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New County Policy Supports Active Transportation, Lacks Specific Goals

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Cook County’s Long-Range Transportation Plan mimics existing regional plan to increase transit ridership while changing little in county governance.

Cook County’s new “Long Range Transportation Plan,” released last week, is the first such document published since 1940 and is a policy platform that will guide decisions about transportation spending for the next 24 years. To the credit of county officials, the plan voices strong support for improving walking, biking, and transit, which represents a major change for a governmental body that has focused on facilitating driving for many decades. However, I’d argue that the document, called “Connecting Cook County,” falls short of being a plan when it come to setting concrete goals for promoting sustainable transportation, and that’s a missed opportunity.

On the plus side, the language of the report acknowledges the mistakes of the past and emphasizes the benefits of active transportation. “Cook County, like the rest of the country, has long prioritized the automobile as the preferred mode of personal travel,” it states. It outlines the safety, mobility, and health benefits of better pedestrian and bike facilities and commits to improving this infrastructure across the county.

In particular, the document calls transit “the single-most important” mode for helping Cook County compete with peer urban areas around the world that offer businesses and residents “realistic, high-quality” transportation options. It argues that public transportation is also a way to shore up the county’s economic development strategies.

According to county spokesperson Becky Schlikerman, the document wasn’t intended to be a check list of goals to accomplish over the next few years, but rather a set of general policy guidelines. “The Long Range Transportation Plan is a long-term policy document that will serve as a roadmap for transportation priorities and policies for decades to come,” Schlickerman said  “This document is not a list of projects that will be completed in the short-term.”

But for the $1.4 million it cost to create the report, Cook County county taxpayers – who provided feedback in 2014 – should have gotten something more specific. Effective transportation plans set measurable goals, detail objectives on how to achieve them, and detail current statistical benchmarks against which future achievements will be measured.

Despite the fuzzy targets, the policy platform is a big move in the right direction for an a county whose transportation policies have long been stuck in a 1950s mindset. Its goals essentially match the priorities set forth in the Chicago Metropolitan Agency for Planning’s comprehensive GO TO 2040 plan. That document calls on counties and municipalities in northeast Illinois to make measurable improvements over the next 24 years, with specific goals like doubling transit ridership, improving access to jobs, and reducing pollution caused by highway driving.

Admirably, Connecting Cook County states that supporting transit-oriented development – mixed-use development around transit stations – is the single most important investment the county can make to strengthen the transportation network and make the vast county a more desirable place to live. The document explains that “improvements to be supported by the department include sidewalks, facilities for bicycles, and community plazas.” Since there are over 260 CTA and Metra rail stations in the county, that strategy could indeed have widespread benefits.

The report doesn’t have a lot of specifics on the kinds of projects Cook County should implement, but it does include a few examples. It states that the county’s Department of Transportation and Highways “will assist Pace in its efforts to provide expedited bus service on arterial roads and expressways,” and coordinate traffic signals and transit signal priority for Pace’s Arterial Rapid Transit project.

Where it falls short

One issue with Connecting Cook County is that some of the statistics it uses are outdated, which may have resulted in some misinformed policies. It includes stats on county residents’ travel habits that are based on CMAP’s Travel Tracker, a detailed survey of all kinds of household trips, which supplements U.S. Census commuting figures, which only cover work commutes. The Travel Tracker survey was last conducted in 2008, but the county document argues that “the order of magnitude and character of those trips are not likely to have changed materially” since then.

However, downtown Chicago has gained tens of thousands of jobs, and thousands of new residences since 2008, CTA rail ridership has grown 20 percent while bus ridership has fallen 12 percent, and the number of people walking and biking has increased. Therefore the “character and magnitude” of urban travel has probably changed significantly over the last eight years.

Chart showing CTA ridership changes since 2008

“Connecting Cook County” was informed by data about Cook County residents’ travel patterns, but a lot about how we get around has changed since the survey was done in 2008. This chart shows how ridership on just the Chicago Transit Authority has changed. Chart: Yonah Freemark/Metropolitan Planning Council

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Has the South Chicago Velodrome Finally Come to the End of the Road?

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Velodrome association vice president John Cline took what might be his last spin on the track last weekend. Photo: Keven Leitner

The South Chicago Velodrome Association recently announced that the city’s only bike racing track is probably going to lose its lease and cease operations. According to bike shop owner Marcus Moore, who has spearheaded recent efforts to keep the facility in the city, there’s still a glimmer of hope that the track can be saved. But this could only happen if landlord U.S. Steel agrees to relax terms of the lease, or else if opportunities arise to pay off the tens of thousands of dollars still owed to the velodrome’s manufacturer and/or find a new location for the portable facility.

Built in 2011 at 8615 South Burley on U.S. Steel’s former South Works site, the track supposed to be the first step in a grand plan for the South Chicago Velo Campus, brainstormed by luxury pet accessory mogul Emanuele Bianchi. After hosting races for adults, plus education programs for youth from the surrounding low-to-middle-income communities for a few years, Bianchi and his partners gave up on the project in September 2014, citing a lack of support from the Chicago bike community.

But Marcus Moore, owner of Yojimbo’s Garage bike store, and other cycling enthusiasts stepped in to stop the track from being repossessed by its manufacturer, V-Worldwide, based near Detroit. The advocates were able to raise about $30,000 out of the $110,000 owed to the company through crowdfunding and persuaded the owner to let them hold onto the track while they continued to fundraise.

The real estate company McCaffery Interests, which was managing the South Works site for the steel company and working with them on a plan to redevelop the land as “Lakeside,” agreed to let the new track boosters use the land rent-free. However U.S. Steele requires a whopping $15 million in aggregate coverage, while a typical track only needs $2-3 million in coverage, according to Moore.

As a result the velodrome association has had to pay about $2,500 a month in insurance premiums and they’ve struggled to keep up with this expense. While they have paid V-Worldwide a total of $39,000 for the facility, they’re now many months behind in payment and have periodically had to put of calls for donations to cover the insurance bill.

Moore, who says he’s needed to scale back his own involvement with the velodrome in order to focus on running his shop, says it looks like the boosters’ track racing dreams may have come a dead end. “It’s not totally conclusive yet, but technically our land lease and insurance expired Sunday night,” he explained.

U.S. Steel’s partnership with McCaffery collapsed last February, and the steel company is now looking to sell the land rather than redevelop it. As such, they’re only willing to renew the track’s lease until October 31, and they’re still not willing to lower the insurance requirements, Moore says.

Continuing the existing insurance would require a $6,091 payment up front plus monthly payments of about $2,500, but that’s a moot point because the current insurer isn’t interested in renewing the policy for only a few months, according to Moore. He added that it would be difficult to find new $15 million short-term coverage. Moore says he’s been negotiating with the steel company over the insurance issue recently, but so far they haven’t budged.

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Eyes on the Street: Vigil at the Avondale Corner Where Virginia Murray Died

Ghost bike vigil for Virginia Murray

Parents of fallen cyclist Virginia Murray’s childhood friends recite two prayers at a vigil to install a ghost bike in her memory.

Motorists drove carefully around the large crowd of supporters that had gathered and spilled into the roadway last night at the corner of Belmont and Sacramento, where Virginia Murray was fatally struck while riding a bicycle on July 1.

Over 40 people had come for a vigil for Murray, and to watch the installation of a ghost bike in her honor. Ghost bikes are a worldwide tradition memorializing the life of someone who died riding a bicycle. Anthony Arce, a nearby resident who witnessed the crash, and Kristen Green, a former neighbor of Murray, organized the event.

Ghost bike vigil for Virginia Murray

Anthony Arce, a witness to Murray’s fatal crash, helped organize the vigil with Kristen Green.

Around 9 a.m. on Friday, July 1, Murray was riding northbound on Sacramento when the nortbound driver of an AB Hardwood Flooring flatbed truck turned east onto Belmont, running over Murray. Security camera video from the gas station across the street proves that this was a “right hook” crash. Attorney Mike Keating (a Streetsblog Chicago sponsor) wrote about the crash on his blog, stating that “Ms. Murray’s path was exactly the one that a Chicago bicyclist should follow.”

The crowd was silent for nearly 15 minutes, while friends and family placed candles, balloons, flyers, and other mementos. Pamela Lowe, the parent of one of Murray’s friends, broke the silence and said, “In times when there’s a lot of upheaval in our world, Ginny stood for everything that was good,” according to DNAinfo. Then Lowe and other parents of Virginia’s childhood friends recited the “Our Father” and “Hail Mary” prayers.

Alder Deb Mell (33rd Ward) joined the vigil and spoke with the parents, Lowe, and Green. Mell’s office organizes a Transportation Action Committee, of which I’m a founding member, to advise her on active transportation issues in the ward, which includes parts of Avondale, Albany Park, and Ravenswood Manor.

Mell told DNAinfo that plans to install bike lanes on Belmont from Kedzie to Halsted had “been put on hold.” Staff from the Chicago Department of Transportation’s bike program told the Transportation Action Committee two times in 2014 that CDOT was planning to install the bike lanes that year or in 2015.

I’ve asked CDOT to comment on the status of this project and will update this post if they provide one. Bike lanes on Belmont would help remind drivers to check for bicyclists before turning onto the street, which could help prevent crashes like Murray’s in the future.CDOT and Divvy staff also attended the vigil. The TAC meets on the fourth Thursday of each month at Horner Park Fieldhouse.

Ghost bike vigil for Virginia Murray

Mourners and supporters mingle after the prayer. 33rd ward Alder Deb Mell speaks to vigil organizer Kristen green in the background.

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Chicago Needs More Street Redesigns to Reduce Pedestrian and Bike Deaths

This is one of my favorite things people in Chicago do

Because of the size and design of the Milwaukee/North/Damen intersection, people tend to cross – on foot and on bike – in all directions.

Illinois Bicycle Lawyers - Mike Keating logo

Last week the National Highway Traffic Safety Administration released a report showing that all traffic fatalities increased significantly on U.S. roads from 2014 to 2015, by 7.7 percent to reach 35,200, the worst death toll since the 2008 economic crash. Streetsblog USA’s Angie Schmitt pointed out that, while Americans drove 3.5 percent more during this period, that’s “not enough to explain the rising death toll.” U.S. pedestrian and bike fatalities rose even more during that period, by 10 and 15 percent, respectively.

Illinois saw a similar 7.5 percent increase in traffic deaths last year, with 923 fatalities in 2014 and 998 deaths in 2015, according to the Illinois Department of Transportation.

In 2015 there were 46 Chicago pedestrian fatalities and 7 biking deaths, according to preliminary numbers from the Chicago Police Department, which may differ from IDOT’s final numbers for our city, which won’t be released until this fall. That represented a 43.8 percent increase in pedestrian deaths over 32 in 2014, and a 16.7 percent rise in bike fatalities from six in 2014, according to IDOT figures.

At a Mayor’s Pedestrian Advisory Council meeting last February, Chicago transportation commissioner Rebekah Scheinfeld acknowledged the spike in pedestrian deaths between 2014 and 2015. However, she said the city’s pedestrian fatality numbers for recent years was “still a decrease if you look at a 10-year trend.” Despite that long-term decline, I’d argue that the nearly 44 percent year-to-year rise isn’t an acceptable number for a city with a stated goal of eliminating all traffic deaths by 2022.

The Chicago Department of Transportation is behind in many of its stated goals to improve pedestrian and bicyclist safety by changing infrastructure, as outlined in the its Chicago Pedestrian Plan and Complete Streets Design Guidelines. For example, in the Pedestrian Plan, published in 2012, CDOT set a target of eliminating all channelized right-turn lanes, aka slip lanes, by 2015 because these enable drivers to make fast turns around corners, endangering pedestrians.

So far I’ve only heard about slip lanes being eliminated at two Lakeview intersections, Lincoln/Wellington/Southport and Halsted/Grace/Broadway. In both cases the changes resulted in a backlash from motorists, because the improvements to pedestrian safety made it a bit less convenient to drive.

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Parks Group Endorses Plan to Replace Two Acres of Green Space With Asphalt

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An aerial view of 31st Street Beach. Friends of the Parks has endorsed the park district’s plan to more than double the size of the west lot, center. Image: Google Maps

[Last year the Chicago Reader launched a new weekly transportation column written by Streetsblog Chicago editor John Greenfield. This partnership allows Streetsblog to extend the reach of our livable streets advocacy. We syndicate a portion of the column on the day it comes out online; you can read the remainder on the Reader’s website or in print. The paper hits the streets on Thursdays.]

It’s another case of parks versus parking lots.

The Chicago Park District plans to put more than 250 new parking spots near the recently revamped 31st Street Beach and Harbor, in addition to the more than 650 existing garage and surface lot spaces already available within a roughly five-minute walk of the beach. That would make for a whopping grand total of more than 900 stalls at the lakeside facility.

On top of that, to make room for the additional parking, the project would involve the elimination of 85,000 square feet of existing green space south of a current car park.

The Park District says the additional parking is meant to accommodate future demand for access to the 900-slip harbor—although a spokesperson admits the department hasn’t conducted a parking demand study.

But here’s what really gets me: the parking lot expansion has been endorsed by none other than Friends of the Parks, the same group that helped tank George Lucas’s proposal to replace Soldier Field’s 1,500-space south lot with his Museum of Narrative Arts.

“Friends of the Parks has been hearing from stakeholders as well as the Chicago Park District about the great demand for parking for both beachgoers and boaters at the 31st Street Beach,” executive director Juaniza Irizarry said via e-mail this week.

I’ve had mixed feelings about Friends of the Parks’ previous advocacy work. I respect the group’s role as a guardian of our city’s recreational spaces—working, for example, to stop private music festivals from destroying public parks. It’s also taken progressive stances on parking at other parks. Still, I saw its stance in rejecting the Lucas Museum as a case of letting the perfect be the enemy of the good.

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Virginia Murray, 25, Fatally Struck While Riding a Divvy Bike in Avondale

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Virginia Murray

Virginia Murray, 25, was fatally struck by a truck driver this morning while riding a Divvy bike at Belmont Avenue and Sacramento Avenue in Avondale, according to police. The case appears to be the first fatal crash involving a bike-share user in the U.S.

At about 9:00 a.m. Murray and the driver of a 2001 Chevrolet flatbed truck were both traveling northbound on Sacramento, according to Officer Kevin Quaid from Police News Affairs. At Belmont, the driver made a right turn to head eastbound, Quaid said. “They collided, causing severe injury to the bicyclist,” the crash report reads.

Murray, of the1200 block of North Marion Court in Wicker Park, was rushed to Illinois Masonic Hospital, where she was pronounced dead at 9:58 a.m.

So far the driver has received no traffic citations or criminal charges, Quaid said. Major Accidents is investigating. According to ABC, there is security camera video of the crash that shows the driver striking Murray. According to ABC, the driver works for a nearby flooring company AB Hardwood Flooring.

According to Murray’s LinkedIn profile, she had been working at Blue Cross Blue Shield of Illinois, the Divvy sponsor, since 2013, most recently as a lead marketing communications consultant. A spokeswoman for the company provided this statement:

Friday’s fatal collision is a tragedy and we join Divvy and the Chicago Department of Transportation in offering our condolences to the Murray family. This touches many of us personally, as until a few weeks ago Ginny Murray worked at Blue Cross and Blue Shield of Illinois. She was an avid Divvy supporter, a wonderful employee and a special person. She will be missed.

The Chicago Department of Transportation and Divvy provided this statement: “This morning a cyclist was involved in a fatal collision with a truck [driver] on the Northwest Side. Divvy and the City of Chicago express our deepest condolences to the rider’s family and loved ones.” A source confirmed that this was the first fatality involving a Divvy user since the system launched in June 2013. Almost 8 million rides were taken during that time.

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Looking north on Sacramento at Belmont. Image: Google Maps

The North American Bikeshare Association released this statement today in response to the fatal crash:  

This morning, a young woman using bikeshare in Chicago was involved in a fatal crash. The North American Bikeshare Association joins Divvy and the Chicago Department of Transportation in expressing our sincere sympathies and deepest condolences to her loved ones and the community impacted by this great loss.

Today marks a tragic milestone we wished would never come. 

This is the first time that we’ve lost someone from our bikeshare community in the eight years that bikeshare has operated in the United States. Today’s loss extends beyond Chicago and into the hearts and homes across the nation.

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Lakeview News: Right Turns Are Back at Grace/Halsted, Curbside Cafes Debut

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El Nuevo Mexicano owner Maria Rodiguez cuts the ribbon on the restaurant’s Curbside Cafe. Photo: Lakeview East Chamber of Commerce.

The controversial right-turn ban at Grace/Halsted/Broadway in Lakeview East may have created a new Chicago record for the number of community meetings held over a pair of traffic signs. Fortunately, it appears that a compromise has been reached which should satisfy the drivers who groused about the turn ban, as well as folks who are concerned about improving pedestrian safety.

Last December the Chicago Department of Transportation recently put up “Do Not Enter” and “No Right Turn” signs by the slip lane that previously allowed drivers to make quick turns from northbound Halsted to southeast-bound Broadway. Slip lanes, also called channelized right turns or “porkchop islands,” are problematic because they allow motorists to whip around corners at high speeds into the path of people on foot, and they create longer pedestrian crossing distances.

CDOT decided to try banning the right turn as a test, in advance of a street repaving project on Broadway between Belmont and Irving Park, slated for late 2016 or early 2017. If the test was deemed a success, the slip lane would be replaced by a curb extension during the road project.

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Banning right turns onto Broadway kept pedestrians from being endangered by quick-turning drivers. Photo: John Greenfield

But some residents, merchants, and the Lakeview East Chamber of Commerce weren’t happy about the turn ban, and the chamber launched an online petition asking CDOT to take down the signs. They argued that the new rule made it harder to drive in the neighborhood, and caused motorist to take circuitous routes on residential streets to access Broadway south of Grace.

However, northbound drivers on Halsted who needed to access the the 3700 block of North Broadway could do so by turning east on Waveland, a block south of Grace. Moreover, CDOT rush hour traffic counts done on a single day last October found that, even during the busiest hour, 8 to 9 a.m., only 14 northbound drivers made the hard right turn onto Broadway. Overall, only 4.5 percent of all northbound motorists used the slip lane during the a.m. rush, and a mere 3.9 percent used it during the p.m. rush.

Nevertheless, CDOT recently took down the turn-ban signs and replaced them with a “No U-Turn for Trucks” sign. When I asked CDOT spokesman Mike Claffey about the change, he referred me to local alderman James Cappleman’s latest newsletter.

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Transit TIF Districts Pass State House and Senate, Would Fund CTA Projects

CTA Blue Line congress modernization

The CTA wants to modernize the Blue Line’s Congress branch, and onedesign some of the stations and possibly reopen some closed entrances at single-entry stations. Image: CTA

A new bill that would generate more funding for four large-scale Chicago transit infrastructure projects, without diverting tax revenues from schools, passed the Illinois House and Senate today. The original bill was introduced in January 2015, spearheaded by the Metropolitan Planning Council. It awaits Governor Bruce Rauner’s signature, who is expected to sign a budget today after a year of operating the state without a budget for a year – reducing funding for transit agencies, schools, and social services.

The funding would come from “transit TIF districts” that would have boundaries extended up to a half mile around Chicago’s Union Station (to fund the changes in its master plan), the CTA’s North Side Main Line, the CTA’s Red Line extension, and the CTA’s Blue Line Congress branch modernization and possible extension. The bill (pdf) enables the Chicago City Council to pass a similar law to create the actual districts, but sets limits on how far the districts can extend from the proposed projects’ area.

They would work much like existing TIF districts, where the property taxes assessed on any incremental increase in property values since a district’s inception is deposited in a separate fund. This is a form of value capture in that an increase in property values spurred by the transit infrastructure is used to help pay for it.

Other key differences are that the transit TIF districts would expire in 35 years instead of the originally-proposed 50, and that instead of a blanket maximum length of six miles, each district has a specific maximum length. Fifty years was proposed because that is the useful life of a transit facility.

The most important difference between common TIF districts and the transit TIF districts is that the new transit TIF district doesn’t divert any money from schools. The legislation says that any school district overlapping the transit TIF district will receive all the money due to it as if the transit TIF district didn’t exist.

After making the payment from the transit TIF district fund to the school district, 80 percent of the remaining portion would go to pay for the transit project, and 20 percent of the remaining portion would go to all other taxing districts – library, city colleges, etc. – in the proportions as if the transit TIF district didn’t exist.

Mayor Rahm Emanuel issued a statement about the bill’s passage in the state House and Senate, saying, “Today marks the next chapter in the work we started shortly after I took office, to modernize the Red Line from 95th to Howard” and building the extension to 130th Street. “With this bill,” it said, “in just a few years we will have done what once seemed impossible.”

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Cycle of Peace Event Will Bring 500 Bikes to Kids in North Lawndale

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Kids at the Bronzeville Bike Builder bike giveaway in 2014. Photo: TAG Foundation

Illinois Bicycle Lawyers - Mike Keating logo

Two years ago the TAG Foundation and Working Bikes joined forces to stage the Bronzeville Bike Builder, distributing 500 refurbished bicycles to local families. Kids 12 and under were invited to come learn bike safety skills and leave with a free cycle.

This year they’ve partnered with the North Lawndale Restorative Justice Hub to stage the event, rebranded as The Cycle of Peace, on the West Side. The bike giveaway takes place on Saturday, June 25, at North Lawndale College Prep’s Collins Campus, 1313 South Sacramento, starting at 9 a.m.

The TAG Foundation, a nonprofit promoting sustainable, healthy, and affordable living in Chicago’s communities of color, is run by Angela Ford, a sustainability consultant. The foundation has done much of the coordination for the event. “Putting 500 bikes in a neighborhood changes people’s perception of the community,” Ford said. “It also changes a community’s perspective on bicycles as active transportation.”

Working Bikes, a community bike shop located at 2434 South Western in Little Village, is sending 13 shipping containers of 500 bikes to partners in other nations this year. They view the Cycle of Peace as a similar initiative: getting bikes in the hands of youth who can benefit from them, right here in Chicago.

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Manor Greenway Could Become City’s Best By Cutting Cut-Through Motorists

The Manor neighborhood greenway builds two new connections to Horner and Ronan Parks, and adds biking and walking infrastructure to an on-street segment highlighted in green.

The Manor neighborhood greenway builds two new connections to Horner and Ronan Parks, and adds biking and walking infrastructure to an on-street segment highlighted in green.

Last week, the Chicago Department of Transportation revealed its proposal to connect riverfront paths, reduce cut through traffic, and make it safer to walk and bike along streets in the Ravenswood Manor neighborhood. CDOT developed the plan for a “neighborhood greenway” between Horner Park and Ronan Park along the north branch of the Chicago River over the past two years, at the request of 33rd Ward Alder Deb Mell, and the Transportation Action Committee she started.

I’ve been a member of the TAC since its beginning, and I know the plan well. While I wasn’t able to attend the meeting, I think that Patty Wetli’s article in DNAinfo thoroughly captured the concerns people have.

The project was initiated because there’s a gap between two riverfront trails in Horner and Ronan Parks, and Ravenswood Manor residents have been complaining about cut-through traffic, motorists who roll past stop signs, and speeding, for decades. The neighborhood greenway plan includes redesigning a handful of intersections, laying down a short multi-use paths to connect the parks to the streets, and pilot what would be a pioneering traffic diverter.

Homes abut the river in Ravenswood Manor, so there is no public space along the river on which to build a trail. The neighborhood greenway  would be an on-street connection.

On the project’s south end, CDOT would build a small path in the park so people in the park could reach the start of the on-street route at the intersection of Montrose Ave. and Manor Ave. To create a safer crossing here, CDOT would build a concrete island with two waiting areas, one for people using the route, and another for people walking on the sidewalk. This way, people can cross one direction of traffic at a time. The island blocks left turns from Manor Ave. onto Montrose Ave. and left turns from Montrose Ave. to Manor Ave. would use a dedicated lane. CDOT would build a raised crosswalk across Manor Ave. to slow incoming motorists.

CDOT showed this rendering of how the traffic diverter. Previous versions used concrete to physically prevent going straight. Image: CDOT

CDOT showed this rendering, looking north on Manor at Wilson, of how the traffic diverter would work. Previous proposals, presented to the TAC, used concrete to physically prevent vehicles from going straight. Image: CDOT

On the north end, CDOT proposed building a new, short trail on an extended parkway along Lawrence between Manor Ave. and the Ronan Park entrance. A traffic island that’s nearly identically to the one at Montrose would offer a safe waiting area for people to cross in two-stages. There would be another raised crosswalk here at the entry of the neighborhood greenway.

The neighborhood greenway’s on-street route would be the city’s third. The first was installed on Berteau Avenue in Lakeview in 2014, and the second, albeit without any infrastructure changes, was built on Wood Street in Wicker Park.

The best way to increase safety for people walking and biking on neighborhood greenways is to limit speed and reduce the number of cars. Manor Ave.’s speed limit is already 20 m.p.h. but residents had said it was common to see people driving faster. The neighborhood’s many families, a park and a ballet school, all mean that lots of children are crossing Manor Ave. Read more…