Transportation & Road Improvement Commitee

AGENDA Transportation & Road Improvement Committee Regular Meeting Village Hall 1900 Hassell Road, Hoffman Estates, IL 60169 September 9, 2024 Council Chambers Immediately following General Administration & Personnel 1. CALL TO ORDER/ROLL CALL 2. APPROVAL OF MINUTES A. Transportation & Road Improvement Committee 08-05-2024 3. PUBLIC COMMENT 4. NEW BUSINESS A. Approval of an ordinance amending Municipal Code Section 6-2-1-HE-11-1302-A, Additional No Parking Streets and Area - 1957 Chelmsford Place B. Hoffman In Motion Transportation Plan Update 5. REPORTS A. Transportation Division Monthly Report 6. PRESIDENT'S REPORT 7. ITEMS IN REVIEW 8. OTHER 9. ADJOURNMENT Further details and information can be found in the agenda packet attached hereto and incorporated herein and can also be viewed online at www.hoffmanestates.org and/or in person in the Village Clerk's office. The Village of Hoffman Estates complies with the Americans with Disabilities Act (ADA). For accessibility assistance, call the ADA Coordinator at 847/882-9100. Page 1 Page 1 of 127 Village of Hoffman Estates DRAFT TRANSPORTATION & ROAD IMPROVEMENT COMMITTEE MEETING MINUTES August 5, 2024 I. Roll Call Members in Attendance: Karen Arnet, Chair Patrick Kinnane, Vice-Chair Gary Stanton, Trustee Karen Mills, Trustee Anna Newell, Trustee Gary Pilafas, Trustee Mayor William D. McLeod Management Team Members in Attendance: Eric Palm, Village Manager Dan O’Malley, Deputy Village Manager Arthur Janura, Corporation Counsel Jon Pape, Assistant Village Manager Rachel Musiala, Finance Director Alan Wax, Fire Chief Kathryn Cawley, Police Chief Peter Gugliotta, Director of Dev. Services Patrick Seger, Director of HRM Monica Saavedra, Director of HHS Darek Raszka, Director of IS Joe Nebel, Director of Public Works Patty Richter, Village Clerk Jennifer Horn, Dir. Planning and Trans. Michael Walker, Community Planner Missy Brito, Communications Director Ric Signorella, Multimedia Production Mgr. The Transportation & Road Improvement Committee meeting was called to order at 7:25 p.m. II. Approval of Minutes Motion by Trustee Stanton, seconded by Trustee Kinnane, to approve the Transportation & Road Improvement Committee meeting minutes of July 1, 2024. Voice vote taken. All ayes. Motion carried. III. Public Comment NEW BUSINESS 1. Discussion of the Village Hall parking lot reconstruction project. An item summary sheet from Peter Gugliotta and Alan Wenderski was presented to Committee. Page 2 of 127 Transportation & Road Improvement -2- August 5, 2024 Peter Gugliotta addressed the Committee and reported that this item was discussed last month and the Committee was concerned with the number of parking spaces. Staff further evaluated the plan and determined an additional 20 spaces could be incorporated into the total parking count without materially impacting the green infrastructure components that are critical to the MWRD program. This would bring the total amount of spaces to 301, versus 281 spaces identified previously. Staff noted that there are only two days per year that are busier than all others; the MLK breakfast with 225 in attendance, and the holiday tree lighting event with 450 in attendance, and that happens on a weekend. The proposed 281 spaces are sufficient to accommodate each event. The Committee discussed and agreed that due to an additional cost of approximately $70,000, that 281 parking spaces is sufficient. 2. Request approval of an ordinance amending Municipal Code Section 6-2-1- HE-11-1302-A, Additional No Parking Streets and Area. An item summary sheet from Alan Wenderski was presented to Committee. Motion by Trustee Stanton, seconded by Trustee Pilafas, to approve an ordinance amending Section 6-2-1-HE-11-1302-A, Additional No Parking Streets and Areas. Voice vote taken. All ayes. Motion carried. 3. Request approval of an ordinance amending Municipal Code Section 6-2-1- HE-11-802, “U” Turns Not Permitted. An item summary sheet from Alan Wenderski was presented to Committee. Motion by Trustee Pilafas, seconded by Trustee Stanton, to approve an ordinance amending Section 6-2-1-HE-11-802, “U” Turns Not Permitted. Voice vote taken. All ayes. Motion carried. 4. Request approval of Change Order #1 to the contract with ALamp Concrete Contractors, Inc., Schaumburg, IL for the 2024 Street Revitalization Project – Contract #2 in the amount of $90,000 for a total not to exceed cost of $4,204,000. An item summary sheet from Andy LoBosco and Alan Wenderski was presented to Committee. Motion by Trustee Mills, seconded by Trustee Kinnane, to approve Change Order #1 to the contract with ALamp Concrete Contractors, Inc., Schaumburg, IL, for the 2024 Street Revitalization Project – Contract #2 in the amount of $90,000 for a total not to exceed cost of $4,204,000. Voice vote taken. All ayes. Motion carried. Page 3 of 127 Transportation & Road Improvement -3- August 5, 2024 REPORTS (INFORMATION ONLY) 1. Transportation Division Monthly Report. The Transportation Division Monthly Report was received and filed. IV. President’s Report V. Other VI. Items in Review VII. Adjournment Motion by Trustee Mills, seconded by Trustee Kinnane, to adjourn the meeting at 7:41 p.m. Voice vote taken. All ayes. Motion carried. Minutes submitted by: Debbie Schoop, Executive Assistant Date Page 4 of 127  AGENDA ITEM REPORT Transportation & Road Improvement Committee September 9, 2024 ITEM 4A REQUEST: Approval of an ordinance amending Municipal Code Section 6-2-1- HE-11-1302-A, Additional No Parking Streets and Area - 1957 Chelmsford Place FROM: Alan Wenderski, Director of Engineering Sonia Zala, Senior Transportation Engineer ITEM TYPE: Ordinance - Committee REQUEST SUMMARY A resident of 1957 Chelmsford Place requested consideration for designating an on- street handicapped space in front of their home (exhibit attached). The owner is permanently disabled and has handicapped plates issued by the State of Illinois. The resident is aware the handicapped space would not be exclusively for their use; anyone with a valid permit could use it. The Village Board has reviewed and approved multiple requests for on-street ADA parking accommodation, primarily within the Barrington Square subdivision, over the last ten years. Locations are approved per ordinance and reviewed on a regular basis to ensure the requester still requires accommodation. The Illinois Accessibility Code (IAC) is the State document which governs the locations and design of handicap accommodations. The IAC is restricted to commercial (i.e. places of business, hospitals, and retail) and multi-family residential in excess of three stories. For these uses, a minimum number of handicap spaces are required, each with its own access aisle. A previous review of reasonable accommodations applicable to an area such as Barrington Square by the Capital Development Board provided an interpretation of these requirements. For uses outside those above, the IAC prescribes “reasonable accommodations” be provided for each accessibility request. For handicap parking, the access aisle or depressed curb ramp need not be installed adjacent to a handicap space if the person requesting does not require them. In this case, the requestor does not require either of these recommendations. The residences on Chelmsford Place are classified as attached single family. For these uses, the IAC can only recommend that reasonable accommodations be provided. If approved, it is recommended these requests continue to be handled on a case-by- case basis. An annual review of the need for the handicapped sign would be required. For example, if the resident moves, the sign would then be removed. Page 1 of 2 Page 5 of 127 FINANCIAL IMPACT N/A RECOMMENDATION Approval of an ordinance amending Municipal Code Section 6-2-1-HE-11-1302-A, Additional No Parking Streets and Area. ATTACHMENTS 1. 1957 Chelmsford ADA Parking 2. Ordinance- ADA Parking- 1957 Chelmsford Place Page 2 of 2 Page 6 of 127 EXHIBIT- STREET VIEW Accessible parking sign will be installed for this parking stall Page 7 of 127  EXHIBIT- AERIAL VIEW Accessible parking sign will be installed for this parking stall Page 8 of 127  ORDINANCE NO. ___________ - 2024 VILLAGE OF HOFFMAN ESTATES AN ORDINANCE AMENDING SECTION 6-2-1-HE-11-1302-A OF THE HOFFMAN ESTATES MUNICIPAL CODE NOW, THEREFORE, BE IT ORDAINED by the President and Board of Trustees of the Village of Hoffman Estates, Cook County, Illinois, as follows: Section 1: That Section 6-2-1-HE-11-1302-A, ADDITIONAL NO PARKING STREETS AND AREAS, of the Hoffman Estates Municipal Code be amended by adding sub-section number 325 as follows: 325. On the east side of Chelmsford Place, in front of 1957 Chelmsford Place, where specifically designated and marked as reserved parking for persons with disabilities, except for vehicles authorized by law to park in said reserved areas. Section 2: That the Village Clerk is hereby authorized to publish this Ordinance in pamphlet form. Section 3: That this Ordinance shall be in full force and effect immediately from and after its passage and approval. PASSED THIS ________ day of _________________, 2024 VOTE AYE NAY ABSENT ABSTAIN Trustee Karen V. Mills _____ _____ _____ _____ Trustee Anna Newell _____ _____ _____ _____ Trustee Gary J. Pilafas _____ _____ _____ _____ Trustee Gary G. Stanton _____ _____ _____ _____ Trustee Karen Arnet _____ _____ _____ _____ Trustee Patrick Kinnane _____ _____ _____ _____ President William D. McLeod _____ _____ _____ _____ APPROVED THIS ______ DAY OF _______________, 2024 Village President ATTEST: Village Clerk Published in pamphlet form this _____ day of ____________________, 2024. Page 9 of 127  AGENDA ITEM REPORT Transportation & Road Improvement Committee September 9, 2024 ITEM 4B REQUEST: Hoffman In Motion Transportation Plan Update FROM: Phil Green, Transportation & Long Range Planner ITEM TYPE: Discussion - Committee REQUEST SUMMARY In January 2023, the Village entered into an agreement with IDOT to secure Statewide Planning and Research (SPR) program funding for its Comprehensive Multimodal Transportation Plan. This initiative aims to update the 2010 Comprehensive Bicycle Plan, develop a multimodal plan for all modes of travel (biking, walking, and transit), prioritize projects and funding sources, and establish a new GIS-based asset management system. In December 2023, the Village contracted with Epstein and their subcontractors, HNTB and All Together, to produce the plan and the asset management system. All Together is leading the branding, communications, and public engagement efforts, creating the "Hoffman In Motion" brand, which includes graphics, a color scheme, and a project website at www.hoffmaninmotion.com. The project is now at the end of Phase I, the Existing Conditions Report (ECR). The ECR offers a technical analysis of the Village’s transportation network, highlighting strengths and areas for improvement, with a focus on bicycling, walking, public transportation, safety, and equity. A copy of the ECR is attached for the Committee's review. Ryan Peterson, the project manager from Epstein, will present an overview of the findings to the Committee. Public engagement has been strong, with key events including: • Four pop-up events (Senior Luncheon, Crank Revolution Bike Ride, Bell Works Happy Hour, Summer Sounds on the Green), engaging approximately 200 people. • An online survey with around 300 completed responses. • The "Hoffman In Motion" Summer Hang at South Ridge Park, which drew over 300 attendees. Phase II of the planning effort will use the ECR findings and public input to develop draft recommendations and a preliminary version of the final plan, followed by further review and public engagement. A meeting with the project steering committee will be scheduled to review the ECR. The project is on track for completion in the summer of 2025. Page 1 of 2 Page 10 of 127 FINANCIAL IMPACT N/A RECOMMENDATION Presented for discussion only. ATTACHMENTS 1. Draft Hoffman in Motion Existing Conditions Report Page 2 of 2 Page 11 of 127  EXISTING CONDITIONS REPORT H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 12 ofI 127 TABLE OF CONTENTS 01 INTRODUCTION 85 APPENDICES PURPOSE A. ANALYSES METHODOLOGY FOCUS AREAS ⇢ BICYCLE LEVEL OF TRAFFIC STRESS COMMUNITY BACKGROUND ⇢ INTERSECTION LEVEL OF TRAFFIC STRESS ⇢ VULNERABLE ROAD USER ASSESSMENT 17 CURRENT CONDITIONS B. PAST PLAN PROGRESS INVENTORY ⇢ READY-TO-GO PROJECTS ACTIVE TRANSPORTATION ASSESSMENTS ⇢ SIGNIFICANT CHANGE PROJECTS TRANSPORTATION PATTERNS ⇢ BICYCLE PATH PROJECTS SAFETY ⇢ SAFETY & INTERSECTION PROJECTS EQUITY GAPS & CHALLENGES C. PERFORMANCE DASHBOARD BACKGROUND PERFORMANCE DASHBOARD 80 PAST PLANS & POLICIES VILLAGE PLANS & POLICIES OTHER AGENCY PLANS PREVIOUS BICYCLE & PEDESTRIAN PLAN H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 13 ofI I 127 ACKNOWLEDGEMENTS VILLAGE BOARD PARTNER AGENCIES MAYOR WILLIAM D. MCLEOD ILLINOIS DEPARTMENT OF TRANSPORTATION (IDOT) TRUSTEE KAREN V. MILLS COOK COUNTY DEPT. OF TRANSPORTATION AND HIGHWAYS TRUSTEE ANNA NEWELL NORTHWEST MUNICIPAL CONFERENCE (NWMC) TRUSTEE GARY J. PILAFAS FOREST PRESERVE DISTRICT OF COOK COUNTY TRUSTEE GARY G. STANTON HOFFMAN ESTATES PARK DISTRICT TRUSTEE KAREN J. ARNET PACE SUBURBAN BUS TRUSTEE PATRICK KINNANE METRA VILLAGE OF SCHAUMBURG CITY OF ELGIN VILLAGE STAFF VILLAGE OF STREAMWOOD ERIC PALM, VILLAGE OF EAST DUNDEE VILLAGE MANAGER VILLAGE OF SOUTH BARRINGTON SCHAUMBURG TOWNSHIP PETER GUGLIOTTA, BARRINGTON TOWNSHIP DIRECTOR OF DEVELOPMENT SERVICES PALATINE TOWNSHIP HANOVER TOWNSHIP JENNIFER HORN, DIRECTOR OF PLANNING & TRANSPORTATION THIS PROJECT WAS FUNDED WITH STATE PHILLIP GREEN, TRANSPORTATION & LONG-RANGE PLANNER PLANNING & RESEARCH FUNDS (SPR). CONSULTANT TEAM EPSTEIN HNTB ALL TOGETHER H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 14 IofI I 127 GLOSSARY ACCESSIBILITY PEDESTRIAN INFRASTRUCTURE THE MEASURE OF THE EASE OF REACH TO DESTINATIONS OR PHYSICAL STRUCTURES AND FACILITIES THAT SUPPORT WALKING, ACTIVITIES BY A SPECIFIC MODE OF TRANSPORT, EMPHASIZING THE INCLUDING SIDEWALKS, FOOTPATHS, CROSSWALKS, PEDESTRIAN SIGNALS, IMPORTANCE OF UNDERSTANDING AND ENHANCING CONNECTIVITY AND OTHER RELATED FEATURES. FOR ALL USERS. PUBLIC TRANSIT ACTIVE TRANSPORTATION SYSTEMS OF PUBLIC TRANSPORTATION AVAILABLE TO THE GENERAL MODES OF TRANSPORTATION THAT INVOLVE HUMAN-POWERED PUBLIC, INCLUDING BUSES, TRAINS, TRAMS, AND OTHER FORMS OF MOBILITY, SUCH AS WALKING AND BICYCLING, WHICH PROMOTE SHARED TRANSPORTATION THAT OPERATE ON FIXED ROUTES AND HEALTH AND REDUCE RELIANCE ON MOTOR VEHICLES. SCHEDULES. BICYCLE INFRASTRUCTURE ROLLING FACILITIES AND NETWORKS DESIGNED SPECIFICALLY FOR BICYCLE USE REFERS TO THE MOVEMENT OF WHEELCHAIRS OR OTHER MOBILITY AIDS. TO ENHANCE SAFETY AND CONVENIENCE FOR BICYCLISTS, INCLUDING BIKE LANES, CYCLE TRACKS, BIKE RACKS, BIKE SHARING STATIONS, SHARROWS AND REPAIR STATIONS. ROAD MARKINGS USED TO INDICATE A SHARED LANE ENVIRONMENT FOR BICYCLES AND MOTOR VEHICLES, GUIDING CYCLISTS ON THE SAFEST PATH COMPLETE STREETS AND REMINDING DRIVERS TO SHARE THE ROAD. STREETS DESIGNED TO PROVIDE SAFE AND ACCESSIBLE TRANSPORTATION OPTIONS FOR ALL USERS, INCLUDING PEDESTRIANS, TRAFFIC CALMING BICYCLISTS, MOTORISTS, AND TRANSIT RIDERS OF ALL AGES AND DESIGN AND MANAGEMENT STRATEGIES IMPLEMENTED TO REDUCE ABILITIES. VEHICLE SPEEDS, IMPROVE SAFETY, AND ENHANCE THE LIVING CONDITIONS FOR RESIDENTS ALONG STREETS AND NEIGHBORHOODS. MULTIMODAL REFERS TO THE INCORPORATION AND INTEGRATION OF VARIOUS VULNERABLE ROAD USERS TRANSPORTATION MODES WITHIN A SINGLE NETWORK, ENABLING INDIVIDUALS WHO ARE AT GREATER RISK IN TRAFFIC ENVIRONMENTS, USERS TO CONVENIENTLY TRANSITION BETWEEN DIFFERENT FORMS INCLUDING PEDESTRIANS, BICYCLISTS, AND MOTORCYCLISTS, WHO ARE OF TRANSPORT. THIS APPROACH SUPPORTS A DIVERSE RANGE OF UNPROTECTED BY AN ENCLOSED VEHICLE. TRAVEL OPTIONS, INCLUDING WALKING, BICYCLING, DRIVING, PUBLIC TRANSIT, AND MICROMOBILITY, TO ACCOMMODATE DIFFERENT ZONING PREFERENCES AND NEEDS, THEREBY ENHANCING OVERALL MOBILITY THE LEGISLATIVE PROCESS FOR DIVIDING LAND INTO ZONES IN WHICH AND ACCESSIBILITY. CERTAIN LAND USES ARE PERMITTED OR PROHIBITED. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 15 IofV 127 HOW TO UTILIZE THE ECR The Existing Conditions Report (ECR) for the RESIDENTS Hoffman in Motion plan presents an overview of Your involvement is essential at this stage. We encourage you to review the document, share your feedback, and participate in the data collection, analysis, and overview of the community meetings. This is a crucial time to voice your concerns transportation trends and conditions in Hoffman and suggestions, helping shape a transportation network that Estates. This document acts as a building block, effectively serves the entire community. providing a detailed snapshot of the current network which will be further refined through PARTNERING AGENCIES & NEIGHBORS Your collaboration is vital in crafting an interconnected subsequent recommendations, additional analyses, transportation system. Please take the time to review the plan, and feedback from public engagement. contribute your insights, share resources, and adopt best practices. This period of review and engagement is key to enhancing mobility and accessibility across our various jurisdictions. As the plan progresses, there are numerous opportunities for community involvement! To the ELECTED OFFICIALS right you’ll find a call to action with specific steps We encourage you to review this document, which serves as a foundational element of the planning process. Your engagement on how different groups across the Village can with the community is invaluable. By connecting your networks participate. with opportunities for meaningful dialogue and collaboration, you are setting the stage for future enhancements to our transportation system, ensuring it becomes safer and more efficient. ADVOCATES Your examination of the plan’s data and ideas is crucial at this time. We rely on your efforts to educate the public, attend and engage meaningfully at events, and foster collaboration that will inform the necessary evolutions in our transportation infrastructure. Your proactive involvement is essential in building community support and momentum as we move forward. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 16 ofV 127  Introduction PURPOSE FOCUS AREAS COMMUNITY BACKGROUND 01 Page 17 of 127 Purpose The purpose of this plan is to position Hoffman Estates as a regional leader in suburban public transit, walking, and bicycling. Hoffman in Motion is an ongoing strategic initiative that plays a pivotal role in supporting the Village’s continual growth and enhancing the quality of life for all residents. This plan focuses on making transportation options more accessible, environmentally friendly, and inclusive, addressing current challenges while preparing for the future needs of the community. Furthermore, Hoffman in Motion emphasizes the enhancement of asset management, funding strategies, and data management to continuously improve the transportation network. The initiative adopts best practices to maintain and update infrastructure in response to the community’s evolving needs. Innovative funding methods and robust data management strategies are integral to Hoffman in Motion, ensuring financial stability and supporting informed decision-making. These efforts are crucial for creating a durable and efficient transportation system that aligns with Hoffman Estates’ vision of a progressive and connected future, demonstrating the plan’s commitment to ongoing development and improvement. Figure 1: HOFFMAN ESTATES | SOURCE: VILLAGE OF HOFFMAN ESTATES H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 18 of2 127 Focus Areas HOFFMAN IN MOTION WILL FOCUS ON: PUBLIC TRANSPORTATION BICYCLE & Enhancing public transit is a key part of PEDESTRIAN Hoffman in Motion. This includes designing a ENHANCEMENTS strong strategy to make public transport more efficient and widespread, especially in areas Hoffman in Motion promotes the improvement that need it most. The aim is to make public of walking and biking across the Village of transit a more practical choice for everyone, Hoffman Estates. Hoffman in Motion sets improving access and inclusion. out to create a clear and detailed approach that focuses on sustainable and active ways of getting around, aiming to connect the ELEMENTS OF FOCUS: Figure 2: BICYCLING IN PRESERVES | SOURCE: ALL TOGETHER community and improve its residents’ quality ⇢ Map out strategic improvements to transit of life. routes to boost service delivery and efficiency, aiming for greater coverage ELEMENTS OF FOCUS: across Hoffman Estates. ⇢ Develop a plan for an integrated network ⇢ Recommend infrastructure upgrades that of pedestrian and bicycle facilities. support a reliable public transit system. ⇢ Conduct assessments to identify and ⇢ Develop engagement programs to ensure bridge gaps in existing infrastructure. community involvement in transit planning, aligning services with residents’ needs and expectations. Figure 3: PACE BUS STATION | SOURCE: CMT H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 19 of3 127 ASSET FUNDING MANAGEMENT STRATEGIES A coordinated strategy for managing Village Securing a diverse range of funding is crucial transportation assets is a core focus of for the long-term success of this plan. This Hoffman in Motion. This includes maintaining section’s main focus is identifying and and investing carefully to make the securing a mix of funding sources to support community’s transportation system work more the ongoing development and upkeep of our effectively and increase the longevity of roads, transportation systems. equipment, and infrastructure. ELEMENTS OF FOCUS: ELEMENTS OF FOCUS: Figure 4: VILLAGE GREEN | SOURCE: VILLAGE OF HOFFMAN ESTATES ⇢ Actively seek federal, state, and local ⇢ Set up a proactive asset management funding and look into partnerships with the program that focuses on smart private sector. investments. ⇢ Create detailed grant applications and ⇢ Choose the projects most critical to funding proposals to meet the financial infrastructure needs that will have a needs of our transportation projects. positive impact, ensuring sustainable ⇢ Make the most of existing and new transport solutions. funding opportunities to ensure the Village ⇢ Use advanced tools and policies to have the finances to carry out the plan. improve how the Village manages and decides on transportation projects. Figure 5: WESTBURY PARK | SOURCE: HOFFMAN ESTATES PARK DISTRICT H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 20 of4 127 Community Background 📊 features are shown in Figure 9. The Village is COMMUNITY tasked with maintaining its original residential CONTEXT areas and renovating commercial centers to reflect current trends and preferences. Hoffman Estates, nestled in Chicago’s northwest suburbs, has a rich history that has Housing diversity is a growing focus, driven played a pivotal role in shaping its identity by shifting demographic trends that desire since its establishment in 1959 by developers various housing options, from multi-family Jack Hoffman and Sam & Jackman Mori. units to new, modern homes. About 65% of Originally a rural area dotted with farmland, housing units are owner-occupied, which the Northwest Tollway (now Interstate 90) is typical for suburban communities. In construction in the 1950s opened the area response, the Village is adapting its zoning to the Chicago metropolitan area, sparking laws to support a broader array of housing types, promoting inclusivity and vibrancy in Figure 6: BELL WORKS | SOURCE: BELL WORKS rapid growth and transformation. During the following decades Hoffman Estates its residential sectors (CMAP Community experienced extensive residential and Snapshot). commercial development, attracting families and businesses seeking the benefits of suburban life and its strategic location. Today, Hoffman Estates stands at a developmental crossroads, balancing growth with sustainability as it approaches the full development of its available land. This transition poses opportunities and challenges, especially in redeveloping and revitalizing aging infrastructure to meet modern needs while maintaining the community’s unique Figure 7: HOFFMAN ESTATES| SOURCE: AMERICAN ADVENTURE character and heritage. Main community H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 21 of5 127 COMMUNITY GEOGRAPHY Significant physical barriers, such as and promoting a cohesive community Hoffman Estates, a sprawling municipality, highways, non-jurisdictional roads, and forest environment. The figure below illustrates the is distinguished by its division into three preserves, contribute to the separation and distinct regions. distinct geographical regions: West, Central, spread of the unique geographic layout of and North, each defined by natural and man- Hoffman Estates. This creates transportation made boundaries that influence planning and challenges for active transportation users. development. Efforts to enhance this connectivity include developing comprehensive bike paths and The West region, nestled west of Barrington pedestrian trails that link these three regions Road and flanked by the eastern border of effectively, overcoming geographical divides the Arthur L. Janura Preserve, serves as a vibrant hub combining residential zones with bustling commercial areas and public spaces. Figure 8: VILLAGE REGIONS This region benefits from the Forest Preserve, providing expansive green spaces. East of Barrington Road and south of Interstate 90 lies the Central region, characterized by a blend of residential developments, commercial zones, and north essential services. This area’s proximity to major transport arteries like I-90 enhances its WEST accessibility and connectivity. Meanwhile, the North region, situated north of I-90 and east of Barrington Road, offers a mix of residential areas, parks, and smaller central commercial entities. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 22 of6 127  Figure 9: COMMUNITY AMENITIES Source: Village GIS Assets LEGEND BRADWELL RD N CARPENTERSVILLE ATTRACTION HOSPITAL PALATINE RD PUBLIC AMENITY W. DUNDEE PLACE RD OF WORSHIP INVERNESS PUBLIC FACILITY SCHOOL PALATINE OLD SUTTON RD WESTBURY DR RECREATIONAL 16 12 FOR A FULL LIST OF AMENITIES, REFERPENN TO Y RD 📊Figure 10. EAST DUNDEE 11 25 WA SOUTH LGO NQU BARRINGTON IN R D HUNTINGTON BLV ROLLING MEADOWS AVE BEVERLY RD 3 36 DUNDEE HIG LAKEWOOD BLV GIN SR D 18 34 CENTRAL RD 32 26 29 30 4 10 SHOE FACTORY RD 24 7 9 21 20 BARRINGTON RD 37 38 14 13 19 15 1 GOLF RD BARTLETT RD 35 23 5 33 22 GOLF RD ELGIN 17 8 6 28 2 E. C 27 HIC AG SCHAUMBURG OS STREAMWOOD T 0 1 2 SCHAUMBURG RD 31 Miles WHY IS IT IMPORTANT TO IDENTIFY KEY AMENITIES? Identifying key amenities within a community is crucial for active transportation planning as it helps ensure that essential services and destinations are accessible via non-motorized means, such as walking or bicycling. This information guides the development of efficient and strategically placed pathways, bike lanes, and pedestrian-friendly streets that connect residents directly to schools, parks, shopping centers, and transit hubs. Moreover, understanding the location of these amenities aids in creating a more cohesive and inclusive transportation network that enhances the livability and sustainability of the community. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 23 of7 127  Figure 10: AMENITY LIST ID NAME TYPE ID NAME TYPE 1 Hoffman Estates High School School 20 Baha'i Faith Place of Worship 2 James B. Conant High School School 21 Beth Tikvah Congregation Place of Worship 3 High Road School of Hoffman Estates School 22 Church of the Cross Place of Worship 4 Eisenhower Junior High School School 23 Congregation Am Chai Place of Worship 5 Neil Armstrong Elementary School School 24 Interest Ministries Place of Worship 6 Lakeview Elementary School School 25 Korean Church of Chicago Place of Worship 7 John Muir Literacy Academy School 26 Life Changers International Church Place of Worship 8 Fairview Elementary School School 27 Shree Jalaram Mandir Place of Worship 9 MacArthur International Spanish Academy School 28 St. Hubert Catholic Church Place of Worship 10 Lincoln Prairie School School 29 Waterfront Community Church Place of Worship 11 Thomas Jefferson Middle School School 30 Hoffman Estates Village Hall Public Amenity 12 Frank C. Whiteley Elementary School School 31 Schaumburg Township Food Pantry Public Amenity 13 Timber Trails Elementary School School 32 NOW Arena Attraction 14 Lincoln Elementary School School 33 Seascape Family Aquatic Center Attraction 15 Hoffman Estates Park District Early Learning Center School 34 Virginia Mary Hayter Village Green Public Facility 16 Montessori Learning Center, Inc. School 35 Sunderlage House Public Facility 17 St. Hubert Catholic School School 36 Paul Douglas Forest Preserve Recreational Facility 18 Valeo Academy School 37 Arthur L. Janura Preserve Recreational Facility 19 Ascension Saint Alexius Medical Center Hospital 38 Shoe Factory Road Nature Preserve Recreational Facility H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 24 of8 127 LAND USE & DEVELOPMENT Land use plays a critical role in shaping the Better coordination between land use and development of multimodal transportation transportation planning can yield positive networks within communities. The spatial outcomes for communities, fostering distribution and intensity of land uses, such sustainable and livable environments that as residential, commercial, and recreational prioritize active transportation and reduce 📊 areas as seen in Figure 13, directly reliance on cars. By aligning land use influence transportation patterns and travel policies with transportation investments, behavior. For instance, compact, mixed-use the Village can promote compact, mixed- developments with a diversity of land uses use developments that support walking, Figure 11: BELL WORKS | SOURCE: CHICAGO MAGAZEINE tend to support more walkable and bikeable bicycling, and transit use. This approach not environments, as destinations are closer only improves accessibility and mobility but together and easily accessible by foot or also enhances economic vitality, social equity, bicycle. Conversely, sprawling, single-use and environmental sustainability. Moreover, developments characterized by low-density coordinated planning efforts can result in housing and separated land uses often more efficient land use patterns, reducing necessitate longer trips by car, contributing sprawl and preserving open space while to increased traffic congestion and reliance optimizing the use of existing infrastructure on automobiles. Therefore, integrating land and resources. use and transportation planning is essential Through integrated land use and for creating cohesive and efficient multimodal transportation planning, communities can networks that accommodate the diverse create vibrant and resilient neighborhoods that needs of residents and visitors. offer a range of transportation choices and support healthy, active lifestyles. Figure 12: SEASONS AT HOFFMAN ESTATES | SOURCE: BUILTECH H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 25 of9 127  Figure 13: ZONING Source: Village GIS Assets N LEGEND CARPENTERSVILLE APARTMENTS MANUFACTURING INVERNESS AGRICULTURAL OFFICE PALATINE BUSINESS DISTRICT RESIDENTIAL COMMERCIAL MIXED-USE TRADITIONAL EAST DUNDEE NEIGHBORHOOD FOREST PRESERVE HISTORIC DISTRICT SOUTH BARRINGTON ROLLING MEADOWS ELGIN SCHAUMBURG STREAMWOOD WHICH LAND USES HELP SUPPORT ACTIVE TRANSPORTATION? Land uses that support active transportation typically include mixed-use developments, which integrate residential, commercial, and recreational spaces within walking or biking distance. Dense urban layouts with well-connected street networks also promote active transportation by shortening travel distances and improving access to amenities and services. Additionally, areas with green spaces, such as parks and trails, encourage walking and bicycling by providing safe, attractive routes separated from vehicular traffic. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 261of0 127  However, with an annual vehicle miles that 51.1% of resident and job locations have TRANSPORTATION traveled per household at 18,986—exceeding low transit availability. This lack of availability both county and regional averages—there is being addressed through the expansion of Hoffman Estates is actively improving its is significant potential for reducing reliance public transportation, most notably by Pace’s transportation system to make it more on cars by enhancing public transit and non- I-90 Express Bus Service, an on-highway accessible for all ages and abilities. This motorized transport options. express service that operates between the shift involves enhancing the infrastructure Rosemont Transportation Center and Elgin. to better connect the community and The Transit Availability Index, a metric support environmental goals. The current calculated by the Chicago Metropolitan transportation infrastructure is shown in Agency for Planning (CMAP) for the 📊 Figure 15. Although driving remains the Chicagoland region, measures the most common mode, there has been a accessibility and availability of public transit noticeable increase in public transit and active services across different locations, indicates transportation (i.e. biking and walking). Transportation modes were highly impacted Figure 14: MODE SHARE Source: American Community Survey, 2021 5-year Estimates by COVID-19 with work from home being embraced and public transit ridership decreasing sharply. More recently travel trends reveal a community gradually embracing diverse transportation options. 84% of residents travel to work by car with 8.6% of 11 % residents carpooling while the remaining 75.4% drive alone. Alternative modes such as public transit, walking, and biking are slowly gaining traction. Public transit usage is modest at 3.3%, and those who walk or 75% bike make up only 0.5% of commuters. A 9% full breakdown of mode share is detailed in 📊 Figure 14. 3% 0 .5% H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 271of1 127  jeremy lamb ► business owner & advocate testimonial Jeremy’s testimonial offers an insightful view from his experience as a bike shop owner in Hoffman Estates. “AS A BIKE SHOP OWNER, WE’VE HAD GREAT FIRST-HAND EXPERIENCE IN GETTING TO KNOW AND SERVING THE CYCLING COMMUNITY IN THE HOFFMAN ESTATES AREA. THROUGH THE MANY VILLAGE INITIATIVES TO BRING POSITIVE CHANGES TO OUR CYCLING INFRASTRUCTURE, WE HAVE SEEN AN UPTICK IN CYCLISTS—NOT JUST TO OUR STORE, BUT ON THE ROAD AND WITHIN OUR LOCAL TRAIL SYSTEMS. BY TEAMING UP WITH THE VILLAGE, WE LOOK FORWARD TO BRINGING MORE IMPROVEMENTS, PARTICULARLY TO THE ACCESSIBILITY OF BIKE PATHS. WE BELIEVE THE ADDITION OF DEDICATED BIKE LANES AND CROSSWALKS TO LINK VARIOUS TRAIL SYSTEMS WILL ALLOW MORE RIDERS TO SAFELY ENJOY THE VARIETY OF TRAILS OFFERED IN HOFFMAN ESTATES—STRAIGHT FROM THEIR FRONT DOORS.” JEREMY LAMB, OWNER, CRANK REVOLUTION H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 281of2 127  Figure 15: TRANSPORTATION NETWORK (VILLAGE WIDE) Source: Village GIS Assets, CMAP Trails, IDOT IRIS, Pace Suburban Bus LEGEND BRADWELL RD N CARPENTERSVILLE PARK/OPEN SPACE PACE FIXED ROUTES ROADWAY BUS STOP/STATION PALATINE RD INVERNESS ROUTE 554 BICYCLE FACILITIES ROUTES 603, 605 & 607 WESTBURY DR PALATINE REGIONAL TRAIL METRA BIKE LANE EAST DUNDEE MARKED ROUTE UP-NW STATION UP-NW ROUTE SOUTH WA LGO NQU BARRINGTON IN R D HUNTINGTON BLV ROLLING MEADOWS BEVERLY RD HIG LAKEWOOD BLV GIN SR D CENTRAL RD 603 605 607 HASSELL RD ESSEX DR SHOE FACTORY RD BARRINGTON RD BARTLETT RD 554 GANN ON DR RD GOLF RD ASH ELGIN 554 SCHAUMBURG STREAMWOOD WHY IS A MULTIMODAL SYSTEM IMPORTANT? When various transportation modes and options are connected properly, they can create a seamless, efficient mobility system that enhances accessibility and convenience for all community members. Integrating public transit with pedestrian pathways and bicycling infrastructure, for example, allows individuals to easily switch between modes, such as biking to a transit stop and then taking a bus to their final destination. Such multimodal connections reduce reliance on personal vehicles, decrease traffic congestion, and promote healthier, more sustainable communities. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 291of3 127  Figure 16: TRANSPORTATION NETWORK (WEST REGION) Source: Village GIS Assets, CMAP Trails, IDOT IRIS, Pace Suburban Bus LEGEND N BRADWELL RD PARK/OPEN SPACE CARPENTERSVILLE 0 0.75 1.5 OLD SUTTON RD Miles SIDEWALK W. DUNDEE RD PALATINE RD INVERNESS TRAFFIC SIGNAL PALATINE OLD SUTTON RD WESTBURY DR BICYCLE FACILITIES BEVERLY RD S PATH/TRAIL FORB AVE HIG K GIN EAST DUNDEE PENNY RD ONE SR BIKE LANE P D E ON E ST WA MARKED ROUTE VILLAGE E S T LGO NQU AI SOUTH RI I AI R GREEN PR PR BARRINGTON IN R D PACE FIXED ROUTES HUNTINGTON BLV PAUL DOUGLAS ROLLING BUS STOP/STATION FOREST PRESERVE MEADOWS 607 AVE DR PRINCETON PARK ROUTE 554 BEVERLY RD TE I N DUNDEE BEACON P O LAKEWOOD BLV ROUTESCANTERBURY 603, 605 & 607 HIG BARRINGTON RD GIN 603 605OE F SH ACTORY RD 607 FIELDS PARK 607 SR 603 605 D 607 RD BARRINGTON RD SUTTON RD CENTRAL RD 90 Po DS WALNUT POND DR ar C reek F.P. Tra il EE 90 NICHOLS ON L RD BARTLETT RD L HASSE L ESSEX DR SHOE FACTORY RD CANNON POPLAR CREEK pl MAL CROSSINGS 72 FOREST PRESERVE BERNE LA E SSEX D POPLAR CREEK CANTERBURY LN FOREST PRESERVE RD GANN ON DR SEN R GOLF RD BARTLETT RD PARK PLACE D R RD R WINDING RD TRAILS GOLF RD ROHRS BASIN ASH 58 554 PARK ELGIN GOLF RD E. C HIC AG SCHAUMBURG 554 OS STREAMWOOD BODE RD T 0 0.5 1 SCHAUMBURG RD Miles WHAT IS THE STATUS OF TRANSPORTATION FACILITIES IN THE WEST REGION? The West region of Hoffman Estates features a jagged municipal boundary that benefits significantly from the proximity to Arthur L. Janura Forest Preserve, offering residents extensive natural landscapes and recreational opportunities. However, this region is encircled by state routes characterized by high traffic volumes and speeds, which pose challenges for pedestrian and cyclist safety. Towards the far western boundaries, residential areas are well-equipped with sidewalks and patches of bicycle lanes, and two shared use paths enhance connectivity along several roads and within the Prairie Stone area. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 301of4 127  Figure 17: TRANSPORTATION NETWORK (CENTRAL REGION) Source: Village GIS Assets, CMAP Trails, IDOT IRIS, Pace Suburban Bus LAKEWOOD BLV LEGEND paul douglas f N ELA RD WES T EAGLE WY PARK/OPEN SPACE PACE FIXED ROUTES DR .p . trail CENTRAL RD SIDEWALK BUS STOP/STATION 607 605 603 ROUTE 554 COTTONWOOD RO SEDALE LN TRAFFIC SIGNAL BROKE AVE PARK ROUTES 603, 605 & 607 PEM SYCAMORE BICYCLE FACILITIES RD HASSELL CHIP HI PARK ST BLV LL CRE PATH/TRAIL ROSELLE RD HIGHPOINT HIGHL BIKE LANE P PARK E AN ALE RD OAK PARK MARKED ROUTE ND D BLV LOCUST PARK JONES RD E RD BARRINGTON RD MO O N L AKE D AL BL V KINGS E N ST HIG GIN RD BIRCH GOLF RD WILMINGTON S RD PARK PARK AS H ALCOA LN ASP BL V BAXTER LN V HARMON PLUM G RO E RD 554 VICTORIA SALEM DR ASHLAND ST BODE RD PARK CHINO PARK MORTON ST EVERGREEN PARK KI N G M AN LN schaumburg trail netwrok V ILLINOIS BL 0 0.5 1 554 Miles WHAT IS THE STATUS OF TRANSPORTATION FACILITIES IN THE CENTRAL REGION? The Central region, located south of I-90 and east of Barrington Road, is predominantly residential with local roadways and boasts the highest coverage of bicycle lanes and sidewalks in Hoffman Estates. This area benefits from the Pace Fixed Route 554, which travels along Golf Road through the Village, enhancing public transportation access to several commercial and retail centers in the region. The abundant transportation facilities support a vibrant community life and provide convenient access to local amenities and services. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 311of5 127  Figure 18: TRANSPORTATION NETWORK (NORTH REGION) Source: Village GIS Assets, CMAP Trails, IDOT IRIS, Pace Suburban Bus N LEGEND BRADWELL RD PARK/OPEN SPACE PACE FIXED ROUTES SIDEWALK BUS STOP/STATION TRAFFIC SIGNAL ROUTES 603, 605 & 607 PALATINE RD A D DR BICYCLE FACILITIES E PATH/TRAIL MUM F O R T S O LM AN RD BIKE LANE EM WESTBURY DR F R E MARKED ROUTE D D R N FIRE S SEMINOLE NATURE AREA ELA RD TO N E D R DOUGLAS PARK WA HUNTINGTON BLV LGO NQU IN R D alg on qu in paul d rd t ra il ouglas fo PAUL DOUGLAS FOREST PRESERVE FROST RD 0 0.5 1 LAKEWOOD BLV rest prese rve Miles WES T D EAGLE WY RD BARRINGTO R CENTRAL RD RD N ROSELLE 607 603 605 0 0.5 1 607 Miles WHAT IS THE STATUS OF TRANSPORTATION FACILITIES IN THE NORTH REGION? The North region, located north of I-90, has a commercial area, a forest preserve and a residential area. The forest perserve, while providing recreational benefits, separates the residential area from the rest of the Village resulting in a longer journey to amenities. While this region is served well by pedestrian and facilities, it does not have any fixed route transit routes, leading many residents to use transit services outside of Hoffman Estates. Within the residential area there is a strong network of on-street bike facilities and access to trails, creating safe and convenient access to open spaces and schools. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 321of6 127  Current Conditions INVENTORY TRANSPORTATION PATTERNS EQUITY SAFETY PERFORMANCE DASHBOARD H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 02 Page 331of7 127 Inventory while Cook County manages another 11.4 residents and visitors to the area, underlining A DETAILED LOOK AT HOFFMAN ESTATES’ miles. The majority of the roadways, nearly its importance to the Village’s economic and TRANSPORTATION AMENITIES. 140 miles, are under the jurisdiction of the social activity. Village itself, which maintains both local roads ROADWAYS and arterial routes with speed limits ranging Barrington Road, Roselle Road, and IL Route 59 all run north-south through the Village, from 25 to 45 mph depending on the area. Roadways and safety infrastructure are vital connecting residents to the I-90 Tollway, Additionally, there are 12.1 miles of privately assets of Hoffman Estates’ transportation along with other amenities, such as the forest managed roads within Hoffman Estates. system, primarily facilitating automobile travel preserves, commercial areas, and medical while also starting to support safer options for 📊 📊 The next two maps, Figure 19 and Figure 20, centers. pedestrians and bicyclists. on the following pages illustrate the varying jurisdiction of the roadway network and use CONTEXT IN THE PLAN ROADWAYS In the context of this plan, roadways line weights based on Average Annual Daily Hoffman Estates boasts a diverse and are primarily being considered for their Traffic (AADT) to depict traffic volumes, extensive roadway network that serves as the potential to be enhanced with on-street or respectively. backbone of its transportation system. This off-street facilities, focusing on ensuring network includes a combination of Interstate, MAJOR ROADWAYS the safety of pedestrians who travel along arterial, and local roads that connect residents Key thoroughfares such as the I-90 Tollway, them. This approach involves evaluating to commercial centers, schools, healthcare IL Route 72 (Higgins Road), IL Route 58 (Golf current roadway configurations to integrate facilities, and recreational areas. The road Road), Barrington Road, Roselle Road, and IL necessary improvements that facilitate safer infrastructure is crucial for the daily commute Route 59 (Sutton Road) play pivotal roles in the pedestrian movements and cyclist traffic. The of residents and the transport needs of regional and local transportation landscape. enhancement strategies include the addition businesses within and around the Village. The I-90 Tollway is particularly significant of dedicated bike lanes, pedestrian paths, The integration of roadways with pedestrian as it facilitates east-west travel across the and improved crosswalks, equipped with pathways and bicycling lanes is increasingly region, linking Hoffman Estates with major the essential safety infrastructure such as emphasized to promote safer and more employment hubs and other communities enhanced signage and road markings. These sustainable travel options. up to Chicago. IL Route 72 connects the infrastructure elements, discussed in detail Village to neighboring suburbs and serves in the following pages, aim to transform the The Village’s roadways are managed by as a vital commercial artery that supports roadways into more inclusive corridors that several entities, each responsible for different local businesses and retail establishments. support a variety of transport modes, thereby segments of the network. The Illinois IL Route 58 cuts through the Village center, increasing accessibility and safety for all Department of Transportation (IDOT) oversees hosting a mix of traffic that includes both local users. approximately 16.7 miles of these roadways, H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 341of8 127 ROADWAY SAFETY INFRASTRUCTURE ASSETS Roadway Safety Infrastructure encompasses a range of physical and operational elements designed to enhance the safety of roads for all users, including motorists, bicyclists, and pedestrians. Key components include traffic signals, road markings, pedestrian crosswalks, speed humps, traffic calming devices, guardrails, lighting, and signage. Asset: Traffic Signals and Signs Description: Traffic signals and signs are critical components of roadway safety infrastructure, providing necessary cues and commands to regulate the flow of vehicles and pedestrians at intersections and along roadways. They are essential for maintaining order and preventing crashes by clearly communicating the rules of the road. Benefits: These signals and signs increase the predictability of actions taken by drivers and pedestrians, reducing the likelihood of collisions. They also facilitate smoother traffic flow and help manage intersection crossing times for pedestrians, contributing to a safer and more efficient transportation environment. Asset: Road Markings Description: Road markings include any kind of painted lines, symbols, or words on the road surface that provide guidance and information to drivers and pedestrians. These markings are integral to road safety, delineating traffic lanes, indicating turns, signaling pedestrian crossings, and regulating parking zones. Benefits: They help in maintaining traffic order and safety by clearly defining lane boundaries and traffic movement protocols. Road markings enhance visibility of the road layout, especially in adverse weather conditions or at night, aiding in safer navigation. Asset: Traffic Calming Description: Traffic calming devices are physical interventions on roadways designed to slow down traffic speeds, particularly in residential neighborhoods or near schools and hospitals. Benefits: These devices effectively reduce vehicle speeds, thereby decreasing the risk and severity of crashes. They also enhance pedestrian safety by allowing safer street crossing and reducing the noise and environmental impact of high-speed traffic. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 351of9 127 ROADWAY SAFETY INFRASTRUCTURE ASSETS Asset: Roundabouts Description: Roundabouts are an alternative intersection design to the standard traffic light. They facilitate traffic movement by allowing vehicles to move clockwise around the center and exit at the desired street. All cars looking to enter the roundabout yield to the traffic within the roundabout. Benefits: Benefits of roundabouts include allowing traffic to move more freely; when there are no other vehicles can immediately move through the intersection rather than stopping. Additionally, cars move through the intersection at lower speeds than they would a green light. When crashes do occur they are at lower speeds and are therefore typically less severe. Asset: Street Lighting Description: Street lighting involves the use of various forms of light fixtures installed along roadways, in public places, and in pedestrian areas to illuminate the street scene during periods of darkness. Benefits: Improved visibility at night reduces crashes by helping drivers and pedestrians see better and be seen. Good lighting deters crime and enhances the subjective feeling of safety among residents. Asset: Guardrails and Barriers Description: Guardrails and barriers are installed along roadways to prevent vehicles from veering off the road into hazardous areas. They are commonly found on bridges, around curves, and along medians of divided highways. Benefits: These safety features are critical in preventing run-off-road collisions, rollovers, and head-on collisions, significantly reducing the likelihood of severe crashes and fatalities. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 362of0 127  Figure 19: ROADWAY NETWORK Source: Village GIS Assets, iDOT IRIS N LEGEND CARPENTERSVILLE BRADWELL RD PARK/OPEN SPACE PALATINE RD W. DUNDEE RD INVERNESS JURISDICTION TOLLWAY PALATINE OLD SUTTON RD IDOT COUNTY DOT PENNY RD EAST DUNDEE MUNICIPALITY WA TOWNSHIP SOUTH LGO NQU BARRINGTON IN R D HUNTINGTON BLV ROLLING MEADOWS AVE BEVERLY RD DUNDEE LAKEWOOD BLV HIG GIN SR D CENTRAL RD SHOE FACTORY RD BARRINGTON RD GOLF RD GOLF RD ELGIN E. C HIC AG SCHAUMBURG OS STREAMWOOD T 0 1 2 SCHAUMBURG RD Miles HOW DOES ROADWAY JURISDICTION AFFECT TRANSPORTATION PLANNING? Jurisdiction significantly impacts transportation planning as it defines the authority and responsibility boundaries among various governmental entities, such as municipalities, counties, and states. These boundaries can affect funding, regulatory approvals, and the maintenance of transportation infrastructure, necessitating coordination among different jurisdictions to ensure seamless service and efficient use of resources. Furthermore, jurisdictional boundaries can complicate the planning and execution of projects that span multiple areas, requiring intergovernmental agreements and collaborative strategies. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 372of1 127  Figure 20: ROADWAY NETWORK (AADT SCALE) Source: Village GIS Assets, iDOT IRIS N LEGEND PARK/OPEN SPACE 9850 AADT AADT SCALE ROADWAY WIDTH IS BASED ON AADT FIGURES. A HIGHER AADT CORRESPONDS TO A THICKER LINE WEIGHT. 20800 0 AADT 50,000 AADT 23800 6850 27300 25100 8800 25200 7450 9500 9100 5750 8400 6300 34700 6700 7250 5050 6900 9900 28000 32000 6050 32200 24400 28500 30100 15800 18200 36700 37200 10800 32500 5700 29700 6500 7050 0 1 2 Miles HOW DOES AADT AFFECT ACTIVE TRANSPORTATION PLANNING? Average Annual Daily Traffic (AADT) is a critical metric in active transportation planning as it quantifies the typical traffic volume on a roadway, informing the design and safety measures needed for non-motorized users. Higher AADT values often necessitate enhanced safety features such as dedicated bike lanes, pedestrian crossings, and traffic calming measures to protect bicyclists and pedestrians. Additionally, understanding AADT helps planners identify high-traffic roads that may need improved connectivity or alternative routes to ensure safer and more accessible active transportation options. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 382of2 127  Regional trails are expansive pathways that ACTIVE connect multiple communities. Hoffman TRANSPORTATION Estates has five regional trails that traverse its community. The Palatine Trail is a crucial connector in the northwest suburbs, linking BICYCLE FACILITIES residential areas, schools, parks, and The bicycle network boasts 3.9 miles of commercial centers. The Algonquin Road Trail dedicated lanes. Shared use paths, commonly provides a direct, paved path that enhances found in suburban communities like Hoffman connectivity for users. Meanwhile, the Prairie Estates and often situated in scenic forest Stone Trail, Paul Douglas Trail, and the Poplar preserves, comprise 32.0 miles of the system. Creek Forest Preserve Trail traverse through Routes, marked shared lanes or designated both natural and urban landscapes, offering roadways for bicyclists, extend 26.6 miles. scenic and functional routes for recreational Figure 22: POPLAR CREEK TRAIL | SOURCE: TRAILLINK and commuting purposes. Figure 21: TRAIL, PATH & LANE JURISDICTION es VILLAGE OF HOFFMAN ESTATES (56 MILES) T IDOT (16 MILES) e COOK COUNT Y F.P. (15 MILES) ct HOFFMAN ESTATES PARK DISTRICT (8 MILES) T COOK COUNT Y D.O.T.H. (3 MILES) A PRAIRIE STONE (I MILE) 0 10 20 30 40 50 60 Figure 23: PAUL DOUGLAS FOREST PRESERVE TRAIL | SOURCE: TRAILLINK JURISDICTION MILEAGE H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 392of3 127 EXISTING BICYCLE FACILITY TYPES Hoffman Estates offers a variety of bicycle facilities, including marked routes, dedicated bicycle lanes, buffered lanes for added safety, and shared use paths that accommodate both bicyclists and pedestrians. Facility: Marked Routes Description: Designated roadways clearly identified by signs or road markings that guide bicyclists and enhance travel safety and efficiency within a bicycling network. These routes are integrated into the city’s traffic system, enabling more confident riders to navigate through shared street environments effectively. Suitable for: More confident riders who are comfortable navigating shared street environments alongside motor vehicle traffic. Facility: Bike Lanes Description: Dedicated lanes on roadways exclusively for bicyclists, marked by road signs and pavement markings. Buffered Bike Lanes include extra space separating the bike lane from adjacent vehicle lanes or parking lanes, marked by stripes and possibly other patterns like chevrons or hatching, providing additional safety from passing cars. Protected Bike Lanes feature physical barriers like curbs, planters, or bollards that ensure additional separation. Suitable for: Bicyclists who prefer a dedicated space on roadways but separate from motor vehicles for increased safety, especially suitable in urban areas with moderate to high traffic. Facility: Shared Use Paths Description: Paved multi-use trails separated from motor vehicle traffic, designated for use by bicyclists, pedestrians, and other non-motorized users. These paths support two-way movement and offer complete separation from traffic, enhancing connectivity between different parts of the community. They are ideal for leisurely rides, jogging, and walks, providing a versatile space for outdoor activities. Suitable for: All types of non-motorized users including bicyclists, joggers, families with strollers, and pedestrians. Ideal for recreational activities and safe commuting away from road traffic. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 402of4 127 DESIGNING FACILITIES FOR ALL Figure 24: BICYCLIST COMFORT & SEPARATION LEVELS Designing bicycling facilities to accommodate INTERESTED BUT CONCERNED SOMEWHAT CONFIDENT CONFIDENT OR FEARLESS all skill levels involves a strategic approach This group includes people Somewhat confident bicyclists These bicyclists are very that ensures safety and accessibility across who are curious about biking are comfortable riding on comfortable riding in a variety but hesitant due to safety streets with less traffic or of traffic conditions and do not BICYCLIST COMFORT LEVELS a spectrum of bicyclist confidence, from concerns. They are typically those that have bike lanes. shy away from riding on busy beginners to the experienced. This inclusive not comfortable riding in traffic They have a moderate level streets, even without bike lanes. planning not only enhances the comfort and and prefer biking on dedicated of bicycling experience and They possess strong biking paths, quiet streets, or not at all. skills, which makes them skills which makes them feel safety of all bicyclists but also integrates The availability of safe, well- willing to navigate through confident navigating alongside seamlessly into various urban and suburban connected cycling infrastructure some traffic situations but still motor vehicles. This group can greatly influence their cautious about more complex includes those who use their landscapes. For more detailed descriptions of decision to ride more frequently. environments. bicycle as their primary mode of bicyclist comfort levels, refer to Figure 24 to📊 transportation. the right. In environments where bicyclists share roads directly with motor vehicles, designing with a focus on education and shared road LEVEL OF PERCEIVED SAFETY, COMFORT, AND LIKELIHOOD OF BICYCLING ACROSS THE VARIOUS EXPERIENCE LEVELS etiquette becomes crucial. Facilities with no NO SEPARATION FROM SOMEWHAT SEPARATED MOSTLY SEPARATED COMPLETE separation between modes require intensive TRAFFIC FROM TRAFFIC FROM TRAFFIC SEPARATION educational campaigns aimed at both drivers No separation facilities refer This category includes bike Facilities that are These facilities to shared roadways where mostly separated provide complete FACILITY SEPARATION LEVELS and bicyclists to foster a mutual respect lanes that are part of the bicycles and motor vehicles roadway with only painted typically include separation from and understanding for shared road use. are mixed without any specific lines separating bicyclists bike lanes that are motor vehicle bike infrastructure. Bicyclists from motor vehicle traffic. demarcated by traffic. This These initiatives are complemented by traffic use the same traffic lanes as less substantial category includes These lanes require bicyclists calming measures such as reduced speed cars, adhering to the same to be more vigilant and barriers such as protected bike road rules. This setup demands comfortable sharing space plastic bollards or lanes with limits and visible crosswalks, ensuring safer a high level of comfort and painted buffers. barriers. It also close to moving vehicles. interactions in mixed traffic conditions. To confidence from bicyclists, as They are suited for somewhat These lanes are encompasses they navigate alongside motor confident to confident bicyclists on the roadway bike paths or better understand the specific features and vehicles without any physical but offer some greenways who are comfortable with safety measures associated with each level of protections. Such environments some exposure to traffic but form of physical through parks or bicyclist infrastructure, please see Figure 24 📊 are best suited for confident or fearless bicyclists. appreciate a designated space on the road. delineation that provides a degree natural settings, completely to the right. of protection from isolated from adjacent traffic. roadways. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 412of5 127  Figure 25: BICYCLE NETWORK (VILLAGE-WIDE) Source: Village GIS Assets, iDOT IRIS BRADWELL RD N LEGEND CARPENTERSVILLE PARK/OPEN SPACE PALATINE RD W. DUNDEE RD INVERNESS BICYCLE FACILITIES PATH/TRAIL PALATINE OLD SUTTON RD WESTBURY DR BIKE LANE MARKED ROUTE EAST DUNDEE PENNY RD WA LGO SOUTH NQU IN R BARRINGTON D HUNTINGTON BLV PAUL DOUGLAS ROLLING FOREST PRESERVE MEADOWS AVE BEVERLY RD DUNDEE HIG LAKEWOOD BLV GIN SR D CENTRAL RD 90 90 L RD HASSE L ESSEX DR SHOE FACTORY RD 72 BARRINGTON RD POPLAR CREEK FOREST PRESERVE GANN ON DR GOLF RD BARTLETT RD RD GOLF RD ASH 58 ELGIN E. C HIC AG SCHAUMBURG OS STREAMWOOD T 0 1 2 SCHAUMBURG RD Miles WHAT ARE THESE FACILITIES? The map of bicycle facilities in Hoffman Estates highlights the existing facilities within the community. Marked routes, marked with sharrows, remind motorists and bicyclists to share the road, typically on lower-traffic streets. Bike lanes provide a dedicated space for bicyclists on the road, marked with white lines and bike symbols, enhancing safety. Paths and trails, wider trails for bicyclists, pedestrians, and other non-motorized users, connect parks and key areas, encouraging recreational and commuting use. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 422of6 127  Figure 26: BICYCLE NETWORK (WEST REGION) Source: Village GIS Assets, iDOT IRIS N LEGEND PARK/OPEN SPACE BICYCLE FACILITIES PATH/TRAIL MARKED ROUTE BEVERYLY RD s tone ie barrington r r ai pr d SHOE FACTORY RD ESSEX DR A K DR SHOE FACTORY RD RED O BISO N DR l ai eek f.p. tr pop lar c r 0 0.5 1 Miles WHAT IS THE STATUS OF BICYCLE FACILITIES IN THE WEST REGION? In the West region of Hoffman Estates, bicycle facility coverage includes a number of marked routes and shared use paths, but these are largely confined to major roads and specific areas like Prairie Stone. While the proximity to Arthur L. Janura Forest Preserve provides scenic biking opportunities, overall connectivity through designated bike paths to other parts of the village remains underdeveloped. Furthermore, the presence of state routes with high traffic volumes creates significant barriers, complicating the expansion and safety of bicycle infrastructure throughout the region. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 432of7 127  Figure 27: BICYCLE NETWORK (CENTRAL REGION) Source: Village GIS Assets, iDOT IRIS pau l doug la N LEGEND PARK/OPEN SPACE s f.p. trai l BICYCLE FACILITIES COTTONWOOD PARK PATH/TRAIL hassell rd BIKE LANE hassell rd h illcrest b SYCAMORE lv PARK MARKED ROUTE ale rd HIGHPOINT chippe n d PARK OAK PARK LOCUST PARK highland blv jones rd mo o n lake blv aster rd BIRCH WILMINGTON ash PARK rd spring mill dr PARK n bl v higg i ns r d harmo bode rd arizon VICTORIA bode rd a bl PARK CHINO PARK v r n sale m d EVERGREEN roselle rd PARK e thacker st lv schaumburg trail netwrok oi sb il n pleasant dr li n 0 0.5 1 Miles WHAT IS THE STATUS OF BICYCLE FACILITIES IN THE CENTRAL REGION? The Central region boasts the most comprehensive on-street bicycle facility coverage in Hoffman Estates, with an extensive network of bike lanes and marked routes, in addition to a growing number of shared use paths that cater well to both commuters and recreational bicyclists. This region’s infrastructure is complemented by its proximity to several regional trails and several connections to systems within neighboring municipalities. The Paul Douglas Forest Preserve lies just north of the Central region, offering a robust trail network. I-90 presents a barrier to the forest preserve for those to the south. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 442of8 127  Figure 28: BICYCLE NETWORK (NORTH REGION) Source: Village GIS Assets, iDOT IRIS N LEGEND PARK/OPEN SPACE BICYCLE FACILITIES palatine dr PATH/TRAIL dr mum BIKE LANE te ad MARKED ROUTE d olms for dr ng n dr hu nti ton ema fre wins t o n fires t o n blv algo n nqu dr in rd t ra i l r ed DOUGLAS PARK alg on qu in paul d rd t ra il ouglas fo PAUL DOUGLAS FOREST PRESERVE 0 0.5 1 rest prese rve Miles 0 0.5 1 Miles WHAT IS THE STATUS OF BICYCLE FACILITIES IN THE NORTH REGION? Bicycle facilities in the North region are enhanced by the presence of the Algonquin Road Trail, a key regional connector that facilitates broader connectivity to different areas within and beyond the region. While residential areas here have access to basic bike lanes and shared paths, the extensive trails around the Poplar Creek Forest Preserve provide a significant boost to recreational bicycling opportunities. However, the coverage of dedicated bicycle lanes within the residential zones themselves is not as extensive, indicating room for improvement in non-recreational biking infrastructure. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 452of9 127 PEDESTRIAN FACILITIES commitment to pedestrian accessibility and In Hoffman Estates, pedestrian facilities mobility. This extensive network ensures that primarily consist of sidewalks and shared use the majority of residential and commercial paths, each designed to enhance walkability areas are connected, promoting ease of and safety for residents and visitors ( Figure 📊 access throughout the community. 31). In the Village, most areas lacking sidewalks Sidewalks are paved, designated walkways are located in the west and southwest regions, alongside streets, providing a safe space for predominantly residential neighborhoods pedestrians to walk, separate from vehicular with large lots and a traditional neighborhood traffic. These facilities are crucial in urban design; significant gaps in the network also areas, offering a reliable and accessible exist along roadways under the jurisdiction of means for daily commutes, leisurely walks, IDOT and Cook County. The lack of sidewalks Figure 29: EDGARTON LANE, HOFFMAN ESTATES | SOURCE: COMPASS REAL ESTATE and safe routes to school or work. in residential areas, primarily intended for families, significantly reduces walkability Shared use paths in Hoffman Estates serve and restricts safe pedestrian access within a dual purpose; they accommodate not only these communities. This is largely a result pedestrians but also bicyclists. These paths of annexation trends and development are typically wider than standard sidewalks patterns that have evolved over generations. and are often located in scenic areas such Additionally, a significant gap in pedestrian as parks and nature preserves or they infrastructure runs through the west region are adjacent to a road. This multipurpose of the Village. Another notable area with infrastructure supports various non-motorized insufficient sidewalk coverage is along the forms of transportation, fostering a healthy, eastern boundary of the Village near Birch active community by connecting key Park. locations and providing enjoyable recreational opportunities. Figure 30: ARTHUR L. JANURA PRESERVE | SOURCE: FOREST PRESERVES OF COOK COUNTY The Village of Hoffman Estates has 78% coverage of sidewalks, reflecting a strong H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 463of0 127 EXISTING PEDESTRIAN FACILITY TYPES The existing pedestrian facilities in the area include a network of sidewalks, marked crosswalks, and shared use paths that cater to the needs of pedestrians and bicyclists alike. Facility: Sidewalks Description: Paved pathways constructed alongside streets primarily for pedestrian use. They enhance pedestrian safety and mobility by providing a designated space separated from vehicular traffic. Sidewalks are integrated into the city’s traffic system to allow pedestrians to navigate through urban environments effectively. Suitable for: All pedestrians, including those with mobility aids, families with strollers, and individuals seeking a safe route for walking or running. Facility: Marked Crosswalks Description: Marked crosswalks are crucial components of urban and suburban transportation networks, designed to provide designated crossing points for pedestrians across roadways. These crossings are typically highlighted by painted lines, patterns, or distinctive paving on the road surface, and may be enhanced with additional safety features such as flashing lights, pedestrian signals, and curb extensions. Marked crosswalks serve to alert drivers to potential pedestrian traffic and legally mandate them to yield the right-of-way to pedestrians when they are present. Suitable for: Marked crosswalks are especially suited for areas with significant pedestrian traffic such as school zones, downtown areas, commercial districts, and residential neighborhoods with schools, parks, or transit stops. Facility: Shared Use Paths Description: Paved shared use paths, also known as multi-use trails/paths, are separated from motor vehicle traffic, designated for use by bicyclists, pedestrians, and other non-motorized users. These paths support two- way movement and offer complete separation from traffic, enhancing connectivity between different parts of the community. They are ideal for leisurely rides, jogging, and walks, providing a versatile space for outdoor activities. Suitable for: All types of non-motorized users including bicyclists, joggers, families with strollers, and pedestrians. They are ideal for recreational activities and safe commuting away from road traffic. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 473of1 127  Figure 31: PEDESTRIAN NETWORK Source: Village GIS Assets, iDOT IRIS N LEGEND CARPENTERSVILLE PARK/OPEN SPACE INVERNESS PEDESTRIAN FACILITIES PATH/TRAIL PALATINE SIDEWALK SIDEWALK GAP EAST DUNDEE SOUTH BARRINGTON PAUL DOUGLAS ROLLING FOREST PRESERVE MEADOWS 90 90 72 POPLAR CREEK FOREST PRESERVE 58 ELGIN SCHAUMBURG STREAMWOOD 0 1 2 Miles WHAT’S THE SIDEWALK COVERAGE IN THE VILLAGE? Sidewalk coverage in the Village varies, most residential areas have robust sidewalk coverage with the exception of the area in the West region south of Shoe Factory Road and the area in the Central region north of Higgins Rd and South of Golf Rd. Additionally, commercial and business districts have incomplete sidewalk coverage resulting in amenities that are not accessible for people walking. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 483of2 127 Active Transportation Assessments ⇢ Walkability Index: The Walkability Index EVALUATION OF THE SAFETY, ACCESSIBILITY, INTERSECTION LEVEL OF TRAFFIC measures the ease with which an area AND CONVENIENCE OF INFRASTRUCTURE FOR can be navigated on foot, considering STRESS (LTS) NON-MOTORIZED USERS. factors like the density of pedestrian- The different LTS levels are defined as follows: friendly infrastructure, proximity to Active Transportation Assessments evaluate ⇢ LTS 1: Low Stress: Fully signalized with amenities, and safety features. the safety, accessibility, and convenience dedicated bicycling signals or traffic of infrastructure for non-motorized users signals; low vehicle speeds (typically such as pedestrians and bicyclists, helping BICYCLE LEVEL OF TRAFFIC under 20 mph). planners improve mobility and promote STRESS (BLTS) sustainable transport options. Below are the ⇢ LTS 2: Moderate Stress: Partially The various levels of BLTS are defined as signalized or unsignalized with minimal three assessments being used to evaluate and follows: bicycling facilities; moderate vehicle prioritize areas within Hoffman Estates where the need for improved pedestrian and cyclist speeds (20-30 mph); comfortable for ⇢ BLTS 1: Offers wide facilities, low traffic infrastructure is greatest, in conjunction with most adult bicyclists. volume, and calm speeds. other metrics and public feedback. ⇢ LTS 3: High Stress: Unsignalized ⇢ BLTS 2: Provides adequate bike lanes, ⇢ Bicycle Level of Traffic Stress (BLTS): intersections or minimal traffic calming; moderate traffic, and reasonable speeds. BLTS assesses roadway conditions higher vehicle speeds (30-40 mph); for bicycling, considering factors like ⇢ BLTS 3: Features basic bike facilities, suitable for experienced bicyclists. roadway width, traffic volume, presence higher traffic volumes, and speeds, ⇢ LTS 4: Very High Stress: No signalization of bike lanes, and surface conditions. suitable for regular bicyclists with some and high-speed traffic; multiple lanes Higher BLTS ratings indicate higher-stress experience. of traffic without dedicated bicycling bicycling conditions. ⇢ BLTS 4: Minimal bike facilities, high traffic, infrastructure. ⇢ Intersection Level of Traffic Stress (LTS): and faster speeds. The intersection level of traffic stress LTS evaluates intersection safety and The bicycle level of traffic stress throughout throughout Hoffman Estates can be seen in comfort for bicyclists and pedestrians, focusing on factors like crossing 📊 Hoffman Estates can be seen in Figure 32. 📊 Figure 32. 📃 distances, signal timing, and presence of For a full breakdown of the methodology for dedicated crossing aids to reduce conflict BLTS and LTS, refer to Appendix A. and improve safety. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 493of3 127  Figure 32: BICYCLE LTS & INTERSECTION LTS ANALYSIS Source: Village GIS Assets, iDOT IRIS N LEGEND PARK/OPEN SPACE INTERSECTION LTS LTS 1 BICYCLE LTS BLTS 1 LTS 2 BLTS 2 LTS 3 BLTS 3 LTS 4 BLTS 4 0 1 2 Miles WHAT DO THESE ANALYSES COMMUNICATE ABOUT THE NETWORK? The assessments reveal that many residential neighborhoods offer relatively comfortable conditions for bicycling, characterized by low-speed, low-volume roads that fall within the lower stress categories. However, these areas are frequently intersected by high-speed, high-volume traffic corridors that significantly elevate the BLTS and LTS ratings, indicating higher stress and less safety for bicyclists. These problematic corridors and their associated unsafe intersections serve as critical barriers to creating cohesive and secure bicycling networks within and across these communities. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 503of4 127 WALKABILITY INDEX Conversely, a ‘Least Walkable’ walkability ⇢ Above Average Walkability: These areas The Walkability Index, created by the U.S. score might be attributed to areas with sparse feature well-maintained sidewalks and Environmental Protection Agency (EPA), or nonexistent pedestrian infrastructure, high crosswalks, with low traffic volumes assesses how conducive areas are for traffic volumes and speeds, and limited access enhancing pedestrian safety and walking, rating them across a spectrum from to local services and amenities. These levels enjoyment. Safety measures are robust, ‘Least Walkable’ to ‘Most Walkable’. The help urban planners and local governments and amenities are within a comfortable index is a quantitative tool used to evaluate identify areas where improvements are needed walking distance, encouraging a how friendly an area is for walking. It factors and prioritize interventions that can enhance pedestrian-oriented lifestyle. in various elements such as the density of the overall pedestrian experience. ⇢ Most Walkable: The highest category, the road network, availability and proximity Below are the categories and the environment these areas boast extensive, high-quality of pedestrian infrastructure (like sidewalks for each classification: pedestrian infrastructure and prioritize and crosswalks), safety measures (including pedestrian safety with very low traffic. street lighting and pedestrian signals), and ⇢ Least Walkable: These areas lack Comprehensive safety features ensure access to amenities like shops, parks, schools, sufficient pedestrian infrastructure secure walking conditions, and a wide and public transport. The calculation of the and experience high traffic, making range of amenities is easily accessible on Walkability Index typically involves aggregating walking unsafe and inconvenient. Safety foot, supporting a walk-first lifestyle. scores from these categories to produce a measures and accessible amenities are single metric that reflects the overall ease and minimal, discouraging walking as a viable The Walkability Index ratings throughout appeal of walking in a specific locale. Higher mode of transport. 📊 Hoffman Estates can be seen in Figure 33. scores indicate a more walkable neighborhood ⇢ Below Average Walkability: Such areas that encourages pedestrians to walk for have some pedestrian infrastructure, commuting, recreation, or accessing services. though often inadequate or poorly maintained. Traffic occasionally For instance, an area with a ‘Most Walkable’ hinders pedestrian movement, and walkability score would have well-maintained while there are safety features, they sidewalks, ample pedestrian crossings are not comprehensive. Amenities may that are safely designed, low traffic speeds, require other transportation means for and a wide range of accessible amenities. accessibility. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 513of5 127  Figure 33: WALKABILITY INDEX Source: Village GIS Assets, U.S. EPA, IDOT IRIS N LEGEND CARPENTERSVILLE BRADWELL RD WALKABILITY INDEX PALATINE RD LEAST WALKABLEW. DUNDEE RD INVERNESS BELOW AVERAGE WALKABILITY PALATINE OLD SUTTON RD WESTBURY DR ABOVE AVERAGE WALKABILITY MOST WALKABLE EAST DUNDEE PENNY RD WA LGO SOUTH NQU IN R BARRINGTON D HUNTINGTON BLV ROLLING MEADOWS AVE BEVERLY RD DUNDEE HIG LAKEWOOD BLV GIN SR D CENTRAL RD L RD HASSE L ESSEX DR SHOE FACTORY RD BARRINGTON RD GANN ON DR GOLF RD BARTLETT RD RD GOLF RD ASH ELGIN E. C HIC AG SCHAUMBURG OS STREAMWOOD T 0 1 2 SCHAUMBURG RD Miles HOW DOES WALKABILITY IMPACT A TRANSPORTATION NETWORK? Walkability significantly enhances a transportation network by providing safer, more accessible options for pedestrians, which can reduce reliance on motor vehicles and alleviate traffic congestion. Improved walkability promotes healthier lifestyles and increases public transit usage, as people are more likely to walk to transit stops when pedestrian paths are safe and convenient. Furthermore, high walkability can boost local economies by increasing foot traffic to businesses and reducing overall transportation costs for residents. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 523of6 127 INITIAL ACTIVE TRANSPORTATION FINDINGS BICYCLE ⇢ The Central region of Hoffman Estates features the most comprehensive bicycle facility coverage, facilitating both commuting and recreational bicycling, and enhancing connectivity to commercial and retail centers. ⇢ Both the West and North regions exhibit significant gaps in bicycle infrastructure, with limited connectivity between residential areas and major destinations due to the barriers posed by high-traffic state routes. ⇢ Regional trails, such as the Algonquin Road Trail and paths around Poplar Creek Forest Preserve enhances recreational opportunities for both bicyclists and pedestrians, though residential connectivity could be improved. Figure 34: BIKE LANE | SOURCE: EPSTEIN PEDESTRIAN ⇢ Significant disparities in pedestrian infrastructure, especially in residential areas with large lots and through natural preserves, highlight the need for improved connectivity and safety. ⇢ Despite the extensive sidewalk network, pedestrian access and community walkability are often hindered by large barriers and residential neighborhoods in the west and southwest areas, as well as along major roads, which largely lack sidewalks. ⇢ The eastern and far northern parts of the Village boast the highest sidewalk coverage, promoting pedestrian accessibility and enhancing walkability in densely populated and commercial areas. Figure 35: PEDESTRIAN INFRASTRUCTURE| SOURCE: EPSTEIN H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 533of7 127  This evolution involves integrating more satisfaction by ensuring that all infrastructure ASSET MANAGEMENT sophisticated data collection and analysis is kept in good working condition and is techniques, improving predictive maintenance capable of supporting the community’s needs. Asset management in the context of municipal strategies, and adopting best practices governance, particularly within the realm of in sustainability. For instance, leveraging FISCAL RESPONSIBILITY transportation, involves a systematic process Geographic Information Systems (GIS) Optimized asset management supports fiscal aimed at effectively maintaining, upgrading, for better tracking and visualization of sustainability by helping the Village forecast and operating physical assets cost-effectively. infrastructure conditions can lead to more future costs and budget requirements more It encompasses a broad spectrum of activities informed decision-making. accurately. This forward-looking approach from the initial design and construction of allows for better financial planning and infrastructure to long-term maintenance and RESOURCE OPTIMIZATION resource allocation, ensuring that funds are replacement planning. This process is not The benefits of optimizing asset management available for critical projects. It also facilitates merely about fixing problems as they arise are manifold and can lead to substantial compliance with regulatory requirements but involves proactive strategies designed improvements in both efficiency and and standards, protecting the Village to maximize the lifespan and efficiency of effectiveness of municipal operations. from potential liabilities associated with assets while minimizing costs. By using Enhanced asset management ensures that infrastructure failures or lapses in mandated comprehensive asset management practices, the Village’s resources are utilized optimally, service levels. municipalities like Hoffman Estates can reducing waste and redundancy while ensure that roads, bridges, public buildings, increasing the responsiveness and reliability and other critical infrastructure are preserved of services. For example, timely maintenance and enhanced in a financially sustainable scheduling can extend the life of roads and manner. reduce the frequency and severity of repairs needed, ultimately saving money and reducing EVOLVING SYSTEMS disruptions to the public. Or, for example, Evolving the asset management systems active transportation facilities cost less to in place within Hoffman Estates is a maintain than roadways, and reducing vehicle significant goal for the Village, aiming to dependence can extend the lifespan of roads adapt to changing needs and incorporate by reducing wear and tear. Optimized asset advanced technologies and methodologies. management can improve public safety and H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 543of8 127 COMMON INFRASTRUCTURE ASSETS Key asset management categories within municipal infrastructure, detailing the management strategies and considerations necessary to maintain and enhance roadways, sidewalks, paths, lighting, utilities, and other essential public assets. Asset: Roadways Description: Focuses on the entire roadway system, including roads, streets, and highways within a municipality. It involves the design, construction, maintenance, operation, and eventual decommissioning of roadways to ensure safe and efficient transport. Considerations for Management: Prioritizing projects based on traffic volume, crash history, and road condition assessments. Implementing regular maintenance schedules and using durable materials are key to extending roadway life and reducing long-term costs. Utilizing traffic monitoring systems and data analytics can help in making informed decisions about upgrades and expansions. Asset: Sidewalks Description: Deals with the maintenance and expansion of pedestrian pathways to ensure safe and accessible walking conditions throughout urban and suburban areas. Considerations for Management: Focus on regular inspections to identify and repair hazards like cracks, uneven surfaces, or obstructions. Compliance with accessibility standards (e.g., ADA) is crucial to accommodate all users, including those with disabilities. Asset: Path and Bike Lanes Description: Manages dedicated paths for bicycles and multi-use trails that accommodate both bicyclists and pedestrians, enhancing connectivity and promoting non-motorized transport options. Considerations for Management: Regular maintenance to keep paths clear of debris and in good repair, safety audits to ensure paths are safe for all users, and strategic expansions to link existing paths with key destinations such as parks, schools, and commercial centers. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 553of9 127 COMMON INFRASTRUCTURE ASSETS Asset: Lighting Description: Involves the management of streetlights and other public area lighting to enhance visibility and safety at night. Considerations for Management: Ensuring that lighting is adequate, energy-efficient, and minimally invasive to local communities. Upgrading to LED and smart lighting systems can reduce energy costs and improve controllability. Regular maintenance checks are necessary to replace bulbs and repair damaged units promptly. Asset: Utilities Description: Covers the management of essential services such as water, sewer, electricity, and telecommunications infrastructure. Considerations for Management: Incorporates regular updates to systems to meet growing demand, maintenance to prevent breakdowns, and upgrades to incorporate new technologies. Ensuring redundancy and resilience in utility systems to withstand environmental and operational stresses. Asset: Traffic Signals Description: Encompasses the management of traffic signals, stoplights, and other signaling devices that regulate vehicular and pedestrian traffic across urban and suburban areas. This infrastructure is crucial for ensuring the safe and efficient flow of traffic, reducing congestion, and enhancing road safety. Considerations for Management: Considerations for managing traffic signal infrastructure include routine maintenance, implementing adaptive signal technologies, enhancing system interconnectivity, ensuring redundancy for resilience, complying with regulations through regular upgrades, and engaging with public feedback. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 564of0 127  educational institutions, and urban centers, PUBLIC thereby enhancing regional connectivity. These SUPPLEMENTAL TRANSIT SOLUTIONS TRANSPORTATION services are crucial for providing mobility to Innovative solutions such as subsidized taxi residents, especially for people unable to drive. programs further bridge the gap between By focusing on strategic routes that connect CHALLENGES OF SUBURBAN traditional public transit and the needs of with larger transit networks and servicing key suburban residents. These programs provide PUBLIC TRANSIT community areas, suburban transit can greatly reduced fare options for taxi services, Suburban public transit faces distinct improve accessibility and support a diverse enhancing mobility for trips that are less challenges largely due to the lower population range of commuting needs. practical to serve with standard buses due to densities typical of these areas, which can timing or routing constraints. This integration result in less frequent service and fewer FLEXIBILITY AND of alternative transportation options helps transit routes compared to urban settings. PERSONALIZATION IN TRANSIT create a more comprehensive and user- This lower density often makes public transit SERVICES friendly transit network, facilitating greater less economically viable without substantial To address the limitations of fixed-route independence and connectivity across subsidies, leading to gaps in service that services and better cater to the suburban suburban communities. compel many residents to depend heavily on personal vehicles. Such reliance increases environment, many areas have introduced on- traffic congestion and environmental impact, demand transit services. This flexible model, underlining the critical need for effective similar to ride-sharing, allows residents to public transit solutions that can offer viable request transportation on an as-needed basis alternatives to driving. within certain zones, making public transit more adaptable to individual schedules and BENEFITS OF SUBURBAN PUBLIC reducing wait times. Particularly beneficial for older adults, people with disabilities, and TRANSIT people without direct access to fixed routes, Despite these challenges, suburban public on-demand services enhance the inclusivity transit provides essential benefits by linking and reach of suburban transit systems. residents to major employment hubs, H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 574of1 127 PUBLIC TRANSIT SERVICES Within Hoffman Estates, public transit services available to residents include the Pace fixed route bus service, the Village Taxi Discount Program, Township services, and On-Demand Response transit services. Service: Fixed Route Service Description: Fixed route transit services operate on predefined routes and schedules, providing consistent and reliable public transportation options across suburban areas. These routes are designed to connect major local destinations PACE BUS such as shopping centers, schools, healthcare facilities, and transit hubs that link to broader metropolitan transportation networks. Benefits: Fixed route services offer predictability and ease of use, making them a preferred choice for daily commuters. They are cost-effective, reduce the need for personal vehicle use, and help decrease traffic congestion and environmental impact. Service: Taxi Discount Program Description: The Taxi Discount Program offers subsidized taxi services to residents, providing reduced fares on taxi rides within and sometimes outside the community. This program often targets specific community members, such as older adults, students, or low-income residents. Benefits: Enhances mobility for individuals who need more flexible transportation options than those provided by traditional public transit. It helps fill service gaps during non-operational hours of other transit services and provides a safe, convenient travel option for last-mile connectivity. Service: On-Demand Response Description: On-demand response transit operates more like a personal taxi service but at a subsidized public transit cost. Users can request rides through a phone call or a mobile app, with vehicles providing point-to-point service within a designated service area. Benefits: This flexible service model is particularly beneficial for areas with lower population densities where fixed routes are not feasible. It caters to older adults, people with disabilities, and people without direct access to personal vehicles, offering a more personalized transportation solution. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 584of2 127 PACE FIXED-ROUTE BUS SERVICE Moreover, the integration of Pace bus services Pace 603, 605, and 607 Pace operates a network of fixed-route with other transit systems like the Chicago The 603, 605, and 607 routes provide express bus service meaning buses operate on a Transit Authority (CTA) and Metra provides service that stops once within the Village prescribed route with a regular schedule as Hoffman Estates residents with broader boundaries at the I-90/Barrington Road Park- opposed to demand response services with connectivity to the greater Chicago area. n-Ride before continuing east to Rosemont flexible pickup and drop off locations and or west toward Elgin/I-90. From northeast The Village is served by four fixed-route Pace operating times. Elgin to Rosemont, the 603, 605, and 607 run buses: 554 (Elgin – Woodfield), 603 (Elgin interlined, meaning they run along the same Pace Suburban Bus Transportation Center – Rosemont Express), path and make the same stops, making them Pace Suburban Bus serves as a public 605 (I-90/Randall Rd. Station – Rosemont interchangeable to most riders. Express), and 607 (I-90/Randall Rd. Station transportation service that provides extensive 📊 – Schaumburg Express). See Figure 39 for a Routes 603, 605, and 607 run every 15-30 coverage across the suburban regions of the Chicago Metropolitan area, including Hoffman 📊 local map of Pace transit service, and Figure minutes during peak periods when used Estates. Established to meet the distinct 40 for regional public transit connections. as a single interlined service to Rosemont transit needs of suburban communities, Pace Transit Center, and otherwise individually run Pace 554 operates a network of fixed bus routes, on- approximately hourly off-peak and Saturdays. Route 554 is a local route that terminates demand services, and paratransit options Similar to Pace route 554, no service is in Downtown Elgin, traveling through that collectively enhance the accessibility and provided Sunday for routes 603, 605, and 607. Streamwood and Hoffman Estates, ending at mobility of its residents. In Hoffman Estates the Woodfield Mall in Schaumburg. Its route specifically, Pace Suburban Bus offers several through the Village runs along Barrington Rd. routes that connect to major employment and Golf Rd., with a deviation to Ascension centers, residential areas, and critical Saint Alexius Medical Center. amenities such as schools, shopping centers, and healthcare facilities. The fixed-route Route 554 operates approximately every 30 network ensures that residents who do not minutes in each direction during peak hours on have access to a personal vehicle or prefer not weekdays, and hourly on off-peak periods and to drive can still navigate the area efficiently. Saturdays. No service is provided Sundays and Saturday eastbound service ends at 6:30 PM. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 594of3 127  bianca aguilar ► “AS A DAILY USER OF THE I-90 PACE EXPRESS BUS, I SEE THE NEED FOR IMPROVEMENTS TO PUBLIC transit commuter & advocate testimonial TRANSPORTATION WITHIN HOFFMAN ESTATES FIRSTHAND. IMPROVED PUBLIC TRANSIT SERVICES, ALONG WITH BETTER LIGHTING AND SECURE BIKE LOCKERS, WOULD GREATLY IMPROVE MY COMMUTE Bianca’s testimonial provides a valuable perspective AND HOPEFULLY ENCOURAGE MORE PEOPLE TO DO THE SAME. I HOPE TO SEE HOFFMAN ESTATES from a resident who uses Hoffman Estates’ public BECOME A LEADER IN WALKING AND BICYCLING!” transportation daily. bianca commutes by bike to the pace station, then takes the Pace I-90 Express to BIANCA AGUILAR, RESIDENT & TRANSIT ADVOCATE downtown chicago via cta bus service. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 604of4 127 RIDERSHIP than Hoffman Estates primarily due to its large Pace bus ridership in Hoffman Estates was number of bus routes and key destinations compared with the neighboring municipalities like the Woodfield Mall and the Northwest of Schaumburg and Streamwood. Boardings Zettek Transportation Center. In comparison, 📊 and alightings shown in Figure 36 are based Hoffman Estates has no connection points between transit routes that go to different on the municipality in which the bus stop was located. For bus stops along Golf Road destinations, while Streamwood has only one located on the border of Hoffman Estates and fixed-route bus (Route 554). Ridership was Schaumburg, ridership of these stops was further broken down by routes operating within split evenly between these two municipalities. Hoffman Estates. Hoffman Estates has approximately double Route 554 had the highest ridership within the transit ridership of Streamwood, with 246 Hoffman Estates with 84 boardings and alightings. However, given that routes 603, Figure 37: PACE ROUTE 554 | SOURCE: PACE SUBURBAN BUS average riders compared to 125, respectively. Schaumburg has significantly more transit 605, and 607 serve similar trips and only have ridership than both Streamwood and Hoffman one stop located in Hoffman Estates, ridership Estates, at 1,186 combined boardings and for those routes exceeds that of Pace Route alightings. Schaumburg has higher ridership 554. Figure 36: BOARDINGS & ALIGHTINGS BY MUNICIPALITY Boardings & Alightings Municipality Boardings & Alightings (per 100k population) Hoffman Estates 246 468 Schaumburg 1,186 1,507 Streamwood 96 242 Figure 38: PACE ROUTE 603 | SOURCE: CHRONICLE MEDIA H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 614of5 127  Figure 39: FIXED ROUTE TRANSIT Source: Village GIS Assets, Pace Suburban Bus, IDOT IRIS N LEGEND CARPENTERSVILLE Pace Route Boardings & Alightings BUS STOP/STATION 554 84 603 75 INVERNESS PACE803FIXED ROUTE 541 603 605 73 PALATINE 542 605 607 14 543 607 EAST DUNDEE 554 905 697 SOUTH BARRINGTON ROLLING MEADOWS 543 56697 97 603 605 607 603 603 605 607 605 607 905 541 ELGIN 554 SCHAUMBURG 554 STREAMWOOD 542 0 1 2 Miles HOW DO FIXED ROUTES OPERATE? Fixed route transit refers to public transportation services that operate along a predetermined path with designated stops and schedules, such as buses, trams, and trains. This system is essential for providing reliable and accessible transportation options to a diverse urban population, facilitating daily commutes, reducing traffic congestion, and minimizing environmental impact. By offering an affordable and efficient alternative to private vehicle use, fixed route transit plays a crucial role in enhancing urban mobility and supporting sustainable city development. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 624of6 127  Figure 40: FIXED ROUTE TRANSIT CONNECTIONS Source: Village GIS Assets, Pace Suburban Bus, IDOT IRIS N LEGEND BUS STOP/STATION PACE FIXED ROUTE 554 603 605 607 CTA RAIL BLUE LINE 603 605 607 607 60 3 60 5 554 603 605 0 2.25 4.5 bl ue Miles HOW DO HOFFMAN ESTATES TRANSIT ROUTES CONNECT TO REGIONAL DESTINATIONS? The 603 & 605 Pace fixed route provides a crucial link between Hoffman Estates and the Chicago Transit Authority (CTA) Blue Line at Rosemont, one of Chicago’s major public transit networks. Once connected at the Rosemont station, passengers can travel directly to numerous destinations across Chicago and its suburbs, including the bustling downtown area, O’Hare International Airport, and various neighborhoods along the Blue Line. This connection significantly enhances the mobility options for Hoffman Estates residents, allowing for efficient and reliable transit into and throughout the larger Chicago metropolitan area. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 634of7 127 POPULATION AND JOB ACCESS Hoffman Estates ranks between Schaumburg half-mile radius of bus stops to approximate 📊 As shown in Figure 41, fixed-route bus (27.7%) and Streamwood (55.1%) with 41.5% of its population living within a half-mile access to jobs via transit. service covers a small but significant area Hoffman Estates has similar access to jobs as of the Village. An analysis of fixed route radius of a bus stop. Schaumburg has the Schaumburg when measured as a percentage transit coverage in Hoffman Estates and least number of residents near transit despite of total jobs in each municipality accessible neighboring municipalities of Schaumburg and having the most Pace routes. This is due in by transit. Schaumburg has approximately five Streamwood was performed to illustrate the part to land use in Schaumburg where most times the number of jobs accessible by transit coverage and jobs access provided by fixed- transit service is located near commercial land when compared to Hoffman Estates. Similarly, route service within a half-mile radius from uses, whereas the Pace routes in Streamwood Streamwood shows a higher percentage of bus stops. The values shown below are the and Hoffman Estates are located more closely jobs located near transit despite having fewer proportion of each municipality’s population to residential areas. jobs overall. that is located within a half-mile radius of fixed A second analysis was performed to estimate route bus service. the number of jobs that are located within a Figure 41: JOB ACCESS Source: CMAP Community Snapshot, CNT Housing and Transportation Affordability Index Percent of Jobs Population within Total Population Jobs within Total Jobs within Municipality Percent within ½ mile of a bus stop in Municipality ½ mile of a bus stop Municipality ½ mile of a bus stop Hoffman Estates 21,812 52,530 41.5% 10,957 19,069 57.5% Schaumburg 18,462 78,723 27.7% 51,345 87,441 58.7% Streamwood 21,777 39,577 55.1% 4,957 5,954 83.3% H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 644of8 127  continued to decline through 2022 until the TAXI DISCOUNT USAGE AND SERVICE 2019-2023 Each trip using the Taxi Discount Program latter half of 2023 where usage began to PROGRAM (TDP) is physically and digitally recorded with the increase. Trips taken with the Taxi Discount details of the trip, including date, pickup and Program during the last quarter of 2023 The Hoffman Estates Taxi Discount Program recovered to 42% of usage in 2019. During drop-off location, registrant ID, and the taxi provides subsidized taxi rides for Hoffman this same period Pace experienced a ridership service served. The following section details Estates residents aged 60 or older, are living recovery of 61% as of January 2024. how this program has been used within with a disability, or who are low income. the past four years. Prior to the COVID-19 The number of monthly Taxi Discount Registered participants are eligible for a seven- pandemic, the Taxi Discount Program provided Program users generally has aligned with dollar discount on up to ten rides per month an average of 400-650 trips per month. Similar the fluctuation of monthly rides, with an that begin or end within the Village of Hoffman to most forms of public transit, usage dropped average of 70-90 monthly users before the Estates. Trips are booked directly through the precipitously at the onset of the pandemic pandemic and 30-45 monthly users since Taxi service. to 100-250 rides per month in 2021, or about 2019 (approximately 40-50% of pre-pandemic 30% of pre-pandemic rides. Program usage levels). Figure 42: TAXI DISCOUNT PROGRAM USERS M O N T H LY T D P T R I P S 700 PEAK: 650 TRIPS 600 500 400 300 LO W: 6 1 T R I P S 200 100 0 Ja ar ay Ju l p ov n ar ay Ju p ov n ar ay Ju l p N Ja ar ay Ju p ov n ar ay l Ju p ov n M M Se N Ja M M l Se N Ja M M Se ov n M M l Se N Ja M M Se N 2019 2020 2021 2022 2023 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 654of9 127  While the number of total taxi trips decreased times the original cost per trip and above the went from providing the fewest number of during the pandemic, the number of average inflation rate of 22% over the same four-year rides to now providing most rides taken in trips per active user (defined as anyone period. Some pickup and drop off locations 2023. who uses the service that month) remained relatively consistent, dropping from seven were not always address-based and did not provide total elapsed trip time. As a result, it is 📊 The figure below, Figure 43, illustrates transportation trends from 2019 to 2023, trips per month in 2019 to five trips per month not clear whether trip times increased during showing that the average trips per user, in 2022. Potential factors may include the this period and to what extent that contributed depicted in blue, remained mostly constant, departure of All-Star, the most heavily used to an increase in total average fare. while the number of unique users, represented of the three taxi service providers and some In 2019, the program had three taxi providers in teal, decreased over the same period. users traveling less often than they used before dropping down to two (303 Taxi and to. Average trip fares increased from $3.38 American) at the beginning of 2020. 303 Taxi (post-coupon) in 2019 to $9.88, about three Figure 43: TDP USERS UNIQUE USERS PER MONTH AV E R A G E N U M B E R O F T R I P S P E R U S E R 100 10 80 8 USERS PER MONTH TRIPS PER USER 60 6 40 4 20 2 0 0 Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov 2019 2020 2021 2022 2023 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 665of0 127  Figure 44: AVERAGE TRIP FARES AV E R A G E T R I P FA R E C P I I N F L AT I O N $14 700 $12 600 500 $10 400 $8 300 $6 200 $4 100 $2 $0 May Jul Jan Mar May Jul Sep Nov Sep Nov Jan Mar May Jan Mar May Jul Jul Sep Sep Nov Nov Jan Jan Mar Mar May May Jul Jul Sep Nov Jan Sep Nov Jan Mar May Jul Mar May Jul Sep Sep Nov Nov Jan Jan Mar Mar May May Jul Jul Sep Sep Nov Nov 2019 2019 2020 2020 2021 2021 2022 20 2023 2023 Figure 45: TAXI MONTHLY USERS A L L S TA R 3 0 3 TA X I AMERICAN 700 600 500 400 300 200 100 0 Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov Jan Mar May Jul Sep Nov 2019 2020 2021 2022 2023 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 675of1 127 TRAVEL PATTERNS AND COMMON Figure 46: TOP 5 INDIVIDUAL DESTINATIONS FOR TAXI TRIPS (HOFFMAN ESTATES ONLY) DESTINATIONS VIA TDP (2019-2023) Travel destination data from the past four HILLDALE C O N D O S years were analyzed to find commonalities between travel patterns. This analysis reveals ASC EN SIO N ST. ALEX IUS M ED ICAL CENTER that the majority of trips facilitated by the program are to destinations within Hoffman JEWEL-O SC O (ROSE L L E ROAD) Estates and Schaumburg, with a significant focus on medical facilities and grocery VALLI PRO D UC E 📊 stores. As detailed in Figure 46, top travel M ARIAN O ’ S destinations include Ascension Saint Alexius Medical Center and Valli Produce in Hoffman 0% 5% 10% 15% 20% Estates, as well as Woodfield Mall and Patel Brothers in Schaumburg. Figure 47: MOST COMMON DESTINATION MUNICIPALITIES OUTSIDE OF HOFFMAN ESTATES SCHAUMBURG The ten most frequented destinations STREAMWOOD account for 34.6% of all trips made using CHICAGO the Taxi Discount Program. These locations ROSELLE are predominantly in Hoffman Estates or MEDINAH neighboring villages, except for O’Hare Airport ELK GROVE VILLAGE in Chicago. The data further shows that the ARLINGTON HEIGHTS highest number of trips are to residential ROLLING MEADOWS areas, followed closely by trips to grocery PALATINE stores and medical facilities. For clarity in BARTLET T the ongoing analysis, destinations have HANOVER PARK been categorized based on their location DES PLAINES relative to Hoffman Estates, distinguishing DEER PARK between those inside and outside the village WEST DUNDEE boundaries. 0% 10% 20% 30% 40% 50% 60% 70% H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 685of2 127 The Taxi Discount Program is used most often Figure 48: TOP INDIVIDUAL TRAVEL DESTINATIONS for travel within Hoffman Estates, with 63% of trips starting and ending within the Village, Rank Destination Location Percent of Trips and 37% of trips going outside of the Village. Destinations within the Village are outlined in 📊 Figure 48. 1 Hilldale Condos Hoffman Estates 10.9% Of these destinations within the Village, Hilldale 2 Woodfield Mall Schaumburg 3.6% Condos were the most common destination at 3 Ascension St. Alexius Medical Center Hoffman Estates 3.5% 18.3% of all trips taken within the Village. When grouped together, grocery and convenience 4 Moon Lake Village Condos Hoffman Estates 2.7% stores accounted for approximately 30% of all trips within the Village. 5 Jewel-Osco (Roselle Rd.) Schaumburg 2.6% A majority of trips (61%) outside of Hoffman 6 Patel Brothers Schaumburg 2.4% Estates ended in Schaumburg, with Streamwood and Chicago being the second and third most 7 Poplar Creek Village Sr. Apartments Hoffman Estates 2.4% frequent municipalities at 10% and 8% of trips, respectively. Trips beginning and ending in 8 Walmart (Barrington Rd.) Streamwood 2.4% Hoffman Estates and trips to Schaumburg from Hoffman Estates make up 85.7% of all Taxi 9 O’Hare Airport Chicago 2.2% Discount Program trips. 10 Valli Produce Hoffman Estates 1.8% Of the trips going to Schaumburg, the most common singular destination was the Woodfield TOTAL 34.6% Mall at 24% of trips, followed by those going to grocery or convenience stores, around 30% in aggregate. Other notable singular destinations include the Streamwood Walmart (97% of trips to Streamwood) and O’Hare Airport (nearly 100% of trips going to Chicago). H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 695of3 127  USER CASE STUDY DEMAND RESPONSE SERVICES To illustrate the challenges in navigating Demand Response and Paratransit Services in a complex network of demand response 2. The Hoffman Estates Taxi Discount the Hoffman Estates municipal area provided services the following use case is presented Program could provide transportation by several regional programs with their own as an example: and can be used whenever taxis are service parameters and requirements. operating. However, not all vehicles A 62 year-old resident of Hoffman Estates Depending on eligibility requirements and participating in the Taxi Discount needs to get to a weekly doctor appointment the location of the trip, residents may qualify Program are accessible and the resident at 4:00 pm at Ascension Saint Alexius to use one or more 13 demand response has difficulty boarding and alighting Medical Center. The resident lives in a single programs available, and may be eligible to use from an inaccessible vehicle. family home near the intersection of Golf several of them if they are over 65 years old or Road and Harmon Boulevard, which is located 3. The resident could use the Township disabled. However, differences in service area in Schaumburg Township. This resident is Riders Initiative Program. The trip coverage, service hours, vehicle accessibility, unable to drive, cannot stand for long periods, must be booked 3 days in advance, but disability-registration requirements, and and cannot walk long distances. this option provides a higher level of booking procedures make using the services flexibility in hours operating until 9 pm difficult. Most services place restrictions on The nearest Pace fixed-route bus stop (Route on weekdays and Saturdays between 7 who may use the service based on location 554) is a 10-minute walk from this person’s 📊 of residence as shown in Figure 53. Users home. While the resident can complete the am and 4 pm. of demand response services have reported 10-minute walk during good weather and 4. Hoffman Estates On-Demand can discovering that a service cannot meet their normal lighting conditions, this trip must be provide transportation for this service needs only when they attempt to book their timed in order to catch the bus as the bus if the appointment occurs during a first ride, or worse, when an inaccessible stop has no bench or shelter. The resident weekday. Trips must be booked at least vehicle shows up at their pickup location. considers the following options: one hour prior to the appointment. Each dial-a-ride program has different 1. Schaumburg Township Transportation As a result of these factors, the resident eligibility criteria, operating hours, wheelchair Services could provide transportation could use the third and fouth options to compatibility, fares, reservation systems, and for this trip only if it is before 3:30 pm complete this trip. No other services would operators. The differing requirements are likely on weekdays. The trip must be booked meet the transportation needs or eligibility a large barrier to those trying to navigate and separately every week at least three days of this resident. use these programs. A detailed table outlining in advance. The return trip must also be all the dial-a-ride programs in the area is booked as a separate appointment with shown on the next page. the same requirements as above. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 705of4 127  Figure 49: OTHER DIAL-A-RIDE SERVICES & REQUIREMENTS RESERVATI ONS/OTHER PRO GRA M/S ERVIC E AC C E S SIBILIT Y HO URS O F SE RVICE ELIGIBILITY REQUIREMENTS RESTRI CTI ONS RESIDENCY & MUST MEET ONE H O F F M A N E S TAT E S TA X I D I S C O U N T NOT ACCESSIBLE ALL HOURS QUALIFIER OF AGE, INCOME OR PROGRAM DISABILITY H O F F M A N E S TAT E S O N D E M A N D MUST BOOK 1 HR. IN ACCESSIBLE M-F 6AM - 6:30PM NONE ( PA C E ) A D VA N C E T O W N S H I P R I D E R S I N I T I AT I V E M - F 5 A M - 9 P M ; S AT 7 A M RESIDENCY & OVER 60 OR TO/FROM MEDICAL ACCESSIBLE P R O G R A M (T R I P)* - 4PM DISABLED A P P O I N T M E N T S O N LY PA L AT I N E T O W N S H I P S E N I O R RESIDENCY & OVER 60 OR M U S T B O O K 3 D AY S I N AND DISABLED RESIDENT ACCESSIBLE M-F 8AM-3PM DISABLED A D VA N C E T R A N S P O R TAT I O N RESIDENCY & OVER 60 OR PA L AT I N E TA X I C A R D S E R V I C E NOT ACCESSIBLE ALL HOURS DISABLED BARRINGTON TOWNSHIP DIAL-A- RESIDENCY & OVER 60 OR ACCESSIBLE M-F 9AM-4PM R I D E ( PA C E ) DISABLED B A R R I N G T O N T O W N S H I P TA X I ACCESSIBLE M-F 9AM - 4PM NONE PROGRAM RESIDENCY & OVER 55 OR MUST BOOK 24 HOURS IN HANOVER TOWNSHIP: DIAL-A-BUS ACCESSIBLE M-F 8AM-3PM DISABLED A D VA N C E HANOVER TOWNSHIP TIDE: TICKET TO/FROM WORKPLACES OR NOT ACCESSIBLE ALL HOURS RESIDENCY & DISABLED T O R I D E TA X I V O U C H E R P R O G R A M T R A I N I N G L O C AT I O N S O N LY SCHAUMBURG TOWNSHIP DIAL-A- O N LY S E R V E T R I P S W I T H I N ACCESSIBLE M-F 6AM-9PM NONE R I D E ( PA C E ) SCHAUMBURG O N LY W I T H I N 3 / 4 M I L E M AT C H E S F I X E D R O U T E PA C E A D A PA R AT R A N S I T ACCESSIBLE DISABILITY RADIUS OF FIXED-ROUTE HOURS SERVICE SCHAUMBURG TOWNSHIP RESIDENCY & OVER 55 OR MUST BOOK 72 HOURS IN ACCESSIBLE M-F 8:30AM -3:30AM T R A N S P O R TAT I O N S E R V I C E S DISABLED A D VA N C E B E F O R E 3 P M ALL WEEK 5AM-11PM M C R I D E ( M C H E N R Y C O. D I A L - A - R I D E ) ACCESSIBLE NONE ( N O H O L I D AY S E R V I C E ) * TRIP is a collaboration between Hanover, Palatine, Wheeling, Elk Grove, Schaumburg Townships and operates between each with additional limited weekly trips to medical locations outside the service area. Residency of one of the Townships is required; trips are scheduled through the user’s township H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 715of5 127  Figure 50: ON-DEMAND TRANSIT SERVICE Source: Pace Suburban Bus PALATINE TOWNSHIP TRANSPORTATION PALATINE TOWNSHIP MCRIDE SUBSIDIZED TAXI BARRINGTON PROGRAM TOWNSHIP DAR SCHAUMBURG TOWNSHIP DAR SCHAUMBURG HOFFMAN ESTATES VILLAGE DAR TAXI DISCOUNT PROGRAM RIDE IN KANE HANOVER TOWNSHIP DAR H offm a n E sta tes R i d e I n Ka n e Sch a u m b u rg Town sh i p Tra n sp or ta ti on E l k G rove Vi l l a g e D AR H a n over Town sh i p D AR P a l a ti n e Town sh i p Tra n sp or ta ti on H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 725of6 127 M CRi de B a rri n g ton Town sh i p D AR Sch a u m b u rg Vi l l a g e D AR TRANSIT COVERAGE AND GAP in Hoffman Estates that meet these frequent Even for residents that do live within walking transit thresholds, with 30-minute bus service distance to a bus route, sidewalk gaps are ANALYSIS areas pictured in orange and 15-minute service a barrier that can limit access and use of To assess the quality of coverage and service densities pictured in red. The displayed half- transit, especially for people with disabilities. for fixed route transit, this report documents mile service buffers around the existing Pace These are infrastructure gaps that the the coverage, frequency and feasibility of routes highlight areas that are already served Village can correct through its own capital access to transit service offered in the Village by current transit service. The red and orange improvement program or through coordination of Hoffman Estates. As all fixed route service areas outside of service areas are defined as with agencies having jurisdiction over these in the Village is bus transit, this analysis transit gaps for this analysis. sidewalks. While sidewalk gaps within a includes Pace routes 554, 603, 605, and 607. half-mile radius of a transit stop make up The largest transit gaps in Hoffman Estates Pace does not have a documented policy on 11.8 miles or 16.2% of all missing sidewalks are located outside of existing transit service thresholds for what constitutes high-frequency in the Village, 25 out of 36 bus stops (69%) areas north of Higgins Road, south of I-90, and transit service, nor does it impose residential within the Village of Hoffman Estates have west of Huntington Blvd. There is also a transit or other density thresholds on the areas a sidewalk gap within a half-mile of the bus gap in northern Hoffman Estates near Palatine where Pace service is provided. However, to stop. Rd, where there nearest fixed-route transit is provide a baseline of best practices against about three miles away at Barrington and I-90. which transit coverage and frequency may Figure 51: POPULATION PROXIMITY TO TRANSIT be measured, Hoffman in Motion uses the Regarding general proximity to transit Transit Capacity and Quality of Service 📊 regardless of density, Figure 52 shows Proximity to Pace Share of Manual (Third Edition, 2013, TCRP Report 165) the share of the population based on their Stop Population referred to hereafter as the Transit Capacity distance to transit in Hoffman Estates. 21.4% Manual. Guidelines for service frequency are of Hoffman Estates residents live within a Less than a 1/4 determined by the population density or job quarter-mile radius of a Pace bus stop, or 21.4% mile density of an area. about a five to ten minute walk. 20.1% percent of residents live between a quarter-mile and Between 1/4 and The Transit Capacity Manual defines a 20.1% a half-mile radius, or a ten to twenty minute 1/2 miles population density of 16 people per acre walk. The majority (58.5%) of Hoffman Estates supporting bus transit with 30-minute residents live outside the half-mile radius headways, and 31 people per acre supporting 1/2 mile or 📊 15-minute service. Figure 52 shows the areas around transit. far ther 58.5% H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 735of7 127  Figure 52: BUS SERVICE GAPS IN HOFFMAN ESTATES Source: Village GIS Assets, Pace Suburban Bus, IDOT IRIS LEGEND N BUS STOP/STATION CARPENTERSVILLE PACE SERVICE AREA 1/2 MILE SERVICE AREA PACE FIXED ROUTE INVERNESS 1/4 MILE SERVICE AREA 554 PALATINE 603, 605, 607 PACE SERVICE GAPS 30-MINUTE FREQUENCY OF SERVICE EAST DUNDEE 15-MINUTE FREQUENCY OF SERVICE SOUTH BARRINGTON ROLLING MEADOWS 603 605 607 554 ELGIN 554 SCHAUMBURG STREAMWOOD 0 1 2 Miles WHAT IS A BUS SERVICE GAP? A bus service gap refers to an area where public transit services, specifically bus routes, are insufficient or entirely absent, failing to meet the transportation needs of the community. This gap can manifest as a lack of coverage in certain geographic areas, overly long wait times between buses, or service hours that do not align with peak commuter needs, such as early mornings, late evenings, or weekends. Addressing these gaps is crucial for ensuring equitable access to employment, education, healthcare, and other essential services, especially for residents who rely on public transportation as their primary means of mobility. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 745of8 127  Figure 53: SIDEWALK GAPS NEAR TRANSIT IN HOFFMAN ESTATES Source: Village GIS Assets, Pace Suburban Bus, IDOT IRIS Sidewalk Gap Percent Miles LEGEND Location of Total Within a half- BUS STOP/STATION PACE SERVICE AREA mile radius of a 11.8 16.2% bus stop 1/2 MILE SERVICE AREA PACE FIXED ROUTE Outside the 1/4 MILE SERVICE AREA 61.0 83.8% 554 half-mile radius 603, 605, 607 Total sidewalk 72.8 100% gaps PEDESTRIAN FACILITIES SIDEWALK GAP 0 1 2 N Miles HOW DO SIDEWALK GAPS AFFECT TRANSIT ACCESS AND RIDERSHIP? Sidewalk gaps significantly impact transit access and ridership by creating barriers to safely reaching transit stops, particularly for those with limited mobility options, such as older adults, individuals with disabilities, or those without access to a car. Without continuous and safe pedestrian pathways, potential riders may be deterred from using public transit due to the perceived or real risks of walking along or crossing busy roads. Consequently, these gaps can lead to decreased ridership numbers, as people opt for other modes of transportation that they perceive as safer or more convenient. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 755of9 127 INITIAL PUBLIC TRANSIT FINDINGS FIXED-ROUTE TRANSIT ⇢ Village transit coverage is limited to two major thoroughfares and commuter routes. There is no service in predominantly residential areas and the Village of Hoffman Estates has no circulator route. ⇢ Residents using transit must travel beyond the Village of Hoffman Estates to transfer or connect to other transit routes. ⇢ More than half of Village residents live greater than a half-mile distance from the nearest transit stop including areas with development patterns dense enough to support transit. ⇢ 25 out of 36 (69%) of bus stops in Hoffman Estates have a sidewalk gap within a half-mile radius. 11.8 miles of new sidewalk would be required to fill these gaps. TAXI DISCOUNT PROGRAM ⇢ The cost of taxi trips has nearly tripled since 2019, but the size of subsidy has remained the Figure 54: RIDERS BOARDING PACE BUS | SOURCE: PACE SUBURBAN BUS same. On average, the subsidy now only covers 41% of taxi fares compared to 67% of fares in 2019. ⇢ The most common ten destinations make up 22.8% of all Taxi Discount Program trips. These trips could be served by fixed-route transit service. ⇢ Trips staying within Hoffman Estates combined with trips between Hoffman Estates and Schaumburg make up 85.7% of all taxi discount trips. Hoffman Estates and Schaumburg function as a single service area for most users of the Taxi Discount Program. DEMAND RESPONSE SERVICES ⇢ Differing eligibility requirements, booking processes, service areas, and vehicles/driver availability make it difficult or infeasible for residents to use demand response services. Some of the clearest examples of these shortcomings is the barrier to booking recurring rides and round trips. ⇢ While there are a variety of services available to residents, individuals have to research, navigate, and determine their own eligibility before being able to use the program, which Figure 55: PACE DIAL-A-RIDE| SOURCE: REGIONAL TRANSPORTATION AUTHORITY can especially challenging for seniors and people with disabilities. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 766of0 127 Transportation Patterns only for immediate convenience but also among its workforce, with over 75.4% relying TRANSPORTATION PATTERNS DESCRIBE THE for planning sustainable growth, economic on personal vehicles, reflecting a common COMMON ROUTES AND MODES OF TRANSPORT development, and enhancing the overall quality trend in suburban areas where public transport USED WITHIN A COMMUNITY, HIGHLIGHTING of life in the community. options are limited. Carpooled transportation HOW RESIDENTS COMMUTE, THE PEAK is utilized by around 8%, indicating some engagement in shared methods. Public TRAFFIC TIMES, AND THE OVERALL MOBILITY COMMUTING PATTERNS transportation sees relatively low usage, at The data for this section was procured TRENDS IN THE AREA. approximately 3.3% of the working population, from the U.S. Census Bureau’s American potentially influenced by factors such as Transportation patterns within Hoffman Community Survey (ACS) 2018-2022 five- convenience, efficiency, or the layout of transit Estates delve into the vital aspects of year estimates, which collects commuting options. The median age of public transport mobility within the Village. It emphasizes the information through a series of questions. users is highest, suggesting potential significance of understanding and facilitating Respondents are asked about their preferences or routines among older workers. the ways residents, business owners, transportation habits, specifically how they employees, and visitors navigate their daily typically get to work. In terms of travel time, workers have a mean commutes, access educational institutions, travel time to work of approximately 29.4 partake in leisure travel, and reach recreational The commuting patterns in Hoffman Estates minutes, which aligns with national averages. destinations. This knowledge is crucial not underscore a varied transportation landscape A majority of housing in Hoffman Estates is owner-occupied, which may correlate with the stability of the workforce and the local housing Figure 56: TRANSPORTATION PATTERNS QUICK FACTS market. Vehicle availability is high, with only 4.0% of households not having any vehicles, Average Vehicles High Transit Mean Commute and 49% having access to two vehicles, Municipality High Walkability Miles Per Year Availability Time which supports the primary use of personal vehicles for commuting. This is in contrast to Hoffman Estates 18,986 5.1% 13.9% 30.4 the minority who use public transportation, indicating either a preference for driving or Cook County 13,234 79.3 67.8% 32.7 possible gaps in the local public transportation 15,653 53.9% 44.7% 31.7 network. CMAP Region H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 776of1 127 DEVELOPMENT ACTIVITIES also drive the local economy by attracting related businesses and services, which in turn Figure 57: LARGEST EMPLOYERS The development activities in Hoffman Estates are strategically aimed at nurturing a supports the community’s economic stability = 100 employees thriving economic environment while catering and growth. The strategic location near major to the community’s needs. With over 7.4 airports further enhances the appeal for large Ascension St. Alexius Medical million square feet of office inventory and employers, particularly those with international Center & Behavior Health Hospital connections, by facilitating easier travel and 2,500 employees new speculative industrial construction, the Village demonstrates a proactive approach to logistics. leveraging real estate for economic growth. INVOLVEMENT IN PLANNING However, the high vacancy rates in office The presence of diverse developments spaces, exacerbated by the pandemic-induced Claire’s and major employers in Hoffman Estates 400 employees shift to remote work, present a challenge plays a pivotal role in shaping a multimodal that requires adaptive strategies to attract community. By integrating their facilities with businesses back into physical office spaces. various transportation modes, these entities Meanwhile, the industrial sector remains Siemens Healthcare can significantly influence commuting patterns vibrant, suggesting a shift in development 400 employees and reduce dependency on single-occupancy focus might be beneficial, emphasizing areas vehicles. For instance, employers can partner with higher demand and lower vacancy. with local transit authorities to improve FANUC America MAJOR EMPLOYERS bus routes or sponsor shuttle services that 350 employees Hoffman Estates is home to a diverse array of link their facilities with major transit hubs. major employers that significantly contribute Development projects, particularly in housing to the local economy. The presence of large and retail, can incorporate pedestrian-friendly Vistex business clusters, including health services designs and bike paths that encourage 350 employees near Ascension Saint Alexius Medical Center walking and bicycling. Such initiatives not and various manufacturing firms, underscores only foster a more connected and sustainable the Village’s economic diversity. These major community but also enhance access to jobs, Leopardo Construction employers provide substantial employment reduce traffic congestion, and improve air 300 employees 📊 opportunities as shown in Figure 57. They quality. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 786of2 127 Equity Equity in transportation is crucial because it ⇢ Accessibility and Connectivity evaluates ensures that every segment of the community how well different areas are linked to Figure 58: EQUITY INFOGRAPHIC has adequate access to transportation essential services and each other through Transportation plays a pivotal role in shaping equitable communities. This infographic options, which is fundamental for accessing modes like walking, bicycling, and public highlights the critical intersection of employment, education, healthcare, and transit. Learn more about these metrics in transportation and equity. It presents national other critical services. It helps in building a 📊Figure 60. trends demonstrating how inadequate transportation infrastructure disproportionately cohesive society where economic and social impacts marginalized communities. ⇢ Affordability and Financial Accessibility opportunities are not limited by one’s ability examines the economic aspects of of lower-income populations to travel. Prioritizing equity in transportation planning also addresses historical imbalances where certain groups may have been transportation, using metrics such as Transportation Costs, which measure 25 % live within a 10-minute walk of a healthcare facility, compared to 40% of higher-income groups. the percentage of household income marginalized or overlooked, promoting a fairer dedicated to transportation. Learn more of jobs are reachable within a 📊 60% distribution of resources and opportunities. 45-minute public transit in the about these metrics in Figure 61. central city, but drops significantly in HOW IS EQUITY MEASURED? outer suburbs Although numerous metrics can assess of non-white communities live in transportation equity, this plan structures the equity analysis into three key categories: Demographic Representation and Population 70 % areas with higher transportation- related pollution. Needs, Accessibility and Connectivity, and of the elderly population Affordability and Financial Accessibility. ⇢ Demographic Representation and 25 % lacks access to reliable public transportation. Population Needs focuses on aligning of the roads leading to schools have transportation services with the diverse characteristics and requirements of the 50% sidewalks, a rate even lower in low- income neighborhoods. population. Learn more about these 📊 of suburban low-income areas have 30% metrics in Figure 59. access to safe and maintained bicycle lanes. Sources: Grattan Institute, American Planning Association; Public Transportation in the U.S.; Transportation and Aging: A Research Agenda for Advancing Safe Mobility H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 796of3 127 DEMOGRAPHIC REPRESENTATION sustain such infrastructures. Additionally, age and significant portion of the population understanding the needs of individuals with with disabilities necessitate a focus on AND POPULATION NEEDS disabilities and the foreign-born population accessibility and safety. The presence of a The demographic and socio-economic metrics can help tailor the active transportation sizeable foreign-born population also suggests of a municipality are critical in shaping its facilities to be more inclusive and accessible. the importance of integrating multi-lingual active transportation planning. These metrics communications and culturally sensitive provide insights into the community’s needs, Hoffman Estates, compared to its neighbors approaches into transportation planning. potential ridership, and the specific challenges like Barrington, Elgin, Palatine, Schaumburg, that might influence transportation policy and Streamwood, showcases a stable and and infrastructure development. For instance, affluent community with moderate population a younger population may be more inclined growth and a substantial median household to use active transportation modes, such income, though it experiences slower as biking and walking, while higher median population growth than Elgin. Despite its incomes can influence the ability to fund and economic capacity, the relatively older average Figure 59: DEMOGRAPHIC AND POPULATION NEEDS Percentage Population Change Median Average Individuals Nativity Municipality Population Household Household Average Age with 2000-2020 2010-2020 Income Size Disabilities Native Foreign Born Hoffman Estates 52,530 6.1% 1.2% $96,274 2.8 37.9 3,988 34,969 17,184 Barrington 10,722 5.4% 3.8% $126,250 2.6 40.8 836 9,908 1,266 Elgin 114,797 21.5% 6.1% $79,757 2.9 35.0 11,661 85,125 29,031 Palatine 67,908 3.7% -0.9% $86,415 2.5 38.2 6,361 51,042 16,712 Schaumburg 78,723 6.1% 4.4% $85,147 2.4 38.7 5,788 54,410 23,913 Streamwood 39,577 8.7% -0.7% $88,824 2.9 38.1 2,984 27,887 11,849 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 806of4 127 ACCESSIBILITY AND for improvement in promoting active a 30-minute transit ride, the effectiveness transportation. For instance, Hoffman Estates of reaching these jobs is impacted by its CONNECTIVITY has a low percentage of residents walking moderate transit availability. The transportation metrics of a municipality (0.2%) and biking (0.3%) to work compared to play a pivotal role in shaping its active Barrington, which shows higher walking (1.8%) Key takeaways for Hoffman Estates highlight transportation landscape. These metrics and similar biking (0.3%) rates. Additionally, the need for strategic enhancements in not only reflect the existing transportation Hoffman Estates has a moderate walkability walkability, bike facilities and connectivity, and infrastructure but also influence future index rating and lower transit availability, public transit services to improve its active urban planning and development strategies. indicating potential areas for development transportation infrastructure. Comparing Hoffman Estates to its neighboring to enhance its active transportation network. municipalities like Barrington, Elgin, Palatine, It’s notable that while Hoffman Estates has a Schaumburg, and Streamwood, it becomes significant number of jobs accessible within evident that Hoffman Estates has room Figure 60: ACCESSIBILITY AND CONNECTIVITY Mode of Travel to Work Households Average Transit Availability Jobs Accessible Walkability Municipality with No Vehicle in 30-Minute Commute Time Index Rating Access (%) Transit Ride Car Walking Biking transit Other High Moderate Low Hoffman Estates 84.0% 0.2% 0.3% 3.3% 12.2% 3.7% 30.4 52% 5.1% 43.9% 51.1% 56,261 Barrington 65.4% 1.8% 0.3% 9.4% 23.1% 7.3% 32.4 65% 39.2% 0.0% 60.8% 19,208 Elgin 79.7% 0.6% 0.2% 0.9% 18.6% 5.2% 27.9 46% 41.4% 45.5% 13.1% 39,176 Palatine 79.8% 1.7% 0.5% 3.8% 14.2% 4.1% 28.4 50% 31.3% 4.0% 64.7% 21,036 Schaumburg 73.5% 0.9% 0.0% 0.4% 25.2% 4.9% 29.2 49% 46.3% 38.1% 15.6% 76,678 Streamwood 88.5% 0.2% 0.6% 1.9% 8.8% 4.0% 28.8 49% 29.3% 23.0% 47.7% 34,797 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 816of5 127 AFFORDABILITY AND FINANCIAL Residents experiencing this financial burden above Schaumburg and Streamwood at 49%, can have limited access to essential services, and notably higher than Elgin at 46%. The ACCESSIBILITY employment opportunities, and social mobility average monthly housing cost in Hoffman Transportation costs include, cost of vehicle, Estates is $1,842, higher than nearby gas, insurance, registration fees, transit Therefore, addressing transportation equity communities, suggesting premium housing fares, etc. Car ownership results in higher involves both increasing the accessibility and attributes or services. Transportation costs transportation costs for a household which affordable transportation options. account for 21% of income, similar to most disproportionally affects low-income families. When reviewing the data, Hoffman Estates has neighbors but higher than Palatine at 19%. The Reaching equitable solutions requires higher combined housing and transportation annual vehicle miles traveled per household, improving transportation systems that do costs compared to its neighbors, with at 18,405, indicates a moderate reliance on not require individual car ownership. It goes residents spending 52% of their income on vehicular travel, influenced by the availability beyond ensuring that services are available; it also involves making them safe and reliable. 📊 these expenses ( Figure 61). This is slightly of amenities and public transport options. Figure 61: TRANSPORTATION COST Housing & Annual Vehicle Housing Costs Transportation Costs Average Monthly Annual Municipality Transportation Costs Miles Traveled per (% of income) (% of income) Housing Costs Transportation Costs (% of income) Household Hoffman Estates 52% 31% 21% $1,842 $14,767 18,405 Barrington 65% 45% 20% $2,698 $14,418 17,656 Elgin 46% 25% 21% $1,519 $15,312 18,965 Palatine 50% 31% 19% $1,829 $13,786 16,444 Schaumburg 49% 29% 20% $1,735 $14,374 17,146 Streamwood 49% 27% 22% $1,612 $15,880 19,639 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 826of6 127 Safety efficiency-driven design frequently overlooks ⇢ Safe Road Users: Focusing on CURRENT APPROACH TO SUBURBAN SAFETY, the needs of vulnerable road users, resulting educational programs that foster safer EVOLVING STRATEGIES, DETAILED CRASH in more road-related injuries and fatalities and driving, walking, and bicycling habits. ANALYSIS, AND THE CALCULATION OF A HIGH- limited public transit options. ⇢ Post-Crash Response: Enhancing INJURY NETWORK. emergency services accessibility and NEW APPROACHES medical response capabilities to reduce APPROACHES TO In response to these challenges, newer, safer approaches like the Safe System are being the impact of road crashes. SAFETY adopted. This approach, which is becoming These evolving strategies are transforming a global best practice, prioritizes human life suburban roadways into safer, more user- and health, accommodating human error and friendly environments, significantly reducing Suburban roadway design has historically traffic fatalities and injuries while promoting aiming to reduce the consequences of crashes favored vehicular traffic, often neglecting sustainable urban development. through forgiving road systems. It includes: the safety of pedestrians, bicyclists, and public transit systems. Traditional designs ⇢ Safe Roads: Introducing traffic calming feature wide, straight roads optimized for measures like road diets, chicanes, and car speed and efficiency, with limited safety roundabouts to slow traffic, alongside measures for non-vehicle users. As suburban enhanced crosswalks and protected bike demographics and uses diversify, there is lanes. a shift towards more inclusive planning strategies that address these shortcomings. ⇢ Safe Speeds: Implementing stricter speed limits and automated enforcement to regulate traffic speeds, often TRADITIONAL SAFETY APPROACH supplemented by physical changes that The prevalent suburban road systems are encourage slower driving. designed to maximize vehicle flow with multi- lane roads, traffic signals, and turn lanes, ⇢ Safe Vehicles: Promoting the use which can create high-speed environments of vehicles with advanced safety that increase crash severity. Often, pedestrian technologies and supporting local and bike infrastructure lacks adequate policies that favor environmentally Figure 62: LACK OF PEDESTRIAN CROSSING | SOURCE: EPSTEIN protection from fast-moving vehicles. This friendly transport options. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 836of7 127  contributing to each incident. This TRANSPORTATION analysis helps identify common causes SAFETY IN HOFFMAN and trends that can be addressed through targeted interventions. ESTATES ⇢ Comparison with Peer Communities: In Hoffman Estates, the commitment to Benchmarking Hoffman Estates’ road enhancing roadway safety is reflected in the safety performance against similar systematic approach taken to analyze and municipalities to understand relative mitigate traffic-related crashes. Recognizing safety standings and learn from the that many vehicle-related crashes are practices of others. This comparison preventable, the industry has shifted from provides valuable insights into effective using the term “accidents” to “crashes” strategies and areas where the Village to emphasize that these are not random, may need to enhance its efforts. Figure 63: CROSSWALK | SOURCE: BEST FOOT FORWARD unavoidable events. This shift in language is part of a broader strategy to address ⇢ Vulnerable Road User (VRU) Safety road safety proactively. The Village has also Assessment: Mapping out the segments adopted the use of “crashes”. The Village and intersections of the road network utilizes detailed crash data and rigorous that are classified under IDOT’s VRU analytical methods to identify patterns, risk Corridor and/or Clusters, to determine factors, and areas that require attention. where overrepresentation of bicycle and pedestrian crashes occur. SAFETY ANALYSES The analysis conducted by Hoffman Estates includes several key components designed to create a comprehensive safety landscape: ⇢ Crash Analysis: Examination of detailed reports for every crash, focusing on Figure 64: SERIOUS CRASH| SOURCE: ATLANTA JOURNAL-CONSTITUTION factors such as the location, time, environmental conditions, and behaviors H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 846of8 127 CRASH ANALYSIS hours on weekdays. This indicates that the In Hoffman Estates, traffic data provided by primary risk factors are related to the road Figure 65: CRASH QUICK FACTS (2018 - 2022) IDOT reveals a concerning pattern of crashes, environment and traffic management, rather with a total of 3,257 crashes (excluding than adverse weather conditions. These Total Crashes insights are crucial for developing targeted 3,257 crashes on the Tollway) recorded over a five (non-Tollway) year period. During this time, there were 12 strategies to enhance road safety, especially in protecting pedestrians and bicyclists, Total Fatal Crashes crashes that resulted in fatalities and 784 12 📊 (non-Tollway) crashes that resulted in injuries ( Figure 65). who share the roads with motor vehicles but The majority of these crashes involve common without the protective barriers that vehicles Total Crashes Resulting in causes such as failing to reduce speed, failing provide. Injuries 784 (non-Tollway) to yield the right of way, and improper lane In this study, the numbers presented represent usage, pointing to preventable factors that the total crashes that resulted in fatalities and/ Pedestrian Crashes 27 primarily stem from driver behavior rather than or injuries, not the individual count of fatalities uncontrollable circumstances. Fatal Pedestrian Crashes 2 or injuries that occurred within each crash. Specifically focusing on vulnerable road users, Crashes Resulting in 26 the data shows that pedestrians and bicyclists Pedestrian Injuries each were involved in 27 crashes within the same timeframe. These crashes resulted in Bicyclist Crashes 27 2 pedestrian fatalities and 1 bicyclist fatality, Fatal Bicycle Crashes 1 along with 26 and 25 injuries respectively. These pedestrian and bicyclist crashes make Crashes Resulting in 25 up an outsized proportion of traffic injuries and Bicycle Injuries fatalities considering their low transportation mode share. Failing to Reduce Speed, The analysis reveals that most crashes, Common Crash Causes Failing to Yield, regardless of the victim type, occur under clear weather conditions and on dry roads, Improper Lane and predominantly during peak commuting Usage H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 856of9 127 MUNICIPAL COMPARISONS pedestrian deaths per 100,000 residents per Road and Sutton Road, during the mid-morning Over this period of study, 2018-2022, the year, while the Bicyclist & Pedestrian Injury on a weekday. Both pedestrian fatalities Village experienced a total of 3,257 non- Rate measures the number of bicycle and took place in 2021: one at the far northwest Tollway crashes. A crash hotspot map pedestrian injuries per 100,000 residents corner of the Village along Higgins Road 📊 ( Figure 65) displays where the greatest annually. In Hoffman Estates, there is a bicycle and pedestrian fatality rate of 5.77 and an during a weekday evening, and the other at the intersection of Governors Lane and Higgins concentrations of crashes in the Village are occuring. injury rate of 98.08 per 100,000 residents Road, also during a weekday evening. based on the data provided. The Bicyclist & Pedestrian Fatality Rate is defined as the number of bicycle and The single bicycle fatality in Hoffman Estates occurred in 2022 at the corner of Shoe Factory Figure 66: CRASH ANALYSIS bicyclist & crashes resulting fatal bicycle fatal pedestrian crashes resulting bicyclist & pedestrian Total Crashes pedestrian Fatality in Pedestrian Municipality (2018-2022) crashes crashes Rate in Bicycle Injuries Injuries Injury Rate (2018-2022) (2018-2022) (2018-2022) (per 100,000 residents, per year) (per 100,000 residents, per year) (2018-2022) Hoffman Estates 3,257 1 2 5.77 25 26 98.08 Barrington 1,731 0 0 0.00 11 14 238.10 Elgin 12,336 2 4 5.26 75 118 169.30 Palatine 4,615 0 1 1.45 49 27 110.14 Schaumburg 6,366 0 3 4.00 67 42 145.33 Streamwood 2,265 0 1 2.56 15 24 100.00 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 867of0 127  Figure 67: CRASH ANALYSIS Source: Village GIS Assets, IDOT IRIS, IDOT Crash Data N LEGEND BICYCLE FACILITIES BICYCLE FATALITY PATH/TRAIL PEDESTRIAN FATALITY BIKE LANE BICYCLE INJURY MARKED ROUTE PEDESTRIAN INJURY NON-BICYCLE OR PEDESTRIAN FATLITY INJURY OR PROPERTY DAMAGE ONLY 0 1 2 Miles WHAT IS THE IMPORTANCE OF CRASH ANALYSIS FOR ACTIVE TRANSPORTATION? Determining high crash locations and understanding the causes of crashes are crucial for enhancing active transportation, as they enable planners and transportation authorities to implement targeted safety measures that protect vulnerable road users like bicyclists and pedestrians. By identifying these hotspots, detailed assessments and analyses can be done to evaluate interventions, directly addressing the underlying risk factors and reducing the likelihood of future crashes. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 877of1 127 CRASH HOTSPOTS Crashes at these intersections are more likely Gannon Drive fall under the Village’s The intersections below are identified as to occur on weekdays, particularly in the jurisdiction. The remainder of the intersections having the highest number of crashes within afternoon and evening hours. and the accompanying roadways are under the Village, representing 23% of all reported state or county jurisdiction. This means that crashes and account for 50% of crashes Most crashes occurred under clear weather while the Village may advocate for changes resulting in fatalities. Rear-end and turning- conditions, with fewer incidents during periods or improvements, any modifications to these related crashes are the most frequent at these of adverse weather. roads or intersections would require approval intersections. The leading causes of these from these authorities. incidents are “Failing to Yield Right of Way” It’s important to note that, among these and “Following Too Closely.” roadways, only Hoffman Boulevard and Figure 68: CRASH HOTSPOTS crashes resulting in crashes resulting in Total Crashes most common intersection (2018-2022) Fatalities a-injuries crash type most common crash cause (2018-2022) (2018-2022) Barrington Road & Bode Road 82 0 3 Tu rn in g Fa ilin g to Yield Righ t of Way Barrington Road & Golf Road 202 0 5 Tu rn in g Fa ilin g to Yield Righ t of Way Barrington Road & Higgins Road 122 2 3 Front to Rea r Fa i l i ng to Red uc e Speed to Avo i d C ra sh Golf Road & Gannon Drive 37 0 1 Tu rn in g Followin g Too Closely Higgins Road & Roselle Road 116 0 0 Front to Rea r Fa i l i ng to Red uc e Speed to Avo i d C ra sh Shoe Factory Road & Bartlett Road 65 2 1 Front to Rea r Fa i l i ng to Red uc e Speed to Avo i d C ra sh Sutton Road & Hoffman Boulevard 61 0 0 Front to Rea r Fa i l i ng to Red uc e Speed to Avo i d C ra sh Sutton Road & Shoe Factory Road 69 2 1 Front to Rea r Fa i l i ng to Red uc e Speed to Avo i d C ra sh H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 887of2 127 VRU ASSESSMENT are analyzed together to identify patterns and common factors contributing to the Figure 69: SAFE SYSTEM APPROACH PRINCIPLES This plan has incorporated IDOT’s Vulnerable Road User (VRU) Assessment, a study crashes. undertaken in 2023 to enhance the safety of Death and Serious ⇢ Corridor: A specific section of a roadway Injuries are Unacceptable: non-motorists on Illinois roadways, including or a series of connected roadways pedestrians, bicyclists, and other vulnerable The approach prioritizes the where traffic patterns, land use, and elimination of all fatal and serious road users. With a vision of achieving zero infrastructure characteristics are analyzed injury crashes, asserting that no loss fatalities, the assessment is part of Illinois’ of life is acceptable on the roads. to assess safety and mobility for road broader Highway Safety Improvement users. Program (HSIP). The assessment is significant Humans make mistakes. not only because of the rising fatalities among Methodology Recognizes that human error is inevitable and designs road systems VRUs but also due to the state’s commitment The methodology utilized by IDOT in the that account for and mitigate the to addressing these issues with a data-driven, Assessment involved an approach that impact of these mistakes. equity-focused approach. integrates data analysis with stakeholder input to identify critical safety concerns Humans are vulnerable. The key outcomes of the study were across the state. This process began with Acknowledges that the human body has limited tolerance to crash forces, identifying specific clusters and corridors the collection and examination of crash data and thus, the road system should where vulnerable road users (VRUs) are at spanning 18 years, from 2005 to 2022, to track minimize the potential for harm. heightened risk. These clusters and corridors trends in crashes involving VRUs, including were then prioritized for targeted safety pedestrians and bicyclists. The analysis Responsibility is shared. interventions. The study also recommended included both observed safety, which focuses Emphasizes that road safety is a collective responsibility shared a range of countermeasures tailored to these on locations with documented crash histories, among road users, designers, and high-risk areas. and perceived safety, which considers areas operators, requiring collaboration at all levels. where VRUs feel unsafe based on public Key Terms and stakeholder feedback. To enhance the Safety is proactive. Below are key terms used in the methodology precision of their findings, IDOT developed a Focuses on proactively identifying and and assessment: High-Injury Network (HIN) that highlights road addressing risks before crashes segments with the highest concentrations occur, rather than solely responding to ⇢ Cluster: A group of related or incidents after they happen. of VRU crashes, allowing for targeted geographically close crash incidents that interventions in these high-risk areas. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 897of3 127 In addition to data-driven analysis, IDOT Figure 70: TOP VRU CORRIDORS IN HOFFMAN ESTATES incorporated equity considerations into its methodology, ensuring that underserved bicycle & roadway Functional jurisdiction pedestrian safety tier SAFETY SCORE communities were prioritized in safety (see figure 71 for limits) classification crashes interventions. Equity metrics, such as the Illinois Active Transportation Plan Composite Bode R d C ount y C olle ctor 5 High 2. 18 Equity Score and Justice40 data, were H asse ll R d Munic ip alit y C olle ctor 3 High 1. 84 employed to identify areas disproportionately affected by safety shortcomings. Stakeholder H ig g ins R d S t at e Ar t e r ia l 3 Mediu m 1. 32 engagement was also a crucial element of the methodology, with IDOT conducting webinars, H ill Dr Munic ip alit y L oc al 3 Mediu m 1. 04 surveys, and workshops to gather input from local agencies, advocacy groups, and the S ale m Dr Munic ip alit y C olle ctor 1 Mediu m 0. 78 public. This feedback was integral in validating the data analysis and refining the proposed Manc he st e r Dr Munic ip alit y L oc al 1 Mediu m 0. 78 strategies and countermeasures. The S hoe Fac tor y R d C ount y C olle ctor 1 Mediu m 0. 78 methodology was further guided by the Safe System Approach (SSA), which emphasizes a H asse ll R d Munic ip alit y C olle ctor 1 Mediu m 0. 78 proactive and systemic approach. Bode R d C ount y L oc al 2 Mediu m 0. 77 For a full breakdown of the methodology, H ig g ins R d S t at e Ar t e r ia l 2 Mediu m 0. 71 📃 scoring, and full VRU corridor and intersection list, refer to Appendix A. Mohave S t Munic ip alit y L oc al 1 Mediu m 0. 68 Gannon Dr Munic ip alit y L oc al 1 Mediu m 0. 68 Bode C ir Munic ip alit y L oc al 1 Mediu m 0. 68 Gove r nor s L n Munic ip alit y L oc al 1 Mediu m 0. 68 Safety Tier classification and Safety Scores are evaluated among all statewide roadways. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 907of4 127  Figure 71: VRU CORRIDORS & CLUSTERS Source: Village GIS Assets, Pace Suburban Bus, IDOT IRIS, IDOT Crash Data N LEGEND INVERNESS VRU CORRIDOR RATINGS HIGH SAFETY TIER MEDIUM SAFETY TIER PALATINE LOW SAFETY TIER VRU CLUSTERS EAST DUNDEE VRU CLUSTER SOUTH BARRINGTON ROLLING MEADOWS ELGIN SCHAUMBURG STREAMWOOD 0 1 2 Miles WHERE ARE VRU CORRIDORS AND CLUSTERS LOCATED IN HOFFMAN ESTATES? The majority of the Village’s Vulnerable Road User (VRU) corridors are concentrated in the Central region, indicating a higher concentration of VRU crashes at these locations. Notably, a significant portion of these top VRU corridors falls under the Village’s jurisdiction. Among these, Bode Road and Hassell Road stand out as the most critical, both classified within the High Safety Tier. The clusters are more sporadic geographically but tend to be located along or adjacent to high-volume roadways. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 917of5 127 INITIAL SAFETY FINDINGS SAFETY ⇢ Common causes of crashes in Hoffman Estates, such as failing to reduce speed, failing to yield, and improper lane usage. ⇢ Pedestrian and bicyclist crashes represent approximately 2.2% of all crashes but account for 10.0% of all injuries in the Village of Hoffman Estates. While they represent a smaller share of total crashes, pedestrians and bicyclists are 4.5 times more likely to be injured when involved in a crash. ⇢ While Hoffman Estates exhibits a relatively lower injury rate than some neighboring areas, its fatality rate is notably high, indicating that while crashes may not frequently result in injuries, they cause fatalities at a greater rate. Figure 72: COMMON CRASH | SOURCE: MALIK P.A. ⇢ The analysis reveals that while Vulnerable Road User (VRU) clusters are sporadically distributed across the Village, the VRU corridors are predominantly centralized in the Central region. ⇢ Bode Road, east of Barrington Road, and Hassell Road exhibit the highest safety scores based on the Vulnerable Road User (VRU) Assessment. However, it’s important to recognize that the data spans a long period, and both roadways have received substantial safety enhancements in recent years. Figure 73: EPIDEMIC OF INACCESSIBLE SIDEWALKS | SOURCE: THE SEATTLE TIMES H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 927of6 127 Performance Dashboard measured through specific metrics such as OVERVIEW infrastructure improvements, usage rates, service coverage, and safety indices. These The Performance Dashboard is a pivotal metrics not only reflect current conditions but tool designed to enhance transparency also track improvements over time, offering and communication between the Village a transparent and accountable framework for and its residents regarding transportation evaluating the Village’s initiatives. initiatives. This tool focuses on advancing and monitoring the effectiveness of policies The full dashboard can be found in 📊Figure 78. and projects related to active transportation, public transportation, and safety within the community. By openly sharing data METRICS and progress in these critical areas, the Village aims to foster a collaborative and Figure 74: HIGH VISIBILITY CROSSWALK | SOURCE: EPSTEIN ACTIVE TRANSPORTATION informed environment where public input and In terms of active transportation, the engagement are not only encouraged but are dashboard emphasizes developments in integral to the planning and implementation bicycle and pedestrian infrastructures, such processes. as the expansion of bike lanes, enhancement of sidewalk conditions, and the overall The primary purpose of the Performance safety of these routes. By monitoring these Dashboard is to provide a clear, accessible aspects, the Village can better understand view of the Village’s efforts in promoting the effectiveness of its investments in safer, more efficient, and sustainable making biking and walking more attractive transportation options. The dashboard and safer options for its residents. This not serves as a central platform for tracking only supports a healthier lifestyle but also progress across several key transportation contributes to environmental sustainability by categories: Bicycle, Pedestrian, Public reducing reliance on motor vehicles. Transit, and Safety. Each category is carefully Figure 75: MOON LAKE BLVD | SOURCE: EPSTEIN H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 937of7 127 PUBLIC TRANSIT Public transportation is another crucial FUTURE IMPACT component of the dashboard. It highlights key By maintaining an up-to-date and detailed performance indicators like service coverage, Performance Dashboard, the Village ridership levels, and punctuality to gauge the demonstrates its commitment to transparency efficiency and reach of public transit solutions. and continuous improvement. Residents are This information helps in identifying areas encouraged to engage with the dashboard, where services can be enhanced or expanded, review the data, and participate in community thus improving accessibility and convenience discussions and feedback sessions. This for all residents, especially those who depend open line of communication helps the Village on public transit for their daily commutes. to align its transportation projects more closely with the needs and expectations of SAFETY MEASURES Figure 76: PACE BUS 554 STOP | SOURCE: HOMES.COM its residents, thereby fostering a more livable, Safety is a paramount concern that permeates efficient, and community-focused urban all categories of the dashboard. The environment. Village commits to reducing road crashes and enhancing the safety of all transport In summary, the Performance Dashboard is modes through continuous monitoring and an essential element in the Village’s strategy targeted interventions. This not only includes to enhance urban mobility and safety. It physical improvements to transportation is not just a reporting tool but a platform infrastructures but also educational for dialogue and collaboration, aiming to campaigns and emergency response create a community where active and public enhancements to ensure that residents feel transportation are safe, enjoyable, and widely secure, regardless of their chosen mode of accessible options for everyone. transportation. Figure 77: TRILLIUM BLVD| SOURCE: EPSTEIN H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 947of8 127  Figure 78: PERFORMANCE DASHBOARD Category Metric Description Current Figure M e a s u re s t h e to t a l l e n g t h o f p a t h w ay s d e s ig n a t ed f o r sha red use by bi c yc l i st s a nd To tal Mi l es o f S h ared U se Pa t h s p e d e s t r ia n s . 32.2 R e p re s e n t s t h e to t a l l e n g t h o f d e s i g n a t e d la n e s exc l usi vel y f o r bi c yc l e use o n BICYCLE To tal Mi l es o f Bi c yc l e L an e s ro a d w ay s . 3.8 Mi l es o f R o ad way s rated as BLTS 3 I n d i ca t e s t h e le n g t h o f ro a d w ay s ra t e d a s 3 o r 4 by t he Bi c yc l e L evel o f Tra f f i c or 4 St re s s , s ig n i f y in g m o d e ra t e to l o w s t re s s f o r b i c yc l i st s. 155.7 / 1,986 Perc en tag e o f R o ad way s w i t h Sh o w s t h e p ro p o r t i o n o f to t a l ro a d w ay s t h a t h ave si dewa l ks o n a t l ea st o ne si d e, S i d ewal ks o n at L east On e Si d e e n h a n ci n g p e d e s t r ia n a cce s s ib i l i t y. 78.8% Perc en tag e o f V i l l ag e wi th H i g h R e f l e ct s t h e p ro p o r t i o n o f t h e v il l a g e a re a t h a t i s c o nsi d ered hi ghl y wa l ka bl e PEDESTRIAN Wal kab i l i ty b a s e d o n p e d e s t r ia n in f ra s t r u ct u re a n d a m e n i t i es. 13.9% Perc en tag e o f J o b s i n Hi g h ly I n d i ca t e s t h e p ro p o r t i o n o f e m p loy m e n t o p p o r t uni t i es l o c a t ed wi t hi n a rea s t ha t Wal kab l e Areas a re h ig h ly a cce s s ib l e o n f o o t . 14.5% Nu mb er o f R es i d en ts Wi th i n 1/ 2 M il e N u m b e r o f Vil l a g e re s id e n t s t h a t a re w i t h i n a h a l f - mi l e f ro m a ny f i xed- ro ut e publ i c o f a Fi xed Tran si t R o u te t ra n s it s e r v ice . 21,812 / 52, 530 PUBLIC Mi l es o f S i d ewal k Gap s n ea r Tra n s i t M e a s u re s t h e to t a l l e n g t h o f m is s i n g s i d e w a l k segment s wi t hi n c l o se prox i mi t y to 27.8 TRANSIT S to p s/ S tati o n s t ra n s it s to p s o r s t a t i o n s . Po p u l ati o n wi th at l east Mo d e ra t e l y I n d i ca t e s t h e p e rce n t a g e o f t h e p o p u la t i o n t h a t ha s mo d era t el y hi gh o r bet t er Hi g h Tran si t Avai l ab i l i ty a cce s s to p u b li c t ra n s i t s e r v ice s . 4.7% Co u n t s t h e to t a l n u m b e r o f f a t a li t ie s in vo l v i n g pedest r i a ns a nd bi c yc l i st s wi t hi n a Ped es tri an & Bi c yc l e Fatal i t i e s 3 s p e ci f i c t i m e p e r i o d . R e p re s e n t s t h e to t a l n u m b e r o f f a t a li t ie s o ccu r r i ng o n ro a dways wi t hi n t he SAFETY R o ad way Fatal i ti es 13 s p e ci f i e d a re a a n d t i m e p e r i o d . El i mi n ate o r R eso l ve Al l R o a d w ay s I n d i ca t e s t h e to t a l m i l e a g e o f ro a d w ay s cl a s s if i ed wi t hi n t he H i gh Sa fet y T i er C l assi fi ed as Hi g h S afety T i e r b a s e d o n I D OT ’s VR U A s s e s s m e n t . 0.62 MIL ES H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 957of9 127  Past Plans & Policies VILLAGE POLICIES PAST PLANS OTHER AGENCY PLANS PREVIOUS BICYCLE & PEDESTRIAN PLAN H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 03 Page 968of0 127 VILLAGE PLANS & POLICIES VILLAGE POLICIES VILLAGE POLICIES ⇢ Complete Streets Policy: In 2011, the models that could be integrated into The analysis of local ordinances plays a Hoffman in Motion to address fluctuating Hoffman Estates Village Board adopted crucial role in the development of Village-wide transportation needs. a Complete Streets Policy, ensuring transportation plans, serving as a foundation that all Village streets were safe and for informed decision-making and strategic ⇢ VoHE Economic Development Strategic accessible for all types of users, including alignment with existing legal frameworks. Plan; 2022 (EDSP): Focuses on pedestrians, bicyclists, motorists, and bolstering Hoffman Estates’ economy public transit users. This policy was through targeted development, VILLAGE ORDINANCES integrated into all relevant projects and business attraction, and retention planning processes. ⇢ Sec. 6-1-1. Illinois Vehicle Code: This strategies. Highlights the importance of ordinance adopts the Illinois Vehicle Code transportation infrastructure in supporting into Hoffman Estates’ municipal laws, PAST PLANS economic growth, suggesting areas thus standardizing traffic regulations with where transportation improvements could state laws. Analyzing past plans provides a foundation attract businesses and improve quality of for current planning efforts, offering insights life. ⇢ Sec. 6-2-1. - Hoffman Estates into past successes, failures, and evolving Supplement: The Hoffman Estates community needs. While historical context ⇢ Hoffman Estates Residential Study: Vehicle Code supplement enhances enriches planning, it is essential to balance Analyzes current housing trends and the Illinois Vehicle Code with tailored it with current conditions, public input, and needs, proposing strategies to meet regulations addressing local traffic needs. changing landscapes to ensure plans remain the diverse housing requirements The Supplement outlines comprehensive relevant and responsive to community needs. of the community. Underlines the bicycle regulations, including rules for relationship between residential safe riding, yielding to pedestrians, development and transportation planning, VILLAGE-LED PLANS and registration requirements. The indicating potential areas where transit supplement also specifies street speed ⇢ Flexible Transit Service Plan; 2013: services could support new housing limits, prohibits certain maneuvers, and Introduces innovative transit solutions developments. establishes parking regulations. that adapt to varying demand levels and patterns. Offers adaptable transit H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 978of1 127  ⇢ Hoffman Estates Western Area Plan; 2019: Details a vision for developing OTHER AGENCY PLANS the western area of Hoffman Estates, emphasizing mixed-use developments and economic sustainability. Offers PAST PLANS specific development scenarios that the ⇢ NWMC Multimodal Transportation Plan: ⇢ My Metra, Our Future: Metra’s strategic multimodal plan must support, including The Northwest Municipal Conference plan for 2023-2027, outlining their infrastructure that facilitates access (NWMC) is a regional council that commitment to providing safe, reliable, to new commercial, residential, and supports intergovernmental cooperation and efficient commuter rail service to industrial zones. in the northeastern Illinois region. The enhance the economic and environmental ⇢ Hoffman Estates Sustainability Plan; plan outlines a regional approach to health of Northeast Illinois. 2019: Addresses environmental improving multimodal transportation ⇢ RTA’s Transit is the Answer: A strategic sustainability goals, including reducing options. plan, discussing the critical role of emissions through better transportation ⇢ CMAP ON TO 2050: The ON TO 2050 transit in the Chicago region’s social and strategies. Directly influences Plan, developed by CMAP, is a regional economic fabric and outlining an agenda transportation planning by pushing for blueprint for sustainable development and for securing increased funding and sustainable, low-impact transportation transportation areas where planning in enhancing service to meet future needs. options that align with the Village’s the Chicagoland area. environmental goals. ⇢ Pace Suburban Bus’ Driving Innovation: CURRENT & ONGOING PLANS ⇢ Barrington Road I-90 Sub Area Plan; The plan outlines the agency’s strategic 2021: Centers around the potential to ⇢ Northwest Cook Transit Coordination vision for modernizing and enhancing Study: The ongoing study aims to transform the area surrounding the public transit services across the Barrington Road/I-90 intersection, enhance public transportation efficiency suburban Chicago region. and connectivity by evaluating and complemented by the completion of the Pace Suburban Bus I-90/Barrington ⇢ CMAP’s Plan of Action for Regional proposing improvements to the Road station. Focuses on transit-oriented Transit: CMAP’s Plan of Action for coordination of demand response transit development, increasing density, and Regional Transit (PART) is aimed at services. imagines providing the Village with a enhancing the integration and efficiency central district. of the region’s transit systems. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 988of2 127  on-street bicycle facilities are proposed, PREVIOUS BICYCLE & divided into two categories: PEDESTRIAN PLAN » Ready to Go Projects: These involve The Hoffman Estates Comprehensive streets that already have suitable Bicycle Plan, initiated by the Village Board of conditions for bicycling and require Hoffman Estates in 2008, was developed to minimal intervention. enhance transportation options and bicyclist » Significant Change Projects: These connectivity, a priority identified during projects are more complex and updates to the Village Comprehensive Plan. involve streets that require significant Contributions from local government officials, modifications. traffic engineers, and the community, along with collaboration with regional agencies like ⇢ Off-Street Facilities: Proposing more than Figure 79: HASSELL RD BIKE LANE| SOURCE: EPSTEIN the Active Transportation Alliance and the 15 miles of new off-street paths, the plan League of Illinois Bicyclists, ensured the plan’s aims to build upon the existing network alignment with best practices and local needs. of trails and paths, particularly through The plan outlines key recommendations for forest preserves and community parks. improving bicycle infrastructure, enhancing Safety and Connectivity Enhancements safety at intersections, and launching Improving safety and connectivity is a major educational initiatives to foster a bicycling focus of the plan. Key initiatives include: culture. ⇢ Intersection and Traffic Signal KEY COMPONENTS Improvements: The plan outlines specific improvements to make intersections Expansion of Bicycle Facilities safer for bicyclists. This includes the The plan delineates a robust expansion of installation of advanced bicycle signaling both on-street and off-street bicycle facilities: systems, clearly marked crosswalks, and dedicated bicycling lanes at intersections. Figure 80: SIDEWALK | SOURCE: EPSTEIN ⇢ On-Street Facilities: Over 50 miles of H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 998of3 127  ⇢ Barrier Removal: Identifying and plan was developed with considerable ⇢ Maintenance and Upkeep: To ensure the mitigating barriers to bicycling is crucial. community input, and ongoing feedback long-term success of the implemented The plan addresses physical barriers mechanisms are proposed to ensure facilities, the plan includes a detailed such as major highways and proposes that the facilities meet the needs of maintenance schedule. It also solutions like overpasses or underpasses local bicyclists. This includes regular emphasizes the need for sustainable where necessary. It also considers less public meetings and opportunities for practices in the maintenance and tangible barriers, such as community residents to provide feedback online or expansion of bicycle facilities. perceptions and awareness, tackling via community surveys. these through education and outreach. ⇢ Promotion of Bicycling Events: To further For a full breakdown of the progress of the embed bicycling into the community’s bicycle facilities and safety enhancements lifestyle, the plan suggests organizing 📃 recommended within the plan, refer to regular bicycling events and challenges Appendix B. that encourage participation from all segments of the population. This includes Community Engagement and Supportive bike-to-work days, community bike rides, Programs and bicycling skills workshops. The plan recognizes the importance of community involvement and education in Sustainability and Funding Strategies promoting a bicycling culture: Understanding the financial implications, the plan outlines potential funding sources and ⇢ Educational Programs: A series of sustainability strategies: educational initiatives aimed at both bicyclists and motorists are planned to ⇢ Grants and Partnerships: The plan promote safe bicycling practices and identifies various funding opportunities mutual respect on the roads. These through state and federal grants, programs also aim to educate the public partnerships with local businesses, on the benefits of bicycling for health and and collaborations with non-profit the environment. organizations focused on transportation and environmental sustainability. ⇢ Public Input and Engagement: The H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1008of4 127  APPENDICES A. ANALYSES METHODOLOGY BICYCLE LEVEL OF TRAFFIC STRESS INTERSECTION LEVEL OF TRAFFIC STRESS VULNERABLE ROAD USER ASSESSMENT B. PAST PLAN PROGRESS READY-TO-GO PROJECTS SIGNIFICANT CHANGE PROJECTS BICYCLE PATH PROJECTS SAFETY & INTERSECTION PROJECTS C. PERFORMANCE DASHBOARD BACKGROUND D. TRANSIT CAPACITY MANUAL GUIDANCE Page 101 of 127 APPENDIX A: Analyses Methodology Formula Components: BICYCLE LEVEL OF BLTS CATEGORIES The BLTS score categorizes roadways into ⇢ Speed Penalty: Applies a stress increment TRAFFIC STRESS for speeds over 30 mph, acknowledging four levels of traffic stress: (BLTS) that higher speeds increase risk and ⇢ BLTS 1 - Low Stress: Scores greater than stress for bicyclists. 8, ideal for children and inexperienced OBJECTIVE ⇢ Traffic Penalty: Increases stress for AADT bicyclists. The primary goal of the BLTS is to categorize (Annual Average Daily Traffic) above 3,000 ⇢ BLTS 2 - Moderate Stress: Scores between roadways into four distinct levels of traffic vehicles, as heavier traffic poses greater 6 and 8, suitable for the majority of adult stress. This classification aids in identifying danger. bicyclists. routes that are conducive to bicycling for all ⇢ Road Width Benefit: Awards points for ⇢ BLTS 3 - High Stress: Scores between ages and skill levels, and those that require roads narrower than 25 feet, which 4 and 6, appropriate for confident adult improvements to enhance safety. It serves as typically have slower traffic and are bicyclists. a guide for infrastructure development, aiming perceived as safer by bicyclists. to reduce traffic-related stress for bicyclists ⇢ BLTS 4 - Very High Stress: Scores 4 or and encourage bicycling as a safe, viable ⇢ Shoulder Width Benefit: Adds points for less, only advisable for experienced mode of transportation. each foot of shoulder width beyond 2 feet, bicyclists comfortable with heavy traffic. providing a buffer zone that enhances cyclist safety. SCORING FORMULA The BLTS score is calculated using a formula ⇢ Parking Penalty: Deducts points for that considers several critical factors parking on either side of the road, impacting cyclist safety and comfort: accounting for potential hazards like dooring and reduced effective lane width. BLTS = MAX (0, 10 − Speed Penalty − Traffic Penalty + Road Width Benefit + Shoulder Width Benefit − Parking Penalty) H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1028of6 127 APPENDIX A: Analyses Methodology Formula Components: INTERSECTION LEVEL LTS CATEGORIES The LTS scores classify intersections into four ⇢ Base Score: A starting point that reflects OF TRAFFIC STRESS an average intersection’s level of stress. levels of traffic stress: (LTS) Traffic Control Adjustment: Modifies the ⇢ LTS 1 - Low Stress: Represents score based on the type of traffic control intersections that pose minimal stress, present (e.g., traffic lights, stop signs, suitable for bicyclists of all skill levels, OBJECTIVE roundabouts), with more predictable, including children. The main goal of the Intersection LTS is to cyclist-friendly controls contributing to a classify intersections into distinct stress ⇢ LTS 2 - Moderate Stress: Appropriate for lower stress score. levels, from low stress that is suitable most adult bicyclists, these intersections for all bicyclists, including children and ⇢ Traffic Volume Adjustment: Increases may have more complex layouts or inexperienced riders, to high stress that only stress for higher traffic volumes, as more higher traffic volumes but still maintain the most experienced should navigate. This vehicles can make intersections more manageable stress levels. classification assists in pinpointing critical hazardous for bicyclists. areas where interventions can make bicycling ⇢ LTS 3 - High Stress: Suitable for ⇢ Crossing Distance Adjustment: Deducts experienced adult bicyclists who are safer and more accessible, thereby promoting points for wider intersections, as longer comfortable navigating complex traffic bicycling as a safe and practical mode of crossing distances increase exposure to situations and busier intersections. transportation across urban environments. traffic and risk. ⇢ LTS 4 - Very High Stress: Advised only SCORING FORMULA ⇢ Visibility Adjustment: Adds points for for very experienced bicyclists, these The Intersection LTS is calculated using a good visibility at intersections, decreasing intersections typically involve multiple formula that incorporates various elements stress when bicyclists and drivers can traffic lanes, high vehicle speeds, or poor that influence how stressful an intersection is easily see each other. visibility. for bicyclists: LTS = Base Score – Traffic Control Adjustment + Traffic Volume Adjustment – Crossing Distance Adjustment + Visibility Adjustment H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1038of7 127 APPENDIX A: Analyses Methodology was sourced from the Illinois Department which was used to prioritize interventions. VULNERABLE of Transportation (IDOT) and other relevant rison across different areas. The combination ROAD USER (VRU) agencies, ensuring comprehensive coverage of all reported crashes. Additionally, roadway of observed and perceived safety scores produces a final risk score for each location. ASSESSMENT inventory data, land use patterns, and Here is a list of variables used in the demographic information are collected to provide context for the crashes. Public assessment: OBJECTIVE feedback is also an essential part of data The primary objective of the Vulnerable Road Crash Data Variables: collection, gathered through online platforms User (VRU) Assessment was to develop a like the VRU Safety Webmap, where users can comprehensive, data-driven framework for ⇢ Number of crashes report locations they perceive as unsafe. identifying and mitigating safety risks faced ⇢ Crash severity (fatalities, serious injuries, by non-motorized road users, including minor injuries) SCORING SYSTEM pedestrians, bicyclists, and others. This The VRU Assessment employed a scoring ⇢ Crash type (vehicle-pedestrian, vehicle- assessment aimed to reduce traffic-related system to rank locations based on their risk to cyclist, etc.) fatalities and severe injuries among VRUs by vulnerable road users. This system integrated pinpointing high-risk areas and determining ⇢ Time of day (daylight, nighttime) both observed and perceived safety measures. the most effective safety interventions. Observed safety was quantified by analyzing ⇢ Day of the week The assessment aligned with the broader crash data, where each crash was assigned goal of achieving zero fatalities on Illinois ⇢ Weather conditions a severity score based on factors such as the roadways, emphasizing the need for equity number of injuries, fatalities, and the type of ⇢ Road conditions (wet, dry, icy) in transportation safety by focusing on VRU involved. A higher severity score indicated historically underserved communities. ⇢ Type of road (arterial, collector, local) a more dangerous location. Perceived safety was assessed through public and stakeholder ⇢ Intersection vs. non-intersection crashes DATA COLLECTION feedback, with locations where VRUs felt Data collection was a critical component of unsafe being assigned higher risk scores. Roadway Characteristics: the VRU Assessment, requiring a robust and These scores were then normalized by factors multi-source approach to gather the necessary ⇢ Road geometry (curves, straight sections) such as traffic volume, population density, and information. The assessment utilizes crash VRU exposure, allowing for a fair comparison ⇢ Road type (principal arterial, minor data spanning 18 years, from 2005 to 2022, across different areas. The combination arterial, local road) which includes detailed records of crashes of observed and perceived safety scores ⇢ Speed limits involving VRUs across Illinois. This data produced a final risk score for each location, H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1048of8 127 APPENDIX A: Analyses Methodology ⇢ Presence of traffic signals or stop signs High-Injury Network (HIN) Variables: ⇢ Population density ⇢ Crosswalks and pedestrian crossings ⇢ Crash density in specific areas ⇢ Income levels ⇢ Bicycle lanes and infrastructure ⇢ Length of corridors with high crash ⇢ Race and ethnicity demographics frequencies ⇢ Number of lanes ⇢ Justice40 status (designation as a ⇢ Clustering of crashes in specific locations ⇢ Road surface condition (paved, unpaved) disadvantaged community) ⇢ Comparison of observed vs. perceived Land Use and Environmental Variables: ⇢ Illinois Active Transportation Plan safety scores within the HIN Composite Equity Score ⇢ Land use type (residential, commercial, industrial) Stakeholder and Perceived Safety Variables: HIGH-INJURY NETWORK (HIN) ⇢ Proximity to schools, parks, and other ⇢ Public and stakeholder feedback on ANALYSIS public facilities perceived safety The High-Injury Network (HIN) analysis ⇢ Lighting conditions (street lighting, natural was a key methodological tool in the ⇢ Locations reported as unsafe by VRUs light) VRU Assessment, designed to identify ⇢ Number of safety complaints or concerns corridors and intersections with the highest ⇢ Pedestrian and bicycle infrastructure raised concentrations of VRU crashes. The HIN (sidewalks, bike lanes) analysis involved mapping crash data across ⇢ Types of safety concerns (speeding, lack of infrastructure, etc.) the state to visually represent areas where Traffic and Exposure Variables: crashes were most frequent. This mapping Countermeasure Effectiveness Variables: process used a density-based clustering ⇢ Traffic volume (Annual Average Daily algorithm, which grouped nearby crashes to Traffic - AADT) ⇢ Estimated crash reduction factors for form clusters. Each cluster was analyzed to ⇢ Pedestrian and cyclist volumes various countermeasures determine its overall risk score, factoring in the severity and frequency of crashes. The ⇢ Vehicle mix (percentage of trucks, cars, ⇢ Cost of implementation HIN was further refined by incorporating buses) equity considerations, such as the Justice40 ⇢ Feasibility of implementation (space, ⇢ VRU exposure levels (frequency of initiative, which ensured that disadvantaged existing infrastructure) pedestrian and cyclist use) communities received prioritized attention. ⇢ Impact on VRU safety This dual approach allowed the HIN to Equity and Demographic Variables: highlight not only the most dangerous Long-term maintenance requirements H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1058of9 127 APPENDIX A: Analyses Methodology locations but also those that required Transportation Plan Composite Equity Score, flexible and adaptable, allowing for ongoing intervention due to social and economic which used demographic data to identify areas updates and adjustments as new data became disparities. where residents might face greater barriers available or as conditions changed. to safe transportation. Justice40 data was SYSTEMIC SAFETY ANALYSIS also used to highlight communities that were economically disadvantaged or had higher In addition to the HIN analysis, the VRU percentages of racial and ethnic minorities. Assessment employed a systemic safety These equity metrics were integrated into the analysis to identify common features and scoring system and HIN analysis, ensuring contributing factors in locations with high that areas with higher equity needs were crash rates. This analysis went beyond simply given priority in the final recommendations. counting crashes; it examined the underlying This approach not only addressed current conditions that made certain areas more safety concerns but also worked to rectify prone to crashes involving VRUs. Factors longstanding disparities in transportation such as road geometry, traffic control devices, safety. land use, and lighting conditions were all considered in the systemic safety analysis. By identifying these commonalities, the PRIORITIZATION AND assessment recommended systemic changes IMPLEMENTATION that could be applied across similar locations Once the risk scores were calculated, the VRU to improve safety. For example, if a particular Assessment used them to prioritize locations type of intersection was frequently involved for safety interventions. High-risk locations in VRU crashes, the systemic safety analysis were identified as top priorities for immediate suggested redesigning that intersection type action, while lower-risk areas were earmarked throughout the state to reduce risk. for future improvements. The assessment also considered the feasibility and cost- effectiveness of proposed interventions, EQUITY CONSIDERATIONS ensuring that resources were allocated Equity was a central consideration in the efficiently. Implementation strategies were VRU Assessment, ensuring that safety developed in collaboration with local agencies, interventions were prioritized in communities taking into account their specific needs and that had historically been underserved. The capacities. The final recommendations from assessment incorporated the Illinois Active the VRU Assessment were designed to be H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1069of0 127  APPENDIX A: Analyses Methodology Figure 81: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 1 Bode Rd Co unt y Co llec tor No 5 2. 18 0 2. 18 High 706 2 Ha ssell R d Municipalit y Co llec tor No 3 1. 84 0 1. 84 High 983 3 Hi ggin s Rd St at e Ar t er ial No 3 1. 32 0 1. 32 Me d i um 1,712 4 Hi ll D r Municipalit y Lo c al Yes 3 1. 04 0 1. 04 Me d i um 2,506 5 S a l em D r Municipalit y Co llec tor Yes 1 0. 78 0 0. 78 Me d i um 3,669 6 Ma n ch ester D r Municipalit y Lo c al No 1 0. 78 0 0. 78 Me d i um 3,670 7 S h oe Fa ctor y Rd Co unt y Co llec tor No 1 0. 78 0 0. 78 Me d i um 3,671 8 Ha ssell R d Municipalit y Co llec tor No 1 0. 78 0 0. 78 Me d i um 3,672 9 Bode Rd Co unt y Lo c al No 2 0. 77 0 0. 77 Me d i um 3,708 10 Hi ggin s Rd St at e Ar t er ial No 2 0. 71 0 0. 71 Me d i um 4,127 11 S h oe Fa ctor y Rd Co unt y Co llec tor No 2 0. 68 0 0. 68 Me d i um 4,360 12 Moh ave S t Municipalit y Lo c al No 1 0. 68 0 0. 68 Me d i um 4,402 13 Ga n n on D r Municipalit y Lo c al No 1 0. 68 0 0. 68 Me d i um 4,403 14 Bode Ci r Municipalit y Lo c al No 1 0. 68 0 0. 68 Me d i um 4,404 15 G overn ors L n Municipalit y Lo c al No 1 0. 68 0 0. 68 Me d i um 4,405 16 Un n a med R d Municipalit y Lo c al No 1 0. 68 0 0. 68 Me d i um 4,406 17 Bode Rd Municipalit y Co llec tor Yes 1 0. 68 0 0. 68 Me d i um 4,407 18 Ha ssell R d Municipalit y Co llec tor No 1 0. 68 0 0. 68 Me d i um 4,408 19 Hi ggin s Rd St at e Ar t er ial No 2 0. 64 0 0. 64 Me d i um 4,746 20 S h oe Fa ctor y Rd Co unt y Ar t er ial No 1 0. 5 0. 13 0. 64 Me d i um 4,757 21 Ken ilwor th S t Municipalit y Lo c al No 1 0. 58 0 0. 58 Me d i um 5,389 22 Ha ssell R d Municipalit y Co llec tor No 1 0. 58 0 0. 58 Me d i um 5,390 23 T h orn ba rk D r Municipalit y Lo c al No 1 0. 58 0 0. 58 Me d i um 5,413 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1079of1 127  APPENDIX A: Analyses Methodology Figure 82: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 24 Ba rrin gton R d St at e Ar t er ial No 12 0. 51 0 0. 51 Me d i um 6,406 25 Ca mbridge L n Municipalit y Lo c al No 1 0. 48 0 0. 48 Me d i um 6,797 26 J a n e Adda ms Twy Pr ivat e Int er s t at e No 1 0. 48 0 0. 48 Me d i um 6,798 27 Kin gma n L n Municipalit y Lo c al No 2 0. 44 0 0. 44 Me d i um 7,583 28 R osel le Rd Co unt y Ar t er ial No 2 0. 41 0 0. 41 Me d i um 8,087 29 Pa rk Blvd Municipalit y Lo c al No 1 0. 39 0 0. 39 Me d i um 8,712 30 Bode Rd Co unt y Lo c al No 1 0. 39 0 0. 39 Me d i um 8,717 31 D eca tu r S t Municipalit y Lo c al No 1 0. 38 0 0. 38 Me d i um 8,870 32 Ba r tl ett R d Co unt y Co llec tor No 1 0. 37 0 0. 37 Me d i um 9,092 33 Bode Rd Co unt y Lo c al No 2 0. 31 0 0. 31 Low 11,07 5 34 Bode Rd Municipalit y Co llec tor Yes 4 0. 29 0 0. 29 Low 11,71 6 35 Ba rrin gton R d St at e Ar t er ial No 5 0. 29 0 0. 29 Low 11,85 0 36 J a n e Adda ms Twy Pr ivat e Int er s t at e No 0 0 0. 28 0. 28 Low 12,05 3 37 J a n e Adda ms Twy Pr ivat e Int ers t at e No 0 0 0. 28 0. 28 Low 12,05 4 38 Ga n n on D r Municipalit y Lo c al No 1 0. 28 0 0. 28 Low 12,17 9 39 Ba rrin gton R d St at e Ar t er ial No 1 0. 28 0 0. 28 Low 12,18 0 40 Un n a med R d Municipalit y Lo c al No 1 0. 26 0 0. 26 Low 12,94 0 41 Ch a rla ma gn e R d Municipalit y Lo c al No 1 0. 26 0 0. 26 Low 12,94 1 42 Hi ggin s Rd St at e Ar t er ial No 1 0. 26 0 0. 26 Low 12,94 2 43 Cen tra l Rd Co unt y Co llec tor No 0 0 0. 26 0. 26 Low 12,95 7 44 S u tton Rd St at e Ar t er ial No 1 0. 25 0 0. 25 Low 13,81 5 45 Freema n Rd Municipalit y Lo c al No 1 0. 23 0 0. 23 Low 14,65 6 46 Westbu r y D r Municipalit y Lo c al No 1 0. 23 0 0. 23 Low 14,65 7 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1089of2 127  APPENDIX A: Analyses Methodology Figure 83: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 47 Hi ggin s Rd St at e Ar t er ial No 1 0. 23 0 0. 23 Low 14,65 9 48 Ba rrin gton R d St at e Ar t er ial No 1 0 0. 22 0. 22 Low 14,88 9 49 S u tton Rd St at e Ar t er ial No 2 0. 21 0 0. 21 Low 15,51 3 50 J a n e Adda ms Twy Pr ivat e Int ers t at e No 0 0 0. 2 0. 2 Low 16,35 2 51 Ba rrin gton R d St at e Ar t er ial No 0 0 0. 18 0. 18 Low 17,57 8 52 Hi ggin s Rd St at e Ar t er ial Yes 2 0. 18 0 0. 18 Low 17,75 1 53 Ha rmon Blvd Municipalit y Co llec tor No 0 0 0. 18 0. 18 Low 18,12 1 54 Cen tra l Rd Co unt y Co llec tor No 0 0 0. 17 0. 17 Low 18,73 1 55 J a n e Adda ms Twy Privat e Int ers t at e No 0 0 0. 15 0. 15 Low 20,30 7 56 J a n e Adda ms Twy Privat e Int er s t at e No 0 0 0. 15 0. 15 Low 20,41 2 57 Freema n Rd Municipalit y Lo c al No 1 0. 15 0 0. 15 Low 20,59 6 58 Ba rri n gton R d NB Privat e Int er s t at e No 0 0 0. 15 0. 15 Low 20,74 7 59 J a n e Adda ms Twy Privat e Int ers t at e No 0 0 0. 14 0. 14 Low 21,22 6 60 J a n e Adda ms Twy Privat e Int er s t at e No 0 0 0. 14 0. 14 Low 21,22 7 61 Cen tra l Rd Co unt y Co llec tor No 0 0 0. 14 0. 14 Low 21,23 9 62 I-90 EB Privat e Int er s t at e No 0 0 0. 14 0. 14 Low 21,28 1 63 G ol f Rd St at e Ar t er ial No 4 0. 12 0 0. 12 Low 22,78 8 64 Olmstea d R d Municipalit y Lo c al No 1 0. 11 0 0. 11 Low 23,55 2 65 J a n e Adda ms Twy Privat e Int er s t at e No 0 0 0. 09 0. 09 Low 24,77 2 66 Ba r tl ett R d Privat e Co llec tor No 0 0 0. 09 0. 09 Low 25,17 5 67 I-90 WB Privat e Int er s t at e No 0 0 0. 07 0. 07 Low 26,54 3 68 Ba r tl ett R d Co unt y Co llec tor No 0 0 0. 07 0. 07 Low 27,09 7 69 Ba rri n gton R d NB Privat e Int er s t at e No 0 0 0. 07 0. 07 Low 27,11 1 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1099of3 127  APPENDIX A: Analyses Methodology Figure 84: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 70 Ba rrin gton R d S B Pr ivat e Int er s t at e No 0 0 0. 06 0. 06 Low 27,27 5 71 Ba r tl ett R d Pr ivat e Co llec tor No 0 0 0. 04 0. 04 Low 28,65 6 72 Ba rrin gton R d S B Pr ivat e Int er s t at e No 0 0 0. 03 0. 03 Low 29,49 3 73 J a n e Adda ms Twy Pr ivat e Int ers t at e No 1 0. 01 0 0. 01 Low 30,95 8 74 J a n e Adda ms Twy Pr ivat e Int er s t at e No 1 0. 01 0 0. 01 Low 30,95 9 75 Ch a mbers D r Municipalit y Lo c al No 1 0 0 0 Low 32,63 6 76 Win ston D r Municipalit y Lo c al No 1 0 0 0 Low 32,84 9 77 Bou lder L n Municipalit y Lo c al No 1 0 0 0 Low 33,32 5 78 Ash Rd Municipalit y Lo c al No 2 0 0 0 Low 33,36 7 79 Wa sh in gton Blvd Municipalit y Lo c al No 1 0 0 0 Low 33,41 7 80 Wa sh in gton Blvd Municipalit y Lo c al No 1 0 0 0 Low 33,41 8 81 S pri n g Mi ll D r Municipalit y Lo c al No 1 0 0 0 Low 33,46 4 82 S u ma c Tr Municipalit y Lo c al No 1 0 0 0 Low 33,50 3 83 Mea dow L n Municipalit y Lo c al Yes 1 0 0 0 Low 33,51 0 84 Ch ippen da l e R d Municipalit y Lo c al No 1 0 0 0 Low 33,76 3 85 Qu een sbu r y Ci r Municipalit y Lo c al No 1 0 0 0 Low 33,93 0 86 Kin gsda le R d Municipalit y Lo c al No 2 0 0 0 Low 33,93 4 87 Ken sin gton L n Municipalit y Lo c al No 3 0 0 0 Low 33,98 5 88 Ga n n on D r Municipalit y Co llec tor No 1 0 0 0 Low 34,12 6 89 Abby wood D r Municipalit y Lo c al No 1 0 0 0 Low 34,35 1 90 Wh isperin g Tra ils Dr Municipalit y Lo c al No 1 0 0 0 Low 36,37 9 91 Pra i ri e S ton e Pkwy Municipalit y Co llec tor No 1 0 0 0 Low 36,75 1 92 F la gsta f f L n Municipalit y Lo c al No 1 0 0 0 Low 37,32 6 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1109of4 127  APPENDIX A: Analyses Methodology Figure 85: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 93 Herita ge D r Municipalit y Lo c al Yes 3 0 0 0 Low 37,33 7 94 Newton S t Municipalit y Lo c al No 1 0 0 0 Low 37,34 0 95 G overn ors L n Municipalit y Lo c al No 1 0 0 0 Low 37,43 1 96 Hu ttn er Ct Municipalit y Lo c al No 1 0 0 0 Low 37,43 6 97 F la gsta f f L n Municipalit y Lo c al No 1 0 0 0 Low 37,47 7 98 G overn ors L n Municipalit y Lo c al No 2 0 0 0 Low 37,51 4 99 W. T h a cker S t Municipalit y Lo c al No 1 0 0 0 Low 37,57 2 100 L iber ty S t Municipalit y Lo c al No 1 0 0 0 Low 37,75 2 101 Bode Rd Municipalit y Co llec tor No 1 0 0 0 Low 38,16 9 102 Pa la ti n e R d St at e Ar t er ial No 2 0 0 0 Low 38,25 3 103 S u tton Rd St at e Ar t er ial No 4 0 0 0 Low 38,28 7 104 Poteet Rd Municipalit y Lo c al No 2 0 0 0 Low 38,33 1 105 Hi ggin s Rd St at e Ar t er ial No 2 0 0 0 Low 38,56 6 106 Hi ggin s Rd St at e Ar t er ial No 1 0 0 0 Low 38,56 7 107 Hi ggin s Rd St at e Ar t er ial No 3 0 0 0 Low 38,56 9 108 Al gon qu i n Rd St at e Ar t er ial No 3 0 0 0 Low 38,58 5 109 Hi ggin s Rd St at e Ar t er ial No 1 0 0 0 Low 38,61 8 110 Hi ggin s Rd St at e Ar t er ial No 1 0 0 0 Low 38,64 5 111 Con gdon Ave Co unt y Ar t er ial No 1 0 0 0 Low 38,78 5 112 Hi llcrest Blvd Municipalit y Co llec tor No 1 0 0 0 Low 38,92 1 113 Al gon qu i n Rd St at e Ar t er ial No 3 0 0 0 Low 38,92 6 114 Al gon qu i n Rd St at e Ar t er ial No 1 0 0 0 Low 38,94 9 115 S u tton Rd St at e Ar t er ial No 1 0 0 0 Low 38,97 2 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1119of5 127  APPENDIX A: Analyses Methodology Figure 86: VRU CORRIDORS IN HOFFMAN ESTATES j40 disadvantaged REGIONAL SAFETY ID Road Name Jurisdiction Functional Class TOTAL CRASHES OBSERVED SAFETY PERCEIVED SAFETY SAFETY SAFETY TIER area RANK 116 J a n e Adda ms Twy Pr ivat e Int er s t at e No 1 0 0 0 Low 39,00 2 117 Hi ggin s Rd St at e Ar t er ial No 1 0 0 0 Low 39,00 6 118 J a n e Adda ms Twy Pr ivat e Int er s t at e No 1 0 0 0 Low 39,04 4 119 Bode Rd Municipalit y Co llec tor No 1 0 0 0 Low 39,09 9 120 Al gon qu i n Rd St at e Ar t er ial No 1 0 0 0 Low 39,13 6 121 Bode Rd Municipalit y Co llec tor No 1 0 0 0 Low 39,15 7 122 Ha ssell R d Municipalit y Co llec tor No 1 0 0 0 Low 39,17 3 123 Pa la ti n e R d St at e Ar t er ial No 2 0 0 0 Low 39,22 6 124 Bode Rd Municipalit y Co llec tor No 2 0 0 0 Low 39,29 5 125 G ol f Rd St at e Ar t er ial No 1 0 0 0 Low 39,35 7 126 G ol f Rd St at e Ar t er ial No 2 0 0 0 Low 39,35 8 127 G ol f Rd St at e Ar t er ial No 1 0 0 0 Low 39,44 8 128 Ba rrin gton R d St at e Ar t er ial No 9 0 0 0 Low 39,58 7 129 G ol f Rd St at e Ar t er ial Yes 1 0 0 0 Low 39,93 6 130 Hu n tin gton Bl vd Municipalit y Co llec tor No 1 0 0 0 Low 39,98 4 131 R osel le Rd Co unt y Ar t er ial No 4 0 0 0 Low 40,10 4 132 Hu n tin gton Bl vd Municipalit y Co llec tor No 1 0 0 0 Low 40,11 5 133 R osel le Rd Co unt y Ar t er ial No 4 0 0 0 Low 40,37 3 134 Ba rrin gton R d St at e Ar t er ial No 1 0 0 0 Low 40,41 9 135 R osel le Rd Co unt y Ar t er ial No 1 0 0 0 Low 40,42 8 136 Freema n Rd Co unt y Co llec tor No 1 0 0 0 Low 40,61 9 137 Ba rrin gton R d St at e Ar t er ial No 3 0 0 0 Low 40,82 3 138 L exin gton D r To wnship Lo c al No 1 0 0 0 Low 41,94 6 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1129of6 127  Figure 87: VRU CORRIDORS Source: Village GIS Assets, IDOT VRU Assessment N LEGEND CARPENTERSVILLE 75 21 INVERNESS VRU CORRIDOR RATINGS 77 102 123 HIGH SAFETY TIER 64 82 MEDIUM SAFETY TIER 46 PALATINE LOW SAFETY TIER 55 45 76 40 EAST DUNDEE 90 132 41 108 SOUTH 139 BARRINGTON 120 113 114 ROLLING MEADOWS 42 47 115 52 43 62 54 26 73 38 37 56 58 50 74 59 116 48 2 122 8 23 138 18 84 7 87 17 95 32 14 89 135 110 15 98 6 86 3 85 130 111 20 107 39 25 19 129 51 128 63 125 93 134 78 4 44 126 127 117 106 12 81 131 105 10 35 101 28 49 33 53 16 124 121 34 92 97 136 5 13 ELGIN 9 30 24 1 27 31 99 94 11 SCHAUMBURG STREAMWOOD 0 1 2 79 Miles WHAT DO VRU CORRIDORS LOOK LIKE IN HOFFMAN ESTATES? The majority of the Village’s Vulnerable Road User (VRU) corridors are concentrated in the Central region, highlighting a critical area for safety interventions. Notably, a significant portion of these top VRU corridors falls under the Village’s jurisdiction. Among these, Bode Road and Hassell Road stand out as the most critical, both classified within the High Safety Tier. The majority of VRU corridors in Hoffman Estates fall under the Low Safety Tier. See Figure 80 through Figure 85 for additional details on each of the VRU corridors. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1139of7 127 APPENDIX A: Analyses Methodology Figure 88: VRU CLUSTERS IN HOFFMAN ESTATES CRASH FREQUENCY REGIONAL SAFETY FREQUENT/COMMON VRU GROUP OR cluster id mode J40 DISADVANTAGED total crashes a-injuries b-injuries C-INJURIES OTHER SAFETY RANK TIER RANK CRASH TYPE 1 Pe d e s t r i an No 4 0 2 1 1 0 M ed iu m 5 63 2 Pe d e s t r i an No 3 0 0 0 3 0 Low 2 , 1 23 Te e n V R U ( 11 - 14 ) 3 Bi c yc l e No 10 0 1 5 4 0 M ed iu m 2 , 6 17 4 Bi c yc l e No 5 0 0 4 1 0 M ed iu m 3 , 2 62 5 Pe d e s t r i an No 5 0 2 3 0 0 Low 3 , 7 39 6 Bi c yc l e No 6 1 1 2 2 0 M ed iu m 3 , 9 11 Di s t ra c t e d / Fa t i g ue d Dr i ve r 7 Bi c yc l e No 4 0 2 2 0 0 M ed iu m 4 , 5 27 8 Bi c yc l e No 3 0 1 2 0 0 Low 6 , 1 56 9 Bi c yc l e Yes 3 0 0 2 1 0 Low 6 , 1 74 C hi l d re n V R U ( 0 - 10 ) ; Yo un g e r 10 Bi c yc l e Yes 3 0 0 2 1 0 Low 6 , 7 94 V R U ( Un d e r 20) 11 Bi c yc l e No 4 0 0 3 1 0 Low 7 , 4 71 V R U C ro s s i n g W i t ho ut S i g n a l 12 Pe de s t r i a n No 4 0 0 1 3 0 Low 7 , 9 17 13 Bi c yc l e No 4 0 1 3 0 0 Low 8 , 8 36 14 Bi c yc l e No 3 0 1 2 0 0 Low 8 , 8 86 15 Bi c yc l e No 3 0 0 2 1 0 Low 9 , 2 23 C hi l d re n V R U ( 0 - 10 ) 16 Bi c yc l e No 4 0 2 2 0 0 Low 9 , 2 66 17 Bi c yc l e No 4 0 1 2 1 0 Low 9 , 3 99 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1149of8 127  Figure 89: VRU CLUSTERS Source: Village GIS Assets, IDOT VRU Assessment N LEGEND CARPENTERSVILLE INVERNESS VRU CLUSTER PALATINE EAST DUNDEE 17 SOUTH BARRINGTON ROLLING MEADOWS 16 6 14 12 10 13 5 11 9 7 8 1 3 2 15 4 ELGIN SCHAUMBURG STREAMWOOD 0 1 2 Miles WHAT DO VRU CLUSTERS LOOK LIKE IN HOFFMAN ESTATES? The Village’s Vulnerable Road User (VRU) clusters are more sporadic geographically, but tend to be located along or adjacent to high-volume roadways, like Higgins Road. See Figure 87 for additional details on each of the clusters. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1159of9 127 APPENDIX B: Past Plan Progress Figure 90: READY-TO-GO PROJECT PROGRESS (PREVIOUS BICYCLE & PEDESTRIAN PLAN) Project Name Facility Type Location Completed underway Not Underway BARRINGTON SQUARE / MOON LAKE DRIVE BIKE LANES, BIKE ROUTES M O O N L A K E B LV D, G O V E R N O R S L N ✅ BODE ROAD / SALEM DRIVE BIKE LANES, BIKE ROUTES B O D E R D, S A L E M D R ✅ C A N T E R B U R Y PA R K S C O N N E C T O R BIKE ROUTES MAUREEN DR 🚧 G R A N D C A N Y O N PA R K W AY BIKE ROUTES GRAND CANYON PKWY 🛑 H A R M O N B LV D / H U N T I N G T O N B LV D C O R R I D O R BIKE LANES, BIKE ROUTES H A R M O N B LV D, H U N T I N G T O N B LV D 🚧 HIGHLANDS / HIGH POINT NEIGHBORHOOD BIKE LANES, BIKE ROUTES HIGHLANDS AREA ✅ L A K E W O O D B LV D BIKE ROUTES L A K E W O O D B LV D 🛑 N O RT H H O F F M A N E S TAT E S P H A S E I BIKE LANES, BIKE ROUTES H U N T I N G T O N B LV D, F R E E M A N R D 🚧 N O RT H H O F F M A N E S TAT E S P H A S E I I BIKE ROUTES MUMFORD DR, WESTBURY DR 🚧 PA R C E L S A A N D B P R O J E C T BIKE ROUTES PA R C E L S A A N D B 🚧 PA R C E L C P H A S E I P R O J E C T BIKE ROUTES I L L I N O I S B LV D ✅ POPLAR CREEK DRIVE BIKE ROUTES POPLAR CREEK DR 🛑 P R A I R I E S T O N E B U S I N E S S PA R K BIKE ROUTES H O F F M A N B LV D, P R AT U M AV E , P R A I R I E S T O N E P K W Y, O L D S U T T O N R D 🛑 V I C T O R I A PA R K C O N N E C T O R S BIKE ROUTES CROWFOOT CIR, DEXTER LN 🛑 W E S T H O F F M A N E S TAT E S B I C Y C L E R O U T E LO O P BIKE ROUTES RED OAK DR, ESSEX DR 🚧 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of0 127 Page 116 APPENDIX B: Past Plan Progress Figure 91: SIGNIFICANT PROJECT PROGRESS (PREVIOUS BICYCLE & PEDESTRIAN PLAN) Project Name Facility Type Location Completed underway Not Underway BODE ROAD RECONSTRUCTION BIKE LANES BODE RD ✅ GANNON DRIVE BIKE LANES GANNON DR 🚧 GLEN LAKE ROAD RECONSTRUCTION BIKE ROUTES GLEN LAKE RD 🛑 HASSELL ROAD EXTENSION B I K E FA C I L I T I E S HASSELL RD 🛑 HASSELL ROAD RECONSTRUCTION BIKE LANES HASSELL RD 🚧 H U N T I N G T O N B O U L E VA R D R O A D D I E T BIKE LANES H U N T I N G T O N B LV D 🚧 PA R C E L C P H A S E I I P R O J E C T BIKE ROUTES KINGMAN LN 🛑 SPRING MILL DRIVE RECONSTRUCTION BIKE LANES, SHARROWS SPRING MILL DR 🛑 S TA R L I N E C R O S S I N G C O N N E C T O R S B I K E FA C I L I T I E S S TA R L I N E S TAT I O N A R E A 🚧 VOLID DRIVE RECONSTRUCTION BIKE LANES VOLID DR ✅ W E S T B U R Y / PA L AT I N E C O N N E C T O R S B I K E FA C I L I T I E S W E S T B U R Y D R , PA L AT I N E A R E A 🛑 WINSTON KNOLLS PHASE II BIKE ROUTES WINSTON KNOLLS SUBDIVISION ✅ H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of1 127 Page 117 APPENDIX B: Past Plan Progress Figure 92: BICYCLE PATH PROJECT PROGRESS (PREVIOUS BICYCLE & PEDESTRIAN PLAN) Project Name Facility Type Location Completed underway Not Underway S H A R E D U S E PAT H BARRINGTON RD ✅ 🛑 B A R R I N G T O N R O A D PAT H S H A R E D U S E PAT H B A RT L E T T R D 🚧 B A RT L E T T R O A D PAT H S H A R E D U S E PAT H B E V E R LY R D - P R A I R I E S T O N E P K W Y T O H I G G I N S R D 🛑 B E V E R LY R O A D PAT H S H A R E D U S E PAT H B E V E R LY R D - S H O E FA C T O R Y R D T O B E A C O N P O I N T E D R 🚧 B E V E R LY R O A D PAT H S H A R E D U S E PAT H CENTRAL RD 🛑 C E N T R A L R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - E A S T D U N D E E T O B E V E R LY R D 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - B E V E R LY R D T O O L D S U T T O N R D 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H HIGGINS RD - OLD SUTTON RD TO SUTTON RD (IL-59 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - S U T T O N R D ( I L - 5 9 ) T O B A RT L E T T R D 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - S H O E FA C T O R Y R D T O H U N T I N G T O N B LV D 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - H U N T I N G T O N B LV D T O J O N E S R D 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H I G G I N S R D - J O N E S R D T O A P P L E S T. ✅ H I G G I N S R O A D PAT H S H A R E D U S E PAT H HIGGINS RD - APPLE ST TO VILLAGE OF SCHAUMBURG 🛑 H I G G I N S R O A D PAT H S H A R E D U S E PAT H H U N T I N G T O N B LV D 🛑 H U N T I N G T O N B O U L E VA R D PA L AT I N E R O A D PAT H S H A R E D U S E PAT H PA L AT I N E R D P R A I R I E S T O N E B U S I N E S S PA R K N AT U R E T R A I L S H A R E D U S E PAT H A D J A C E N T T O P R AT U M R D A N D H O F F M A N B LV D ✅ S H A R E D U S E PAT H ROHRSSEN RD 🛑 🛑 R O H R S S E N R O A D PAT H S H A R E D U S E PAT H ROSELLE RD 🛑 R O S E L L E R O A D PAT H S H O E FA C T O R Y R O A D PAT H S H A R E D U S E PAT H S H O E FA C T O R Y R D - E S S E X D R T O I V Y R I D G E D R S H O E FA C T O R Y R O A D PAT H S H A R E D U S E PAT H S H O E FA C T O R Y R D - C A N A D I A N N AT I O N A L R A I L R O A D T R A C K S TO SUTTON RD (IL-59) ✅ H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of2 127 Page 118 APPENDIX B: Past Plan Progress Figure 93: INTERSECTION SAFETY & CROSSING PROJECT PROGRESS (PREVIOUS BICYCLE & PEDESTRIAN PLAN) Project Name Facility Type Location Completed underway Not Underway A LG O N Q U I N R OA D A N D H U N T I N G T O N B O U L E VA R D P E D E S T R I A N C R O S S I N G O N E A S T L E G ; B I C Y C L E A C T U AT I O N O N N O RT H A N D S O U T H L E G S A LG O N Q U I N R OA D A N D H U N T I N G T O N B O U L E VA R D 🛑 A LG O N Q U I N R OA D A N D LEXINGTON DRIVE N O RT H / S O U T H B I C Y C L E A N D P E D E S T R I A N C R O S S I N G A LG O N Q U I N R OA D A N D LEXINGTON DRIVE 🛑 A LG O N Q U I N R OA D A N D W I N S TO N DRIVE P E D E S T R I A N C R O S S I N G O F W E S T L E G ; B I C Y C L E A C T U AT I O N O N N O RT H L E G A LG O N Q U I N R OA D AND WINSTON DRIVE 🛑 BARRINGTON ROAD AND BODE ROAD P E D E S T R I A N C R O S S I N G S O F S O U T H , E A S T, A N D W E S T L E G S ; M A I N ENTRANCE TO POPLAR CREEK FOREST PRESERVE BARRINGTON ROAD AND BODE ROAD ✅ BARRINGTON ROAD AND GOLF ROAD P E D E S T R I A N C R O S S I N G S O F S O U T H A N D N O RT H L E G S ; POTENTIAL ENTRANCE TO POPLAR CREEK FOREST PRESERVE BARRINGTON ROAD AND GOLF ROAD 🛑 B A R R I N G T O N R O A D A N D S T. ALEXIUS ENTRANCE P E D E S T R I A N C R O S S I N G S O F S O U T H A N D N O RT H L E G S ; E N T R A N C E TO POPLAR CREEK FOREST PRESERVE BARRINGTON ROAD AND S T. A L E X I U S E N T R A N C E 🚧 BARRINGTON ROAD AND HASSELL ROAD P E D E S T R I A N C R O S S I N G S O F N O RT H , E A S T, A N D W E S T L E G S ; B I C Y C L E A C T U AT I O N O F E A S T A N D P O T E N T I A L LY W E S T L E G ; ADJUST STOP BAR FOR VISIBILITY BARRINGTON ROAD AND HASSELL ROAD ✅ HIGGINS ROAD AND HUNTINGTON B O U L E VA R D P E D E S T R I A N C R O S S I N G O F E A S T L E G ; B I C Y C L E A C T U AT I O N O N N O RT H A N D S O U T H L E G S HIGGINS ROAD AND H U N T I N G T O N B O U L E VA R D 🛑 HIGGINS ROAD AND BARRINGTON ROAD I N V E S T I G AT E M E D I A N R E F U G E I S L A N D S ; P E D E S T R I A N C R O S S I N G S OF SOUTH AND WEST LEG (CONNECTION TO FOREST PRESERVE T O B E E VA L U AT E D ) HIGGINS ROAD AND BARRINGTON ROAD ✅ H U N T I N G T O N B O U L E VA R D A N D CENTRAL ROAD P E D E S T R I A N C R O S S I N G S O F N O RT H L E G F O R A C C E S S T O PA U L DOUGLAS FOREST PRESERVE H U N T I N G T O N B O U L E VA R D AND CENTRAL ROAD ✅ PA L AT I N E R O A D A N D H U N T I N G T O N B O U L E VA R D PEDESTRIAN CROSSING OF EAST LEG WITH PROPOSED TRAFFIC S I G N A L ; B I C Y C L E A C T U AT I O N O F S O U T H L E G PA L AT I N E R O A D A N D H U N T I N G T O N B O U L E VA R D ✅ PA L AT I N E R O A D A N D C H A M B E R S DRIVE C O M P L E T E P E D E S T R I A N C R O S S I N G S O F N O RT H A N D S O U T H L E G S W I T H H E A D S A N D P U S H B U T T O N S ; B I C Y C L E A C T U AT I O N O N N O RT H A N D S O U T H L E G S PA L AT I N E R O A D A N D CHAMBERS DRIVE ✅ ROSELLE ROAD AND BODE ROAD P E D E S T R I A N C R O S S I N G O F N O RT H L E G ; B I C Y C L E A C T U AT I O N O N W E S T L E G ; P O S S I B L E S I D E W A L K E X PA N S I O N A N D D I R E C T I O N A L S I G N A G E F O R B I C Y C L E PAT H ROSELLE ROAD AND BODE ROAD 🛑 R O S E L L E R OA D A N D H I L LC R E S T B O U L E VA R D P E D E S T R I A N C R O S S I N G S O F N O RT H , E A S T, A N D W E S T L E G S ; B I C Y C L E A C T U AT I O N O N W E S T L E G ROSELLE ROAD AND H I L L C R E S T B O U L E VA R D 🛑 H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of3 127 Page 119 APPENDIX C: Performance Dashboard Background THE PERFORMANCE DASHBOARD IS ASPECTS PUBLIC TRANSPORTATION A KEY RESOURCE DEVELOPED TO ⇢ Highlights key performance indicators The dashboard will include a Bicycle BOOST TRANSPARENCY AND FOSTER Advancements section highlighting such as service coverage and ridership COMMUNICATION BETWEEN THE VILLAGE AND levels. expansions in bike lanes and overall bicycling ITS RESIDENTS ABOUT TRANSPORTATION safety, and a Pedestrian Advancements ⇢ Provides data to identify areas for service INITIATIVES. section focusing on improvements in sidewalk enhancement or expansion, improving conditions and pedestrian safety, while also accessibility and convenience. covering Public Transit Enhancements and PURPOSE Safety Measures to detail public transit SAFETY efficiency and comprehensive safety The primary aim of the Performance interventions across all transport modes. ⇢ Dedicated to reducing road crashes and Dashboard, which is still in the planning stage, enhancing the safety across all transport is to offer a clear and accessible insight into BICYCLE modes. the Village’s commitment to promoting safer, more efficient, and sustainable transportation ⇢ Involves continuous monitoring and ⇢ Focus on expanding bike lanes and options. Upon completion, this dashboard is targeted interventions, including enhancing bicycling route safety. intended to become an interactive platform infrastructure improvements and that the public can access at any time to track ⇢ Monitoring these improvements helps educational campaigns. progress in key transportation categories assess the effectiveness of investments in such as Bicycle, Pedestrian, Public Transit, bicycling infrastructure. and Safety. By detailing specific metrics such as infrastructure improvements, usage PEDESTRIAN rates, service coverage, and safety indices, the dashboard will not only present current ⇢ Emphasizes the enhancement of sidewalk conditions but also document improvements conditions and overall pedestrian safety. over time, providing a transparent and ⇢ Helps the Village gauge the success of accountable method for assessing the investments in making walking a more Village’s initiatives. attractive and safer option. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of4 127 Page 120 APPENDIX C: Performance Dashboard Background BICYCLE METRICS Metric Description Time Period Source Improving and tracking metrics such as Total Miles of Shared Use Paths, M e asure s t he tot al mile s Tot al Mile s of S hare d Total Miles of Bicycle Lanes, and Miles of p at hways usab le by b oth An n u a lly In tern a l GIS U se Pat hs b ic yc list s and p e de st r ian s. of Roadways rated as BLTS 3 or 4 are crucial for enhancing the safety and accessibility of bicycle facilities within Tot al mile s of de dic at e d a municipality. By annually measuring Tot al Mile s of Bic yc le b ic yc le lane s wit hin t he An n u a lly In tern a l GIS L ane s munic ip alit y. and expanding the total miles of both shared use paths and dedicated bicycle lanes, municipalities can better cater to Tot al mile s of roadways the needs of bicyclists and pedestrians M ile s of R oadways rat e d rat e d as Bic yc le L eve l of An n u a lly In tern a l GIS as B LTS 3 or 4 Traf f ic S t re ss ( BLTS ) 3 or alike, promoting safer, more active 4. transportation options. Additionally, tracking the miles of roadways with moderate to high levels of bicycling stress (BLTS 3 or 4) helps identify critical areas that require infrastructure improvements to reduce traffic stress for bicyclists, ultimately encouraging more residents to choose biking as a preferred mode of transport and contributing to a healthier, more sustainable community environment. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T Page 1210of5 127 APPENDIX C: Performance Dashboard Background PEDESTRIAN METRICS Metric Description Time Period Source Tracking and improving metrics related to pedestrian facilities, such Pe rce n t a g e o f R o a d w ay s Sh o w s t h e p ro p o r t i o n o f to t a l ro a d ways w it h Si d e w a l k s o n a t L e a s t t h a t h ave s id e w a l k s o n a t l e a s t o ne si d e, Annually In tern a l GIS as the Percentage of Roadways with On e Si d e e n h a n ci n g p e d e s t r ia n a cce s s ibi l i t y. Sidewalks on at Least One Side and the overall Walkability Index, are Pe rce n t a g e o f Vi l l a g e w i t h R e f l e ct s t h e p ro p o r t i o n o f t h e v i l l a ge a rea crucial for enhancing pedestrian t h a t i s co n s id e re d h ig h ly w a l k a bl e ba sed Annually CM AP H i g h Wa lk a b il i t y o n p e d e s t r i a n i n f ra s t r u ct u re a nd a meni t i es. infrastructure and accessibility. By I n d i ca t e s t h e p ro p o r t i o n o f e m pl oyment annually assessing the extent of Pe rce n t a g e o f j o b s in o p p o r t u n i t ie s lo ca t e d w i t h i n a rea s t ha t a re An n u a lly CM AP roadways equipped with sidewalks h ig h ly w a l k a b le a re a s h ig h ly a cce s s ib l e o n f o o t . on at least one side, municipalities can actively work towards expanding and refining pedestrian pathways to ensure they are safe and accessible. Additionally, the Walkability Index, which evaluates factors like density, safety, and accessibility to amenities, plays a vital role in determining how pedestrian-friendly an area is. Utilizing Internal GIS to monitor these metrics enables cities to strategically develop their pedestrian networks, thereby enhancing walkability, which in turn supports public health and environmental sustainability. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of6 127 Page 122 APPENDIX C: Performance Dashboard Background PUBLIC TRANSPORTATION Metric Description Time Period Source METRICS N u m b e r o f re s id e n t s w i t h i n N u m b e r o f Vil l a g e re s id e n t s t h a t a re wi t hi n Integrating metrics such as the 1/ 2 m il e o f a f i xe d t ra n s it a h a lf -m il e f ro m a n y f ixe d -ro u t e publ i c Annually In tern a l GIS Number of Residents within 1/2 ro u t e t ra n s it s e r v ice . Mile of a Fixed Transit Route, which measures the proximity of residents M e a s u re s t h e to t a l l e n g t h o f m i ssi ng M il e s o f S id e w a l k G a p s to accessible public transit, further ne a r Tra n s i t Sto p s / St a t io n s s i d e w a l k s e g m e n t s w it h i n clo se prox i mi t y Annually In tern a l GIS to t ra n s i t s to p s o r s t a t i o n s . supports community mobility goals. This metric helps identify how many people can conveniently access Po p u l a t i o n w i t h a t l e a s t I n d i ca t e s t h e p e rce n t a g e o f t h e po pul a t i o n M o d e ra t e ly H ig h Tra n s i t t h a t h a s m o d e ra t e l y h i g h o r b e t t er a c c ess An n u a lly CM AP transit services, underscoring the Ava il a b il i t y to p u b li c t ra n s i t s e r v ice s . importance of strategic transit planning. The Miles of Sidewalk Gaps near Transit Stops/Stations metric is also critical as it quantifies the missing pedestrian infrastructure near transit resources, highlighting areas where improvements can significantly enhance access to public transit. Moreover, the Population with at Least Moderately High Transit Availability metric provides insight into the overall effectiveness of the transit network, indicating the percentage of the population that benefits from moderate to high levels of transit service. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of7 127 Page 123 APPENDIX C: Performance Dashboard Background SAFETY METRICS Metric Description Time Period Source The summary of transportation M e asure s t he annual numb er of safety metrics, derived from IDOT Pedestrian & Bicycle f at alit ie s involving p e de st r ia n s a n d Crash Data and Internal GIS, provides Biannually IDOT Cra sh Da ta Fatalities b ic yc list s, hig hlig ht ing safety issu es crucial insights into traffic safety in non- motor ize d t rave l. within the region. The metrics include biannual tracking of pedestrian and Trac k s t he tot al numb e r of fa ta lities Roadway Fat alit ie s Biannually IDOT Cra sh Da ta bicycle fatalities, as well as roadway oc c ur r ing on roadways annua lly. fatalities, which highlight critical areas needing safety enhancements for non- I ndic at e s t he tot al mile ag e of motorized users and motorists alike. E liminat e or R e solve All roadways c lassif ie d wit hin th e High IDOT Assessmen t Roadways C lassif ie d as Biannually Additionally, the annual evaluation of Hig h S afe t y T ie r S afe t y T ie r b ase d on I DOT ’s VRU Da ta Asse ssme nt . the percentage of roadway miles and intersections within the high-injury network offers a clear view of where high-frequency traffic crashes occur, pinpointing areas that require focused interventions to improve road safety. These metrics collectively serve as vital tools for transportation planners and policymakers to understand existing challenges and effectively prioritize safety improvements across the network. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of8 127 Page 124 APPENDIX D: Transit Capacity Manual Guidance The Transit Capacity Manual serves as Another important section is dedicated Overall, the Transit Capacity Manual is a comprehensive guide for planning and to rail systems, including light rail, heavy an indispensable resource that aids in assessing the capacity and service quality rail, and commuter trains. This part of the the detailed planning and continuous of various forms of public transit. It provides manual examines the unique characteristics improvement of transit systems. By providing detailed methodologies for evaluating the of rail-based transit, such as track layout, exhaustive methodologies and practical performance of transit systems, ranging from station design, and signal systems that guidelines, it helps cities and transit agencies buses and trams to rapid transit and ferries. influence capacity and service quality. It develop more efficient, reliable, and accessible This manual is pivotal for transit agencies, offers guidelines on managing peak-hour transportation options for their communities. city planners, and transportation engineers, traffic, enhancing station throughput, and To learn more about the Manual and its offering a standardized framework to ensure that transit services effectively meet the maximizing the overall operational efficiency of rail services. The section also addresses 🌐 guidance, refer to the trb website. demand and contribute to the sustainable safety standards and accessibility issues, development of urban areas. ensuring that rail systems are both secure and inclusive. One of the key sections of the Transit Capacity Manual is focused on bus transit operations. The manual also includes a section on This section delves into the capacity emerging transit modes and technologies. calculations for different bus service types, This forward-looking segment explores the from standard city buses to Bus Rapid Transit integration of innovative solutions such (BRT) systems. It covers factors such as as autonomous transit vehicles, mobility- vehicle capacity, headway, service frequency, as-a-service (MaaS), and on-demand and passenger load standards. Detailed shuttle services. It assesses their potential analysis helps in understanding how these impacts on existing transit networks and factors interact to affect the overall efficiency discusses ways to seamlessly integrate and capacity of bus transit routes, providing these technologies into current systems. This essential insights for optimizing bus services section is particularly useful for planners and improving passenger experiences. looking to future-proof their transit systems and embrace new technologies that could revolutionize public transportation. H O F F M A N I N M OT I O N • D R A F T E X I S T I N G C O N D I T I O N S R E P O R T 1 0of9 127 Page 125  VILLAGE OF HOFFMAN ESTATES DEPARTMENT OF DEVELOPMENT SERVICES TRANSPORTATION DIVISION MONTHLY REPORT SUBMITTED TO: TRANSPORTATION & ROAD IMPROVEMENT COMMITTEE BY: Jennifer Horn, Director of Planning & Transportation September 2024 GENERAL UPDATES • Staff participated in bicycle and pedestrian project coordination meetings with Village of Schaumburg Transportation Division staff. • Phase I of the Hoffman In Motion Transportation Plan is wrapping up with a presentation of the Existing Conditions Report at the 9/9/24 Committee meeting. TRANSPORTATION PROJECT UPDATES Roadway and Bike/Ped Projects in Design PROJECT STATUS Barrington Road Widening - Algonquin to Central Road IDOT MYP for 2024-2028. Lead Agency: IDOT IDOT construction timing undetermined. Central Road Off-Street Bike Facility (Access to Transit / CMAQ) Phase II Engineering in progress (Ciorba Lead Agency: Cook County Group). ROW and easements process Scope: Off-street path along the north side of Central Rd. between Paul underway. Douglas Forest Preserve path and Pace Park-n-Ride at Barrington Rd. Construction expected to begin in 2025. Gannon Drive Bicycle and Roadway Resurfacing Project (Invest in Cook) Phase I Engineering in progress Lead Agency: VOHE (TranSystems). Phase 1 design approval Scope: Resurfacing Gannon Dr. with bike lane between Higgins and Golf. expected in October 2024. Construction expected in 2026. Golf Road / Barrington Road Intersection Improvement Study Phase II Engineering in progress. Draft Lead Agency: IDOT IGA under review. IDOT construction timing undetermined. Hassell Road Ped/Bike Enhancement Project (ITEP) Phase I Engineering design approval Lead Agency: VOHE received 7/26. Phase II contract expected Scope: Ped/bike streetscape and safety enhancements along Hassell Rd., in Sept./Oct. Pembroke and Stonington, leading to Pace Barrington Rd. transit station. Construction expected in 2026. Higgins Road / Huntington Blvd. Intersection Study Phase I Engineering completed. Lead Agency: IDOT IDOT construction timing undetermined. Scope: WB right-turn lane, ped crossing on the east leg, traffic signal, ADA ramps, and bike push button at the SEC of intersection. Shoe Factory Road Reconstruction and Off-Street Path Phase II Engineering in progress Lead Agency: Cook County (Civiltech). ROW and utility relocations in Scope: Widen and reconstruct Shoe Factory Road from Beverly Road to progress. Essex Drive with off-road path north of Shoe Factory Road, west of Beverly. Construction expected in 2025. Page 126 of 127 Transportation & Road Improvement Committee -2- September 9, 2024 Roadway and Bike/Ped Projects – 2024 Construction PROJECT STATUS 2024 Village Street Revitalization Project Construction underway. Regular project Lead Agency: VOHE updates are being sent out. Beverly Road Bicycle Facility and Resurfacing (Invest in Cook, STP-L) Median and bridge deck work ongoing. Lead Agency: VOHE NB/SB lane closures to be ongoing. Scope: Resurfacing from Prairie Stone Pkwy to Beacon Pointe Dr. and Construction is expected to be completed in construction of a barrier-separated off-street path on the west side of November 2024. Beverly Rd. TRANSIT UPDATES Northwest Cook County Transit Plan CMAP selected SRF, Sam Schwartz, and Metro Strategies to complete this plan which will provide recommendations for more effective, efficient, coordinated transit services among and across the Hoffman Estates and Schaumburg area. Participating communities and organizations include the Villages of Hoffman Estates and Schaumburg, Townships of Hanover, Palatine and Schaumburg, Pace Suburban Bus, and Harper Community College. Public engagement is ongoing. Staff are participating on multiple fronts, including as a member of the steering committee, and the partner group. Taxi Discount Program Program registration is ongoing with identification cards and coupons sent to residents. Since its inception, 825 residents have registered for the program, with 350 current eligible registrants. The graph below shows historical, year-to-date use, and an estimate of the 2024 usage. The most recent coupons turned in covered through the end of July. Page 127 of 127