Existing Conditions Report

VILLAGE OF PARK FOREST BICYCLE AND PEDESTRIAN PLAN EXISTING CONDITIONS REPORT DRAFT Funding Acknowledgement 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. Park Forest and CMAP would like to thank these funders for their support for this project.

Cover photo provided by CMAP staff.

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. See www.cmap.illinois. gov for more information. Village of Park Forest Bicycle and Pedestrian Plan Existing Conditions Report

August 2014 DRAFT Photo by CMAP Staff. Table of Contents

SECTION 1: INTRODUCTION 1

SECTION 2: PREVIOUS PLANS, STUDIES, AND REPORTS 9

SECTION 3: COMMUNITY OUTREACH 19

SECTION 4: COMMUNITY CONTEXT AND TRAVEL BEHAVIOR 23

SECTION 5: TRANSPORTATION INFRASTRUCTURE 39

SECTION 6: Planned and Programmed Roadway Improvements 67

SECTION 7: LOOKING FORWARD 71 Photo by CMAP Staff. Sidewalk dining. Photo credit: CMAP. INTRODUCTION 1

Section 1 Introduction In May of 2014, the Village of Park Forest and the Chicago Metropolitan Agency for Planning held the initial Steering Committee to launch the development of a Bicycle and Pedestrian Plan. The need for such a plan was identified in the 2012 Sustainability Plan. 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 active transportation needs and challenges for Park Forest, it is important to understand what is happening on the ground and what the ideal goals for non- motorized transportation are. When combined with thorough qualitative outreach, the findings in this existing conditions report will help the shape the final plan recommendations.

This report details the findings of the research, data gathered, and interviews conducted over a three-month period. The Existing Conditions Report is organized in the following sections: • Section 1: Introduction and Regional Context • Section 2: Previous Plans, Studies, and Reports • Section 3: Community Outreach • Section 4: Community Context and Travel Behavior • Section 5: Transportation Infrastructure • Section 6: Planned and Programmed Roadway Improvements • Section 8: Looking Forward 2 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT

1.1 Purpose of a Bicycle & 1.2 Goals & Objectives The goals and objectives for this plan have evolved primarily out Pedestrian Plan of the Sustainability Plan of 2012. The main goal of the Bicycle and The Bicycle and Pedestrian Plan for Park Forest will continue to Pedestrian Plan is to develop a comprehensive non-motorized move the Village forward in its sustainability goals by identifying transportation network that will serve the needs of all Park concrete actions that the Village can take to improve and enhance Forest residents, allowing for safe travel at all ages, connecting active transportation networks, creating safe and enjoyable neighborhoods to jobs, shopping, regional bikeways, cultural bicycle and pedestrian routes and encouraging sustainable local facilities, recreational amenities and activity areas. transportation. Specifically, this plan will seek to increase bicycling, The objectives are to create a bicycle routes plan that establishes walking and transit use, improve traffic safety, enhance local criteria for new bike lanes and trailways, identify programs to businesses and foster a healthier, more environmentally friendly encourage more walking and biking, explore bicycle parking community. requirements for new developments, and to reduce crashes and improve safety throughout the community.

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1.3 Planning process and next steps The planning process to create the Bicycle and Pedestrian Plan As indicated in Figure 1.2, phases one and two of the project involve includes multiple steps that will last approximately 8 months. a thorough analysis of the existing conditions within the community The process has been designed to include input from residents, using information gathered through stakeholder interviews, teachers, bicyclists, pedestrians, people with disabilities, and steering committee meetings, review of previous studies, and business owners. In March of 2014, CMAP staff and staff from the collection of maps and data. The results of these steps are presented Village of Park Forest developed a Scope of Work for the project. The in this report. Phase three of this process will be to draft the plan and scope of work sets program tasks, a timeline for the program, and identify key steps for implementation, and the final phase will be to recommends participation by a steering committee to assist CMAP review and adopt the plan. 1.3 Planning process and next steps staff in developing the final plan and recommendations.

Figure 1.2. Project Timeline

PARK FOREST BIKE-PED PLAN TIMELINE ● Meeting Ongoing Outreach 2014 Phase Task May June July August September October November December Task Ia: Steering Committee Meeting ● Phase I: Task Ib: Key Person Interviews ● Community Visioning Task Ic: Project Website Task IIa: Review Existing Documents and Plans Phase II: Task IIb: Draft Existing Conditions Report Existing Conditions Report Task IIc: Steering Committee Meeting ● Task IIIa: Public Outreach Meeting ● Phase III: Task IIIb: Draft the Plan Draft Plan Task IIIc: Steering Committee Meeting ● Task IVa: Public Open House ● Phase IV: Task IVb: Adoption Meetings ● ● Review and Adopt Plan Task IVc: Final Document INTRODUCTION 5

The Village purchased the vacant mall in 1995 with the intention 1.4 Regional Context to turn it into a more traditional, mixed-use downtown. After the creation and adoption of a DownTown Master Plan in 1997, the History of Park Forest Village moved quickly to make the plan a reality, with major activities The Village of Park Forest, incorporated on February 1, 1949, was including: designed by Philip Klutznick and American Community Builders as • Construction of Main Street to connect Orchard Drive with one of the largest planned communities in the country (second only Western Avenue; to Levittown, New York). Park Forest was intended to accommodate veterans returning home from World War II. The Village was • Renovation of storefronts in a traditional style; planned cohesively with both automobiles and pedestrians in • Creation of a Village green; mind. Neighborhoods were organized around open space, schools, • Reduction of the overall amount of commercial space; and churches, and commercial nodes to ensure that residents could easily meet their daily needs on foot. • Increase in the number of housing units and density near DownTown. (source: DownTown Plan) Park Forest was also home to one of the nation’s first regional shopping malls, known as Park Forest Plaza. The mall was developed Park Forest is also well known for its diverse housing stock. in the early 1950s by the Klutznick and Manilow families, and was a The majority of Park Forest’s housing was built between its successful commercial enterprise in the Village for 25 years. Anchors incorporation and 1960; this era primarily included the creation of included Sears, Goldblatt’s, and Marshall Fields. However, Park ranch-style single-family homes and townhomes. Higher density Forest Plaza encountered tough competition when Lincoln Mall housing was located near Park Forest Plaza. Although most of opened in 1973 at a major intersection off the highway in neighboring the townhomes were originally rental properties, in the 1960s, Matteson. Park Forest Plaza’s central location in the heart of the nearly 2,000 of those units were converted to owner-occupied, community was ideal from a local planning perspective, but its cooperative housing. The cooperative developments are one of the lack of proximity to major highways and arterial streets resulted in defining characteristics of the Village today. In addition, as part reduced visibility and, therefore, reduced patronage. The Plaza soon of the redevelopment of DownTown, 65 new single-family homes fell into disrepair. were built adjacent to DownTown in what is called Legacy Square. These homes are more modern in appearance than the vernacular architecture, and also offer slightly larger footprints than the smaller, post-war homes that comprise the majority of the Village’s housing stock. While pedestrian planning has always been a part of the history of Park Forest, more recently the Village has taken an active role in planning for bicycling in the Village, with new on-street bicycle lanes installed in 2013. The Village is also connected to two major regional greenway trails: the Old Plank Trail from the west and Thorn Creek Trail to the east of the Village. 6 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

1.5 Regional Setting 1.6 Park Forest and GO TO Park Forest lies on the southern edge of the Chicago metropolitan area, approximately 35 miles south of the Chicago loop, and is 2040 situated in southern Cook County and northern Will County. The The Chicago Metropolitan Agency for Planning is the official regional Village is bordered by Olympia Fields to the north, Chicago Heights planning organization for the northeastern Illinois counties of Cook, to the east, University Park to the south, and Richton Park and DuPage, Kane, Kendall, Lake, McHenry, and Will. CMAP developed Matteson to the west. There are also unincorporated lands around and now guides the implementation of GO TO 2040, metropolitan the Village’s boundary (Figure 1.3). Chicago’s first comprehensive regional plan in more than 100 years. Park Forest is located about five miles east of Interstate 57, adjacent To address anticipated population growth of more than 2 million to commuter rail. U.S. Highway 30 (Lincoln Highway) runs along new residents, GO TO 2040 establishes coordinated strategies that the northern boundary of Park Forest and links the Village with help the region’s 284 communities address transportation, housing, I-57 as well as Chicago Heights, Matteson, and Olympia Fields. The economic development, open space, the environment, and other Metra Electric District line runs to the west of Park Forest, with the quality-of-life issues. The plan contains 4 themes and 12 major 211th Street station located within the Village and the Matteson and recommendation areas: Richton Park stations just outside of its boundary. Livable Communities Preliminary regional forecasts performed by CMAP indicate that 1. Achieve Greater Livability through Land Use and Housing Park Forest is projected to grow by approximately 30 percent by 2. Manage and Conserve Water and Energy Resources 2040.1 By contrast, Park Forest’s neighbors are projected to grow exponentially: University Park by 324 percent, Richton Park by 84 3. Expand and Improve Parks and Open Space percent, Crete by 167 percent, and Matteson by 90 percent.2 This 4. Promote Sustainable Local Food reflects the fact that the majority of land in Park Forest is currently Human Capital developed and will be unable to accommodate the kind of population growth occurring in adjacent communities. However, the Village can 5. Improve Education and Workforce Development capitalize on development opportunities that come its way via the 6. Support Economic Innovation subregion’s influx of population. Efficient Governance There are commercial and retail locations in town that serve 7. Reform State and Local Tax Policy some of the needs of residents, such as within DownTown, along Western Avenue, in the business park, and in nodal locations within 8. Improve Access to Information residential neighborhoods. However, the Village has experienced 9. Pursue Coordinated Investments high vacancy rates among these properties, with about 38 percent of all commercial properties standing vacant. This has led many Regional Mobility residents to shop in neighboring communities like Olympia Fields 10. Invest Strategically in Transportation and Matteson, increasing residents’ dependence on automobiles for 11. Increase Commitment to Public Transit accomplishing daily errands or tasks. 12. Create a More Efficient Freight Network GO TO 2040’s recommendations in the Livable Communities chapter stress the need for mobility options that include improvements to support walking and bicycling as safe and efficient transportation modes, as well as viable connections to transit options. The Park Forest Bicycle and Pedestrian Plan will help to implement the recommendations of GO TO 2040.

1. CMAP Preliminary Regional Analysis, 2014. 2. Ibid. I2 I2

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Chicago Metropolitan Agency for Planning, 2014. Photo by CMAP Staff. Sidewalk dining. Photo credit: CMAP. PREVIOUS PLANS, STUDIES, AND REPORTS 9

Section 2 Previous Plans, Studies, and Reports

This section provides a summary and analysis of existing Village plans, studies, and reports that will likely inform and impact the ultimate recommendation of the Bicycle and Pedestrian Plan. The documents have been reviewed to build upon current or relevant findings and plans. Previously completed plans, studies, and reports reviewed in this section include:

• Village of Park Forest Going Green Sustainability Plan • Strategic Plan for Land Use and Economic Development • DownTown Master Plan and Update • 211th Street Metra Station Transit Oriented Development (TOD) Study • Development Regulations • Village Budget and Capital Improvement Plan

2.1 Key findings The following are key conclusions regarding the recommendations • CMAP is currently working with the Village to update their of existing plans, studies and reports that help guide the Village. development regulations. The development regulations are being Moving forward in the planning process, these key findings will updated in order to better align the Village’s zoning and subdivision help shape and inform the bicycle and pedestrian master plan ordinances with the Sustainability Plan, other recent planning recommendations. documents, and current land use practices. As the Bicycle and Pedestrian Plan is being created, staff will make sure that both • The Village of Park Forest has a history of creating long-range documents support each other’s recommendations. planning documents that have been used successfully to help guide growth and redevelopment. • RTA’s 211th St. Station Transit Oriented Development Plan called for further analysis of pedestrian access to the station, which the • The Village supports green initiatives as shown by their adopted RTA will be working on in conjunction with the efforts of this Bicycle “Going Green Sustainability Plan.” Many relevant recommendations and Pedestrian Plan. that are included in that plan will be carried forward in the final Bicycle and Pedestrian Plan. The Sustainability Plan includes a recommended bicycle route map that will be used as the starting point for this plan. 10 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

2.2 Going Green Sustainability Plan Prepared by the Village of Park Forest with assistance from CMAP http://bit.ly/PFGrowingGreen Five key themes were identified as overarching categories: Planning and Design, Natural Systems, Energy and Climate, Economic The Village’s Going Green Sustainability Plan was created with Development, and Equity & Social. The first three themes relate assistance from CMAP. The Plan was adopted in 2012 and won most directly to the environment, Economic Development relates awards from the Illinois Chapter of the American Planning most directly to the economy, and Equity & Social relates most Association and the Congress for the New Urbanism in 2013. directly to providing access to opportunity for residents of the The Village sought a more cogent strategy for decision-making to Village. Subtopics to be addressed within these major themes are: strengthen its sustainability. The Sustainability Plan fulfills that role by: Planning and Design Economic Development A. Development Patterns A. Green Economy 1. Providing a road map for improving environmental, economic, and social conditions related to sustainability. B. Transportation & Mobility B. Local Food Systems 2. Bringing together existing initiatives and conditions as a baseline C. Municipal Policies and Practices for developing strategies and recommendations. Natural Systems 3. Raising awareness about sustainability in the community at large A. Open Space & Ecosystems Equity & Social and encouraging stakeholders to be involved. B. Waste A. Education 4. Guiding government officials in decision-making. C. Water B. Community Health and Wellness 5. Helping to shape the Village’s sustainability-related identity and C. Housing Diversity provide justification for related grants and awards. Energy and Climate D. Arts and Culture The Sustainability Plan builds on past efforts and was developed A. Energy to create a plan for residents of the Village to enjoy a high quality B. Greenhouse Gases of life for decades to come. From energy use to development patterns to “green” jobs, the plan covers topics related to the “3 Park Forest’s Sustainability Plan includes: E’s” – environment, economy, and equity. Planning for the document • A sustainability assessment to establish baseline conditions and began with an inclusive, goal-setting process that engaged residents, compile existing programs and initiatives. business owners, and other community stakeholders, and then • A series of goals, indicators, and strategies for each subtopic area applied quantitative measures to key topic areas to track progress as the plan for moving forward. toward those community goals. With a focus on implementation strategies, the Park Forest Sustainability Plan is being used to assist • A detailed implementation strategy. the Village in maintaining its quality of life for future generations. • Monitoring and reporting guidelines to ensure that the goals of the Plan are realized. PREVIOUS PLANS, STUDIES, AND REPORTS 11

Implications for the Bicycle and Pedestrian Plan The Village should move forward with establishing criteria to Chapter 2 of the Sustainability Plan presents the specific prioritize these proposed bikeway projects. The plan recommended recommendations for the Village. A Transportation and Mobility that this be achieved by either reestablishing the Bicycle Advisory subsection provides recommendations for enhancing the Committee or another sub-group of citizens who are well versed transportation options available to those who live and work in Park in cycling throughout Park Forest. The group, working with the Forest. The following goals relate specifically to transportation Public Works Department, should consider the proposed routes improvements in the Village: and evaluate their strengths based on various factors, such as alignment with future capital improvements to roadways and • Decrease vehicle miles traveled per household in order to reduce bridges and potential connections to and expansions of regional the community’s use of fossil fuels. trails like the Old Plank Road Trail. The prioritization process should • Provide better transit service and increase Pace access to Metra be undertaken in conjunction with the creation of street types for trains and intermodal linkages. the Village, which would designate where different types of bicycle • Become more bicycle-and pedestrian-friendly. facilities would be located. These evaluation efforts can begin immediately. Through this Bicycle and Pedestrian Plan, a Bicycle and • Resurface, maintain, and improve Village streets. Pedestrian Advisory Committee has been formed and could fulfill • Assess alternate transportation methods, including car sharing. the role of establishing criteria for new bike lanes and trails. Building upon the goals within the Transportation and Mobility section, the following are specific strategies to support bicycling and Explore bicycle parking requirements for new walking in the community. As part of this section a proposed bicycle developments. route system was presented (see Figure 2.1). Bicycle parking facilities, such as bike racks and lockers, are Create a bicycle routes plan that establishes essential to growing the biking network around Park Forest. Cyclists criteria for new bike lanes and trails. need to have a reliable way to secure their bikes when they use this non-motorized form of transportation to get to a destination, such Discussions with Village officials and bicycle advocates have yielded as a local store or municipal institution. When the Village updates its a proposed bicycle routes plan that outlines safe, efficient routes to zoning code, it should include provisions for either requiring bicycle destinations across the village. These proposed bikeways could take parking at both public buildings and private developments over different forms, such as: a minimum size. It should also specify preferred styles of bicycle • A multi-use path, where cyclists and pedestrians share a widened racks to optimize security and allow bicyclists to lock both frame off-road sidewalk along a roadway. This is recommended along and wheel to the rack. In this way, all capital improvements and new Western Avenue, as an extension of the path that currently exists to development projects will include an emphasis on accommodating the north of South Street. non-motorized transportation in a similar practice to meeting automobile parking spot needs. • Dedicated bike lanes, which are striped separate lanes for cyclists alongside cars. With the recent capital improvements along Orchard Drive, the Village installed the first dedicated bike lanes in Park Forest. Similar lanes should be considered with other road projects in the future. • Sharrows, which are markings on roadways (those that cannot be widened to include separate bike lanes) indicating that motorists and cyclists will share the lane. This shared lane marking is often a lower cost improvement than constructing new bike lanes, but residents’ lack of familiarity with the sharrow marking raises the need for public education to protect both cyclist and motorist safety. Figure 2.1. Proposed bike routes from the Growing Green Plan.

SECTION 2: PLAN RECOMMENDATIONS

Figure 2B. Proposed bicycle routes

Source: Village of Park Forest and CMAP PREVIOUS PLANS, STUDIES, AND REPORTS 13

Improve walkability and pedestrian safety throughout the community. A community’s walkability is an important measure of its livability, using a set of criteria that weighs indicators like current usage, since the ability to walk between points of origin and destination connectivity between residential areas and commercial areas, and is related to public health and safety, community character, and access to institutions such as schools. Ranking the cut-throughs in local business vitality. Pedestrian “cut-throughs” (mid-block this way and focusing on the most used paths (like the one between walkways allowing for shorter trips on foot) exist throughout 21st Century School and Rich East High School) will allow the Village the Village as an artifact of Park Forest’s beginnings as a planned to prioritize limited funds for public upkeep. community. Promoting these cut-throughs as a part of the Village’s An assessment of the broader pedestrian network, particularly as non-motorized network would help improve pedestrian access and it applies to children who walk to school, is also an essential action safety throughout Park Forest. This should include such measures to take. Using crash data, traffic count data, and other measures as public education about the intended use of cut-throughs (to that affect pedestrian safety, this information will help the Village discourage loitering), improved signage, and raising awareness identify where traffic-calming measures and pedestrian crosswalks among adjacent property owners about their maintenance should be incorporated into the street grid to enhance walkability. responsibilities. For example, several residents suggested that crosswalks in key The Village should emphasize that improved maintenance and locations along Western Avenue would remove it as a barrier even security lighting is likely to help reduce criminal activity. between residential areas on the east side of the Village and Additionally, the Village should prioritize the existing cut-throughs DownTown. 2.3 Strategic Plan for Land Use and Economic Development Adopted 2008, Prepared by HNTB http://www.villageofparkforest.com/DocumentCenter/View/728

The Village’s Strategic Plan, adopted in 2008, functions as its 4 Park Forest Business Park - commercial, industrial, and Comprehensive Plan, in combination with the DownTown Master employment uses (South of Old Plank Road Trail, west of Western Plan and 211th Street Metra TOD study. The document identifies Avenue, north of the EJ & E Railroad, and east of North Orchard residential, commercial, and employment opportunities for the Drive). Village and implementation strategies to accomplish goals. In 5 Western Avenue annexation area - a potential future annexation addition, the Plan establishes redevelopment sub-areas that will be area that could accommodate mostly employment uses, but also the primary focus of the Village’s redevelopment efforts over the multifamily, single-family, and small commercial nodes. next 15 years. The sub-areas and their proposed uses include: 6 Eastgate neighborhood - new townhouses and single-family 1 DownTown gateway parcels - mixed-use and higher density homes, and renovation of existing homes. residential development. Commercial development along Western Avenue. Implications for the Bicycle and Pedestrian Plan 2 Sauk Trail Corridor - commercial nodes and condominium Walkability was a key theme of the Strategic Plan for Land Use development at key intersections along the Corridor. Commercial and Economic Development. As the six sub-areas are developed, nodes recommended at Indianwood Boulevard, Main Street, and bicycle and pedestrian routes and connections should be integrated Western Avenue. Condominium nodes recommended at Main into their designs, to ensure that land development goals are fully Street, Shabbona Drive, Orchard Drive, Western Avenue, and realized. The plan recommended an off-street pathway along Indianwood Boulevard. Gateway recommendations on either end Sauk Trail and Indianwood Boulevard to connect key nodes to of Sauk Trail. DownTown, wayfinding improvements to encourage pedestrian 3 Norwood Square Shopping Center - primarily commercial activity, improved crossings and streetscaping, pedestrian-activated redevelopment along Western Avenue, with limited institutional signals where warranted, and an extension of the trail connection and employment uses. from Old Plank Road trail along Western Avenue. 14 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

2.4 DownTown Master Plan and Update Updated 2002, Prepared by Lakota Although there are still parcels awaiting redevelopment, DownTown http://www.villageofparkforest.com/DocumentCenter/View/652 is now characterized by a completely different development pattern, with storefronts built up to the sidewalk, pedestrian access, an Park Forest Plaza was built in the early 1950s and was the region’s interconnected street system, and a mix of land uses. first shopping mall, anchored by Sears, Marshall Fields, and The Strategic Plan for Land Use and Economic Development builds Goldblatt’s. At its outset, the mall was wildly popular but over upon the recommendations of the DownTown Master Plan to time its success dwindled and its owners eventually allowed it to affirm that future redevelopment should continue in the same vein, become blighted and tax delinquent. The Village purchased the emphasizing higher intensity mixed-use and residential uses. Plaza in December of 1995 with a vision to transform the area into a traditional, mixed-use DownTown. The Village adopted a Master Plan for DownTown Park Forest in April of 1997, which was followed Implications for the Bicycle and Pedestrian Plan by an update to that plan in 2002. The DownTown Master Plan and Update have helped the Village to redevelop the former Park Forest Plaza into a mixed-use area. The Chicago Chapter of the Urban Land Institute and the Campaign The DownTown has a number of pedestrian and bicycle facilities for Sensible Growth also co-sponsored a Technical Assistance including sidewalks and bicycle racks that help to encourage Panel in 2003 to make recommendations about how the Village non-motorized transportation. Encouraging walking and biking could augment the viability of DownTown. At this point in time, in the community is a way to support economic development the recommendations from the Master Plan and the Technical goals of the Village. The existing sidewalk and existing trail route Assistance Panel have nearly all been implemented. (from Orchard Drive) should be included in the future trail system recommendations. 2.5 211th Street Metra Station Transit Oriented Development (TOD) Study Adopted 2007, Prepared by HNTB The overarching goals of the study are to establish a welcoming http://www.rtams.org/reportLibrary/558.pdf gateway for the three communities, create better neighborhood connections to the station, and encourage mixed-use development The 211th Street Metra station is within the Village boundaries of in the station area. Specific to Park Forest, recommendations in Park Forest, Matteson, and Olympia Fields. The station currently the study include converting the three opportunity sites to mixed- functions primarily as a park-n-ride for commuters but is not use commercial and multifamily residential uses. There are also capitalizing on its economic development potential. The study recommendations related to modernizing the 211th Street station looks at the transit oriented development (TOD) redevelopment and making the streetscape more pedestrian friendly. RTA has opportunities for the three municipalities within 1/2 mile of the committed to a follow-up pedestrian access study for the Metra station (also referred to as the station area). For Park Forest, the station area, and they will be coordinating their efforts with this station area has three major redevelopment parcels, all along Lincoln Bicycle and Pedestrian Plan. Highway/US Highway 30 directly adjacent to the station. The three parcels consist of a commuter parking lot and two vacant former car Implications for the Bicycle and Pedestrian Plan dealerships. These parcels are considered underutilized due to their The new Bicycle and Pedestrian Plan should ensure that connections low intensity of uses and large amount of surface parking. with the 211th Street Metra Station are supported. In addition, when the three parcels identified as key redevelopment sites are in fact redeveloped, pedestrian and bicycle circulation should be included in their site designs. Figure 2.2. DownTown Plan

Source: Village of Park Forest and Lakota Figure 2.3. 211th Street Station transit-oriented development plan

Figure 6: Preferred Concept Plan (Long Term) Olympian Way October 2007

Development Concept Quantities

Total Commuter Spaces 1,373 Olympia Fields Approved Concept Plan Potential 106 727 Replacement commuter spaces Parking pedestrian tunnel 646 New shared use commuter Spaces Enclose and enhance underpass spaces 4 for pedestrian safety 211th Street Metra Station Area Use Size 550 1 Park Forest 50,000 Transit-Oriented Development Study Parking Retail SF 269 SpacesExisting- Olympia Fields Approved Final Plat 1 Park Forest 20,000 Parking Spaces "The Reserve at Maynegaite" Office SF 5 3 2 Park Forest 140 Units Villages of Condominiums Park Forest, Matteson, and Olympia Fields 3 Olympia Fields 22,000 Retail SF

Lincoln Highway/US Highway 30 4 Olympia Fields 72-80 Condominiums Units 1 5 Olympia Fields 41,000 7 Retail SF 6 Matteson 16,000 Retail SF

Main Street Park Forest/ 6 Matteson 16,000 Lincoln Highway Office SF Metra Station Spaces 575 Parking 7 Matteson 2,000 Retail SF

2 Legend

Lincoln Highway Shared-use 6 Spaces Structured Parking 142 Parking Retail Mixed Use, October 2007 Main Street Retail and Office Regional Transportation Authority Condominiums New Station Indiana Street Building Homan Avenue Public Plaza

Metra Electric District - Main Line & CN/IC Railroad Crosswalk

N New Traffic Signal

0 150 300 450 Existing Traffic Signal 211th Street Metra Station Transit-Oriented Development Study

Villages of Park Forest, Matteson, and Olympia Fields Regional Transportation Authority

Scott Drive New signage to Woodland Drive Olympia Fields Figure 10: Station parking Circulation & Access Plan

Thornwood Drive Greenwood Drive

Spirit October 2007 Trail Park

Metra Station Entrance

Olympian Way

Elliot Court Metra Electric District - Main Line & CN/IC Railroad Half Mile Study Area Boundary Evergreen Circle

London Drive Railroad Tower Drive 269 Parking 753 Spaces Pace Bus Routes 357

Commuter Parking 211th Street Metra 458 Lincoln Highway/US Highway 30 211th Place Parking Station & Pace bus Spaces Springfield Street Existing Traffic Signal stop transfer

Main Street Orchard Drive New Traffic Signal

Locust Street Oak Street Multi-use Trail 212th Place Hamlin Street

Indiana Street Existing Bike Route

213th Street Illinois Street Viaduct/ Underpass

Homan Avenue Parking Access Points 213th Place Locally Proposed Bike Routes 214th Street

Locust Street New signage to Gateway Streetscape Recommendations Matteson Station 214th Place parking New Wayfinding Signage to Parking lots Front Street Hickory Street Matteson Metra Station Old Plank Road Trail

211th Street Metra Station Transit-Oriented Development Study N Villages of Park Forest, Matteson, and Olympia Fields

0 400 800 1200 Regional Transportation Authority

Source: Village of Park Forest and HNTB PREVIOUS PLANS, STUDIES, AND REPORTS 17

2.6 Development Regulations Update Zoning Ordinance Update Underway Being prepared by CMAP http://www.cmap.illinois.gov/programs-and-resources/lta/ park-forest-zoning

Currently Park Forest, in conjunction with CMAP is updating its Implications for the Bicycle and Pedestrian Plan development regulations in order to better align the Village’s zoning As the Bicycle and Pedestrian Plan is being prepared, CMAP staff and subdivision ordinances with the Sustainability Plan, other will continue to communicate with each other to understand where recent planning documents, and current land use practices. recommendations can be supported. Any design recommendations With support from CMAP’s Local Technical Assistance (LTA) that are developed through this plan will be supported by the program, this development regulations update will be built around Development Regulations Update, and incorporated into their a community-based process that reflects the interests and needs documents and ordinance. of both residential and commercial property owners, as well as other community stakeholders. Key themes of this ordinance update will include removing barriers to green practices, promoting sustainable development, and creating favorable conditions for the implementation of the Village’s current planning documents. In particular, regulatory revisions will focus on updating the Village’s zoning districts; permitted uses; parking and loading; landscaping and buffering; signage; administrative provisions; and subdivision requirements.

Photo by CMAP Staff. Photo by CMAP Staff.

Photo by CMAP Staff.

Photo credit: CMAP staff. COMMUNITY OUTREACH 19

Section 3 Community Outreach The development of the Park Forest Bicycle and Pedestrian Plan includes broad community engagement, including any groups that have been underrepresented and/or hard to reach during previous planning initiatives. Numerous public engagement activities have been designed to better understand the opportunities and issues facing the community. Public engagement activities will continue throughout the planning process, engaging local residents and stakeholders and documenting the Village’s unique strengths, challenges, and opportunities.

Village Board Presentation 3.1 Outreach Activities to CMAP and Village staff met with Village Board Members during the March 2, 2014 Village Board meeting. CMAP staff gave a brief Date presentation outlining the purpose of the project, the proposed Beginning in March 2014, a variety of important community planning process, and the estimated timeline. engagement steps have already occurred to assist in determining the existing conditions of the Village: meeting with elected officials, Project Steering Committee Meeting a focus group meeting, and a kick-off meeting with the steering On May 15, 2014 the first Project Steering Committee meeting was committee. This customized community outreach strategy was held at Village Hall. The Project Steering Committee is responsible designed to identify and engage a wide variety of community for providing guidance and feedback on existing issues and stakeholders, and will continue to do so through the remainder of opportunities, revising project goals, reviewing plan documents the project. and identifying stakeholders who should be involved in the Most outreach opportunities are designed to help answer the planning process. The committee is comprised of a diverse subset following questions: of community stakeholders including members from the local school districts, residents, bicyclists, Village departments, and • What are Park Forest’s strengths as they relate to non-motorized Photo by CMAP Staff. representatives from the Regional Transportation Authority and transportation? Active Transportation Alliance. The first meeting objective was to • What are the main challenges to being a pedestrian in Park Forest? introduce the committee to the project and begin to catalog issues A cyclist? and opportunities in the Village as they relate to walking and biking. • Aside from the work already planned, what projects or actions should the Village pursue to make Park Forest more bicycle- and pedestrian-friendly? • How do you envision Park Forest’s non-motorized transportation network in 2025? 20 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

The steering committee identified a number of key strengths that Focus Group: Folks on Spokes Bicycle Club make Park Forest bicycle-friendly including the recently developed On May 22, 2014 representatives from CMAP held a meeting with the bike lanes on Orchard Drive, the Thorn Creek and Old Plank paved Folks on Spokes bicycling group. The Folks on Spokes club meets park trails, and the number of residential streets that supplement monthly on the fourth Thursday at 7:30 pm at the Flossmoor Village and connect most of the infrastructure already in place. The Hall. The purpose of this meeting was to learn from bicyclists in committee also identified recent updates to bike parking at key the area about their experience regarding bicycling in Park Forest. locations, in particular the addition of bike lockers at the Matteson The following is a summary of the information that was provided by Metra stop. The committee identified pedestrian-friendly strengths, participants. most notably the network of “cut-through” paths which allow In addition to many of the key strengths listed above, the attendees residents to walk between housing subdivisions. This system noted that the infrastructure in Park Forest is complete enough that supports walkability throughout the Village by providing a more people choose to transit within or through Park Forest compared to direct travel route to destinations, especially for school-bound other communities because of its bike infrastructure. The value the children. The Committee identified that the extensive sidewalk wide residential streets, the connection from Orchard AvenueDrive system in the Village is well maintained, provides direct access to to the Old Plank Road Trail, and the bike lockers at the Matteson green space, and is considered to be relatively safe with mostly Metra stop. They identified a number of challenges including updated crossing signals. Additional related strengths included: a inconsistent conditions of trails, inadequate bike infrastructure strong perception of safety community-wide; a high level of pride along Western Avenue, and difficulties with winter plowing. They for the amount of parks and support for green space; and, a system expressed support for expanding the bike network to improve of infrastructure and governance that supports the elements listed connections and infrastructure, specifically improving access to above. Governors State & Prairie State Colleges, improving crosses at and While the committee felt overall the bicycle and pedestrian system access along Western, and the creation of a bike bulletin board. A full within Park Forest was adequate, they identified specific areas list of specific feedback can be found in Appendix 1. for improvement. The committee identified a number of major roadways that need improvements in order to better connect Bike Audit the bike and pedestrian networks that exist between them. They On July 5, CMAP staff conducted a bike audit of the existing identified difficulties traveling along or across the following streets: conditions with two steering committee members. The audit Western Avenue, Sauk Trail Road, US Route 30, Monee Road, and reviewed the existing trail & road bike network and the areas Crawford Avenue. The committee also recommended the Village identified for improvement from prior meetings. Staff also visited a make additional safety improvements to existing systems such as number of additional assets in the community – the Farmers Market, better lighting, more benches and improved handicapped access. A shopping districts, the Metra stop, and parks. more specific list of improvements by locations is listed in Appendix 1 of this report. Key Person Interviews The Steering Committee recommended a number of projects At this time, CMAP staff is currently in the process of scheduling to consider as part of improved expansion beyond the specific and completing interviews with key persons. The list of key persons locations listed above. They expressed support for community has been compiled by Village Staff and members of the Steering education around bicycle and pedestrian safety and rules of the Committee. Through key person interviews, CMAP staff will gather road, engaging youth in projects that support ongoing development a stronger and more-nuanced understanding of the community. The of new and expanded projects, and continuing to increase and summaries of the interviews will be included as an appendix in the improve the network within the community and its connections final report. to nearby asset such as the Governors State University and Cook County Forest Preserves. LMNO

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Section 4 Community Context and Travel Behavior

4.1 Key findings The following are key conclusions regarding the existing conditions • As a planned community, Park Forest was designed with excellent of Park Forest’s community context and resident’s travel behavior. access to open space. Nearly 20 percent of lands in Park Forest are Moving forward in the planning process, these key findings will help made up of parks or nature preserve lands, making open space the shape and inform the Bicycle and Pedestrian Plan recommendations. second most common use of land in the Village. • Park Forest’s population dropped slightly in the last decade and • DownTown Park Forest, which was developed at the site of the saw a shift in its racial and ethnic makeup. Between 2000 and 2010, historic Park Forest Plaza is a pedestrian-oriented mixed-use Park Forest’s population declined by 6.3 percent (from 23,462 shopping and entertainment district. Despite the vacancies, the to 21,975 residents), the number of white residents decreased presence of DownTown is a unique feature of the community that by more than 45 percent while the number of black residents could contribute greatly to neighborhood walkability in terms of increased by nearly the same rate. meeting daily needs on foot. • Residential areas account for the majority of Park Forest land • Park Forest is a bedroom community with over 96 percent of its uses, with single-family and multi-family residences making up residents working outside the Village. At 24.5 percent, the City of nearly 50 percent and 7 percent, respectively. The Village’s multi- Chicago is the leading employment destination for Park Forest family uses are primarily located on the east side of the Village on residents. Between two and three percent of residents work in parcels zoned as R-2A: Multiple Family Residential District, which each of the nearby communities of Matteson and Tinley Park, with allows for a maximum density of 17 dwelling units per acre. the remainder of residents employed across Cook County and the region. 24 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

4.2 Demographic profile and analysis To gain insight into the market and demographic dynamics that Park Forest underwent a shift in its racial and ethnic makeup in the impact the Park Forest community, data from the U.S. Census last decade. At the start of the last decade white residents comprised Bureau was gathered for analysis. Data discussed in this section is the majority of Park Forest’s population. However, by 2010, the drawn from the 2000 U.S. Census, 2010 U.S. Census, and the 2008- number of white residents in Park Forest decreased by more than 2012 American Community Survey. 45 percent and the number of black residents increased by nearly the same rate, making African-Americans the majority in the Park Forest can be characterized generally as a moderate income community. Park Forest has modest numbers of residents of other community, with significant pockets of middle-class and working- backgrounds; around ten percent of residents report a background class family households. Park Forest’s housing stock is a balanced other than white or black. mix of single-family homes and multifamily structures. The overwhelming majority of Park Forest’s area is located in Cook Park Forest’s median income is below county and regional averages. County, with a small section located in Will County. Because According to the 2008-2012 American Community Survey, Park Park Forest is a cross-county community, its demographic data Forest has a median income of $47,062, compared to $54,648 for is presented alongside that of Cook County, Will County, and the Cook County, $76,352 for Will, and $71,198 for the region as a whole. 7-county region whenever possible. Compared to the counties and region, Park Forest has a larger percentage of households who make less than $25,000 per year. Analysis of U.S. Census and American Community Survey data yields the following findings: Table 4.1 Population and Change in Population, 2000 and 2010

Park Forest’s population dropped slightly in the last decade. Park Cook County Will County Region Between 2000 and 2010, Park Forest’s population declined by 6.3 Forest percent (from 23,462 to 21,975 residents). That figure is consistent Pop, 2000 23,462 5,376,741 502,266 8,146,264 with Cook County’s decline of 3.4 percent and modest regional Pop, 2010 21,975 5,194,675 677,560 8,431,386 growth of 3.5 percent, but less than Will County’s nearly 35 percent Change, -1,487 -182,066 175,294 285,122 growth over the same period. 2000-10 Park Forest’s households are slightly smaller than regional averages. Change as %, -6.3% -3.4% 34.9% 3.5% According to the 2010 U.S. Census, Park Forest has an average 2000-10 household size of 2.46 persons. This is slightly smaller than the Cook Source: 2000 and 2010 U.S. Census County average of 2.60, significantly smaller than Will County’s 2.97, and below the regional average of 2.73. Table 4.2 Population, Households, and Household Size, 2010

Park Forest is similar in its age profile to the Chicago region. Park Park Cook County Will County Region Forest’s age distribution is close to the regional average. The largest Forest differences are among residents age 20 to 34, where Park Forest has Population 21,975 5,194,675 677,560 8,431,386 less than the regional percentage, and 50 to 64, where it has slightly Households 8,750 1,966,356 225,256 3,088,156 more than the region’s average. Average 2.46 2.60 2.97 2.73 Household Size Source: 2010 U.S. Census COMMUNITY CONTEXT AND TRAVEL BEHAVIOR 25

Table 4. 3 Age Cohorts and Median Age, 2010 Park Forest Cook County Will County Region Count % Count % Count % Count % Under 19 years 6,284 28.6% 1,374,096 26.5% 215,132 31.8% 2,346,937 27.8% 20 to 34 years 3,964 18.0% 1,204,066 23.2% 119,370 17.6% 1,790,049 21.2% 35 to 49 years 4,455 20.3% 1,067,351 20.5% 163,084 24.1% 1,807,886 21.4% 50 to 64 years 4,473 20.4% 928,833 17.9% 117,160 17.3% 1,534,488 18.2% 65 to 79 years 2,006 9.1% 436,799 8.4% 47,240 7.0% 679,470 8.1% 80 years and over 793 3.6% 183,530 3.5% 15,574 2.3% 272,556 3.2% Total Population 21,975 100.0% 5,194,675 100.0% 677,560 100.0% 8,431,386 100.0% Median Age 37.4 35.3 35.4 35.5 Source: 2010 U.S. Census

Table 4.4 Race and Ethnicity, 2010 Park Forest Cook County Will County Region Count % Count % Count % Count % White 6,759 30.8% 2,278,358 43.9% 455,577 67.2% 4,486,557 53.2% Hispanic or Latino* 1,407 6.4% 1,244,762 24.0% 105,817 15.6% 1,823,609 21.6% Black or African American 12,977 59.1% 1,265,778 24.4% 74,419 11.0% 1,465,417 17.4% Asian 157 0.7% 318,869 6.1% 30,458 4.5% 513,694 6.1% Other** 675 3.1% 86,908 1.7% 11,289 1.7% 142,109 1.7% Total Population 21,975 100.0% 5,194,675 100.0% 677,560 100.0% 8,431,386 100.0% * 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 Source: 2010 U.S. Census

Table 4.5 Change in Race and Ethnicity, 2000-2010 Park Forest Cook County Will County Region Change in Percent Change in Percent Change in Percent Change in Percent Population Change Population Change Population Change Population Change White -5,653 -45.5% -280,351 -11.0% 67,054 17.3% -200,702 -4.3% Hispanic or Latino* 238 20.4% 173,022 16.1% 62,049 141.8% 414,407 29.4% Black or African American 3,833 41.9% -124,670 -9.0% 22,439 43.2% -72,117 -4.7% Asian -31 -16.5% 61,026 23.7% 19,437 176.4% 137,701 36.6% Other** 126 23.0% -11,093 -11.3% 4,315 61.9% 5,833 4.3% Total Population -1,487 -6.3% -182,066 -3.4% 175,294 34.9% 285,122 3.5% * 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 Source: 2010 U.S. Census

Table 4. 6 Household Income Park Forest Cook County Will County Region Count Percent Count Percent Count Percent Count Percent Less than $25,000 2,303 27.0% 456,264 23.6% 28,023 12.6% 599,075 19.6% $25,000 to $49,999 2,231 26.1% 436,472 22.6% 39,699 17.9% 640,942 21.0% $50,000 to $74,999 1,894 22.2% 339,402 17.6% 41,249 18.6% 537,114 17.6% $75,000 to $99,999 1,163 13.6% 235,745 12.2% 35,206 15.9% 402,300 13.2% $100,000 to $149,000 701 8.2% 253,222 13.1% 46,059 20.7% 468,043 15.4% $150,000 and over 246 2.9% 212,565 11.0% 31,856 14.3% 401,400 13.2% Total Households 8,538 100.0% 1,933,670 100.0% 222,092 100.0% 3,048,874 100.0% Median HH Income $47,062 $54,648 $76,352 $71,198 Source: 2008-12 American Community Survey, U.S. Census Bureau 26 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

4.3 Planning and Health 4.4 Aging in Place The development patterns, transportation options, and According to a 2010 American Association of Retired Persons (AARP) environmental quality of a community influence the health of its survey, nearly 90 percent of people over age 65 want to remain in residents. Diabetes, heart disease, motor vehicle mortality, and their residence for as long as possible, and 80 percent believe their obesity are just a few of the key health issues associated with the current residence is where they will always live. As individuals physical characteristics of a community and its context, both age, however, their homes, neighborhoods, and existing services of which can be largely influenced by local planning and policy may not address all of their new and evolving needs. Aging in place decisions. The dramatic rise of chronic disease across the country is the ability to live in one’s own home and community safely, has induced a search for causes in an effort to reverse this trend. independently, and comfortably, regardless of age, income, or ability Research into causes and intervention strategies has found that level. While decisions concerning where to live are ultimately for efforts to address the community context and socioeconomic individuals and households to make, the policies and investments factors (such as poverty and urban design) have larger public health of local governments shape the livability of communities for this impacts than those that focus on the health and risk behaviors growing population. of individuals. In other words, overall efforts to reduce poverty, Creating an environment that allows aging in place depends improve education, expand job opportunities for residents, and on local decisions about housing, transportation, land use, and change the day-to-day environment so that it supports healthy health, among others. Seniors preferring to remain in their homes eating and physical activity provide the greatest impact among may need to make improvements to make them more accessible. 3 health intervention strategies. Others seek multi-family housing that eliminates the maintenance There is a strong relationship between public health and local requirements of a single-family home. The affordability of housing planning and policy. For example, public health scientists partially is also a critical element, as many seniors are on fixed incomes that attribute the obesity epidemic as an unintended consequence of the can only accommodate modest housing. In addition, many people removal of daily physical activity from our lives through changes in become less able or willing to drive, increasing the need for an our transportation system and neighborhood design. In Illinois, 64 effective public transportation system and the availability of key percent of adults and 40 percent of children are now classified as destinations — including shopping, social opportunities, and health overweight or obese, a trend that contributes to an increasing risk of services — within walking distance of residential neighborhoods heart disease, diabetes, and other serious illnesses and conditions.4 and senior housing. Communities should also look at other health considerations that go beyond physical planning to address To help improve community health, planners and public health community services, nutrition, socialization, and other contributors officials have been working together to promote plans, policies, and to physical and mental health. community designs that address physical activity, environmental exposure, food and nutrition, health and human services, social cohesion, and mental health. It is much easier to stay healthy when residents can easily and safely walk, run, or bike to destinations or for exercise; when they have clean air, healthy food, and access to affordable housing; and when people are safe from things like violent crime, automobile accidents, and exposure to lead. Making health a priority also involves preventing disease and injury and ensuring that health services are connected to those in need.

3. A Recipe for Healthy Places: Addressing the Intersection of Food and Obesity in Chicago. City of Chicago Department of Housing and Economic Development, 2013. 4. Health Status Indicators, State Health Facts. The Henry J. Kaiser Family Foundation. Accessed on May 9, 2013 at http://kff.org/state-category/health-status/ and Obesity Prevention Initiatives, American Academy of Pediatrics, Illinois Chapter. Accessed on May 9, 2013 at http:// illinoisaap.org/projects/obesityprevention/ 27

Photo courtesy of Village of Park Forest. 28 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

4.5 Land Use and Destinations Land use refers to the physical use of land such as residential, commercial, industrial, open space, etc. Table 4.7 illustrates the type of land uses and their distribution in the Village of Park Forest. The reported acreage was calculated using parcel data, meaning that all roads and right-of-ways were excluded in the calculation.

Table 4.7 Overall Land Use Breakdown

Land Use Acres Percentage Single-family Residential 1,300.2 49.6% Open Space 451.7 17.2% Institutional 211.8 8.1% Multi-family Residential 176.3 6.7% Transportation, Communications, 163.1 6.2% and Utilities Vacant 135.1 5.2% Commercial 93.1 3.5% Private Open Space 60.7 2.3% Industrial 30.9 1.2% Other 0.3 0.0% Photo by CMAP Staff. Total 2,623.3

Private Open Space Single-family Residential 2.3% Industrial Commercial 1.2% Open Space 3.5% Other 0.0% Vacant Institutional 5.2% Transportation, Communications, and Multi-family Residential Utilities 6.2% Transportation, Communications, and Utilities Multi-family Residential 6.7% Vacant Single-family Residential 49.6% Commercial Institutional 8.1% Private Open Space Open Space 17.2% Industrial

Other Figure 4.1 Existing land uses

A W 13TH ST P OLLO CI R 211th I2 Olympia Fields Chicago Heights St. LINCOLN HWY W 14TH ST T E FARRAGUT S V M 211T S

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N U BURNHAM DR Miles Source: Regional Land Use Inventory, 2010. 0 0.25 Cr0et.5e Chicago Metropolitan Agency for Planning, 2014. 30 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Residential Institutional Residential areas account for the majority of Park Forest land uses, Institutional uses, such as churches, schools, social services, and with single-family and multi-family residences making up nearly government, make up 8.1 percent of Park Forest land use and are 50 percent and 7 percent, respectively. Single-family homes in located throughout the Village. As shown in Figure 4.4, Park Forest the Village are typically one to two stories tall and located on lots is home to nine public schools, including Rich East High School in approximately 60-70 feet wide. They are also built somewhat close central Park Forest, and five private schools. Civic uses, including to the street, with most set back about 15 feet. While the majority of Village Hall, are concentrated in DownTown. single-family development in Park Forest is zoned for a maximum of 6.1 dwelling units per acre (per the R-1: Single Family Residential Commercial District), newer developments are denser, such as Legacy Square There are various scales of commercial development within Park adjacent to DownTown at 13 dwelling units per acre. Increased Forest, including small commercial nodes within neighborhoods, residential density is beneficial for walkability in that it may help downtown shops, and larger, auto-oriented commercial to support commercial uses and transit services. Legacy Square is developments along the major thoroughfares. Accounting for also the only residential development in Park Forest to utilize alleys, 3.5 percent of total land uses, in terms of built form, commercial which help to minimize potential pedestrian conflicts with vehicles properties in Park Forest generally fall into two categories: mixed- at driveways. use style development with buildings built up to the sidewalk or The Village’s multi-family uses are primarily located on the east side an auto-oriented style of development with buildings set back and of the Village on parcels zoned as R-2A: Multiple Family Residential parking in front. DownTown Park Forest, which was developed at the District, which allows for a maximum density of 17 dwelling units per site of the historic Park Forest Plaza as a pedestrian-oriented mixed- acre. Multi-family rental units were originally intended to provide use shopping and entertainment district, is the best example of the suitable housing following World War II. Most of those rental units first classification, while the largely vacant shopping centers west of have since been converted to cooperative housing, although many DownTown along Orchard Drive and at the intersection of Western remain as rentals. The multi-family developments are characterized Avenue and 26th Street best exemplify the latter, auto-oriented by long blocks with some of the buildings fronting on public streets classification. Despite the vacancies at these high profile locations, and others fronting on open space within the blocks. Most of the the presence of DownTown and smaller neighborhood nodes of multifamily blocks are insular in nature, with access drives for commercial uses is a unique feature of the community that could parking but little in terms of throughways for outside traffic. contribute greatly to neighborhood walkability in terms of meeting daily needs on foot. Open Space As a planned community, Park Forest was designed with excellent Industrial access to open space. Nearly 20 percent of lands in Park Forest Industrial uses make up 1.2 percent of Park Forest land uses and are made up of parks or nature preserve lands, making open space are concentrated west of Western Avenue along North and South the second most common use of land in the Village. The Village Streets. This area is buffered from nearby residential areas to the maintains over 400 acres of public parks, which range in size from north by Old Plank Road Trail and wooded area and to the south by a 2 to 88 acres. Most of the parks have narrow, paved walking paths freight railway. throughout. Open space in the Village also includes 102 acres of the 1,500 acre Thorn Creek Nature Preserve and is immediately adjacent to the Sauk Trail Woods Forest Preserve (Figure 4.3). Figure 4.2. Existing land use showing surrounding communities

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Source: Regional Land Use Inventory, 2010. Monee Cemetery Vacant Chicago Metropolitan Agency for Planning, 2014. A W 13TH ST Figure 4.3. Green infrastructure and Open Space P OLLO CI R 211th I2 Olympia Fields Chicago Heights St. LINCOLN HWY W 14TH ST T E FARRAGUT S V M 211T S

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N li Post Office U URNHAM DR Open Space B li Other I CrMetieles Existing Trails Chicago Metropolitan Agency for Planning, 2014. 0 0.25 0.5 34 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

4.6 Mode Share Compared to Cook County and the region, a higher percentage of Park Forest residents drive alone to work, while fewer walk or bike. When compared to Will County, Park Forest has a significantly higher proportion of transit users, and is similar to regional averages. Notably, the proportion of Park Forest residents who walk or bike to work is lower than the averages for Cook County, Will County, and the region.

Table 4. 8 Mode Share, as Percentage of Work Trips Park Forest Cook County Will County Region Count Percent Count Percent Count Percent Count Percent Work at Home* 202 N/A 93,836 N/A 12,842 N/A 171,635 N/A Drive Alone 7,019 75.03% 1,485,736 65.21% 261,269 85.70% 2,731,969 72.50% Carpool 1,039 11.11% 221,832 9.74% 23,699 7.77% 348,682 9.25% Public Transit 1,175 12.56% 420,010 18.43% 13,117 4.30% 489,131 12.98% Walk or Bike 79 0.84% 124,078 5.45% 3,221 1.06% 154,848 4.11% Other 43 0.46% 26,844 1.18% 3,555 1.17% 43,476 1.15% Total Commuters 9,355 100.00% 2,278,500 100.00% 304,861 100.00% 3,768,106 100.00% Source: 2010 U.S Census

4.7 Transportation, Employment, and Affordability

Employment and Residential Locations Park Forest residents are employed throughout the metropolitan Workers in Park Forest come from all parts of the seven-county region. Overall, Park Forest is a bedroom community with over 96 Chicago metropolitan region. While close to a fifth (18.4 percent) percent of its residents working outside the Village. At 24.5 percent, of the workforce lives and commutes to the Village from the City of the City of Chicago is the leading employment destination for Park Chicago, the remaining workers come from throughout the region. Forest residents. Five percent of residents work in the nearby 7.9 percent of the Village workforce resides in Park Forest, with an community of Chicago Heights, while between two and three additional 7 percent in the neighboring communities of Chicago percent of residents work in neighboring Matteson and Tinley Park. Heights, Matteson, and Richton Park. Many of the remaining Most of the remaining residents are employed in other areas of Cook employees come from Cook and Will counties, but almost a fifth 19.9 County and the region, but a significant 13.5 percent work in counties percent) come from counties outside the CMAP region. outside the CMAP region.

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I2 Metra Station 11 - 50 e FIELD I2 Amtrak Station 51 - 100 Metra Rail Line 101 - 250 Amtrak Line 251 - 648 I2 Amtrak Station Source: U.S. Census, LEHD, 2011. Miles 0 2.5 5 10 I Chicago Metropolitan Agency for Planning, 2014. 36 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Table 4. 9 Employment Location of Park Forest Residents, 2011 Table 4. 10 Residence Location of Workers in Park Forest, 2011

Location Count Percent Location Count Percent Chicago city 2,265 24.5% Chicago city 753 18.4% Chicago Heights city 473 5.1% Park Forest village 321 7.9% Park Forest village 321 3.5% Chicago Heights city 136 3.3% Matteson village 261 2.8% Matteson village 81 2.0% Tinley Park village 215 2.3% Richton Park village 64 1.6% Other Locations Other Locations Other Cook County, IL 2,621 28.4% Other Cook County, IL 1,039 25.4% Will County, IL 907 9.8% Will County, IL 587 14.4% DuPage County, IL 487 5.3% DuPage County, IL 106 2.6% Lake County, IL 248 2.7% Lake County, IL 76 1.9% McHenry County, IL 41 0.4% McHenry County, IL 32 0.8% Kane County, IL 153 1.7% Kane County, IL 74 1.8% In Other Counties 1,242 13.5% In Other Counties 814 19.9% Total Employed Population 9,234 100.0% Total Workers 4,083 100.0% Source - Longitudinal Employer-Household Dynamics, U.S. Census Bureau Source - Longitudinal Employer-Household Dynamics, U.S. Census Bureau

Housing + Transportation Affordability Index Table 4.11 shows the combined costs of housing and transportation The combined cost of housing and transportation in Park Forest for typical households in Park Forest, Cook County, Will County and is similar to that of Cook County, and less than the average for Will the Chicago metropolitan region. Residents with long commutes, County or the region. Overall, a household with the region’s median particularly by automobile, often face high transportation costs income would spend 45 percent of their income on housing and that offset the gains of moving to communities with less expensive transportation in Park Forest compared to 46.5 percent for Cook housing. The table below shows the percentage of total income County on average. This difference means that Park Forest has a a household earning the region’s Average Median Income (AMI) housing cost burden that makes it slightly more affordable to live in, would spend on housing plus transportation if that household lived even though its transportation costs may be more expensive. At 45 in the average home in Park Forest, Cook County, Will County, or the percent, Park Forest’s combined housing and transportation cost Chicago metropolitan region. is lower than either county or the region, and it is identical to the 45 percent target that characterizes “affordability.”

Table 4.11 Housing and Transportation Costs, 2010

Park Forest Cook County Will County Region Housing costs as % of income 21.0% 26.9% 33.0% 29.3% Transportation costs as % of 23.9% 19.6% 25.2% 21.5% income “H+T” costs as % of income 45.0% 46.5% 58.3% 50.8% Source: CMAP calculations of Center for Neighborhood Technology’s “H+T Affordability Index”

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Park Forest Employment Manteno Number of Employees by Census Tract Park Forest Boundary Grant Park 1 - 10 I2 Metra Station 11 - 25 Metra Rail Line

Bourbonnais 26 - 50 Amtrak Lines 51 - 78 I2 Amtrak Station Source: U.S. Census, LEHD, 2011. Bradley Miles Momence I Chicago Metropolitan Agency for Planning, 2014. 0 2.5 5 10

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BULT «¬1 Airport Runways e I2 Amtrak Station I FIELD Miles 0 1.25 2.5 5 Sidewalk dining. Photo credit: CMAP. Chicago Metropolitan Agency for Planning, 2014. TRANSPORTATION INFRASTRUCTURE 39

Section 5 Transportation Infrastructure

5.1 Key findings The following are key findings regarding the existing transportation infrastructure in the Village of Park Forest. Moving forward in the planning process, these key findings will help shape and inform the Bicycle and Pedestrian Plan recommendations.

• The multi-family residential properties bisected by Western Avenue have poor pedestrian accommodations, and dangerous crossings for bicyclists and pedestrians • There are limited accommodations for bicyclists along Western Avenue, which connects two regional trail systems in Park Forest: the Old Plank Trail and the Thorn Creek Trail • Curvilinear streets, typically known for poor walkability, are supplemented by pedestrian cut-throughs in Park Forest, which improves walkability unless the residents responsible for maintaining the property fail to do so • Park Forest is well-served by transit, compared to neighboring communities, with access to both Metra and Pace (!

Figure 5.2 Walking amenities (!

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R Other MuD nicipalities Chicago Metropolitan Agency for Planning, 2014. TRANSPORTATION INFRASTRUCTURE 41

5.2 Walkability Walkability is an important factor in the health and vitality of our Sidewalks & Paths communities. Elements of a walkable neighborhood include a There are approximately 103 miles of sidewalk throughout Park central attraction, main street, or public space; buildings close to the Forest, allowing residents and visitors to walk between homes, street, and complete streets designed for safe travel for all modes – places of employment, and other amenities. While the curvilinear foot, bicycle, transit, and car. Housing density, access to amenities, street grid in the Village creates long blocks in some residential stores, parks, and places of work are also important. Many planners areas (making it more difficult for some pedestrians to find a direct refer to the “D’s” of walkability: density, diversity, design, as well as route), there are approximately 3 dozen pedestrian cut-throughs destination access and distance to transit. scattered throughout Park Forest to facilitate walkability. Twenty- Having the ability to walk to accomplish errands or to reach a variety eight cut-through paths run between residential properties – making of amenities is good for personal health, the environment, and for it easier and faster to get from one block to another – while several household cost savings. The website WalkScore.com estimates the others connect residential neighborhoods to open space or school following: properties in the Village. • People in walkable places weigh 6-10 lbs. less than people in auto- To assess walkability in terms of accessible and convenient routes oriented communities. to local destinations, Figure 5.3 illustrates the areas that are within 5 and 10-minute walks to local schools and other amenities and • For every ten minutes a person spends in a daily car commute, destinations throughout Park Forest. These other destinations, time spent in community activities falls by 10 percent. shown on the map as varying in size based on number of businesses • One point of Walk Score is worth $3,000 in home value. located in close proximity to one another, include local retail stores, The average Walkscore for the Village of Park Forest is 32 / 100, restaurants, grocery stores, Metra stations, and entertainment classifying it a “Car-Dependent City.” However, the area along Park venues. The “walkshed” that emanates from each of these points, Forest’s “Main Street” scores 66 / 100, or “Somewhat Walkable.” and the highlighted pedestrian-accessible roadways, trails, and These ratings mostly rely on the number of accessible amenities paths, visualize the connectivity of the local pedestrian network, (Figure 5.2), but also include factors such as access to transit, highlighting the somewhat limited coverage afforded by the intersection density, block length, and population density. Strategies curvilinear street network and its arrangement of long blocks. that help to create a more connected and attractive pedestrian network focus on the importance of clear wayfinding systems, connections to transit and other modes, as well as public space amenities such as street furniture and public art. Having a high- quality pedestrian experience is important to both encourage more people to walk, and ensure that walkability can be an inclusive characteristic throughout the Village to enhance quality of life and increase environmental sustainability, safety, and mobility. Making these improvements can help Park Forest increase it’s overall Walkscore. 42 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

While the vast majority of schools and mapped destinations are Comparing Park Forest’s dendrite-like walksheds and routes to the located along the pedestrian network, it is important to note that the nearly symmetrical diamond-shaped walkshed around the Matteson destination clusters along Lincoln Highway, which lacks pedestrian Metra station shows the different degree of walkability and route amenities, are inaccessible to pedestrians. These clusters include density present within Matteson’s fairly grid-like street network the 211th Street Metra station, which despite having dedicated and that of Park Forest. To a degree, the presence of pedestrian cut- parking within Park Forest, lacks clear and safe pedestrian paths/ throughs and trails helps to fill the gaps in Park Forest’s pedestrian routes to residential areas in north Park Forest. This will be network. These pedestrian cut-throughs are owned by the Village important for RTA to take note of in their pedestrian access study but neighboring residents are responsible for their maintenance. of the 211th St. station. The residential neighborhood located This sometimes poses an issue when residents fail to maintain northwest of DownTown Park Forest and southeast of the Matteson the pathways. However, the cut-throughs have the potential for Metra Station does not have good pedestrian access to local schools anchoring a Safe Routes to School proposal, for which Park Forest or amenities, as shown by the large white hole in Figure 5.3. This is schools have previously attempted to secure grant money. also the case for the residential neighborhood west of Somonauk Park, and the neighborhood south of Monee Road.

A pedestrian “cut-through” connecting a residential neighborhood to a school. A poorly maintained, overgrown pedestrian “cut-through.”

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Intersections and Streetscaping While most of Park Forest’s intersections are controlled by stop Other streets in the Village have lower traffic volumes, fewer lanes, signs, there are 20 signalized intersections in the Village. Pedestrian and slower traffic speeds. On these streets, marked crosswalks safety at these intersections ranges from very safe (with ladder- may be sufficient to provide pedestrians a safe crossing area. stripe painted crosswalks, accessible curb cuts, audible signals, Intersections with poor sight distance, complex or confusing and flashing-hand pedestrian warnings) to very unsafe (lacking designs, and high truck traffic should not have crosswalks installed sidewalks, pedestrian signals, painted crosswalks, and/or accessible without other accompanying safety measures. curb cuts, sometimes across 5 lanes of traffic). Park Forest has exemplary streetscaping along Main Street in Appropriate intersection treatments to improve safety will vary with DownTown, with brick pavers for crosswalks, planters, benches, the speed of traffic, number of lanes, presence of a raised median, on-street parking, wide sidewalks, and pedestrian-scaled lighting. and the average daily traffic flow. Western Avenue, Sauk Trail Road, Most streets in the Village have sidewalks and street trees. Western and 211th Street each have high daily traffic volumes (15,300; 20,400; Avenue has an inconsistent sidewalk with missing sections on the and 28,900, respectively) and marked crosswalks without additional east side of the street between Algonquin Street and 15th Street, as treatments could increase pedestrian crash risk. At the intersection well as the segment south of Chestnut Street. It also does not have of Indianwood Boulevard and Western Avenue, for example, there is sidewalks on the west side of the street from Lincoln Highway / 211th no signal, yet there is a marked crosswalk across five lanes of traffic Street south to Illinois Street / W. 16th Street, and from Cedar Street with a speed limit of 35 mph. While this intersection has not had a south to Hemlock Street. recent pedestrian crash, it is the site of more than one automobile crash (Figure 5.11).

The intersection of Orchard Drive and Route 30 / 211th Street has a Pace bus stop, but no pedestrian crossing markings across the 7 lanes of traffic. Photo by CMAP staff. TRANSPORTATION INFRASTRUCTURE 45

Traffic calming on Blackhawk Drive, south of Orchard Drive. Photo by CMAP staff. 46 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Pedestrian Safety Western Avenue appears to be the most dangerous road for pedestrians in Park Forest; all three of the nearby pedestrian fatalities in the past 5 years have occurred along Western Avenue. Of specific concern are the segments lacking sidewalks and the crossings that are not controlled by traffic signals. There are long stretches of Western Avenue with residential multi- family properties on both sides of the street and no signalized intersections. In the one-mile stretch between Sauk Trail Road and 26th Street, there is only one traffic signal. Sauk Trail Road is also a concern for pedestrian safety due to high traffic volume. Lincoln Highway / 211th Street has no pedestrian accommodations and has seen a high number of pedestrian crashes, most of which are in Chicago Heights (including a fatality at Western Avenue). Most of the roads in Park Forest, however, have not seen many pedestrian crashes, and are generally regarded as safe and pleasant to walk along due to sidewalks, street trees, pedestrian cut-throughs, and Discontinuous sidewalk on Western Avenue. Photo by CMAP staff. the presence of other pedestrians.

Mid-block crossing on Orchard Drive to connect a residential neighborhood to the Aqua Center. Photo by CMAP staff. Figure 5.4. Pedestrian crashes

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Chicago Metropolitan Agency for Planning, 2014. e TRANSPORTATION INFRASTRUCTURE 49

5.3 Bicycling

Routes and Trails Park Forest is linked to a larger regional network of trailways in several areas of the Village (see Figure 5.5). Both Old Plank Road Trail and Thorn Creek Trail are as classified as Primary Regional Trails, Rating of Old Plank Road Trail Amenities and serve as part of the backbone of trailways around northeastern Excellent Good Fair Poor VeryPoor Illinois that connect to smaller community trails and paths. These trails are heavily traveled for recreational purposes, particularly Sightseeing over the weekends. Drinking Fountains The Forest Preserve District of Cook County is extending the Thorn Creek trail north from Sauk Trail Woods. The project will connect Bathrooms three separate portions of the existing Thorn Creek Trail System, and link the Thorn Creek Trail with the Old Plank Road Trail and the Auto Parking Burnham Greenway Trail. The project will add 4.75 miles of new trail in Thornton, Lansing, Glenwood, Chicago Heights and Park Forest to Signage for amenities / Signage for Amenities/Destinations the existing 12.7 mile system. Destinations

5 In a 2012 study of the Old Plank Road Trail , which runs from the Trail Marking western edge of Park Forest to Joliet, trail counts estimated that there are between 400 and 700 daily trail users, and an average Safety annual estimate of over 125,000 users. Usage is highest on Saturday and Sundays, while weekday usage is consistently around 400 Maintenance users. The study also noted that the demographics of trail users do not match the demographic breakdown of the communities 0% 10% 20% 30% 40% 50% 60% 70% 80% 90% 100% that are connected by the Old Plank Road Trail. While 20 percent of the population in these communities is African-American, only 7.5 percent of trail users surveyed identified as African-American. Three-fourths of the surveyed trail users were over the age of 45, 60 percent of trail users have a household income greater than $70,000, 70 percent of trail users travel 1.5 miles or less to reach the trail, and over 70 percent of users are bicyclists. Surveyed users also rated the trail on a variety of amenities such as access to bathrooms, drinking fountains, and maintenance of the trail. Most users found Old Plank Road Trail to be good or excellent in all categories.

5. Online: http://trailsforillinois.tumblr.com/MTC-Download 50 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

There are many proposed extensions of, and connections between the existing trails in Park Forest. For instance, the University Park Trail, which runs along the southern end of the Village, is proposed to be extended in both directions, connecting Park Forest with both University Park and Steger. Most of the parks in the Village have paved pathways, though many are quite narrow. Also, Orchard Drive, with new bike lanes, offers a north-south connection between Old Plank Road Trail and DownTown Park Forest. A “green-stripe” bicycle route used to exist throughout the Village and onto the Thorn Creek trail, guiding cyclists throughout Park Forest. While there are separate trails as well as bike signage along this former route, this reconfiguration of Orchard Drive is the first dedicated bike lane to be integrated with the roadway.

Narrow pathway in Central Park. Photo by CMAP staff.

Orchard Drive bike lane. Photo by CMAP staff. TRANSPORTATION INFRASTRUCTURE 51

Bicycle Parking There are currently bike racks at locations throughout the Village, including at schools, the Aqua Center/Central Park, the Public Library, Village Hall, Thorn Creek Nature Center, and the Tennis and Health Club, and there are new bike locker facilities at the Matteson Metra station. Many of the bicycle racks located at municipal buildings are “fence” style racks, consisting of vertical bars between two rows of horizontal bars. These racks do not allow both the wheel and the frame to be locked, which increases the potential for bicycle theft. The Matteson Metra station and the library have “wave” racks, with increased security potential similar to a U-Rack, while accommodating more bicycles than a single rack. Bicyclists would prefer that the bike racks at Metra stations be covered, as they are intended for all-day storage and exposure to the elements can be harmful to the bikes. For those concerns, there are available bicycle lockers, but some riders prefer not to use the bike lockers or are unsure of how to get a key or how to use them. “Fence” bike rack at the Aqua Center. Photo by CMAP staff.

“Wave” rack at Park Forest Library. Photo by CMAP staff. A W 13TH ST Figure 5.6 Bicycle crashes P ( O CI R LLO 211th I2 Olympia Fields Chicago Heights !( !(St. LINCOLN HWY !( W 14TH ST!(!( !( !( !( ( ( ( ( ( E ( ( ( T FARRAGUT S V ( M ( ( 211 S T

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Bike Safety When bicyclists and drivers share the road, many factors affect safety, including the speed and volume of traffic, and the width of the road. The perception of safety is very important to developing a robust cycling community; most people will not ride a bicycle if they don’t think that the route is safe. And the mere presence of regular bicyclists on the roadway can significantly increase overall safety, as drivers come to expect and anticipate bicyclists. When it is not feasible to create off-street or barrier-protected bike lanes, certain road treatments can help improve the safety of the road. Figure 5.6 shows where recent bicycle crashes have occurred within Park Forest and just outside of the Village. The crashes may indicate dangerous conditions, preferred routes of cyclists, or perhaps both.

A sidepath along a portion of Western Avenue helps protect bicyclists and pedestrians from the heavy traffic. Photo by CMAP staff.

Truck traffic along a bicycle route. Photo by CMAP staff. 54 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Level of Traffic Stress According to a recent report from the Mineta Transportation Most of the roads in Park Forest are low-stress (LTS 1 or 2), with Institute, a highly connected, low-stress network is fundamental exceptions along arterial roadways and collectors. Orchard Drive to attract the highest numbers of bicyclists to the network.6 The is rated LTS 3, but the presence of an on-street bicycle lane helps method developed to measure traffic stress considers a number reduce the stress level. The main problem streets are 211th Street / of factors, including the average daily traffic (ADT), the number of Lincoln Highway (LTS 5), Western Avenue (LTS 4 and 5), 26th Street travel lanes, posted speed limits, and location of the center line. For (LTS 5), Sauk Trail Road (LTS 4 and 5), and Monee Road (LTS 3 and streets where bicyclists and cars share the road, street width and 5). A well-connected, low stress network will need to address these speed limit are the primary factors affecting traffic stress. These important links. ratings aim to estimate the level of stress that a bicyclist would feel while riding along different routes, without the need to survey every road in the study area. Using available data, Figure 5.7 measures the Level of Traffic Stress (LTS) on the roadways in Park Forest.

Biking on a quiet residential street (LTS 2). Photo by CMAP staff. Biking on Western Avenue (LTS 4). Photo by CMAP staff.

6. Mekuria, M. C., Furth, P. G., and Nixon, H. 2012. Low-Stress Bicycling and Network Connectivity. San Jose: Mineta Transportation Institute. Online: http://transweb.sjsu.edu/PDFs/ research/1005-low-stress-bicycling-network-connectivity.pdf Figure 5.7 Level of traffic stress I2 Glenwood Homewood )"25 )"35 HOLBROOK RD )"20 45 Flossmoor

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5.4 Transit Regional public transit options that serve the Village include Metra commuter train service and Pace suburban bus service (see Figure 5.8). Additionally, there is a circulator connector bus called “The Jolly Trolley” that primarily serves Park Forest residents. Much of the public transportation service connects DownTown Park Forest to residential neighborhoods in the Village, as well as other destination points outside the Village (like Governors State University or Lincoln Mall). In 2009, approximately 12 percent of Park Forest residents commuted to work via public transit, which is similar to the 12.5 percent of public transit commuters in the six-county Regional Transportation Authority’s jurisdiction, and exceeds the national average of 5 percent. Matteson Metra bike lockers and “wave” rack. Photo by CMAP staff. Metra Metra’s Electric District (ME) main line serves Park Forest, connecting the Village to Downtown Chicago and other south suburbs along its 31.5 mile extent. The 211th Street station of the ME is located where Park Forest’s municipal boundaries intersect with those of Matteson and Olympia Fields. Figure 5.8 shows the locations of the 211th Street station and the Matteson and Richton Park stations that serve Park Forest residents. As can be seen, the residential areas along the Village’s western border have the most convenient access to the nearby Metra stations. Table 5.2 highlights ridership and parking capacity and utilization at each of the three Metra stations serving Park Forest. Both the 211th Street station and the Richton Park station are in compliance with the Americans with Disabilities Act (ADA) standards (although the 211th Street station is a long walk from the parking lot), and a limited number of bicycles are allowed on ME 211th Street Metra Station. Photo by CMAP staff. trains during peak and off-hour trips. Many Park Forest bicyclists prefer the Matteson station for its easy access via the Orchard Drive bike lane and the available bike lockers and bicycle rack. Due to security concerns, Metra recommends covered bicycle parking at stations rather than bike lockers.

Table 5.2 Metra Boardings and Parking in Park Forest

Parking Parking Boardings, Station Capacity, Utilization, 2006 2013 2013 211th Street (Lincoln Hwy.) 1,149 694 60.2% Matteson 879 754 51.1% Richton Park 1,625 1,045 72.2% Source: RTAMS, 2014. 58 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Pace Bus “Jolly Trolley” Connector Bus Service As shown in Figure 5.8, four Pace suburban bus routes (357, 362, The “Jolly Trolley” is a Village-run connector bus service that 366, and 367) directly serve Park Forest, with connections to other links Park Forest residents to community amenities and other Pace routes that run beyond the Village as well as to Metra train public transit services. This demand-responsive bus service is stations. Figure 5.8 also shows that much of the Village is within a administered by Rich Township for the Park Forest community, ¼ - mile (as the crow flies) of a Pace bus stop, with the exception of providing door-to-door transit for seniors, students, and adults of all some northern residential areas surrounding Wildwood and Logan ages. The Jolly Trolley operates a fleet of three vehicles – originally Park. All of the Pace vehicle fleet is ADA compliant, and there are Pace short buses – that make pre-reserved trips and also pick up numerous “dial-a-ride” services to supplement their accessible fixed customers every hour on weekdays between 9 a.m. and 3:30 p.m. at routes. Furthermore, all buses are equipped with front-loading bike two pre-determined stops in DownTown Park Forest. Jolly Trolley carriers so that Pace users can access the bus via bicycle. approximates about ten percent of their trips are connecting to other transit services (like Metra stations), while the majority of trips taken are to other amenities for shopping reasons (groceries, prescriptions, etc.). The Trolley costs $3 per trip for an adult or $1.50 per trip for seniors, disabled persons, and students; riding the Trolley is free for children under 7, as long as they are with a fare- paying adult. 5.5 Roadways

Functional Classification Roads provide space for vital functions within a community – mobility, access, commerce, and civic life. Park Forest street network, shown in Figure 5.9, consists mainly of local roadways that accommodate the Village’s residential character. A breakdown of Park Forest’s roadways based on IDOT’s functional classification designations is provided in Table 5.3. The functional classification of a road describes the character of the road in terms of vehicular mobility and the level of service they are intended to provide. Additionally, Table 5.3 includes the average daily traffic (ADT), width, and jurisdiction of each roadway for comparison and to identify the agency responsible for repairs and maintenance.

DownTown Pace bus service. Photo by CMAP staff. LMNO LMNO LMNO LMNO LMNO LMNO LMNO LMNO

Figure 5.9. Functional classification and AADT LMNO 0 7 8 0 0

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LMNO TRANSPORTATION INFRASTRUCTURE 61

Table 5.3 Roadway Functional Classification

Source: Illinois Department of Transportation, 2014.

Principal Arterials Principal arterials are intended to serve high volumes of traffic, covering greater distances at higher speeds, providing limited access in order to maintain a higher level of service. As a Strategic Regional Arterial (SRA) and Class II truck route, U.S. Route 30, or Lincoln Highway, is the only principal arterial serving Park Forest, running along the Village’s northern border and carrying approximately 28,900 vehicles and 3,250 freight trucks per day. This route provides the Village with east-west regional connectivity and access to the regional highway system at Interstate 57 to the west and Illinois Route 394 to the east. The Illinois Department of Transportation is responsible for the maintenance of the 6 lane roadway.

Route 30 / 211th Street at Orchard Drive. Photo by CMAP staff. 62 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Minor Arterials Park Forest is crossed by three minor arterials, Sauk Trail Road, Western Avenue, and Monee Road. These roadways serve both regional and local trips, providing a higher degree of access and designed for moderate speeds. With the exception of Monee Road, the Village’s minor arterials have two lanes of traffic running in each direction with no on-street parking available. In Park Forest, these roadways accommodate the highest volumes of local traffic and run along a range of land uses including single and multi-family residential districts, as well as commercial and industrial areas. Sauk Trail Road is the Village’s primary east-west roadway, carrying 5,000 more vehicles than any of the village’s roadways with the exception of U.S. Route 30. Intersection of Sauk Trail Road and Western Avenue, both minor arterials. Photo by CMAP staff.

Collectors Collectors serve to move traffic from local streets to arterials and other major roads, providing a high degree of access for local traffic at moderate speeds. With the exception of Central Park Avenue along the Village’s eastern border, each of these roadways is under Park Forest municipal jurisdiction. Of particular importance are North Orchard Drive and Indianwood Boulevard, which serve as main north-south thoroughfares in the Village, connecting local and major roadways to DownTown Park Forest. Similarly, Lakewood Boulevard provides east-west connectivity to DownTown.

Intersection of Lakewood Avenue and Orchard Drive, both collector roads. Photo by CMAP staff.

Local Roads All remaining roadways are classified as local roads, which primarily serve residential areas and offer the highest levels of access.

Local Road typical of those found in Park Forest. Photo by CMAP staff. 63

Intersection of Sauk Trail Road and Western Avenue, both minor arterials. Photo by CMAP staff. 64 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Connectivity Safety Street connectivity is a way of assessing the ease of travelling Figure 5.11 illustrates the locations of the most severe automobile between destinations within a local street network. As a whole, crashes occurring in Park Forest and the surrounding communities Park Forest’s street network consists of long blocks and winding/ between 2008 and 2012. The map also shows the areas with the curvilinear roads that provide links to major roadways and highest overall density of crashes, weighted by severity. As can be community destinations. While the residential areas south of seen, intersections of major roadways along or just outside of Park Sauk Trail have a limited number of cul-de-sacs, the central and Forest’s borders have the highest concentrations of crashes. These eastern portions of the village have high concentrations of dead- areas include the intersections of Lincoln Highway and Western ends. In these instances, the unconnected street network only Avenue as well as Sauk Trail and Western Avenue, which carry the allows for a limited number of route options, resulting in longer heaviest volumes of daily traffic at the highest speeds in the Village and less direct trips between destinations. This can lead to high and the surrounding area. volumes of traffic being concentrated on limited infrastructure, While there is not a concentration of severe crashes at any one as is the case with Sauk Trail, Park Forest’s primary east-west link. point along Sauk Trail similar in magnitude to the aforementioned This type of network arrangement typically affects walkability, intersections, there is a distinctive pattern of crashes involving encouraging automobile use for many trips that could potentially be serious injury spread along the roadway’s extent. Specifically, the accomplished by walking in a more connected network. However, area surrounding the intersection of Sauk Trail and Indianwood the presence of internal pedestrian pathways in many of Park Boulevard stands out. This area was also identified in both the bike Forest’s multi-family and cooperative residential areas helps to and pedestrian analysis. mitigate these impacts by linking residences into a more connected pedestrian network.

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NI I U VE B PKY D RSI SITY UNIVE TY ER !(RSITY A PKY UNIV !(PKY W (High M Miles Open Space Chicago Metropolitan Agency for Planning, 2014. !( 0 0.25 0.(5 Photo by CMAP staff. Sidewalk dining. Photo credit: CMAP. PLANNED AND PROGRAMMED ROADWAY IMPROVEMENTS 67

Section 6 Planned and Programmed Roadway Improvements

6.1 Key findings The following are key findings regarding planned and programmed roadway and infrastructure improvements in Park Forest. Moving forward in the planning process, these key findings will help shape and inform the bicycle and pedestrian master plan recommendations. The Village of Park Forest has a history of including bicycle and pedestrian related construction projects within their municipal budget. As discussed below, the Village has a number of capital improvements planned that will help improve biking and walking conditions within the community. Moving forward, the recommendations of the final Bicycle and Pedestrian Plan should be included in future budgets and capital improvement plans. 6.2 Village Budget and Capital Improvement Plan 2014/2015 Budget http://www.villageofparkforest.com/DocumentCenter/View/823 Capital Improvement Plan http://www.villageofparkforest.com/DocumentCenter/ View/684 Since the Village and its roads were all built post-World War II, Park Forest currently faces aging transportation infrastructure. Many of the roadways in Park Forest need maintenance and improvement, and such projects are regularly included in local, county, and state capital plans (see Table 6.1). These maintenance and improvement projects will increase the safety, reliability, and usability of the Village’s transportation infrastructure. In addition, the projects will have the added benefit of making the neighborhoods look more attractive, and therefore more marketable. 68 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

Implications for the Bicycle and Pedestrian Plan The following is a summary of the key capital improvements that are included in both the Village’s Budget and Capital Improvement Plan for 2014-15. These projects are primarily under the jurisdiction of the Village’s Public Works Department. The Public Works section contains expenditures for the General Fund, Motor Fuel Tax Fund, Vehicle Service Fund, Municipal Parking Fund, Water Fund and Sewer Fund. For Fiscal 2014/2015 the General Fund includes dollars for sidewalk removal and replacement and storm sewer improvements. Sidewalk replacement has been moved from Motor Fuel Tax to the General Fund. Lincoln Highway streetscape engineering and construction, resurfacing North Street, Indianwood Drive and bikeway striping are major projects included in the Motor Fuel Tax plan. These four projects have substantial grant funding.

Photo by CMAP Staff. PLANNED AND PROGRAMMED ROADWAY IMPROVEMENTS 69

Photo by CMAP Staff.

Status Location 2014/15 2015/16 2016/17 2017/18 2018/19 Completed Indianwood Boulevard, Sauk Trail to Western Avenue $539,000 prior to 2014

Completed Lakewood Boulevard, Sauk Trail to Orchard Drive $68,800 prior to 2014 Streetscape Lincoln Highway-Indiana-East Village limit $280,000 - construction Streetscape Lincoln Highway-Indiana-East Village limit – $120,000 construction engineering Completed Mill & Resurfacing North Street (Orchard to W Corp. Limit) $80,000 construction In Planning Bikeway striping $120,000 Resurface Indianwood Blvd. (Sauk Trail to Monee Rd) - design $150,000 Contractual pavement and street maintenance $420,000 $420,000 $420,000 $420,000 $420,000 Resurface Indianwood Boulevard (Sauk Trail to Monee Rd) $1,725,000 - Construction Resurface Indianwood Blvd. (Sauk Trail to Monee Rd) – $173,000 Construction engineering Resurface Illinois Street (Orchard Drive to Western Avenue) $70,000 design Resurface Illinois Street (Orchard Drive to Western Avenue) $1,155,000 – Construction Resurface Illinois Street (Orchard Drive to Western Avenue) – $115,500 Construction engineering Intersection improvements (Forest/Park at Norwood) $1,200,000 Resurface Westwood (Orchard Drive to Sauk Trail) $1,221,000 Sources: Village of Park Forest Capital Improvement Plan 2014-2015, Village of Park Forest 2014/15 Budget Old Plank Road Trail. Photo by CMAP staff. Sidewalk dining. Photo credit: CMAP. LOOKING FORWARD 71

Section 7 Looking Forward

The existing conditions report thus far has identified a number of issues, strengths, weaknesses, and opportunities that exist for non-motorized transportation in the Village of Park Forest. The Bicycle and Pedestrian Plan will utilize this extensive database of information to formulate recommendations for supporting and improving biking and walking in the community. Based on the information compiled, key topic areas of the plan are identified in this chapter. It should be noted that the following summary does not include all issues that will be addressed in the final Plan. 72 VILLAGE OF PARK FOREST EXISTING CONDITIONS REPORT BICYCLE AND PEDESTRIAN PLAN

The Plan will address the following topic areas that • Improve wayfinding. Currently only limited bicycle trail signage have been identified as key issues through analysis exists in the Village. The Plan will recommend that the Village install interrelated wayfinding program to assist bicyclists, of existing conditions: motorists, and pedestrians in identifying routes and crossings. • Coordinate with the Village’s ongoing development regulations Signs should include directions and mileage to community update. Currently, through another CMAP led LTA grant, the facilities, parks, schools, shopping areas, Metra stations, and Village is in the process of updating its development regulations regional trails. In addition to signage, the Plan will recommend (UDO). The Bicycle and Pedestrian Plan and the updated the creation of a bicycle map that should be posted on the Village’s regulations should support each other whenever feasible. website, made available for pick-up at community facilities, and For example, the Plan will include typical street cross-section updated on an annual basis. requirements by street type for installing bicycle and pedestrian • Identify on-street bike lane locations and build upon the recently facilities; bicycle parking requirements at commercial and multi- installed Orchard Drive bike lane. Last year the Village completed family residential uses; and the creation and adoption of complete the Orchard Drive capital project that included the creation of streets policy. The UDO will use these requirements and staff the Village’s first dedicated bike lane. The bike lane has created working on the UDO will provide feedback as needed. a north-south connection between Old Plank Road Trail, • Strengthen connections to the regional trail system and Forest DownTown, and the Thorn Creek Trail. The Plan will identify Preserves. The Village of Park Forest is linked to a larger regional additional streets that dedicated bike lanes should be installed to network of trails in several areas of the community. Both Old Plank improve connectivity throughout the community. Road Trail and Thorn Creek Trail are classified as primary regional • Provide adequate bicycle parking. Currently there are bike trails, and serve as part of the backbone of trails throughout the racks at locations throughout the Village, including at schools, northeastern Illinois region that connect to smaller community the Aqua Center/Central Park, the Public Library, Village Hall, trails and paths. Thorn Creek Nature Center, and the Tennis and Health Club, • The Bicycle and Pedestrian Plan will identify future extensions and there are bike locker facilities at the Matteson Metra of and connections between the existing trails in Park Forest and station. The Plan will support the inclusion of bike parking the regional trail system including connections to nearby forest requirements for commercial and multi-family residential uses preserves. in the Village’s development regulations update, and will include recommendations for the type of bicycle racks. • Establish safe pedestrian and bicycle street crossings. Currently, major roadway corridors such as Sauk Trail, US Route 30, Monee • Hold community biking and walking events. Special events such Road, Crawford Avenue, and Western Avenue are difficult as “ride your bike to work week “and “walk/ride to school days” to cross. The Plan will identify key intersections along these should be organized by either the Village, through the department corridors, as well as along other collector streets that should have of Recreation and Parks or the Police Department in collaboration more clearly visible pedestrian crosswalks. Crosswalk markings with the School District or through a partnership. The Plan will should be enhanced with appropriate additional pedestrian recommend hosting special events that encourage walking and treatments such as signing, traffic calming, signalization, or other biking for all age groups and levels of mobility. countermeasures. LOOKING FORWARD 73

• Improve sidewalk conditions. Currently there are over 100 • Support bike riding education. The Plan will recommend that miles of sidewalks throughout the Village. Due to the Village’s the Village department of Recreation and Parks and the Police curvilinear street grid there are long blocks in some residential department partner with the School District to provide classes areas which make it more difficult for some pedestrians to find to all-age groups for bicycle riding education. Classes should be a direct route. As a result, there are approximately thirty-six designed for different experience levels ranging from beginner pedestrian cut-throughs to facilitate walkability. Approximately bicyclists up to experienced bicyclists who want to refine their twenty-eight of those cut-through paths run between residential skills. properties – making it easier and faster to get from one block to • Pursue partnerships, grants and alternative funding sources another – while several others connect residential neighborhoods to assist with implementation. To assist with funding the to open space or school properties in the Village. Cut-throughs are recommendations of the Bicycle and Pedestrian Plan the Village owned by the Village but neighboring residents are responsible for should strengthen partnerships and also seek out and apply for their maintenance. This sometimes poses an issue with residents available grants and other funding resources. The Village should who fail to maintain the pathways. look to partner with other groups or governmental agencies • In addition to cut-throughs, the overall condition of sidewalks whenever possible. The School District and the Forest Preserve varies from fair to poor. The Plan will recommend that the Village Districts (Cook and Will County) are examples of groups the create a prioritized list of sidewalk improvements/replacements Village should partner with to improve bicycling and walking based upon detailed assessments which should be included as throughout the community. Examples of potential grants include part of the Village’s Five Year Capital Plan. Safe Routes to School program, the Illinois Transportation Enhancement program (ITEP) and the Congestion Mitigation Air Quality (CMAQ) program. The Plan will identify potential partnerships and/or funding sources for each recommendation whenever possible. 233 South Wacker Drive, Suite 800 Chicago, IL 60606 312 454 0400 [email protected] www.cmap.illinois.gov

Photos provided by CMAP staff.