* r Thesis for the Degree of
Master of Urban Design in the Graduate School of
University of Colorado
DEVELOPMENT IN DOWNTOWN SKOKIE
DOSHIN L. PARK
Thesis for the Degree of Master of Urban Design in the Graduate School of University of Colorado
I wish to extend my thanks to Mr. Sae Hwang Oh of Skidmore, Owings & Merrill for his time, suggestions and help in the final touch of this thesis.
I would like to thank Mr Robert Molumby and the group of the Planning Department of the Village of Skokie for their friendly assistance in procuring the necessary information and research materials.
Most of all, I will extend my irrepressible gratitude to my adviser, Professor John Prosser, whose ever so candid and persisting presence exposed me to an attitude and outlook towards urban design far beyond the reaches of this thesis. Without you, this thesis could not be finished.
John, I thank you!
TABLE OF CONTENTS
ACKNOWLEDGEMENTS ...................................... iii
LIST OF TABLES.............................. v
LIST OF FIGURES............................ vi
I. INTRODUCTION .......................... 1
II. THE METROPOLITAN AREA AND SKOKIE................. 3
The Setting................................... 3
Accessibility ................................ 3
Private Transportation...................... 3
Public Transportation ...................... 4
Residential Characteristics .................. 6
Commercial Characteristics.................... 6
The Central Business District ................ 7
III. THE CENTRAL BUSINESS DISTRICT ................. 10
Existing Condition........................... 10
Accessibility and Circulation ............... 11
Private Transportation..................... 11
Public Transportation ..................... 11
Residential Sector........................... 12
Commercial Sector ........................... 12
IV. THE VILLAGE HALL COMPLEX.................... 13
The Complex.................................. 13
Functional Organization ..................... 13
The New Village Hall......................... 14
The Parking Structure ....................... 16
The Plaza.................................... 16
The Expression............................... 17
V. CONCLUSION........................... 18
LIST OF TABLES
1. Land Use Patterns, 1955 and 1967 ................ 19
2. Population Growth Trends ........................ 20
3. 3* Skokie Trade Area, 1970
Median Family Income ............................ 21
4. Commercial And Retail Space
In Downtown Skokie............................ 22
5. East-West Arterial Traffic Volume Skokie . . 23
6. Thrusday and Saturday Peak-Hour Occupancy
By Type of Facility Downtown Skokie......... 24
7. Peak Hour and Daily Use of Parking Space ... 25
8. Trip Purpose to Downtown Skokie By Mode
of Travel..................................... 26
9* Mode of Travel of Shoppers, Workers, Etc. . . 26
10. Summary of Programming........................ 27
LIST OF FIGURES
1. Metropolitan Setting and Auto Accessibility. 28
2. Generalized Land Use in the pocket
Official Zoning Map.......................back page
3 Traffic Volumes, 1968 - 1990..................... 29
Existing Major Streets and Their
Important Characteristics ........................ 30
5. Site Plan..........................................31
6. Ground Level Plan..................................32
7. Second Level Plan..................................33
8. Third Level Plan...................................3^
CHAPTER I INTRODUCTION
The choice of Skokie for this project was made on the basis of its thorough public transportation system, its proximity to the nucleus of a metropolitan area, its strength as an established residential community and the potential of its Central Business District for development.
The intent of this thesis is to revive the aged and old fashioned Downtown through adding the new modern governmental facilities into the old Village Center. The purpose is not to change the general character of the Village's Central Business District but to accomodate the area with facilities that will strengthen its position in Skokie and the surrounding communities.
The intent of the solution is to encourage the use of the central area by making increased use of the governmental facilities as a community center. In order to develop a program for the use of this site, it was neccessary to examine the Central Business District as well as Skokies internal characteristics and its position in the metropolitan setting. From these investigations, facilities which could be integrated into the central area and supported by the Village, were derived. However, the final solution was affected to a large extent by the prevailing functional and physical trends that exist in downtown Skokie.
There were many problems; The new modern addition should mould itself around the existing condition and certain
number of parking spaces should be built up within the restricted site and a plaza should be set up attractively and functionally.
After several schemes were reviewed, an acceptable solution was reached. This solution, and the investigation that led to it, is presented in this thesis.
THE METROPOLITAN AREA AND SKOKIE The Setting
Skokie Illinois, an established residential community with a population of around 70,000 people is located to the north of Chicago. With available streets and utilities, the proximity to the core city and especially a mass transit facility (Skokie Swift), Skokie has attracted many higher income families who left the core city for suburbs. At the same time, through its accessibility, it strongly capitalizes on the social and economic advantages of a metropolitan context.
The general character of Skokie has been and still is that of a residential community. However, its shopping facilities and a versatile Central Business District give the Village an image of diversified and complete environment.
As part of a large metropolitan area, this community is serviced with an elaborate transportation network. Access to Chicago's loop is quick and convenient. It consists of a rapid transit, suburban bus lines, and a series of north-south roads. Skokie's accessibility and its internal traffic restrictions will be studied in two parts; the private and the public transportation networks.
Private Transportation. Because of Skokie's position in the metropolitan area, there is a natural assumption that the
local traffic problem is created largely because of through traffic generated by other communities. However, Skokie could avoid this dilemma, if several proposals would be realized.
First, if the proposed North-Suburban Expressway(along or near its eastern and northern corporate limits) would be constructed, this would relieve the already crowded Edens Expressway and would enable the development of a major street system for Skokie without excessive widening of local surface streets.
Beside the traffic coming from outside, Skokie generates its own congestion. There are 20,000 households generating trips to work, shopping, schools and recreation both in and out of Skokie. 86% of them are making their trip by auto.
The traffic problems in Skokie stem from several factors. However, the main reason is the fully developed land which does not allow for any expansion of the street system. Moreover, any widening of streets is immediately attacked by the community; preservation of the residential charater being their primary concern. The existing widths are inadequate for the traffic lanes required to handle the prevalent volumes, (see Figure 2)
The capacity of Skokie's streets are limited and future developments should consider other modes of transportation if the Village is to preserve its existing qualities as a residential community.
Public Transportation. Public transportation has played an important role in Skokie's development. Where as many rapidly
expanding communities are searching for means to alleviate their total dependence upon the automobile, Skokie has access to two modes of public transportation. Their presence has helped prevent a circulation breakdown which the limited capacity of Skokie's streets would otherwise have created.
The commuter carriers The Chicago Transit Authority's rapid transit system serves between Dempster and Howard in Chicago where the connection to the Chicago Loop can be made. Existing ridership on the Skokie Swift totals approximately 3,600 daily boardings, inbound only. The feasible study for the extension of Skokie Swift to Old Orchard Street is completed. The study estimates,after the extension, the ridership would be double of present ridership in the year 2000.
The bus service is not only a complementary form of transportation to the rapid transit, but also acts as the city's principal interior transportation network. By providing internal distribution to and from the external long haul carrier, the bus lines meet a major part of Skokie's transit requirements.
The presence of these public transportation facilities thus makes an important contribution to the strength and vitality of the community. In the light of recent developments and worldwide interest in transportation problems pertaining to the excessive use of the automobile and lack of public transit facilities Skokie has, within its own framework, an excellent system. This asset can be further capitalized through the modernization and co-ordination of the two transport systems.
The attractive elements about Skokie which account for the demand for housing, far exceeding the supply, are a host of subjective reasons. However, from an objective economic point of view, the most salient factors are Skokie's proximity to major employment centers.
There are 20,000 living households in Skokie. Of this 63.9$ are single-family detached, are single-family attached
5.3$ are duplexes and 27-0$ have three or more units. Residential uses, which account for of the Village's developed land,
dominate Skokie's land use. Among the different types of residential uses, single-family development covers the largest area, and is located through the Village.
Two-family and multiple family developments are concentrated principally in two areas. The larger area is east of the Chicago Northwestern Railroad between Oakton and Church street, while the smaller area is west of the railroad near downtown area.
Some two-family development is also scattered along the east edge of the Village. These concentrations of two-family and multiple-family developments present some traffic problems in terms of congestion and inadequate parking. However, most of multi-family housings are developed along the rapid transit line which provide the convenience for the family without car. Commercial Characteristics
Commercial development, which serves a variety of needs,
is located throughout the Village. Skokie's Central Business District radiates from the intersection of Oakton Street and Lincoln Avenue. This area includes the greatest concentration of the mixed commercial and residential uses structures with commercial usage on the ground floor and residential usage above it The Old Orchard Shopping Center is a regional shopping center; it serves the residents of neighboring communities as well as the residents of Skokie. A commercial office and hotel complex is located to the southeast of Old Orchard.
Other commercial deveopment is located along major streets, particularly Skokie Boulevard, Dempster Street, Main Street and Oakton Street. Some mixed commercial and residential uses are along these major thoroughfares. The strip' commercial development meets the shopping needs nearby residential areas. However, most of the above mentioned streets also serve non-local traffic which contributes to traffic congestion and traffic safety problems The Central Business District
Skokie's Central Business District has been losing its regional importance, largely due to the creation of accessible, versatile, modem and convenient shopping centers. Although many improvements could be made within this downtown area, it is unrealistic to conceive the resurgence of the central area into a competitive shopping center. Skokie could not offer the vast parking facilities because of land restrictions. It could not fully offer modem retailing facilities unless drastic redevelopment were to take effect, which also is unrealistic.
However, Skokie has a thorough public transportation system which outlying shopping centers cannot offer because of their regional setting. Moreover, in a central business district, one has the advantage of short term parking facilities bringing the client as close as possible to the store for quick single item shopping or servicing which the enclosed shopping center cannot provide.
This can also be capitalized through the improvement of the existing downtown circulation with an awareness of the unwarranted through traffic that sUch a change would create. If Skokie's Central Business District is to require some of its lost retailers it is not by competing with the shopping centers for access and parking, but by capitalizing on its existing conditions.
Skokie's Central Business District is compact and versatile. Walking distances are reduced while varied functions are added such as offices and cinemas. The fact that the Central Business Distrsct is a vast multi-function complex is a strong asset and can be capitalized upon by further developing the interrelating functions simultaneously. The offices and residences only half a block from the retail strips can back up that retail and help supply it with a constant clientelle, while the public transportation attracts from a wider geographical range. 'With the shifting of worldwide emphasis upon public transportation and the resulting effects of energy conservation measure, the Central Business District remains to gain in the strength of its retail sector.
Through this century Skokie's Central Business District
has been able to maintain its character and qualities of a self-sufficient and complete environment, creating a satelite business district within Chicago's suburbs. It has lost part of this importance due to the emphasis on private transportation and its inconvenient auto access. However, in the future, with continuing modernization and coordination of public transport, the Central Business District can regain the vitality it lost.
THE CENTRAL BUSINESS DISTRICT Existing Condition
The limits to the existing Central Business District can be defined by the Main street to the north, the Skokie Swift railroad to the east, Harvard Street to the south, and Lockwood to the west.
The major concentration of retail and office functions occur along the Oakton Street. Industrial areas are developed along the north-western railway between Oakton Street and Main Street. Most of residential area in downtown are occpied by multiple family housings. Some commercial areas include the mixed commercial and residential uses.
Most of structures in the area are quite old. There is not a hint of architectural style or design cohesiveness. Except the Village Hall is located in that area, it does not give any impression as a community center. In addition to the physical problems, the central business district has a number of economic woes. During the years of extensive village wide growth many retail areas have been developed. Specially,the successful Old Orchard Shopping Center attracts many shoppers not only from Skokie but also from neighboring communities. This decentralization of retail facilities has lured a number of established business to abandon the downtown area.
However, by the survey made by Laurence A. Alexander and Company, Inc., out of 33 business 21 plan to remain same,
6 to expand. This indicates that the present business in
downtown Skokie are steady. The same survey shows that the main problems in the area are lack of parking space (65$) lack of retail merchant organization (48%), traffic related problems (29%) and unattractiveness (16%).
Most of business in downtown Skokie are small business having less than $200,000 annual sales. As mentioned previous chapter, it is unrealistic for the downtown Skokie to compete with the new modern shopping centers. But, through improving its environment and creating its uniqueness, it can be realive. Accessibility And Circulation
Private transportation. The street network within the Central Business District is adquate, except some widening of major streets is required. It is more convenient to reach the downtown by car than the other mode of transportation. 68% of shoppers and 92% of workers in downtown area are riding their cars. None of the workers are using the public transportation. This leads to a severe parking problem in downtown Skokie.
Public transportation. The only one commuter line,
Skokie Swift passes the east edge of the downtown. But no station serves for the downtown area. Most of bus lines are distributed for the connection to the Rapid Transit to Chicago Loop. Some of them go through the downtown area, but the downtown Skokie is not the focal point of the system. Losing the position as a transportation center is the fatal reason that the downtown area has lost its role as a community center.
Two-family and multiple family housings are dominate in downtown area. The family who can not afford the single family house or the retired family live in this area where shops, entertainments and other necessary facilities are compact. These high dense housing developments supporting the business in downtown area should be encouraged. These concentrations of multiple-family developments definitely require the public transportation facilities to reduce the traffic congestion and' parking problems as well as to provide the convenience to the elderly and lower income family who can not afford a car.
As mentioned previous page, the general characteristic of business in downtown Skokie is small and single itemized business. It declines as the downtown area declines. However, it can be realive through improving the traffic and parking problems, and capitalizing the public transportation facilities which will bring more people to the downtown area.
THE VILLAGE HALL COMPLEX
As has been described in the previous chapters, the Skokie downtown area urgently needs certain improvements to revive its role. The Village Hall, as one of the revival actions, has proposed to build the new Village Hall Addition which will accomodate more governmental functions and integrate the scattered activities. Most of the land in this site are, presently, occupied by parking lot. The new addition requires more parking spaces as well as takes part of the existing parking lot. This brings severe parking problems within the restricted site.
The proposed solution is shown in Table 10 and relate to Figures 5 through 11. it provides for a new village hall addition, a parking structure and a plaza with parking spaces underneath. The basic intention of this solution is to give the modern expression physically and functionally to the 50 year old village hall complex, and to provide as much green space as possible while solving the parking problems. Functional Organization
The 5*0 acre site is given for this project. The new village hall addition, the parking structure, and the plaza are organized according to the site shape and function. The 33*750 square feet village hall addition is located near to the old village hall to make an integrated connection. The
two story parking structure is located at the sticking-out portion in the south end. The plaza is open to the Oakton Street and around the Public Library, the parking structure, and the new and existing Village Hall forming a "U" shape.
The half underground parking spaces is connected to the two story parking structure. These parking spaces accomodate about 320 cars coming to the Village Hall and the Public Library.
There is not many choices for this layout. The land of 300 feet by 150 feet in front of the Library is granted by the Federal Government which has ruled that no above ground structure should be constructed on it. Only the plaza could be set up in the area.
The service area for the new and existing Village Hall is provided at the east side of the new addition. The driveway for the service trucks is is coming through the driveway of the Elderly Housing. This arrangement is because of the traffic restriction at Oakton Street allowing the trucks exit only.
The New Village Hall
The 90 foot by 125 foot three story concrete structure consists of 25 foot bay longitudinally and 20-50-20 foot bay in the transverse direction. These column spacing allows the big open room, a council chamber, in the middle part and the small offices at the window side. The five foot module is selected for the office type room layout. The floor to floor height is 12 feet, while the floor to ceiling height is 8 foot 6 inches.
The entrance at the ground level is connected to the half underground parking space and at the second level the entrance is connected to the plaza. The galleria at the second floor is open through third floor with the skylight above. This provide the bright sunlight to every room and the focal point to the building.
The ground floor consists of the Financial Department, Personnel and Civil Defense which have frequent contacts with individuals. The Council Chamber which attracts the public is located at the second floor facing to the wide open galleria The Mayor's office, Administration and Health Department are also at same floor. The Attorney and Legal office which have not many contacts with people are at the third floor. The Atrium Cafeteria for employee's lunch is located at the third floor also.
The service area with elevators, a stair and washrooms is at the north end of the building and two other stairs are located at each corner of the south end. The mailroom and loading dock are located at the north east corner of the building. The basement for the mechanical room is also located in that corner. These clustered serving functions give the efficient operation.
The connection with the existing Village Hall is made through the stair way at the south center of the old building. Since the ground floor level of the existing Village Hall is
5 foot higher than the new addition ground floor level, the connection is perfectly made at the landing of the stair.
The Parking Structure
The half underground parking and the two story parking structure has 64 foot by 2? foot column bays. The 64 foot bay allows two row of parking spaces and a driveway, and 2? foot bay is added up by the three of 9 foot parking width. This module provide the efficient and maximum parking spaces without interuption of columns. The twin tees are used for the long span and the beams connecting the 27 foot bay support the tees. The two story parking structure has the sloped parking spaces providing a natural ramp in itself.
The entrances with ticket booth are at Oakton Street and Galitz Street. The half underground parking spaces are for the visitors and the employees parking is on the second floor and the roof. Six handicapped parking spaces are at the Oakton Street side.
As a community activity center and a focal point of the governmental building complex, it has exciting varieties. It provides a wide open space for the festivals or book fairs and many seating areas and shades for the warmer seasons. Natural form of garden and trees are dominant on this plaza to avoid the concrete structure below. The off centered fountain is harmonized with the earth and the trees and put a accent of the nature. It is easily accessible for the pedestrians and the handicapped.
In the complex, there are two contrary existing buildings. The old Village Hall with brick surface was built about 50 years ago in the colonial style while the Public Library with precast concrete facade was built about 10 years ago in modem style.
The Library is about ten times bigger than the existing Village Hall in size. This figure makes definitely the Library dominate the complex. The huge concrete mass never be compatible with the small brick building. To minimize this unbalance, the same kind of brick was selected for the new addition and the parking structure. The seven foot spandrel continues along the edge of the plaza and the parking structure allowing a horizontal expression.
The horizontally continued window and the thin lines between floors of the new addition gives a horizontal expression.. However, the window above the entrance stretches up vertically emphasizing the contrast to the Library spreading out horizontally. The modem expression with the old material and the harmony of the horizontal line and the vertical line allows the balance between the old and the new, and these varieties brings the excitement to the relaxed urban settings.
CHAPTER V CONCLUSION
It is the intent of this solution not to offend the present suburban character of downtown Skokie with unwarrented vertical and urban expressions. The capacity of Skokie as a business center has been outlined, and although it is possible, according to the zoning ordinance, to go far beyond the existing average height in the downtown, it is not functionally necessary. Where as in an urban setting such as Chicago the advantages of tall towers are the clearing of open spaces for pedestrians and intense use of the site, Skokie neither can handle such intense developments nor, in its already suburban setting, is it necessary to acquire large open areas while taking the strength away from the existing window-shopping continuity. This continuity and compact centers are the strong points of downtown Skokie.
continuity and relaxed suburban settings are inherent within Skokie's central area and should be emphasized rather than marred with large open areas, vertical expressions or sections of unusable opaque surfaces along commonly used sidewalks. This project avoids such vertical solutions and large unbuilt areas but adds a exciting variety to the bored town preserving the original character.
Table 1. Land Use Pattern, 1955 and 1967 *
1955... . 1967
Type of Use Acres Percent of Total Acres Percent of Total
Residential 1,335 29.7 2,167 34.4
Commercial 109 2.4 392 6.2
Industrial 238 5.3 719 11.5
Railroads 172 3.8 173 2.8
Public & Semi-Public 665 14.8 731 11.6
Parks & Playground 76 1.7 198 3.1
Streets & Alleys 1.906 42.3 1.916 30.4
Total Developed Area 4,502 100.0 6,296 100.0
Sources: Report Upon Land Use and Revised Zoning, Harland Bartholomew and Associates, November, 1955-
Land Use Survey, Skokie Department of Planning, November, 196?.
* From Harland Bartholomew and Associates, 1969. The Comprehensive Plan, Skokie, Illinois. Harland Bartholomew and Associates, Chicago, Illinois: table 3*
Table 2. Population Growth Trends *
Year Skokie Population Percent Of United States Percent Illinois
1900 568 0.00075 0.012
1910 658 0.00072 0.012
1920 763 0.00072 0.012
1930 5,000 0.00407 0.066
1940 7.172 0.00545 0.091
1950 14,832 0.00984 0.170
I960 59,364 0.03310 0.589
196? 70,178 0.03509
Source: U.S. Census of Population, 1900-1960.
Population Projection of Skokie by Harland Bartholomew and Associates. *
* From Harland Bartholomew and Associates, 1969- The Comprehensive Plan, Skokie, Illinois Harland Bartholomew and Associates, Chicago, Illinois: table 1.
Table 3- Skokie Trade Area, 1970 Median Family Income *
City Families 1970 I960
Skokie 19,139 $16,4-23 $9,703
Evanston 19,905 13,932 9,193
Glenview 6,4-53 19,137 11,706
Lincolnwood 3,655 21,365 13.223
Morton Grove 6,680 16,4-88 9,377
Niles 8,201 14-, 159 8,821
Wilmette 8,060 21,809 13,661
Source: Market Data Report No. 282, "1970 General Income Characteristics For Chicago Standard Consolidated Area", Chicago Tribune. *
* From Laurence A. Alexander & Company, Inc., 1973-Downtown Program, Skokie, Illinois. Laurence A. Alexander & Company, Inc., New York, New York:
Table 4. Commercial And Retail Space In Downtown Skokie. *
Type Of Space (Square
Shoppers Goods 108,359
Convenience Goods 39,827
Total Retail: 172,094
Total Commercial: 341,881
Source: Barton-Aschman Associates, Inc., Recommended
Program to Strengthen The Skokie Central Business District Through Improvement Of Parking And Traffic Facilities, November, 1973- *
* From Barton Aschman Associates, Inc., 1973- Recommended Program To Strengthen The Skokie Central Business District Through Improvement Of Parking And Traffic Facilities. Barton-Aschman Associates, Inc., Chicago Illinois: P. 7-
Table 5- East-West Arterial Traffic Volumes Skokie *
Name of Street ADT^1^ Parking Lanes Traffic Lanes ADT Per Traffic Lane
Golf 20,000-24,000 0 4 5,000-6,000
Dempster 27,000-32,000 0 4 6,750-8,000
Oakton 17,500-19,000 2 2 8,750-9,500
Touhy 27,000-30,000 0 4 6,750-7,500
(1) Average Daily Traffic, Both Directions.
Sources Barton-Aschman Associates, Inc., Recommended
Program to Strengthen The Skokie Central Business District Through Improvement of Parking and Traffic Facilities, November, 1973*
* From Barton Aschman Associates, Inc., 1973* Recommended Program To Strengthen The Skokie Central Business District Through Improvement Of Parking And Traffic Facilities. Barton-Aschman Associates, Inc., Chicago, Illinois: p. ?
Table 6. Thursday and Saturday Peak-Hour Occupancy By Type of Facility -Downtown Skokie
Type of Space (1) Thursday' Number of Number Spaces Occupied Percent Occupied (2) Saturday' Number Percent Occupied Occupied
Meter-Two Hours 224 149 67% 153 68%
90 Minutes 25 22 88 11 44
No Limit 139 86 62 77 55
Subtotal Curb: 388 257 66 241 62
Municipal 489 270 55 216 44
Customer 382 164 43 177 69
Employee 335 241 72 235 70
Resident 33 24 73 35 106
Off-Street 1.239 699 56 663 54
Total 1,627 956 59 904 56
Thursday peak-hour occupancy occurred at 1:30 P.M.
Saturday peak-hour occupancy occurred at 11:00 A.M. *
* From Barton-Aschman Associates, Inc.. Recommended Program to Strengthen The Skokie Central Business District Through Improvement of Parking and Traffic Facilities. November, 1973. Barton-Aschman Associates, Inc., Chicago, Illinois: p. 18.
Table ?. Peak Hour and Daily Use of Parking Space. *
Trip Purpose Peak Demand Percent Of Total Daily Demand Percent Of Total
CBD Related Trips
Shopping 264 23-9 1,822 40.0
Business 100 9.1 777 20.8
CBD Employee 615 55.8 677 18.2
Other 124 11.2 449 12.0
Total 1,103 100.0 3,725 100.0
Sources Barton-Aschman Associates, Inc., Recommended Program to Strengthen The Skokie Central Business District Through Improvement of Parking and Traffic Facilities, November, 1973* *
* From Barton Aschman Associates, Inc., 1973* Recommended Program To Strengthen The Skokie Central Business District Through Improvement Of Parking And Traffic Facilities. Barton-Aschman Associates, Inc., Chicago, Illinois: p. 22.
Table 8. Trip Purpose to Downtown Skokie By Mode of Travel *
Mode Shopping Work Personal Business Other Total
Walk 83-3^ 8.3^ 8.3^ 100??
Car 61.99? 26.2$ 7.1# 4. 8# 100 #
Public Transit 100.0# 100#
Table 9* Mode Of Travel Of Shoppers, Workers, Etc.
Purpose Walk Car Public Transit Total
Shopping 26.3# 68.4# 5.3^ 100#
Work 8.3# 91.7% 100#
Personal Business 100.0# 100#
Other 330^ 67.7^ 100#
Source s The Survey conducted by Laurence A. Alexander and Company, Inc., July 1973* &
* From Laurence A. Alexander and Company, Inc., 1973*
Downtown Program, Skokie, Illinois. Laurence A. Alexander and Company, Inc., New York, New Yorks p. 17-
Table 10. Summary Of Programming
Function Square Ft. Total Sq
Existing Village Hall 8,918
New Village Hall 33,750
Ground Floor 7,768
Financial Department 3,500
Managers Office 1,000
Civil Defense 1,300
Mail Room 768
Second Floor 7,200
Council Chamber 2,400
Mayors Office 1,000
Public Health 1,400
Environment Health 1,400
Third Floor 5,900
Legal Office 1,000
Atruim Cafeteria 2,250
Ground Level 217 70,736
Second Level 61 20,736
Third Level 61 20,746
NORTHEASTERN COOK COUNTY. ILLINOIS
EXPRESSWAY NETWORK MAJOR STREETS
MAJOR COO* COUNTY MAJOR CHICAGO
Figure 5* Site Plan
Figure 6. Ground Level Plan
Figure 7* Second Level Plan
SECOND FLOOR PLAN
Figure 8. Third Level Plan
THIRD FLOOR PLAN
Figure 9* Sections
Figure 10. Elevations
Figure 11. Perspective
V I L I, A G E O F SKOKIE ILLINOI s
C O U N T V
TRAFFIC VOLUMES 1968-1990
VfHFCUlAR SC All miMH 26 HOUR TRAFFIC VOlUMf*
WIDTH OF LINE AVERAGE DAILY VOLUME -1968 VOLUME '1990 ESTIMATED INCREASE
KJWCI TAC VOUMt AM* ItTMATIS MOM NAM* UKMMM.MC
V I L L A G E O F SKOKIE ILLINOIS
EXISTING MAJOR STREETS AND THEIR IMPORTANT CHARACTERISTICS
--- TWO LANE ROADWAY
FOUR LANE ROADWAY SIX LANE ROADWAY <Â£) RIGHT-OF-WAY (FEET) O TRAFFIC SIGNAL
Ml * V,