95th Street Corridor Plan 2014 02 07 DRAFT

95th Street Corridor PlanPREPARED BY TESKA ASSOCIATESIN ASSOCIATION WITH:Gewalt Hamilton Associates, Inc. | Business Districts, Inc.

VILLAGE OF OAK LAWN, ILLINOIS

DRAFT for Village/CMAP reviewFebruary 6, 2014

IE1:2:3:

4:5:6:A:

IntroductionExecutive SummaryTransportation and Transit RecommendationsStreetscape RecommendationsSite Development Concepts

>> Beatty Lumber Yard Site>> Kmart Shopping Center Site>> Oak Lawn Community High School Site>> Museum Drive Extension>> Model Block Facade Enhancements>> Cicero Avenue and 95th Street Intersection

Design Guideline RecommendationsLand Use and Zoning RecommendationsImplementation StrategyAppendix

IE12541485256616465677987A1

Section Page

TABLE OFCONTENTS

This document summarizes the work conducted for the Village of Oak Lawn. The document was prepared under contract with the Chicago Metropolitan Agency for Planning and was financed through a grant from the Chicago Metropolitan Agency for Planning.

This document was prepared for the Village of Oak Lawn, Illinois

PREPARED BY TESKA ASSOCIATES

IN ASSOCIATION WITH:Gewalt Hamilton Associates, Inc. | Business Districts, Inc.

DRAFT for Village/CMAP review, February 6 2014

Village of Oak Lawn - 95th Street Corridor Plan | c

Introduction | I

INTRODUCTION

I

The 95th Street Corridor serves the region and Village of Oak Lawn well by virtue of a highly accessible corridor, regional destinations such as Advocate Christ Hospital and Chicago Ridge Mall, a mix of convenient commercial land uses and available Metra and Pace transit options. The Village of Oak Lawn is engaged in community development efforts that stretch beyond and across 95th Street, including economic development and regional bike planning.

The purpose of this planning effort is to balance the regional demands of an automobile-oriented corridor with community vision for a livable street.A public outreach program was employed as part of this study and included a community survey with over 1,000 responses, well-attended public workshops, interviews and focus groups. Significant themes that arose as part of the public outreach program include the need for improved pedestrian safety, improved appearances that support community identity and improvements to transit services. The public outreach program is further described in the Appendix, page A39.

As Oak Lawn continues to plan for future growth, corridor infrastructure is charged with the responsibilities to do the same. Along 95th Street, exciting initiatives are taking place, including commercial growth along the corridor and downtown enhancements within the Village’s Town Center. Yet corridor appearances and pedestrian safety can and should be improved to promote Oak Lawn as a quality destination within the south suburbs. This effort focuses on opportunities to promote pedestrian safety, an improved multi-modal transportation system, and community identity within the Village’s Town Center.

This is an opportunity for 95th Street to become a model commercial corridor for the next generation of community members and visitors to the south suburbs, including provisions for continued commercial convenience balanced with community identity and pedestrian safety.The 95th Street corridor study includes the area located between Harlem Avenue to the west and Pulaski Road to the east. The corridor study area includes ¼ mile at the north and south of the corridor for a ½ mile total corridor study area. The exhibits presented throughout this report are organized into four 1-mile sections as depicted in the exhibit, Overall Corridor Area.


| Village of Oak Lawn - 95th Street Corridor Pland

I | Introduction

OVERALL CORRIDOR AREA

I2


Village of Oak Lawn - 95th Street Corridor Plan | E1

Executive Summary | E

EXECUTIVE SUMMARY

2 | Streetscape

>> Reinforce west gateway treatments through landscaped medians, signage and sculpture;

>> Develop a Museum Drive extension that supports Town Center parking with pedestrian amenities such as sustainable streetscapes, landscape plantings, interactive sculpture, plazas and signage;

>> Support the Village of Oak Lawn brand through a consistent wayfinding signage program;

>> Enhance roadway appearance through landscaped and paved medians;

>> Widen sidewalks as feasible to support pedestrian safety;

>> Support Village wide bike use through bike education outreach programs and shared bike programs;

>> Update roadway lighting to reflect Village sustainability standards and roadway character;

>> Modify Village planter pots to maximize visibility for turning vehicles;

>> Update paving to meet current ADA standards;

>> Adopt a sustainable and coordinated street furnishings program including Big Belly Trash compactors, bike racks, bike repair stations, recycled benches and LED lighting.

3 | Site Development Concepts

>> Redevelop the Beatty Lumber Yard Site as a mixed use center that enlivens the Town Center with daytime and nigthtime population;

>> Consider two alternative scenarios that retenant and enhance the existing KMART shopping center with a new institutional use or: Redevelop as modern large format retail with sustainable design features;

>> Enhance Oak Lawn Community High School with improved traffic circulation, access to Pace bus, pedestrian circulation, landscaping and signage;

>> Develop a Museum Drive extension that supports Town Center parking with pedestrian amenities such as sustainable streetscapes, landscape plantings, interactive sculpture, plazas and signage;

>> Improve Town Center business facades through non- structural enhancements such as awnings, canopies, lighting and signage;

>> Improve the intersection at Cicero Avenue and 95th Street with improved pedestrian crossing amenities, Pace pull off and improved access to adjacent land uses.


| Village of Oak Lawn - 95th Street Corridor PlanE2

1 | Transportation

>> Develop a roadway median plan that organizes safe traffic operations and limits left turns along the corridor;

>> Enhance signalized intersections with updated equipment to support safe pedestrian crossings;

>> Improve intersections with updated crosswalks, median refuge islands and pedestrian countdown timers;

>> Support Pace proposed Arterial Rapid Transit (ART) including high tech bus stops, shelters and Transit Signal Prioritization (TSP);

>> Explore opportunities to extend Pace Route 895 from Chicago Ridge Mall to the Town Center and Metra Station;

>> Explore opportunities to expand Metra weekday schedule and provide additional weekend service

>> Explore opportunities to reorganize parking at Metra garage to support local businesses and Village services;

>> Support existing on street parking where appropriate with landscaped curb bump outs;

>> Promote Village wide bike use through a system of on street and off street bike routes and bike amenities.

E | Executive Summary

6 | Market Development Goals

>> Retain the high volume retail sales businesses currently located along 95th Street;

>> Attract additional high volume businesses;

>> Encourage entrepreneurship as a means of attracting unique businesses;

>> Use Village investment in development projects only as a last resort;

>> Match parking to business demand;

>> Create a pedestrian oriented business center in the Town Center;

>> Capitalize on medical office cluster to provide daytime population.


Village of Oak Lawn - 95th Street Corridor Plan | E3

4 | Design Guidelines

>> Develop quality design guidelines to be applied to private properties along the corridor;

>> Reinforce the following corridor design typologies:

i. Future 95th Street Interchange Improvements per the Harlem Ave Corridor Plan; ii. Individually Serviced Commercial Lots; iii. Transitional Town Center; iv. Town Center; v. Regional East Corridor Anchors;

>> Address parking lot location; vehicular access; pedestrian connections; signage; lighting; architectural treatments and landscape design.

5 | Zoning / Land Use

>> Reinforce the Corridor as a quality destination within the south suburbs;

>> Support the Town Center as the cultural center of the community;

>> Support design guidelines through zoning mechanisms;

>> Increase building setbacks from 5’ to 10’ to promote corridor appearance and pedestrian comfort;

>> Communicate a clear development review process to property owners, businesses and the development community;

>> Promote sustainable initiatives through design standards.

Executive Summary | E

This page is intended to be blank for double-sided printing


Village of Oak Lawn - 95th Street Corridor Plan | 1

Transportation and Transit Recommendations | 1

TRANSPORTATION AND TRANSIT RECOMMENDATIONS

SECTION 1

The transportation component of this study is extraordinarily important insofar as it addresses the comfort and safety of pedestrians and the ability of vehicles to successfully navigate one of the most important arterial corridors in the south suburban areas.

This is exemplified by the fact that 95th Street is designated by the Illinois Department of Transportation (IDOT) as a Strategic Regional Arterial (SRA). An SRA route is a higher class of roadway designed to supplement the interstate system. It is also a US numbered highway identified as US 12/US 20. Because of this, and its high traffic volumes it demands careful planning and integration of multiple modes of transportation; pedestrian, auto, trucks and mass transit.

The study of 95th Street encompasses a large area from Harlem Avenue (Illinois route 43) on the west to Pulaski Road on the east, generally within the Village of Oak Lawn. The corridor was broken into four one mile sections, accordingly, this plan addresses each of those sections individually and the corridor in its entirety. The roadway sections are as follows:

• Harlem Avenue (IL 43) to Ridgeland Avenue

• Ridgeland Avenue to Central Avenue

• Central Avenue to Cicero Avenue (IL 50)

• Cicero Avenue to Pulaski Road

The primary goal of this study was to enhance and fortify the economic vitality of the corridor, including redevelopment. Economic vitality and transportation viability are inextricably linked. Transportation viability includes the ability of users to choose amongst all modes of mobility easily. This includes the comfort of travelling as a pedestrian or the ability to easily access the multiple mass transit facilities available along corridor. The exhibits presented in this section are organized into four 1-mile sections as depicted in the exhibit, Overall Transportation Roadway Sections.


| Village of Oak Lawn - 95th Street Corridor Plan2

1 | Transportation and Transit Recommendations

OVERALL TRANSPORTATION ROADWAY SECTIONS




APPROACH AND METHODOLOGY

The study and analysis was performed using engineering standards and best practices. In doing so, the evaluations and design were part of close collaboration with the Illinois Department of Transportation, as well as the Village of Oak Lawn Engineering Department. Our approach was to recognize the impacts of major land uses, such as Advocate Christ Medical Center, the Metra commuter rail station, Oak Lawn Community High School, and the civic center campus. Within the context of our design, we focused on merging the interests of both pedestrians and vehicles recognizing these and other traffic generators as well as adjacent neighborhoods.

STUDY AREA CONTEXT

95th Street is a complicated and complex corridor with many different land uses and direct connections to densely populated urban/suburban neighborhoods. Consequently, in addition to its enormous traffic volumes (over 35,000 vehicles per day), it contains an overabundance of multi-jurisdictional intersections, including those under the jurisdiction of IDOT and the Cook County Department of Transportation and Highways (CCDOTH), driveways, and curb cuts. The 95th Street corridor is generally a continuous 100’ Right of Way (ROW) and an 80’-85’ pavement width. Although many of these are necessary to the economic vitality of the corridor, they present challenges to pedestrians and safety along the roadway.

One of the positive benefits of the corridor is the multi-modal opportunities. This includes Pace Suburban Bus routes 381, 382, 383, 384, 386, 395, and 895 and commuter rail service by the Metra Southwest Service. However, the pedestrian environment remains somewhat hostile, in large part because of the width of the roadway, large volumes of vehicles, and in many cases, insufficient sidewalk dimensions and buffering. The navigation of the roadway would be equally as difficult for bicyclists wishing to cross from one side to the other. Pedestrian countdown timers located on traffic signals are not continuous throughout the corridor.




ROADWAY SECTIONS

As discussed previously, the corridor is divided, for study purposes, into four distinct roadway sections. Each roadway section is framed by an arterial roadway and the internal components have both a specific relationship within that section as well as within the corridor in its entirety. Certain key transportation components were tested for their accommodation of all modes of transportation, as well as their support to the economic well being of the study area. The following are the primary operational issues that were evaluated:

• Streetscape and Roadway operations

• Traffic control

• Pedestrian accommodations

• Circulation and network improvements

• Mass transit facility improvements

• Parking

Of note, as part of streetscape and roadway operations component, a number of alternative cross sections were considered. Each one had different features that, to some degree, either made special accommodations to traffic control or to pedestrian amenities. A repetitive component within the entire corridor is the creation of a center median. The type of the median is identified in different forms, landscaped or painted. Two types of raised landscaped medians are proposed; medians that are less than 5’ wide will be paved, and those greater than 5’ will be planted with various plant types. Painted medians vary in width throughout the corridor. The locations of the landscaped and painted medians depicted on the exhibits.




Roadway Section i. - HaRlem avenue to Ridgeland avenue

All recommended improvements discussed below are shown on the Exhibit 1

Streetscape and Roadway Operations:This section contains approximately one half mile total of new raised landscaped median with the remainder as a painted median. In the development of the plan, it was determined that, based on alternative circulation and safety opportunities, some intersections would be limited to right turns in and out (RIRO). In most cases, this would be controlled by the construction of the new raised median. Within this section, there are two types of recommend cross sections including medians. They are shown on Sections A/B.

Traffic controlNo new traffic signals or traffic control are recommended in this section.

Pedestrian and Bicycle AccommodationsPedestrian improvements include updated pedestrian signal equipment with countdown timers and updated crosswalks. There are four intersections in this section that contain recommended pedestrian upgrades as follows:

• Oak Park Avenue

• Nashville Avenue • Chicago Ridge Mall Entrance

• Ridgeland Avenue

Circulation and Network ImprovementsThese improvements include new network connections or circulation/safety improvements. In this section, one network improvement is identified. These improvements include limiting 68th Court to RIRO and creating network connection east to Oak Park Avenue

Mass transit facility improvementsMass transit facility improvements are proposed at the intersection of 95th Street and Ridgeland Avenue. This is a key transfer area between Pace Routes 381, 395, and 384. These improvements include better pedestrian amenities, as well as improved signage and the possible additions of shelters. Currently, Pace route 895 runs between Chicago Ridge Mall and I-294 to the north suburbs. It is recommended that this route be extended into Oak Lawn’s town center to provide additional rider opportunities. Pace is also considering implementing Arterial Rapid Transit (ART) along the 95th Street corridor. ART is the combination of technology, design, and operating tactics, meant to increase the speed and reliability of the system. This will include upgrades to high-tech bus stops and shelters and Transit Signal Prioritization (TSP). Implementation of this system could also require some additional right of way at key intersection locations.

ParkingNo new parking improvements are recommended in this section.




EXHIBIT 1: HARLEM AVENUE TO RIDGELAND AVENUE




SECTION A

HA

RLE

M

OA

K P

AR

K

95TH

KEY MAP

A




SECTION BKEY MAP

OA

K P

AR

K

RID

GE

LAN

D

95TH

KEY MAP

B




Roadway Section ii - Ridgeland avenue to centRal avenue


Streetscape and Roadway OperationsThis section contains approximately one half mile total of new raised landscaped median with the remainder as a painted median. Although the pavement width (curb to curb) remains the same, this section contains on-street parking in some areas which will remain. Therefore, the use of the existing pavement varies to include:

• On-street parking between Menard and Major on the north side

• Extra lane width on the outside lanes between Mansfield to Parkside on the north and south side This extra pavement width will be used for wider sidewalks, landscaped medians, painted medians, and presumes the continuation of existing on-street parking. Some intersections would be limited to right turns in and out (RIRO). In most cases this would be controlled by the construction of the new raised median. Within this section there are multiple recommended cross sections. As an example, two of these typical cross sections are shown on Sections C/D.

Traffic controlA new traffic signal is proposed at Massasoit Avenue. The plan limits access to two adjacent intersections. Consequently, this signal is

strategically located to serve the new circulation patterns using local streets and the east west alley connection. Pedestrian and Bicycle AccommodationsPedestrian improvements include updated pedestrian signal equipment with countdown timers and updated crosswalks. There are four intersections in this section that contain recommended pedestrian upgrades as follows:

• Melvina Avenue

• Southwest Highway – includes realigned crosswalks to provide a shorter crossing distance

• Massasoit Avenue

• Central Avenue

Circulation and Network ImprovementsNo circulation and network improvements are included.

Mass transit facility improvementsMass transit facility improvements are proposed at the intersection of 95th Street and Central Avenue. This is a key transfer area between Pace Routes 381, 395, and 382. These improvements include better pedestrian amenities, as well as improved signage and the possible additions of bus shelters. Pace is also considering adding Arterial Rapid Transit (ART) along the 95th Street corridor. This was discussed in more detail in Roadway Section I.

ParkingNo new parking improvements are recommended in this section.

Roadway Section iii - centRal avenue to ciceRo avenue


Streetscape and Roadway OperationsThis section contains less than one half mile total of new raised landscaped median with the remainder as a painted median. This is due primarily to the land uses and the fact that the intensity of larger commercial developments requires a different level of access. Although the pavement width (curb to curb) remains the same, this section contains on-street parking in some area, most of which will remain. Therefore, the use of the existing pavement varies to include:

• On-street parking between 55th and West Shore on the south side, from 50th to 49th on the south side, and from Brandt to 250’ west on the north side

• Extra lane width on the outside lanes between Mansfield to Parkside on the north and south side

This extra pavement with is used for wider sidewalks, landscaped medians, painted medians, and presumes the continuation of existing on-street parking on the south side from 55th to West Shore and 50th to 49th. Some intersections would be limited to right turns in and out (RIRO). In most cases, this would be controlled by the construction of the new raised median. Within this section there are multiple recommended cross sections. As an example, three of these typical cross sections are shown on Sections E/F/G.

KEY MAP




EXHIBIT 2 : RIDGELAND AVENUE TO CENTRAL AVE




SECTION C

RID

GE

LAN

D

SOU

THW

EST

95TH

KEY MAP

C




SECTION D

CE

NTR

AL

95TH

KEY MAP

D

SOU

THW

EST




EXHIBIT 3: CENTRAL AVE TO CICERO AVEKEY MAP




SECTION E

CE

NTR

AL

CIC

ER

O

95TH

KEY MAP

E




SECTION FKEY MAP

CE

NTR

AL

CIC

ER

O

95TH

KEY MAP

F




SECTION G

CE

NTR

AL

CIC

ER

O

95TH

KEY MAP

G




Traffic controlA new traffic signal is proposed at Brandt Avenue. This is a key redevelopment area with significant changes planned for land uses as well as circulation. References to improvements are discussed further below and also in the “Special Study Area” section which follows in this report. This signal is placed to work with these proposed circulation improvements near the Metra station.

Pedestrian and Bicycle AccommodationsPedestrian improvements include updated pedestrian signal equipment with countdown timers and updated crosswalks. There are six intersections in this section that contain recommended pedestrian upgrades are as follows:

• 54th Avenue

• Cook Avenue

• 52nd Avenue

• 51st Avenue/Metra Station – construct barrier median for access control and safety purposes

• Brandt Avenue

• Cicero Avenue

Circulation and Network ImprovementsClosure of the north end of West Shore Drive is recommended eliminating the skew and close proximity to the signalized intersection of 54th Avenue and 95th Street. This area could be combined with the Village owned lot to the east for other purposes.

The area to the southeast of the Metra tracks including the parking garage and Museum Drive is recommended for significant alignment and roadway changes. These include improved “kiss and ride” operations, improved parking operations, and a roadway extension to Brandt Avenue. These are discussed in more detail in the “Special Study Area” section.

Mass transit facility improvementsMass transit facility improvements are proposed at the intersection of 95th Street and Cicero Avenue. This is a key transfer area between Pace Routes 381, 395, and 383. The improvements include better pedestrian amenities, as well as improved signage and possible additions of bus shelters. This intersection is also a “Special Study Area.”

Specific Pace recommendations:

i. Work with Pace to explore opportunities to extend route 895 into the downtown area.

ii. Support Pace ART long term plan along 95th Street, as well as plans for Cicero Avenue. More specifically, the transfer between the ART and the Metra rail station is an important component of the corridor development and should include careful consideration of the location of the stop. For example, passengers alighting from the ART vehicle should be able to conveniently utilize the pedestrian passage through the shopping center.

iii. Convert flag stops to posted stops.

iv. New pedestrian amenities including new high tech shelters that are compatible and supportive of surrounding land uses.

Specific Metra Recommendations

The Village has been in discussions with Metra regarding thefollowing improvements:

i. Potential for increased service for the weekday schedule and additional weekend service. Metra is currently working on upgrades along the Southwest Service Line. These will improve service reliability. The Village and Metra should continue discussions towards expanded service as funding permits.

ii. The Village and Metra have been in discussions to address vacancies at the commuter garage. The Village may consider modifying current monthly permit parking to allow for additional daily fee parking. The Village is also considering garage improvements to support Town Center uses, such as reallocating portions of garage parking for retail. The Village understands the garage was constructed with federal funding and modifications require approval by the Federal Transit Administration. Per Metra, quantities of existing commuter spaces must be retained in the station area. The Village may consider adding on street commuter parking along 96th and Yourell to offset potential spaces reallocated from the garage. Per Metra’s future parking projections, demand for commuter parking will increase in the station area, requiring 250-500 additional commuter spaces. The Village and Metra may consider expanding the existing commuter lot at 95th Street and 51st Avenue to a future garage. Improved pedestrian crossings in the area would support enhanced access between the future garage and station.

KEY MAP




iii. Consider temporary food truck events within the Metra garage. During weekends and special events, the Village may consider working with Metra to permit food truck events within the first floor of the Metra garage. This will provide additional activity within the Town Center area.

ParkingRemove the on-street parking located on the north side of 95th Street from Brandt Avenue west for approximately 250 feet. This parking is unnecessary as it is located in front of an AT&T switching station. Removing this section of parking makes it possible to add a landscaped median in the center of the roadway to provide a safer pedestrian and vehicular environment. It is recommended that the Village works with Metra to evaluate the feasibility to reorganize lower level parking to allow shorter term business patrons to park on lower levels, relocating commuters to the upper levels. As mentioned earlier, reallocation of parking spaces in the garage is subject to approval by Metra and the Federal Transit Administration. Results, from a parking occupancy survey performed by GHA on August 8, 2013, during the midday when the lot was occupied by commuters and shoppers, are summarized and shown below.

• The overall garage is approximately 68% occupied during this time

• The permit parking on the first two levels is, on average, more than 90% occupied

• Non-permit parking on the 2nd and 3rd levels are, on average, more than 90% occupied

• There are enough available spaces on the upper levels of the garage that could be converted to permit parking to allow the 117 first floor parking spaces to be opened up for shorter term customer parking (non-permit).

• The ramps from levels 2 to 3 and 3 to 4 are 100% occupied

Roadway Section iv - ciceRo avenue to PulaSki Road


Streetscape and Roadway OperationsThis section contains approximately one quarter mile total of new raised landscaped median with the remainder as a painted median. Although the pavement width (curb to curb) remains the same,

this section contains on-street parking in some areas, most of which will remain. Therefore, the use of the existing pavement varies to include:

• On-street parking between Knox and Kolmar on the north side and Kolin to Tripp on the south side • Extra lane width on the outside lanes between Kilpatrick to Kolmar and Kolin to Keeler on the north and south side

This extra pavement width is used for wider sidewalks, landscaped medians, painted medians, and presumes the continuation of existing on-street parking on the north side from Knox to Kolmar. Some intersections would be limited to right turns in and out (RIRO). In most cases, this would be controlled by the construction of the new raised median. Within this section, there are multiple recommended cross sections. As an example, three of these typical cross sections are shown on Sections H/I/J.




EXHIBIT 4: CICERO AVE TO PULASKI RD




SECTION H

CIC

ER

O

PU

LAS

KI

95TH

KEY MAP

H




SECTION IKEY MAP

CIC

ER

O

PU

LAS

KI

95TH

KEY MAP

I

Proposed Traffic Signal




SECTION J

CIC

ER

O

PU

LAS

KI

95TH

KEY MA

J




Traffic controlA new traffic signal is proposed at Kilbourn Avenue as part of the Advocate Christ Medical Center expansion.

Pedestrian and Bicycle AccommodationsPedestrian improvements include updated pedestrian signal equipment with countdown timers and updated crosswalks. There are five intersections in this section that contain recommended pedestrian upgrades as follows:

• Kilbourn Avenue (proposed signal)

• Kostner Avenue

• Keeler Avenue

• Target/K-Mart/Home Deport Access Drive

• Pulaski Road

Circulation and Network ImprovementsNo circulation and network improvements are included.

Mass transit facility improvementsAs previously discussed, Pace is considering adding Arterial Rapid Transit (ART) along the 95th Street corridor.

ParkingIn this section, the plan proposes to remove the on-street parking located on the north side from Knox to Kolmar. This parking is located in front of an auto dealership and residential units with their own parking lot. Removing this section of parking makes it possible to add a landscaped median in the center of the roadway to provide a safer pedestrian and vehicular environment.

BIKE PLANThe proposed bike plan connects existing regional trails such as Wolfe State Wildlife Refuge and the Cal Sag Trail with open spaces such as Centennial Park and Stoney Creek Golf Course. Existing bike facilities such as the striped lane along 93rd Street is incorporated into the plan. Generally the bike plan recommends east west bike access along 91st Place, 93rd Street, 94th Street, 99th Street and 103rd Street. With north-south connections along Nashville Ave, 54th Ave and 52nd Ave. The use of shared on-street operations on local street (sharrow) is encouraged where opportunities exist.

Where bike routes intersect 95th Street at strategically placed north-south signalized intersections, wayfinding signage is recommended to direct bicyclists between the corridor and established bike routes. Ridgeland Avenue could serve as an important north-south regional connector.

The Village is encouraged to work with large employers such as Advocate Christ Hospital and St. Xavier University to promote biking as part of employee/student health. Pending success of this program, the Village may consider investigating the possibility of a capital bike share program, similar to the Divvy program in Chicago.

Example of sharrow marking Example of on-street bike lane

Example of off-street bike trial

KEY MA






Streetscape Recommendations | 2

STREETSCAPERECOMMENDATIONS

SECTION 2

While the roadway improvements recommended as part of the transportation section provide roadway definition and safety, they also represent an opportunity to contribute to community identity and placemaking.

The Village of Oak Lawn recognizes that 95th Street is an opportunity to demonstrate community identity via improved roadway lighting, landscaping, signage, decorative paving and seasonal planters. Within the Town Center, the Village has developed a pedestrian oriented streetscape that distinguishes the Town Center from the surrounding corridor areas. This corridor plan incorporates existing elements that can be preserved and makes recommendations for other elements which can be updated to meet current accessibility standards and Village vision.

The following urban design typologies are recommended:

• Existing streetscape elements to be modified - Roadway lighting; seasonal planter pots; decorative paving

• Proposed streetscape elements - Gateway treatments; landscape medians; sidewalks; lighting; intersections; alleyway and access from 95th Street; wayfinding signage

The exhibits presented in this section are organized into eight 1-mile sections as depicted in the exhibit, Overall Streetscape Roadway Sections.



2 | Streetscape Recommendations

EXISTING STREETSCAPE ELEMENTS TO BE MODIFIED

The following modifications to existing streetscape elements are proposed:

Globe lightsLight poles have become challenging to maintain. Also, the lighting style does not contribute to sustainable initiatives of Dark Skies and future LED technology. The plan recommends a light standard that can be employed along the entire corridor as a vehicular scale pole and also within the Town Center with a pedestrian arm attachment.

Future lights are proposed to have a hood that support full cutoff fixtures and the promotion of the Dark Skies Initiatives. Future lights should also be equipped to be modified with LED technology. Light standards will require approval by IDOT, including full photometric studies.

Seasonal Planter Pots Seasonal pots are a welcome addition to the streetscape as they provide seasonal color and vibrant holiday decorations. The pots are irrigated, connected to electrical power and well maintained. The plan recommends that those pots located closest to roadway intersections be relocated away from the intersections to maximize motorist visibility when making turning movements.

Decorative Paving Decorative paving is a positive element within the Town Center as it helps to define a safe pedestrian zone. Paving treatments at the intersection corners however do not meet current accessibility standards. The plan recommends that paving at the intersection corners be updated to meet standards.

PROPOSED STREETSCAPE ELEMENTS

Gateway TreatmentsGateway treatments are useful mechanisms to express community identity along the Corridor. The following existing landscaped gateways are prominent along the corridor:

• Signage treatments at the I-294 Bridge.

• Water tower mural and surrounding landscape treatments along the south side of 95th Street

• Masonry Gateway Signage at Pulaski Rd

• Animated Masonry Gateway Signage at Village Hall

Additional locations for landscaped gateway treatments follow below:

• Improvements to the Harlem Ave bridge and proposed new interchange as part of the Harlem Ave corridor. This may include signage, bridge parapet and railing treatments, decorative lighting, architectural treatments at abutment walls and landscape plantings along the embankment

• Landscape, sculpture and lighting in the existing right of way areas along the north side of 95th Street

• Gateway and wayfinding signage marking the entrances to the Town Center and key points along the Corridor

• Sculpture and signage strategically located within wide landscaped median sections.

Photo example of sculpture within a landscaped median.




Landscape mediansLandscape medians are proposed throughout the corridor as a unifying landscape feature and also as a means to control traffic and promote automobile and pedestrian safety. The traffic control benefits of the landscaped median include:

• Minimize left turn movements along 95th

• Minimize conflicts between eastbound and westbound travel lanes

Landscape medians are strategically located so as to continue to promote access to businesses.

The following median types are proposed throughout the plan:

RaiSed Paved medianS

• Where median widths are 5’-0” width and less, medians shall be treated with pavement. Pavement treatment may be standard concrete or treated with enhanced color and texture.

landScaPe medianS, naRRow

• Where median widths are between 5’-0” and 10’-0”, medians shall be treated with salt tolerant shrubs, perennials and groundcover. Irrigation systems are recommended to promote plant health.

Photo of a raised paved median.

Photo of a planted median.




landScaPe medianS, wide

• Where median widths are more than 10’-0”, medians shall be treated with salt tolerant trees, shrubs, perennials and groundcover. Irrigation systems are recommended to promote plant health. Uplighting is recommended at the bases of trees to promote community identity. Appropriately scaled sculpture and signage is recommended to promote community identity and to establish a thematic presence along the corridor.

SidewalksWithin the Town Center area, many existing sidewalks include a planted buffer between walkway and street. Elsewhere along the corridor, sidewalks are located along the back of curb line, creating an inhospitable pedestrian environment.

Widened sidewalks are proposed in the following locations as shown on the Streetscape Exhibits:

• Menard to Parkside

• 55th to 54th

• Hilton to Kolmar

Proposed Sidewalk treatments include the following:

• Where sidewalks are 9’-0” or wider: trees planted in grates. Trees shall maintain a 4’-0” setback from back of curb

• Upgrade curb ramps to meet current ADA standards

• Enhance pavement color and texture at intersection corners

• Add bollards at intersection corners to provide additional buffering for pedestrians waiting to cross the street.

Wide landscaped medians are opportunities for gateway planting treatments. Wide sidewalks with trees planted in grates, maintain a clear zone for pedestrian traffic.




LightingDecorative roadway lighting is recommended throughout the corridor. Proposed light standards should incorporate vehicular scale fixtures, pedestrian height attachments and banners. Although IDOT does not currently permit LED lighting on state controlled routes, the proposed light fixture should be of a type that can be easily modified to accommodate future LED use. Light pole spacing should be dictated by photometrics. Final layout, photometrics and light pole style must be approved by IDOT.

IntersectionsAll signalized intersections should be improved to promote safe pedestrian and bike crossings. The following treatments are recommended at intersection areas:

• Relocate stop bars and crosswalk striping to provide the shortest distance of travel across the street.

• Incorporate median refuge islands as appropriate

• Add color and texture to crosswalks to delineate a safe pedestrian zone

• Add pedestrian countdown timers, flashing beacons and lighting to delineate a safe pedestrian zone.

Alleyway and access from 95thThe alleyway development is addressed in the site development concept chapter. Visible and physical access to the alleyway development is critical along 95th Street. Intersection corners, parking areas and spaces between buildings are opportunities to draw visitors into the alleyway area. These areas should be treated with the following:

• Pole mounted or building mounted signage

• Public Art

• Decorative lighting

Vehicular scale lighting with pedestrian mounted fixture and banner.

Enhanced pedestrian crosswalk. Public art can represent Village identity through text, light and sound.




Wayfinding signageStrategically placed wayfinding signage promotes community identity as well as directs visitors in and around the community. Sign structures are pole mounted or masonry clad to reference existing Village gateway sign themes. Sign panels are aluminum panels. Sign copy is designed to provide high reflectivity and contrast.

Application of Streetscape TreatmentsThe following exhibits show the applied streetscape improvements such as landscape medians, sidewalk widening, gateway/directional signage and bike facilities along 95th Street.

See Section 1: Transportation and Transit Recommendations for roadway sections.




OVERALL STREETSCAPE ROADWAY SECTIONS




























Site Development Concepts | 3

SITE DEVELOPMENT CONCEPTS

SECTION 3

Perceptions of corridor quality are the combined result of right of way treatments and private developments which abut the corridor. This section addresses enhancements and redevelopments that can be made within privately held properties that have a physical and economic impact on the corridor as a whole.

The following opportunity and enhancements sites are identified to promote community identity and a high quality of development expected by the Village. Enhancements include features such as landscape improvements, site improvements and non-structural façade enhancements. Redevelopment sites anticipate total redevelopment of properties. These scenarios are supported by conceptual site calculations and market demographics.

DEVELOPMENT PLAN CONCEPTS ECONOMICS

Businesses and developers investing in Oak Lawn face a market that was stalled by the 2008 economic downturn but is now showing signs of life especially the market for medical office. Oak Lawn’s regional position as a job center with high visibility on busy arterial streets makes it a leader in the market’s recovery. Although 95th Street has new medical offices, new retail space has not been added along 95th Street. The lack of new space means Oak Lawn does not have an ideal building configuration for modern businesses. Overcoming this challenge requires a market strong enough to support the high costs associated with redevelopment of occupied properties compared to communities where cleared or vacant development sites that are more affordable.

This feasibility summary of the preferred conceptual development plans respects this economic framework, as it examines the public and private investment necessary to support each concept.

DEVELOPMENT SITE SCENARIOS

Oak Lawn development sites were selected to model development scenarios that respond to current market conditions and also to demonstrate the design guidelines that were addressed in the Design Guidelines chapter. The following development sites are included:

1. Beatty Lumber Yard Site – mixed use redevelopment site option

2. KMART Shopping Center – enhancement site option and redevelopment site option

3. Oak Lawn Community High School – enhancement site

4. Alleyway Development – reorganization of rear alleyway and Town Center parking areas

5. Model Block Façade Enhancements – façade enhancements

6. Cicero Avenue and 95th Street Intersection – enhancements and development to promote Pace bus use and commercial outlot development







OPPORTUNITY SITES (HARLEM TO RIDGELAND)




OPPORTUNITY SITES (RIDGELAND TO CENTRAL)




OPPORTUNITY SITES (CENTRAL TO CICERO)




OPPORTUNITY SITES (CICERO TO PULASKI)







A description of each site follows below:

Beatty LumBer yard Site, Site PLanning >> The purpose of this site plan is to promote the Town Center as a place by adding active uses and a daytime market with access to Metra.

>> East and west buildings are three stories each and comprise one development.

>> Land use is mixed use with restaurant at the 1st floor and offices above. The development economics that follow examine office uses and educational uses as alternatives.

>> Building form is setback behind parking along 96th Street. Building is also setback behind a dining terrace and extension of the alleyway bike route system along the Railroad Tracks. The building should incorporate a tasteful building icon and/or signage to encourage visibility from 95th Street.

>> Parking is provided within underground structure, at grade parking, and 96th Street.

>> Roadway network preserves the at grade crossing along 52nd Ave. Tulley Ave is widened to provide two way access. Existing dedicated Metra parking spaces are recommended to remain.

>> Urban design features include the following:

a. Outdoor dining terrace and connection to the Alleyway development. This area is an opportune location for signage and sculpture.

b. Park expansion for the small green space towards the west

c. Improved pedestrian crossing to connect the alleyway connection to Cook Avenue north of the railroad tracks.

Comments

>> Although these concepts provide medical office supported by market rate rents, the underground parking that makes plazas possible will require a financial subsidy to be feasible.

>> The Concept’s value would increase if space is all preleased; this scenario examines speculative building. Reducing risk through preleasing is an important way to fill the gap. Reducing the required return on the Concept from 11% to 8% would remove the gap and therefore the need for a Village financial subsidy.

>> Land value, the price of the Beatty site and clearing it, should be approximately $1.5 million. The previous proposal for a one-story building covers that cost because the surface parking is much less expensive that the structured parking needed for the proposed concept

>> The Net Present Value (NPV) of 20-years of new tax revenue produced by the concepts provides a general estimate of the funding potential from municipal and corporate bonding. Twenty years is a typical bond term. Since the existing TIF expires in less than 20-years, a TIF extension would be required to obtain these funds. Realistically, one would issue municipal bonds for no more than 1/2 of the revenue and retire corporate bonds or pay as you go for the balance of the revenue. That would be $2 million bonded to fill the financial gap and about $4 million over the life of the TIF for other projects or public improvements.

>> Other options include reducing the parking requirement by sharing the Metra garage with the restaurant use.




BEATTY LUMBER YARD SITE PLAN

This concept recognizes that the Village isopen to public-private partnership.

Do not enter; signage directs traffic away from neighborhood and north to 95th St




Beatty lumBeR – tRaffic conSideRationS

>> Creation of a new drop-off area next to the Metra tracks

>> New access to garage from the west

>> Two proposed drop-off locations along 96th Street in front of the proposed mixed use developments

>> Widen Tulley Avenue to accommodate two-way travel and parking on both sides of the street

>> Add on-street parking at 96th Avenue

>> Incorporate bike access adjacent to the tracks (seperated by a fence from the railroad right of way) with an improved bike crossing aligned with Cook Avenue BEATTY LUMBER YARD SITE PLAN: View Looking Southeast 52nd / 95th

BEATTY LUMBER YARD SITE PLAN: View Looking Southeast Cook / 95th




BEATTY LUMBER YARD SITE PLAN: View Looking East




muSeum drive extenSion, Site PLanning

>> The purpose of this enhancement plan is to create a destination that is unique to the Town Center. As the alleyways are controlled by the Village and the Village has already developed some municipal parking lots in this area, the Alleyway Development can become a unique outdoor environment that promotes placemaking in the Town Center.

>> Access to the Metra Garage is restricted at Tulley Ave, thereby creating a pedestrian first environment between the garage and Metra station.

>> Parking areas are interconnected, maximizing vehicular storage.

>> Spaces between parking lots and buildings are reserved for people places and should be reflective of the adjacent uses, such as a children’s play garden adjacent to the Children’s Museum; outdoor dining adjacent to restaurants; outdoor seating areas, interactive public art, and an interpretive walk that interprets the culture and history of the Village.

>> To ensure success, the Alleyway Development requires participation by adjacent property owners. Enhancements to rear facades, including additional retail entrances, will contribute to an active and welcoming space.

muSeum dRive extenSion, tRaffic conSideRationS

>> Extension of Museum Drive to the intersection with Brandt Avenue. This will include both the village owned ROW and additional ROW to be acquired, also requiring an improved roadway section from Tulley Avenue to Brandt Avenue.

>> Creation of a new “kiss and ride” drop off pick up area. This will include a roundabout north of the existing truncated 51st Avenue. The roundabout will provide connections to the existing parking garage.

>> Reorganization of parking along Museum Drive to allow for improved shared parking amongst commercial uses.

>> Create an additional two-way garage access on the west side of the building. The new access on the west side of the deck and reconfigured access to the north side would require a detailed traffic analysis, review and approval by Metra and notification to Federal Transit Administration.

>> Close Tulley Avenue from the new roundabout to the westerly portion of the garage and covert to a pedestrian plaza with access for emergency vehicles.

Rear facade and alleyway improvemtns enliven the alley area. The alleyway development can become a unique pedestrian first environment. Shown above is 21 Swings, an interactive public art installation in Montreal, Canada.




MUSEUM DRIVE EXTENSION VISUALIZATION

Reconfiguration of the garage access closes the road to daily traffic, allowing emergency vehicles only. This promotes a pedestrian first environment including landscape, signage and sculpture.




ALLEYWAY DEVELOPMENT VIEW TO WEST




ALLEYWAY DEVELOPMENT SITE PLAN




Kmart ShoPPing Center, Site PLanning

>> Two site plan scenarios are contemplated that both treat the intersection of Pulaski Road and 95th Street as a gateway development into the corridor from the east.

a. Concept 1 contemplates an educational use tenant occupying the KMART building.

i. Land Use is an educational or institutional tenant located within the existing building shell.

ii. Building Form remains intact and is enhanced with new modern façade, signage and landscape treatments. These are intended to reflect the Target development located north of this center.

iii. Parking requirements are different between educational uses and retail uses. Therefore a section of parking in front of the building entrance is converted to a green commons area, providing a useful outdoor space for students in a campus environment.

iv. Roadway network remains intact.

v. Urban Design includes the following amenities:

1. Campus green commons area

2. Perimeter landscape treatments

3. Interior parking lot landscape treatments

b. Concept 2 contemplates a redevelopment as a commercial center.

i. Land Use includes single story large format retail, existing Longhorn Steakhouse, and new restaurant.

ii. Building Form includes the large format retail oriented such that it presents to the corner of 95th and Pulaski as a gateway development. Existing and new restaurants are positioned such that they front onto landscaped detention ponds, reinforcing the gateway identity to the east.

iii. Parking supports the large format retail and restaurants as individual parking pods defined by perimeter and interior landscaped areas.




iv. Roadway network remains intact win a boulevard entry drive and landscaped internal drives.

v. Urban Design includes the following amenities:

1. Bioswales

2. Landscaped basins

3. Walking paths

4. Permeable pavers

Comments

>> Redevelopment at this site will not happen with K-Mart as going concern. If K-Mart announces it is closing, the Village must react fast to get another high volume retailer rather than a lower volume second generation business. As is typical in recruiting high volume anchors, the Village would be expected to offer significant financial incentives to obtain the sales taxes associated with a business that could generate $500,000 to $1 million in annual sales tax revenue. That development financing gap could be filled by a combination of TIF revenue and sales tax rebates.

>> Elements of the concept could be done piecemeal by adding outlots in advance of the main structure redevelopment.

>> This is definitely not a build it and they will come situation. With tenant risk reduced, the gap decreases.

>> The key to maintaining the sales tax from this property is being flexible to the needs of potential high volume tenants.

kmaRt Site, tRaffic conSideRationS

>> Maintain existing traffic signal and connectivity to Target, Home Depot, Jewel Development towards the north

>> Service access and loading occurs at the building rear

>> Main access is provided via a landscaped entry drive and roundabout




KMART SITE PLAN: Redevelopment as a Commerical Center

This concept recognizes that the Village isopen to public-private partnership.




KMART SITE PLAN: View Looking West




KMART SITE PLAN: Conversion to Institutional Use




oak lawn community HigH ScHool, Site Planning

>> The purpose of this enhancement plan is to improve traffic circulation within the high school and appearances of the high school campus from the public right of way.

>> Two concepts are depicted and include the following amenities:

a. Intersection improvements at 95th Street and SW Highway including realigned crosswalks, median refuge islands, pedestrian countdown timers

b. Pace Pull Off and Shelter at 95th Street

c. Landscape and signage within a designated 20’-0” setback along 95th Street

d. Consolidated student and staff parking lots at the south

e. Existing student parking may become relocated practice fields

f. Relocated and enhanced pedestrian bridge with High School and Community Identity signage

g. Two alternative circulation plans depict the following:

i. New drive access along the east building frontage and relocated visitor functions relocated to the north

ii. New drive access aligned with Monitor Ave directs traffic to a proposed signal at 93rd Street and SW Highway.

oak lawn community HigH ScHool, tRaffic conSideRationS

>> Reorganization of the south parking lots, relocating student and staff parking to east of Austin Avenue

>> Addition of off-street bus turnout in front of the school on 95th Street

>> Additional school pick-up at north side of school

a. Utilize Austin Avenue for queuing in conjunction with east-west driveway

b. Create new north-south connector drive to 93rd Street

c. New traffic signal at 93rd Street or at north entry drive pending traffic studies




OAK LAWN COMMUNITY HIGH SCHOOL SITE PLAN




OAK LAWN COMMUNITY HIGH SCHOOL: NEW PEDESTRIAN BRIDGE

Example of a decorative pedestrian bridge along Washington Avenue in Madison, Wisconsin .

LaGrange College pedestrian bridge, LaGrange, Georgia.




modeL BLoCK Façade enhanCementS

>> The purpose of this enhancement plan is to demonstrate non structural improvements that can be made to existing facades within the Town Center.

>> Enhancements include cornice restoration, fabric awnings, building mounted signage, blade signs, gooseneck and decorative lighting, roof mounted signs, masonry cleaning and paint.

>> These enhancements can be made by individuals or groups of property owners.

MODEL BLOCK FACADE ENHANCEMENTS




CiCero avenue and 95th Street interSeCtion, Site PLanning

>> The purpose of this enhancement plan is to support pedestrian and Pace bus use at a busy intersection with a large amount of bus transfers.

>> Crosswalks and stop bars are reconfigured at the intersection to create a shortened pedestrian crossing distance.

>> Median refuge islands.

>> Textured and colored pavement at pedestrian crosswalks reinforce enhanced visiblity and awareness at the pedestrian crossing area

>> Pedestrian countdown timers and flashing beacons reinforce safe pedestrian crossings

>> Pace Pull Off Area with Shelter

>> Outlot development with pedestrian access from the Pace Shelter Area

ciceRo avenue and 95tH StReet inteRSection, tRaffic conSideRationS

>> Creation of an off street bus turnout and new shelter east of Cicero Avenue on the south side of the street

>> Pedestrian improvements

a. Countdown timers

b. Realignment of crosswalks

c.. ADA enhancements

d. White Castle access drive to be converted to a RIRO

Median refuge island

Bus shelter and coordinated site furnishings

Colored and textured pedestrian crossing




CICERO AVENUE/95TH STREET SITE PLAN



Design Guideline Recommendations | 4

The 95th Street Corridor has long functioned as the economic backbone of the Village. Yet the community is working to reclaim this street as a place that also supports a welcoming downtown environment, improved pedestrian safety and community pride.

The function and appearance of the corridor is a result of treatments in ROW and properties that abut the ROW. Design guidelines are established to ensure that development along the Corridor reflects an environment that continues to be business friendly, pedestrian-safe and reflective of community identity.

Design guidelines are not intended to stifle creativity, but to create a framework of best design practices that will promote high quality design within the Village. Community Identity and Corridor Character Zones are identified in the Appendix, page A31.

DESIGN GUIDELINERECOMMENDATIONS

SECTION 4



4 | Design Guideline Recommendations

PARKING LOT LOCATION

Recommended locations for parking lots are as follows:

tranSitionaL town Center / town Center • Located to the side or rear of the principal building on the lot.

individuaLLy ServiCed CommerCiaL Lots• Two bays of parking located in front of the principal building with the balance of parking located to the side of the principal building. Perimeter landscape treatments required.

regionaL eaSt Corridor anChorS • Two bays of parking located in front of the principal building with the balance of parking located to the side of the principal building. Perimeter landscape treatments required.

VEHICULAR ACCESS

• The number of curb cuts should be minimized to maintain a continuous edge along 95th Street.

• Vehicular cross access is recommended between abutting sites as a means of reducing the number of vehicle access points and driveway/ sidewalk conflicts.

PEDESTRIAN CONNECTIONS

• Clearly defined pedestrian connections should be provided to link public sidewalks, building entrances and other areas of pedestrian activity such as street crosswalks, public facilities, Pace bus stops and the Metra station.

• Pedestrian connections should be a minimum of 5 feet wide and may be delineated by a 6-inch vertical curb.

FREESTANDING SIGNSindividuaLLy ServiCed CommerCiaL Lots • Monument style masonry signs preferred. Signs mounted on columns are permitted if constructed of masonry materials. Signs should be landscaped around the sign base.Externally lit signage is recommended. Internally lit signs are permitted

town Center

• Monument style masonry signs with landscaping around the sign base. Externally lit signage is recommended. Internally lit signs are permitted

Modest ‘teaser’ parking fronts the corridor. The balance if parking is located beside or behind buildings.

Pedestrian access between the corridor and commercial uses. Masonry monument signage.




tranSitionaL town Center

• Monument style masonry signs preferred. Signs mounted on columns are permitted if constructed of masonry materials. Signs should be landscaped around the sign base. Internally lit signage is allowed. Externally lit signage is encouraged. Internally lit signs are permitted

regionaL eaSt Corridor anChorS

• Monument style masonry signs preferred. Signs mounted on columns are permitted if constructed of masonry materials. Signs should be landscaped around the sign base. Internally lit signage is recommended

PROJECTING SIGNS

Projecting signs are recommended in the Town Center and Transitional Town Center areas to promote pedestrian orientation. Projecting signs are recommended to be located at the first floor, below the parapet. Projecting signs are accepted at the building roof provided that sign support elements are understated and not elaborate in their expression. Externally lit signage is preferred. Internally lit signage is allowed.

SITE LIGHTING

To unify the appearance of the corridor, parking lot lighting is recommended as designated below:

town Center and tranSitionaL town Center

– vehicular scale light poles with pedestrian mounted fixtures.

individuaLLy ServiCed CommerCiaL Lots and regionaL eaSt Corridor anChorS

– vehicular scale light poles.

BUILDING SCALE AND PROPORTIONProjecting signs mounted to building facade. Example of Town Center lighting.




In addition to meeting the specific design standards set forth in the following sections, all buildings within the Town Center and Transitional Town Center must meet the following general design standards.

• Windows and column placement, location of doorways and other architectural features and details should be used to organize the facades of larger buildings, creating vertical divisions that minimize the appearance of long, blank walls.

• Multiple storefronts that are part of the same building must have complementary facade design (including cornice, signage, color, details) Externally lit signage is recommended.

BUILDING DESIGN STANDARDS AND GUIDELINES

Building Placement and Orientation • When new buildings are planned as part of a planned unit development, they may be placed behind a modest parking lot, consisting of two bays of parking.

• When new buildings are planned as infill, they should be placed at or within ten (10) feet of the public sidewalk line. • A reduced front yard setback may be permitted to promote high-quality building and landscape design.

• Buildings should be oriented with front facades facing 95th Street. Where buildings abut rear alleyways, rear facades should be improved with rear entrances, signage, and lighting.

Architectural Style • When original Town Center buildings may have been covered, care should be taken in exposing, repairing and enhancing them.

• Building additions and improvements in the Town Center should reference the original architectural details as appropriate.

• Architectural style along Corridor areas outside of the Town Center need not match any particular style, but should reflect high quality architectural design.

• Sustainable architectural systems and materials are recommended throughout the corridor.

Quality building materials and human scale amenities such as storefronts, awnings, lighting, signs and landscaping contribute to a pedestrian oriented environment.




Building Materials • New buildings should be constructed of high quality materials, including masonry, glass, metal and stucco. The use of EIFS or Dryvit as the primary exterior material should be prohibited on the ground floor and should be reserved for upper floor detailing only.

• Rehabilitated buildings should be restored and maintained with original building materials.

• Rough sawn wood, aluminum siding, rustic shingles and plastic panels should be prohibited exterior materials in the Town Center.

Entrances • At least one (1) public entrance should be located along the 95th Street frontage. Corner buildings may incorporate recessed or angled corner entrances.

• One (1) entry accessed from the alleyway is recommended.

• Doors should be compatible with the architectural style and character of the façade and should include building address numbers.

Windows • Incorporate storefront proportions and display windows that allow views into the interior of the building from the street frontage.

• Glazing should be clear, not dark or reflective.

Rear Facades • Facades should be clean and well maintained.

• Dumpsters, service areas and outdoor storage should be screened from view from all public areas.

• Public rear entrances should be well- marked, illuminated and similar in design to front entrances.

Rooflines and Parapets • New buildings should reference established treatments and cornice lines of existing buildings.

• Roof parapets should extend beyond rooftops to screen roof-mounted mechanical equipment.

• Sloped mansard and shake roofs are not appropriate for the Town Center.

Rear facade enhancements include signage, lighting, planting and furnishings.




Awnings and Canopies • Provide at least eight (8) feet of clear space above the sidewalk.

• Awnings and canopies should not cover architectural building details. They should be fit within the framework of the storefront.

• Awnings and canopies should be durable canvas or fabric and easy to maintain.

• Shingle and mansard canopies should be avoided.

• Back-lit canopies should be avoided.

Building Mounted Lighting • Exterior light fixtures should be compatible with the storefront proportions and architectural design.

• Ornamental and goose-neck light fixtures are appropriate for illuminating building entrances and signs.

• Incandescent lighting creates a warm atmosphere and should be encouraged for store signage and accent lighting. Colors should complement the building façade.

Building Mounted Signs • Exterior signs should complement the architectural style of the building.

• Raised individual letters mounted directly to buildings are encouraged.

• Signage elements should not cover architectural details.

• Small signs and logos applied to glass windows and doors at street level are encouraged.

• Unused signage, hardware and electrical conduit should be removed and building surface repaired.

Gooseneck lighting and building signage. Building mounted signs.




DESIGN GUIDELINES APPLICATIONSINDIVIDUALLY SERVICED COMMERCIAL LOTS

c a

b

e

f

d

a) Perimeter landscape screening should be required between parking area and sidewalk.

Minimum landscape setback: 7’-0” width. Landscape treatments shall include 42” ht ornamental fence, salt tolerant trees and shrubs.

b) Sign support structures should be faced with masonry materials. Sign structures should be landscaped around the sign base.

Minimum landscape planting bed: 3’-0” width. Landscape treatments shall include salt tolerant shrubs and / or groundcover.

c) Redundant curb cuts should be ommitted. Cross access between land uses is encouraged.

d) Landscape setbacks should be required to screen parking area from adjacent users.

Minimum landscape setbacks: 6’-0” width for landscape treatments, 3’-0” width for fence treatments

e) Interior landscape islands should be required a minimum of every 15 spaces

Minimum landscape island width: 9’-0”.

Landscape treatments shall include salt tolerant trees, shrubs and groundcover.

e) Redundant curb cuts should be ommitted. Cross access between land uses is encouraged.

f) Facade enhancements should include canopies or awnings, decorative lighting and attractive signage




DESIGN GUIDELINES APPLICATIONSTRANSITIONAL TOWN CENTER

a) Landscape setbacks should be required to screen parking area from adjacent users.


b) Trash enclosures should be required to screen dumpsters. Enclosures may be masonry, wood or metal and should be 6’-0” height.

c) Perimeter landscape screening should be required between parking area and sidewalk.


d) Interior landscape islands should be required a minimum of every 15 spaces.



e) Redundant curb cuts should be ommitted. Cross access between land uses is encouraged.

c

a b

e

cd

a




DESIGN GUIDELINES APPLICATIONSTOWN CENTER

a) Landscape setbacks should be required to screen parking area from adjacent users.


b) Perimeter landscape screening should be required between parking area and sidewalk.


c) Interior landscape islands should be required a minimum of every 15 spaces.



d) Facade enhancements should include canopies or awnings, decorative lighting and attractive signage. Blank walls are opportunities for mural art panels and trelliage.

e) Non-functioning sign supports should be removed.

f) Planters near roadway intersections should be relocated

f

a

b

e

c

d




DESIGN GUIDELINES APPLICATIONSTOWN CENTER - REAR FACADES

a) Trash enclosures should be required to screen dumpsters and utilities. Enclosures may be masonry, wood or metal and should be 6’-0” height.

b) Landscape plantings should be provided within the existing planting bed. This area is also a sculpture opportunity site.

c) Wayfinding signs should be incorporated at pedestrian walkways to connect commuters to the downtown area beyond.

d) Rear facade enhancements should include mural art panels, trelliage, attractive signage, and decorative lighting. Rear facade enhancements should be considered at all rear facades which abut the railroad tracks.

c

ab

d




DESIGN GUIDELINES APPLICATIONSREGIONAL EAST CORRIDOR ANCHORS

a) Perimeter landscape screening should be required between parking area and sidewalk.


c) Interior landscape islands should be required a minimum of every 15 spaces.



d) Sign support structures should be faced with masonry materials. Sign structures should be landscaped around the sign base.

Minimum landscape planting bed: 3’-0” width. Landscape treatments shall include salt tolerant shrubs and / or groundcover.

e) Facade enhancements should include canopies or awnings, decorative lighting and attractive signage. Blank walls are opportunities for mural art panels and trelliage.

f) Pedestrian walks should be provided to connect building entrances with sidewalks and bus stops along 95th Street.

f

a

b

e

c

d




LAND USE AND ZONING RECOMMENDATIONS

SECTION 5

Land Uses along 95th Street should reinforce the Corridor as a quality destination within the south suburbs. Oak Lawn’s Town Center in particular should be reinforced as the cultural center of the community. Land uses in the Town Center include community oriented uses such as the Village Hall, Library, Police and Fire Departments. Other non-Village uses such as the Children’s Museum, Metra Station, VFW and various shops and dining support the Town Center as the hub of community life. This is described in the following land use plan, Future Land Use Plan.

The Village is encouraged to continue to maintain Village services and commercial uses in the Town Center. However, visual and physical access to these properties is critical as traffic along 95th Street makes pedestrian and automobile access challenging. Design guidelines are recommended in Chapter 4 to improve the appearance and function of properties within the Town Center and along the corridor.



5 | Land Use and Zoning Recommendations

IMPLEMENTATION OF ZONING STANDARDS

The Design guidelines recommended in Chapter 4 include suggested modifications to design treatments of developments, including site design, building architecture, landscape treatments and lighting. These recommendations are intended to enhance the overall function and appearance of properties along the corridor.

The Village has choices regarding how to implement Design Guidelines. Implementation may include modifications to the Village’s zoning ordinance or creation of a Corridor Overlay district.

DEVELOPMENT REVIEW PROCESS

The municipal code should be very clear about Oak Lawn’s vision and what is expected of the development community. Currently the code addresses development review procedures in various locations throughout the code. The Village may consider amendments to the zoning ordinance that clarify the development review process. This may include either of the following two scenarios:

1. Prepare revisions to the code that address all development review issues in one section, or:

2. Create a guide to development review and approval that references the code, but is more user friendly and includes simple illustrations and diagrams.

Downtown Farmers Market Wednesdays

Oak Lawn Metra Station

The Children’s Museum near the Metra Station



Land Use and Zoning Recommendations | 5

FUTURE LAND USE PLAN




TOWN CENTER BUSINESSES

The corridor plan supports downtown businesses and a transit oriented land use mix.




SignageThe code includes provisions for pole or ground signs as follows:

1. Pole signs may be 24’ to 45’ maximum height. 24’ height is applied to a 50’ wide lot. A sliding scale is used to reach the 45’ maximum which can only be applied to a 260’ wide lot.

2. Ground signs are 24’ ht with a 300 square foot sign size.

To reinforce the downtown area as a pedestrian friendly environment and to support the remaining corridor areas as high quality, signage recommendations follow:

1. Within downtown - free standing signs

a. Sign support materials to be constructed or faced with masonry materials.

b. Sign bases to be landscaped a minimum of 6’ width all sides.

c. Billboard advertising signs not permitted in the downtown area.

2. Within downtown – building mounted signs

a. Signs shall not protrude into the ROW

b. Signs mounted to facades or rooftops to be supported by simple columns and brackets. No elaborate truss support structures permitted.

c. Internally lit signs permitted, externally lit signs preferred

3. Corridor areas beyond downtown

a. Sign support materials to be faced with masonry materials.

b. Sign bases to be landscaped a minimum of 6’ width all sides.

Free standing masonry sign Free standing sign to be constructed with high quality masonry materials

Building blade sign supported by simple decorative brackets




CROSS ACCESS BETWEEN LAND USES

Cross access between land uses is not addressed in the municipal code. This is an effective mechanism to minimize traffic along the corridor, promote interconnections between land uses, and maximize pedestrian walkways.

Parking lots may be constructed in the near term with ‘stubs’ for future connections as properties redevelop.

The Village may consider amending the code to provide incentives for those developments who participate in a cross access program.

FRONT YARD BUILDING SETBACKS

The Current front yard setback standard is 5’ width. Given the high speed and traffic along the corridor, the Village may consider increasing the setback to 10’ width to create additional landscape buffering and beautification along the corridor.

The Village may consider amending the code to modify the required setbacks from 5’-0” width to 10’-0” width. If necessary, developments may apply for a special use permit for a 5’-0” setback.

LIGHTING STANDARDS

The code does not address light pole standards.To unify the overall appearance of the corridor, a common lighting style may be considered for private developments.

The Village may consider offering the development community a suite of lighting styles, including pedestrian and vehicular light poles.

LED lighting standards should be encouraged to promote dark sky initiatives and to maintain existing Village standards on surrounding residential streets.

Cross access promotes interconnections between land uses and helps reduce traffic conflicts along the corridor.

A common lighting style that supports LED technology and Dark Skies Initiatives will reduce glare and excess lighting along the corridor

Development setbacks expanded from 5’ to 10’ in the Town Center will provide additional buffering and pedestrian comfort along 95th Street




LANDSCAPE STANDARDS

The code does not address landscape standards.To unify the appearance of the corridor and to buffer the edges between the 95th Street corridor and adjacent developments, recommended landscape standards may be organized as follows:

i. Parking lot perimeter landscape

1. 7’ minimum width

ii. Parking lot interior landscape

1. 1 landscaped parking space per 15 car spaces

iii. Building foundation landscape

1. 4’ minimum width

iv. Buffering between commercial and surrounding residential uses

1. 6’ minimum width for screening plantings

2. 3’ minimum width for masonry or opaque wood fence

SUSTAINABLE SITE INCENTIVES

To promote sustainable practices, the Village may consider offering incentives for developments to incorporate sustainable elements within the site design. This would be effective in promoting best design practices as well as expressing Village initiatives towards sustainability.Sustainable elements may include:

1. Permeable paving standards that encourage portions of pavements to be treated with permeable paving;

2. Light colored pavements to reduce the impacts of heat island effects;

3. Raingardens and bioswales that reduce and filter surface runoff;

4. Locally sourced landscape materials;

5. Native or native derived plant species;

6. LEED certified buildings;

7. Recycled building materials;

8. Sustainable building systems;

9. LED lighting;

10. Drip irrigation systems.

To provide buffer and beautification, parking lot perimeter landscape shall be 7’ minimum width

Promote the use of native species in the landscape

Encourage parking areas to be treated with permeable paving

Interpretive signage helps promote Village sustainability initiatives




COMMUNITY EVENTS AND FOOD TRUCKSThe current code does not permit food trucks within the Village. Based on community and Village interest, food truck events are recommended within the Town Center as a method to increase activity in the Town Center. The Village may consider working with Metra to permit food trucks within the lower level of the existing Metra garage. The Village may investigate modifications to the code to permit food truck uses.



Economic Development Strategies | 6

With more than 40,000 vehicles per day traversing Oak Lawn’s 95th Street corridor, the eyes of the region are on the buildings and streetscapes lining the corridor. This image-making potential establishes the strategic importance of the appearance and function of the corridor.

The Implementation Action Plan that follows establishes goals, specific objectives, and time-phased actions designed to carrying out the vision established for the corridor in this plan.

The implementation plan is organized by the following topics:

• Transportation Goals • Streetscape Goals • Design Guidelines, Zoning and Land Use Goals • Economic Development Goals • Transportation and Streetscape Enhancement Funding Opportunities

IMPLEMENTATION SECTIONSECTION 6



6 | Economic Development Strategies

TRANSPORTATION GOALS




TRANSPORTATION GOALS, CONTINUED












STREETSCAPE GOALS




STREETSCAPE GOALS, CONTINUED




STREETSCAPE GOALS, CONTINUED




DESIGN GUIDELINES, ZONING AND LAND USE GOALS




DESIGN GUIDELINES, ZONING AND LAND USE GOALS, CONTINUED












ECONOMIC DEVELOPMENT GOALS




ECONOMIC DEVELOPMENT GOALS, CONTINUED
























95TH STREET TRANSPORTATION AND STREETSCAPE ENHANCEMENT FUNDING OPPORTUNITIES




95TH STREET TRANSPORTATION IMPROVEMENT COSTS

MethodologyThe following represents conceptual roadway and streetscape budget costs. These costs were derived from aerial photography and are provided for Village budgeting purposes only.

Costs are organized by project area and project phase. Costs are organized by the following 1-mile roadway segments:

Segment 1 Harlem to RidgelandSegment 2 Ridgeland to CentralSegment 4 Central to CiceroSegment 4 Cicero to Pulaski

Costs are organized by the following phases:

Phase 1 Roadway ImprovementsPhase 2 Streetscape Improvements

The following assumptions were utilized in calculating the budget estimate:

1). Enhanced ped Xing = $300,000 includes countdown timers, curb work to reduce walking distance, and enhanced crosswalks

2). Raised Concrete Median = $500,000 per mile includes decorative paving and removing existing striping

3). Landscape Median = $600,000 per mile includes raised curb and modest landscape features

4). Access Control = $100,000 each includes curb work, sidewalks, and minor internal modifications for cross access: Note: Costs are for intersections without new barrier median

5). New Traffic Signal = $300,000 includes interconnect, Emergency Vehicle Preemption, and enhanced crosswalks

6). Sidewalk Widening = $200,000 per mile

7). Street Trees in Grates = $3,000 includes 3”caliper tree, metal tree grate and soil

8). Median Gateway Plantings = $125 linear foot includes a trees, shrubs, perennial/ grasses and soil/mulch

9). Median Pavers = $18 sq. ft. includes decorative pavers at Landscape Median less than 6’ width

10). Signage - Gateway = $75,000 each includes gateway, lighting, and masonry

11). Signage - Directional = $5,000 each includes metal sign mounted to roadway light

12). Site Furnishings = $1,500 each includes metal benches and trash receptaces

13). Roadway Lighting = $10,000 each includes decorative light, pedestrian light attachment and hanging baskets

TOTAL COSTS

PHASE 1: $9,736,666PHASE 2: $3,116,300SUBTOTAL: $12,852,966

CONTINGENCY $2,570,593@ 20%:

TOTAL: $15,423,559




1/3 mile @ $600,000 per mile $200,000

Phase 1 Roadway Improvements - Segment 2 Ridgeland to CentralLandscape Median

2/3 mile @ $500,000 per mile $333,333

Raised Concrete Median

3 locations @ $300,000 each $900,000

Enhanced Ped Xing

2 locations @ $100,000 each $200,000

Access Control

1 location @ $300,000 $300,000

New Traffic Signal

1.7 mile @ $200,000 per mile $340,000

Sidewalk Widening

Phase 1 Subtotal $2,273,333

125 locations @ $3,000 each $375,000

Phase 2 Streetscape Improvements - Segment 2 Ridgeland to CentralStreet Trees in Grates

200 feet @ $125 linear feet $25,000

Median Gateway Plantings

4,200 Sq. feet @ $18 Sq. feet $75,600

Median Paving @ Landscape Median less than 6’

0 location @ $75,000 each $0

Signage - Gateway

0 location @ $1500 each $0

Site Furnishings

50 locations @ $10,000 each $500,000

Roadway Lighting


9 locations @ $5,000 each $45,000

Signage - Directional

1/2 mile @ $600,000 per mile $250,000

Phase 1 Roadway Improvements - Segment 1 Harlem to RidgelandLandscape Median

1/2 mile @ $500,000 per mile $250,000


4 locations @ $300,000 each $1,200,000

Enhanced Ped Xing

2 locations @ $100,000 each $200,000

Access Control

0 location @ $300,000 $0

New Traffic Signal

0.85 mile @ $200,000 per mile $170,000

Sidewalk Widening



Phase 2 Streetscape Improvements - Segment 1 Harlem to RidgelandStreet Trees in Grates



2,000 Sq. feet @ $18 Sq. feet $36,000


1 location @ $75,000 each $75,000

Signage - Gateway


Site Furnishings

50 locations @ $10,000 each $500,000

Roadway Lighting

Phase 2 Subtotal $671,000

6 locations @ $5,000 each $30,000





1/2 mile @ $600,000 per mile $300,000

Phase 1 Roadway Improvements - Segment 3 Central to CiceroLandscape Median

1/2 mile @ $500,000 per mile $250,000


5 locations @ $300,000 each $1,500,000

Enhanced Ped Xing

2 locations @ $100,000 each $200,000

Access Control

1 location @ $300,000 $300,000

New Traffic Signal

0.85 mile @ $200,000 per mile $170,000

Sidewalk Widening


1/3 mile @ $600,000 per mile $200,000

Phase 1 Roadway Improvements - Segment 4 Cicero to PulaskiLandscape Median

2/3 mile @ $500,000 per mile $333,333


5 locations @ $300,000 each $1,500,000

Enhanced Ped Xing

0 locations @ $100,000 each $0

Access Control

1 location @ $300,000 $300,000

New Traffic Signal

1.7 mile @ $200,000 per mile $340,000

Sidewalk Widening



Phase 2 Streetscape Improvements - Segment 2 Central to CiceroStreet Trees in Grates



3,900 Sq. feet @ $18 Sq. feet $70,200


1 location @ $75,000 each $75,000

Signage - Gateway

20 location @ $1500 each $30,000

Site Furnishings

50 locations @ $10,000 each $500,000

Roadway Lighting


12 locations @ $5,000 each $60,000



Phase 2 Streetscape Improvements - Segment 2 Cicero to PulaskiStreet Trees in Grates



4,000 Sq. feet @ $18 Sq. feet $72,000



Signage - Gateway


Site Furnishings

50 locations @ $10,000 each $500,000

Roadway Lighting


10 locations @ $5,000 each $50,000



Village of Oak Lawn - 95th Street Corridor Plan | A1

Appendices | A

APPENDIX

The appendix includes the following sections:

- Existing conditions memo pg. A2

- Public outreach summary pg. A39

- Economic development methodology pg. A43


| Village of Oak Lawn - 95th Street Corridor PlanA2

A | Appendices

EXISTING CONDITIONS MEMO



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices


Village of Oak Lawn - 95th Street Corridor Plan |A11

Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A



A | Appendices



Appendices | A

The following summary describes the Public Outreach Process for the 95th Street Corridor Assignment. Upon completion of each meeting, detailed meeting summaries were provided to the Village and CMAP. The following is provided as an overview summary for the Public Outreach Process.

Steering CommitteeA 95th Street Corridor Steering Committee was formed and has provided guidance throughout the course of the assignment. The Committee includes representatives from the following transportation and transit agencies: Illinois Department of Transportation (IDOT), The Regional Transportation Authority (RTA), Metra and Pace Bus. The Steering Committee also includes community stakeholders including Village Staff, property owners, business owners, plan commission members, architectural review board members and residents. The Steering Committee met March 21 2013, May 14, 2013, November 13, 2013, and January 30, 2014.

Project WebsiteA project website was developed for the duration of this assignment. Functions of the website include solicitation of community input via the Community Mapping Tool™. The website also includes features that announce upcoming public meetings, a project calendar, access to project documents and project photographs. http://oaklawn95thstreetcorridorplan.wordpress.com/. The website has been open and monitored throughout the course of this assignment.

Facebook PageA project facebook page was developed as an additional means to connect with community members. The facebook page includes announcements for public meetings, photographs of community outreach activities and a forum for community discussion related to this assignment. https://www.facebook.com/OakLawn95thStreetCorridor. The facebook page has been open and monitored throughout the course of this assignment.

PUBLIC OUTREACH SUMMARY

Project Facebook page

Project website



A | Appendices

Printed and web based graphicsGraphics were prepared throughout this assignment and posted to the project website and Village website. Printed materials such as posters, flyers and business cards were provided to the Village and distributed throughout the community’s bulletin boards and businesses. All printed materials included QR codes that directed smartphone users to the project website.

The Village of Oak Lawn is looking for your input to help improve the function and appearance of the 95th Street Corridor.

start

Check out the project web-site to learn more, see when upcoming meetings are, and view project docu-ments. Head there now! Scan the QR code below or visit the web address listed.

Help us better understand the 95th Street Corridor. Take the 10-minute survey posted on the project web-site. Add your email at the end of the survey to stay involved.

For more information contact Josh Jones:

b 708-499-7055E [email protected] Village Hall

9446 S. Raymond Ave Oak Lawn, IL 60453

Use the Comment Map Tool posted on the website to share ideas and interact with fellow residents. Prioritize ideas by giving others’ comments a “thumbs-up” or a “thumbs-down”.

ABOUTThe Village is working with Teska Associates to identify opportunities for planning improvements along the Corridor. Improvements in the study may include new shops and dining, safer pedestrian crossings, bike routes and amenities, landscaping and community signage. Please take 10 minutes to visit the project website and complete the survey; include your email address at the end if you would like to be involved with future planning for the 95th Street Corridor. * The survey will be open until April 8, 2013.

PROJECT SURVEYwww.surveymonkey.com/s/oaklawnplanning

Made possible through funding by the Chicago Metropolitan Agency for Planning (CMAP)

VISIT WEBSITE TAKE SURVEY SHARE IDEAS ASK QUESTIONS

STEP 2 STEP 3 STEP 4STEP 1

95TH STREET

PROJECT WEBSITEoaklawn95thstreetcorridorplan.wordpress.com

95TH STREET oaklawn95thstreetcorridorplan.wordpress.com












Business card

Survey announcement poster

Community event poster



Appendices | A

Community SurveyA community survey was distributed via SurveyMonkey. Links to the survey were provided via the project website, community website, facebook page and printed materials. The survey was open for approximately eight (8) weeks and yielded 1,040 responses.

Focus GroupBased on input and emails provided for the Community Survey, the following Focus Groups were created: Families with Children, Empty Nesters, Transit Riders and Bicyclists. The consultant team met with focus groups on April 30, 2013 to discuss these topics in greater detail.

Key Person InterviewsBased on recommendations provided by the Village, Key Person Interviews were conducted on March 14, 2013. Interviews took place at Village Hall and included meetings with community stakeholders including Village Staff, chamber of commerce, property owners, business owners and residents. Follow up phone interviews occurred as needed.

Oak Lawn Community High School WorkshopA student workshop was conducted at the local high school April 9, 2013. The purpose of this workshop was to engage students and solicit their input regarding the corridor plan. A government and law class participated in this workshop during one of their regularly scheduled class meeting times. Participants included junior and senior high school students.

Oak Lawn Community High School workshop.



A | Appendices

Community EventsThe consultant team participated in the Village’s ‘Fall on the Green’ event on September 7, 2013. A ‘photo booth’ was set up in which participants were invited to contribute their comments via small chalkboards and have their photographs taken depicting their comments relative to the corridor plan.

95th Street Corridor PlanPrePared by teSka aSSoCiateSin aSSoCiation with:Gewalt hamilton associates, inc. | business districts, inc.

VillaGe of oak lawn, illinoiS

DRAFT for Village/CMAP reviewNovember 8, 2013

Public MeetingsThe following public meetings and activities took place to solicit community comment.

1. Public Informational Meeting – The informational meeting took place April 30 2013 and included an overview of the project scope and a presentation of the Existing Conditions Report. The meeting also included a Visual Preference Survey in which participants were provided keypads to rate various corridor imagery that related to potential improvements that could be made within the corridor. The results of this exercise were tallied and utilized to further develop the plan. The results of this exercise were documented and utilized to further develop the plan.

2. Public Visioning Meeting – The visioning meeting took place May 30, 2013 and included an open house format in which participants were provided with $25 of play money to ‘purchase’ various transportation, streetscape or economic development improvements. The results of this exercise were tallied and utilized to further develop the plan.

3. Open House Review – The purpose of the open house review is to provide the community with an opportunity to review the corridor plan prior to finalization.

MediaAn article was contributed to “Oak Lawn Magazine”, a publication distributed by HiBu, and printed in the September 2013 issue. The article included a summary of the purpose and scope of this assignment, an overview of public outreach activities and existing conditions comments.

Fall on the Green Event

Public visioning meeting



Appendices | A

ECONOMIC DEVELOPMENT METHODOLOGY

MethodologyWith limited information on building materials and specific tenants’ needs, any analysis of site concept financial feasibility is a gross estimate of potential market response. Essentially these feasibility analyses screen each of the development concepts to determine land value and gauge whether property owners might consider selling or are content to hold onto land as an investment. The sensitivity analysis considers where public investment could be mutually beneficial in improving the return to both the property owner and the Village. The assumptions listed in Table 1 underlie this initial investigation.

Equity & Mortgage Blended Return: Going Concerns

Equity & Mortgage Blended Return: New Retail Development

1

2

7.5%

11%

Table 1Investment Returns

Project Income

New Construction Net Operating Income per SF

High Volume Store Net Operating Income per SF

Classrooms Net Operating Income per SF

3

4

5

$23.00

$11.00

$20.00

Project Costs 1

High Volume Store Construction (Vanilla Box)

Office Construction

Additional Soft Costs

Surface Parking Space

Garage Parking Space

6

7

8

9

10

$134

$174

5%

$6,000

$23,000

Other

Footprint utilization for upper stories11 85%

These are averages for example calculation actual estimates used RSMeans Quick Cost Estimator, a tool that is more specific.

1



A | Appendices

Each site feasibility analysis that follows uses assumptions to calculate project economics by comparing project costs to the value of recommended development. The income method was used to estimate the value of development. For example, a 1,000 square foot space where the property owner has net operating income of $23 per square foot (line 3) has a value of $209,000, as the annual income is $23,000 and that is an 11% return (line 2) on an investment of $209,000. The assumptions provide a commercial construction cost (line 7) of $174 per square foot, so a 1,000 square foot store costs $174,000 to construct, the hard costs. Soft costs, including marketing and permitting, add 5% to costs (line 8). Totaling hard and soft costs, calculates project costs at $182,700.

Table 2 is a sample calculation that solves for land value by deducting construction cost from project value.

A similar calculation for a high volume retail component provides this estimate:

Although Table 3 shows costs above value even before the land costs are included, it is not necessarily a less feasible project than the Table 2 project. These calculations explain why developers commonly provide a mix of tenants paying different rents to make a development work. It also explains why high volume stores often are supported by public/private partnerships that include public financial support.

The fiscal feasibility summary that follows uses this method to identify the investment economics associated with the Oak Lawn TOD sites. The feasibility analysis also examines ways the project financial feasibility could be changed by community and market decisions. The possibility of higher rent for uniquely desirable sites and shared parking adjustments are examples of potential development changes. The possibility of tax increment financing is examined by calculating the potential annual property tax increment’s net present value over a 20-year period.

Value

Total Costs

Land Payment

$209,000

$182,700

$26,300

Table 2Land Value

Value

Total Costs

Land Payment

$100,000

$134,000

-$34,000

Table 3Land Value

Documents

95th Street Corridor Plan 2014 02 07 DRAFT