Skip to content

Posts from the "Design" Category

8 Comments

Exploring New Bikeways on Marquette Road

IMG_0701

Biking the new buffered lanes in the Marquette Park neighborhood. Photo: John Greenfield

Yesterday, I navigated a couple of Chicago’s newest bikeways on Marquette Road, named for Father Jacques Marquette, one of the first Europeans to map out the northern Mississippi River. The Chicago Department of Transportation recently striped buffered lanes on Marquette (generally 6700 South) between Stony Island (1600 East) and Cottage Grove (800 East), and between Damen (2000 West) and California (2800 West).

Marquette, a relatively low-traffic, two-lane street, has the potential to become a bike-friendly east-west route, running about nine miles from the city’s western boundary at Cicero (4800 West) all the way to the Lakefront Trail. The upgrades to these one-mile stretches are a step in the right direction.

IMG_0659

This bike path paralleling Marquette Road through Jackson Park is a low-stress way to get to the lakefront. Photo: John Greenfield

At Stony Island, Marquette connects to a nicely marked, two-way off-street bike path that runs half a mile through Jackson Park to an underpass beneath Lake Shore Drive that escorts cyclists to the Lakefront Trail. Making Marquette west of Stony Island more bikeable will create a nice, low-stress route to the beaches.

IMG_0662

Buffered lane at Marquette and Stony Island. Photo: John Greenfield

The stretch of Marquette from Stony Island to Cottage Grove, in the Woodlawn community, features curbside bike lanes with a buffer striped to the left and no car parking lane. The lanes were striped on the existing pavement, which is in decent shape, rather than freshly laid asphalt. It would be a nice touch to add flexible posts to the buffers to discourage motorists from driving and parking in the lanes.

On the current Chicago Bike Map, Marquette is shown as having non-buffered bike lanes on the entire stretch between Stony Island and Central Park Avenue (3600 West). However, unlike on streets where CDOT has scraped out conventional bike lanes and replaced them with buffered lanes, there was no evidence of the old bike lanes on the Stony Island to Cottage Grove segment. This suggests that bike lanes were striped several years ago but weren’t refreshed, so they faded to black, or perhaps the street was repaved but the lanes weren’t restriped.

Immediately west of Cottage Grove, a previously striped conventional bike lane is still easy to see. But most of the roughly 3.5-mile stretch between Cottage Grove and Damen, which is supposed to have conventional lanes on its entire stretch, is hit-or-miss. There are plenty of segments where the lanes are barely visible, and others where they disappear completely. All told, I’d estimate that only about half of this stretch has usable bike lanes.

IMG_0683

Although there are bike lane signs on this stretch of Marquette, there really isn’t a bike lane here. Photo: John Greenfield

Chicago bike lanes are usually built using federal grants that can only be used for building new infrastructure, not for maintaining the old. This federal money can be used for upgrading existing conventional lanes to buffered or protected lanes, but when Chicago bike lanes are re-striped as-is, the work is generally funded as part of a repaving project, or bankrolled by the local ward. CDOT currently has no dedicated funding for bike lane restriping, which is why so many of our older lanes are in such bad shape. City Hall really needs to allocate dedicated funding for bikeway maintenance.

Read more…

3 Comments

Eyes on the Street: New Bikeways on Central Park Avenue and Lake Street

IMG_2264

Riding in the Lake Street protected lane. Photo: John Greenfield

As part of the Mayor Emanuel’s goal of building 100 miles of buffered and protected lanes in his first term, the Chicago Department of Transportation is chugging along building new bikeways. Last week, I checked out buffered lanes on Central Park Avenue, between Jackson and Franklin boulevards, and protected lanes on Lake Street, from Central Park to Laramie Avenue.

IMG_2266

Buffered lane on Central Park by Garfield Park Conservatory. Photo: John Greenfield

Let’s start with the less controversial of the two bikeways, Central Park. As has happened in many other parts of town, CDOT has upgraded existing conventional lanes here by adding additional dead space on one side of each lane.

IMG_2229

On this section, near the Garfield Park field house, the buffer is on the left. Photo: John Greenfield

In areas where there’s no parking lane, or a parking lane that gets little use, the buffer has been striped on the left side of the bike lane, to help keep cyclists away from car traffic. In sections where there is a heavily used parking lane, the buffer is striped on the right side of the bike lane, to encourage cyclists to ride out of the door zone. Pavement quality is decent, and workers have patched some potholes with asphalt.

Read more…

21 Comments

CDOT Previews Chicago’s Next Round of New Bikeways

IMG_2262

New protected bike lanes on Lake Street. Photo: John Greenfield

The quarterly meetings of the Mayor’s Bicycle Advisory Council are a good place to get up to speed on Chicago’s latest bike developments. Wednesday’s meeting was no exception, with updates on bike lane construction, off-street trails, Divvy bike-share, and more. The sessions take place during business hours, but if your schedule allows you to attend, you can get on the mailing list by contacting Carlin Thomas, a consultant with the Chicago Department of Transportation’s bike program, at carlin.thomas[at]activetrans.org.

CDOT Deputy Commissioner Luann Hamilton kicked things off by introducing MBAC’s four new community representatives. All four are seasoned bike advocates, so they’ll likely be an asset to the meetings, bringing on-the-ground knowledge of their respective districts.

Anne Alt, who works at the bike law firm FK Law (a Streetsblog sponsor) and volunteers with Friends of the Major Taylor Trail, will represent the South and Southwest Sides. Kathy Schubert, the founder of the Chicago Cycling Club who successfully lobbied CDOT to start installing non-slip “Kathy plates” on bridge decks, will cover the North Side.

Miguel Morales, a former networker for the Consortium to Lower Obesity in Chicago’s Children and current West Town Bikes board member, will represent the West Side. And Bob Kastigar, a longtime activist who launched petition drives in support of fallen cyclist Bobby Cann and the proposal for a safety overhaul on Milwaukee Avenue in Gladstone Park, will cover the Northwest Side.

IMG_2289

Kastigar, Morales, Schubert, and Alt. Photo: John Greenfield

CDOT Commissioner Rebekah Scheinfeld somberly noted that Chicago has seen seven bike fatalities this year, up from three by this time last year. The crashes generally took place on the Southwest and Northwest Sides. All but one involved a driver, and the victims ranged in age from 20-year-old Jacob Bass to 59-year-old Suai Xie.

CDOT Assistant Director of Transportation Planning Mike Amsden provided an update on the department’s efforts to put in 100 miles of buffered and protected lanes by 2015. So far, 67.75 miles have been installed, with 19.5 miles built this year, Amsden said. An additional 23.5 miles of federally funded lanes are slated for construction in spring 2015. These include Lawrence (Central to Central Park) and Milwaukee (Lawrence to Elston).

Currently, 14 miles of bikeways are going through the approval process and could be built this fall or next spring. These include Elston (Webster to the northernmost intersection of Elston and Milwaukee, near Peterson), Kedzie (Milwaukee to Addison), and Pershing (King to Oakwood). Another 7.5 miles are tied to street repaving projects, and are slated for construction this fall or in spring 2015. These include Armitage (Western to Damen) and Augusta (Central Park to Grand). Presumably, the lion’s share of all of these upcoming bikeways will be buffered bike lanes, rather than protected lanes.

Amsden reported that recently built buffered and protected lanes on Broadway in Uptown have been getting positive reviews from business owners, pedestrians, and cyclists. A brand-new stretch of PBLs and BBLs on Lake Street from Central Park to Austin means you can now ride five miles from Damen to the city limits on next-generation lanes, albeit it under the shadow and noise of ‘L’ tracks. Buffered lanes were recently striped on Marquette, from Cottage Grove to Stony Island, and from California to Damen.

“Next we’re going to start focusing on closing the gaps in our network,” Amsden said. “We’re really trying to create a cohesive system by looking at areas of concern, like difficult intersections.”

Read more…

Streetsblog USA No Comments

Fixing a Blank Wall Streetscape With Storefront Retrofits

Every city has places where the buildings present a blank face to the sidewalk. A dark, recessed arcade deadening the pedestrian environment or a soulless concrete wall fronting a windswept plaza.

Consultant Brent Toderian, formerly the planning director for the city of Vancouver, pointed out a cheap and easy solution to this problem. He calls them “blank wall retrofits,” storefronts that can be inserted over blank walls to add sidewalk-facing retail. He tweeted this great example in Calgary, Alberta:

This retrofit fits between the lobby and plaza of the brutalist Westin Calgary and the sidewalk.

“It’s a great technique for dealing with fundamentally flawed architecture that presents blank walls to streets and public places,” Toderian says. “Unlike ‘make-up on a pig’ — e.g. murals — this fundamentally changes the street edge condition. The pig is no longer a pig. It potentially changes un-urban to urban.”

We reached out to our readers to find more success stories. Here’s what they sent us.

Read more…

22 Comments

Man Killed Sunday Was 4th Person Fatally Struck on North Avenue This Year


View Larger Map

The 2700 Block of West North Avenue.

A man killed by an allegedly drunk driver Sunday is the latest in a series of people fatally struck on speeding-plagued North Avenue, in 2014.

Around 8:25 p.m. Sunday, a 55-year-old man was crossing northbound on the 2700 block of North Avenue near Cermak Produce, according to Officer Janel Sedovic from Police News Affairs. The man’s identity has not yet been released, pending notification of his next of kin, according to the Cook County medical examiner’s office.

Sean Riley, 33, of the 1400 block of North Bell, was driving eastbound when he struck the victim. He stayed on the scene following the crash. The victim was transported to Illinois Masonic Hospital, where he was later pronounced dead.

Riley was found to have a blood alcohol content level above the legal limit of .08 percent, according to Sedovic. He has been charged with felony aggravated DUI resulting in an a death, operating a vehicle without insurance, and fail to exercise due care to avoid a collision with a pedestrian in the roadway. A bond hearing is scheduled for today.

The victim was the fourth person fatally struck by a driver on North this year. On April 21, Kim Kyeyul, 72, rear-ended a semi truck with his car on North just east of the Kennedy Expressway. After he exited his car to talk to the other driver, a second trucker killed him.

On April 24, Jennie Davis was crossing in the 5500 block of North Avenue in Austin when a speeding motorist fatally struck her – a similar scenario to this latest crash. And On Sunday, June 1, an out-of-control SUV driver fatally struck Charles Jones, 73, who was reportedly standing in the street just west of the Kennedy.

Most of these cases involved a too-fast driver and/or a difficult pedestrian crossing. In general, North is a five lane street with two travel lanes in each direction, a turn lane, and parking lanes. By Cermak Produce, the street is 76 feet wide, and that excess width encourages speeding and creates a long crossing distance for pedestrians.

Read more…

47 Comments

The River of Traffic On Ridge/Hollywood Hurts Edgewater’s Livability

Ridge Avenue speed and traffic study

Walking across Ridge at Wayne can be dicey.

The Edgewater neighborhood along the north lakefront should be a pleasant place to walk. It’s the second-densest community area in the city, with 56,521 residents in an area just 1.5 miles across, and boasts lively commercial areas like Andersonville. Yet local residents say that their neighborhood is effectively cleaved into two by a roiling river of car traffic. The north end of Lake Shore Drive pumps tens of thousands of cars through the neighborhood, first onto Hollywood and then to Broadway or Ridge and onto Clark and Peterson.

To welcome this invading army of cars, over a dozen houses were leveled in the mid-1950s (animation below) to transform these local streets into four-lane traffic sewers — roads meant to move many cars, quickly. This turned Hollywood and Ridge into impassable barriers, according to local residents like Claire Micklin. She says it’s practically impossible to use marked crosswalks, because drivers simply refuse to stop. Even when traffic backups make it possible to get halfway across, fast-moving traffic thunders past in the other direction. Micklin says she dreads trying to cross, or even to walking alongside the streets — since parking is banned, the never-ending traffic runs right next to the sidewalk:

Drivers drive as if they are on an extension of Lake Shore Drive, grinding to a halt at the lights that break up the thoroughfare. The cars just keep on coming, and even two of the four lanes are clear, there are usually cars speeding by on the other two lanes. I have seen people push baby carriages into the crosswalk, hoping that the other two lanes of traffic will stop. Even with a baby carriage in the middle of the road, people do not stop, and the person usually has to do a quick reverse back to where they started to cross.

Micklin lives just north of the tangled intersection where Hollywood, Ridge, Broadway, and Bryn Mawr all meet within one block of one another. The most convenient retail to her is clustered around the Bryn Mawr “L” stop, just south of Hollywood, or in Andersonville, a few blocks southwest, and none of the nearest crosswalks to her have traffic signals. Even where there are signals, as at Ridge and Hollywood, the streets are obviously engineered for cars: The signal timing favors the Ridge-Hollywood through traffic, and requires pedestrians to press a “beg button” that’s inaccessible to children or people in wheelchairs. The intersection even features a highway-style, concrete Jersey barrier to keep skidding drivers from rolling right into someone’s home.

Kevin Zolkiewicz lives a block south of the speedway. Like Micklin, he has to cross Hollywood or Ridge to get to services like the restaurants or the library on Broadway. He calls the walk “miserable… [I] have to go out of my way to cross at a light,” Zolkiewicz said, adding that Ridge “acts as a barrier between Andersonville and the rest of Edgewater.”

The never-ending stream of cars at Ridge and Hollywood. 

Streetsblog contributor Justin Haugens and I observed traffic at two problematic intersections that Micklin identified — Ridge/Wayne just west of the Ridge-Hollywood intersection, and Hollywood/Magnolia just to the east. These intersections are between traffic signals, so motorists are used to speeding up rather than stopping at these locations.

The two intersections both feature all four marked crosswalks, but the legs across the wider streets have faded nearly to black, neither have pedestrian refuge medians, and neither has a “stop for pedestrians” sign. (CDOT says that they will not install these on four-lane roads, due to the low probability that drivers in all four lanes will actually obey the sign.)

Micklin said that, due to the angled junction in between these two intersections, “there’s no visibility to see oncoming cars, and [thus] know that you can cross safely. I’ve been stuck in the middle of the road before, and people still don’t stop.” We noticed half a dozen people during our study doing just that: Wiggling between stopped cars headed in one direction, then waiting in the middle of the road before running across the other lanes.

Read more…

11 Comments

“Walk To Transit” Targets 20 CTA Stations For Quick Safety Fixes

Untitled

Passengers arriving at the Clinton Station often can’t find the Greyhound, Union, or Divvy stations.

A new “Walk To Transit” initiative by the Chicago Department of Transportation will target 20 CTA stations for a slew of simple pedestrian infrastructure upgrades. People walking to several Blue Line stations on the west side and along Milwaukee Avenue, along with stations on the south and north sides, will see safety and usability improvements like re-striped zebra crosswalks, curb extensions, repaired or widened sidewalks, and new signage.

Suzanne Carlson, pedestrian program coordinator at the Chicago Department of Transportation, said at the Mayor’s Pedestrian Advisory Council meeting to weeks ago (theme: connectivity) that construction on a first phase of ten stations should begin in the spring of 2015. CDOT has grant funding for another ten stations, yet to be identified. She said that the designs [PDF] were published in March “at 30 percent,” but only one minor design element has changed since then. 

Some stations will get new and improved wayfinding signage. New signs outside the Blue Line’s Clinton station, hidden underneath a Eisenhower Expressway overpass, will direct CTA riders to Metra, Amtrak, and Greyhound, and vice versa. Even among the majority of American adults who carry smartphones, figuring out where to go from the Clinton station can be a puzzle: The other stations aren’t immediately visible from any of the station’s four dark exits. Adding “breadcrumb” sign posts along the way would help. CTA and CDOT managing deputy commissioner Sean Wiedel have had conversations about adding Divvy wayfinding signs within stops like Clinton, where Divvy is similarly hiding around the corner from the station entrance, “but we haven’t reached a definitive agreement at this point.”

This is where Divvy signage should be displayed

Signs within the Clinton Blue Line station point CTA riders to Greyhound and Metra, but not Divvy — and once above ground, no further clues are available.

Above the Blue Line station at Grand-Milwaukee-Halsted, CDOT proposes reprogramming the signal with “leading pedestrian intervals,” which will give people walking across the street a green light before drivers can make a turn. New curb extensions (bulb-outs) at Ohio Street, between the station and Milwaukee’s bridge over the Ohio Street Connector, will slow down drivers and prevent them from driving down Milwaukee’s faded bike lane.

Around the Pulaski Blue Line station in West Garfield Park, which is within the median of the Eisenhower Expressway, recommended improvements include curb extensions to slow turning drivers at all corners of Harrison and Pulaski, a pedestrian refuge island within Pulaski at Van Buren, and signs that will direct bicyclists to and from the station from Keeler Avenue — a nearby “neighborhood route” under the Streets for Cycling 2020 Plan.

Outside the 63rd Street Red Line station in Englewood, new trees will enliven a dull corner at Princeton Avenue — and also replace a dangerous gas station driveway, which eliminates the conflict between cars turning across the sidewalk into the gas station, right by a bus stop. Such dangerous curb cuts are not forever, since they have to be renewed annually.
Read more…

4 Comments

No Longer Marooned: U. of C. Unifies Campus With New Pedestrian Spaces

14666182529_3dba61d431_o

The new pedestrian street on 58th, across from Robie House. Photo: John Greenfield

[This piece also ran in Checkerboard City, John's column in Newcity magazine, which hits the streets on Wednesday evenings]

I’ve long thought that the gray, Gothic confines of the University of Chicago were designed as a fortress against the outside world. However, in recent years, the school has made an effort to physically open up its grounds to the rest of the Hyde Park community, as well as to connect various parts of the campus that had previously seemed remote, by creating better spaces for pedestrians.

Several construction projects have improved connectivity and made it safer and more pleasant to walk across the 211-acre campus. Meanwhile, sections of roadway have been converted into attractive walkways and plazas, which encourage spontaneous interactions between students, employees and neighborhood folks.

Last year, changes included a new pedestrian space on the west side of campus, by the University of Chicago Hospitals, a new passageway through the administration building, and the completion of the Midway Crossings, bridge-like structures uniting the north and south sides of campus. In June of this year, the university finished converting a block of 58th Street, between University and Woodlawn avenues, into a lively promenade.

“The outdoor spaces on campus can be as important as the indoor spaces,” said university architect Steve Wiesenthal in a statement in spring 2013, before most of the construction started. “These projects will connect parts of campus that have felt distant from each other because of features of our buildings and landscape. They will contribute to our sense of community and the integrated nature of the University.”

IMG_1833

One of the Midway Crossings on Ellis Avenue. Photo: John Greenfield

A few years ago, the university began building the Midway Crossings, a roughly $8 million streetscaping project, designed to provide better connections between the main campus and buildings south of the Midway Plaisance. Although the Midway, located between 59th and 60th streets, is only one block wide, psychologically the distance felt much longer, especially during the winter, and many people felt unsafe crossing the parkland at night.

To make the trek across the Midway feel shorter and safer, the school created the new walkways along Ellis, Woodlawn and Dorchester avenues. The design was inspired by the green space’s architect, Frederick Law Olmsted, who originally conceived the Midway as a water route between Jackson and Washington parks, traversed by bridges. Workers completed the construction of the crossings in spring 2013.

The Midway Crossings treatments include wider sidewalks, which make it easier for people to travel in groups. Illuminated railings, retaining walls, and lighting masts, dozens of feet tall and affectionately known as the “light sabers” by the students, further increase the sense of security by increasing visibility in general and making it easier to see the faces of other pedestrians.

Read more…

16 Comments

Eyes on the Street: More New Buffered Lanes on the South Side

IMG_1954

Oakwood Boulevard, just west of Lake Shore Drive. Photo: John Greenfield

The Chicago Department of Transportation continues to pump out more bikeways, as part of its effort to build 100 miles of protected and buffered lanes by 2015. Today I took a spin around the South Side to check out new buffered lanes on 75th Street and on Oakwood Boulevard.

IMG_1955

Looking west on Oakwood, west of LSD. Photo: John Greenfield

In conjunction with a street repaving project, CDOT recently upgraded a quarter-mile stretch of conventional lanes on Oakwood, from its junction with Pershing Road to the lakefront trail, in Oakland. The buffered lane serves to shepherd cyclists to one of my favorite spots, a bulge in the coastline that was constructed a few years ago, which provides a breathtaking skyline view.

IMG_1962

The view from the Oakwood hump. Photo: John Greenfield

The new buffers narrow the travel lanes, which helps to calm traffic. Since the lanes are curbside, flexible post to discourage drivers from driving and parking in them would be a good addition.

IMG_1953

Road diet at northwest corner of Oakwood and LSD. Photo: John Greenfield

In addition, a section of the road has been striped with dead space just west of the southbound Lake Shore Drive offramp. This creates a tighter turning radius for vehicles coming off the drive, encouraging drivers to hit the brakes as they turn right onto Oakwood. Installing posts here as well would help keep motorists out of the striped area.

Read more…

15 Comments

Requiem for a Librarian: Gigi Galich and the Church Street Protected Lanes

Deceased-Eva-071014

Gigi Galich. Photo: Evanston Public Library

[This piece also runs in Checkerboard City, John's column in Newcity magazine, which hits the streets in Wednesday evenings.]

From what I’ve read, it sounds like Gigi Galich, a children’s librarian who died after an Evanston bike crash, was a wonderful lady.

Shortly before 9am on the morning of June 30, Galich was bicycling to work eastbound on Church Street, a roadway where the city of Evanston installed protected bike lanes two years ago. As she arrived at the main branch of the Evanston Public Library, at the northeast corner of Church and Orrington Avenue, she began switching lanes midblock, according to a witness. It’s possible she was crossing the street to park at a bank of bike racks by the library’s main entrance.

As Galich, a fifty-five-year-old Evanston resident, was shifting lanes, a twenty-seven-year-old Chicago man, riding eastbound on a motorcycle, struck her from behind. Although the librarian was wearing a bike helmet, she suffered a severe head injury, according to Commander Jay Parrott from the Evanston Police Department. She died two days later.

Shortly after Galich’s death, the library issued a statement noting that she had originally begun working for the library as a high-school student almost forty years ago. “Gigi was energetic, dedicated and passionate,” said the statement. “Her work will live on through the many, many children who learned to love reading under her care and who will remember her presence and assistance as they came to the library for books, stories, crafts and fun.”

A week later, the Evanston Review ran a tribute to Galich with remembrances from family, friends and colleagues. Fellow librarian Brian Wilson recalled working with her on an early literacy program for babies. “She radiated a joy for these children who would match her captivating smiles with smiles of their own,” he said. “She understood them, loved them and was looking out for them, possessing the belief that all children could become lifelong readers.”

The motorcyclist in the fatal crash was not injured and has not been issued any citations, according to Parrott. When I first read about the case, I suspected that the motorcyclist had been speeding. The default speed limit in Evanston is twenty-five miles-per-hour, a speed at which studies show people struck by motor vehicles usually survive.

However, when I spoke to Parrott two weeks ago, he said the police had determined that “there was no excessive speed on the part of the motorcyclist.” That finding was based on witness statements and a crash scene investigation by a traffic reconstructionist looking for skid marks.

“There was nothing to indicate any wrongdoing on the part of the motorcyclist,” Parrott said. “Apparently, the bicyclist had made a tragic mistake.” He added that, while Galich was an experienced bike rider, it’s possible that the motorcycle was in her blind spot, or that she was distracted, when she began changing lanes.

Read more…