Today’s Headlines for Tuesday, January 31

  • Driver Who Blew Stop Signs at Hubbard/Ashland, Killing Another Motorist, Had 0.24 BAC (DNA)
  • Driver Who Failed to Yield to Ped in Evanston, Seriously Injuring Him, Not Cited (Evanston Now)
  • U.S. Steel Picks Barcelona Housing Company to Buy South Works Site (Crain’s, DNA)
  • Union Station Rehab, New CTA Stops, Could Boost Economy — If GOP Funds Them (Crain’s)
  • Proposed TOD at Wilson/Sheridan Would Have 147 Units, 29 Spaces (Curbed)
  • 20-Story Office Tower Proposed for Parking Garage Site Near Sears Tower (Curbed)
  • Pilsen Groups Label Developer Planning TOD Near Halsted Metra Stop “Trump Junior” (DNA)
  • Metra-Friendly Pullman Neighborhood Is Making an Economic Recovery (MPC)
  • Data Shows Manor Diverter Didn’t Cause Carmageddon, But It’s Still Dead (DNA)
  • Ad Campaign for Suburb of Oak Forest Pushes Easy Metra Access (Tribune)
  • Some Parting Advice as RedEye’s Transit Diaries Reaches the End of the Line

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  • Anne A

    Wow, what’s wrong with this version of the story?

    “Dugan says the pedestrian hit the front bumper, hood and windshield of the car.”

    How about “was struck by the front bumper, and then impacted by the hood and windshield of the car” or something else more accurate than what was printed.? #CrashNotAccident

    For those of you unfamiliar with downtown Evanston, or this particular intersection, Elgin Rd is a speedway by design. Crossing here can be dangerous even if you can walk fast.
    https://www.google.com/maps/@42.0514081,-87.6833167,54m/data=!3m1!1e3

  • ohsweetnothing

    A lot of the zoning maneuvers in the “Trump Junior” article are flat out illegal.

    Also, how many affordable housing units have been built under the 21% (not legal) guidelines in place in Pilsen?

  • Carter O’Brien

    “…On the other hand, Rockwell Street, on the east side of the Chicago River, experienced an increase in traffic that caught planners by surprise.

    “That’s something we honestly underestimated,” Smith said.”

    I am surprised at the surprise. Traffic is like stormwater, it just goes wherever the streets/current allow it to.

    A roadblock on one small stretch doesn’t actually reduce traffic in a supply sense. If all other things are being held equal (people needing to go from point A to point B), it is by definition just pushing it elsewhere. If we want to significantly reduce commuter single-occupant vehicle traffic we need to increase the fuel tax and use it to improve CTA service.

    I love seeing the bike infrastructure network grow, but cyclists are still a relatively minute share of overall rush hour traffic. A story linked here yesterday showed bike commuting going from .2% to 1.6% in about 25 years. There’s a spike with the first wave of bike lanes that went in, and then another that is probably a combination of Divvy and the protected/buffered bike lane progress. Even if this rate of growth continues – and the law of diminishing returns suggests this is unlikely – we need to be realistic about sharing the road with vehicles. Slow and steady wins the race.

    https://cyclefriendlycities.org/2017/01/29/chicagos-evolving-bicycle-culture/

  • Batboy

    The driver was cited in Evanston. I understand you published before that development but could have included the word “yet”.

    Are you standing up for cyclists or just anti-vehicle?

  • planetshwoop

    I no longer am swayed by “.2% to 1.6%” after the death of a 2 year old. Yes, I still drive, but I’m hoping for a significant increase in the growth of bikes and trains, not further accommodations for automobiles.

    Also, we know that the 1.6% is not evenly distributed. When you start to getting 5-10-15% mode share, driving habits change, and it’s significantly better placed to ask for changes. Milwaukee, Wells etc.

    My belief isn’t just that we need to share the road, but that bicycle infrastructure investments need to be seen as a network that is grown. Name the routes to make them seem like highways! Build separate infrastructure that like, connects to one another, not where it’s politically expedient.

    This is hard — space issues are always fraught in cities — but the lack of a coherent plan frustrates efforts to expand the growth, and it’s too easy to argue you shouldn’t build more because “well, not enough people use it”.

    I think this is sounder harsher than I mean to. But I have become quite frustrated with incrementalism since Noah died.

  • what_eva

    Nice how that curb bumpout doesn’t do anything to shorten the crossing distance. That crosswalk could easily be made safer by moving the stop bar back and having the crossing use the bumpout and parallel university instead of elgin.

  • Anne A

    I’m glad to hear that the driver was cited.

  • Carter O’Brien

    Noah’s parents are very good friends of mine, frustration doesn’t even begin to describe it.

    But more cyclists commuting in rush hour wouldn’t have prevented that. We need the streets to be safer, and that means actual traffic enforcement (speeding, people on the damned smartphones, reckless lane changing, you name it), getting rid of those idiotic rush hour traffic controls, and better street design – which includes bike infrastructure. I’d also support a lot more left hand turn bans, especially from side streets & our of commercial parking lots across arterials. That is what killed Noah.

    We also need to rethink this obsession with the train and reconfigure streets so that the bus has priority, the way streetcars did back in the day.

    Although even then, there’s no silver bullet: http://gizmodo.com/the-la-dodgers-got-their-name-from-brooklyns-deadly-str-1687077696

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