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What’s Up With Evanston’s Unusual Divvy Station Location Pattern?

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A Divvy station at Church and Dodge in Evanston, at the intersection of two protected bikeways. Photo: Steven Vance

As I pointed out back in early June when the new Divvy expansion map was released, which included the system’s first suburban docking stations in Evanston and Oak Park, the locations of the ten Evanston stations seemed a little odd.

When Chicago originally launched the bike-share system in 2013, a high number of stations were concentrated downtown and in dense, relatively affluent Near-North Lakefront areas, with roughly quarter-mile spacing between stations, in an effort to make the system financially sustainable. The rest of the coverage area generally got less convenient half-mile spacing, using a fairly consistent grid pattern. This half-mile grid pattern was also used for Chicago’s 2015 and 2016 expansions.

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The 2016 Divvy expansion areas are show in red on this service area map. Click for a larger image.

One notable exception in Chicago this year is Rogers Park, where there’s a dense cluster of new stations near Howard Street, the Evanston border. “There are a number of logistical and practical factors which have to be balanced when siting stations and it’s really more of an art than a science,” Chicago Department of Transportation spokesman Michael Claffey stated when I asked for an explanation of the Rogers Park layout. “These include availability of off-street right of way, parking restrictions and aldermanic support, among other issues.”

Oak Park has distributed its 13 stations using a fairly consistent half-mile grid pattern, similar to what’s been done in much of Chicago.

However, the Evanston locations seem scattershot by comparison. There’s no grid pattern, most of the stations are located in the northeast portion of the suburb, and there are almost none in the southwest quadrant, which is relatively close to Chicago.

Divvy’s Evanston webpage notes that eight of the ten Evanston stations were purchased via a state grant, with matching funds from the suburb. These station locations were chosen based on data from a survey conducted during Evanston’s bike plan update, a Northwestern University industrial engineering research project, a community meeting, an online survey with over a thousand participants, and paper surveys distributed at a senior center and the suburb’s main libraries. This data was used to identify trip generators and destination points.

The other two stations were paid for by Northwestern, so their locations were chosen to provide access between the other eight stations and the campus, according to the Divvy website.

Evanston’s transportation and mobility coordinator Katherine Knapp provided some additional info on the thought processes behind the location choices. “It’s important to note that we not only have to take into account the street grid, which [isn’t as consistent] in Evanston, but also land use, the distribution of employment centers, and where community resources are located.”

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The Evanston Divvy locations, plus trip generators like transit stations, schools, and workplaces. Click for a larger image. Map: City of Evanston

Knapp noted that Oak Park had 13 stations to spread over a suburb with an area of 4.7 square miles and a population of about 52,000. Meanwhile, Evanston’s ten stations had to serve a city of 7.8 square miles and about 75,000 people, which made it especially important to be strategic about locations. Why did Evanston buy fewer stations? “We were trying to strike a balance of community needs with the size of the grant,” she said.

There’s a strong correlation between the Evanston station locations and transit, Knapp said. She also noted that stations were placed along Dodge Avenue (the same longitude as Chicago’s California Avenue), where a protected bike lane was recently installed.

Weight was also given to the parts of town with the lowest rates of car ownership, based on U.S. Census data. This includes northeast Evanston, which features plenty of high-rise housing and “a surprising mix of students and young professionals,” according to Knapp. She noted that the area around the Davis CTA and Metra stops is especially dense with residents and retail.

“When you step back and look at the [Evanston Divvy location] map, it’s been called ‘zany,’” Knapp said. “But when you drill down and look at the demand and what the travel patterns tell us, it makes sense.” The city of Evanston’s Divvy webpage includes detailed information about the destinations served by each of the ten stations.

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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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An Epidemic of Bike Crashes; Bad Trail Design May Have Caused One of Them

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One of several Lakefront Trail intersections in Uptown that are hazardous “mixing bowl” junctions with east-west streets and Lake Shore Drive access ramps. Moreover, confusing signage tells drivers to “Stop” while path users are ordered to “Yield.” A 61-year-old cyclist was critically injured at the Wilson intersection last Tuesday. Photo: Hui Hwa Nam.

It’s been an awful two weeks for bike collisions in northeast Illinois. On Tuesday of last week, a 29-year-old woman was struck and injured on her bicycle at Jackson and Homan, by a police officer who witnesses say ran a red light without using lights or sirens. That Wednesday bike courier Blaine Klingenberg was fatally struck by a tour bus driver at Oak and Michigan, the first Chicago bike fatality of 2016

Last Monday a pedicab operator reportedly had his vehicle struck by a hit-and-run minivan driver at South Water and Michigan, but escaped without injury. Last Tuesday schoolteacher Janice Wendling and her husband Mark were fatally struck while cycling in Morris, Illinois, by one of Janice’s former students.

Also last Tuesday, an SUV driver critically injured a 61-year-old man on a bike at Wilson and the Lakefront Trail. And we’re told that on Thursday a CTA driver struck a bicyclist on Milwaukee just north of the Bloomingdale Trail, causing minor injuries.

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Fallen cyclist Janice Wendling.

There was one piece of good news about local bike crashes on Thursday. We learned that Scott Jacobson, who suffered a broken pelvis and horrific road rash after he was struck by a driver and dragged hundreds of feet on May 2 in Bridgeport, was finally sent home from the hospital.

A route has been proposed for Friday’s Chicago Critical Mass ride that would visit the Klingenberg crash site, as well as the white “ghost bike” memorials for several other fallen cyclists. The map includes a stop at Jacobson’s home in McKinley Park to wish him a fast and full recovery – I’ve been told his family is looking forward to welcoming the riders.

Last Tuesday’s crash in Uptown, which took place at a spot where Wilson and access ramps for Lake Shore Drive converge with the shoreline path, highlights an intersection design and signage problem with the trail. At around 7:20 p.m., the bike rider was heading north on the path and was struck by the eastbound driver as he crossed Wilson, according to police.

The victim was transported to Illinois Masonic Hospital in critical condition, police said. DNAinfo reported that one of the man’s wheels was left in the grass near the crash location.

The SUV driver, Liliana Flores, 32, a Park Forest resident, received three traffic citations and was scheduled for a hearing in traffic court on Monday, August 8, according to police.

As I’ve pointed out before, the unorthodox configuration and signage of this Lakefront Trail intersection, and similar junctions at Montrose, Lawrence, and Foster, create a confusing and hazardous situation. Not only do the east-west street, the LSD ramps, and the trail converge in one location, creating a chaotic “mixing bowl” effect, the signs at the intersections are seemingly paradoxical.

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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…

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Here’s How the Wood Street Greenway Could Better Prioritize Bicycling

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The Wood Street neighborhood greenway is supposed to be specially designed to make cycling safer and more convenient. The black line shows where a curb could go to solidify the turn as part of the route. Image: Google Street View

Over the past few years the city has built a handful of “neighborhood greenways,” projects that involve small changes to side streets that can have a big impact in making them more bikeable, while connecting residential areas to the wider network of bike lanes. If the Chicago Department of Transportation picks up the pace on building these bikeways, it could actually create the kind of “8 to 80” bike network that the department says is its goal, and the Active Transportation Alliance and other advocates have been pushing for.

Neighborhood greenways can involve a number of different strategies that discourage cut-through traffic and speeding on residential streets, while making cycling more efficient and comfortable. For example, Chicago’s first neighborhood greenway on Berteau between Lincoln and Clark, completed in 2013, involved removing four-way stop signs at an intersection and replaced them with a traffic circle. This forces drivers to slow down to maneuver around the circle, but it doesn’t hinder bicyclists.

The Berteau route also includes sections of contraflow bike lane that allow two-way cycling on one-way segments of the street; a reduced 20 mph speed limit; curb bump-outs that shorten crossing distances for pedestrians and discourage fast turns by drivers; and a pedestrian island at Clark with a special cut-through that allows eastbound contraflow bike traffic to turn north onto Clark.

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The route of the Wood Street greenway between Division and Milwaukee. Image: Google Maps

However, the city’s second neighborhood greenway, completed in 2014 on Wood Street between Augusta and Milwaukee, doesn’t include any concrete infrastructure but only street markings. As such, the project was less effective making the street more bike-friendly. A bike infrastructure design from the Netherlands offers inspiration for additional changes that could be made to Wood that would emphasize the greenway’s role in the network and pilot a new kind of traffic calming in Chicago.

The Wood bike route makes three turns at Ellen, Wicker Park Avenue, and Wolcott – all within the span of two blocks. At the tricky “T” intersection of Wicker Park and Wolcott, bicyclists aren’t given any sort of priority.

Southbound bicyclists have to make a left turn from Wolcott to Wicker Park Ave. Signs here tell southbound cyclists that the greenway continues to the left, but they’re placed too close to the intersection. By the time a cyclist is close enough to read the sign and realize they need to turn left, it’s a little too late to conveniently merge left, and it’s also necessary to yield to oncoming traffic on Wolcott before turning. I’d argue that this doesn’t embody the safe and comfortable riding experience you’re supposed to enjoy on an neighborhood greenway.

In contrast, when you’re biking on a Dutch “fietsstraat” (bicycle street) in a town like Nijmegen (nigh-may-hen), cycling is prioritized even when the bike route turns from one street to another at a “T” intersection. This is indicated with signs and the red pavement – kind of like a red carpet – which is used throughout the Netherlands to denote bike-priority and bike-only routes. As the bikeway turns from one street to another at an intersection, the red pavement does, too.

“Shark’s teeth,” white triangular street markings that point in the opposite direction of traffic, indicate that those cyclists and motorists outside the red pavement must yield to those riding and driving on the red route.

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Intersection Improvements Needed at Site Where Samyra Lee, 7, Was Killed

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Samyra Lee. Photo: Nesia Lee

Last month the driver of a tractor towing mowing equipment struck and killed seven-year-old Samyra Lee as she crossed an Englewood Street while holding hands with her mother. Changes to the intersection are needed to stop another tragic incident like this from occuring again.

On the morning of Friday, May 27, at around 7:45 a.m., Samyra was walking to Providence Englewood Charter, where she attended first grade, with her mother Julicia Lee when they attempted to cross Ashland Avenue at 65th Street, according to police. The stoplight turned red before they made it to the other side, police said.

“The light is so short,’’ Nesia Lee, Samyra’s aunt told the Chicago Tribune. “Before she knew it, [the tractor driver] hit her and she flew and fell. When she got up, my niece was down the street … just bleeding so bad.”

Samyra was transported to Comer Children’s Hospital, where she was pronounced dead. Julicia, 24, received hip injuries in the crash but refused treatment, and instead headed to the children’s hospital to be with her daughter.

The tractor driver was cited for failure to reduce speed to avoid a crash. The vehicle is owned by a company with a contract with the Chicago Department of Streets and Sanitation.

On Monday, DNAinfo reported that neighbors are calling for safety improvements to the intersection in the wake of the tragedy. Parents whose children attend the charter school, located at 6515 South Ashland, said that pedestrians crossing Ashland at 65th get a very short green signal and often have to “take their chances” to get across.

They added that the intersection should have a crossing guard. A staffer for local alderman Toni Foulkes told DNA crossing guards were stationed at the intersection back when the school was Ralph A. Bunche Elementary School, but that stopped after the school became a charter.

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Rotterdam’s Boulevards Demonstrate How to Make Chicago’s Bike-Friendly

Is this Kedzie Boulevard in Chicago, or a boulevard in Rotterdam? Both of them have a main drive and two service drives. Only one is designed for safe and convenient bicycling.

Is this Kedzie Boulevard in Chicago, or a boulevard in Rotterdam? Both of them have a main drive and two service drives. Only one is designed for safe and convenient bicycling. Photo: Steven Vance

Illinois Bicycle Lawyers - Mike Keating logo

I’ve discovered few similarities between the city of Rotterdam, where I’ve been living for seven weeks, and Chicago. The most striking similarity is the nearly identical layout of the boulevard streets. While biking from my apartment in Rotterdam towards the cool neighborhood of Witte de With, I realized that as I was cycling on the side road of a wide street, I was really biking on a facsimile of Kedzie Boulevard in Chicago.

In the middle was a two-way “main drive,” where through traffic and buses ran, and on both sides, separated by a landscaped area, were one-way service drives for access to individual houses or apartment buildings – just like in Chicago. Other Chicago streets with this layout include Franklin Boulevard and Ogden Avenue.

The difference was that the city of Rotterdam implemented “filtered permeability,” by preventing motorists from driving more than one block at a time on the service drives. As a motorist driving on the service drive approaches the next intersection, there’s an “exit ramp” that carries vehicles over the landscaped area and onto the main drive.

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These two maps show boulevard layouts in Chicago (left) and Rotterdam (right). Where service drives meet main intersections on this street in Rotterdam, motorists must return to the main road while bicyclists can continue straight (in the dashed blue lines).

Side streets that intersect the boulevard can only be entered from the main drive, eliminating the possibility of using the service drive to get around a backed up intersection on the main drive in order to turn right.

A bike path connects the “end” of this service drive to the start of the next one, on the other side of the intersection. Of course, the sidewalks are continuous. Doing a similar layout in Chicago would require eliminating only about one car parking space per block.

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MCZ’s Car-Centric West Loop Project Thumbs Its Nose at the TOD Ordinance

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Two whole floors of the 75-unit development will be dedicated to warehousing up to 140 cars. Image: MCZ / HPA

Talk about a missed opportunity.

It’s good news that a parking lot located at the southeast corner of Lake and Aberdeen in the burgeoning Fulton Market District will soon be replaced by a mix of residences, office space and retail. But it’s a crying shame that the developer MCZ Development is also building a glut of off-street car parking on the site, which is located a mere three-minute walk from the CTA’s Morgan ‘L’ station.

It’s especially regrettable because, thanks to the 2015 update of the city’s transit-oriented development ordinance, MCZ is effectively not required to provide any parking at all. The beefed-up ordinance waives the usual parking requirements for new developments within a quarter mile of a rapid transit stop, and within a half mile on designated Pedestrian Streets. Instead of taking advantage of this perk, the developer is choosing to build an excessive number of car spaces, which will encourage residents, workers, and shoppers to drive.

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When a building is a 3-minute walk from the ‘L’, is it really necessary to provide a car spot for every unit? Image: Google Maps

As recently reported on Curbed Chicago, MCZ was recently issued a foundation and crane permit for the 0.66-acre site, referred to as 165 and 175 North Aberdeen. Before it was a parking lot, the location housed the three-story Best Meats building, which was razed in 2014. The building permit for the new 11-story structure was issued last year.

The development will feature 15,000 square feet of ground floor retail, 40,000 square feet of office space, and 75 housing units, ten percent of which will be affordable units. So far, so good.

But not only will every one of those units have a car space earmarked for it, but MCZ is building 65 spots for office workers and shoppers. That’s a whopping 140 spaces for the 75-unit structure. Essentially, the developer is flipping the bird at the opportunity provided by the TOD ordinance.

As Mayor Emanuel is fond of pointing out out, one of the big reasons why the Fulton Market District is booming is because of the Morgan stop, which opened in May 2012, attracting major players like Google to the area. Along with amenities like the Randolph restaurant row, the district’s pedestrian- and transit-friendly nature is a key factor in why it’s a such hot area right now.

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How Friends of the Parks Saved a Parking Lot and Killed the Lucas Museum

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The original Lucas Museum plan called for building on Soldier Field’s south lot. Photo: Chris Riha, Chicago Reader

[The Chicago Reader recently 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.]

As a sustainable ransportation advocate, I’m jazzed whenever land that’s been unnecessarily earmarked for moving or storing automobiles is put to more productive use.

So when Mayor Emanuel first proposed bringing the Lucas Museum of Narrative Arts to Chicago two years ago, one of the potential benefits that most excited me was the prospect of replacing a 1,500-car parking lot with a world-class cultural amenity, plus four acres of new green space.

The ugly expanse of asphalt where the museum would have gone is Soldier Field’s south lot, located on prime lakefront real estate between the football stadium and McCormick Place’s monolithic Lakeside Center.

Granted, this blacktop blemish also serves as a spot for tailgating, an age-old Chicago Bears tradition. In addition, it accommodates other special events that generate revenue for the city. But the Lucas plan would have largely moved the surface parking off the lakefront, while providing new tailgating opportunities in other locations.

So I was bummed when the advocacy organization Friends of the Parks launched a legal battle against the south lot proposal. While the group said it supports bringing the Lucas facility to our city, it argued that building it on the parking lot site would violate the city’s Lakefront Protection Ordinance, which states that “in no instance will further private development be permitted east of Lake Shore Drive.”

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Cast Your Vote for the Milwaukee Avenue Bike Counter Design

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Wicker Park/Bucktown

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Comic Book

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1st Ward

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

Here’s a chance to have your say on what Chicago’s newest piece of bike infrastructure will look like.

The real estate company LG Development, in conjunction with the Chicago Department of Transportation, is planning to install a bike counter in front of a transit-oriented development they’re building at 1241 North Milwaukee in Wicker Park. They received three different proposals for the image panels of the counter, a vertical, rectangular device called an Eco-TOTEM, manufactured by the Montreal-based company Eco Counter, and they’ve asked Streetsblog to host the poll to pick the winner

The proposed designs include “Wicker Park/Bucktown” by Transit Tees, “Comic Book” by J. Byrnes from Fourth is King, and “1st Ward” by Clemente High School. You can cast your vote by clicking on one of the buttons below. The poll will be open until Saturday, April 30.

A display at the top of the bike counter will show the number of cyclists who have passed each day. A vertical display will show the total number of bike trips on the stretch for the year. As in other cities, the nearly real-time data will be posted on a website, and CDOT will also have direct access to the info.

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