rail hubs and other nearby O a k P a r k !(!( I2 B e l l w o o d I2 !( !( 9§¨¦0/94 !(!( M a y w o o d I2 !( I2 !( !(!( !( !( I2 stations. The map also highlights the area within 1/4-mile of the !( !( !( !( !( !( !( !( !( I2 !( !( §¨¦290 ! !( F o r e s t ( !( P a r k core study area to emphasize its urban character, connections, and !(!( I2 B r o a d v i e w I2 context. I2 !( I2 !( !( !( !( !( !( !( !( !( !( I2 N o r t h As can be seen, the 332-acre campus is spread between the East and ! R i v e r s i d e B e r w y n ( C i c e r o I2 I2 L a G r a n g e West sides, and South campus. The East and South campuses account P a r k !( I2 I2 I2 for 199 acres and contain a majority of campus administrative, R i v e r s i d e !(I2 !( !( B r o o k f i e l d I2 I2 classroom, research, student housing, and recreational facilities. The I2 I2 !( I2 S t i c k n e y East and South campuses are divided by the portion of Roosevelt I2 !( L y o n s §¨¦55 L a G r a n g e !( F o r e s t !( I2 Road between Union Avenue and Morgan Street. The West Campus is V i e w !( !( !( UIC’s medical sciences hub and is the location of the largest College of !( I2 M c C o o k I2 !( !( I2 Medicine in the United States in addition to the Colleges of Dentistry, S u m m i t C h i c a g o !( I2 Nursing, Pharmacy, Public Health, and Applied Health Sciences.

!( !( !( !( !( I2 H o d g k i n s §¨¦90 The West Campus also includes parts of the 560-acre Illinois Medical

!( B e d f o r d I2 I2 District (IMD) and each of its four major hospitals: the University of P a r k I2 I2 I2 Illinois Hospital and Health Sciences System, The John H. Stroger,

J u s t i c e I2 I2 !( I2 Jr., Hospital of Cook County, Rush University Medical Center, and the W i l l o w B u r b a n k S p r i n g s I2 90 I2 I2 §¨¦ Jesse Brown VA Medical Center. These major medical facilities that B r i d g e v i e w 29 4 I2 I2 I2 I2 §¨¦294 !( make up the much larger IMD and can be seen in Figure 3, employ (! CTA Rail Lines Interstates H o m e t o w n I2 I2 H i c k o r y I2 I2 20,000 people and attract approximately 75,000 visitors daily. The (! CTA SH hi al rl es d Lines & Parks Transfer Stops E v e r g r e e n I2 !( UIC Study AreaI2 I2 I2 O a k L a w n P a r k IMD itself is officially bound by Ashland Avenue on the east, Congress I2 Metra Rail §¨¦94 I2 §¨¦57 P a l o s Parkway on the north, Oakley Avenue on the west, and the land C h i c a g o Miles H i l l s [ I2 I2 0 1.25 2.5 R i d gI2e 5 I2 W o r t h surrounding railroad right-of-way between 14th and 15th streets. I2 I2

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SECTION 2: REGIONAL CONTEXT 7

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History Medical Center In 1862 President Abraham Lincoln signed the Morill Act which created a public UIC’s medical sciences and research roots in the West Campus area go back to 1859 when land grant system for the creation of public colleges that focused on agriculture and the Chicago College of Pharmacy was established as a private institution. In 1896, the mechanical arts1. The University of Illinois was established by the state legislature in 1867 College became officially affiliated with the University of Illinois, and in 1897 it and the through this act and was located at Urbana-Champaign2; this was agreed upon with the College of Physicians and Surgeons were incorporated into the University system as the understanding that a polytechnic campus would be established in Chicago at a later date. Department of Medicine. In 1901, the Columbian Dental College was affiliated with the University system and become the College of Dentistry. The University’s medical and “Circle Campus” professional colleges became known as the University of Illinois at the Medical Center In 1946, The University of Illinois created the Chicago Undergraduate Division in order and later merged with the Circle Campus in 1982 to create the University of Illinois at to accommodate the influx of new students (former soldiers returning from World War Chicago.4 II). Soon after, the University established its first campus at Navy Pier in downtown To leverage UIC’s existing research institutions and activities, the Illinois Medical Chicago3. Mayor Richard J. Daley made it a top priority to locate a new permanent campus District was established by the state legislature in 1941 with the passage of the Medical in Chicago as part of his Downtown renewal effort in 1958, and in 1961, the City of Chicago District Act with the intention of attracting new investment in research centers and offered up a 105-acre federal urban renewal site at the corner of Harrison and Halsted care facilities to the present day West Campus area. Today the Illinois Medical District Streets. This site was selected due to the area’s economic decline and the construction of Commission focuses on the core medical and research facilities located in the District the Circle Interchange and interstate highways in the Near West Side. and on “expanding innovation in healthcare, medical science, information technology, The Circle Campus, named for its proximity to the Circle Interchange, was designed biotechnology, medical devices, clean technology and supportive assisted living.” 5 by Skidmore, Owings, and Merrill, in conjunction with Walter Netsch, in the Brutalist architecture style. The campus was surrounded by an eight foot tall brick wall following phase one of its construction. Phase two adopted “field theory” in its designs, which resulted in the unique shapes of the Art and Architecture, Behavioral Sciences, and Science and Engineering South Buildings. In 1982 the Circle Campus became known as the University of Illinois at Chicago.

1. http://www.loc.gov/rr/program/bib/ourdocs/Morrill.html 2. http://www.uic.edu/depts/uichistory/timeline.html 3. http://www.uic.edu/depts/uichistory/navypier2.html 4. http://www.uic.edu/depts/uichistory/medcenter.html 5.. http://www.imdc.org/about/district-development-area/ 10 UIC Multimodal Transportation Plan - Existing Conditions

UIC and GO TO 2040 The Chicago Metropolitan Agency for Planning (CMAP) is the official regional planning organization for the northeastern Illinois counties of Cook, DuPage, Kane, Kendall, Lake, McHenry, and Will. CMAP developed and now guides the implementation of GO TO 2040, metropolitan Chicago’s long-range comprehensive regional plan. To address anticipated population growth of more than 2 million new residents, GO TO 2040 establishes coordinated strategies that help the region’s 284 communities address transportation, housing, economic development, open space, the environment, and other quality-of-life issues. The plan contains 4 themes and 12 major recommendation areas:

Livable Communities Efficient Governance 1. Achieve Greater Livability through Land 7. Reform State and Local Tax Policy Use and Housing 8. Improve Access to Information 2. Manage and Conserve Water and Energy 9. Pursue Coordinated Investments Resources 3. Expand and Improve Parks and Open Regional Mobility Space 4. Promote Sustainable Local Food 10. Invest Strategically in Transportation 11. Increase Commitment to Public Transit Human Capital 12. Create a More Efficient Freight Network 5. Improve Education and Workforce Development 6. Support Economic Innovation SECTION 2: REGIONAL CONTEXT 11

The cumulative choices of our region’s large institutions, job centers, municipalities and seven counties determine quality of life and economic prosperity across our region. The campus is a part of the larger Chicago metropolitan economic region and both influences and is influenced by the region. While UIC is not a municipality, the mix and concentration of uses within a small area attracts more visitors on a daily basis than the total population of many municipalities. The GO TO 2040 recommendations most relevant to the UIC Multimodal Transportation Plan are those concerned with: • Improvements to public transportation to increase the transit mode share • Changes in land use and housing that allow for more compact, walkable, mixed-use development with a range of housing options • Improvements to bicycling and walking conditions to increase the percentage of people using active transportation By assessing the existing multimodal transportation conditions and determining where there are opportunities for improvements, the UIC campus can improve the transportation options available to students, faculty, visitors and staff. In that way, they will help tie the campus into its surrounding community and help the region meet its goals while achieving local goals for connectivity between modes, accessibility, and safety. One of the central goals of GO TO 2040 is to make our region a better place to live, by directing investment toward policies that strengthen existing communities, and by finding opportunities to encourage new development in livable communities that are walkable and designed for a mix of uses. While CMAP can help local governments, agencies, or institutions address the issues of livability in their communities, development decisions will continue to be made locally.

Photo by Flickr user pacoseoaneperez, Creative Commons. 12 UIC Multimodal Transportation Plan - Existing Conditions SECTION 3: RECENT PLANS 13

Section 3 Previous Plans, Studies, and Reports

This section provides a summary of existing City and University plans, studies, and reports that could inform and impact recommendations of the new multimodal transportation plan for the University of Illinois at Chicago campus and the surrounding area. The following plans, studies, and reports are summarized in this section: • UIC Master Plan (2010) • Chicago Streets for Cycling Plan 2020 (2012) • Chicago Pedestrian Plan (2012) • Circle Interchange Rehabilitation Project (2013) • Sustainable Transportation and Grounds in UIC (2009) • UIC Climate Action Plan (2009) • Chicago Climate Action Plan: Transportation (2008) • Chicago Central Area Plan (2003) • Near West Side Plan (2000) 14 UIC Multimodal Transportation Plan - Existing Conditions

UIC Master Plan 2010 With the objective of improving the overall sense of place and campus identity on both the From December 2008 to May 2010, UIC staff, faculty, and students worked with the East and West sides of campus, the Master Plan proposes changes in land use patterns consultant team of Booth Hansen and Hargreaves Associates to produce a campus plan and the concentrated development of new facilities and connected open spaces at to serve as a framework for its long term development. The UIC Campus Master Plan highly visible campus “gateways”. These gateways are designed to clearly denote entry was the result of this collaboration and an extensive campus-wide engagement process, into the UIC campus from adjacent communities, and stand as strategic development which included the formation of a campus advisory committee, survey input from nearly opportunities for new academic facilities, student residences, and active street level 700 students, town hall and community meetings, and two graduate level studio courses uses including retail. By targeting the underutilized and highly visible points of entry at that contributed to the project’s advancement. Roosevelt Road on the East and West campus, new clearly defined connections to the city’s street network and outlying communities are defined and stitched into existing The plan is seen as an integral element to UIC’s continued evolution as it transitions and future campus activity centers. Additionally, a gateway at Peoria/Harrison provides a from a traditional commuter campus toward a diverse urban research campus that distinct opportunity to showcase the campus’s connection to the CTA’s rail network (UIC- provides 24/7 services and amenities to students. In order to facilitate this ongoing Halsted station) and the adjacent Greektown neighborhood. Immediate impact projects transition, the plan sought to assess its existing conditions, project its future space and laid out in the plan focus on improving the landscape in these areas to attract new activity land requirements, and express a 30-40 year vision focused on creating a “unique urban and enhance sense of place and campus identity in the short term, while preparing the campus.” The plan identifies key immediate impact projects that incrementally advance area for the long term construction of new facilities and amenities. this vision under fiscally constrained conditions. The identification and assessment of these planned actions was guided by the planning process, its analyses, and the following This incremental approach to developing 24/7 activity centers throughout the campus principles: reflects its ongoing evolution and the plan’s focus on improving its look and feel over the next 30-40 years. To support the proposed gateways and open spaces, the plan stresses • Limit land development and concentrate on the campus core the importance of an integrated transportation network that reinforces multimodal • Identify and reinforce the campus edges and connections to the adjacent community circulation within and between campuses. With the goal of connecting the east and west sides to create a unified campus, many of the plan’s recommendations focus on • Reduce or eliminate surface parking lots developing new pedestrian, bike, and university/CTA transit connections for the entire • Develop an improved pedestrian experience campus. Regarding campus circulation, immediate impact projects concentrate on: • Create clear, safe, and connective streetscapes within and between the east and west • Supplementing existing and future Chicago bike network with new bike lanes and campuses paths • Altering the routes of UIC-operated bus transit to increase efficiency and mode share • Removing physical barriers, including fencing and high walls along sidewalks • Developing a new wayfinding system that will improve pedestrian circulation • Improving quality of pedestrian and bicycle infrastructure and amenities • Enhancing pedestrian safety and vehicular traffic calming features at points of conflict SECTION 3: RECENT PLANS 15

Figure 5. UIC Master Plan Street Typology examples Finally, in order to provide clear connections into the Chicago street grid while also conveying a unique/unified sense of place when entering the campus from outside, the plan recommends a reconfiguration of the existing street network. To do this, three new and distinct streetscape typologies are defined and classified based on differing levels of proposed use by different modes, and by appropriate urban design and landscaping standards. Two of the different streetscapes, shown in Figure 5, emphasize the pedestrian and bicyclist experience by instituting “road diets” that widen sidewalks, add bike routes, and limit the speed and movement patterns of vehicular traffic. The plan proposes new north-south bike routes at Morgan, Racine, Ashland, and Wood in addition to east-west routes that would connect the two sides of campus along Harrison and Polk. Additionally, design, landscaping, and materials standards are established for each street typology, further improving the pedestrian and bike experience while also promoting a unified sense of place across campus. The three proposed streetscape typologies are listed below along with an existing street that would fit that specific classification. • Campus: Contained wholly in campus. Primary routes for campus vehicular traffic. Access limited to service and maintenance. Includes green infrastructure and bike lanes. (Wood Street) • Neighborhood: Provides access between the campus and the surrounding community. (Taylor Street) • Green Boulevard: Main city thoroughfare. Emphasized as corridors that present UIC to the city. (Roosevelt Road) 16 UIC Multimodal Transportation Plan - Existing Conditions

Circle Interchange Rehabilitation Project: Environmental Assessment

On July 12, 2013 the Illinois Department of Transportation (IDOT) and the Federal The preferred alternative plans for reconstruction of these bridges, including Highway Administration (FHWA) released an Environmental Assessment (EA) enhancements to their pedestrian and bicycle facilities in addition to landscaping and concerning the planned rehabilitation project at the confluence of I-90/94 and I-290 streetscape enhancements. In particular, the bridges that will have the largest impact (Eisenhower Expressway), known as the Circle Interchange. The project is designed on the campus area at Harrison, Halsted, and Peoria also represent the most significant to relieve congestion on a vital link in the local, regional, and national transportation design interventions focused on its multi-modal transportation system. Plans for the network. Originally opened in the early 1960s, the Circle Interchange now carries more Harrison and Halsted Street bridges include wider sidewalks, corner radii reduction at than 400,000 cars and 33,000 freight trucks each day, and is the most congested freight Harrison/Halsted intersection that will shorten pedestrian crossing distance, and a new bottleneck in the nation according to a FHWA study. The EA evaluated thirty distinct signalized mid-block crossing at the Halsted Street station CTA Blue Line entrance. The project alternatives, screening for safety, mobility, and operational concerns and for each design of the Peoria Street bridge reconstruction focuses on improving the pedestrian alternative’s ability to balance these needs with those of the adjacent urban communities and bicycle experience by maintaining non-vehicle access and by reconstructing the CTA that include the UIC campus, Greektown, and the West Loop district. station house to increase its setback, thus widening the pedestrian and bicycle right of way (Figure 6). The Peoria Street Bridge is highlighted in the UIC Master Plan as a critical Results of the EA include a stated ‘preferred alternative’ that was determined to improve gateway for the campus and is the most heavily trafficked entrance to the CTA Blue Line safety and mobility at the complex interchange and improves and extends the lifespan station. Construction of the estimated $475 million project began in August 2013 and will of the facilities by reconstructing the roadways. While the construction and potential last for approximately four years. congestion relief on the Circle Interchange will surely influence the UIC campus and study area, the project also includes the reconstruction of eight street bridges that either feed directly into the UIC campus or are within the core study area. Six of these structures cross over I-90/94 at Taylor Street, Harrison Street, Van Buren Street, Jackson Street, Adams Street, and Monroe Street, and connect the UIC area to downtown Chicago. The remaining two structures cross over I-290 at Peoria Street and Halsted Street, major gateways into the UIC campus and connections into the adjacent community and CTA bus and rail network. SECTION 3: RECENT PLANS 17

Figure 6. Circle Interchange Project Location

9¨¦§0/94 Peoria Street Pedestrian Bridge

0 - 2640

¨¦§290

Halsted Street Bridge

Harrison Street Bridge

Circle [ 29 4 Interchange 0 0.01250.025 0.05 0.075 0.1 Miles 18 UIC Multimodal Transportation Plan - Existing Conditions

Chicago Streets for Cycling Plan 2020 (2012) The Chicago Streets for Cycling Plan was released by the Chicago Department of Providing different levels of service and catering to different trip types, the plan’s Transportation (CDOT) in 2012. Between 2000 and 2010, the number of Chicago bike proposed bike routes include (1) Neighborhood bike routes on quiet residential streets commuters increased by nearly 150%. The 2020 plan states that bicycling will play a critical connecting local destinations, (2) Crosstown bike routes on collector and arterial role in the city’s economic future by reducing transportation costs, improving physical roadways that connect major destinations and city neighborhoods, and (3) Spoke bike health, and enhancing the quality of life and attractiveness of the city. It builds on the routes to provide direct routes for commuting between downtown and all areas of city’s previous bike plans from 1992 and 2006, and lays out a series of recommendations to Chicago. increase the number of on-street bikeways from 200 miles in 2012 to more than 600 miles Beyond its proposed bikeway network, the plan is supplemented by a catalog of bikeway in 2020. design styles and standards. This collection of potential infrastructure interventions, In preparing the plan, CDOT conducted extensive public outreach throughout the city, including different degrees of on-street striping, installation of protective barriers, including eight public meetings and the development of nine community advisory groups turning lanes, etc., serves as an important tool for the implementation of the plan since with representatives from specific geographic areas. The purpose of this process was to a major source of funding will come through local aldermanic menu funds, necessitating engage people of all ages, backgrounds, and neighborhoods in order to determine specific education and a collection of options/alternatives, where they would work best, and how streets and routes that communities felt were most appropriate for new and/or improved they would impact current conditions. bikeways. From this, the consideration and eventual compiling of the proposed 2020 bike In regards to the UIC campus and its surrounding neighborhoods, the plan identifies route network was guided by the goal of providing a bikeway/bike accommodation within multiple roadways for future routes (Figure 7). The following routes would supplement 1/2-mile of every Chicago resident. In order to strategically develop a network of bikeways the existing bike accommodations on Taylor and Roosevelt Streets: Crosstown bike of this scale, the plan proposes three phases that focus on the targeted development of routes on Halsted Street, Harrison Street, Jackson Boulevard, and Blue Island Avenue; and three distinct types of bikeways between 2012 and 2020. Neighborhood bike routes on Loomis Street, Morgan Street, Wood Street, and Polk Street. Figure 7. UIC Master Plan Street Typologies The Chicago Streets for Cycling Plan is available online: http://www.chicagobikes. org/pdf/2012 Projects/ChicagoStreetsforCy- cling2020.pdf

Spoke Route Crosstown Bike Route Neighborhood Bike route Existing Bike Lane / Marked Shared Lane SECTION 3: RECENT PLANS 19

Chicago Pedestrian Plan (2012) Sustainable Transportation and Grounds in UIC (2009)

The Chicago Pedestrian Plan, released in September 2012, focuses on improving the Guided by UIC’s pledge to the ACUPCC and the Illinois Sustainable University Compact safety, connectivity, and overall quality of the pedestrian network throughout the city. (ISUC) in 2007 and 2008 respectively, the Transportation and Grounds Subcommittee, CDOT worked with a diverse array of community stakeholders and residents in a series part of the UIC Chancellor’s Committee on Sustainability and Energy, produced of interactive public outreach and engagement activities. These meetings allowed the Sustainable Transportation and Grounds Report in 2009. The purpose of the the community to work with city officials to identify issues and opportunities in the research study and resultant report was to assess the campus’s current transportation pedestrian network. and grounds practices, their environmental impacts, and to identify any potential interventions that would facilitate UIC’s stated goals of reducing net greenhouse gas The plan expresses the public’s concerns and CDOT’s own analyses in a series of key emissions and creating an environmentally sustainable urban campus. safety, connectivity, and livability goals. With the goal of eliminating all pedestrian traffic fatalities in ten years (‘0 in 10’ goal), the plan proposes a wide array of safety-enhancing Both of the ACUPCC and ISUCC pledges reference improving transportation options and strategies geared toward infrastructure improvements, a more balanced/multimodal adopting sustainable mobility practices. With the objective of understanding the current street space, as well as targeted and city-wide outreach and education programs. travel patterns of faculty, students, and staff to identify opportunities for improvement, Likewise, strategies that emphasize a more connected and attractive pedestrian network the study conducted an extensive travel survey of campus users. The 2,785 survey focus on the importance of clear wayfinding systems, connections to transit and other responses provided the research team with data concerning the residential location of modes, as well as public space amenities such as street furniture and public art. The faculty, students, and staff as well as their mode(s) of travel during their daily commutes. importance that is placed on pedestrian experience is integral in understanding this The report offers a number of transportation-oriented recommendations to be plan’s purpose and aspirations related to encouraging more people to walk and ensuring considered for future planning and campus programming. These recommendations are that walkability can be an inclusive characteristic throughout the entire city. mainly composed of strategies geared toward altering the commuting and intracampus travel patterns of faculty, students, and staff through education/outreach campaigns, improved design and accessibility of multimodal infrastructure, and targeted service improvements. Recommendations include: • Boosting bicycle usage through advocacy, planning, and infrastructure improvements • Promoting and expanding UIC transit benefits for faculty and staff • Improving transit stop security and multimodal amenities • Working with the CTA and other regional operators to identify potential new bus routes

The Chicago Pedestrian Plan is available online: http://chicagopedestrianplan.org/pedestrian-plan/ 20 UIC Multimodal Transportation Plan - Existing Conditions

UIC Climate Action Plan (2009) Chicago Climate Action Plan: Transportation (2008) In 2007, the University of Illinois at Chicago became an official signatory to the Adopted in September 2008, the Chicago Climate Action Plan assessed the city’s existing American College and University Presidents’ Climate Commitment (ACUPCC). environmental impacts and serves as a strategic roadmap toward the goal of reducing The ACUPCC represents a network of more than 650 colleges and universities that the city’s greenhouse gas (GHG) emissions by 80% below 1990 levels by 2050. Based have made commitments to eliminating net greenhouse gas (GHG) emissions from on research conducted by the Center for Neighborhood Technology, the University of campus operations. The commitment requires the development and monitoring of Illinois, and Texas Tech University, the Chicago Climate Task Force developed a series of a comprehensive climate action plan so as to formalize and accelerate the process of incremental GHG emissions reduction milestones. The Task Force, along with hundreds environmental stewardship. The UIC Climate Action Plan, completed in 2009, is a set of of public stakeholders, then compiled a set of 35 adaptation and mitigation actions that strategies and goals put forward by the UIC Campus Task Force on Sustainability that were organized into five overarching strategies including ‘Improved Transportation targets a 40% decrease in GHG emissions by 2030 and 80% by 2050. These strategies Options’ for the city. concentrate on energy efficiency and conservation, the use of clean and renewable energy The plan’s research found that 21% of the city’s GHG emissions are produced from its sources, improved transportation options, more efficient grounds operations, recycling, cars, trucks, buses, and trains. For this reason, the ‘Improved Transportation Options’ and other campus logistics considerations. strategy is dedicated to proposing and implementing actions that will dramatically The study found that increasing the commuter mode share of biking, walking, and transit reduce the amount that city residents and workers rely on their cars as their sole means by 30% would reduce UIC’s carbon footprint by more than 18%. Because of this, many of transportation. Among the transit-related actions the plan proposes an increased of the plan’s transportation recommendations are centered on changing the behaviors investment in, and expansion of, the city/regional transit network and the concentration of commuters by making walking, biking, and the use of transit more accessible and of new residential and commercial development around existing and future transit hubs. attractive. Through the use of transit incentives, more efficient intracampus shuttle The development of a bus rapid transit (BRT) network that further connects the city’s service, and improved quality and location of bike and pedestrian oriented infrastructure, neighborhoods and street grid to high quality transit service is mentioned as one tool that UIC could encourage active transportation options to, from, and between UIC campuses. can be utilized along with employer-based transit benefits programs to attract additional Further, various education, outreach, and advocacy campaigns focused on the cost transit riders over time. savings of alternative modes of commuting are laid out along with the potential of To further improve transportation options, the plan also emphasizes the continued campus-specific programs such as ridesharing. investment in the city’s bicycle and pedestrian infrastructure in ways that improve the Overall, the UIC Climate Action Plan has the intention of highlighting key threats to the safety and attractiveness of those modes to a wider segment of the city’s population. campus’s long term environmental impacts while proposing a set of strategies meant to evolve over time and spawn other innovative approaches to realizing its sustainability and emissions goals. SECTION 3: RECENT PLANS 21

Chicago Central Area Plan (2003) Near West Side Plan (2000)

The Chicago Central Area Plan was approved by the Chicago Plan Commission in 2003 Bounded by Lake Street on the North, the Eisenhower Expressway on the South, the as the first plan for the city’s downtown area since 1958. The central area is broken down Kennedy Expressway on the East, and Ashland Avenue on the west, the Near West into the expanded loop area that includes the historic Loop business district and the Side encompasses 88 city blocks and is immediately adjacent to the UIC campus. This West Loop neighborhood, the Near North Side, and the South Loop/Near South Side. Comprehensive Area Land Use Plan was prepared by the City of Chicago Department of Organized by a twenty year vision, the plan intends to guide the significant economic Planning in order to establish a cohesive framework for the long term (re)development and physical growth projected for the area in ways that promote its further economic of this active and diverse mixed-use neighborhood. The plan encourages physical competitiveness, regional, national, and international connectivity, and environmental improvements and new land-use patterns that build on the mixed-use nature of the sustainability. area, establishes a distinct and recognizable identity, enhances its visual attractiveness, and attracts new residential and commercial development to further ‘activate’ the Similar to the plan’s land use and open space chapters, the transportation area. Serviced by the city’s street grid, regional highways, the CTA bus and rail network, recommendations are centered on leveraging an existing asset in a strategic manner, thus and Metra commuter rail, the plan identifies a number of safety improvements, but allowing for long term improvements and gains to the area in terms of connectivity and does not devote a lot of content toward transportation, with the exception of parking competitiveness. The plan specifies projects and infrastructure design standards that recommendations. would: Aside from proposing a new land-use map, the plan’s primary contribution is a set of • Make transit the first choice of Central Area workers and residents design standards put forward to guide the future projects. This portion of the plan • Improve the quality of the pedestrian environment reinforces the goals of establishing a cohesive identity for the area by suggesting a series of standards related to the location of buildings and land uses, such as retail on the • Encourage the widespread use of bikes and other alternative modes of transportation ground level, levels of density, building architecture, signage, and streetscaping. The The transportation section’s most significant proposal is the development of a West Loop plan also underlines the importance of building on and bringing attention to existing area Transportation Center that would, in effect, expand the integrated public transit options assets such as Greektown and UIC in order to attract new investment and visitors. west of the Loop, so as to provide the same level of service and convenience that has helped sustain the Loop’s competitiveness. The West Loop Transportation Center would Roosevelt Square Master Plan (not completed) link existing and future CTA bus and rail routes together with Metra commuter rail lines In early 2014, the Chicago Housing Authority (CHA) issued a Request for Proposal for at a central hub under Clinton Street in the West Loop neighborhood. This hub would master planning technical services for its Roosevelt Square redevelopment. Roosevelt serve the growing office and residential West Loop district by providing high-volume Square comprises a substantial portion of the residential community between UIC’s east transit service and multi-modal links into the area and out to the region. and west sides of campus (south to the train tracks) and nearly 90 remaining acres of Further emphasizing the desire to provide high quality, non-auto connectivity in the vacant developable land under contract between a large private developer and CHA for a area, infrastructure improvements and streetscape design standards that improve the mixed-income, mixed use redevelopment of one of the nation’s largest and oldest federal pedestrian experience and promote bicycling are proposed. Of note is the identification public housing communities, the ABLA (Addams, Brooks, Loomis and Abbott) Homes of the Roosevelt Road Corridor as a major city gateway and urban boulevard. community. The intent of the CHA is to implement sustainable, community-sensitive Recommendations for this corridor, which connects the UIC campus with the lakefront, redevelopments plans with the goal of creating a vibrant community at Roosevelt Square focus on creating a compact and walkable shopping district west of the Chicago River and that will help the campus promote sustainable travel choices, and improve access for east of I-90/94 by orienting street-level retail uses primarily toward pedestrian access. people with disabilities of all kinds. 22 UIC Multimodal Transportation Plan - Existing Conditions SECTION 4: COMMUNITY OUTREACH 23

Section 4 Community Outreach A primary goal of the development of the UIC multimodal transportation plan is to ensure active engagement of all stakeholders throughout the planning process. A number of outreach activities have been designed to better understand issues and opportunities currently faced by individuals who travel to and from, as well as throughout, UIC’s campus.

The outreach strategy is designed to include UIC students, faculty and staff, surrounding Steering Committee members include: neighborhood residents, and other stakeholders including community organizations • Pablo Acevedo, UIC Physical Plant Administration and business owners. The following section outlines the various engagement activities included throughout the UIC multimodal transportation planning process as well as • Joe Alonzo, Chicago Department of Transportation input gathered during these activities. • Fernando Howell, UIC Facility and Space Planning Steering Committee Meetings • Cynthia Klein-Banai, UIC Office of Sustainability The Steering Committee was tasked with providing guidance and feedback on existing • Jerry Lockwood, UIC Facility and Space Planning issues and opportunities, developing central goals, reviewing plan documents, and identifying stakeholders who should be involved in the planning process. The Steering • Michael Redding, UIC Department of Public and Government Affairs Committee met twice during the creation of the Existing Conditions report to provide • Steve Schlickman, Urban Transportation Center guidance and feedback along the way. The group has also made suggestions for ways to engage the community and commented on the MetroQuest online engagement tool. • Dave Taeyaerts, UIC Campus Learning Environment • Curt Winkle, UIC College of Urban Planning and Public Affairs • Kate Yoshida, UIC Office of Sustainability 24 UIC Multimodal Transportation Plan - Existing Conditions

Key Person Interviews with UIC Faculty and Staff • The UIC Sustainability Days Transportation Fair was held on September 19, 2013 on the UIC Quad. Fair attendees took part in a mapping exercise and completed a survey In order to gain further insight into transportation issues and opportunities on the focused on the multimodal transportation plan. The survey focused on how respondents UIC campus, CMAP staff conducted interviews with 14 individuals representing 13 get around, walkability, bikeability, and transit on UIC’s campus. departments and groups, including Academic Professionals Advisory Committee, Office for Access and Equity, Chancellor’s Committee on the Status of Persons with • The UIC class “Planning Great Cities” welcomed the project team members to their Disabilities, Community Relations, Department of Disability and Human Development, class on November 21, 2013, when students shared their comments through a mapping Office of Environmental Health and Safety, Office of Facility and Space Planning, Faculty exercise and took a keypad poll. Senate, Hospital Administration, Police, Physical Plant, Staff Advisory Council, Office of A majority of the students surveyed take some form of transit to get to/from and Sustainability and the Urban Transportation Center. around campus. Students’ noted their top travel priorities as: travel time, cost, parking Stakeholders discussed transportation challenges on UIC’s campus and offered insight availability and convenience, transit quality and convenience, and safety. on how the UIC Multimodal Transportation Plan could address accessibility, mobility and Input from UIC Students, Faculty and Staff safety. Stakeholders identified issues and possible solutions, listed below, to improving the various transportation modes on campus. During the interviews, stakeholders The following section identifies the common themes, suggestions, and opinions that were also discussed how to incentivize the various modes of travel. In addition to increasing gathered during key person interviews and student engagement activities according to the cost of parking, they suggested reducing healthcare costs based on how much mode choice. they walk or bike. Stakeholders stated that there is a need to promote the sustainable Comments Received on Biking transportation options such as Divvy, icarpool, and Zipcar memberships. Faculty and staff agreed that many people would use Divvy bikes if UIC provided memberships at no • Students consider UIC’s campus and surrounding neighborhoods to be moderately cost or at a discounted price. bikeable. For those students who bike to/from campus, they did not identify a common bike route. Each student listed a different route that they take. Overall, interviewees agreed that connectivity needed to be improved throughout campus, including between the east and west sides, between the south and east sides and • When asked to complete the statement: “I would bike more if…”, student responses between the various modes of travel. included: Engaging UIC Students o I lived closer o the streets were safer o there were bike lanes o the bikes were less likely to get Given that a significant portion of the population in the study area is made up college-aged o more routes were in place stolen students, it is critical to engage this group to ensure that their input is included in the planning process. • The top suggested priorities for improving the biking conditions throughout campus and the surrounding neighborhoods were: create safer street crossing at intersections In addition to hearing an overview about the multimodal transportation plan, students and install bike paths or routes parallel to major streets. were engaged in the following settings and participated in the respective activities listed below: • Increasing the number of barrier-protected bike lanes would improve safety and increase the likelihood that some people (who currently do not feel safe) would ride a • The UIC class “Introduction to Urban Policy Process” visited CMAP offices on bicycle. Taylor Street is a high-priority for improving bike safety. September 17, 2013, where they provided their thoughts about UIC transportation issues and opportunities through a mapping exercise. • There is a need for ample, secure bike parking, including indoor bike parking. (On the west side of campus, a number of bike racks and security cameras have been installed to encourage bike ridership.) SECTION 4: COMMUNITY OUTREACH 25

Comments Reveiced on Walking and Pedestrian Access Comments Received on CTA Transit • Students consider the walkability of UIC’s campus and its surrounding neighborhoods • Students believe that it is relatively easy to walk or bike to transit options. to be moderately walkable. • Students suggested top priorities for making it easier to access transit options should • When asked to complete the statement: “I would walk more if…”, student responses be to: improve the paths, routes and sidewalks leading to train stations; install or improve included: sidewalks connecting to bus stops; and improve bus routes to destinations. o I felt safe (especially around Roosevelt) • A majority of students said that they would take transit more often if it didn’t take so o sidewalk conditions were improved long. o traffic were moving more slowly through campus • The top suggested priorities for improving the transit experience were: better bus • The top suggested priorities for improving the walking environment throughout UIC’s routes to destinations and improved paths, routes and sidewalks leading to train stations. campus were: install benches, drinking fountains, trees, and plantings; repair cracked, • The Illinois Medical District Blue Line station between Paulina and Damen is not broken or inadequate sidewalks; Create safer street crossings at intersections; and accessible, and the walk to reach the station exit is quite long. The City of Chicago has enhance lighting committed to rebuilding this station and making it ADA accessible. • The stormwater management issues along Harrison negatively impact those who travel • Improving safety on the Roosevelt Road bus as well as along Roosevelt Road should be along the sidewalk. a priority for the increasing number of faculty, staff, and students living in the South Loop. • The high speed of cars discourages people from walking or biking throughout Comments Received on the Campus Shuttle and Para Transit System campus. More pedestrian-friendly streets (featuring curb bulb outs, complete streets characteristics and sensible crosswalks) would encourage more walking and biking • There is desire for a more reliable campus shuttle system that accommodates students, throughout campus. faculty and staff. A map, schedule, and real-time information would encourage more people to take the shuttle. • Streets should feature countdown signals and audible signals as well as improvements that distinguish between the street and sidewalks for the visually-impaired. • Campus shuttle users cannot always identify stops, are unaware of the schedule, and do not have a protected covering while waiting. There is a need for smart bus shelters at • Intersections along Halsted, Racine, Roosevelt, Harrison and Taylor should receive campus shuttle stops. safety improvements. On the west side of campus, Taylor Street at Paulina and at Wood need to be addressed; these intersections are busy during the morning and afternoon. • The campus shuttle schedule should be staggered with the CTA bus schedule. • Harrison Street needs a stoplight in the middle of the block to allow pedestrians to • The campus shuttle should be more accessible, having the same standard of cross comfortably. accessibility as the CTA bus system, as well as accommodate bikes on the front of the shuttles and provide a more comfortable ride. • There is a need for pedways throughout campus, especially on the west side along Wood Street from Taylor to Polk. • There is a lack of connectivity between the campus shuttle system and para transit system. • Access routes often become covered with snow during the winter months; the City of Chicago and UIC should coordinate on snow removal. • The para transit system boundary and schedule should be expanded to accommodate users. 26 UIC Multimodal Transportation Plan - Existing Conditions

Comments Received on Driving and Parking Metroquest Online Survey

• For students that drive, they are influenced to do so because of travel time, cost and Comments Received on Biking parking availability. Three main themes appeared in the comments from the respondents which included • Students stated that they would drive more if more parking was available throughout protected bicycle routes, bicycle theft, and access to a bicycle. Respondents expressed campus. Driving in the Medical District can be difficult during a shift change. a desire to have better on-street bicycle facilities, particularly protected bike lanes • Students indicated that they would like to see UIC repair and pave streets and install along Harrison, Halsted, and Racine. There was also a prominent desire from both the accessible on-street parking spaces. pedestrian and bicycle responses for marked bike lanes within and through the campus; these would mark a clear separation between the bicycle and pedestrian pathways. • Parking on the west side of campus is congested. Parking options, along with parking Bicycle theft was also a major concern due to 1) the number of thefts of entire bicycles, or fees, need to be more visible to drivers, as they are uncertain about where to park and how 2) the bicycle being stripped of certain parts. As part of the theft concern, respondents much it costs. also expressed a desire for more secure bicycle parking facilities, such as card access bike • Faculty and staff often drive from one side of campus to the other for meetings. parking areas, or areas under surveillance. The last major theme was access to a bicycle. Reciprocal parking is desired for certain buildings on campus, especially on the west side Many respondents indicated that they would bicycle more if they actually owned a bicycle of campus. or had access to one; respondents also said that they would Divvy to campus, but they feel that the cost of a daily pass or membership is too high. • UIC parking lots could be more accessible; the lots should accept RFID (radio frequency identification) cards instead of just the side card. It is more difficult for some Comments Received on Transit / Campus Shuttle people with disabilities to slide the identification cards that are currently used. Respondents credited the numerous transit options available around the University; Online engagement however four common themes were identified within this section: stop safety and upkeep, connectivity, reliability, and route knowledge. Stop safety primarily concerned To be as inclusive as possible and reach a broader audience, CMAP also developed an CTA bus stops and respondents reported that it felt unsafe to walk to and wait at the interactive website to engage people who could not attend meetings. Additionally, CMAP stops. Some respondents indicated that UIC emergency poles should be located at each created a digital version of the survey that was compatible with screen readers and voice stop in order to help provide a better sense of security. Comments regarding the stops capture software for the visually impaired. These online tools served to educate the indicated that there is a desire to make them more appealing through upgrades and community about the purpose of the project and learn about their priorities and preferred retrofits to the train stations, and providing bus shelters at each of the stops; respondents choices for multimodal transportation issues around campus. The interactive website also noted that number of students waiting for the bus crowds the sidewalk, making it was available from October 31, 2013 to January 31, 2014, and had 1494 visits with 832 people difficult for through traffic to pass. giving detailed feedback on the challenges, priorities, and opportunities for campus Respondents whose primary travel was by Metra indicated that there is a lack of transportation issues; the digitally accessible website was available from January 20, 2014 connectivity to UIC from the train stations, citing 1) the varying travel times of the to February 18, 2014 had 589 visits. buses or the lack of bus connectivity, and 2) the lack of knowledge that the stations were connected to UIC by the Campus commuter shuttle. Respondents also indicated that the reliability of the CTA buses is variable. The final theme that appeared was the lack of knowledge of the campus shuttle routes and stops, and a general lack of knowledge that the University had a shuttle system. SECTION 4: COMMUNITY OUTREACH 27

Do you agree or disagree with the folowing statements?

100% Comments Received on Walking

90% Respondents generally indicated that it was fairly easy to walk

80% though campus, although respondents mentioned that the pedestrian atmosphere off of campus was lacking (particularly along 70% Halsted north of Roosevelt, Harrison, and along Roosevelt). Some 60% comments, as mentioned, indicated a desire to separate bicycle

50% traffic from the pedestrian traffic.

40% Comments Received on Safety

30% The respondents indicated that their sense of safety around the University is decreasing, particularly on the West Campus, 20% University Village/Little Italy neighborhood, and on transit. 10% Numerous comments pointed toward the UIC Police crime 0% notifications and a general lack of police presence at the above I feel safe as a Sidewalk surfaces I feel safe riding a I would like to see Walking or biking It is more A person using a A person with pedestrian on are in good bicycle on campus more on-road is my preferred convenient for me wheelchair can visual impairment locations. Additionally, respondents indicated that they would take campus condition bicycle facilities mode of to walk or bike easily get around can easily get more transit if they felt safer walking to and waiting at the transit (protected bike transportation than drive campus around campus lanes, marked bike stops (both bus and train). lanes, etc.)

Strongly Disagree Disagree Neutral Agree Strongly Agree

Comments Received on Driving & Parking Tell us about yourself. 250 The four main themes regarding driving and parking were: cost, travel time, proximity to campus or transit, and weather conditions. Respondents perceived the cost of parking as being too high, especially for part time and medical students. There were also concerns 200 from the West Campus that 1) there was not enough available parking for workers and 44% students, and 2) the cost of parking is a burden for patients visiting the medical offices. 150 56% Travel time was a deciding factor in how the respondents would travel, citing longer travel times if they rode mass transit and decreased midday train and bus frequency. 100 The next major theme was respondents’ proximity to campus and/or transit lines, citing a lack of transit availability and travel time. The last major theme that decided how the respondents would travel are weather conditions, citing that they did not want to wait for 50 a train or bus in the rain, snow, cold, or heat.

0 28 UIC Multimodal Transportation Plan - Existing Conditions

Which mode do you use most often to get to and from campus? What are the two factors that most influence your decision to drive?

80 Drive 14% 70 20% 60 Walk 50 20% 40 30 25% CTA Bus 20 13% 10 8% 0 CTA Train Cost Weather Limited Parking Safety alternatives Availability

Bicycle 1st Priority 2nd Priority

Metra Train Digital Accessible Survey Tell us what you consider when you decide how to travel to and from as well as Note: Notification of this survey was open to the entire campus community, and was not Travelaround UIC’s Priorities campus. restricted to those whom have impairments; this format was created so that it was fully 160 compatible with screen readers and voice capture software. 140 Comments Received on Street Comfort for Pedestrians and Bicyclists 120 Pedestrians indicated that they were most comfortable on Halsted, Morgan, Polk, Taylor, 100 Wolcott, and Wood Streets. However respondents also indicated that they do not feel safe 80 on the roads major around campus as well, citing their width, traffic volume, and speed 60 as major deterrents; streets that were mentioned as being uncomfortable were Harrison, 40 Halsted, and Roosevelt. Bicyclists indicated that the main streets they feel comfortable 20 bicycling on were Polk and Taylor, in addition to the residential streets in between the two 0 sides of UIC such as Loomis, Flournoy, and Lexington. They also indicated it does not feel safe to ride a bicycle on Halsted or Harrison.

1st Priority 2nd Priority 3rd Priority SECTION 4: COMMUNITY OUTREACH 29

Comments Received on Barriers for Pedestrians and Bicyclists Community Workshops

Pedestrians had four themes concerning barriers: safety, intersections, the UIC/Halsted CMAP conducted two community workshops on Wednesday February 12, 2014, one Blue Line stop, and weather. Respondents mentioned personal safety as a major concern, located on the East Campus at Student Center East and the other on the West Campus at especially at night. They cited street and building lights that have not been replaced Student Center West. These were conducted to gather input from students, faculty, staff, and a general lack of police presence. Major intersections were also cited as barriers to and surrounding community residents and stakeholders. and from campus due to signalization and driver behavior; specifically mentioned were During the workshops, CMAP staff introduced the project, its scope and the existing Polk at Damen, Harrison at Halsted, and Roosevelt at Halsted. The route between the conditions within the project area. The audience was seated in groups of about six with UIC Halsted Blue Line stop and the main part of East Campus was also cited as being a project facilitator. The audience members were then asked to participate in three dangerous due to driver behavior (speeding and not stopping). The last major theme of activities: a visioning exercise, a mapping exercise, and keypad polling. The visioning barriers to pedestrians is the elements. Respondents indicated a lock of snow clearance exercise asked the participants to describe the existing conditions and biggest challenges on and around campus and large ponds of water forming on sidewalks, crosswalks, or for the University, and then asked them to describe their vision of UIC’s multimodal streets. transportation system in 2040. As part of this visioning exercise participants also created Bicyclist barriers dealt mainly with the lack of bicycle facilities on and off campus and a collage of images that they wanted to see on campus and the surrounding community. street conditions i.e. protected bike lanes on city streets, bicycle parking facilities, and The mapping exercise had the audience members write and draw on physical maps to potholes/driver behavior. identify priority issues; these points fell under issues related to: bicycles, walkability/ Comments Received on Accessibility for People with Impairments accessibility, CTA rail or bus, and the Campus Shuttle. The last exercise was keypad polling, where each member of the audience was given a wireless keypad to vote on issues Two major barrier themes appeared in the respondents comments: uncontrolled presented to them. crosswalks and transit stations. Respondents cited that the current crosswalks are harder for the visually impaired to cross at due to faded markings and lack of illumination at light. Additionally the crosswalks from the UIC/Halsted Blue Line stop to the East Campus were also mentioned as being a barrier to visually impaired persons due to driver behavior. The transit stations/stops also created an access barrier to disabled persons due to a lack of shelter and easy access. Respondents heavily indicated the need for bus shelters along Harrison and Taylor Street corridors, as well as where the buses meet up with the train stations. The train stations were also mentioned as not being easily accessible due to a lack of elevators and steep ramps.

SECTION 5: DEMOGRAPHICS 31

Section 5 Demographics

In order to fully understand the demographic character of the UIC community, data was gathered from the U.S. Census. The data in this section are from the 2000 and 2010 Census, and the 2006-2010 American Community Survey. While the core UIC study area (Figure 3) is the primary focus of this project, for purposes of data collection and to understand the reach of the campus into adjacent communities, the neighborhood context area (Figure 4) boundaries are used to report on the area’s demographic trends.

Population and Households

In 2010, the campus area and surrounding neighborhoods (Figure 4) had a population of New investment in the West Loop district and the traditionally Latino neighborhood 90,650 people, with an average household size approximately 6% lower than Chicago and of Pilsen has also impacted the racial and ethnic makeup of the neighborhoods 15% lower than the region (Table 1). The small increase of 200 residents between 2000 and surrounding the UIC campus and core study area (Table 4). While the study area remains 2010 represents a 0.2% change that compares favorably to the losses that Chicago (-6.9%) predominantly Hispanic or Latino (38.1%), approximately 20% of the area’s Hispanic and Cook County (-3.4%) experienced over the same time (Table 2). population was lost between 2000 and 2010. At the same time, the White population increased by 79.5%, and now makes up slightly more than 30% of this area’s population. Emphasizing the locational importance of the UIC campus as well as the increasingly These trends diverge from those of the city, county, and region, all of which experienced vibrant West Loop office, residential, and entertainment district, according to Table 5, the moderate to substantial gains in Hispanic residents and losses between 4 and 11% of white neighborhoods surrounding and including the UIC campus have a higher concentration residents over the same time. Finally, residents living in this area are more likely to hold a (39.1%) of young adults and professionals between the ages of 20 and 24 than the city bachelor’s degree or more than residents of the city, county, and region (Table 5). (27.4%), county (23.2%), and region (21.2%) (Table 3). 32 UIC Multimodal Transportation Plan - Existing Conditions

UIC Students UIC Employees

The University’s Office of Institutional Research (OIR) states that the official student OIR states that the official number of employees, both full- and part-time, at the start enrollment in 2012 was 27,875. Over half (51.2%) of the student body is 22 years of age or of the Fall 2012 semester was 12,976, with 76.3% and 23.7% in full or part time positions younger with 82.7% of the population being under the age of 30 . This, in conjunction with respectively . Approximately 20% of these positions are found in the primary instruction the presence of student housing and the popularity of surrounding neighborhoods as sector, while the rest are made up of administrative, support, and services jobs. residences for students, likely accounts for the area’s higher concentration of individuals between the ages of 20 and 34 cited above. The racial/ethnic makeup of the student population is predominantly White (43.4%), Table 1. . Population, Households, and Household Size, 2010 and has consistently stayed at that level for the past five years. The fastest growing Neighborhood Chicago Cook County Region race/ethnicity is the Latino/Hispanic population which currently stands at 17.6%, up Context Area from 13.4% in 2008. The Asian population, currently 18.3%, has stayed fairly consistent Population 90,650 2,695,598 5,194,675 8,431,386 since 2008, not fluctuating more than 1% per year. African American student population Households 38,408 1,045,560 1,966,356 3,088,156 has paralleled that of Chicago, the County and Region; the population at UIC has been declining steadily since 2008. Average 2.36 2.52 2.60 2.73 Household Size

Table 2. Population and Change in Population, 2000 and 2010 Neighborhood Chicago Cook County Region Context Area Population, 90,450 2,896,016 5,376,741 8,146,264 2000 Population, 90,650 2,695,598 5,194,675 8,431,386 2010 Change, 200 -200,418 -182,066 285,122 2000-10 Change as %, 0.2% -6.9% -3.4% 3.5% 2000-10

4. http://www.oir.uic.edu/students/student_data_book.asp 5. http://www.oir.uic.edu/facultystaff/index.asp SECTION 5: DEMOGRAPHICS 33

Table 3. Age Cohorts and Median Age, 2010 Neighborhood Context Area Chicago Cook County Region

Count % Count % Count % Count %

Under 19 years 20,575 22.7% 699,363 25.9% 1,374,096 26.5% 2,346,937 27.8%

20 to 34 years 35,449 39.1% 738,578 27.4% 1,204,066 23.2% 1,790,049 21.2%

35 to 49 years 17,813 19.7% 550,001 20.4% 1,067,351 20.5% 1,807,886 21.4%

50 to 64 years 10,739 11.8% 429,724 15.9% 928,833 17.9% 1,534,488 18.2%

65 to 79 years 4,616 5.1% 201,795 7.5% 436,799 8.4% 679,470 8.1% 80 years + 1,458 1.6% 76,137 2.8% 183,530 3.5% 272,556 3.2% Median Age (2010) N/A 32.9 35.3 N/A Source - 2010 Census

Table 4. Change in Race and Ethnicity, 2000-2010 Neighborhood Context Area Chicago Cook County Region Change in Percent Change in Percent Change in Percent Change in Percent Population Change Population Change Population Change Population Change White 12,171 79.5% -52,449 -5.8% -280,351 -11.0% -200,702 -4.3% Hispanic or -9,025 -20.7% 25,218 3.3% 173,022 16.1% 414,407 29.4% Latino* Black or African -6,909 -27.3% -181,453 -17.2% -124,670 -9.0% -72,117 -4.7% American Asian 3,411 68.5% 20,466 16.4% 61,026 23.7% 137,701 36.6% Other** 552 43.4% -12,200 -21.4% -11,093 -11.3% 5,833 4.3% Source - 2000 and 2010 Census * includes Hispanic or Latino residents of any race ** includes American Indian and Alaska Native, Native Hawaiian and Other Pacific Islander, Some Other Race, and Two or More Races

Table 5. Education Levels, 2010

Neighborhood Context Area Chicago Cook County Region

Count % Count % Count % Count %

Population, 25 years and over 56,157 100.0% 1,768,053 100.0% 3,413,901 100.0% 5,450,630 100.0%

High school diploma or higher 42,761 76.1% 1,403,628 79.4% 2,840,274 83.2% 4,661,868 85.5%

Bachelor's degree or higher 23,958 42.7% 570,134 32.2% 1,131,925 33.2% 1,899,328 34.8%

Source -2006-2010 ACS

SECTION 6: TRANSPORTATION NETWORK 35

Section 6 UIC’s Transportation Network

The location of the UIC campus – with respect to the metropolitan transportation network and relative to regional destinations – is an asset for UIC and the surrounding neighborhoods. The UIC community and local residents are served directly by regional and national thoroughfares as well as a wide array of public transit options, including multiple CTA rail lines, bus routes, and Metra commuter lines. The study area is also linked into Chicago’s street grid and its expanding bicycle network. Key Findings

• The core study area is well served by public transit. This includes two CTA rail • Ridership at all CTA rail stations within the study area increased from lines (four stations), nine CTA bus routes, four Pace bus stops, Divvy bike share, and 2008-12. The UIC-Halsted station, and specifically the Peoria Street station two regional commuter rail hubs within one mile, and an additional Metra station entrance, is the most heavily trafficked station in the core study area. However, serving the Rock Island District line. ridership at the Illinois Medical District Blue Line station increased more than 40% from 2008-12. • Approximately 97.7% of employees working in the core study area commute from other parts of the city or region. More than half of all employees reside in • The UIC study area has an expanding network of bicycle facilities, which the City of Chicago and are shown to concentrate in neighborhoods close to, but just will help to improve the current connectivity issues. Established bike routes outside the core study area and/or with convenient access to public transit. along Roosevelt Road and Halsted Street and Taylor Street need improvement. Future planned routes into and within the study area will continue to increase access • Full-time students were the least likely to arrive via single occupancy to the city’s neighborhoods and destinations. The introduction and expansion of vehicle, while part-time students and campus staff were the most likely. Divvy bikesharing provides an attractive and convenient mode for short distance From a 2008 UIC commuter survey, approximately 70% of surveyed students, trips, such as between the East and West campuses. faculty, and staff arrived on campus by some form of public transit, bicycle, or by walking. • While there are accessible routes from parking areas to campus buildings, users have cited the inaccessible IMD-Blue Line as a barrier, several buildings with • Between 2009 and 2011, the incidence of reported traffic crashes in the access issues, dangerous conditions when crossing Damen Avenue in the core study area that involved a bicyclist, a pedestrian, or both was 10% Medical District, areas prone to flooding, curb cuts near the UIC-Halsted higher than Chicago overall. These types of crashes are concentrated at major Blue Line station, curb cuts at Morgan Street on the East campus, and intersections such as Roosevelt Road/Halsted Street, on-campus mid-block accessible signals at several locations. crossings, and along road segments lacking clear divisions between modes. 36 UIC Multimodal Transportation Plan - Existing Conditions

Roadways Table 6. Core Study Area Roadways Centrally located in the City of Chicago, the UIC campus is connected to the rest of the Functional Study Area Average Daily Jurisdiction Width city and region via the city’s grid network of streets and the regional interstate system. Classification Roadways Traffic Over time, the physical development of the campus has interrupted the local street grid, Arterial Ashland Ave. 27,200 Cook County 40’-60’ creating some large blocks, especially throughout the East Campus. While some local DOT Provides the connectivity has been sacrificed, many major and minor roadways cross the campus and highest level of Halsted St. 14,200-21,00 CDOT 24-84’ connect it to the surrounding communities. Some of these roadways carry particularly service at the Roosevelt Rd. 25,900 – IDOT 48-70’ large volumes of traffic, especially those that provide points of access and egress to greatest speed 32,400 the area’s highway facilities. These facilities influence traffic patterns at each of these for the longest points, but most significantly along the segment of Roosevelt Road that is designated as a uninterrupted Strategic Regional Arterial by the Illinois Department of Transportation. distance Functional Classification and Road Type Collector Damen Ave. 19,800 CDOT 24-58’ Roads provide space for vital functions within a community – mobility, access, commerce, Provides a less Harrison St. 5,000 – 16,800 CDOT 24-52’ and civic life. The functional classification of a road describes the character of the road highly developed Ogden Ave. 20,000 IDOT 40-44’ in terms of vehicular mobility and the level of service they are intended to provide. A level of service Polk St. No Data CDOT 24 breakdown of roadways that intersect the core study area based on IDOT’s functional at a lower speed Paulina St. 1,650 CDOT 24-36’ classification designations is provided in Table 6. Additionally, the average daily traffic and for shorter Racine Ave. 9,100 CDOT 24-60’ (ADT), width, and jurisdiction of each roadway are provided for comparison and to distances in order identify the agency responsible for repairs and maintenance. to collect traffic Union Ave. No Data CDOT 24-44’ Excluding local streets, all roadways in the table accommodate between 2-4 lanes of from local roads Van Buren St. 7,900 CDOT 24’ through traffic, not including turning lanes at intersections, with lane widths ranging and connect from 10-16 feet. Lane widths and other design guidelines are based on uniform standards them with provided by the Manual of Uniform Traffic Control Devices (MUTCD), which discusses arterials traffic signs, signals and markings; and the American Association of State Highway and Local All other streets CDOT Transportation Officials (AASHTO) road design guide, which discusses the shapes and materials of safe roadways with the goal of optimizing level of service and safety for motor vehicles. The busiest roadway in the core study area is the segment of Roosevelt Road that intersects Halsted Street and separates East Campus and South Campus. This roadway The breakdown of core study area street typologies from Table 6 is illustrated in Figure 8. is a critical component to the overall transportation network and is designated as a While the city’s consistent street grid pattern is interrupted at points within the physical Strategic Regional Arterial (SRA) east of I-90/94. SRA’s are designated for their role in campus area, five heavily trafficked roadways cross directly through the UIC campus accommodating long-distance regional travel and their ability to complement local including Halsted Street, Roosevelt Road, Ashland Avenue, Damen Avenue, and Ogden highway facilities. In addition to the higher levels of traffic flowing to Roosevelt Road in Avenue. Average daily traffic volumes for these roadways and all other major roads conjunction with the nearby highway facilities, the area also experiences a high volume that intersect the core study area are shown in Figure 8 as well. Of these five roadways, of pedestrian traffic travelling from one side of campus to the other. For this reason, Ashland Avenue (27,200) and Roosevelt Road (25,900 – 28,100) experience levels of daily intersection safety on this segment of Roosevelt Road is of great importance. traffic above the average for City of Chicago’s collector and arterial roadways (22,909 ADT). 700 5600 0900 9000 10 4900 8900 1 SECTION 6: TRANSPORTATION NETWORK 37 0 77

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These local roadways serve as important corridors for commercial deliveries, transit Accessibility vehicles, and regional commuters, with Roosevelt Road and Ogden Avenue spanning Having accessible circulation throughout campus benefits all users, but unfortunately far into the western suburbs. Roosevelt Road, Harrison Street, and Taylor Street serve many transportation facilities in and around the UIC campus do not adequately meet as the primary east-west connections between the two sides of the UIC campus. While the needs of people with disabilities. An all-inclusive approach to campus circulation Taylor Street is a narrow two lane local street, Roosevelt and Harrison span 52 feet across, and building design helps to ensure that the needs of all potential users are met, accommodating four lanes of traffic and a fifth turning lane at intersections. These including people with disabilities. The landmark 1990 Americans with Disabilities Act different typologies offer divergent experiences for drivers, and perhaps more so for (ADA) recognizes and protects the rights of people with disabilities by prohibiting pedestrian and bicyclists, a topic that will be explored in more detail later. discrimination on the basis of disability. In addition to the city street network, the core study area also contains portions of the Additionally, the 1968 Architectural Barriers Act addresses accessible buildings and Eisenhower Expressway (I-290) and the Dan Ryan Expressway (I-90 and I-94), both facilities for agencies and private organizations that receive federal funding, and the of which operate under State of Illinois jurisdiction. These heavily trafficked corridors 1973 Rehabilitation Act requires that federally conducted or assisted programs be made that connect at the Circle Interchange, accommodate hundreds of thousands of vehicles available to people with disabilities. While these laws require that the needs of people every day, and operate as critical regional and national connections to Chicago’s centers with disabilities are met, there are many benefits to providing improved accessibility of commerce, culture, and education. The UIC campus and surrounding study area is beyond satisfying legal requirements. A seamless, accessible system will also help to directly connected to I-290 via entrance/exit ramps at Damen Avenue, Paulina Street, serve a teacher with a temporary broken leg, a parent pushing a stroller, and businesses Ashland Avenue, Racine Avenue, and Morgan Street. Alternatively, access to I-90/94 loading and unloading goods, while broadening the range of social, recreational, and is located at Roosevelt Road and Taylor Street. These connections to the regional and consumer activities for people with disabilities. national highway network accommodate traffic both into the study areas and out to the region and beyond, with I-290 linking directly to the west and I-90/94 toward the north, UIC’s pedestrian network serves as the primary link between campus facilities and its northwest, south, and southwest. The core study area handles large amounts of traffic range of nearby transportation options. The existing network is well connected in terms entering or exiting from the Dan Ryan and Eisenhower Expressways. Moreover, 81,500 of paths and sidewalks, however, when recognizing the campus population’s range of vehicles access the Expressways via the core study area while 78,900 vehicles exit into mobility needs and ensuring the network is accessible to all individuals and groups, it is the core study area, with Congress Parkway and Taylor Street receiving traffic from I-290 necessary to identify gaps in the network that limit the convenience and safety for people and I-90/94 respectively, and Van Buren Street and Roosevelt Road serving feeding traffic with disabilities. Important accessibility factors for consideration include: sidewalk onto I-290 and I-90/94 respectively. surface conditions, physical barriers throughout the campus circulation network, flooding or ice and snow issues, and the presence and location of accessible pedestrian signals, curb ramps, accessible parking, transit amenities, and building entrances. To assess, plan, and develop sites and facilities throughout the campus so that they will be accessible for people with disabilities, UIC developed its Accessibility Planning Guide with the assistance of LCM architects. This 31-item checklist lays out the technical specifications and special design considerations that must be made under the Americans with Disabilities Act Accessibility Guidelines and the Illinois Accessibility Code. Included in the Guide are technical specifications for accessible routes, building entrances, parking, curb ramps, and other physical elements of the circulation network.

SECTION 6: TRANSPORTATION NETWORK 39 O

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Figure 9 shows the location of existing amenities designed to serve people with disabilities, including accessible parking areas, building entrances, and routes connecting the two. According to the ADA, accessible routes such as those delineated here should be “continuous unobstructed paths connecting all accessible elements and spaces of a building, facility, or area.” Primarily, the UIC routes connect accessible parking and building entrances along paths that include parking access aisles, curb ramps, crosswalks, and building entrance ramps or lifts. Despite their prevalence throughout campus, sidewalks and curb ramps in poor condition persist throughout the academic year. With additional issues of flooding and snow/ice removal, all campus users are presented with barriers within the circulation network, especially those with accessibility concerns. These issues, as well as those related to the need for accessible crossing signals and enhanced wheelchair accessibility throughout campus are shown in Figure 10, which overlays public comments concerning campus accessibility concerns on top of the base map shown in Figure 9. Concentrations of poor infrastructure and surface conditions are noted throughout the East campus’s busiest areas, the Quad and the area surrounding the Peoria Street Blue Line entrance. With more than 30% of full-time students and approximately 25% of all campus users arriving to campus via CTA trains, it is important to identify the gaps in service and In addition to the University’s accessible intracampus and commuter shuttle routes, convenience for those with disabilities. As was mentioned earlier, the Peoria Street Blue UIC Transportation Services provides accessible on-campus paratransit service for all Line entrance experiences the highest volume of rider entrances, which only enhances students, faculty, and staff with approval from the Disability Resource Center or the Office the critical nature of this area as a campus gateway. Figure 10 shows a high concentration of Access and equity. Pick-up and drop-off service is provided within the service area of infrastructure and accessibility issues brought forward by public comments in this that is bound by Halsted Street on the east, Western Avenue on the west, the Eisenhower area. Currently, only the Halsted and Morgan Street entrances have accessibility features Expressway on the north, and Roosevelt Road on the south. While paratransit rides can in the form of station-to-platform ramps. Neither station entrance is connected to an be arranged between 7am and 11pm, the University provides off hour paratransit rides accessible route. from 11p to 7am within the same service area through its late-night Red Car service. While issues of building access and infrastructure conditions show up on the West campus, the lack of accessibility features at the IMD Blue Line station and its three entrances at Ogden Avenue, Paulina Avenue, and Damen Street presents a clear array of issues for the thousands of employees, students, patients, and visitors that travel to and through the IMD daily. In January 2014, the CTA announced plans to renovate the IMD station, making all three entrances accessible to customers with disabilities. The $23 million dollar plan, funded through the city’s tax-increment finance program, includes the installation of an elevator at the Ogden Avenue stationhouse and the reconstruction of station-to-platform ramps to comply with ADA guidelines at the Damen Avenue and Paulina Street entrances. 42 UIC Multimodal Transportation Plan - Existing Conditions

Bicycle and Pedestrian Network Figure 11. Neighborhood Context Area: Existing Bike Network Unlike motorized transportation modes that focus on efficient and fast movement CHICAGO AVE of individual vehicles, bicycle and pedestrian circulation plays an important role in ONTARIO ST OHIO ST

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PERSHING RD SECTION 6: TRANSPORTATION NETWORK 43

These facilities accommodate UIC commuters from throughout the city, but there is also Existing bike lanes on Damen Avenue and Halsted Street provide north-south access a considerable amount of convenience offered to individuals moving between campuses to and through the campus. Roadway character and traffic volumes are similar for both and for local residents traversing their neighborhoods. As key east-west connections streets, as are designed as 4-lane, median divided roadways through the UIC campuses between the two sides of the campus, bike lanes on Taylor Street and Roosevelt Road (Halsted north of Roosevelt Road). Because of this, the on-street bike lanes on Halsted are resources that can be improved to facilitate more clear and coherent connections Street and Damen Avenue are similar in design to Roosevelt Road, with the exception that between the East and West campuses. While Taylor Street is a narrow local street, parking is restricted on both roadways between Roosevelt Road and I-290, thus mitigating Roosevelt Road is a major city arterial that accommodates high traffic volumes at greater the aforementioned danger of riders being “doored” by parked cars. Further, Halsted speeds. These distinctions create different environments and perceived levels of safety briefly condenses to a 2-lane street south of Roosevelt Road. Here, on-street parking for riders. Bike lanes for both roadways are placed between parking and travel lanes, resumes and the on-street bike lanes are temporarily converted into shared traffic lanes except for the west campus portion of the Roosevelt Road bike lane where parking is between Roosevelt Road and Washburne Avenue. South of Washburne Avenue, the prohibited. This type of design is standard, but often associated with the threats of riders striped bike lanes return and continue into the city’s southern communities as seen in being “doored” by parked cars and having bike lanes being blocked by motor vehicles. Figure 11. Again, the protected bike lanes that have been established in areas near the core study The campus is also served by bike routes on Blue Island and Ogden Avenues, two of the area serve as models that, while not appropriate or feasible for every roadway, can be city’s few diagonal roadways. The standard on-street bike lanes on Blue Island Avenue considered along wide and heavily trafficked roadways such as Roosevelt Road. connect with the UIC-area bicycle network at Roosevelt Road. Alternatively, Ogden Avenue is a designated shared traffic lane similar to the short segment on Halsted Street south of Roosevelt Road. These roadways are marked by a “sharrow,”a street marking that is often placed in a travel lane to signify that bicyclists may utilize the full lane for travel (see photo, bottom left).

Example of a sharrow 44 UIC Multimodal Transportation Plan - Existing Conditions

Future Bicycle Facilities

The Chicago Department of Transportation’s (CDOT) commitment to greatly expanding its bicycle facilities network through 2020 will improve the UIC’s connection to city neighborhoods and destinations, and is likely to encourage an increase in bicycle commuting and on-campus ridership. CDOT’s plans for expanding its bicycle infrastructure network can be seen in relation to neighborhoods surrounding UIC and the existing network (Figure 11). Focusing specifically on the core study area, Figure 12 illustrates CDOT’s future plans for new bicycle routes and extensions in the core study area. These include: • Extending the existing Taylor Street bike lane east through campus from its current terminus at Morgan Street • Adding bike lanes on Loomis, Wood, Paulina Street, and Racine Avenue, providing enhanced north-south access to existing intracampus routes • New bike lanes on Morgan Street that will bring bike facilities to the center and western edge of the East Campus, connecting it to the existing intercampus routes. • The expansion and creation of new lanes on nearby Jackson Boulevard and Adams will complete connections into the Chicago Loop, while the southern extension of the existing Blue Island Avenue bike lanes will expand access to the UIC campus further into Chicago’s Southside. Bicycle Parking To encourage bicycling as a viable mode to get to, from, and around campus, there are It is recommended by bicycle and transportation planning professionals to provide certain amenities that must be in place to complement the existing and future bicycle about 1 space for every 10 campus users and that bike parking facilities be located within facilities network. Bicycle parking is a critical component in building out a successful and 50 feet of building entrances. Figure 12 shows the location of existing bike parking racks integrated network. There are many different types of bicycle parking equipment, offering on the UIC campuses, which are often conveniently located near building entrances. different levels of capacity, security, and protection from the elements. The bike parking With approximately 30,000 to 40,000 students, faculty, staff, and visitors and just over racks that were installed and are maintained by UIC, as well as the existing and future bike 800 existing outdoor rack parking spaces, there appears to be a considerable shortage network are shown in Figure 12 .Clusters of bike parking are evident on the East Campus, of bike parking spaces for UIC to measure up to this standard. One inverted U-rack is especially in and around the Quad area. Bike parking is notably more dispersed on the considered to be two bike parking spaces, and UIC has recently approved funding for the West Campus, where opportunities to install additional racks at central points including installation of more campus bike racks, with a goal of 1,800 U-racks, which would help the the CTA train station entrances should be examined. campus meet and exceed the recommended range of 3,000 to 4, 000 bike parking spaces. Bicycle theft is a common campus problem, and consideration of visibility and security is important when adding new racks or bicycle storage facilities. v®

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SECTION 6: TRANSPORTATION NETWORK 45

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Bikeshare

Bikesharing was introduced in Chicago in June 2013 with the Divvy Bikes system. The Of course, the presence of sidewalks and walkways is not the only determinant of program has a goal of installing 400 bikeshare hubs that would provide a fleet of 4,000 whether walking will be an attractive mode of transportation in a specific area. Important bikes throughout the city. These bikes can be rented for short periods of time and considerations include pleasant streetscapes, safety at intersections, and convenient returned to any station within the network. Bikesharing is designed to offer an alternative access to local amenities, stores, parks, and other destinations. The ability of the UIC and convenient transportation option for short distance trips, filling gaps in commutes, community to reach a variety of amenities and destinations within a short walk is and encouraging active transportation. To do this, stations are located in neighborhood critical to the campus and study area’s overall walkability. Using a 10-minute or roughly centers, at or near public transportation facilities, and around common destinations. 1/2-mile walk as the benchmark for the reasonable distance people are willing to walk to a destination, Figure 13 illustrates the destinations and points of interest that can As of July 2013, there were 75 stations in operation throughout downtown Chicago and be reached within a 10 minute walk from the Quad on the East Campus and the West surrounding neighborhoods; by the end of 2013, they had installed 300 stations, with Campus’s Core area. The highlighted streets and walkways show the many paths that plans to add 175 more. Figure 12 shows the locations of current Divvy stations throughout walkers are able to take within a 10 minute walk. The graduated circles represent clusters the core study area. Locations at or near key transit access points such as the Peoria of local destinations including restaurants, coffee shops, retail stores, entertainment Street blue line entrance, the IMD Blue Line station, Union Station, and the intersection venues, banks, ATMs, and personal care services. of Halsted and Roosevelt Road will allow for convenient transitions from a transit mode to a final destination and vice versa, representing the “first mile/last mile” target of the Development in and near the East Campus has resulted in many interruptions to the city’s bikesharing model. consistent street grid, creating longer blocks and fewer intersections along the edges of the East and South campuses. The internal path system on the East campus fills in The presence of these stations on and near the UIC campus will promote on-campus the gaps that these developments created, but for destinations just outside of campus, bicycling throughout the campus and surrounding community. With multiple bikeshare walkability is compromised, as indicated by the irregular shape of the mapped walkform. stations on both sides of campus and future expansion into the surrounding communities In contrast, the West campus has maintained the standard Chicago street grid to a much and downtown areas, faculty, students, and staff will have an attractive transportation higher degree, resulting in a nearly symmetrical diamond-shaped walkform, signifying option when having to travel within and between campuses and surrounding uniform accessibility from its central point. communities. Working in concert with the existing and future bike lane network, this advances UIC’s stated goal of providing clear, coherent, and convenient intracampus While it is not possible to walk between the East and West campuses within a reasonably connections. paced 10 minute walk, areas such as Little Italy along Taylor Street are within a 15-minute walking distance of both sides of the campus, as is Greektown north on Halsted Street, Pedestrian Environment from the East Campus. In addition to these cultural and entertainment destinations, all Walkability is an important component for an urban campus. The UIC campus has an UIC-Halsted CTA Blue line station entrances are within a 10 minute walk from the center extensive network of walkways and paths that connect academic and administrative of East campus, with the Ogden Street entrance to the Medical Campus Blue line station buildings on each campus. Additionally, streets in the surrounding area provide sidewalks being just outside of the illustrated walkform. Located closer to the West Campus’s core, that link campus users and local residents to the campuses, the IMD, city destinations, the Polk Pink Line station is also well within the West Campus walkform. and public transportation facilities. Creating an environment that is accessible to all users, regardless of disability, is a goal of this project. Identifying gaps and barriers in the pedestrian environment will include an assessment of accessibility, which will be primarily conducted through focus groups and an interactive survey.

SECTION 6: TRANSPORTATION NETWORK 47

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SECTION 6: TRANSPORTATION NETWORK 49

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Rail Ridership Figure 16. CTA 5-yr Ridership chart A 2008 UIC survey found that 26% of campus users arrive to campus via the CTA rail 100% 15500 90% network. This is the same rate that campus users arrived by single occupancy vehicles 15000 and speaks to the overall convenience of the nearby stations and the connected 80% neighborhoods. While the 27,000 students are encouraged to utilize the CTA’s network 14500 70% with their University-issued transit passes, the campus and Illinois Medical District area 14000 are major destinations and points of origin for workers, nearby residents, and medical 60% care seekers. Figure 16, shows that between 2008 and 2012 rail ridership within the study 50% 13500 area— taken as a measure of average weekday station entrances by riders— increased 40% 13000 more than 15%. The UIC-Halsted station, which is the primary access point into and out of Ridership Total 30% the East campus, remains the most heavily trafficked station in the study area, accounting of RidershipPercentage 12500 for 38% of all study area ridership. However, over the same time period, the Illinois 20% 12000 Medical District station has experienced a 40% increase in ridership, highlighting its role 10% in bringing transit rides to the West Campus and Medical District’s facilities. 0% 11500 2008 2009 2010 2011 2012 With rail transit playing an important role in the study area’s overall mobility, there are clearly opportunities to integrate station entrances into a strategy for a cohesive and UIC-Halsted Racine Illinois Medical District Polk All Stations improved circulation system. This is especially apparent at the highly trafficked and visible entrances at UIC-Halsted, Illinois Medical District, and Polk stations, where Table 7. CTA Ridership by station entrances ridership is high, and for Blue Line stations. Table 7 shows that there are large differences in ridership not only between stations, but also for station entrances (some stations have Station Entrance 2008 2009 2010 2011 2012 % Change Average UIC- Halsted Total 5,033 4,731 5,040 5,667 5,892 17.10% 5,333 multiple entrances). This is most obvious at the UIC-Halsted station where the Peoria Halsted-UIC 1,501 1,465 1,469 1,591 1,680 11.9 1,541 Street entrance serves more than 48% of all station entrants, and at the IMD station’s Peoria-UIC 2,334 2,232 2,427 2,729 2,916 25 2,528 Ogden Avenue entrance (60% of all entrants). These entrances, in addition to the Pink Morgan-UIC 1,199 1,034 1,144 1,347 1,296 8.1 1,204 Line’s single Polk Street entrance, are centrally located and provide the most convenient Racine Total 2,119 2,064 2,111 2,311 2,368 11.70% 2,214 access points and paths to nearby prime destinations. Figure 17 shows the average daily Racine 978 981 1,019 1,132 1,140 16.5 1,050 Loomis-Racine 1,141 1,083 1,092 1,179 1,228 7.6 1,145 ridership totals for each station in Table 7 by using graduated symbols to visualize these Illinois Medical District 2,659 2,836 3,165 3,466 3,728 40.20% 3,299 differences on the map, along with concentrations of bus alightings.. Ogden-MD 1,626 1,744 1,928 2,058 2,100 29.1 1,891 Paulina-MD 441 442 495 531 638 44.5 509 Damen-MD 592 650 742 877 990 67.4 770 Polk Total 3,257 3,249 3,204 3,255 3,394 4.20% 3,241 Polk 3,257 3,249 3,204 3,255 3,394 4.2 3,272 v®

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Bus System Bus Ridership

The core study area is served by multiple CTA bus routes that align with the area’s major In the aforementioned 2008 UIC commuter survey, 18% of faculty, students, and staff corridors (Figure 17). Here, service is provided along eight bus routes as shown in Table reported that they arrived on campus via a CTA or Pace bus. With 232 total CTA bus stops 8. The north-south routes that cross the study area along Halsted, Racine, Ashland, and found in the core study area, commuters and visitors have the ability to coordinate their Damen provide much needed access to the Chicago neighborhoods, primarily south of travel patterns more closely with their final destination. Therefore certain bus stops, or campus, that do not have convenient access to a CTA rail facility. For intracampus travel, clusters of stops, serve as dominant points of access to and from the campus and other the routes that run along Harrison (7), Taylor (157), and Roosevelt (12) are convenient nearby destinations. Based on 2012 data provided by the CTA, Figure 17 draws attention and far reaching options. Additionally, direct connections between the campus and to the areas where the highest volume of riders step off of busses in the core study area. the region’s major commuter rail hubs at the Ogilvie Transportation Center and Union The map identifies hot spots where riders alight along segments of study area roadways, Station are provided by Routes 60 and 7. Importantly, Route 7 services both sides of showing the interaction between nearby stops and overlapping route segments. The most campus and both rail hubs. Taken as a whole, these routes span north-to-south nearly 20 concentrated areas of activity, characterized on the map by the size and color gradient, miles from S 103rd Street to Bryn Mawr Avenue and from the city’s western limits to Lake are similar in that they are clustered at the intersection of major roads/routes, CTA rail Michigan. facilities, and UIC/IMD buildings throughout the study area. While Figure 17 focuses on where people exited the bus, Table 9 lists the locations of the top 5 bus stops where riders either exited or boarded a CTA bus. Areas along Halsted Street on the East Campus have the largest concentration of bus alighting, demonstrating the connections between core study area destinations, including Table 8. CTA Bus Routes in Core Study Area academic and non-academic uses such as retail, and the travel patterns of commuters Route Number Route Name Direction Connections and visitors. The same can be said on the West Campus, where activity is concentrated at the Polk Pink line station. This specific area offers connections to the CTA rail network, Central Avenue to 7 Harrison Street East/West campus/IMD facilities, as well as the Streeterville/Taylor Street bus route (Rte. 157) that Downtown accommodates East-West Campus travel, and the high pedestrian traffic area on the 900 79th Street to 8 Halsted Street North/South West block of Taylor Street. Similar to the different levels of utilization among rail station Addison Street entrances highlighted here, identifying the areas where people are boarding and alighting 103rd Street to from CTA buses can enable improved integration with the area’s circulation system. 9 Ashland Avenue North/South Irving Park Road Central Avenue to 12 Roosevelt Road East/West Downtown Cicero Avenue to Table 9. Top 5 Boarding and Alighting Locations 18 16th/18th Street East/West Downtown CTA Bus CTA Bus 35th Street to Bryn 50 Damen Avenue North/South Boarding Location Routes Alighting Location Routes Mawr Avenue Served Served Blue Island/26th Cicero Avenue to 60 North/South Roosevelt & Halsted 8, 12, 18 Polk & Halsted 8 Street Downtown Halsted Blue Line Entrance 8 Harrison & Halsted 8, 7, 60 Austin Avenue to 126 Jackson Boulevard East/West Polk Pink Line Entrance 7, 157 Roosevelt & Halsted 8, 12, 18 Downtown Polk & Halsted 8 Taylor & Damen 12 Streeterville/Taylor California Avenue 157 East/West Street to Downtown Harrison & Halsted 8, 7, 60 Taylor & 900 W 157 SECTION 6: TRANSPORTATION NETWORK 53

Figure 18. CTA Bus Rapid Transit Plan Future Plans: Bus Rapid Transit (BRT)

The Chicago Transit Authority has selected a 16-mile segment of Ashland Avenue to implement a new Bus Rapid Transit corridor (BRT). This project is designed to improve the speed, convenience, and reliability of service along this critical corridor. This will be accomplished by developing a dedicated right of way for corridor buses in the center of the roadway, increasing the distance between BRT stops to approximately 1/2-mile, utilizing transit signal priority technology at intersections along the corridor, and pre- payment to speed boarding. Phase one of the project is set for the segment of Ashland Avenue between 31st Street and Cortland Avenue (Figure 18). This area encompasses the UIC campus and Illinois Medical District, with planned stops at the intersections of Ashland and Roosevelt, Polk, Harrison, and Jackson in the core study area, and additional stops at 18thStreet, Blue Island, Madison, and Lake. Because of the major redesign and new right-of-way requirements of the dedicated bus lanes and the median stations, the removal of one lane of traffic in each direction and the prohibition of left turns along the corridor is planned. This will likely impact the flow of traffic along this busy roadway and some of its traffic will likely shift to nearby roadways because of congestion and I2 connectivity concerns. Since 2012, bus ridership along Ashland Avenue has been the highest in the city due to the many popular destinations and employment centers, such as UIC and the IMD, which are connected by the route. High ridership and population concentration along the route were primary reasons for selecting Ashland Avenue for the BRT; however, the physical dimensions and design of the roadway also allow for BRT design interventions and theI2 corridor provides numerous connections to the city and region’s public transit network including seven CTA rail stations, two Metra stations, and thirty-seven CTA bus routes.

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Regional Transit Campus Shuttle Service

In addition to having direct and convenient links into Chicago’s bus and rail network, UIC operates a fleet of campus vehicles meant to transport campus users around and UIC and the IMD are tied into regional transit services offered by Metra rail and the between each area of the campus. Figure 19 shows the extent of the three routes and Pace suburban bus system. Located just outside of the core study area, the Ogilvie pick-up/drop-off locations. The service is available at no cost to students, faculty and Transportation Center (OTC) and Union Station are the region’s two major commuter staff with a valid UIC ID. The system’s stops are located at or near high traffic areas transit hubs, and the La Salle Street station, with a combined access to all but two of and common origins and destinations, such as the South Campus residence halls the region’s eleven commuter rail lines. As previously mentioned, Figure 2 shows the that are connected to the East and West campus facilities by the Express route. The regional extent and reach of Metra’s rail network, which runs through many Chicago Intercampus route provides a connection between the East and West campuses by way of neighborhoods and connects the UIC area to the northern, northwestern, west, and Roosevelt Road. For regional commuters, the Commuter shuttle route serves as a direct southwestern suburbs. Besides the major hubs at OTC and Union Station, there is also connection between the major Metra commuter rail hubs at Union Station and the Ogilvie a nearby station at Halsted and 16th Street, just outside of south campus. However, this Transportation Center. station has very limited service. Below is a breakdown of the UIC Shuttle routes and their hours of operations: Pace suburban bus has a service area that covers approximately 3,500 square miles, • East Side: Circles the East and South campuses providing local and regional commuting services to more than 39 million riders in 2012. (20-min. intervals, M-F, 7a-11p) The Pace network has a regional extent similar to Metra’s, and there are multiple Pace routes that connect northwest, west, and southwestern suburbs directly to downtown • Intracampus: Links the East and West Campuses Chicago’s jobs, attractions, and broader city transit system. (30-min. intervals, 7a-1p) Route 755 in the Pace network, with express service from the southwest suburbs along • Express: Connects South Campus to the East/West Campuses I-55 to Downtown Chicago, offers five stops (inbound and outbound) in the core study (30-min. intervals, M-F, 7a-3p) area along Damen Avenue on the West Campus, and along Harrison Street between • Commuter: Provides connection from Metra Hubs to East and West Campuses East and West campuses. Average weekday boardings along this route’s entirety have (20-min. intervals, M-F, 7a-9:30a & 4p-6:30p) increased dramatically—more than 800%— between 2009 and 2013. This can likely be attributed to the route being selected in 2011 to pilot a faster bus service using along route There is an unofficial app call UIC Transit Tracker that uses UIC shuttle tracking data to I-55 (Stevenson Expressway). The program allows Pace busses on routes 755 and 855 to tell users where the shuttle is, but very few students are aware of its existence. utilize the inside shoulders along the approximately 20-mile segment of I-55 between I-355 and Kedzie Avenue as a passing lane when traffic is moving slower than 35 mph. This type of travel is permitted for inbound trips from 5 - 9 a.m. and during outbound trips CMAP is currently analyzing ridership data provided by the University. from 3 - 7 p.m. The bus-on-shoulder program has been designed to mitigate the roadway’s congestion during times of heavy commuter traffic and to offer attractive express service between the southwest suburbs, the Illinois Medical District, UIC, and the Loop. SECTION 6: TRANSPORTATION NETWORK 55

C T U

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L C 56 UIC Multimodal Transportation Plan - Existing Conditions SECTION 7: COMMUTING AND MOBILITY PATTERNS 57

Section 7 Commuting and Mobility Patterns

The dense and walkable nature of the UIC campus, core study area, and surrounding neighborhoods, supplemented by access to a wide range of transportation facilities, offers students, residents, and workers a high degree of choice and convenience for moving in, out, and around the area. In addition to the 90,000 residents living in the neighborhoods surrounding and including the core study area, the presence of the UIC campus, Illinois Medical District, and the West Loop commercial district has established the area as an important hub of activity for the city and region alike. Because of the high volume of workers, students, and residents flowing in and out of the area, it is critical to understand the degree to which its transportation network is utilized as a link to the greater city and region.

Understanding Commuting Patterns Regional Commuting Patterns

In assessing commuting patterns, the goal is to understand and improve the area’s ties According to U.S. Census Bureau’s 2011 Longitudinal Employer-Household Dynamics to the rest of the region. In a similar sense, once within the area, an individual’s ability to (LEHD) data, the core study area contains 49,933 jobs. Of these jobs, only 2.3% are filled transition from commute to ultimate destination and then between destinations, rests on by individuals who live within the core study area. As Table 10 shows, the remaining 97.7% the level of integration between modes and the overall safety, convenience, and comfort jobs are filled by workers coming into the core study area from other parts of the city and of the area’s internal circulation network. To assess the ability to travel freely and safely region. throughout the UIC campus area—its level of mobility— emphasis will be placed on how With 48,771 employees commuting into the area for work every day, it is important people get around the area(s) and where problems exist in the built environment and to focus on this group and identify where they are coming from so as to gauge their between modes. possible impact on the area’s multi-modal transportation network. Using LEHD data, it To evaluate the commuting and internal mobility patterns for UIC and the surrounding was determined that more than 51% of core study area employees reside in the City of area, two sources of data are used: (1) Census data from the American Community Survey Chicago. Table 11 shows the top five places of residence for employees as well as where and the Longitudinal Employer-Household Dynamics (LEHD) – a program of the Center employees reside throughout the CMAP region. Cook County municipalities account for Economic Studies at the U.S. Census Bureau – and (2) a 2008 commuting survey for approximately 78.4% of all total residences, with the Collar Counties having smaller administered by and within the UIC community. shares as distance from the core study area increases. 58 UIC Multimodal Transportation Plan - Existing Conditions

Table 10. Core Study Area Worker Inflow/Outflow Since the majority of workers are commuting into the core study area from other Chicago Core Study Area neighborhoods and inner suburban municipalities such as Oak Park, Skokie, and Total Jobs 49,933 Evanston, Figure 20 identifies the top 50 zip codes where Core Study Area (CSA) workers reside. As can be seen from the map, the top 50 zip codes include 42 out of the City of Employed and Living in the Area 1,162 2.3% Chicago’s 55 total zip codes. The Chicago zip codes with the highest concentration of CSA Employed in the Area by Living Outside (inflow) 48,771 97.7% workers are 60608 (Lower West Side), 60607 (Near West Side), 60647 (Logan Square), Total Employed Residents 11,202 60657 (Lakeview), 60618 (Avondale), and 60614 (Lincoln Park), each housing just under Living and Employed in Area 1,162 10.4% 2% of total CSA workers. Oak Park’s 60302 zip code is the only suburban location within Living in the Area by Employed Outside (outflow) 10,040 89.6% the top 10 of all mapped zip codes, representing approximately 1.5% of total workers. However, when combined with 60304, another Oak Park zip code, the village accounts for 2.2% of total workers. Oak Park, like other inner suburbs have convenient access to a range of transportation options similar to those offered to Chicago residents. However, Table 11. Location of Residence for Core Study Area Employees aside from Oak Park, while other suburban areas are shown on the map, none have significant concentrations of total workers. Total Employed Population Count Percent Outbound Workers Chicago 25,741 51.6% Oak Park 1,208 2.4% While data concerning the commuting mode of all workers coming into the study area Naperville 474 0.9% is not available, the observations discussed above suggest that most incoming workers have access to many transportation options, and that their chosen mode is likely based Skokie 452 0.9% on personal preference, convenience, and the type of work they engage in. In contrast, for Evanston 443 0.9% workers living in the core study area, Figure 21 provides a detailed breakdown of mode Other Cook County 11,288 22.6% share for area residents as well as for Chicago, Cook County, and the CMAP region. Other DuPage County 2,912 5.8% Additional LEHD data shows that more than 70% of residents living in the core study area Other Will County 1,852 3.7% commute to jobs within the City of Chicago. To get to these jobs, approximately 48% of Other Lake County 1,087 2.2% area residents use public transit or walk to work, significantly higher than the percentage Other Kane County 720 1.4% for Chicago overall (32%). The area’s many intra-city transportation options, local housing options, as well as the presence of major employment centers such as the IMD and UIC Other Lake County 576 1.2% campus encourage higher levels of transit use and walking among residents. They also Other McHenry County 400 0.8% point to the importance of improving the convenience and safety of the area’s multi- All Other Locations 2,780 5.6% modal connections that accommodate all local commuting patterns. Total 49,933 100.0% SECTION 7: COMMUTING AND MOBILITY PATTERNS 59

Figure 20. LEHD Zip Code Map for Inbound Workers Getting to Campus

In addition to Census findings that deal specifically with commuters living, and possibly working within the study areas, the 2008 UIC campus commuter survey 60202 offers insights into the commuting and mobility patterns of UIC campus users. The survey, which received 2,785 responses from UIC faculty, students, and staff, found

60626 the average commute for the UIC population to be approximately 15 miles. While ¨¦§90 60645 it is more than common for commuters to use multiple transportation modes in

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C U 60613 D different campus arrival experiences, Figure 21 shows the mode share for all campus 60641 60618 60634 arrivals for each UIC subgroup. 60657 9¨¦§0/94 The urban character and overall connectedness of the campus paves the way for the 60707 60614 ¨¦§290 60639 60647 use of alternative modes of transportation , with 70% of the surveyed population arriving on campus either by walking (11.6%), biking (5.2%), or using some form of 60651 60622 60642 60610 60302 transit (52.8%). Moreover, only 25.5% of the surveyed population arrived on campus 60611 by driving alone, a rate much lower than any of the Census figures shown in Figure 20. 60644 60624 60612 60607 UIC ¨¦§88 ¨¦§290 60304 60130 60605

60623 60616 Figure 20. Modal Comparison Chart for Core Study Area Residents 60608

60402 60804 100% 4.8% 6.6% 5.6% 5.8% 90% 6.9% 60653 10.0% 9.5% 9.0% 60632 60609 4.0% 3.1% Other 80% 5.8% 60525 18.8% 60615 12.5% 55 ¨¦§ 17.7% 70% Carpool ¨¦§294 60638 26.6% 60637 60% 60629 60636 ¨¦§90 29.1% Walked 50% ¨¦§55 60649

Mode Share 40% 60652 Public Transit ¨¦§94 60619 69.6% 60620 30% 63.1% 50.9% Drove Alone Number of Incoming Workers 20% 40.3% (Top 50 Zip Codes) 60453 10% 238 - 327 City of Chicago ¨¦§90 60643 328 - 417 0% CTA Rail §57 418 - 596 ¨¦ Core Study Area Chicago Cook County CMAP Region Metra Rail 597 - 810 60617

811 - 949 [ 60628 0 2.5 5 Miles 60 UIC Multimodal Transportation Plan - Existing Conditions

Figure 21. Mode of Arrival chartMode of Campus Arrival Figure 21 also shows that mode share varies depending on the role of the survey respondent and how they use the campus. Full-time students are by far the most likely 100% to use some form of transit (66%) or walk to campus (14%), while they are also the least 90% Riding a Metra train likely group to arrive by car (12% SOV, 2% carpool). Even though overall transit use is 80% Riding the Campus high across the other groups (44-45%), approximately one-third of all part-time students, Shuttles 70% faculty and staff drive alone to campus. The divergence between UIC subgroups is likely Carpooling rooted in the fact that more than 35% of the full-time student population lives between 2 60% Biking and 5 miles from campus. This is a commuting distance that, when supplemented by the 50% array of available transportation options within that area, makes public transit, walking, Walking 40% and biking much more attractive. The survey also found that 38% of all faculty and staff ShareMode Riding a PACE or reside in zipcodes, both in Chicago and outside of the city, where transit accessibility is 30% CTA bus considered to be either good or excellent. Part-time students and other non-traditional 20% Driving alone campus users such as adjunct faculty are more likely to arrive via single occupancy vehicle. 10% Riding a CTA train (the “El”) 0% Mobility / Getting Around Full-time Part-time Faculty Staff Total Student Student The analysis of commuting patterns helps to understand connectivity to the rest of the city and region, provides insight into travel tendencies, and helps to identify The tenets of this goal are summed up by the concept of ‘Complete Streets,’ which opportunities for network improvements. It also helps to shed light on the different levels represents a collection of tools and ideas focusing on designing roadways that consider of strain placed on the regional transportation network. For the transportation network and serve all users including motor vehicles, bicycles, pedestrians, and transit riders. specific to UIC and its surrounding communities, it is necessary to assess the perceived While sidewalks are prevalent throughout the study areas and many of the roadways have and actual safety and convenience of this small, well-connected portion of the regional existing or planned bike facilities, safety concerns for all road users persist and are often network. concentrated at intersections and busy crossings involving multiple modes. Intersections Traffic Safety are formally defined as junctions of streets where motor vehicles, bicyclists, pedestrians, and transit vehicles all share the public right-of-way. Because of this, they are also often The city street network offers the UIC campus and surrounding community many points of conflict between modes, representing a challenge for the UIC campus, with its conveniences, but due to congestion and the fact that roadways have historically been many busy and varied intersections. To accommodate all modes, these shared urban designed specifically to accommodate a wide range of motor vehicles, there are real safety spaces must be evaluated for safety and designed in a manner that takes into account concerns both for drivers and other users. Some travelers overcome issues of safety and varying travel volumes and land-use context, in this case an urban campus and medical comfort in order to get around as a pedestrian or on bicycle, while some users avoid these district, in order to minimize conflict between modes and ensure the safety of all users. modes due to safety concerns. With the goal of integrating these various modes into a cohesive network accommodating all types of road users, safety is a critical concern. v®

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As part of the 2010 UIC Campus Master Plan, the University community along with Figure 24 identifies where crashes involving bicyclists and/or pedestrians were the most transportation consultants from KLOA, Inc. identified a series of conflict areas at concentrated. The map also includes the aforementioned conflict areas. While the conflict intersections and mid-block crossings across the campuses. Many of the issues cited areas that the UIC Master Plan identified were based on an array of safety, comfort, and were related to the lack of clear and visible signage for pedestrians, poor continuity usage considerations, they are nonetheless mostly supported by this safety-focused between vehicular and pedestrian-oriented traffic signals, and an inability of certain analysis, with the most dense clusters of reported crashes occurring at many of the areas to accommodate vehicular and pedestrian volumes past a certain threshold. Figure previously mentioned conflict areas, including the intersection at Roosevelt and Halsted 22 shows these areas, and illustrates their concentration at or near major intersections, and along Harrison and Taylor Street between the East and West campuses. such the Roosevelt Road/Halsted Street and Harrison St/Ashland Avenue intersections. As indicated in Figure 24, there are a number of dangerous intersections and mid- In addition to these and other signalized intersections, the study also identified issues block areas that are not within the physical campus, but play a critical role in the local at many non-signalized mid-block crossings. These are often areas between common circulation network. These include the stretch of Roosevelt Road between campuses, destinations where convenient signalized crossings are not available. An example of the portion of Halsted Street south of Madison Street, and the three intersections at the this type of conflict is the area along Harrison Street that connects the East campus to confluence of Ogden, Damen, and Harrison, a very busy area immediately adjacent to the the CTA’s UIC-Halsted rail station, and specifically the Peoria Street entrance, which many IMD facilities. experiences the highest volume of daily rail ridership of all Blue Line stations serving the campus area. In addition to the areas identified in 2010, the UIC Office of Sustainability conducted a Figure 23. Crash Data Chart qualitative survey of the UIC community in order to identify conflicts affecting the quality and safety of the bike facilities and overall bike experience across campus in 2012. The 100% survey responses were then coded to represent the specific type of conflict and whether 60 64 58 it was an issue with the on-road bike facility or was more circumstantial, such as in areas where safety concerns arose due to high volumes of pedestrians, bicyclists, and/or motor 96% vehicles. Again, the highest concentrations of conflicts are around the major intersections 127 109 111 of Halsted/Roosevelt, Halsted/Harrison, and at mid-block crossings and intersections along portions of Harrison Street and Taylor Street on both sides of campus. As an 92% Bike example, the areas along Taylor Street were cited due to the high volumes of pedestrians, cars, and bicyclists that compete for space along the narrow right-of-way even though Pedestrian there are clear road marking for all users. 88% Auto 2255 2219 While the identification of these conflict areas was based primarily on public input, a 2211 review of reported street accident data (not including highways) from 2009-2011 for 84% motor vehicles, pedestrians, and bicycles, solidifies many of the safety concerns that were brought forward. Taking into consideration only the reported crashes within a 1/2-mile radius around the UIC campus, Figure 23 shows that over this three year span, the total 80% number and type of crashes remained fairly constant, ranging from a low of 2,388 in 2011 to 2009 2010 2011 2,428 in 2010. In this time, 7.3% of all crashes reported within this area involved a bicyclist, a pedestrian, or both. This number is similar to (though slightly higher than) data from the City of Chicago, which over the same period of time saw bicyclists and pedestrians account for 6.7% of all reported crashes. SECTION 7: COMMUTING AND MOBILITY PATTERNS 63

Figure 24. Crash Density Map

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Section 8 Land use and development This section describes the existing land use and development conditions within the core study area and the UIC campus, focusing specifically on types of uses and the built environment. The information in this section has been obtained from CMAP’s Geographic Information System (GIS) database and a visual assessment of the community undertaken by the project team.

Key Findings

• Institutional land uses make up the largest portion of uses within the core study area. Over forty percent of land in the core study area contains an institutional use with the UIC campus and IMD as the primary land owners. While the UIC campus is the distinctive institutional land use in the eastern portion of the core study area, on the west side, UIC academic facilities and the four hospitals within the IMD are closely integrated spatially and through common activities. • UIC has developed as a commuter school, providing only a small amount of on-campus student housing. Student housing facilities on the East side, West side, and South campus provide housing for 3,800 undergraduate, graduate, and professional students, or 13.6% of the student population as of fall 2012. • Surface parking and parking facilities make up approximately 15% of lands designated as institutional, or 6% of all developed land in the core study area. While capacity is similar for East and West Campus facilities, facilities on the East Campus operate at lower utilization rates compared the West Campus. This is likely due to the presence of large parking facilities on the East Campus, which are designed to accommodate special events, resulting in empty lots when no events are scheduled. • Commercial and mixed-use developments make up 15.7% of land in the core study area. Traditional mixed use retail corridors along Taylor Street (Little Italy) and Halsted Street (Greek Town) are complimented by recent developments on the South Campus and along Roosevelt Road. These areas provide a range of retail and entertainment destinations, including small- scale retail and restaurants on Taylor and Halsted Street and big box retail on Roosevelt Road. 66 UIC Multimodal Transportation Plan - Existing Conditions

Land Use Classification Institutional Table 12 is a breakdown of land use categories within the core study area and the total acreage associated with each use. It is important to note that the table only includes Parcels designated as an institutional use primarily serve as religious, governmental, land within parcels and does not include any land associated with road right-of- educational, social or healthcare facilities. Representing 40% of overall land use within ways (approximately 513 acres). Therefore, the overall acreage of the core study area the core study area, land designated as institutional consists primarily of those developed (approximately 1,732 acres including road right-of-ways), is larger than the total parcel and utilized by the UIC campus and Illinois Medical District. Outside of the UIC campus acreage reported in the table. and IMD, which are discussed in greater detail below, primary and secondary education facilities make up the largest proportion of overall institutional land use within the core The UIC campus and Illinois Medical District constitute the majority of developed land in study area. There are currently 16 schools (Figure 25) within the core study area, with the core study area. For the purpose of this assessment it is essential to identify patterns 5 private schools and 11 public schools. St. Ignatius (1,324 students), John M. Smyth in the ways that these institutions have developed and currently utilize their lands. Of Elementary School (625), and the Galileo Scholastic Academy of Math and Science (618) course, outside of these institutions the core study area is made up of many uses. The are the three largest schools located in close proximity to the UIC campus. In particular, aggregate of all core study area land uses and its built environment impact the ways St. Ignatius and John M. Smyth Elementary are adjacent to the East and South campuses that UIC students, IMD patients and workers, and neighborhood residents and visitors and are both located on large parcels near and along key paths leading to and from the UIC interact with the space, and most importantly how they choose to navigate through the campus. area. To get a sense of this, the spatial distribution of land uses throughout the core study While the UIC campus area is classified as a single institutional use in Figure 25, the area is shown in Figure 25 along with the outline of the Illinois Medical District. campus has developed to provide a wide range of amenities and services for the UIC Table 12. Land Use Classification Breakdown community. At ground level, the campus is made up of a network of open spaces and Land Use Classification Core Study Area recreational facilities, student housing, and a number of retail and entertainment developments. Likewise, the IMD is made up of four major hospitals as well as a wide Acreage Percentage array of medical research and treatment centers affiliated with UIC and the local Institutional 494.8 40.6% hospitals. Figure 26 provides a more detailed breakdown of the types of uses and Multi-Family Residential 148.7 12.2% amenities found throughout the UIC campus and IMD. Mixed-Use 122.6 10.1% Student housing developments have been constructed on both sides of the campus, Industrial 109.5 9.0% changing its original commuter-oriented character. While there is not a large supply of Vacant 73.4 6.0% on-campus student housing, the campus does have facilities to house approximately 3,800 students. Student housing facilities on the East, South, and West portions of Commercial 67.9 5.6% campus are shown in Figure 26. Each residence hall is embedded within the campus area, Single Family Residential 65.0 5.3% with the South campus facilities housing the most students (1,520), followed by the East Construction 53.1 4.4% (1,335), and finally the West (945). South campus residence halls have been formed as part Open Space 49.7 4.1% of recent mixed-use developments along Halsted Street south of Roosevelt Road that Transportation & Utilities 34.5 2.8% feature first floor retail and student residences on the floors above. Residence facilities on the East and South campuses are more traditional in that they are single use facilities Total Parcel Acreage 1,219.2 100.0% surrounded by other campus-related uses.

SECTION 8: LAND USE AND DEVELOPMENT 67 T

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Figure 26 also highlights the green space and recreational facilities located throughout Residential campus. The significant open space at northeast corner of the East campus has been Residential uses represent the second largest land use in the core study area, accounting identified as an area for future development within the 2010 Campus Master Plan. The for 17.5% of overall land use. These residential uses are concentrated in the areas between open spaces and the buildings classified as ‘Services/Recreation’ are activity centers the East and West campuses, and primarily consist of detached 2-4 story buildings. Three that accommodate high volumes of campus pedestrians. In addition to these buildings times as much land is designated for multi-family uses as for single-family use. In addition and campus areas, special events facilities on the East Campus (the UIC Pavilion and to these types of residential buildings, there are also newer residential complexes along UIC Forum) host events specific to the UIC campus as well as those geared toward the Ashland Avenue on the eastern edge of the West campus. These developments range from general public, including concerts, conferences, and sporting events. The UIC Pavilion, 2-3 story connected townhouses to large 12 story apartment buildings. highlighted in Figure 26, is the largest on campus venue, and its 9,500-person seating capacity makes it one of the largest venues in the City of Chicago. The UIC Pavilion has multiple parking facilities in close proximity to it; these lots are often only utilized during special events, but they are supplemented by an extensive network of surface and structure parking facilities located throughout the UIC campus and IMD. Again, Figure 26 locates these facilities to provide a sense of the scale of on- campus parking and to identify points of vehicular concentration and potential conflict with other modes. A detailed assessment of UIC-specific parking facilities will be covered later in this analysis. The 560-acre Illinois Medical District is officially bound by Ashland Avenue on the east, Congress Parkway on the north, Oakley Avenue on the west, and the land surrounding railroad right-of-way between 14th and 15th Streets (Figure 25). The District is made up of four major hospitals, as well as a wide array of medical research and treatment centers affiliated with UIC and the local hospitals (Figure 26). The IMD is managed by the IMD Commission, which is tasked with the long term development of the IMD Development Area. This area consists of many IMD-owned parcels and buildings as well as 10-acres of vacant land located just south of the UIC campus and IMD (Figure 25). These lands are reportedly targeted for IMD expansion, though plans for the area have not been developed or made public as of September 2013. v®

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SECTION 8: LAND USE AND DEVELOPMENT 69

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Commercial and Mixed Use In addition to the retail and entertainment establishments found on the UIC campus, These commercial corridors are typified by a mix of uses within each building. In both the surrounding community has a number of distinctive centers of commercial, areas, restaurants, specialty shops, offices and other commercial services are most often entertainment, and hospitality activities that account for 5.6% of land within the core located on the ground floor of low to mid-rise buildings with residential uses on the floors study area. These areas include the traditional ethnic neighborhoods of Little Italy, above. Additionally, as mentioned earlier, the mixed-use developments along Halsted with establishments along Taylor Street between East and West campus, and the city’s Street on UIC’s South Campus contribute to the retail and personal services offered in the Greektown neighborhood encompassing the area around Halsted Street immediately core study area north of the expressway (Figure 25). Outside of these popular and active corridors, there has been substantial commercial development east of I-90/94 along Roosevelt Road. In contrast to the small-scale and pedestrian-oriented character of Little Italy and Greektown, this area is home to new large-scale developments that include ‘big box’ retail establishments, large grocery stores, and other popular destinations. Additionally, the IMD has plans for extensive mixed use, retail and housing within its boundaries. Open Space Aside from UIC’s network of open spaces and recreational fields, only 4.1% of overall land use in the core study area is made up of open space and parks. Arrigo Park is the largest of the three city parks in the area, halfway between the two sides of campus. Sheridan Park and Garibaldi Park are located much closer to the East and West campus respectively. In total, these three parks located in the Little Italy neighborhood between the campuses represent 43% of all open space within the core study area. Parking As was shown in Figure 26, the UIC campus and IMD contain a significant amount of surface and structured parking facilities. The UIC campus has nearly 12,000 parking spaces spread between 39 surface parking lots and five multi-story parking garages. As part of the Facilities Management Department, which employs more than 1,000 individuals, Campus Parking Services maintains and manages each of the 46 parking facilities, which account for approximately 15% of land throughout the UIC campus (Table 13). Different facilities are intended to serve different user groups, such as students, faculty, staff, and visitors. These facilities have different forms of access and pay methods and are shown in Figure 27. v®

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SECTION 8: LAND USE AND DEVELOPMENT 71

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The vast majority of UIC parking spaces are made available to both UIC permit holders, such as faculty, student, and staff, as well as visitors to the campus and Illinois Medical District. Not including the lots that allow for visitor and permit card access, 30% of all Table 14. Cost of Campus Parking Permits, 2012-13 spaces are dedicated to permit holders only, with less than 3% of remaining spaces (286 Evenings Only spaces) reserved for daily visitors or in short-term metered areas lots. Access to parking Permit Term Cost permits and spaces for visitors is offered on a first-come, first-served basis. Permit (3 PM to 8 AM) holders are assigned a specific lot on campus that they are limited to, and have the ability Annual Rate $893 $599 to pay for a reserved space. The standard cost of parking for permit holders and the time- Fall / Spring Only $694 $466 based variable rates for campus visitors are listed below (Tables 14 and 15). Excluding Single Semester $347 $233 events hosted at the UIC Pavilion which can charge $10-20 for parking, the daily parking Summer Session $199 $130 rates for visitors do not exceed $13.00. Parking on the East Campus is highly concentrated in three areas, each of which are Table 15. Parking Rates, 2012-13 (non-permit holders) surrounded by roads and pathways that experience heavy traffic involving all modes. The five parking facilities along Harrison Street between Halsted and Racine are accessible Time Variable Rates from the adjacent Eisenhower Expressway and provide convenient access to the major 0-0.5 hours $4.50 campus facilities such as the UIC Pavilion, University Hall, and the Behavioral Sciences 0.5 – 1.5 hours $6.50 Building. These facilities highlight the importance of this area as a gateway and node 1.5 – 2.5 hours $8.50 of heavy activity and traffic on the East Campus; they also exacerbate safety issues for people crossing Harrison Street. Likewise, the large parking garage on Halsted Street 2.5 – 3.5 hours $10.00 and the 800-space surface lot at the intersection of Taylor and Morgan Street contribute 3.5 – 4.5 hours $11.00 to safety concerns. Within the 2010 UIC Campus Master Plan these critical pedestrian 4.5+ hours $13.00 access points were identified as dangerous and for creating conflict between modes. The Master Plan also calls for moving away from surface parking and more toward structured parking. In terms of existing capacity, UIC Campus Parking Services estimates that during times of peak parking demand, 7,528 total parking spaces are being utilized, which translates to 63% of total capacity across campuses. Further, at peak times, 83% of total parking capacity is utilized on the West Campus, while only 48% of the combined capacity for the East and South Campus facilities is utilized. This discrepancy can be partially explained by the presence of facilities geared toward accommodating parking for major events at the East Campus’s UIC Pavilion. These facilities that account for 21% of East and South Campus parking, are heavily utilized during events, and remain relatively unused otherwise. SECTION 8: LAND USE AND DEVELOPMENT 73

The 2010 UIC Master Plan forecasts that, if mode share remains consistent and parking In a survey of municipal parking garages, CMAP found that the average cost of a remains priced as is, peak demand on the East and South campuses will increase to 5,120 space in a parking structure is approximately $30,0007. Using this figure, building spaces over the next 30 years, a 55% increase that is well within the existing capacity. parking garages on the West Campus to accommodate the projected increase would In contrast, likely due to the projected growth of the UIC and other affiliated medical cost over $210 million, but economies of scale would make this number smaller if facilities on the West Campus and Illinois Medical District, peak demand at West Campus the garages were quite large. The proposed Ashland BRT is expected to significantly facilities is projected to increase 66% to 7,028 spaces, beyond its existing capacity. increase transit access to the area, which would reduce the parking needs of West Since the West Campus is already approaching its existing capacity, travel demand Campus. management will likely be necessary to encourage the use of the other modes that service the area, or a significant investment in parking infrastructure will be needed to accommodate the additional demand.

7. CMAP, 2012. “Parking Strategies to Support Livable Communities.” Online; http://1.usa.gov/CMAP_Parking. 74 UIC Multimodal Transportation Plan - Existing Conditions SECTION 9: LOOKING FORWARD 75

Section 9 Looking forward

The goal of a Multimodal Transportation Plan for the UIC campus is to improve the safety and ease of access for pedestrians, cyclists, and users of all transit modes around UIC, including people with disabilities. The transportation options available at the University of Illinois at Chicago are extensive, and the area has higher than average transit usage and alternative transportation mode share. Nonetheless, the campus can benefit from specific improvements, and removing barriers and improving campus conditions can increase transit use and mode share numbers and help UIC achieve future sustainability goals.

Creating a universally accessible campus for users of all modes offers many benefits. In addition to providing a safer and more enjoyable environment for all users, an improved multimodal transportation system can reduce reliance on personal vehicles for faculty and staff. This enables them to save money on commuting (if their alternative mode is less expensive than driving), and it also saves the university money on land acquisition and parking construction. A single space in a parking structure costs between $20,000 and $30,000, and large surface lots reduce the area’s walkability and safety, while reducing the area that could be used for instructional facilities and other buildings. As reported in the UIC Climate Action Plan, increasing the active transportation mode share by 30% would reduce UIC’s carbon footprint by more than 18%. Younger generations often prefer to live on campuses with multiple transportation options, and may use this in deciding which school to attend. For students who are able to take advantage of life on campus without a car, they often carry multi-modal transit habits with them and promote sustainable travel after they leave the university. 76 UIC Multimodal Transportation Plan - Existing Conditions

Based on the data and information gathered for this Existing Conditions Report, the Multimodal Transportation Plan will serve as an opportunity to create a more accessible UIC campus. The priority issues to be addressed by this plan have been drawn from an analysis of data; other plans, particularly the Campus Master Plan; and extensive qualitative input via surveys, public workshops, and interviews. The priority issues include: Walking / Navigating Campus • Unsafe conditions for pedestrians at a number of intersections and mid-block street crossings, such as points along Harrison Street, Halsted Street, Taylor Street, Damen Avenue, and Roosevelt Road. • An underdeveloped wayfinding system that hinders easy navigation on campus. • An interrupted street grid that may impede walkability. • Poor surface conditions of campus walkways and paths, including flooding and drainage issues and a lack of ADA-compliant design. Bicycling There are some aspects of safety that cannot fully be addressed in a transportation plan; while certain pedestrian enhancements can improve safety, a full analysis of crime • Poor east-west campus connectivity of local bicycle routes. is outside of the scope of this project. These issues affect a person’s mode choice— • Bike lanes that feel unsafe and prevent people from using them and streets that especially if his or her hours leaving or arriving on campus fall in the middle of the night. would benefit greatly from improved bicycle facilities. UIC should coordinate with UIC campus police and local Chicago police to address safety issues that do not relate directly to transportation. • A shortage of secure bicycle parking. Coordination with local agencies, such as CDOT and CTA, will be critical to improving Driving the overall experience of the various active transportation modes available on campus. • Higher rates of single-occupancy driving by campus staff and part-time students. Future efforts for developing this plan will include qualitative surveys, interviews, and focus groups and will build upon the information collected to date, with the goal • Economics cues that encourage driving over other choices. of developing a comprehensive and thorough plan to address the needs of UIC for Campus Shuttle promoting access, mobility, and safety for people using all modes. • General lack of awareness about the shuttle service • The routes, stops, and schedules do not fully meet the needs of intended users Other • Limited housing options for UIC and IMD employees and students within walking and biking distance of campus. • Reduced CTA service on the weekends limits the ability to rely on transit. SECTION 9: LOOKING FORWARD 77 233 South Wacker Drive, Suite 800 Chicago, IL 60606 312 454 0400 [email protected] www.cmap.illinois.gov