Complete Streets is a policy and procedural approach to roadway design focused on the needs of all transportation users, regardless of their age, ability, or mode of travel. It provides a framework for planners, engineers, and elected officials to incorporate active forms of transportation into roadway design projects wherever feasible. As of August 2017, we are aware of 50 municipalities or other entities that have adopted Complete Streets policies in Illinois. Many of these policies were developed with the assistance of the Active Transportation Alliance.
Complete Streets Policy – Algonquin, Illinois, 2014
Algonquin’s Complete Streets policy was passed as a resolution. The Village added Complete Streets to its goals of providing independent living, reducing environmental impacts, and greater social interaction amongst its residents.
Complete Streets Policy – Berwyn, Illinois, 2011
Berwyn’s vision statement connects Complete Streets to larger community goals such as livability standards and environmental stewardship. Berwyn installed new curb ramps and bicycle parking as a result of its policy.
Complete Streets Policy – Blue Island, Illinois, 2011
Blue Island’s ordinance is used as a model for other municipalities. Blue Island’s vision statement, as well as its language on community context and transparent and equitable decision-making, may be especially useful.
Complete Streets Policy – Canton, Illinois, 2013
Canton’s Complete Streets policy is a formal proclamation. It was developed as part of the “We Choose Health” Initiative through the Illinois Department of Public Health. It may also be the snazziest looking policy in the country!
Complete Streets Policy – Carbondale, Illinois, 2015
Carbondale passed its policy in the form of a resolution, which says that “Carbondale, Illinois views all transportation improvements as opportunities to connect neighborhoods, calm traffic and improve safety…”
Complete Streets Policy – Champaign, Illinois, 2008
City staff say that Champaign’s policy “does not contain specific prescriptions, but rather ensures that [planning and public works] keep non-automobile users in mind throughout the entire design process.”
Complete Streets Policy – Chicago, Illinois, 2006
Chicago’s policy is codified through its 2013 design guidelines. The Windy City’s guidelines set a rare, pedestrian-first modal hierarchy: “all projects and programs, from scoping to maintenance, will favor pedestrians first”.
Complete Streets Policy – Evanston, Illinois, 2014; 2017
Combining Complete Streets and Green Streets concepts, Evanston’s policy emphasizes how the street network can contribute to environmental goals. Citizen appointees on the City’s Environment Board developed the policy, and the policy was updated in 2017.
Complete Streets Policy – Forest Park, Illinois, 2011
Forest Park’s policy includes language on performance measures that may be helpful for other jurisdictions. The policy does not mention who is responsible for collecting data or how that data will be communicated.
Complete Streets Policy – Franklin Park, IL, 2017
Franklin Park’s Complete Streets ordinance reflects the Village’s unique transportation assets. The policy was written by a steering committee that includes representatives from the Village’s Plan Commission, park districts, school districts, and the Village’s planning and engineering departments.
Complete Streets Policy – Lake County, Illinois, 2010
Lake County’s Complete Streets policy is part of its “Policy on Infrastructure Guidelines for Non-Motorized Travel Investments” and includes rural contexts. Unlike many policies, repaving projects are an exception.
Complete Streets Policy – Lakemoor, Illinois, 2014
Lakemoor’s policy ranked as a 3rd best new Complete Streets policies of 2014. (They tied with Austin, TX and Dawson County, MN). Lakemoor’s language on exceptions and development review may be useful for others.
Complete Streets Policy – Lemont, Illinois, 2011
Lemont’s policy led to the development of an Active Transportation Plan in the following year. Lemont’s policy includes specific language on how progress towards their Complete Streets will be reported to the community.
Complete Streets Policy – Midlothian, IL, 2016
Many initiatives in Midlothian are driven by a local group of passionate volunteers. Their Complete Streets policy is no different. Midlothian’s policy also stands apart for its integration of stormwater management practices.
Complete Streets Policy – Normal, IL, 2016
Normal’s policy states that, “Complete Streets is not additional work for planners, architects and engineers; it is different work” that “simply redefines the problem.” Normal’s policy passed with a unanimous vote.
Complete Streets Policy – Oak Lawn, Illinois, 2014
Oak Lawn’s policy contains strong language describing all the users of the roadway and a full list of jurisdictional partners. The policy connects Complete Streets to improving access to services and businesses.
Complete Streets Policy – Oak Park, Illinois, 2012
Oak Park’s policy was recognized by the National Complete Streets Coalition as one of the best new Complete Streets policies of 2012. The Village’s “Exemptions” section is used as a model for other municipalities.
Complete Streets Policy – Plainfield, Illinois, 2015
The adoption of a Complete Streets policy was identified as a next step in Plainfield’s 2013 Transportation Plan. The policy development process was informed by research by Village staff and community involvement.
Complete Streets Policy – Richton Park, IL, 2016
Richton Park’s policy reflects the village’s long-term vision for a vibrant, active community. The village identified the development of an Active Transportation Plan as one of the its key implementation steps.
Complete Streets Policy – Riverdale, Illinois, 2012
Riverdale’s Complete Streets policy was developed as one of several policy and environmental system changes under Communities Putting Prevention to Work grant from the Cook County Department of Public Health.
Complete Streets Policy – Skokie, Illinois, 2016
Skokie’s Complete Streets committee was truly multi-sectoral, with representatives from the Village’s planning, engineering, public safety, fire, and health departments, as well as school district and community members.
Complete Streets Policy – State of Illinois, 2007
Illinois passed the state’s Complete Streets policy in 2007. The policy is codified in a 2010 revision of the Illinois Department of Transportation’s Bureau of Design and Environment Manual, a.k.a., the BDE.
Complete Streets Policy – Steger, IL, 2016
Steger and South Chicago Heights have a tradition of working together. The villages held joint committee meetings to develop their Complete Streets policy, but then added their own flourish to make their policy their own.
Complete Streets Policy – Summit, IL, 2017
Summit’s Complete Streets policy complements other recent transportation initiatives – as a home-rule municipality, the Village recently instated a gas-tax for capital improvements and developed an Active Transportation Plan.
Complete Streets Policy – Urbana, Illinois, 2011
Urbana’s policy amends its 2005 Comprehensive Plan and identifies the amendment of Subdivision and Development Codes as an action step. The policy passed with full support of the Urban Plan Commission.
Complete Streets Policy – Woodstock, Illinois, 2014
Woodstock’s Complete Streets ordinance was developed as one of several policy and environmental changes under Communities Putting Prevention to Work grant from the Cook County Department of Public Health.