Chapter 7 Implementation Strategies

Bicycle and Pedestr ian Master Plan Update

165

Chapter 7

Implementation Strategies

Town of Normal, I l l inois

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Introduction

The Normal Bicycle and Pedestrian Master Plan provides a comprehensive set of infrastructure, policy, and programming recommendations intended to weave active transportation into the physical and social fabric of the community. Implementing the plan will require collective commitment and persistence from the Town of Normal and its community partners to pursue the opportunities identified in this plan, as well as those that arise in the coming years.

This chapter of the plan sets forth a multi-pronged strategy to implement these recommendations and to ultimately achieve the vision for Normal in which walking, bicycling, and accessing transit are safe, easy, and routine parts of daily life for people of all ages and abilities. Included in this chapter are immediate actions to sustain and build momentum, capital project prioritization, cost estimates for infrastructure projects, funding sources, ongoing maintenance recommendations, and evaluation activities.


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Early Actions for Lasting Change

The following early action steps are designed to initiate implementation, sustain momentum generated during the planning process, and set the foundation for future progress. Five early action items, which represent a mix of policy, procedures, capital projects, and programs, provide early opportunities to engage community partners and establish strong and lasting relationships on which successful implementation efforts will depend.

1. Targeting BFC RecommendationsAs part of its Bronze-level Bicycle Friendly Community award to the Town of Normal, the League of American Bicyclists provided the Town with a report card documenting achievements, strengths, and weaknesses, and key steps to reach Silver. The Town of Normal has already begun working on some of these steps, including

1%35%

» Continue to expand the bike network and ensure that your community follows a bicycle facility selection criteria that increases separation and protection of bicyclists based on levels of motor vehicle speed and volume.

» Continue to increase the amount of high quality bicycle parking throughout the community. Adopt a bike parking ordinance for new and existing buildings that specifies the amount and location of secure, convenient, APBP-compliant bike parking available.

» Bicycle safety education should be a routine part of education for students of all ages. Work with local bicycle groups and interested parents to create Safe Routes to School programming for all schools.

» Increase the number of active local League Cycling Instructors (LCIs) in your community.

» Develop a community-wide trip reduction ordinance/program, incentive program, and/or a Guaranteed Ride Home program to encourage and support bike commuters in Normal.

» Encourage more local businesses, agencies, and organizations to promote cycling to their employees and customers and to seek recognition through the Bicycle Friendly Business program.

» Adopt a comprehensive road safety plan or a Vision Zero policy to create engineering, education, and enforcement strategies to reduce traffic crashes and deaths for all road users, including bicyclists and pedestrians.

» Increase the amount of staff time spent on improving conditions for people who bike and walk.

» Begin the process of creating a new Bicycle Master Plan or updating your 2009 Bicycle & Pedestrian Master Plan. Regularly updating your bicycle plan is key to improving conditions for bicycling, adhering to evolving best practices and national standards, and institutionalizing processes for continual evaluation and improvement.

» Adopt a target level of bicycle use (percent of trips) to be achieved within a specific timeframe, and ensure data collection necessary to monitor progress.

NORMAL, IL

11%

NEEDS IMPROVEMENT

3%

ACCEPTABLE

YES

MEETS QUARTLERLY

VERY GOOD

SOMEWHAT

1 PER 105K

10 BUILDING BLOCKS OF A BICYCLE FRIENDLY COMMUNITY NormalAverage Silver

High Speed Roads with Bike Facilities

Total Bicycle Network Mileage to Total Road Network Mileage

Bicycle Education in Schools

Share of Transportation Budget Spent on Bicycling

Bike Month and Bike to Work Events

Active Bicycle Advocacy Group

Active Bicycle Advisory Committee

Bicycle–Friendly Laws & Ordinances

Bike Plan is Current and is Being Implemented

Bike Program Staff to Population

48%

GOOD

11%

GOOD

YES

MEETS EVERY TWO MONTHS

GOOD

YES

1 PER 78K

LEARN MORE » WWW.BIKELEAGUE.ORG/COMMUNITIES SUPPORTED BY

2.7/10

2.1 /10

3.0/10

3.9/10

2.2/10

CATEGORY SCORESENGINEERINGBicycle network and connectivity

EDUCATIONMotorist awareness and bicycling skills

ENCOURAGEMENTMainstreaming bicycling culture

ENFORCEMENTPromoting safety and protecting bicyclists' rights

EVALUATION & PLANNINGSetting targets and having a plan

KEY OUTCOMESRIDERSHIPPercentage of Commuters who bike

SAFETY MEASURESCRASHESCrashes per 10k bicycle commuters

SAFETY MEASURESFATALITIESFatalities per 10k bicycle commuters

KEY STEPS TO SILVER

POPULATION DENSITY

290252,497TOTAL POPULATION

TOTAL AREA (sq. miles)

18.09

# OF LOCAL BICYCLE FRIENDLY BUSINESSES 1

# OF LOCAL BICYCLE FRIENDLY UNIVERSITIES 0

Normal

0.54%

1019

0

Average Silver

2.7%

537

6.3

Fall 2018

AND LEAGUE MEMBERS

Feedback from the League of American Bicyclists in the Fall of 2018 compared Normal's progress scoring on a variety of categories and desired outcomes to the average Silver-level Bicycle Friendly Community.


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this update to the 2009 Bicycle and Pedestrian Master Plan, and the Vision Zero Action Plan being led by the McLean County Regional Planning Commission. Many of the other key steps are integrated into this plan’s infrastructure, policy, and programming recommendations. The Town of Normal should identify one or two key steps that it can pursue and realistically implement within a year of the Plan’s adoption.

2. Building the NetworkImmediate investments in bicycle, pedestrian, and trail facilities demonstrate the Town’s commitment to implementing the recommendations of the Plan and making substantive progress towards realizing the ultimate vision for walking and biking in Normal. Wayfinding sign planning and installation, bicycle boulevard and shared lane bikeways, sidewalk infill, and pedestrian or trail crossing enhancements can sustain the momentum generated during the planning process and build community interest in and support for active transportation network development. The Town has identified a number of early action projects to pursue in the short-term. These are identified in the Project Phasing section of this chapter.

3. Reviewing the Community Investment Plan The Community Investment Plan (CIP) guides the Town’s investments in transportation, park, water, sewer, stormwater, and other capital improvements over a five-year period. The CIP is updated regularly and incorporated into the Town’s annual budget. In order to allocate funding for trail, sidepath, on-street bikeway, and sidewalk projects, the Town of Normal should

Construction crews striping bike lanes on Shelbourne Drive.

The four levels of the League of American Bicyclists' Bicycle Friendly Communities program.


170

the Regional Planning Commission of Greater Birmingham's 2020 Annual State of the Network Report (pictured below).

While specific metrics are important to understanding what Normal does well and what areas of the plan need greater attention, the metrics conveyed in this report should fit into a larger narrative that stresses key themes like progress, partnerships, participation, and commitment. More information on plan monitoring and evaluation, including potential metrics, can be found at the end of this chapter.

continue to explore opportunities to integrate these projects into larger planned improvements or as standalone projects in future iterations of the CIP.

4. Exploring Key Policy Changes Policies and procedures function as the framework for lasting change and influence the built environment, the culture within City Hall, and public values with regard to walking and bicycling. The policy recommendations in this plan touch on traffic regulations (speed limits), community engagement strategies, bicycle parking requirements, design standards and practices, and even addressing modal hierarchy for roadway improvements. To begin addressing these policy changes, the Town should explore the potential for reducing posted speed limits on residential streets from 30 miles per hour to 25 miles per hour. The Town should also begin reviewing the manual of practice to identify opportunities to better integrate bicycle and pedestrian infrastructure and plan recommendations.

5. Documenting ProgressCommunicating the importance of the Bicycle and Pedestrian Master Plan and the steps taken to advance its vision, goals, and recommendations is critical to sustaining community support over time. The Town of Normal should develop a public-facing, visually engaging report on an annual basis to highlight capital improvements, programs, community events, major milestones, and other implementation successes. Examples of similar annual reports include the Great Rivers Greenway (St. Louis, Missouri) Gateway Bike Plan annual report card, the Eugene, Oregon, Move EUG: Active Transportation Annual Report, and The RPC of Greater Birmingham's annual report documents

implementation of the region's active transportation plan.


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design challenges, and other factors that may influence project development. Second, project prioritization is a separate process from project phasing. The projects with the highest prioritization score are not necessarily the projects that will be constructed first. Town staff will use these prioritization scores as one of many inputs to determine the order in which projects are pursued and constructed. This may result in the Town completing a lower-scoring project before a higher-scoring project to capitalize on opportunities like road resurfacing, grant availability, and partnership opportunities.

Prioritization Methodology & CriteriaThe prioritization of proposed pedestrian, bicycle, trail, and intersection improvements uses a binary scoring system to evaluate each project’s ability to meet a variety of criteria. The criteria shown in Table 13 were selected to reflect key values, goals, and objectives and to

Prioritization

The Town of Normal is responsible for the efficient, effective, and values-driven expenditure of taxpayer dollars. Active transportation infrastructure projects and programs must compete with other capital improvements and municipal services, as well as with one another, for limited internal and external resources. In order to maximize investment and provide the greatest benefit, the Town of Normal should use a prioritized approach to invest in active transportation infrastructure and plan implementation.

This section of the plan scores recommended infrastructure projects based on multiple criteria that reflect the values and goals of the plan. The prioritization methodology and results are described below.

There are two important points to note with this prioritization process. First, this prioritization process reflects the benefit or impact of a project once completed. It does not, however, take into account the effort, resources,

Table 13. Project Prioritization CriteriaCriteria Description ScoreProximity to Schools Project is within ¼-mile of a public or private K-12 school 0 - 1

Proximity to Parks & Community Centers

Project is within ¼-mile of a park or community/senior center 0 - 1

Proximity to Commercial Districts Project is within ¼-mile of a commercial district or hub 0 - 1

Proximity to Uptown Normal Project is within ¼-mile of Uptown Normal 0 - 1

Proximity to Colleges and Universities

Project connects directly to the ISU, Heartland, or Illinois Wesleyan Campus

0 - 1

Connection to Transit Project is along or intersects a Connect Transit route 0 - 1

Improves High-Crash Corridor Project is along one of 12 corridors with five or more bicycle crashes or one of 16 corridors with five or more pedestrian crashes

0 - 1

All Ages and Abilities Project provides a high level of comfort for people bicycling and walking

0 - 1

Connection to Existing Facilities Project intersects one or more existing facilities 0 - 1

Public Support Project improves biking and/or walking on one of the top 15 corridors identified by the public

0 - 1

Total Possible Score 0 - 10


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support the orderly growth and expansion of the network.

Based on the results of this initial binary scoring process, projects are grouped into one of three categories: High Priority, Medium Priority, and Low Priority. The project listing is then adjusted based on staff review of each project and related factors.

Prioritization ResultsThe results of this prioritization process are a reflection of key plan values and goals and will serve as a guide for the Town of Normal as it continues to advance active transportation through strategic infrastructure investments. Map 19 on page 177 displays the prioritization of bicycle-related projects, including trails, on-street bikeways, and intersection improvements. Map 20 on page 179 displays the prioritization results for pedestrian-related projects, including sidewalks, trails, and intersection improvements. The tables on the following pages present the High Priority projects grouped into shared use projects, on-street bikeways, sidewalk projects, and intersection and trail crossing improvement projects.

As the maps illustrate, High Priority projects are generally located in higher-density areas of Normal where significant community destinations are clustered together, like Uptown, ISU, and the surrounding areas.

The prioritization results represent one of many factors that go into the decision-making process for investments in active transportation project selection, development, and construction. The results of this process are not intended to serve as a definitive list for project phasing over time.


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Table 14. High Priority Shared Use Projects

Name Project Type From To Length (mi.)

College Ave Sidepath Mitsubishi Mtwy Parkside Rd 2.27

College Ave Sidepath Collegiate Trail/University St

Beech St/Anderson Park

0.85

College Ave Sidepath Adelaide St Collegiate Trail 0.32

College Ave Sidepath Beech St Veterans Pkwy 1.32

Collegiate Trail Gregory Extension

Sidepath Parkside Rd Adelaide St 1.05

Collegiate Trail Maxwell Park Extension

Shared Use Path Gregory St College Ave 0.70

Crosstown Trail Shared Use Path Glenn Elementary Ft. Jesse Rd 2.74

Eagle's Landing Trail Shared Use Path Shepard Rd Raab Rd 0.53

Fort Jesse Rd Sidepath Beech St Veterans Pkwy 1.41

Franklin-Vernon Connector

Sidepath Franklin Ave Vernon Ave 0.07

Gregory St Sidepath Collegiate Trail Main St 0.16

Kelly Detention Basin Trail

Shared Use Path Teegan St Existing Trail at Towanda and Shelbourne

0.60

Oakdale/North Fork Trail

Shared Use Path South Fork Trail Collegiate Branch Trail

1.55

One Normal Plaza Connector

Shared Use Path Lincoln Ave Beech St 0.47

Raab Rd Sidepath Collegiate Trail Linden St 1.01

School St Sidepath Beaufort St Vernon Ave 0.08

South Fork Trail Shared Use Path White Oak Park Bloomer Line Trail 3.23

Uptown Trail Connector

Shared Use Path Uptown Circle Constitution Trail 0.02

Veterans Pkwy Sidepath Shepard Rd College Ave 1.54

Total 19.91


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Table 15. High Priority On-Street Bikeway Projects

Name Project Type From To Length (mi.)

Beaufort St Cycle Track Main St School St 0.32

Beaufort St Shared Lane School St Uptown Circle 0.38

Beaufort St Shared Lane Uptown Circle Linden St 0.11

Center St Buffered Bike Lane Hovey Ave Division St 0.53

Fell St Advisory Bike Lane Irving St Virginia St 0.58

George Dr Bike Boulevard Harter Ln Blair Dr 0.23

Hanson Dr Bike Boulevard Blair Dr Towanda Ave 0.40

Harter Ln Bike Boulevard Old Ft. Jesse Rd George Dr 0.04

Kingsley Buffered Bike Lane College Ave Hovey Ave 0.60

Lincoln Ave Bike Boulevard Beech St Oglesby Ave 0.19

Linden St Bike Lane Vernon Ave Bloomington City Limits

0.65

Locust St Bike Boulevard Main St Beech St 0.91

Main St Buffered Bike Lane College Ave Division St 1.07

Main St Bike Lane Raab Rd College Ave 1.46

Oak St Signed Connection Pine St Sycamore St 0.06

Old Ft. Jesse Rd Bike Boulevard Beech St Harter Ln 0.28

Pine St Signed Connection Oak St Beech St 0.19

School St Bike Boulevard Summit St Locust St 0.62

School St Bike Boulevard Raab Rd Shelbourne Dr 0.61

Sycamore St Shared Lane Constitution Trail Oak St 0.18

Teegan St Bike Boulevard One Normal Plaza Connector

Route 66 Trail 0.20

University St Bike Boulevard Locust St Dale St 0.50

Vernon Ave Cycle Track Beaufort St Towanda Ave 1.87

Total 11.98

Table 16. High Priority Sidewalk Infill ProjectsName Project Type From To Length (mi.)

Beaufort St Sidewalk infill on north side East of Main St University St 0.06

Fell Ave Sidewalk infill on west side Willow St Sycamore St 0.19

Landmark Dr Sidewalk infill on west side College Ave Hunt Dr 0.12

Landmark Dr Sidewalk infill on west side Hunt Dr Ft. Jesse Rd 0.36

Raab Rd Sidewalk on south side 750 ft west of Airport Rd

Airport RD 0.14

University St Sidewalk infill on west side Harris St Cullom St 0.05

University St Sidewalk infill on west side Cullom St 214 ft north of Cullom St

0.04

Total 0.97


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Table 17. Intersection and Trail Crossing Improvements

Name Project Type

Constitution Trail at College Ave Trail Crossing

Constitution Trail at Locust St Trail Crossing

Constitution Trail at Mulberry St Trail Crossing

Constitution Trail at Raab Rd Trail Crossing

Constitution Trail at Vernon Ave Trail Crossing

Constitution Trail at Vernon Ave Trail Crossing

Constitution Trail at Willow St Trail Crossing

College Ave at Beech St Intersection Improvements

College Ave at Kingsley St Intersection Improvements

College Ave at Veterans Pkwy Intersection Improvements

Fell St at Beaufort St Intersection Improvements

Fell St at College Ave Intersection Improvements

Fell St at Mulberry St Intersection Improvements

Fell St at North St Intersection Improvements

Kingsley St at Hovey Ave Intersection Improvements

Linden St at College Ave Intersection Improvements

Linden St at Vernon Ave Intersection Improvements

Main St at Beaufort St Intersection Improvements

Main St at McKinley St Intersection Improvements

Main St at Osage St Intersection Improvements

Main St at Osage St Intersection Improvements

Main St at Summit St Intersection Improvements

Parkway Plaza Dr at Veterans Pkwy Intersection Improvements

School St at Willow St Intersection Improvements

Shepard Rd at Veterans Pkwy Intersection Improvements

University St at Beaufort St Intersection Improvements

University St at College Ave Intersection Improvements

Vernon Ave at Veterans Pkwy Intersection Improvements

Veterans Pkwy at Ft. Jesse Rd Intersection Improvements

Von Maur Dr at Veterans Pkwy Intersection Improvements

Total 30 Projects


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177

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Eagle Rd

Nor

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College Ave

Raab Rd

Northtown Rd

Fort Jesse Rd

Mal

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Airp

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Baugh Dr

Tow

anda

Ave

Jersey Ave

Rena

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Virginia Ave

Vernon Ave

Tow

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Bar

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Wylie Dr

Grandview

Dr

Mulberry St

Cen

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Delane Ave

Shelbourne Dr

Cot

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Spear Dr

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Ironwood Cc Dr

Fran

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Adams St

Long

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Pamela Dr

Sheridan Rd

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Shepard Rd

Us 150 Hwy

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Lind

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Gre

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Scho

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Degarmo Dr

Washington St

Main St

SedonaDr

1800 North Rd

1600 North Rd

1500 North Rd

Alle

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Hen

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Bla irDr

Beaufo

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Pine St

Arrowhead Dr

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Lincoln St

Old Route 66

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North

Poi n

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Woo dbine

Rd

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Pa

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Keys

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Monterey Rd

Courtland Ave

Wal

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Bryan St

Baldocchi Dr

Clearwater Ave

Adel

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St

Hanson Dr

Robe

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Gar

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Oak

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1450 North Rd

Map

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Seminary AveK

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W hispering Pines Cc L n

Searle Dr

Broa

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1900

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Rop

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Land

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Hac

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Emerson St

Iaa

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Locust St

General Electric Rd

Bone

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Armstrong Dr

Old Peoria Ct

Eagle Cres t Rd

Hershey

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Rave Rd

Ban

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Truman DrHoover Dr

Johnson DrJacobssen Dr

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1700 North Rd

Gill St

Rave

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Sunset Rd

Ironman Rd

MartinLuther

King Park

Maxwell Park

Fell Park

HiddenCreek

Nature Sanctuary

FransenNature Area

One NormalPlaza

KellyDetention

Basin ShepardPark

UnderwoodPark

AndersonPark

IronwoodPark

Fairview Park

ChampionFields

Savannah Green Park

IronwoodGolf Course

Weibring GolfClub- Illinois

State University

Rosa ParksCommons

Oak StreetBaseball

Field

All Seasons GolfLearning Center

NorthpointSchool / Park

EagleCrest Park

ClearwaterPark

BittnerPark

SuburbanEast Park

Stevenson School/ Park

WhiteOak Park

TiptonPark (SouthEntrance)

EagleView Park

CardenPark

Calvary AcresRecreation

AreaEast

DetentionBasin

Dawes Park

Evergreen Park

GeneralElectric

Park

HawthorneCommons Park

HedgewoodPark

Hungarian Park

People'sPark

BlackstoneTrails

McGrawCommunity

Park

EwingPark I

EwingPark II

EwingPark III

Tipton Park(North Entrance)

HeartlandHead StartPreschool

CentralCatholic

High School

ChiddixJuniorHigh School

CalvaryChristianAcademy

GlennElementary

School

KingsleyJunior

High School

Grove Elementary School

StevensonElementary

School

ParksideElementary

SchoolNorthpointElementarySchool

Sugar CreekElementary

School

ParksideJunior

High School

Normal CommunityWest High School

NormalCommunityHigh School

Colene HooseElementary

School

EpiphanyElementarySchool

FairviewElementary School

HammittElementary School

HammittHighSchool

Oakdale ElementarySchool

PrairielandElementary School

TowandaElementarySchool

MulberrySchool

UniversityHigh School

Thomas Metcalf School

MidwestChristianAcademy

Shining StarLearningCenter

Little JewelsLearning

Center, Normal

IllinoisState

University

HeartlandCommunityCollege

Bloomer Line

Collegiate

Illinois Central

Oak

dale

/Nor

thFo

rkTr

ail

South Fork Tra i l

Shared Use Path/SidepathOn-Street Bikeway

BICYCLE NETWORK PRIORITIZATIONPRIORITIZATION CATEGORIES

High Priority

Medium Priority

Low Priority

Schools

Parks

Town of Normal Limits

INTERSECTION + CROSSING IMPROVEMENTS

0 0.5 1MILE¹ 3 MIN 6 MIN BIKE RIDE

DESTINATIONS + BOUNDARIES

High Priority

Medium Priority

Low Priority

EXISTING BIKEWAYS + TRAILS

Map 19. Bicycle Network Prioritization


178



179

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College Ave

Raab Rd

Northtown Rd

Fort Jesse Rd

Mall LoopRd

Airp

ort R

d

Baugh Dr

Tow

anda

Ave

Jersey Ave

Rena

issance Dr

Virginia Ave

Vernon Ave

Tow

anda

Bar

nes

Rd

Wylie Dr

Grandview

Dr

Mulberry St

Cen

ter S

t

Dr Martin

Luther King Jr D

r

Delane Ave

Shelbourne Dr

Cot

tage

Ave

Spear Dr

Ziebarth Rd

Oge

lthor

pe A

ve

Ironwood Cc Dr

Fran

klin

Ave

Adams St

Long

woo

d Ln

Jumer Dr

Pamela Dr

Sheridan Rd

Beec

h S

t

Hovey Ave

Shepard Rd

Us 150 Hwy

A St

Lind

en S

t

Gre

enbr

iar D

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Scho

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Degarmo Dr

Washington St

Main St

SedonaDr

1800 North Rd

1600 North Rd

1500 North Rd

Alle

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Fell A

ve

Hen

ry S

tBl

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Beaufo

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Pine St

Arrowhead Dr

Spring Ridge

Dr

Broa

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Rd

Nor

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Dr

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Pkw

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Wisteria Ln

Orr

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Kerrick Rd

Woo

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Hed

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Dr

Crimson

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Erin Dr

ParkR

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RdDillon Dr

Old Route 66

Ris

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North

Poi n

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Gregory St

Woo dbine

Rd

Rainbow Ave

Pa

rkview Dr

Keys

tone

Rd

Monterey Rd

Courtland Ave

Uni

vers

ity S

t

Wal

nut S

t

Bryan St

Baldocchi Dr

Clearwater Ave

Adel

aide

St

Hanson Dr

Robe rt Dr

Gar

den

Rd

Oak

St

1450 North Rd

Map

le S

t

Seminary Ave

King

sley

St

W hispering Pines Cc L n

Searle Dr

Broa

dway

1900

Eas

t Rd

Rop

p R

d

Land

mar

k D

r

Hac

kber

ryR

d

Emerson St

Iaa

Dr

Locust St

General Electric Rd

Bone

Dr

Armstrong Dr

Old Peoria Ct

Eagle Cres t Rd

Hershey

Rd

Rave Rd

Ban

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Mer

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Dr

Mab

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d

Arbo

rw

a lk Dr

Lam

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Johnson DrJacobssen Dr

Oak

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Ber

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Lesl

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ill R

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Pipe

line

Rd

1700 North Rd

Gill St

Rave

nwoo

dCi

r

Sunset Rd

Ironman Rd

MartinLuther

King Park

Maxwell Park

Fell Park

HiddenCreek

Nature Sanctuary

FransenNature Area

One NormalPlaza

KellyDetention

BasinShepard

Park

UnderwoodPark

AndersonPark

IronwoodPark

Fairview Park

ChampionFields

Savannah Green Park

IronwoodGolf Course

Weibring GolfClub- Illinois

State University

Rosa ParksCommons

Oak StreetBaseball

Field

All Seasons GolfLearning Center

NorthpointSchool / Park

EagleCrest Park

ClearwaterPark

BittnerPark

SuburbanEast Park

Stevenson School/ Park

WhiteOak Park

TiptonPark (SouthEntrance)

EagleView Park

CardenPark

Calvary AcresRecreation

AreaEast

DetentionBasin

Dawes Park

Evergreen Park

GeneralElectric

Park

HawthorneCommons Park

HedgewoodPark

Hungarian Park

People'sPark

BlackstoneTrails

McGrawCommunity

Park

EwingPark I

EwingPark II

EwingPark III

Tipton Park(North Entrance)

HeartlandHead StartPreschool

CentralCatholic

High School

ChiddixJunior HighSchool

CalvaryChristianAcademy

GlennElementary

School

KingsleyJunior

High School

Grove ElementarySchool

StevensonElementary

School

ParksideElementary

SchoolNorthpointElementarySchool

Sugar CreekElementary

School

ParksideJunior

High School

Normal CommunityWest High School

NormalCommunityHigh School

Colene HooseElementary

School

EpiphanyElementarySchool

FairviewElementarySchool

HammittElementary School

HammittHighSchool

OakdaleElementary School

PrairielandElementary School

TowandaElementarySchool

MulberrySchool

UniversityHigh School

ThomasMetcalfSchool

MidwestChristianAcademy

Shining StarLearningCenter

Little JewelsLearning

Center, Normal

IllinoisState

University

HeartlandCommunityCollege

Bloomer Line

Collegiate

Illinois Central

Oak

dale

/Nor

thFo

rkTr

ail

South Fork Tra i l

Shared Use Path/Sidepath

Sidewalk

PEDESTRIAN NETWORK PRIORITIZATIONPRIORITIZATION CATEGORIES

High Priority

Medium Priority

Low Priority

Schools

Parks

Town of Normal Limits

INTERSECTION + CROSSING IMPROVEMENTS

0 0.5 1MILE¹ 10 MIN 20 MIN WALK

DESTINATIONS + BOUNDARIES

High Priority

Medium Priority

Low Priority

EXISTING BIKEWAYS + TRAILS

Map 20. Pedestrian Network Prioritization


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The Uptown Connector

The Uptown Connector will provide a valuable, grade-separated crossing of the railroad between Uptown Station and the Children's Discovery Museum, which will benefit Constitution Trail users and serve as a catalyst for continued development in Uptown, particularly in Uptown South. The Town of Normal has received a $13M BUILD grant to proceed with this project.

Kelly Detention Basin Trail

The Kelly Detention Basin Trail will connect the statewide Route 66 trail at its western terminus at Towanda and Shelbourne through One Normal Plaza and then then to the Constitution Trail. Funding has been allocated for this project, and it is expected to be completed in 2021.

Route 66 Wayfinding

Historic Route 66 through Illinois is a significant recreational bicycling corridor, and many people travel along the historic highway through Normal and Bloomington. However, the route through Normal is not well-marked and can benefit from wayfinding signage or pavement markings to support activity along the corridor. The Town of Normal should develop a unique wayfinding brand for Route 66 through town, providing clear markers to guide bicyclists along the route and to nearby destinations.

Gregory Street Trail

The Gregory Street Trail provides a safe, comfortable link between neighborhoods on the west side of town, Maxwell Park, the Collegiate Branch of the Constitution Trail, and ISU. This

Project Phasing

Project phasing refers to the sequential ordering of infrastructure projects and other plan recommendations into short-term, medium-term, and long-term categories. Project phasing is critical to the successful network expansion, the efficient use of public funds, and ultimately the realization of the plan's long-term vision.

As noted previously in this chapter, the prioritization results are one key factor that the Town of Normal takes into account when phasing projects. Other factors that help determine project phasing include:

• right of way availability

• funding availability

• external funding sources

• project cost

• project scale

• programmed capital improvements like road resurfacing or reconstruction

• interagency coordination

• modifications to existing striping or on-street parking

• geographic distribution of projects

For non-infrastructure projects like policy and programming recommendations, other factors like staff capacity, partnerships, and program funding can also impact phasing.

Early Action ProjectsWith these and other factors in mind, the Town of Normal has identified projects to be pursued and implemented in the next three to five years. These early action projects consist of a mix of infrastructure projects, programs, policies, and additional studies.


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the speed limit on residential streets from 30 miles per hour to 25 miles per hour.

Sidewalk Inventory, Rating, and Prioritization Plan

The Town of Normal is in the process of conducting a sidewalk inventory, which documents the presence, condition, and ADA compliance of existing sidewalks and curb ramps. Using the results of this inventory and scoring process, the Town of Normal should conduct a thorough prioritization process and plan to guide the Town's investments in sidewalk improvements or replacement.

Bicycle Education Event(s) for Underrepresented Populations

Increasing access to bicycling, walking, and community trails for traditionally underrepresented populations is an objective of this plan. To do so, the Town should host one or more events aimed at teaching bicycle safety basics and encouraging participants to utilize the growing bicycle and pedestrian network to explore Normal and access everyday destinations.

Sidewalk on Raab from Healing Stone to Airport

The sidewalk recommended on Raab Road from Healing Stone to Airport Road will provide a valuable link to the existing path on Raab Road east of Airport and connect residents in the area to Normal Community High School. This will also connect to the future Eagle's Landing Trail.

represents a major improvement in connectivity and trail access for residents of western Normal.

Landmark Drive Sidewalk

The lack of sidewalks on the west side of Landmark Drive is a barrier to pedestrian travel and access to the corridor's businesses, restaurants, multifamily housing units, and transit routes. This project will address the sidewalk gap by providing a continuous pedestrian facility along the west side of the corridor.

Trail Crossings Analysis

The Constitution Trail's many roadway crossings vary in terms of physical and operational characteristics. Numerous crossings have been identified for improvement in this plan, but the character and design of these improvements will require additional engineering and traffic analysis. The Town of Normal should undertake a trail crossing study to develop consistent design concepts that can be applied to trail crossings based on different roadway and land use typologies.

Courtland/Hanson Bike Boulevard

The Courtland/Hanson Bike Boulevard provides a valuable east-west link between Uptown Normal and Towanda Avenue. This lower-cost project can be implemented through wayfinding signage and pavement markings.

Speed Limit Reduction

Reductions in motor vehicle travel speed can have a significant impact on bicycle and pedestrian safety and comfort. The Town of Normal should examine the potential for reducing


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Eagle’s Landing Trail

The Town of Normal is proceeding with the Eagle's Landing Trail project to provide a direct connection from Raab Road south to Grove Elementary School and Shepard Road. The project ties into the existing neighborhood connections to Meadow Lark Road. The project is expected to be completed in 2021.

West College Ave Trail/Maxwell Park Trail

The West College Ave sidepath trail from Rivian Motorway to White Oak Road is currently under design as part of a roadway improvement project for College Avenue and is expected to be constructed in the next few years. The Maxwell Park Trail would provide a valuable connection between the West College Avenue sidepath and the Gregory Street Trail, offering a much-needed trail extension to support neighborhoods and destinations in western Normal.

Main Street Complete Streets Treatments

IDOT is currently working to enhance the Main Street corridor with pedestrian, bicycle, and complete streets elements. The Town of Normal should continue to support IDOT on this and other projects that enhance bicycle and pedestrian safety, connectivity, and comfort.


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since these are planning-level costs. These elements can and should be added as these projects are programmed into the CIP. Depending on the type of improvement, these additional costs can generally be estimated at up to 25 percent of the facility construction cost in the case of a shared use path design or a two-way separated bike lane. Construction costs will vary based on the ultimate project scope (i.e., combination with other projects) and economic conditions at the time of construction. When combined with larger roadway projects, the Town can achieve economies of scale and maximize the value of every dollar spent on transportation infrastructure.

Cost estimates for each type of recommended linear facility are listed in Table 18. A complete list of cost estimates for each individual project is included in the appendix of this plan.

Facility Cost Estimates

Cost estimates are an essential planning tool used for programming capital improvements and drafting applications for external funding sources. Cost estimates have been developed for each linear project based on initial planning-level examples of similar constructed projects and industry averages. All facility designs and associated cost estimates proposed in this plan are conceptual in nature and must undergo final engineering design and review through coordination among all concerned departments in order to arrive at detailed project costs. These costs are provided in 2020 dollars and include a 20 percent contingency. Inflation should be included in costs in future years when bikeway improvements are programmed.

The cost estimates do not include costs for corridor planning, public engagement, surveying, engineering design, right-of-way acquisition, and other work required to implement a project,

Table 18. Cost Estimates by Facility Type

Facility TypeTotal Miles

Cost Per Mile Total Cost

Signed Connection 3.12 $ 3,000 $ 18,000

Shared Lane 6.45 $ 16,000 $ 113,000

Bike Boulevard 8.12 $ 16,000 $ 141,000

Advisory Bike Lane 2.22 $ 66,000 $ 149,000

Bike Lane 10.10 $ 56,000 $ 576,000

Buffered Bike Lane 6.87 $ 94,000 $ 649,000

Separated Bike Lane 4.63 $ 181,000 $ 841,000

Sidepath 40.73 $ 424,000 $ 17,292,000

Shared Use Path 16.24 $ 849,000 $ 13,801,000

Sidewalk 2.89 $ 212,000 $ 625,000

Grand Total 101.37 $ 34,205,000


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Capital Improvements Set-Aside

As with most communities, Normal has limited funds with which to implement active transportation projects and programs. By creating a dedicated set-aside in the Capital Improvement Program, the Town can prioritize and plan for capital expenditures for trails, on-street bikeways, sidewalks, and other projects that improve conditions for walking and bicycling. This set-aside may also be used as a local match for external funding sources or as a contribution towards bicycle and pedestrian elements of larger projects. It should be noted that if a set-aside is created for active transportation projects, it should not serve as the only source of funding for the plan. Other line items are and can continue to be used to advance bicycle and pedestrian transportation, particularly as components of larger roadway projects.

Local Option Sales Tax

A local option sales tax is a special-purpose tax implemented and levied at the town or county level. A local option sales tax is often used as a means of raising funds for specific local or area projects, such as improving area streets and roads or refurbishing a community’s downtown area. Special Improvement Districts are often created to define a sales tax area and administer the collection and expenditures of generated tax.

General Obligation Bond

General obligation bonds offer local agencies the opportunity to acquire necessary finances for capital improvements and remit payment over time. These general obligation bonds

Funding SourcesFunding bicycle and pedestrian infrastructure projects and supporting programs requires a diversified strategy and a creative approach. Local funding in particular will be critical to the implementation of the plan, whether used as local match for external funding sources or for projects and ongoing maintenance for locally funded projects.

The Town of Normal should determine an annual budget commitment to the implementation of active transportation projects based on the needs identified in this plan. When possible, this budget line item should be leveraged as local match for external funding in order to maximize the Town’s return on investment. In addition, the Town of Normal must be flexible and spontaneous enough to capitalize on partnerships, in-kind matches, and other non-traditional funding opportunities when possible. The following section of this chapter provides an overview of funding sources that can be utilized to make the plan vision a reality.

LocalBecause external funding sources for bicycle and pedestrian projects and programs continue to be in short supply and high demand, local funding streams are often the most reliable source for infrastructure projects and encouragement and education programs. In addition, local funding is often required as a match for external funding sources. With this in mind, it is imperative that the Town of Normal explore, identify, and pursue one or more of these local funding strategies as a means of implementing the plan.


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projects, pedestrian and bicycle infrastructure, and transit capital projects. Bicycle and pedestrian infrastructure projects include ADA sidewalk modification, recreational trails, bicycle transportation, on- and off-road trail facilities for nonmotorized transportation, and infrastructure projects and systems that will provide safe routes for non-drivers, including children, older adults and individuals with disabilities to access daily needs.

Transportation Alternatives Program (TAP)

The TAP was authorized by MAP-21 in 2012 and has been continued by the FAST Act through federal fiscal year 2020. Eligible project activities for TAP funding include a variety of smaller-scale transportation projects such as pedestrian and bicycle facilities, recreational trails, safe routes to school projects, and community improvements such as historic preservation, vegetation management, and some environmental mitigation related to storm water and habitat connectivity. The TAP program replaced multiple pre-MAP-21 programs, including the Transportation Enhancement Program, the Safe Routes to School Program, and the National Scenic Byways Program.

Highway Safety Improvement Program (HSIP)

The HSIP is intended to achieve a significant reduction in traffic fatalities and serious injuries on all public roads by funding projects, strategies and activities consistent with a state’s Strategic Highway Safety Plan (SHSP). Bicycle and pedestrian safety improvements and traffic calming measures are eligible project activities through the HSIP.

are among the most common form of capital project financing and can cover everything from stormwater and sanitary sewers to streets, sidewalks, and trails.

Federal & StateThe federal government has numerous programs and funding mechanisms to support bicycle and pedestrian projects, most of which are allocated by the US Department of Transportation to state, regional, and local entities. In many cases, state and regional entities administer these funds to local agencies through competitive grant programs.

Fixing America’s Surface Transportation (FAST) Act

In 2015, the FAST Act was signed into law, authorizing $305 billion in transportation infrastructure planning and investment for a five-year period from 2016-2020. Multiple programs have been carried over from the previous transportation bill, Moving Ahead for Progress in the 21st Century (MAP-21). Funding for FAST Act programs available to the Town of Normal is allocated to the McLean County Regional Planning Commission based on apportionment formulas determined at the federal and state levels. The following FAST Act programs commonly used to fund bicycle and pedestrian projects are described in this section.

Surface Transportation Program (STP)

The STP provides funding that may be used by states and localities for projects to preserve and improve the conditions on any federal-aid highway, bridge and tunnel projects, public road


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The Town itself was awarded a $13 million BUILD grant in 2019 for the Uptown Connector. Given the scale of most successful BUILD projects, this grant is only likely to fund recommendations in the Bicycle and Pedestrian Master Plan if they are combined with other projects as part of a larger area-wide initiative.

Federal Recreational Trails Program (FTP)

The Illinois Department of Natural Resources (IDNR) maintains and awards federal funding through the Federal Recreational Trails Program (FTP). The program was originally established as part of the Inter-modal Surface Transportation Efficiency Act (ISTEA) in 1991 and has been incorporated into all subsequent transportation bills, even if under different titles. Trail projects can include hiking and walking, bicycling, cross-country skiing, snowmobiling, horseback riding, canoeing, and off-highway vehicles. The program provides up to 80 percent funding for approved projects.

Land and Water Conservation Fund (LWCF)

The purpose of the LCFW is the creation and maintenance of high-quality recreation resources through the acquisition and development of public outdoor recreation areas and facilities. The program, operated by IDNR, requires a 50 percent match from the project sponsor. After the funding is awarded and the project is completed, the local agency receives a reimbursement of 50 percent of the actual project costs.

Open Space Lands Acquisition and Development Grant (OSLAD)

The OSLAD program is a state-funded grant program administered by IDNR to provide funding assistance for local governments to acquire and

Section 402 State and Community Highway Safety Grant Program

Section 402 funds can be used to develop education, enforcement and research programs designed to reduce traffic crashes, deaths, severity of crashes, and property damage. Eligible program areas include reducing impaired driving, reducing speeding, encouraging the use of occupant protection, improving motorcycle safety, and improving bicycle and pedestrian safety. Examples of bicycle and pedestrian safety programs funded by Section 402 are comprehensive school-based pedestrian and bike safety education programs, helmet distribution programs, pedestrian safety programs for older adults, and general community information and awareness programs.

BUILD Discretionary Grants Program

The US Department of Transportation’s Better Utilizing Investments to Leverage Development (BUILD) Discretionary Grants Program replaced the TIGER Discretionary Grants Program in 2018 and retains the same purpose of funding road, rail, transit and port projects that achieve critical national objectives, including livability, economic competitiveness, environmental sustainability, and safety. Forty projects were awarded funding in FY2016 for a combined total of nearly $500M, and fifteen of the forty projects directly benefit bicycling through the provision of dedicated and often protected bicycle facilities. Examples include $21M in complete streets projects in Mobile, Alabama, $22M in bridge reconstruction and rehabilitation in Des Moines, Iowa, and $40M in roadway reconstruction and multi-modal improvements in Flint, Michigan, that will occur in tandem with water transmission line replacement.


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in 1999, including 14 projects in the State of Illinois.

Foundation Grants and Donations

Community and corporate foundations can play an important role in funding bicycle and pedestrian infrastructure and programs. With a growing evidence base highlighting the connection between the built environment and community health outcomes, health foundations throughout the country have joined environmental foundations to support infrastructure projects that increase opportunities for walking, bicycling, and physical activity. Foundations like the Surdna Foundation, Robert Woods Johnson Foundation, and the Conservation Fund have provided funding for greenways, trails, and related infrastructure projects, as well as education and outreach programming. Major employers in Bloomington-Normal may also have private foundations to support local initiatives that improve health, safety, and quality of life. For example, State Farm, through its Good Neighbor Citizenship grant program and the State Farm Companies Foundation, provides financial support to advance safety, community, development, and education.

Private Donations

Private individual donations can come in the form of liquid investments (e.g., cash, stock, bonds) or land. Municipalities typically create funds to facilitate and simplify a transaction from an individual’s donation to the given municipality. Donations are mainly received when a widely supported capital improvement program is implemented. Such donations can improve capital budgets and/or projects.

develop land for open space and parks. The program has similar objectives to the LWCF and also requires a minimum 50 percent match from the project sponsor. The Town has a history of successfully applying for OSLAD grants, including some pertaining to the Constitution Trail.

Illinois Bicycle Path Grant Program

The Illinois Bicycle Path Program was established in 1990 to assist local governments in land acquisition, construction, and rehabilitation of bicycle paths and related support facilities. Grant awards are capped at $200,000.

Other Funding Sources

People for Bikes Community Grants Program

People for Bikes, formerly known as Bikes Belong, is a national organization working to make bicycling better throughout the United States through programs and advocacy work. Eligible projects and activities include the following:

• Bike paths, lanes, trails, and bridges

• Mountain bike facilities

• Bike parks and pump tracks

• BMX facilities

• Bicycle parking, repair stations, and bike storage

• Ciclovías and open streets events

• Campaigns to increase investments in bike infrastructure

People for Bikes has funded hundreds of infrastructure projects and education and encouragement programs since it first launched


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Volunteer Work

Volunteer support and labor should not be underestimated as valuable resources for a variety of implementation activities. Volunteers can be used for fundraising, maintenance, landscaping, programming needs, and even data collection, like manual bicycle and pedestrian counts, walk audits, and facility inventories. Normal should begin assembling a network of engaged and dedicated volunteers consisting of individuals, advocacy and non-profit organizations, the business community, school and university faculty and student groups, and other interested parties to support the Town in advancing active transportation.

Public-Private Partnerships

Public infrastructure is vital to the success of private development. Investments in utilities, transportation, and other infrastructure are needed for development to succeed. In cases where a funding gap for needed infrastructure exists, it is becoming more common for the private sector to intervene through funding, construction, maintenance, or other agreements with a public agency or agencies. These agreements, known as public-private partnerships (PPPs or P3s) leverage the strengths and resources of both partners to achieve common goals.

One shining example of a public-private partnership focused on active transportation and recreation is the Indianapolis Cultural Trail, an eight-mile trail through Downtown Indianapolis and surrounding cultural districts. The planning, design, and funding of the Cultural Trail were led by a public-private partnership between the City of Indianapolis and local foundations and philanthropists committed to the revitalization of the urban core. Initial investments and pilot projects soon led to the securing of a TIGER Grant (now called BUILD Grant) from the US Department of Transportation, which allowed the project partners to complete the trail as a vital amenity and attraction for the city. Public investment in the trail has served as a catalyst for economic development, reenergizing Downtown Indianapolis and changing the region’s perception of and relationship to the urban core.

Another example is the Virginia Capital Trail Foundation (VCTF), whose mission is to support and promote the construction, public use and enhancement of the Virginia Capital Trail. The VCTF works closely with the Virginia Department of Transportation to fulfill this mission.


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Routine maintenance refers to the regularly scheduled and day-to-day activities to keep the greenways, trails, sidewalks, and on-street bikeways in a functional and orderly condition. These activities, which can be incorporated in normal routine maintenance by operations staff, include trash and debris removal, landscaping, weed and dust control, trail and street sweeping, snow removal, shoulder mowing, and tree and shrub trimming. Spot maintenance such as sealing cracks, spot replacement of small sections of sidewalk, filling potholes, and replacing damaged or worn signs also fall under this category.

Remedial Maintenance Remedial maintenance refers to the correcting of significant facility defects and the repairing, replacing and restoring of major facility components. Remedial maintenance activities include periodic repairs like crack sealing or micro surfacing asphalt pavement; restriping of bike lanes; replacement of wayfinding and other signs; repainting and/or replacement of trail amenities and furnishings (benches, bike racks, lighting, etc.); and more substantial projects like hillside stabilization, bridge replacement, trail or street surface repaving, and trail repairs due to washout and flooding. Pavement markings and striping maintenance will depend on anticipated and actual product life cycle, which can range from one to ten years, depending on material type. Minor remedial maintenance for trails and greenways can be completed on a five- to ten-year cycle, while larger projects should be budgeted on an as-needed or anticipated basis.

Town staff clearing snow off the Constitution Trail.

Maintaining the Network

Facility maintenance is important to the overall quality and condition of the bicycle and pedestrian network and supports safe and comfortable travel. Different facility types require different maintenance activities, from trail sweeping and snow clearing to bike lane restriping and sign replacement. While the Town of Normal already allocates resources to the maintenance of trails, sidewalks, and on-street bikeways, the expansion of the bicycle and pedestrian network will require increased investments in maintenance activities to provide high-quality active transportation and recreation experiences for Normal residents and visitors. A comprehensive maintenance schedule and program should be developed to delegate maintenance roles and responsibilities, create maintenance funding projections, and budget for long-term sustainability of the system.

Maintenance can be generally divided into two overarching categories: routine and remedial maintenance.

Routine Maintenance


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Network Stewardship and EnhancementStewardship is an important component of ongoing maintenance activities. Stewardship refers to the long-term care and oversight of the trail and active transportation network as a resource that adds value to the community and enhances the quality of life for Normal residents. The network will require active stewardship by those who operate the facilities (and those who benefit from it) to ensure this valuable recreation and transportation infrastructure can provide a high level of service and a quality user experience for Normal residents and visitors.

Maintenance CostsMaintenance costs vary depending on the quality and durability of materials, expected life cycle, use and wear, climate, weather, and other external factors. Conservative planning-level maintenance cost estimates are provided below in Table 19 to assist in the development of maintenance budgets and resource allocation. These are conservative estimates based upon the best information available at the time of this plan. These cost estimates should be used as a guide for allocation of resources and should be refined based on previous experience with trail maintenance and lessons learned with on-street bikeway maintenance as recommended bikeways are installed.

Table 19. Planning-Level Maintenance Costs

Facility TypeAnnualized Cost Per Mile

Typical Maintenance Tasks

Signed Connection, Shared Lane, Bicycle Boulevard

$1,000 Sign and shared lane marking stencil replacement as needed.

Bike Lane, Buffered Bike Lane, Advisory Bike Lane

$2,500 Repainting stripes and stencils, debris removal/sweeping, snow removal, signage replacement as needed.

Separated Bike Lane $4,000 Debris removal/sweeping, repainting stripes and stencils, sign replacement, replacing damaged barriers.

Sidepath $2,500 Sweeping, trash removal, mowing, weed abatement, snow removal, crack seal, sign repair.

Shared Use Path $10,000 Sweeping, trash removal, mowing, weed abatement, snow removal, crack seal, sign repair.


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The Town of Normal and community partners like the Friends of the Constitution Trail have shared many of the stewardship responsibilities listed above and rely on each other to contribute to the maintenance and long-term preservation of the Constitution Trail. The Town should explore opportunities for additional partnerships with government agencies and community organizations to actively manage the trail and active transportation system as a valued community asset.

Friends of the Constitution Trail assists the Town of Normal and other local agencies with trail stewardship and maintenace activities, like sweeping debris off the Route 66 Trail.

Stewardship requires coordination among relevant agencies involved in the care and maintenance of the trails, bikeways, sidewalks, and their surroundings; protection of these resources from external factors that may reduce their value and utility; and encouragement of community participation in the upkeep and enhancement of the network as a valuable community asset. Community participation through Adopt-A-Trail and Adopt-A-Street programs, annual trash cleanup events, and educational programming activities along trails and greenways can heighten community awareness of walking and bicycling facilities as valuable community assets.

The Carolina Thread Trail benefits from community and volunteer support for maintenance activities.


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2. Create a Public-Facing Annual Implementation Report. The Complete Streets Annual Report functions primarily as a staff report to the Town Council on bicycle- and pedestrian-related improvements accomplished during the year. While the report serves a valuable purpose, it is not readily available to the public, and the information presented therein is not intended to engage the average Normal resident. Whether billed as an annual Complete Streets report, a Bicycle and Pedestrian Plan report, or a more generic title like “The State of Walking and Biking in Normal, 2020,” the Town should develop a public-facing, visually engaging report documenting major accomplishments to advance walking and bicycling and metrics established to monitor plan implementation. This document could also serve as the report to Town Council.

3. Regularly Revisit Project Prioritization. The prioritization results convey the value of project recommendations at the time the plan was completed. Over time, as the network grows and the physical form and character of the community evolve, it will be necessary to re-examine the project prioritization list to account for these changes. The Town of Normal should review the prioritization list on an annual basis.

4. Update the Bicycle and Pedestrian Master Plan. Like any community, Normal has and will continue to evolve over time, from its physical form and infrastructure assets and needs to its cultural landscape and shared values. Regular updates to the Bicycle and Pedestrian Master Plan will be necessary to align the

Plan Monitoring and Evaluation

As the Town of Normal continues on its path to advance walking and bicycling as integral components of a well-rounded, multimodal transportation system, it will be necessary to measure success over time, evaluate implementation strengths and weaknesses, and share the success of major achievements and milestones with the community. The Town should consider the following steps to evaluate implementation activities over time:

1. Update/Expand Plan Implementation Evaluation Metrics. The Town of Normal already tracks a number of implementation efforts on an annual basis as part of its Complete Streets Annual Report and Bike Ped Plan Update to the Town Council, including miles of on-street bikeways, miles of trails and paths, linear feet of new sidewalks and pedestrian accommodations, new ADA-compliant curb ramps, and pedestrian and bicycle crashes.

The Town should update or expand these evaluation metrics to better reflect the broader goals and objectives of the plan and to include non-infrastructure projects like policies, procedures, programs, and funding. Increasing the number of evaluation criteria or metrics means increasing the amount of data collected. Consider easily accessible data and regularly track progress to reduce the burden of data collection and tracking at the end of the year. Metrics used for the Bicycle Friendly Community Application should be considered as well. This will help to streamline data collection efforts and more easily assemble data and information needed for the application process.


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plan’s vision, goals, and recommendations with community needs and aspirations, as well as best practices in the planning and design of bicycle and pedestrian infrastructure. The Town of Normal should update the plan every five to ten years or as deemed necessary by Town staff.


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Chapter 7 Implementation Strategies

Documents

Transcript of Chapter 7 Implementation Strategies