HomeMy WebLinkAbout08.06.12
CITY OF EVANSTON, ILLINOIS
SPECIAL CITY COUNCIL MEETING
Monday, August 6, 2012
6 p.m.
Council Chambers
Lorraine H. Morton Civic Center
2100 Ridge Avenue
Evanston, IL
ORDER OF BUSINESS
I. Roll Call – Begin with Alderman Burrus
II. Citizen Comment (30 minutes)
III. Pedestrian Safety
(A) Pedestrian Safety Evaluation Committee Report
Staff recommends that City Council accept the Pedestrian Safety Report
and the recommendations developed by the Pedestrian Safety Evaluation
Committee.
For Action
(B) Approval of Participation in a Joint Contract for Pavement Marking
Staff recommends City Council approval to participate in a contract
through the Suburban Purchasing Cooperative (SPC) for Pavement
marking services. Participation in this contract will allow the City of
Evanston to apply Thermoplastic marking materials at various locations
throughout the City in support of the pedestrian safety program.
Participation in this contract would not exceed $75,000.
For Action
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(C) Approval of Single Source Purchase of 10 LED Solar Powered
School Crossing Warning Signs Systems
Staff recommends City Council approval for the purchase of 10 LED solar
powered School Crossing Warning Sign Systems from the TAPCO Traffic
& Parking Control Company, Inc. (5100 W. Brown Deer Road, Brown
Deer, WI 53223) in the amount of $56,950.
For Action
IV. Adjournment
Order and agenda items are subject to change.
Information is available about Evanston City Council meetings at: www.cityofevanston.org/citycouncil.
Questions can be directed to the City Manager’s Office at 847-866-2936. The City is committed to
ensuring accessibility for all citizens. If an accommodation is needed to participate in this meeting, please
contact the City Manager’s Office 48 hours in advance so that arrangements can be made for the
accommodation if possible.
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For Special City Council meeting of August 6, 2012 Item III (A)
Business of the City by Motion: Pedestrian Safety
For Action
To: Honorable Mayor and Members of the City Council
From: Suzette E. Robinson, Director of Public Works
Sat Nagar, P.E., Senior Engineer
Rajeev Dahal, Senior Traffic Engineer
Subject: Pedestrian Safety Evaluation Committee Report
Date: August 2, 2012
Recommended Action:
Staff recommends that City Council accept the Pedestrian Safety Report (Attachment A)
and the recommendations developed by the Pedestrian Safety Evaluation Committee
summarized in Attachment B.
Funding
Funding will be provided by the Capitol Improvement Fund which has $200,000
budgeted for signage and stripping for pedestrian safety.
Background
Safety is one of the top eleven goals adopted by the City Council for 2012. This year,
the City Council asked staff to focus specifically on pedestrian safety. To meet that end,
a Pedestrian Safety Evaluation Committee was formed to take a closer look at the City’s
current approaches, review practices of other communities, and make
recommendations for improvement. The Pedestrian Safety Evaluation Committee was
comprised of staff from the Public Works Department (Suzette E. Robinson, Director;
Sat Nagar, Senior Engineer; Rajeev Dahal, Senior Traffic Engineer; Tom Twigg, Traffic
Operations Manager), the Evanston Police Department (Richard Eddington, Chief of
Police; Patrick Moran, Traffic Sergeant) Mark de la Vergne, Sam Schwartz Engineering,
PLLC.; and Paul Lippens, Active Transportation Alliance. Northwestern University’s
Traffic Institute was not available to participate on the committee.
Attachments
A. Pedestrian Safety Report
B. Pedestrian Safety Recommendations Summary and Schedule
Memorandum
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Attachment A
1
Pedestrian Safety
Report of the Evaluation Committee Findings, August 6, 2012
INTRODUCTION
Evanston is recognized as one of the most walk-able and pedestrian friendly
areas in the Chicago metropolitan region. This is due to a number of factors
such as the wealth of transit options, the excellent sidewalk network, land uses
that support pedestrian activity, and safe crossings at intersections. Continuing
to invest in the pedestrian environment will have numerous benefits to a
community’s physical, social, and economic health. By taking a proactive
approach to these issues, Evanston will continue to become a more livable
community that attracts high quality residents and businesses. This report
serves as a review of the existing programs and policies that the City has in
place and recommends potential future changes, as well as including action
items for implementation.
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Attachment A
2
On Street Pedestrian Accident History from 2009 through 2011:
A review of Evanston’s on-street accident history indicates that both motor
vehicle and pedestrian accidents are declining. In 1990, there were 3,242
accidents of which 104 involved pedestrians. In 2011, there were 1,963
accidents of which 52 involved pedestrians. A breakdown by age shows that
over 50% of the pedestrian accidents that occurred between 2009 and 2011
involved adults between the ages of 19 and 53. The charts below show the
pedestrian accident history and the breakdown. The accidents history excludes
private property and alleys.
On-street Pedestrian Accident History
1. Pedestrian Crossing Designation and Priorities
(at locations without traffic signals or stop signs)
A brief summary of how new crossings requests are evaluated.
Pedestrian Accidents and Breakdown by Age
Pedestrian Accidents
104
66 67
55 52
0
20
40
60
80
100
120
1990 2000 2009 2010 2011
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Attachment A
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Three-Year Pedestrian Accident History by Age Group
*Information Unavailable
0-12 13-18 19-53 54 & Up N/A* Total
2009 5 1 33 19 9 67
2010 2 5 33 13 2 55
2011 2 3 26 10 11 52
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Attachment A
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Attachment A
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Reason for Accident Reductions:
There are various reasons why accidents have decreased. However, together,
they have created a change in culture showing that the efforts are working. The
reasons are as follows:
• Traffic Measures (signs, markings, speed humps etc.)
• Enforcement activities by the Evanston Police Department
• Traffic Signals Upgrade & Coordination
(36 in the last 5 years, 16 in process – state & federally-funded)
• Major Roadway Resurfacing (better friction and drainage)
• Maintenance (earlier de-icing, better plowing and pot-hole repairs)
• Right-of-Way Permits (stricter traffic control and pavement
restoration)
• Cell phone ban
Evaluation Committee
The following four areas were reviewed by the Evaluation Committee:
1. Pedestrian Crossing Designation and Priorities (at locations without traffic
signals or stop signs)
2. School Route Safety and Education
3. Speed Reduction Strategies
4. High Volume Pedestrian Crossings (at intersections with traffic signals)
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Attachment A
6
1. Pedestrian Crossing Designations and Priorities
(At locations without traffic signal or all-way stop signs)
Currently the City has fifty three (53) locations that have pedestrian and school
children crossing signs and markings are prioritized as follows:
• School crossings
• Senior Crossings
• Park Crossings
• Special Crossings
• Other Crossings
The Evaluation Committee reviewed the types of crossings and considered other
pedestrian crossings near transit, arterials, and downtown. The Committee
recommends assigning the locations as follows:
• School crossings
• Senior Crossings
• Park Crossings
• General Crossings
The Evaluation Committee reviewed the walk routes to school plan, existing
treatments and other potential treatments at the crossings. A review of potential
treatments included: different pavement markings, floating curb extensions,
refuge islands, speed tables, raised crosswalks, public art, sidewalk curb
extensions, temporary treatment at potential curb extensions (day-lighting), LED
Blinker signs, rapid flash beacons and pedestrian hybrid beacon (HAWK). Pros
and cons of the items were reviewed and specific recommendations made for the
types of crossings (please see sections to follow). However, one
recommendation that applies to all crossings is to increase the visibility of
pedestrians and signs and prohibiting parking within 50 feet of the crossing at
locations where sidewalk curb extensions are not available.
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Attachment A
7
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Attachment A
8
Designated School Crossings:
School crossings are those that are signed in the walk route to school per
coordination between the City and School District 65. School District 65 includes
the elementary and the middle schools.
The existing treatments listed and depicted at these crossings include the
following:
• Advance school crossing sign
• At intersection crossing sign/down arrow
• State Law Stop for Pedestrian sign on the side of the street
• State Law Stop for Pedestrian sign in the centerline of the street
• High visibility thermoplastic pavement markings
• Sidewalk curb extensions
Recommendations:
• Complete the installation of signs at all of the school crossings.
• Complete sidewalk curb extensions where roadway conditions
permit. Curb extensions reduce the crossing distance and provide
improved visibility of both pedestrians and vehicles.
Advance School Crossing
At Intersection Side of Street - State Law
In Street - State Law
Curb ExtensionHigh-Visibility Markings
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Attachment A
9
• Install temporary treatments similar to the one pictured on the
following page at locations until the sidewalk curb extensions are
constructed. Bollards or deflectors used as temporary treatments
will create the outline of a curb extension.
• Install solar-powered, pushbutton-activated LED Blinker signs at
elementary and middle safe route to school crossings. The blinker
signs alert drivers to the presence of pedestrians in the crosswalk.
The blinker must be activated by pedestrians pushing the button.
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Attachment A
10
Senior Crossings
Senior crossings are those locations where more time is needed to facilitate safe
crossing. The existing treatments at these crossings are listed and depicted
below:
• Advance pedestrian crossing sign
• At intersection senior citizen crossing sign/down arrow
• State Law Stop for Pedestrian sign on the side of the street
• State Law Stop for Pedestrian sign in the centerline of the street
• High visibility thermoplastic pavement markings
• Sidewalk curb extensions
Recommendation:
• Complete the installation signs at all of the senior crossings.
• Complete curb extensions where roadway conditions permit.
In Street - State LawHigh-visibility Markings
Side of Street - State LawAt Intersection
Crossing
Curb Extension
Advance Pedestrian
Crossing
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Attachment A
11
Park Crossings
Park crossings are those that are adjacent to major parks located on primary
routes. The existing treatments at these crossings include the following:
• Advance pedestrian crossing sign
• At intersection pedestrian crossing sign/down arrow
• State Law Stop for Pedestrian sign on the side of the street
• Crossing Flags
• High visibility thermoplastic pavement markings
• Sidewalk curb extensions
Recommendation:
• Complete the installation of signs at all of the park crossings.
• Place crossing flags at all of the park crossings to alert the drivers
when pedestrians are crossing the street.
• Complete sidewalk curb extensions where roadway conditions
permit and in conjunction with future resurfacing projects.
High-Visibility Markings
Side of Street - State Law
Crossing Flags Curb Extension
Advance Pedestrian
Crossing At Intersection Crossing
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Attachment A
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General Crossings
General crossings are pedestrian crossings that do not fall in the other three
categories. The criteria to establish new crossings are as follows:
• Proximity of pedestrian generators and type of facilities
• Proximity of existing crossings (Traffic Signals, All-Way Stops,
Uncontrolled signed crossing)
• Street classification
• Visibility
• Availability of sidewalks and compliance with ADA requirements
• Number of crossings during the peak crossing hours
• Pedestrian classification (i.e. School children, Adults, Seniors)
• Prevailing speed
• Volume and gaps in traffic flow
• Accident history
The existing treatments at these crossings are listed and depicted below:
• Advance pedestrian crossing sign
• At intersection pedestrian crossing sign/down arrow
• State Law Stop for Pedestrian sign on the side of the street
• High visibility thermoplastic pavement markings
High-visibility Markings
Side of Street - State LawAdvance Pedestrian
Crossing
At Intersection Crossing
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Attachment A
13
Recommendation:
• Complete the installation of State Law Stop signs on the side of the
street.
• Approval of criteria to establish crossings.
In addition to a review of existing crossing categories, the Evaluation Committee
reviewed the following crossings suggested by the public.
• Oakton at Barton: Existing general crossing adjacent to Oakton
School. Due to concerns raised by parents and an increase in
student crossings, the recommendation is to designate this as a
school crossing. As a result, a crossing guard and curb extension is
needed.
• Central at Broadway: Existing general crossing near transit and
retail area. This is a challenging intersection for pedestrian,
bicycles, and vehicles due to a number of factors. Signs were
installed in 2011 to improve pedestrian crossing. However, this
intersection requires a major redesign and IDOT approval. In the
near term, staff plans to hold neighborhood meetings to engage
those impacted on potential traffic pattern changes.
• Church at Wesley: Existing school crossing with incomplete
signage. Recommendation is to complete the installation of State
Law Stop for Pedestrian signs.
• Main at Custer: Existing general crossing by transit and retail area.
Viaduct to the east and metered parking create visibility issues.
Recommendation is to remove two parking meter spaces on the
southwest corner to improve pedestrian and motorist visibility.
• Crawford at Thayer: There is no existing pedestrian crossing or
sidewalks. To establish a general crossing, sidewalks need to be
constructed on Crawford and Thayer.
• Oakton at Hartrey: Request is for pedestrians to cross Oakton to
access James Park for sports activities. This is a location with two
eastbound lanes merging and could cause drivers distractions, and
the speed increases in the westbound direction as the street
widens. The recommendation is to increase the length of the
existing no parking drop-off area on the south side so that parents
can drop off the children safely without them having to cross the
street. It is also recommended that parking capacity be increased
inside James Park.
• Oakton at Florence: The request for the crossing is so that
pedestrians can access the Chute School playground. The
intersection was observed in late 2010, 2011, and 2012. A
maximum of eleven (11) crossings have been observed during 4:30
P.M. to 5:30 P.M. Designating a crosswalk at this location may
draw and encourage students to this location from the designated
school crossing at Wesley which is controlled by a crossing guard.
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Attachment A
14
The recommendation is to provide a no parking drop-off area on the
south side by the school grounds to facilitate drop-off for
extracurricular activities. The school parking lot is also available as
a safe-drop off area.
• Dodge between Main and Oakton: The request is for a designated
general crossing in this stretch since the traffic signals are spaced
about ½ mile apart. The recommendation is to install a general
crossing near Monroe Street. The installation will occur in 2012.
• Emerson at Oak: A request was previously made and a temporary
Stop for Pedestrians sign when needed was posted.
• Hartrey – 1200 Block: A request was previously made and a
temporary Stop for Pedestrians sign when needed was posted.
• Asbury at Grove: The request is for Dewey School and Roycemore
School children to cross the street at this location. Grove dead-
ends half a block to the west. The designated school crossing for
Dewey school is one block to the south at Asbury/Lake which is
controlled by a crossing guard. There is also a signalized crossing
at Asbury/Davis to the north. Marking a crosswalk at this location
would also encourage student crossings at the uncontrolled
intersection of Ridge and Grove. Therefore, designating this
location as a crossing is not recommended.
• Grove at Elmwood: The request is for a crossing for the new
development on the north side of the street. Visibility of the location
is restricted by the viaduct to the east. It will be difficult to place
crossing signs and visibility of the signs will be obstructed.
Pedestrian may get the false sense of security that drivers will stop,
therefore it is not recommended. The intersection to the west is an
all-way controlled intersection and to the east is signalized
intersection; these are better crossing locations.
• Main near Pitner: A request was made by the daycare facility to
cross the street. This location is in a commercial and industrial
corridor with limited pedestrian activity. As a result, the
recommendation is not to designate this intersection as a crossing.
• Ridge at Colfax: The request is for a crossing at Ridge. Site
observations of the locations do not indicate frequent crossings.
The intersection one block to the north at Ridge/Lincoln and one
block to the south at Ridge/Noyes both have traffic signals.
Therefore, designating a crossing at this intersection is not
recommended.
• Grant at Cartwright Park: The request is for crossing Grant to
access Cartwright Park. Currently, there is no sidewalk on the
south side, but one is planned to be built by Presbyterian Homes
with their ongoing improvements. Less than three crossings have
been observed during the morning and evening peak hours. During
the observation, there were plenty of adequate gaps in traffic flow
for pedestrians to cross the street. The recommendation is to re-
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Attachment A
15
observe the location after the Presbyterian Homes improvements
are completed and sidewalk installed.
• Chicago between Greenleaf and Lee: The request is for crossing
Chicago between the Autobarn properties. The sidewalk on the
west side needs to be widened to accommodate ADA requirement
to designate a crossing. A signalized location is located one block
north and south, therefore a crossing is not designated.
• Lincoln School: City staff and District 65 are recommending that a
Do-Not-Enter restriction be placed on Forest Avenue at Main Street
during the school drop-off and pick-up hours similar to the signs
done at other schools. The intersection is controlled by a crossing
guard. Judson at Lee, adjacent to Lincoln school already has
similar restriction and the crossing guard opens and closes the
sign. As part of this effort, converting the Michigan and Lee
intersection to a 4-Way stop is also recommended. School children
cross at this intersection and the diverted traffic from Forest Avenue
mostly likely use Michigan. The ward alderman supports the
changes and ordinances for introduction and action, which will be
presented at the August 13 Council Meeting.
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Attachment A
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2. School Route Safety and Education
School Routes
In 2010 the City partnered with School District 65 to complete the Safe Routes to
School Plan. As part of the effort, walk routes to schools were reviewed with the
School District, School Administration and PTA members. The plan was
approved by the Illinois Department of Transportation (IDOT). The City and
School District have been approved to receive approximately $250,000 for
infrastructure improvements (curb-extensions and sidewalk replacement) and
$100,000 for education and encouragement programs. The City is working on
the infrastructure improvements in coordination with IDOT. The School District
will work on some of the education and encouragement programs once the funds
are released by IDOT. See Appendix B for the School District 65 Walk Routes
map.
Recommendation:
• School District 65 should form a Safe Routes to School Committee
• Conduct a periodic walk route to school review with the School
District and School Safe Routes to School Committee
Crossing Guard Program
The City administers and funds the School Crossing Guard Program for the
elementary, middle, and some private schools. There are forty-nine (49)
crossing guards assigned to forty-five (45) locations.
The City of Evanston funds crossing guard placement through its Parking Fund.
Similar to Evanston, the Villages of Skokie and Wilmette both pay school
crossing guard salaries. However, funding school crossing guards through a
municipal police department is a more common practice in Illinois and nationally.
Elmhurst, Carpentersville, Des Plaines, Forest Park, Berwyn, Midlothian,
Homewood, and Steger are all examples of towns in Chicago area with crossing
guard programs funded through the police departments. Crossing guards are not
always funded by municipalities and police departments. The Mount Prospect
and New Lenox school district pays for their own crossing guards. Blue Island
has a cost sharing system between the police department and school districts.
Forest Park is considering moving to a cost sharing system due to fiscal
constraints. Other school districts, nationally, were found to utilize the services of
volunteer custodial staff and/or parents.
Crossing guards provide a valuable community service. One strategy for
increasing or maintaining current crossing guard locations is to establish a
volunteer crossing guard program. Locations with a low student crossing count
could be transitioned into a volunteer program. The Evaluation Committee is
recommending the following criteria to evaluate current and future crossing guard
locations:
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Attachment A
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Placement at new location
• At controlled intersection (with traffic signal or stop signs)
There has to be at least 20 student crossings at the designated
walk route crossing location during the school drop-off hour or
during the pick-up hour.
• At uncontrolled intersection (without traffic signal or stop signs)
There has to be at least 15 student crossings at the designated
walk route crossing location during the school drop-off hour or
during the pick-up hour.
Re-assignment of or elimination at a existing location
• Crossing guards can be reassigned to other locations or
eliminated if there are:
1. less than 10 student crossings during the school drop-
off and pick-up hours at uncontrolled intersections.
2. less than 15 student crossings during the drop-off and
pick-up hours at controlled intersections.
City Council Approval
• City Council approval is required to place a crossing guard at a
new location, reassign the crossing guard to a different location
or eliminate a crossing guard position. Evaluation of student
crossings will be based on the average crossings at
intersections during two school years. Crossing counts will be
taken during the good weather months.
Recommendation:
• Establish the school crossing guard criteria presented above.
• School District 65 look into establishing parent volunteer and/or
school maintenance staff crossing guard program
• School District 65 consider a cost sharing system with the City
Crossing Guard Location and Crossing Counts during Drop-off and Pick-Up
Hours:
Number School Crossing Guard Location
2010 & 2009
Average
1 Chute Oakton & Asbury 90
2 Chute Oakton & Wesley 114
3 Dawes Kirk & Dodge 120
4 Dawes Oakton & Dodge 74
5 Dewey Lake & Wesley 105
6 Dewey Lake & Asbury 33
7 Dewey Church & Wesley 37
8 Dewey Davis & Wesley 29
9 Dewey Lake & Ridge 27
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Attachment A
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10 Haven/Kingsley Central & Prairie 100
11 Haven/Kingsley Green Bay & McCormick 56
12 Haven/Kingsley Central & Green Bay 15
13 Haven/Kingsley Lincoln & Prairie 310
14 Haven/Kingsley Lincoln & Green Bay 52
15 Haven/Kingsley Grant & McCormick 76
16 Haven/Kingsley Grant & Prairie 54
17 King Lab Greenwood & McDaniel 98
18 Lincoln Main & Chicago 58
19 Lincoln Main & Forest 73
20 Lincoln Main & Judson 47
21 Lincolnwood Colfax & Bennett 40
22 Lincolnwood Grant & Bennett 142
23 Lincolnwood Grant & McDaniel 36
24 Lincolnwood Colfax & McDaniel 120
25 Oakton Austin & Ridge 89
26 Oakton Oakton & Ridge 79
27 Oakton Hull & Ridge 73
28 Orrington Isabella & Ridge 9
29 Orrington Central & Orrington 31
30 Orrington Central & Sherman 54
31 Orrington Lincoln & Ridge 37
32 Park/Nichols Main & Sherman 82
33 St. A's Central & Ashland 10
34 St. A's Lincoln & Green Bay 55
35 St. A's Lincoln & Ashland 108
36 Washington Lee & Florence 98
37 Washington Main & Florence 50
38 Washington Main & Ashland 21
39 Willard Central & Central Park 23
40 Willard Central Park & Park Place 73
41 Willard Hurd & Park Place 63
42 Nichols Ridge & Greenleaf 129
43 Pope John 23rd Ridge & Main 21
44 Pope John 23rd Asbury & Washington 61
45 Pope John 23rd Main and Asbury 62
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Attachment A
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Education and Encouragement
The goal is to teach the health, environmental and sustainable transportation
benefits of walking and bicycling to and from school. The City and the School
District already participate and promote events that encourage walking and
bicycling. Events that the have been supported include the following:
• The first week of school was named the Evanston Walk Week.
This program was sponsored by the City of Evanston’s Health
Department in cooperation with Aldermen and the School
District. The City provided wrist bands to all walkers. This
year’s event was considered a big success.
• The City also participated in the Chicagoland Car-Free Day.
Many city employees car pooled and residents were
encouraged to park their cars in favor of public transportation.
There was some impact at the schools where parents generally
drove kids to school.
• In the past year the theme for the Painting Evanston’s Plows
(P.E.P.) project was SAFETY…”Be Alert, Accidents Hurt”.
P.E.P. is an annual art contest to select murals to be painted on
one of the City’s snow plows. The City invites participating
school to submit designs to be judged and selected to appear
on the face of snow plows!
Recommendation:
What Extra Efforts the City Can Do:
• Continue to promote and participate in events that encourages
walking and bicycling
• Paint the safety marker on the pavement at each designated
school route crossing.
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Attachment A
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• Sponsor Back to School Awareness Campaign where Fire
Department distributes safety stickers on the first day of school.
• Add additional education and awareness materials to the City’s
website on the Stop for Pedestrian law and other pedestrian
safety concerns in English and Spanish.
What can the School District do:
• Encourage walking school buses and bike-trains. Parents will
share the responsibility of walking with children along the “Bus
Route” to school, picking up children along the way. Similar
effort for children who ride bicycles.
• Encourage parents to park and walk: Parents can park their
cars near the school and walk the short distance remaining.
This will eliminate some of the congestion caused by parents
dropping and picking up kids in front of the schools.
• The Schools and School District should strongly consider
relocating Walk route to school maps in a prominent place on
their websites.
• Establish a walking and bicycling mileage clubs and contests.
Walkers and bikers will record mileage per student and the
school who amasses the most miles will receive an award or gift
from the District and/or City.
• Teach pedestrian and bicycling safety skills. For example,
before crossing a street, children should look left - look right -
and look left again. Teach children to walk on the designated
walk routes and crossings and not in the street.
• Teach traffic safety rules in and around schools. Teach children
to use the street curbside adjacent to the school for child pick-
ups and drop-offs. Never enter or leave a vehicle on the street
side. Encourage parents to observe all traffic laws including the
school traffic circulation plan.
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Attachment A
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3. Speed Reduction Strategies
The Citywide speed limit is 25 miles per hour unless otherwise posted.
Currently, the City ordinance grants exceptions on portions of 17 streets, 15 of
which have speed limits of 30 mph. Only two streets, McCormick Boulevard and
Elgin Road/Simpson Street (Golf Road) have Speed limits of 35 mph. Street
adjacent to schools have school speed limit 20 miles per hour on school days
when children are present. In accordance with subsection 10-1-7(B) of the City
Code the maximum speed limit on the major streets is as shown in the table
below.
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Attachment A
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Name Of Street Maximum Speed Limit
Asbury Avenue —
city limits to Green Bay Road
30 mph
Burnham Place —
Forest Avenue to Sheridan Road
30 mph
Central Street —
Crawford Avenue to McDaniel Avenue
30 mph
Chicago Avenue —
Howard Street to Dempster Street
30 mph
Church Street —
city limits to Ridge Avenue
30 mph
Crawford Avenue —
city limits south to city limits north
30 mph
Dempster Street —
city limits to Elmwood Avenue
30 mph
Dodge Avenue —
city limits to Simpson Street
30 mph
Elgin Road/Simpson Street (Golf Road) —
city limits to McCormick Boulevard
35 mph
Emerson Street —
city limits to Green Bay Road
30 mph
Green Bay Road —
city limits to Emerson
30 mph
Howard Street —
city limits west to city limits east
30 mph
Main Street —
city limits to Ridge Avenue
30 mph
McCormick Boulevard —
Emerson Street to Green Bay Road
35 mph
Oakton Street —
city limits to Callan Avenue
30 mph
Ridge Avenue —
city limits south to city limits north
30 mph
Sheridan Road —
city limits south to city limits north
30 mph
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Attachment A
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Speed Limit Reduction:
As mentioned earlier, the citywide speed limit is already 25 mph unless posted
otherwise. Corridors with high pedestrian activity and retail shops are for the
most part covered under the 25 mph limit. However, speed limit 25 mph
extension should be considered for two high pedestrian activity retail corridors.
Other cities have experienced issues with blanket speed reductions on
residential streets. Peoria, Illinois considered a reduction but was told by Federal
Highway Administration that uniform speed reductions were not enforceable.
Instead the city encouraged residents to notify them if they wanted speeds
reduced in their neighborhood. Peoria hoped to reduce all of their streets to 25
mph at one time, because it would be an easier policy decision. Columbia,
Missouri conducted a pilot speed reduction in two neighborhoods and tested
driving speeds before and after sign installation and education campaigns. The
data showed that just installing the signs reduced the average speeds by 1.0 to
6.2 miles (on different streets). The addition of education campaign reduced the
speeds slightly more (0.67 mph on one street and 1.75 on another). Thereafter,
the City Council voted to reduce speed limits to 25 mph in all residential areas.
Speed Control:
It is well proven that vehicle speed is the determining factor of a crash severity.
The slower a vehicle is going, the more likely a pedestrian is going to survive and
suffer less serious injuries. Speed limits can be effective but they are not the
only way to control vehicle speeds, this requires a partnership between the
Public Works Department and Police Enforcement. The speeding issue should
be addressed with a combination of measures, such as: extend the 25 mph limit
to cover other high pedestrian activity retail areas; place speed display radar
units permanently at some locations and temporarily at other locations;
placement of permanent and temporary placement of speed radar display, and
enforcement.
Automated Photo Enforcement:
Similar to red-light cameras, speed cameras are a type of automated
enforcement that enforce a law that is difficult for the police department to
monitor everywhere all of the time.
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Attachment A
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According to the Illinois Vehicle Code, only municipalities with a population over
one million (1,000,000) can utilize speed cameras to enforce speeding around
schools and parks.
Note: Change in State Legislation will be required to consider this mechanism.
Recommendation:
• Extend the 25 mph regulations on Chicago Avenue from
Dempster Street to South Blvd; and Central Street from
McDaniel Avenue to Central Park Avenue.
• Review the effect of the reduction in one year with respect to
compliance and enforcement efforts.
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160070030080031001200140018001500360034001600300032003300220023001300100290050024001100200280010002600200060040025002700350017001900900210038003700
50010020002500300700240020014008002200160012001500190010001300600110017002600180090023002100400NOR
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DAN RD
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ASHLAND AVEDODGE AVEHURD AVEGIRARD AVELEE STOAK AVESHERIDAN PL
RIDGE CTGREEN
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RD
THAYER ST
PRATT CTGRANT
JENKS ST
HAVEN ST
PAYNE ST
LEON PLPOPLAR
AVEGREY AVEHARRISON ST
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AV
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REBA PL
COLFAX ST
LEMAR AVEMARCY AVEDAVIS ST
MAPLE AVEHARTZELL ST
LIBRARY PL
SIMPSON ST
CLYDE AVEBROWN AVEGREELEYPITNER ALYLAUREL AVEHINMAN AVEDEWEY AVEEWING AVECOWPER AVEKIRK STHOVLAND CTJUDSON AVEGARRETT PL
ARBOR
LN
FOREST AVEINGLESIDE
PK
GREY AVEST. MARK'S CTEMERSON ST SHERMAN AVEWILDER ST GARRISON AVETHELIN
CT FOREST PLASBURY AVEMICHIGAN AVEWESLEY AVELELAND AVECENTRAL ST
CALLAN AVERIDGE TER
HULL TER
ISABELLA ST
GROSS POINT RDCUSTER AVELYONS ST
FOWLER AVECLA
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ST
DARROW AVEPIONEER RDHASTINGS AVEHARTREY AVEBRUMMEL STPRINCETON AVEPROSPECT AVEHAMLIN ST
PAYNE ELM AVECASE PLRIDGEWAY AVEMULFORD ST MICHIGAN AVELAWNDALE AVECHU
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DEMPSTER STJACKSON AVEKEDZIE ST
CLINTON PL
McDANIEL AVEELMWOOD AVESEWARD ST
ROSLYN PL
FLORENCE AVEBENSON AVESHERMAN PLCULVER
FORESTVIEW RDMARTHA LNHAWTHORNE
LN
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PL
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SOUTH BLVD
HAMILTON ST
GREENWOOD ST
UNIVERSITY PLREESE AVEBRUMMEL PL
GAFFIELD PLLINCOLNWOOD DRCRAWFORD AVELEONARD PLCENTRAL PARK AVEBENNETT AVEMADISON PL
BRADLEY PL
GREENLEAF STWALNUT AVEROSALIE ST
BURNHAM PL
WARREN STLIVING
ST
O
N
WASHINGTON ST
NATHANIEL PL
HARVARD TER MAPLE AVEDOBSON STDEWEY AVEDARROW AVEDEWEY AVEINGLESIDE PL
RIDGE AVEASBURY AVEFOWLER AVEHARTREY AVECASE ST
SOUTH BLVD ASHLAND AVESHERMAN AVELYONS ST
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LINDEN PL LAKE SHORE BLVDKNO
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RIDGE AVEPAYNE ST
WESLEY AVECHURCH ST
HARTZELL ST
PRAIR
IE
AVEDODGE AVEOAKTON ST
SOUTH BLVD
CRAINMcDANIEL AVEPITNER AVELEE ST
ASHLAND AVEGROVE ST
FOSTER ST
ASBURY AVEBARTON AVEGRANT ST BRYANT AVEJUDSON AVESHERMAN AVECOLFAX ST
ISABELLA ST
DAVIS ST
MAIN ST
RIDGE AVEASBURY AVETHAYE
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ISABELLA ST
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WESLEYCLARK STLYONS ST
DEWEY AVEPAYNE ST
MAIN STDODGE AVECENTRAL ST
McDANIEL AVEEWING AVESHERIDAN RDBRUMMEL STPITNER AVELINCOLN ST
HINMAN AVESEWARD ST
WESLEY AVECENTRAL ST
KEENEY ST RIDGE AVEOAK AVEJACKSONSHERMAN AVEDOBSON ST
LINCOLN ST
SEWARD STDARROW AVEGREY AVEPARK PL
NOYES ST
LAKE ST
THAYER ST
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LAKE STMcDANIEL AVEAUSTIN STASHLAND AVEWESLEY AVENOYES
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WESLEY AVEOAKTON ST SHERI
DAN RDSHERIDAN RD
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GREY AVELEE ST
SIMPSON ST
CHICAGO AVECHICAGO AVEBENNETT AVEMADISON ST
KEENEY STRIDGE AVESHERIDAN RDGRANT ST ASBURY AVEGR
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FLORENCE AVEFOREST AVEFOSTER ST
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GREENLEAF ST
HILLSIDE RD
HARTREY AVEHARTREY AVEGREY AVEARNOLD
PLPITNER AVELINCOLN ST
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LIVINGSTON ST
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Streets with a speed limit greater than 25 mph
and recommended reductions
7/24/2012
SpeedLimits12000.mxd
This map is provided "as is" without warranties of any kind.
See www.cityofevanston.org/mapdisclaimers.html for more information.
010.5 Mile
1:12,000
1 inch = 1,000 feet
Speed Limit > 25 mph
30 mph
35 mph
Recommended Reduction to 25 mph
Roadways
Main Road
Local Street
Railroad
Water
City of Evanston
Name Of Street Boundaries Of Street Maximum Speed Limit
Asbury Avenue —city limits to Green
Bay Road
30 mph
Burnham Place —Forest Avenue to
Sheridan Road
30 mph
Central Street —Crawford Avenue to
McDaniel Avenue
30 mph
Chicago Avenue —Howard Street to
Dempster Street
30 mph
Church Street —city limits to Ridge
Avenue
30 mph
Crawford Avenue —city limits south to
city limits north
30 mph
Dempster Street —city limits to Elmwood
Avenue
30 mph
Dodge Avenue —city limits to Simpson
Street
30 mph
Elgin Road/Simpson
Street —
city limits to
McCormick Boulevard
35 mph
Emerson Street —city limits to Green
Bay Road
30 mph
Green Bay Road —city limits to Emerson 30 mph
Howard Street —city limits west to city
limits east
30 mph
Main Street —city limits to Ridge
Avenue
30 mph
McCormick Blvd —Emerson Street to
Green Bay Road
35 mph
Oakton Street —city limits to Callan
Avenue
30 mph
Ridge Avenue —city limits south to
city limits north
30 mph
Sheridan Road —city limits south to
city limits north
30 mph
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Attachment A
26
Speed Radar Display
Radar speed displays (or speed feedback signs) display the speeds of vehicles
as they pass by. These signs are often used around schools or parks, have
been proven to reduce vehicle speeds. They can be used alone of in conjunction
with other pedestrian safety tools. The City currently has two sets of mobile
speed displays that they currently rotate to different locations. Mobile radar units
stay at a location for about one month. The city can currently place the units in 24
locations in a year; some of the locations will be repeated. Typically, moving
signs can be more effective because people associate it with the need to lower
speed; however drivers may speed-up once they are removed. Permanent
placement of radar speed displays could be used but they can be less effective
when placed permanently because drivers become used to seeing the display
especially if police officers are not present for enforcement. The speed radar unit
also records speed and volume 24 hours per day. This data can be used for
future analysis.
Recommendation:
• Permanent Radars
Consider permanent solar-powered radar speed displays for
streets that have: two or more schools and/or at least two
school crossings (at an uncontrolled intersection) in a major
street corridor. The required spacing between the traffic signals
in the corridor is ½ mile with no all way stop intersection in
between. Therefore, the Committee is recommending
permanent speed radar units along the corridors of Church,
Oakton and Main Street.
• Temporary Radars
Continue the placement of movable radar displays in areas
where speeding is a concern. In addition, the Committee
recommends purchasing an additional four units.
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Attachment A
27
4. High Volume Pedestrian Crossings
(at intersections with traffic signals)
After the Public Works staff plotted the locations of the pedestrian accidents for
the last three years, nine high volume pedestrian crossings were identified as the
map below shows. Accidents are primarily occurring along the Chicago Avenue
corridor and the downtown area. One of the primary reasons for the accidents is
that drivers are not yielding to pedestrians when making left turns. For example,
all of the accidents at Ridge and Davis intersection involved left turning vehicles.
Traffic signals modernization on Chicago Avenue corridor was completed in
2011. Central and Green Bay intersection is under the jurisdiction of the Illinois
Department of Transportation and the location with viaduct structures pose
challenge in improving the intersection.
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Attachment A
28
The pictures below are examples of signs and marking designed to improve high
pedestrian crossings.
In addition, the intersection of Ridge and Oakton presents a challenge for
crossing pedestrians due to the type of crossing signal. The Public Works
Department continues to upgrade and coordinate traffic signals. Thirty-six (36)
traffic signals have been modernized since 2007. With the improvement in
technology and the safety needs of pedestrians new practices are being
implemented when signals are upgraded. The following are pictures of upgrades
to traffic signals that enhanced pedestrian crossings.
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Attachment A
29
Recommendations:
• Install “Turning Traffic Must Stop Yield To Pedestrians” at all of
the signalized locations where 3 or more pedestrian accidents
have occurred.
• Installation of Countdown Signals or microwave detection
signals at all high volume pedestrian locations.
• Installation of different crosswalk treatments on business
districts at signalized locations.
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Attachment A
30
Appendix A
Comments Received During the Public Information Meeting and via 311 after the
meeting.
• A very exciting idea is to transform Davis St. in the area around Fountain
Square to a “woonerf” (Living Street, or shared space) wherein signs and
lights and pavement markings are removed, and trees and benches
invade the street. It is very safe because cars must drive at 15 mph or
slower.
• Please consider an education effort regarding crosswalks where cars are
required to stop. Too many don’t stop when they should and others stop
when they shouldn’t.
• Please consider making the intersection of Main and Dodge a no right turn
on red intersection
• I would love to see crosswalks or 4-way stops at either Oakton and
Elmwood or Oakton and Sherman. People (and children) are already
crossing here but it’s an accident waiting to happen. Traffic is going too
fast down Oakton! My balcony looks out over this street, so I see it all the
time. Ridge and Chicago are unpleasant for pedestrians, and dangerous
(or impossible) for bicyclists. How about a road diet? Narrow the road bed;
add bike lanes, etc.
• Different Crosswalk Treatment Great Idea. Cost Effective and works (see
Cambridge or Somerville).
• Much Prefer “soft” methods (Speed display, conditions) to “hard” greater-
enforcement (eg. Lower limits, more control cameras)
• Stop and go much more dangerous than predictable flow
• Open up secondary arteries clogged with (ignored) stop signs
• No “speeder” cameras please
• Being a pedestrian means being smart. Better make crosswalks, then
teach people to use them, not make ever intersection 4-way
• Prohibit EW Left Turns at Greenbay /Lincoln during rush hour
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Attachment A
31
• Roundabout at Central/Crawford/Grosspoint
• Please no more “State Law! Stop here” screaming neon confusion signs.
Ideally get rid of all those and half of all other neon green noise.
• Start replacing – on pilot basis at least- existing decorative – but
inefficient, glare-in-drivers- eyes streetlights with functional down lights
that use less overall light to put more where it’s needed.
• I’d like to see bells on bikes promoted for safety concerns when riding
bikes on sidewalks. This could be achieved by licensing bikes and
requiring bells as part of registration
• I walk a lot. I've seen a number of people almost get hit. Sometimes it
seems the driver is just oblivious, usually because they are on the phone.
That did get better after it was banned, but I am starting to see the
number of people on their phone rise again. In the crosswalks, it does
seem to be a different matter. I had a friend who showed up really freaked
out. She was almost hit at a crosswalk with her twin 5 year old girls. The
driver had seen them and had intentionally sped up. I've had similar
things happen, when I have tried to cross a crosswalk with my girls.
I think maybe there needs to be some kind of campaign to change
people's attitude. For the driver, crosswalks encourage pedestrians to
cross at a specific location (Now that you can sometimes cross at the
crosswalk, near Jewel, on Chicago, I've seen a lot less pedestrians
randomly crossing.) The pedestrians are also at least one less car, and
ultimately, pedestrians are people.
On a more personal note, my daughters and I cross Asbury on the way to
school. We walked almost every day. Other than the crosswalk, there is
no place to cross between Main and Oakton. It is much nicer if we don't
have to walk along Main. The noise is bad, and in winter, the exhaust is
really bad. There are a number of us in this position. There seems to be
a crossing guard at the crosswalk for Pope John, but the crossing guard
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Attachment A
32
leaves before 9:00. It would be really great if the guard could stay until
after the Evanston Schools start. We also meet people going the opposite
way to the train, or out for a walk. If one could actually cross at this
crosswalk, I think you would find a lot more people walking to the train,
beach, etcetera, and the other way to Robert Crown, etcetera. From a
motorist point of view, I would like this too. If there are 2 cars backed up
turning left on Main onto Asbury, no one can get through the stop light. If
the pedestrians are crossing, which means no one gets through the light.
On a positive note, I think what has been done at Chicago and Main,
works well. It's much easier to cross the intersection now.
• Overarching Preventive Consideration: As the City moves forward with
actions to improve public safety, foremost in the planning the following
“Mama” advise should be kept in mind—“a stitch in time saves nine”. This
was brought home starkly in the Tuesday Chicago Tribune report of that
City’s’ pending payment of $3M in a hit-run incident because the parents
of the child killed won their suit which alleged that “stop signs and other
traffic control markings at the site were improperly placed and or
deteriorated because of neglect”.
• Current Traffic Control Conditions in Evanston: At this time traffic control
markings throughout Evanston remain in a seriously deteriorated
condition. This situation not only creates potential safety hazards, but it
impacts the ambiance of our city as we try to attract potential economic
development projects. Paint! Paint! Paint! And what a way to create
summer-fall youth employment (supervised of course). Lastly, when
painting, use uniform wide striped crosswalks that can be easily seen by
drivers and pedestrians alike.
• Getting the Message: Note that research studies have found that most
people do not pick up on an advertising/PR message until they have heard
it or read it at least fifteen times. Create clever visual, reminders not to jay
walk (may need to educate the new generations as to what jaywalking is)
and place them in areas identified as hot spots for crosswalk avoidance.
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Attachment A
33
A few examples from my walking and driving around town: along Sheridan
fronting Northwestern; Elgin Road east of the marked crosswalks between
Sherman and Orrington (suggestions: plant dense groundcover on divider
strip of land and add signs to “Keep Off New Plantings”; Sherman
between Clark and Church (some onto Davis); Central Street –almost the
whole length; and Main Street between Custer and Sherman.
• Tighten laws and increase enforcement: Raise fines for jaywalking,
particularly on the commercial streets that attract jaywalking; enforce and
advertise the enforcement. Include “cross at crosswalks” reminders and
other public safety messages during 311 wait times.
• Educate: Enlist the School Districts, Northwestern, the local media and the
civic and religious institutions and organizations in a united, uniform
educational program about improving public safety. Build in frequent
repetition of the message. (See 4)
• Change the Conversation: Help change the Public Safety message to a
Fitness Activity by reminding pedestrians to add steps to their fitness
routine by walking to the corners or other marked crosswalks when
needing to cross a street. (This is a variation on the oft used encouraging
message to get off the bus or train at one or two stops before your normal
stop and walk the rest of the way.)
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Attachment B
Pedestrian Safety Recommendations Summary and Schedule
Projects Target Completion Date
School Crossings:
• Complete installation of signs 08/31/12
• Complete sidewalk curb extensions 2013
• Install solar powered, push button 08/31/12
activated LED pedestrian warning signs
• Refresh pavement markings 08/31/12
Senior Crossings:
• Complete installation of signs 08/31/12
• Complete sidewalk curb extensions 2013
• Refresh pavement markings 08/31/12
Park Crossings:
• Complete installation of signs 08/31/12
• Installation of flag system at crossings 12/31/12
• Complete sidewalk curb extensions with Ongoing
future resurfacing projects
• Refresh pavement markings 08/31/12
General Crossings:
• Complete installation of signs 08/31/12
• Refresh pavement markings 08/31/12
• Approve crossing criteria N/A
Crossing Guard Program:
• Approve crossing guard criteria N/A
• Reassign crossing guard from Central and Ashland 08/31/12
or Isabella and Ridge to Barton and Oakton
Education:
• Print safety marker art work for stickers 08/31/12
• Install safety markers on pavement 08/31/12
Speed Reduction:
• Acquire two additional set of temporary 12/31/12
speed displays to be placed where needed
• Lower the speed limit to 25 miles per hour 10/01/12
along retail districts:
Chicago‐ Dempster to South Blvd.
Central‐ McDaniel to Central Park
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Attachment B
• Install permanent speed display along the 12/31/12
following corridors:
Oakton‐ Grey to Ridge
Church‐ McDaniel to Wesley
Main‐ Dodge to Asbury
Signalized Locations:
• Upgrade pedestrian signals to countdown 12/31/12
signals or microwave detection systems
• Install turning yield signs 12/31/12
• Install different crosswalk treatments in 2014
Business District
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For Special City Council meeting of August 6, 2012 Item III (B)
Business of the City by Motion: Contract for Pavement Markings
For Action
To: Honorable Mayor and Members of the City Council
From: Suzette Robinson, Director of Public Works
Jim Maiworm, Superintendent of Streets and Sanitation
Subject: Approval of Participation in a Joint Contract for Pavement Marking
Date: August 6, 2012
Recommended Action:
Staff recommends City Council approval to participate in a contract through the
Suburban Purchasing Cooperative (SPC) for Pavement marking services. Participation
in this contract will allow the City of Evanston to apply Thermoplastic marking materials
at various locations throughout the City in support of the pedestrian safety program.
Participation in this contract would not exceed $75,000.
Funding Source:
Funding for this purchase will be from the Capital Improvement Fund (416394) of which
has $200,000 budgeted for signage and pavement striping for pedestrian safety.
Summary:
In April 2012, staff from the SPC solicited bids for thermoplastic pavement marking
services. The proposed contract was for a one-year period with the right to extend the
contract for up to three, one-year periods. Five different vendors submitted bids with
Superior Road Striping being the successful bidder based on the pricing structure below
exhibited below.
Item Description UOM Unit Cost
4” Thermoplastic marking line LF $0.50
6” Thermoplastic marking line LF $0.75
12” Thermoplastic marking line LF $1.50
24” Thermoplastic marking line LF $3.75
Thermoplastic marking letters & symbols SF $3.75
Thermoplastic marking removal SF $0.70
Memorandum
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Page 2 of 2
The Suburban Purchasing cooperative is a group of 135 municipalities in the six county
areas of northern Illinois. Every municipality and government agency in the State of
Illinois is eligible to participate in this program.
Staff recommends approval to participate in the Suburban Purchasing Cooperative
thermoplastic markings contract for one year for the 2012 pavement marking season.
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For Special City Council meeting of August 6, 2012 Item III (C)
Business of the City by Motion: Purchase of Solar Powered School Crossing Signs
For Action
To: Honorable Mayor and Members of the City Council
From: Suzette Robinson, Director of Public Works
Sat Nagar, P.E., Senior Engineer
Rajeev Dahal, Senior Traffic Engineer
Subject: Single Source Purchase of 10 LED Solar Powered School Crossing
Warning Signs Systems
Date: August 1, 2012
Recommended Action:
Staff recommends City Council approval for the purchase of 10 LED solar powered
School Crossing Warning Sign Systems from the TAPCO Traffic & Parking Control
Company, Inc. (5100 W. Brown Deer Road, Brown Deer, WI 53223) in the amount of
$56,950.
Funding Source:
Funding for this work will be from the Capital Improvement Fund (416394) in the amount
of $56,950, which has $200,000 budgeted for Fiscal Year 2012.
Summary:
As part of the 2012 Pedestrian Safety goals outlined in the Pedestrian Safety report, the
City will purchase 10 LED solar powered school crossing warning sign systems with
pushbutton activation. Each system contains two 30” yellow school crossing signs with
five yellow LED BlinkerBeam™ lights on the perimeter of each sign. Each system is
activated by a wireless radio via pushbutton and powered by a solar battery system.
These will be installed at designated school crossing locations without traffic signals or
all-way stop controls.
TAPCO is the sole manufacturer in the market that complies with the standards of the
Manual on Uniform Traffic Control Devises (MUTCD) and has the patented
BlinkerSign™ and Blinkerbeam™ technology.
Attachments:
Single Source Manufacture Letter
Memorandum
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5100 W Brown Deer Rd., Brown Deer, WI 53223
Phone 800-236-0112 / 262-814-7000 ⋅ Fax 262-814-7017
www.tapconet.com
August 1, 2012
Attn: To Whom It May Concern:
This Letter is to certify that TAPCO is the sole manufacturer of the patented LED
BlinkerSign™ with Blinkerbeam™ wireless controls. No other product on the market
complies with the MUTCD.
Both Product lines are being manufactured at TAPCO in Brown Deer, WI.
If there are any questions on either of the above please feel free to contact me direct at
806-888-8883. Thank you for your continued support of TAPCO’s proprietary products.
Sincerely,
Jason Kugel
Solar Products Division Manager
TAPCO
262-754-4340
jason@tapconet.com
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