people on the trail final 05292013

7/28/2019 People on the Trail FINAL 05292013

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People on the Trail:A Report on Lakefront Trail User Perceptions

May 2013


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LAKEFRONT TRAIL USER PERCEPTIONS REPORT3

Chicagos Lakefront Trail is the busiest trail in the United States, with peak dailyusage reaching 30,000 people at key points. The 18-mile trail is maintained bythe Chicago Park District. Its a popular destination for residents and touristsalike, attracting people from across the region for recreation, transportationand athletic training.

In order to understand how the trail can better meet the needs of Chicagoans,Friends of the Lakefront Trail facilitated a community outreach process withover 1,600 users to learn what trail users think about their trail experience.

This report summarizes the findings and sets forth principles for improvingthe Lakefront Trail experience.

THE CASE FOR CHICAGOS LAKEFRONT TRAIL

DEVELOPED BY THE FRIENDS OF THE LAKEFRONT TRAIL


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About Friends of the Lakefront Trail

Lakefront Trail Principles

Survey Methodology

Profile of Respondents

Survey Results

Survey Maps

6

7

9

10

11

12

PEOPLE ON THE TRAIL:LAKEFRONT TRAIL USER PERCEPTIONS REPORT

TABLE OF CONTENTS:


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PEOPLE ON THE TRAIL 6

ABOUT FRIENDS OF THE LAKEFRONT TRAIL

Friends of the Lakefront Trail is an initiative of the Active Transportation Alliance inpartnership with Friends of the Parks and the Chicago Area Runners Association, representingthe interests of Lakefront Trail users and advocating to improve conditions for recreation

and transportation on the trail.

ACTIVE TRANSPORTATION ALLIANCEThe Active Transportation Alliance (Active Trans) is a non-profit, member-based advocacyorganization that works to make bicycling, walking and public transit so safe, convenientand fun that we will achieve a significant shift from environmentally harmful, sedentarytravel to clean, active travel. The organization builds a movement around activetransportation, encourages physical activity, increases safety and builds a world-classtransportation network. Active Trans is North Americas largest transportation advocacyorganization, supported by more than 7,000 members, 1,000 volunteers and 35 full-timestaff.

For more information, visit www.activetrans.org.

FRIENDS OF THE PARKSFriends of the Parks is a non-profit park advocacy organization dedicated to preserving,protecting and improving Chicagos parks and forest preserves for all citizens. Since 1975,Friends of the Parks has increased private and public commitment to Chicagos parksthrough establishing park advisory councils, developing new parks, renovating play lots,and presenting public workshops and lectures to create an informed citizenry.

For more information, visit www.fotp.org.

CHICAGO AREA RUNNERS ASSOCIATIONThe Chicago Area Runners Association (CARA) is a non-profit organization devotedto expanding, motivating, supporting and celebrating the running community ofChicagoland. CARA connects runners to resources that enable them to runfarther,faster, better, for life. CARA was founded in 1978, has more than 8,600 members and isthe largest running organization in the Midwest and the third largest in the nation.

For more information, visit www. cararuns.org.


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LAKEFRONT TRAIL PRINCIPLES

Active Trans, Friends of the Parks and CARA support the following series of principles designedto improve the Lakefront Trail experience. These principles are based on input from morethan 1,500 people and are intended to guide future development and maintenance of the

Lakefront Trail to create a safe, fun and accessible trail environment.

Chicagoans of all ages and abilities should be able to access the Lakefront Trail and lakefrontparks from nearby neighborhoods safely and easily.

All new access points should be designed to safely accommodate people of all abilitieswithout requiring them to dismount their bikes. Existing underpasses and overpassesshould be reconstructed to meet this standard if they dont already.

All traffic signals and streets leading to the Lakefront Trail should accommodatepeople walking on both sides of the street and crossing at all legs of the intersection.All traffic signals leading to the Lakefront Trail should include countdown timerswith leading pedestrian intervals and bike-specific traffic signals where warranted.

All streets leading to the Lakefront Trail should be Complete Streets designed to

accommodate people of all ages and abilities walking and biking along and across thestreet.

The Lakefront Trail should connect to other trails and bikeways within Chicago andthe surrounding communities.

No trail access points should be eliminated. Access should be provided every quartermile, as called for under the Lake Michigan and Chicago Lakefront Protection Ordinance.

Trail and park access points should be designed in a way that does not create conflictbetween through traffic on the trail and people trying to reach the beaches andother recreational facilities along the lakefront.

The Lakefront Trail should provide a continuous route for transportation and recreation

that is safe and convenient for people of all abilities, whether walking, running, biking orskating.

Wherever possible, create separate paths for different speeds and purposes, such asa Green Lane for commuter cyclists, crushed limestone for running and walking,promenades for strolling, and pedestrian paths for short-distance connectionsbetween park access points, beaches, parking lots and park amenities.

Reduce conflicts between beachgoers and trail users by constructing boardwalks andother walkways that eliminate the need for beachgoers to walk along the trail.


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The entire length of the Lakefront Trailshould meet Chicago Park District traildesign standards, and trail reconstruction isencouraged to exceed standard trail widths.

Place all drinking fountains, concessions,bike racks, benches, trash cans, and other

gathering spaces far enough from the edgeof the trail surface so that people gatheringat these points do not impede trail traffic.

Minimize conflict points between trailusers and automobiles by redesigning andreducing the number of vehicle crossings.

The Lakefront Trail should be properly maintainedat all times.

During any construction projects along theLakefront Trail or at trail access points, a

clear and dedicated bicycle and pedestriandetour should be marked and maintainedthroughout the construction.

Like all other major transportationthoroughfares, the Lakefront Trail shouldbe made available for transportation on alldays of the year and all times of day.

Ruts, holes and depressions in the trailsurface should be filled immediately.

Running surfaces should be maintained ata level that accounts for frequent use andsupports the safety and comfort of runners.

Water fountains should be available foryear-round use.

Restrooms should be available year-roundand open during regular Chicago ParkDistrict hours. Additionally, restroomsin the summer season should be opento accommodate early morning trainingprograms, which are scheduled to avoidlater morning congestion and hottertemperatures.

People should exercise courtesy and caution whenusing the trail by obeying trail etiquette.


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OUTREACH AND SURVEY METHODOLOGY

The principles stated above were informed by a survey of more than 1,500 people who useChicagos Lakefront Trail. The survey was conducted during spring and summer 2012.

Friends of the Lakefront Trail began the process of gathering public input by holding twopublic workshops in April 2012, one at Margate Park and the other at Jackson Park. At theworkshops, participants identified issues along the trail: locations where they experienceda crash, places where there were automobile/trail user conflicts, and policies that make thetrail a more appealing place for recreation and transportation. Approximately 65 peopleoverall attended the two workshops.

To gather an even broader understanding of the issues and opportunities perceived bypeople who use the Lakefront Trail, Friends of the Lakefront Trail reached out through acommunity survey. A set of questions similar to those from the workshops were developed,a few questions driven by our leaning from the workshop were added, and the survey waslaunched online. The survey was made available online for four weeks, and a total of 1,569people responded.

Although there were a high number of respondents, a few things should be noted aboutthe results of this survey:

Because trail traffic is heavier along the north side of the trail, responses are moreheavily weighted towards issues and opportunities that would affect north side trailusers.

The survey is a reflection of the opinions of people who completed it. Although thesurvey was open for any individual to participate, the survey was advertised throughseveral organized groups that support bicycling, running and the parks through theire-mail lists, social media, blogs and other electronic media.


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PROFILE OF RESPONDENTS

Respondents were asked to identify how they used the Lakefront Trail. Nearly all respondentsuse the trail for bicycling, running or walking, and most stated that they use the trail formore than one purpose or mode. Many respondents use the trail for more than one purpose:

79 percent of respondents use the trail for some type of bicycling, 70 percent run, 66 percentwalk, 6 percent rollerblade, and 1 percent skateboard on the trail. Although people on allmodes use the trail for many different reasons, 83 percent of respondents typically use thetrail for exercise/athletic training, 81 percent use the trail for recreation, and 50 percent usethe trail for transportation.

Respondents reside all over the Chicago region, with some as far away as Wisconsin andIndiana. About three quarters of respondents live on the north side of the city, while aboutone eighth live on the south side and one eighth do not live in the City of Chicago.


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SURVEY RESULTS

PRIORITY ISSUESWe asked trail users to tell us what Lakefront Trail issues are most important to them. Thetop 10 were:

1. Provide more separate spaces for walking, biking and running (e.g., soft surfaces forrunning, boardwalks for walking at the beach, etc.)

2. Reduce congestion and conflicts on the trail to make it safer3. Educate trail users on safety and trail etiquette4. Improve basic trail maintenance and condition of asphalt and soft surfaces5. Improve availability and access to bathrooms, including year round access, along the

Lakefront Trail6. Improve availability and access to drinking fountains, including year round access,

along the Lakefront Trail7. Improve lighting and personal safety8. Complete gaps in the Lakefront Trail, including connecting to neighboring cities

9. Improve bicycle and pedestrian safety along streets connecting to the trail10. Reduce street/trail crossings

ETIQUETTESurvey respondents listed congestion as one of the most important issues facing the trail.Congestion is especially an issue given the wide variety of skill levels and ways people usethe trail. For that reason, following basic trail etiquette is important for keeping the trailsafe and fun for everyone.

To inform future etiquette education efforts, we asked people what they perceive to be themost frequent etiquette violations. The top 10 reported by survey respondents were:

1. People clogging traffic by traveling two or more abreast2. People blocking or standing in the trail3. People not moving to the right to make way for faster traffic4. People stopping suddenly in the middle of the trail5. People distracted by electronic devices/cell phones or headphone usage6. People not yielding to slower traffic or slowing down in congested areas7. People not using proper passing signals or notifying others of their presence8. People not yielding to others when crossing or entering the trail9. Dogs/pets off leash or obstructing pathway10. People moving against traffic

Ninety two percent of respondents believed that additional signage about trail etiquette

would be very effective or somewhat effective for increasing awareness about proper trailetiquette.

MAPS OF USER-REPORTED TRAIL EXPERIENCESurvey respondents were asked to review trail segments and access points on a variety offactors. The results of this survey data is provided in map data on the following pages.


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TRAIL SEGMENTS

SATISFACTION RATE

This map shows how survey

respondents rated their satisfactionwith the design and condition ofsegments of the Lakefront Trail.Respondents were given the optionof rating trail segments as goodor needs improvement, based ontheir own experience.

The trail segments with the highestuser satisfaction ratings were northof Irving Park Road as well as betweenRoosevelt Road and 63rd Street.

Generally, those areas were also theleast congested parts of the trail,with relatively few reported conflictsand relatively low crash rates. Thesesegments are typically adjacent tolarger park areas and other pathsthat allow for gathering away fromthe trail and provide alternativerecreational opportunities for peopleseeking a more leisurely pace. Severalof the most highly rated segmentshad also been recently resurfacedprior to this survey, which mighthave impacted user satisfaction.

Trail segments between FullertonParkway and Randolph Street hadthe lowest satisfaction rating. Thesesegments were also rated the mostcongested. Lacking parallel routes,slower, leisurely foot traffic in theseareas often mixes with peopleusing the trail for transportation or

physical activity. Portions of thesesegments are also directly adjacentto beaches and revetments, whichcreate maintenance issues. Highwaves, sand drifts and ice along thesesegments impact trail conditions,sometimes leading to trail closures orcausing damage to the trail surface.The Chicago Park District is unable to

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIG

AN

AVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

ANDAVE

.

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

LAKEFRONT TRAIL

USER SATISFACTIONRATING

0 1 2.5

Miles

Good

NeedsImprovement


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operate snow plow equipment between Ohio and Illinois due to the narrow and slopedconcrete embankment. Finally, vendors and park amenities in popular areas of the park andbeaches tend to generate lines that spill onto and obstruct the trail.

Trail sections that were the most congested received the lowest satisfaction ratings, whilethe least congested areas had the highest satisfaction ratings. However, congestion is only

one element of satisfaction. Good design can help mitigate the impact of congestion,accommodating more trail users while maintaining a quality experience. Location anddesign of the trail can also impact maintenance and exposure to the elements. Where thetrail follows the design standards set by the Chicago Park District, the trail is most effective.In order to improve the trail experience, the Chicago Park District should focus infrastructureretrofits on those sections between Fullerton Parkway and Randolph Street, includingestablishing separate facilities for different purposes.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

ArdmoretoBrynMawr

BrynMawrtoBerwyn

BerwyntoFoster

FostertoArgyle

ArgyletoLawrence

LawrencetoWilson

WilsontoMontrose

MontrosetoBuena

BuenatoIrvingPark

IrvingParktoAddison

AddisontoRoscoe

RoscoetoBelmont

BelmonttoBarry

BarrytoDiversey

DiverseytoFullerton

FullertontoNorth

NorthtoDivision

DivisiontoOak

OaktoChicago

ChicagotoOhio

OhiotoIllinois

IllinoistoRandolph

RandolphtoMonroe

MonroetoJackson

JacksontoBalbo

Balboto11th

11thtoRoosevelt

RoosevelttoWaldron

Waldronto18th

18thtoMcCormick

McCormickto31st

31stto35th

35thtoOakwood

Oakwoodto43rd

43rdto47th

47thto51st

51stto55th

55thto57th

57thto59th

59thto63rd

63rdtoMarquette

Marquetteto67th

67thto71st

RESPONDENTS PERCEPTION OF EACH TRAIL SEGMENT

Responded trail segment is good

Responded trail segment is needs improvement


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LAKEFRONT TRAIL

CONGESTION SITES

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLAND

AVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIG

AN

AVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KIN

GDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

AND

AVE

.

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

TRAIL SEGMENTS

CONGESTION

This map shows which segments of

the trail survey respondents thoughtwere congested or more crowdedcompared to other areas of the trail.

The data indicates that a large portionof the northern half of the LakefrontTrail as well as the trail segmentdowntown experience severe tomoderate congestion. Specifically,the trail segment between DiverseyParkway and Randolph Street wasreported to have the highest levels

of congestion. Several congestedsegments of the trail share similarcharacteristics. They are often directlyadjacent to a beach, park or parkinglot, which means many people arecrossing the trail or walking a shortdistance along the trail to reach theirdestination. There is also a relativelyhigh concentration of housing andplaces of employment very close tothe congested sections, translatingto a higher number of potentialusers on the trail at any given time.Additionally, high-use segments ofthe trail tend to have access pointscloser together, which means morepeople are crossing the path andpotentially getting in the way ofothers already on the trail.

Conversely, large portions of thesouthern half of the Lakefront Trailas well as the far northern end were

reported to be the least congestedareas. The less congested parts ofthe trail also tend to have commoncharacteristics. Specifically, accesspoints are designed in a manner thatefficiently moves users on and offthe trail or are infrequent, makingaccessing the trail less convenientfor people who live and work near


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there. Additionally, large rail yards are located between residential neighborhoods and theLakefront Trail, making the trail even more challenging to access.

While some congestion is good and can be a sign of the trails success, too much congestioncan also degrade the trail experience and indicate inadequate design and planning. Trailcongestion can be hazardous and lead to crashes. Increased access and better connections

to neighborhoods may be needed in low-congestion areas, while trail design improvementscould help to mitigate the impact of congestion in more crowded areas. Efforts to addresscongestion should focus on the most congested segment of the trail between DiverseyParkway and Randolph Street. Congestion mitigation efforts could include widening thetrail or creating separate paths for different speeds and uses. Encouraging all trail users toadhere to basic trail etiquette would also improve the trail experience in congested areas.

0.0%

10.0%

20.0%

30.0%

40.0%

50.0%

60.0%

70.0%

PERCENTAGE OF RESPONDENTS WHO PERCEIVE EACH TRAIL SEGMENT TO BE CONGESTED

ArdmoretoBrynMawr

BrynMawrtoBerwyn

BerwyntoFoster

FostertoArgyle

ArgyletoLawrence

LawrencetoWilson

WilsontoMontrose

MontrosetoBuena

BuenatoIrvingPark

IrvingParktoAddison

AddisontoRoscoe

RoscoetoBelmont

BelmonttoBarry

BarrytoDiversey

DiverseytoFullerton

FullertontoNorth

NorthtoDivision

DivisiontoOak

OaktoChicago

ChicagotoOhio

OhiotoIllinois

IllinoistoRandolph

RandolphtoMonroe

MonroetoJackson

JacksontoBalbo

Balboto11th

11thtoRoosevelt

RoosevelttoWaldron

Waldronto18th

18thtoMcCormick

McCormickto31st

31stto35th

35thtoOakwood

Oakwoodto43rd

43rdto47th

47thto51st

51stto55th

55thto57th

57thto59th

59thto63rd

63rdtoMarquette

Marquetteto67th

67thto71st


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LAKEFRONT TRAIL

USER CONFLICT

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIGANAVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

ANDAVE

.

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

TRAIL SEGMENTS

USER CONFLICT

This map shows which segments

of the trail survey respondentsidentified as places where conflictswith other trail users are most likelyto occur, meaning behavior and/ortrail conditions are leading to nearmisses between trail users.

Conflicts with other trail users canlead to an unpleasant or unsafeexperience and are generally causedby people biking too fast, peoplewalking in the middle of the trail

or on the wrong side, or trail designthat creates difficulty crossing thetrail or passing other users.

The two parts of the trail with thehighest levels of user conflict are thesegments from Fullerton Parkwayto Oak Street and from IllinoisStreet to Randolph Street. Relativeto adjacent segments, the sectionsof the trail around the South ShoreCultural Center between 67th and71st Streets, as well as the areaaround Promontory Point, were alsoreported as areas of relatively highconflict.

Segments with high rates of conflicttend to share some commoncharacteristics. These areas are oftenhighly congested, leaving limitedspace for faster-moving trail usersto pass slower-moving users. These

areas also generally fail to meet thecurrent Chicago Park District traildesign standards, which includeguidance on surface, slope, width,and clearance around the trail. High-conflict areas may also be used asa walkway to access the beach oradjacent parks from parking lotsor neighborhoods, which leads to


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pinch points and more people crossing the trail. Tourists who are less familiar with theirsurroundings and trail etiquette may also cause conflicts.

Trail segments with the fewest reported conflicts are those segments north of Foster Avenueand segments between 35th and 51st Streets. Trail segments with low rates of conflict alsotend to share some common characteristics. Lower levels of congestion allow for more room

when passing and mean fewer opportunities for conflict. These segments also tend to meetstandard trail design, which means there is separate spaceusually crushed limestoneforwalking and running, as well as a paved surface for biking and skating. Additionally, insome locations there is a parallel walkway leading to the beaches or waterfront, so peoplelooking for a slower, more leisurely pace can walk along the lake, while people traveling ata faster pace can use the main trail.

User conflicts are closely related to congestion, while trail crossings also play a major role.Potential solutions for alleviating user conflicts include widening the trail, providing separatepaths for different speeds and uses, and improving locations where people frequently crossthe trail to make trail traffic more predictable.

ArdmoretoBrynMawr

BrynMawrtoBerwyn

BerwyntoFoster

FostertoArgyle

ArgyletoLawrence

LawrencetoWilson

WilsontoMontrose

MontrosetoBuena

BuenatoIrvingPark

IrvingParktoAddison

AddisontoRoscoe

RoscoetoBelmont

BelmonttoBarry

BarrytoDiversey

DiverseytoFullerton

FullertontoNorth

NorthtoDivision

DivisiontoOak

OaktoChicago

ChicagotoOhio

OhiotoIllinois

IllinoistoRandolph

RandolphtoMonroe

MonroetoJackson

JacksontoBalbo

Balboto11th

11thtoRoosevelt

RoosevelttoWaldron

Waldronto18th

18thtoMcCormick

McCormickto31st

31stto35th

35thtoOakwood

Oakwoodto43rd

43rdto47th

47thto51st

51stto55th

55thto57th

57thto59th

59thto63rd

63rdtoMarquette

Marquetteto67th

67thto71st

PERCENTAGE OF RESPONDENTS WHO PERCEIVE TRAIL SEGMENTS TO CAUSE CONFLICTS WITH OTHER USERS

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%


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0 1 2.5

Miles

LAKEFRONT TRAIL

USER SATISFACTIONRATING

Good

NeedsImprovement

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71STST.

HALSTEDST

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47THST.

CLARKST.

ASHLANDAVE

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63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

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ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLN

AVE.

MICHIG

AN

AVE

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IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

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SHERIDANRD

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CLYBOURNAVE.

STATE

ST

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MARQUETTERD.

59THST.

KINGDR

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35THST.

55THST.

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43RDST.

31STST.

51STST.

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75THST.

STONY

ISL

AND

AVE

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Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

ACCESS POINTS

SATISFACTION RATE

This map shows how survey

respondents rated their satisfactionwith the design and condition ofLakefront Trail access pointsthoseareas designated for entering orexiting the trail. Respondents weregiven the option of rating eachaccess point as good or needsimprovement, based on their ownexperience.

At first glance, those access pointswith the lowest satisfaction ratings

seem to roughly correlate with themost congested area of the trail: thesection between Fullerton Parkwayand Randolph Street. This is notsurprising since the large volumeof people would seem to makeaccessing the trail more difficult. Thelowest rated access point was IllinoisStreet, an area that forces trail usersonto the sidewalk along lower LakeShore Drive, and a source of frequentcomplaints.

The highest rated access points weremore geographically distributed, butsix were located south of 47th Streetand just two north of the Loop. Partof this can likely be explained by thelower volume of congestion on thetrail, but sensible access design alsoplays a large part. Starting in 1996,most of South Lake Shore Drive wasreconstructed with underpasses

redeveloped or added to facilitatesafe trail access. In particular, 57thStreet has shown itself to be amodel of intuitive design, and theratings seem to reflect this fact.This is reinforced by the high ratingof Buena Avenue, which is in arelatively high-congestion area butstill receives high marks for making it


19/28


safe and easy to access the Lakefront Trail. The Buena underpass design provides a seamlessconnection from the neighborhood to the park without awkward ramps or stairs and withminimal interaction with vehicle traffic, while the park design at Buena also discouragescrossing the trail.

In looking at what defines a high satisfaction rating, success clearly seems to be defined

by smart design in infrastructure as well as lower levels of congestion. The Buena Avenueunderpass, however, seems to show that high congestion can be partially mitigated by accesspoints that move trail users on and off in an efficient and safe manner. As future plans forwork along Lake Shore Drive and the Lakefront Trail are made, these factors should be keptin mind, utilizing those access points with high user satisfaction as models.

0%

10%

20%

30%

40%

50%

60%

70%

80%

90%

100%

RESPONDENTS PERCEPTION OF EACH ACCESS POINT

Ardmore

BrynMawr

Berwyn

Foster

Argyle

Lawrence

Wilson

Montrose

Buena

IrvingPark

Addison

Roscoe

Belmont

Barry

Diversey

Fullerton

NorthBridge

North

Division

Oak

Chicago

Ohio

Illinois

Randolph

Monroe

Jackson

Balbo

11th

Roosevelt

Waldron

18th

McCormick

31st

35th

Oakwood

43rd

47th

51st

55th

57th

59th

63rd

Marquette

67th

71st

Responded access point is good

Responded access point is needs improvement


20/28


LAKEFRONT TRAIL

CONGESTION SITES

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLN

AVE.

MICHIG

AN

AVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERIDANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

AND

AVE

.

!!!!!!

!!!!!

!!!

!

!

!

!!!

!!!

!!!!!!

!

!!

!

!

!

!

!

!

!!!

!!

!

!

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

ACCESS POINTS

CONGESTION

This map shows where survey

respondents thought there were toomany people entering and exitingthe Lakefront Trail at designatedaccess points.

The greatest concentration ofcontinuously congested areas isfocused at the access points betweenRandolph Street and BelmontAvenue. Part of this problem likelycorrelates with the high level ofcongestion on the trail segments that

correspond to these access points.This is an expected result, as peopleon the trail will translate to largercrowds entering and exiting at theseaccess points. Additionally, heavycongestion on the trail can causedifficulty merging with throughtraffic on the trail or exiting the trailbecause of fewer gaps in trail traffic.

While trail congestion is likely a factorin access point congestion, it is notexclusively the cause. The two accesspoints with the highest congestionrates were Fullerton Parkway andthe North Avenue pedestrian bridge.Both of these access points havesimilar designs in that they forcepeople directly onto the trail with nostaging areas, while North Avenueis also a juncture where multiple trailbranches come together.

Buena Avenue and Roscoe Street areboth access points located in areasthat are among the most heavilyused portions of the trail, but theseaccess points had considerably lowercongestion ratings. At these locations,smart design provides easier mergepoints that increase visibility andallow for more time to enter the trail.


21/28


While the data would seem to indicate that perceived congestion at access points is stronglycorrelated with congestion on the trail itself, this is likely a single factor. The survey resultsshow that good design can mitigate the impact of congestion even along the most heavilyused areas of the trail.

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%50.0%

PERCENT OF RESPONDENTS THAT PERCEIVE THE ACCESS POINT TO BE CONGESTED

Ardmore

BrynMawr

Berwyn

Foster

Argyle

Lawrence

Wilson

Montrose

Buena

IrvingPark

Addison

Roscoe

Belmont

Barry

Diversey

Fullerton

NorthBridge

North

Division

Oak

Chicago

Ohio

Illinois

Randolph

Monroe

Jackson

Balbo

11th

Roosevelt

Waldron

18th

McCormick

31st

35th

Oakwood

43rd

47th

51st

55th

57th

59th

63rd

Marquette

67th

71st


22/28


LAKEFRONT TRAIL

USER CONFLICT

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIGANAVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

ANDAVE

.

!!!!!!

!!!!!

!!!

!

!

!

!!!

!!!

!!!!!!

!

!!

!

!

!

!

!

!

!!!

!!

!

!

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

ACCESS POINTS

USER CONFLICT


respondents indicated that gettingon or off the trail might leadto conflicts with other people,highlighting locations with a higherpotential for crashes.

Anyone who has used the LakefrontTrail in the summer months knowsthat the crowds on the trail can bechallenging. This is especially trueat access points where entering orexiting the trail can lead to near

misses with other people walking,running and biking. Conflicts ataccess points can arise from peoplecrossing the trail, entering or exitingthe trail on the wrong side, bikingtoo fast or turning sharply whilebiking, or walking in the middle of apath in a tunnel.

The results of this survey questionabout user conflict overwhelminglyalign with the responses to questionsabout which access points aremost congested. Seven of the mostcommon access points for userconflict are also the most heavilycongested, including FullertonParkway, Illinois Street, and the NorthAvenue pedestrian bridge. Thereare also high levels of reported userconflict at 55th Street/PromontoryPoint, although this access point hasextremely low congestion ratings.

This disparity might be attributedto the high number of trail spurs inthe immediate vicinity of this accesspoint, creating more cross traffic andmaking merging more difficult. Onthe other hand, both Buena Avenueand 31st Street have moderatecongestion rates but extremelylow user conflict. This can likely be


23/28


attributed to good design, as Buena Avenue is the highest rated access point and 31st Streetis newly redesigned.

The solution to mitigate user conflicts at access points would seem to be the same needed toreduce congestion. Access points need to be designed in a manner that allows for safe andefficient access by providing broad sight lines and ample opportunity to merge. Additional

solutions might also include signs directing merging traffic to keep right, widening the trailat congested access points, or creating separate paths for different speeds and uses nearaccess points.

Ardmor

e

BrynMaw

r

Berwy

n

Foste

r

Argyle

Lawrenc

e

Wilso

n

Montros

e

Buen

a

IrvingPar

k

Addiso

n

Rosco

e

Belmon

t

Barry

Diverse

y

Fullerto

n

NorthBridg

e

Nort

h

Divisio

n

Oa

k

Chicag

o

Ohio

Illino

is

Randolp

h

Monro

e

Jackso

n

Balb

o

11t

h

Rooseve

lt

Waldro

n

18t

h

McCormic

k

31st

35t

h

Oakwoo

d

43r

d

47t

h

51st

55t

h

57t

h

59t

h

63r

d

Marquett

e

67t

h

71st

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

PERCENT OF RESPONDENTS THAT PERCEIVE THE ACCESS POINT TO CAUSE A CONFLICT WITH USERS


24/28


LAKEFRONT TRAIL

VEHICLE CONFLICT

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIGANAVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

ANDAVE

.

!!!!!!

!!!!!

!!!

!

!

!

!!!

!!!

!!!!!!

!

!!

!

!

!

!

!

!!!!

!!

!

!

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

ACCESS POINTS

VEHICLE CONFLICT


respondents indicated that getting onor off the trail might lead to conflictswith automobiles, highlightinglocations with a higher potential forcrashes involving vehicles.

While trail users can experienceconflicts with other people bothalong the trail and while enteringor exiting the trail, vehicle conflictsoccur exclusively at access points thatintersect with roadway crossings.

These situations can cause potentiallydangerous crashes between trailusers and vehicles because of poorsight lines, high vehicle speeds, ordriver and trail user behavior.

One key finding was clear: Vehicleconflicts were overwhelmingly morecommon on the north side. Trailusers are much less likely to haveinteractions with vehicles south ofIllinois Street because access pointstend to separate vehicles from thetrail more successfully. On the otherhand, trail access points betweenFullerton Parkway and ArdmoreAvenue are designed in a mannerthat forces trail users to crossroadways.

Some of the access points with thehighest vehicle conflict includeFoster Avenue, Lawrence Avenue,

Wilson Avenue and Montrose Drive.Each of these access points also hasa relatively similar design: Peoplemust cross two sets of crosswalksthat traverse the on- and off-rampsfor Lake Shore Drive before accessingthe trail. Vehicles also cross the trailitself with only a stop sign. In short,each of these locations provides no


25/28


less than five opportunities for vehicles to come into conflict with trail users. Rounding outthe list are the access points at Illinois Street and Fullerton Parkway, both of which havedesign challenges. At Illinois, users must cross traffic attempting to enter and exit Lake ShoreDrive; likewise at Fullerton, trail users are required to access the trail by crossing the off-ramp for Lake Shore Drive.

The problem of vehicle conflicts seems to be related more to design than congestion.Regardless of the rates of congestion at either the access point or trail segment, those accesspoints with at-grade vehicle crossings experienced the highest rate of conflict. This problemis especially acute given the nature of Lake Shore Drivea high-speed roadway with fewstops. Forcing interaction between motorized and non-motorized users without the properdesign and traffic control can create dangerous situations.

Ardmore

BrynMawr

Berwyn

Foster

Argyle

Lawrence

Wilson

Montrose

Buena

IrvingPark

Addison

Roscoe

Belmont

Barry

Diversey

Fullerton

NorthBridge

North

Division

Oak

Chicago

Ohio

Illinois

Randolph

Monroe

Jackson

Balbo

11th

Roosevelt

Waldron

18th

McCormick

31st

35th

Oakwood

43rd

47th

51st

55th

57th

59th

63rd

Marquette

67th

71st

0.0%

5.0%

10.0%

15.0%

20.0%

25.0%

30.0%

35.0%

40.0%

45.0%

PERCENT OF RESPONDENTS THAT PERCEIVE THE ACCESS POINT TO CAUSE A CONFLICT WITH VEHICLES


26/28


LAKEFRONT TRAIL

CRASH LOCATIONS

0 1 2.5

Miles

71STST.

HALSTEDST

.

47THST.

CLARKST.

ASHLANDAVE

.

63RDST.

DIVISIONST.

MADISONST.

NORTHAVE.

CHICAGOAVE.

PERSHINGRD.

.

ROOSEVELTRD.

ADDISONST.

CERMAKRD.

FOSTERAVE.

BELMONTAVE.

LINCOLNAVE.

MICHIGANAVE

.

IRVINGPARKRD.

FULLERTONAVE.

MONTROSEAVE.

COTTA

GEGROVEAVE

.

SHERID

ANRD

.

CLYBOURNAVE.

STATE

ST

.

MARQUETTERD.

59THST.

KINGDR

.

35THST.

55THST.

.

43RDST.

31STST.

51STST.

.

75THST.

STONY

ISL

ANDAVE

.

Oak St.

71st St.

67th St.

63rd St.

59th St.

57th St.55th St.

51st St.

47th St.

43rd St.

35th St.

31st St.

18th St.

11th St.

Ohio St.

Balbo Ave.

Monroe St.

North Ave.

Barry Ave.

Roscoe St.

Buena Ave.

Wilson Dr.

Argyle St.

Waldron Dr.

Addison St.

Foster Ave.

Berwyn Ave.

Randolph St.

Division St.

Ardmore Ave.

Marquette Dr.

Oakwood Blvd.

Jackson Blvd.

Montrose Ave.

Lawrence Ave.

Diversey Pkwy.

Bryn Mawr Ave.

McCormick Place

Fullerton Pkwy.

Irving Park Rd.

North Ave. Bridge

Roosevelt St.

Chicago Ave.

Belmont Ave.

Illinois St.

TRAIL CRASHES

This map shows where surveyrespondents indicated they hadexperienced a crash with another

person or with a vehicle.

Survey respondents were asked ifthey had experienced a crash. Nodetails were requested about whichmode they were using when the crashoccurred, what caused the crash, or ifthe crash resulted in serious injury orproperty damage. This map displaysboth crashes that occurred on thetrail as well as crashes at accesspoints. Some reported crashes may

have occurred immediately beforea user entered the trail. This mapreflects the total number of crashesreported by survey respondents anddoes not reflect how likely a personis to become involved in a crash.

The on-trail area with the highestnumber of crashes stretched fromFullerton Parkway to Oak Street.Additionally, the trail segment

between Ohio Street and RandolphStreet had high a number ofreported crashes. The access pointsat Fullerton Parkway, the NorthAvenue underpass, Oak Street,Ohio Street and Illinois Street werethe top reported access points forcrashes. These access points directlycorrelate with those trail segmentsthat reported the highest number ofcrashes. The trail segments farthestfrom downtown had the lowest

number of reported crashes alongthe trail, and all but two of the accesspoints south of Monroe Street had alow number of reported crashes.

The trail segments with the highestreported crash numbers are alsothe segments that are reported to


27/28


be most congested. Most of these areas lack a parallel path or alternate route that canrelieve congestion by drawing some users to an alternative place to walk, run, skate or bike.Likewise, the access points with the highest number of reported crashes are either at streetlevelwhere there is limited guidance for cyclists as they enter the trailor at underpasseswhere people accessing the lakefront for purposes other than using the trail are forced ontothe trail regardless.

In order to mitigate crashes, the Lakefront Trail should be designed in ways that have beenproven to work, based on those locations where crash rates are the lowest. These accesspoints are generally designed in a manner similar to a highway on-ramp, where there isa clear and intuitive pathway for trail users to walk or ride along, where they may gatherbefore accessing the trail, check for other trail users before merging onto the trail, or stopto wait for a gap in trail traffic so they can safely cross or merge onto the trail.

While the enormous popularity of the Lakefront Trail threatens to outstrip its originalcapacity, smart redesign in targeted locations will help ensure that people can continueto use the trail safely, even during periods of peak usage. Ensuring that the trail meets the

basic standards developed by the Chicago Park District and creating parallel use paths willhelp to reduce dangerous situations on the trail.

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%

PERCENTAGE OF RESPONDENTS WHO HAVE EXPERIENCED A CRASH IN EACH TRAIL SEGMENT

ArdmoretoBrynMawr

BrynMawrtoBerwyn

BerwyntoFoster

FostertoArgyle

Argyle

toLawrence

LawrencetoWilson

Wilson

toMontrose

Montr

osetoBuena

BuenatoIrvingPark

IrvingParktoAddison

AddisontoRoscoe

Rosco

etoBelmont

Belm

onttoBarry

BarrytoDiversey

DiverseytoFullerton

FullertontoNorth

NorthtoDivision

DivisiontoOak

OaktoChicago

ChicagotoOhio

O

hiotoIllinois

Illinois

toRandolph

Randolp

htoMonroe

MonroetoJackson

JacksontoBalbo

Balboto11th

11th

toRoosevelt

RoosevelttoWaldron

Wa

ldronto18th

18tht

oMcCormick

McCormickto31st

31stto35th

35th

toOakwood

Oakwoodto43rd

43rdto47th

47thto51st

51stto55th

55thto57th

57thto59th

59thto63rd

63rdtoMarquette

Marq

uetteto67th

67thto71st

0.0%

1.0%

2.0%

3.0%

4.0%

5.0%

6.0%

7.0%

8.0%

PERCENT OF RESPONDENTS THAT EXPERIENCED A CRASH AT EACH ACCESS POINT

Ardmore

BrynMawr

Berwyn

Foster

Argyle

Lawrence

Wilson

Montrose

Buena

IrvingPark

Addison

Roscoe

Belmont

Barry

Diversey

Fullerton

NorthBridge

North

Division

Oak

Chicago

Ohio

Illinois

Randolph

Monroe

Jackson

Balbo

11th

Roosevelt

Waldron

18th

McCormick 31

st35th

Oakwood

43rd

47th

51st

55th

57th

59th

63rd

Marquette

67th

71st


28/28

people on the trail final 05292013

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