Zone 9 Links Speed Limit Map - Existing Conditions Speed Limit Map - Recommendations Intersection Traffic Control Map - Existing Conditions Intersection Traffic Control Map - Recommendations Intersection Traffic Control Map - Changes Neighborhood Access Map - Existing Conditions Neighborhood Access Map - Recommendations Resident Brochure Return to Neighborhood Traffic Study Main Page

• Summary
   
• Zone 9 Map
   
• Speed Limit Study and Recommendations
   
• Intersection Traffic Control Study and Recommendations
   
• Rand Road Neighborhood Access Study
   
• Resident Brochure
   
• Schedule
   
• Key People
   
• Contact Us

Part of the traffic study in Zone 9 has focused on implementing two programs: the Residential Speed Limit Program and Residential Intersection Traffic Control Program. The Residential Speed Limit Program involves reviewing the speed limit on each street. This program is being handled by the Engineering Division. Speed data has been collected through the use of mechanical traffic counters and information has been gathered on each street in the neighborhood to assist in the study. Of the 6.9 miles of streets in Zone 9, 0.04 miles (less than 1%) have a posted 10 mph speed limit, 0.4 miles (6%) have a posted 20 mph speed limit, 3.4 miles (49%) have a posted 25 mph speed limit and 3.1 miles (45%) have an unposted speed limit of 30 mph (per Illinois law). Based on the traffic study, it is recommended all 6.9 miles of streets have a 25 mph speed limit.

Studies have shown that most motorists will drive at a speed which is safe and reasonable. The modern practice of setting speed limits at this level actually results in the lowest accident experience. Interestingly enough, artificially lowering speed limits has little effect on the speed at which motorists will actually drive making traffic law violators out of even the most careful motorists. A speed limit set too low can lead to tailgating, improper passing and reckless driving while a speed limit set too high can foster unreasonable speeds for a neighborhood.

The Village is striving to see an increase in obedience to the speed limits resulting in safer streets. This means setting consistent and reasonable speed limits in a neighborhood. The objective, therefore, of the Residential Speed Limit Program is to evaluate and determine the appropriate speed limit of each residential street under the Village’s jurisdiction. Each street is to be studied based on accepted engineering practices, conformity with the IDOT Policy on Establishing and Posting Speed Limits and the criteria established in the Residential Speed Limit Program. To review the streets neighborhood by neighborhood, the Engineering Division has divided the Village into 18 “traffic zones”. This is the study of Zone 9.

Zone 9 is an area bounded by Rand Road to the north and east, Central Road to the south and Main Street (Route 83) to the west. The neighborhood has approximately 6.9 miles of streets under the Village’s jurisdiction and contains Busse Park, Emerson Park and Gregory Park.

The goals of this study were to: (1) gather vehicle speed data along collector streets and representative residential streets, (2) gather operational characteristics for each street, (3) evaluate each street based on the established criteria, and (4) make a determination of the appropriate speed limit for each street within Zone 9. Operational characteristics include the number of access points (driveways & intersecting streets), location of sidewalk, parking restrictions, and accident history along a particular street under review. Based on the Engineering Division’s detailed study, the recommendations are highlighted in the table below. It should be noted that since there are no schools within Zone 9, none of the streets qualified for a school speed limit zone.

• Speed Limit Map Showing Existing Conditions
   
• Speed Limit Map Showing Recommendations

The basic purpose of a Stop or Yield sign is to define who has the right-of-way at an intersection. They are not to be used to control speeding as studies have shown unwarranted signs lead to a high rate of disobedience and can actually cause higher speeds after the sign as motorists’ look to make up for “lost time.” Unwarranted signs can also instill a false sense of security for pedestrians, especially children, and can increase the potential for an accident.

The Village is striving to see an increase in obedience to our traffic control signs resulting in safer intersections. This means only stopping traffic before entering an intersection when it would otherwise be unsafe. The objective, therefore, of the Residential Intersection Traffic Control Program is to evaluate and determine the appropriate traffic control at each intersection under the Village’s jurisdiction. Each intersection is to be studied based on accepted engineering practices, conformity with the Manual on Uniform Traffic Control Devices and the criteria established in the Residential Intersection Traffic Control Program. To review the intersections neighborhood by neighborhood, the Engineering Division has divided the Village into 18 “traffic zones”. This is the study of Zone 9.

Zone 9 is an area bounded by Rand Road to the north and east, Central Road to the south and Main Street (Route 83) to the west. The neighborhood has 33 intersections under the Village’s jurisdiction and contains Busse Park, Emerson Park and Gregory Park.

The goals of this study were to: (1) gather vehicle volume data along each of the streets in the neighborhood, (2) inspect and take measurements at each of the intersections, (3) review the accident history at each intersection, (4) evaluate each intersection based on the established criteria, and (4) make a determination of the appropriate traffic control for each intersection within Zone 9.

To assist in the evaluation process, a few guidelines have been established by the Village:

• Intersections will be reviewed on both an individual basis and neighborhood wide basis
• Only Stop signs will be considered as a form of traffic control, not Yield signs
• Stop signs will only be installed on one of the two intersecting streets unless the data supports the need to control both streets

Based on the detail study performed by the Village’s consultant, KLOA Inc., the recommendations are highlighted in the table below.

• Three (3) intersections that currently have Yield signs on one street are recommended to have Stop signs on one street (add Stop signs)

• Eight (8) intersections that currently have no traffic control are recommended to have Stop signs on one street (add Stop signs)

• Six (6) intersections that currently have Stop signs in all directions are recommended to have Stop signs on one street only (remove Stop signs)

• One (1) intersection that currently has Stop signs on one street is recommended to have Stop signs on the other street only (no change in number of Stop signs)

• Intersection Traffic Control Map Showing Existing Conditions
   
• Intersection Traffic Control Map Showing Recommendations
   
• Intersection Traffic Control Map Highlighting Changes
   

• Neighborhood Access Map Showing Existing Conditions
   

• Neighborhood Access Map Showing Recommendations
   

Resident Brochure Link (PDF)

Schedule

Tentative Study Schedule

September 27, 2007
Open House at Village Hall

October 16, 2007
Recommendations formally presented at Village Board Meeting

November - December 2007
Bid process to hire contractor to install/remove signs

January 2008
Install/remove signs as approved by the Village Board of Trustees

June 2008
Village performs first post study

January 2009
Village performs second post study



Key People

Below is contact information for key people involved in this study: