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A Presentation and Discussion on the Bike Plan Update as Recommended by the Transportation Commission
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Introduction
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In March, the Transportation Commission approved the Draft Bike Plan Update, which outlines recommendations for the development and enhancement of cycling infrastructure throughout the Village. Key components of the update include proposals for new and upgraded on-street bike facilities, improvements to the Neighborhood Greenway network, amendments to Village code, and a feasibility study for a potential bike share system. This presentation will provide an overview of the draft Bike Plan Update, including its anticipated impacts and potential alternatives to certain recommendations made by the Transportation Commission. Input and direction from the Village Board will be incorporated into the final version of the plan. The revised Bike Plan Update will be presented at an upcoming meeting for further review and consideration.
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Recommended Action
This is a presentation and discussion. There is no recommended action at this time. Input from the Village Board will be incorporated into a final version of the Bike Plan Update which will be presented to the Village Board for consideration at an upcoming meeting.
Prior Board Action
The Board has taken the following prior action:
• The Village Board approved a Professional Services Agreement with Sam Schwartz Engineering, D.P.C. for an Addendum to the Oak Park Bike Plan in an amount not to exceed $92,800 on May 7, 2024 (RES 24-185)
Background
Oak Park first adopted a comprehensive Bike Plan in 2008, followed by the Neighborhood Greenways and Bikeshare Plan in 2015. In the summer of 2024, Village staff initiated a collaboration with Sam Schwartz Engineering (now TYLin) to develop an updated Bike Plan, incorporating community feedback and the latest design best practices to establish a modernized bicycle network. The plan also evaluates operational considerations, feasibility, and cost implications for a potential bikeshare system in Oak Park.
The Bike Plan Update has been closely coordinated with the Vision Zero Plan (VZP) and integrates input and ideas gathered through that initiative. Designed as an inclusive, all-ages-and-abilities framework, the plan aims to create a cycling network that provides a safe and comfortable riding experience for older residents, younger residents, and less-confident bicyclists alike.
A primary objective of the Bike Plan Update is to expand and enhance the existing bike network by identifying opportunities for new on-street bike facilities. This includes the introduction of bike lanes and Neighborhood Greenway (NG) segments in previously unplanned areas, upgrades to the existing NG system through conversions to striped bike lanes, and improvements to existing bike lanes by transitioning them into protected bike lanes. Collectively, these measures will foster a safer and more accessible cycling network across the Village, encouraging increased bicycle use. The draft Bike Plan Update outlines short-term recommendations aligned with these goals.
The plan categorizes recommendations into short-term (0-5 years), mid-term (5-10 years), and long-term (10+ years) initiatives. While mid-term concepts are generally feasible, they will require further analysis and community engagement before implementation. Long-term proposals are more ambitious, necessitating a broader cultural shift toward cycling and additional planning efforts. As a dynamic, evolving document, the Bike Plan is intended to undergo reassessment approximately every five years, ensuring that mid- and long-term recommendations are further refined through future public planning processes.
Among the long-term recommendations is the installation of protected bike lanes on Ridgeland Avenue. However, the Transportation Commission (TC) previously recommended suspending the Ridgeland Avenue Bike Feasibility Study due to significant constraints that prevent the implementation of consistent bike facilities along the corridor. These constraints include challenges related to traffic signals, emergency access, deliveries, and parking loss. The feasible bike facility options for Ridgeland consist primarily of buffered bike lanes-lanes separated from traffic only by striping-with minimal curbed protection and large gaps at traffic signals. Despite their limitations, these treatments would still result in the complete removal of parking along Ridgeland for all users. In light of these concerns, the Transportation Commission concurred with staff recommendations and voted to suspend the feasibility study before engaging the public. However, the Commission also recommended revisiting the study as part of a future Bike Plan update and included buffered bike lanes for Ridgeland in the long-term recommendations to ensure that the corridor is reevaluated in the future.
The public engagement and discussion surrounding the Bike Plan Update have primarily focused on proposed short-term network modifications. An exhibit detailing the short, mid, and long-term recommendations is provided as an attachment. Short-term recommendations from the TC include new NG segments along portions of Marion Street to improve connections to downtown and transit hubs, as well as an NG segment on Adams Street between Maple and Grove to offer a low-stress alternative to Jackson Street, where protected bike lanes cannot be accommodated. Additionally, recommendations for the NG system include implementing traffic diverters at major roadway intersections to discourage through traffic on NG-designated streets.
The short-term recommendations in the Bike Plan Update include adding curb protection to bike lanes along portions of Madison Street and Jackson Boulevard, extending from east of Oak Park Avenue to Lombard Avenue, with a gap near Longfellow School at Ridgeland. Additionally, protected bike lanes are proposed for Chicago Avenue between Kenilworth and Ridgeland, aligning with the VZP recommendations, as Chicago Avenue is part of the High Injury Network. Public engagement regarding the installation of protected bike lanes and the removal of parking on one side of Chicago Avenue, primarily between Kenilworth and Ridgeland, will be conducted separately from the Bike Plan Update. This project is fundamentally a safety improvement initiative and is integrated into broader design considerations for Chicago Avenue.
The Bike Plan Update also examined the potential conversion of Lemoyne Avenue-between Woodbine and Ridgeland-from a NG to a dedicated bike lane system, which would result in the complete removal of parking. However, after evaluating factors such as lower traffic volumes, the feasibility of installing traffic diverters and speed cushions, and public feedback, the TC recommended retaining Lemoyne as a NG rather than implementing bike lanes.
The plan includes the introduction of new on-street bike lanes along Augusta Street from Harlem to Cuyler, recognizing its role in the Grand Illinois Trail, its existing use by cyclists, and its relatively low parking demand. East of Cuyler, Augusta presents significant parking and geometric challenges, and as a result, shared lane treatments are proposed in the short term. Residents along Augusta, between Harlem and Cuyler, were notified of this proposed change, and some voiced opposition at TC meetings in 2025. Given Augusta’s high traffic volumes-approximately 6,600 to 7,200 vehicles per day-the Commission did not identify alternative options beyond bike lanes or no bike treatments.
Additionally, the plan explored converting the planned NG on Harvard Street (from Maple to Humphrey) into dedicated bike lanes. Harvard Street has been designated as a NG in Oak Park’s bicycle planning efforts since 2008 and reaffirmed in the 2015 Neighborhood Greenways System study. As part of this Bike Plan Update, an assessment of east-west bicycle connectivity south of I-290 was conducted. The evaluation considered factors such as key destinations (schools and parks), major roadway crossings, crash data, traffic volumes, speed metrics, and input from the Commission and the public. Harvard Street was reviewed for a potential conversion from a NG to striped bike lanes, which would necessitate parking removal along the affected segments. Given that traffic volumes exceed 2,000 vehicles per day in certain sections, the Commission determined that bike lanes were the preferred treatment for Harvard rather than NG designation.
The Draft Bike Plan Update, as recommended by the TC, includes the installation of striped bike lanes along Harvard Street from Maple to Humphrey, with gaps adjacent to Lincoln Elementary School, the West Suburban Montessori School near East Avenue, and Washington Irving School. This recommendation necessitates the removal of parking on both sides of the street in all areas where bike lanes are designated. Residents were notified of the proposed changes, prompting a significant volume of public comments. After thoroughly evaluating these comments and exploring alternative treatments for Harvard Street, the TC ultimately approved the plan to install bike lanes.
Tonight’s presentation will provide an overview of the factors that led to the recommendation for bike lanes on Harvard Street, as well as a discussion of various alternatives. Representatives from the TC will also be present to answer any questions the Village Board may have regarding the study and the Commission’s recommendations.
One alternative to installing bike lanes on Harvard Street involves removing it from the bike network and instead designating Neighborhood Greenways on Fillmore Street from Maple to Humphrey and on Lexington Street from Harlem to East Avenue (Rehm Park). While the Fillmore and Lexington corridor benefits from lower traffic volumes compared to Harvard Street, it presents a notable drawback-unprotected crossings at Oak Park Avenue and Ridgeland Avenue. A proposed flashing beacon system at these crossings is planned for pedestrian safety and would include bike push buttons and striping if Fillmore is designated as a NG. Additionally, traffic diverters would be installed on Fillmore at Oak Park Avenue and potentially at Ridgeland Avenue to reduce through traffic. The primary advantage of maintaining Harvard Street within the bike network is its existing traffic signals at Ridgeland and Oak Park, which provide safer crossing opportunities.
In addition to shifting bike treatments to the Fillmore/Lexington corridor, the TC considered alternatives for modifying Harvard Street while retaining its role in the bike network due to the presence of traffic signals. One option involves installing bike lanes only in higher-traffic areas between Grove and Scoville while utilizing NG treatments, avoiding parking loss, in the remaining portions of Harvard.
Another alternative, which was not formally presented to the TC, proposes the use of striped bike lanes from Home Avenue to Lombard Avenue, with gaps near the three schools, to establish a connection with the north-south NG system along Home and Lombard. This option would preserve bike lanes in higher-traffic areas while maintaining connectivity with the broader NG network. Traffic volumes west of Home and east of Lombard are significantly lower, allowing for the use of NG treatments in these sections.
In addition to enhancing the network of on-street bike facilities, the Bike Plan Update includes recommendations for modernizing design standards and tools used for bike infrastructure, revising Village policies and codes related to cycling, and conducting a bikeshare feasibility study and analysis.
Since the adoption of the initial Oak Park Bike Plan in 2008, industry standards for bike infrastructure have evolved significantly. This update reflects the latest advancements in design practices to establish a system of safe and low-stress bikeways. Among the newer treatments incorporated into the design standards for dedicated bike lanes are prefabricated curbs-similar to those used by the City of Chicago-to provide physical separation from traffic, as well as raised bike lanes that elevate the cycling path closer to the level of the adjacent parkway. The raised bike lane treatment is included in mid- and long-term plans, as implementation requires full roadway reconstruction to accommodate drainage adjustments. Updates to NG design standards include the incorporation of traffic diversion through median islands to limit through traffic and the introduction of Vision Zero-approved vertical deflection tools, such as speed cushions (speed tables with gaps that allow emergency vehicles to pass smoothly). These new tools will enhance traffic calming measures within the NG network.
The Bike Plan Update also includes a review of existing Village codes and policies related to cycling, ensuring alignment with current best practices and state laws. Key recommendations include defining e-bikes in accordance with state legislation, permitting adults to ride on sidewalks outside of business districts when accompanying a child, and allowing bicyclists to use the full lane when traveling on Neighborhood Greenways or designated shared lane routes.
Additionally, the Bike Plan Update features a bikeshare feasibility study that assesses the history of bikeshare programs in the region and Oak Park, trends in bikeshare since 2017, available operational models, anticipated demand, conceptual station networks, and a draft cost analysis. The feasibility study does not advocate for or against the implementation of a bikeshare system but rather provides a comprehensive overview of what a successful program may entail and its projected costs. The study concludes that for a bikeshare system to be viable, it should be integrated into a broader regional network that includes the City of Chicago and neighboring communities. It recommends utilizing an operator contract model similar to Divvy, adopting a station-based system that includes e-bikes, and ensuring full Village-wide coverage. The study estimates that an initial bikeshare system would require approximately 24 stations with 264 docks, at an estimated upfront cost of $2.1 million and an annual operational expense of approximately $175,000.
Timing Considerations
There are no specific timing considerations associated with this item.
Budget Impact
The short-term recommendations outlined in the Bike Plan Update represent approximately $6.6 million in planned improvements. Of this total, roughly $2.5 million is already accounted for within the current 2025 Budget and the Five-Year Capital Improvements Plan (CIP). These recommendations include costs associated with completing the remaining components of the previously planned Neighborhood Greenway system, which have already been incorporated into the 2025 Budget and the CIP. Other short-term initiatives will be prioritized by Village staff and integrated into future budgets and CIP allocations for implementation.
Many of the proposed bicycle infrastructure projects are eligible for external funding through various grant programs, including Congestion Mitigation and Air Quality (CMAQ) grants, Invest in Cook, the Transportation Alternatives Program (TAP), and Surface Transportation Program (STP) funds for roadway projects. These funding sources have successfully supported the development of existing bike infrastructure within the Village.
Additionally, the Bike Plan Update includes a bikeshare feasibility study assessing the viability of implementing a bikeshare system in Oak Park. According to the study, a successful bikeshare network would require approximately 24 stations and 264 docking locations. Based on this model, the estimated initial cost to purchase and install the bikeshare stations is approximately $2.1 million, with an annual operating expense of roughly $175,000. While a portion of the initial capital costs could potentially be offset through grant funding, the ongoing annual operating costs would need to be covered using local funds. These estimated costs may vary depending on factors such as Oak Park’s participation in a larger regional bikeshare system-allowing for greater leverage in vendor negotiations-the proportion of e-bikes incorporated into the network, and potential expansions to accommodate lower-demand areas.
Staffing Impact
The recommendations outlined in the Bike Plan Update have staffing implications across multiple areas. Specifically, the plan proposes expanding on-street bike facilities, including additional Neighborhood Greenways, striped bike lanes, and protected bike lanes. These facilities require a higher level of roadway maintenance compared to streets not designated for cyclists, necessitating increased efforts for pothole patching, signage upkeep, and pavement marking maintenance.
Protected bike lanes also present additional operational challenges for street sweeping and snow removal. Traditional street sweepers and plows are too large to maneuver within the narrower spaces created by protected bike lanes, requiring the use of specialized, smaller equipment, commonly referred to as multipurpose tractors. Public Works currently maintains two such pieces of equipment, a Multihog and a Trackless, which will be utilized for this purpose. However, as protected bike lanes and pedestrian safety improvements such as painted curb extensions and post bump-outs become more prevalent, additional staff time will be required to maintain these harder-to-access areas, as smaller equipment is inherently less efficient than traditional plows and sweepers.
Additionally, the Bike Plan Update includes a feasibility study for a bikeshare system. While a bikeshare program would likely be managed by a third-party vendor such as Divvy, its implementation would still impact Village staffing. Specifically, the Parking and Mobility Services Division would be responsible for overseeing contract administration and addressing resident concerns related to bikeshare operations.
DEI Impact
The Bike Plan Update creates a low-stress bicycle network that serves the entire Village for all ages and abilities. The plan helps to ensure that biking opportunities are accessible and equitable for all communities.
Community Input
The Bike Plan Update planning process involved extensive stakeholder and community engagement, complemented by public meetings and input from the Transportation Commission (TC).
In addition to feedback received during five TC meetings, public input was gathered through the Village’s Engage Oak Park online survey and interactive mapping website, which collectively received 284 survey responses and 95 mapped comments. Further community insights were incorporated from relevant feedback obtained during the concurrent Vision Zero planning process. The Village also hosted a public open house in October 2024. Throughout the planning process, the Village’s website and social media channels were actively utilized to promote the initiative, announce upcoming meetings, and encourage public participation.
Staff and the consultant engaged directly with various stakeholders and community organizations, including the Park District of Oak Park, School District 97, D200 (Oak Park and River Forest High School), Bike Walk Oak Park, local bicycle retailers, and the Oak Park Cycle Club. Additionally, discussions were held with representatives from neighboring communities such as River Forest, Forest Park, the City of Chicago, and Cook County.
The Transportation Commission, with support from two members of the Plan Commission, reviewed, provided recommendations, and ultimately approved the Draft Bike Plan Update. The TC was initially introduced to the planning effort in July 2024, with an overview of current and future bicycling opportunities and challenges in Oak Park. In October 2024, the TC reviewed and provided input on the draft short, medium, and long-term recommendations for the bike network. The draft Oak Park Bike Plan was then presented to the TC in January 2025. This meeting, along with subsequent meetings in February and March, included substantial community feedback, particularly from residents living along three corridors-Lemoyne, Augusta, and Harvard-where proposed on-street bike lanes would necessitate the removal of on-street parking. To ensure awareness and participation, residents along these affected portions were sent direct mailings from the Village detailing the TC meeting, the draft recommendations for bike lanes in the Bike Plan Update, and the potential impact on parking adjacent to their properties.
In February 2025, the TC reviewed the bikeshare feasibility study along with additional information and alternatives related to the proposed bike lanes on Lemoyne, Augusta, and Harvard. During this meeting, the TC made several key recommendations, including retaining Lemoyne as a Neighborhood Greenway rather than installing bike lanes, approving bike lanes on Augusta from Harlem to Cuyler, and approving bike lanes on Harvard from Maple to Humphrey, with gaps near the two District 97 schools and west of East Avenue near the Montessori school. Staff and the consultant incorporated these recommendations into the final draft of the Bike Plan Update, which the TC formally approved at its March 10, 2025, meeting.
Staff Recommendation
There is no formal action associated with this item. Input received from the Village Board will be incorporated into a final version of the Bike Plan Update to be presented to the Village Board for consideration at an upcoming meeting.
Alternatives
This is a presentation and discussion so there are no alternative actions with this item. Alternatives to the Transportation Commission’s recommendation to install bike lanes on Harvard will be presented. These alternatives include two options for shortening the length of the bike lanes on Harvard and using Neighborhood Greenway treatments of various lengths of Harvard. The other alternative is to use Fillmore and Lexington for the bicycle network using Neighborhood Greenway treatments on these streets due to their lower traffic volume.
Anticipated Future Actions
Input from the Village Board will be incorporated into a final version of the Bike Plan Update to be presented to the Village Board for consideration at an upcoming meeting.
Prepared By: Bill McKenna, Village Engineer/Assistant Public Works Director
Reviewed By: Rob Sproule, Public Works Director
Approved By: Kevin J. Jackson, Village Manager
Attachment(s):
1. Draft Bike Plan Update
2. Presentation
3. Short-Med-Long-Term Network