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Chicago Joins Vision Zero Network While Pedestrian Fatality Rate is in Flux

AARP Illinois state director Bob Gallo questioned the efficacy of doing motorist outreach when red light running is "epidemic" in Chicago.

AARP Illinois state director Bob Gallo questioned the efficacy of doing motorist outreach (“High Visibility Crosswalk Enforcement”) when red light running is “epidemic” in Chicago.

At yesterday’s quarterly meeting of the Mayor’s Pedestrian Advisory Council, Chicago Department of Transportation commissioner Rebekah Scheinfeld mentioned the “somber” statistics that there was a significant increase in Chicago pedestrian fatalities in 2015 compared to previous years.

There were 35 pedestrian deaths in the city in 2014, according to official Illinois Department of Transportation figures, and 46 fatalities in 2015, according to unofficial figures from the Chicago Police Department – a 24-percent increase. IDOT data for 2015 won’t be available until the fall.

“This is still a decrease if you look at the 10-year trend,” Scheinfeld said. “We are headed in the right direction for the long-term trend, but we still have our work cut out for us.”

As part of Chicago’s effort to eliminate traffic deaths, last month it was announced that the city would be joining the Vision Zero Network as one of ten focus cities this year. “Each focus city will have a multi-departmental effort,” Scheinfeld said at the MPAC meeting. “We will have reps from the Chicago Police Department, CDOT, Department of Public Health, and the Mayor’s Office.”

“Vision Zero is an international traffic safety movement guided by the principle that no loss of life on our streets is acceptable,” explained Active Transportation Alliance campaign director Kyle Whitehead in a blog post last week.

Nearly a year ago, the group noted that Chicago had already created several resources for analyzing what’s causing crashes throughout the city and determining how they can be prevented, including the Chicago Pedestrian Plan, the Streets for Cycling Plan 2020 and Chicago Forward Action Agenda. However, they noted that there was no Vision Zero action plan at the time – which is still true today.

Scheinfeld noted two trends that CDOT has seen among last year’s pedestrian fatalities. Despite the growing number of speed cameras in the city, she said “we still saw a significant amount” of pedestrian fatalities “hit by motor vehicles that were moving at excessively high speeds.” And more than half – 56 percent – of the deadly crashes occurred in or very near intersections.

The commissioner credited speed cameras for reducing crashes and injuries near parks and schools. She said that in locations where cameras were installed in 2013, there were 18 percent fewer injury crashes in 2014, compared to only a four percent reduction citywide. The total number of crashes in 2014 at locations with speed cameras fell two percent, while crashes were up by six percent citywide.

Deputy commissioner Luann Hamilton said that speeding violations dropped an average of 53 percent in the first 90 days after camera installation, and that most vehicles issued a citation aren’t cited again. “So [drivers are] learning from having this violation imposed on them,” Hamilton said. “That’s the intention in the first place, to teach people it’s not acceptable to speed.”

CDOT pedestrian program manager Eric Hanss shared his analysis of pedestrian crash and injury data for the ten-year period of 2005-2014. “When we look at the ten year [interval, pedestrian crashes are] down, but when we look at five years, it’s flatter.”

Hanss said that nowadays in Chicago, fewer than 3,000 pedestrians are struck annually, and the decline in pedestrian crashes is occurring at a faster rate than the city’s overall decline in crashes.

Because people on foot are more likely to die if a crash occurs than any other type of road user, CDOT is focusing its efforts on reducing pedestrian crashes, Hanss said. Fourteen percent of pedestrians involved in collisions are seriously injured or killed, compared to only 1.2 percent of all people involved in crashes.

Read more…

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Why the North LSD Rehab Should Swap Mixed-Traffic Lanes for Transit Lanes

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Buses and cars on Lake Shore Drive during the evening rush. Photo: John Greenfield

[The Chicago Reader recently launched a new weekly transportation column written by Streetsblog Chicago editor John Greenfield. This partnership will allow Streetsblog to extend the reach of our livable streets advocacy. We’ll be syndicating 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.]

Earlier this month at a hearing on the North Lake Shore Drive reconstruction study—dubbed “Redefine the Drive”—officials assured the public that all options for rebuilding Chicago’s coastal highway are still on the table. But the Illinois Department of Transportation, which has jurisdiction over the drive, isn’t seriously considering the simplest way to help more people travel more efficiently: trading existing mixed-traffic lanes for bus-only lanes.

Immortalized in the eponymous song by local rock group Aliotta-Haynes-Jeremiah (R.I.P. bassist Mitch Aliotta, who passed away in July), the northern portion of Lake Shore Drive is 60 to 80 years old, and way overdue for a rehab. IDOT and the Chicago Department of Transportation are collaborating on the plan to rebuild the seven-mile section between Grand and Hollywood.

They expect to get approval for the design from the feds by 2018, with construction starting as early as 2019, pending available funding. The project could cost more than $1 billion and will take years to finish.

Starting in July 2013, the city and state transportation departments hosted a series of community meetings, where residents shared their ideas for the overhaul. In October 2014, the planners released a list of the 20 most popular ideas for the rehab, based on more than 1,600 comments from 330-plus attendees. “Improve transit service” came in second, after “Separate bike/pedestrian users on the Lakefront Trail.” Maintaining or improving driving conditions didn’t make the list.

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A vision of North Lake Shore Drive with rapid transit corridors and separated walking and biking paths published by 15 local civic organizations in July 2013. Image: Thom Greene

During the recent hearing at the Chicago History Museum, planners from IDOT noted that North Lake Shore Drive sees 70,000 transit trips a day on nine routes, accounting for one-fifth of all passenger trips on the drive.

IDOT projects that the population of the study area, bounded by Touhy, the Kennedy/Dan Ryan, and the Stevenson, will grow 15 to 20 percent by 2040, based on a state analysis of Chicago Metropolitan Agency for Planning data. The department predicts the number of transit trips on the drive will increase by the same amount during this period. However, they project the increase in car trips will be negligible, because new Chicagoans will mostly commute by transit, and some current residents will switch from cars to other modes.

To meet the growing demand for transit, the LSD project team is considering options for the drive like bus-on-shoulder (which already exists on some Pace lines) and bus-only lanes, possibly with rapid transit-style stations along the route. Light rail is even in the mix, although it would likely be cost-prohibitive.

Liberating transit riders from car-generated congestion via dedicated lanes is a no-brainer, since buses are exponentially more space-efficient than automobiles. The planners said cars on the drive carry an average of 1.2 people. Meanwhile, a 60-foot articulated CTA bus seats about 50 people (not counting standees) and takes up less room on the highway than two average-size cars, when you factor in the necessary distances between vehicles.

During the hearing, planners stressed they haven’t yet ruled out any options for reconfiguring the drive. But afterward, IDOT project and environmental studies section chief John Baczek told a different story to Charles Papanek, who reported on the meeting for Streetsblog .

Baczek said it’s unlikely any of the drive’s existing travel lanes will be converted to transit-only use, because this would reduce capacity for drivers, and the number of car trips isn’t expected to decrease. Therefore, he implied, adding dedicated bus lanes would probably require widening the highway.

Read the rest of the article on the Chicago Reader website.

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Never Mind the NIMBYs, the North Branch Trail Extension Is a Go

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FPDCC superintendent Arnold Randall, CDOT’s Janet Attarian, CMAP director Joseph Szabo, 39th Ward alderman Margaret Laurino, Congressman Mike Quigley’s spokeswoman Mary Ann Levar, and Gustav Sobolak, break ground on the trail extension. Photo: Jeff Zoline.

Despite Not In My Back Yard-type opposition from some nearby residents, the Forest Preserves of Cook County is proceeding with plans to extend its popular North Branch Trail three miles further southeast into the city limits. Officials broke ground on the new segment of the path at a ceremony yesterday morning at Thaddeus S. “Ted” Lechowicz Woods, 5901 North Central.

The existing North Branch Trail has Chicago trailheads at Devon/Caldwell and Devon/Milwaukee, near the legendary Superdawg drive-in. It runs 18 miles past the North Branch of the Chicago River and the Skokie Lagoons to the Chicago Botanic Gardens in Glencoe.

The first phase of the construction will build 1.8 miles of paved trail from Devon/Caldwell to Forest Glen, with completion expected this spring. The second stage will add another 1.2 miles, terminating at Gompers Park near FPCC’s LaBagh Woods and Irene C. Hernandez Picnic Grove at Foster/Kostner.

“This allows us to eventually connect one of the Forest Preserves’ trails to the city of Chicago’s Lakefront Trail, which has been part of both agencies’ long range plans to bring together two of the region’s best used trails,” FPCC chief Arnold Randall said in a statement.

If the Chicago Department of Transportation follows through with plans to build the Weber Spur Trail, the North Branch extension will connect with it in LaBagh Woods.

The North Branch project will cost about $7.2 million. 80 percent of that comes from federal Congestion Mitigation and Air Quality money and Transportation Alternatives Program funds, administered by the Chicago Metropolitan Agency for Planning. Most of the required 20 percent local match is being funded by FPCC, with $192K coming from Chicago’s Open Space Impact Fees program.

“The North Branch Trail Extension will encourage more outdoor activities, boost bicycling and provide a healthy transportation alternative,” said 39th ward alderman Margaret Laurino in a statement. “In addition to the trail being good for the environment, the city money is not coming from taxpayers, but rather from Open Space Impact Fees which are collected from new residential developments to help finance public open space improvements.”

Over the past few years, there have been several public meetings regarding the trail extension where local residents and trail users provided feedback about the project. Many neighbors and members of the bike community have supported the initiative, as have Congressman Mike Quigley, the Illinois Department of Transportation, the Active Transportation Alliance, Trails for Illinois, and the United States Bicycle Route System.

However, there has been opposition from some residents in the surrounding neighborhoods of Old Edgebrook & Indian Woods. They’ve expressed concerns about construction detours and noise, flooding, and the removal of trees – about 450 will be lost.

Read more…

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Chicago Should Take Over the North Lake Shore Drive Redesign Project

Lake Shore Drive: currently, and probably in the future unless Chicago takes over planning and design. Photo: Mike Travis

Last week, the Illinois Department of Transportation hosted the first public meeting on the North Lake Shore Drive reconstruction project in almost a year and a half. This state-jurisdiction road, which is located entirely within the city limits, currently restricts access to our lakefront. And since CTA “express” buses are forced to share travel lanes with cars, the buses are slowed to a crawl during peak-hour traffic jams.

After the meeting, an IDOT staffer said it’s unlikely that any existing mixed-traffic lanes on the drive will be converted to transit-only lanes as part of the redesign. Instead, transit lanes would probably only included as an add-on to the existing eight lanes.

However, the department’s own analysis projects that the population of project area will increase by 15-to-20 percent between 2010 and 2040, with negligible motor vehicle traffic growth.

The shoreline of Lake Michigan doesn’t need 30 more feet of asphalt. Moreover, if buses are removed from all the existing mixed-traffic lanes, even more space will be available for cars on than there is now, further encouraging driving.

IDOT’s backwards policy on lane conversions demonstrates why it would make sense for the city of Chicago to take over control of the highway. In recent years, the Chicago Department of Transportation has helped build several forward-thinking transit projects, such as the Loop Link express bus corridor, which opens this Sunday.

Ideally, Chicago wouldn’t have a lakefront highway at all. Barring that possibility, Lake Shore Drive should be transformed into a much smaller, park-oriented street, and/or moved underground. San Francisco converted a double-decker highway into a shoreline boulevard instead of rebuilding it. Madrid buried their river-hugging highway under a brand-new park.

Lake Shore Drive could also be capped, with the newly created land used for parks and public space, as was done with Boston’s Big Dig project. CDOT’s recent actions show that the city might take these ideas seriously.

Read more…

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IDOT Provides an Update on the North Lake Shore Drive Reconstruction Study

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IDOT is considering the possibility of extending Lake Shore Park east over the drive via a “land bridge.” Photo: Charles Papanek

Starting in 2013, the Illinois and Chicago transportation department have hosted a series of public meetings on the North Lake Shore Drive reconstruction study, dubbed “Redefine the Drive.” At a hearing in July 2014, planners introduced Chicagoans to the project’s latest purpose and needs statement (essentially a mission statement), while also asking attendees to chime in with their own ideas for the corridor.

IDOT seems to have been busy since that last meeting, but they still haven’t presented a preliminary list of design alternatives for improving the eight-lane highway. Instead, a hearing held last week at the Chicago History Museum served as a behind-the-scenes look at IDOT’s planning process.

First, the IDOT staffers presented data gathered at the July 2014 meeting. There were 330 attendees who left 750 comments, which included 1,600 ideas. That’s a good indication that the public is paying close attention to the project, even in its early stages.

Next, the planners discussed their methods for forecasting future travel demand on the drive, using data about upcoming transportation projects from the Chicago Metropolitan Agency for Planning’s Go To 2040 plan. The region the planners are studying is a wide area, bounded by Touhy Avenue to the north, I-90/94 to the west, I-55 to the south, and Lake Michigan to the east.

The data was surprising: The population of this area was predicted to grow 15-to-20 percent between 2010 and 2040 with negligible motor vehicle traffic growth. This info provides a massive boost to arguments for prioritizing transit in the redesign of the highway.

The presenters then talked about several potential roadway junction designs. Most are so complex that grade separation for pedestrian and bike routes was highly recommended. This seems to go against the spirit of an earlier statement from IDOT that Lakeshore Drive is a “boulevard through a park and not a highway.”

On the positive side, the planner said IDOT is open to relocating or even removing some of the junctions. The Wilson Avenue interchange is probably the best candidate for removal due to its close proximity to other junctions.

Next, the presenters discussed transit on the drive, including some noteworthy statistics. The highway sees 70,000 transit trips a day on nine bus routes, accounting for about one-fifth of all passenger trips. This number is projected to grow 15-20 percent by 2040, while the number of car trips will stay flat.

To address this growth in transit ridership, the project team is looking into many alternatives including bus-on-shoulder (like some existing PACE routes), dedicated bus lanes, and even light rail. Options like these would give transit the dedicated, traffic jam-free space it needs and deserves.

Other ideas included queue jumps for buses entering and exiting the drive, as well as bus-only exit ramps located in the center of the drive. Traffic signal priority, which extends green lights and shortens reds to keep buses from getting stuck at intersections, is also being considered.

Read more…

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“Divvy For Everyone” Program Now Has Over 1,000 Members Across Chicago

Divvy For Everyone enrollment map

This map of Divvy For Everyone members shows a dot for each household, indicating that a good portion of members live outside the coverage area.

The city’s Divvy For Everyone program to get low-income and unbanked residents using the popular bike-share system looks to be gaining popularity itself. Yesterday the Chicago Department of Transportation’s Divvy For Everyone program manager Amanda Woodall discussed D4E figures at the quarterly Mayor’s Bicycle Advisory Council, a public meeting where the city shares its bicycle initiatives.

Until D4E, Divvy required people to have a debit or credit card to purchase a Divvy membership. The card ensures that Divvy can bill you if you lose or a damage a bicycle, but this policy presented a barrier to unbanked Chicagoans. CDOT, Divvy, and the Better Bike Share Partnership are trying to address this problem, inherent in bike share systems nationwide. The BBSP and Divvy’s sponsor, Blue Cross Blue Shield, are subsidizing the D4E program.

A person must provide proof of residency and low-income status, and pay $5 in cash at one of five service centers to obtain a membership through D4E.

In September, Woodall reported that CDOT had hit 800 sign-ups since the program launched on July 7, already surpassing their goal of reaching 750 D4E members within one year. On Thursday, she reported that 1,107 people have enrolled. There’s no enrollment cap right now.

D4E members currently make up 3.5 percent of the 31,000 annual members. Of those who signed up before November 13, 78 percent have already ridden a Divvy bike at least once and 47 percent have taken at least 10 trips, Woodall said.

The top female and male riders, judging by the number of trips taken, “are both 59 years old,” Woodall said. “That’s not what I was expecting to see.” In addition, the percentage of female D4E members is slightly over half, while the overall Divvy membership skews male, at 62 percent.

When it comes to actual trips taken, D4E gender balance is still better than the overall membership: 46 percent of trips were taken by female members. Overall, from April to June of this year, the latest period for which Divvy has published data on its website, female Divvy members took only 25 percent of trips.

Woodall added that D4E members have used every single Divvy station and presented a map that showed a large portion of the D4E members live outside the Divvy coverage area. She said this shows you don’t have to be in the system area to be able to use the system.

One meeting attendee asked which IDs are acceptable to prove residency. CDOT said that applicants must show an ID issued by the Secretary of State that has their Chicago address on it. The audience member said that this would prevent some populations from accessing D4E.

The next MBAC meeting is on Thursday, March 9, at City Hall, 121 N LaSalle Street, in room 1103. No RSVP is necessary.

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Support Streetsblog Chicago by Coming to Our Holiday Party This Thursday

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El Morro Lounge.

Lots of organizations have probably asked you to donate tomorrow on “Giving Tuesday.” But this week, you can support Streetsblog Chicago by attending our holiday party and fundraiser on Thursday, December 3, along with our friends from Moxie, an LGBT meet-up group for urban planning and public policy professionals. Here’s the skinny:

Moxie and Streetsblog Chicago Holiday Party
Thursday, December 3, 6-8 p.m.
El Morro Lounge
4247 West Armitage
$10 suggested donation (benefitting Streetsblog and Moxie)

If you can’t make it to the party, please do consider making a tax-deductible gift to Streetsblog Chicago via our Public Good donation page. Reader contributions make up roughly a third of our funding, so your contribution will be crucial if we’re going to keep SBC rolling in 2016. Thanks for your support!

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El Morro is a cozy, LGBT-friendly pub in the heart of the Hermosa community. We’ll also holding a raffle featuring items from Armitage Avenue business, as well as great prizes donated by local bike stores and copies of former transportation commissioner Gabe Klein’s new book “Start-Up City.” Raffle tickets will be available for sale for $5 each or four for $15.

Joining us to promote commerce on the Armitage corridor will be 35th Ward Alderman Carlos Ramirez-Rosa, who will be making remarks at 7:15. The party will conclude with a fun performance by two of El Morro’s talented female impersonators at 7:45, but Steven Vance and I will be hanging out at the bar until at least 9 p.m.

RSVPs are greatly appreciated. Hope to see you there!

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El Morro, the Merrier — Join Us for a Party With Moxie on December 3

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El Morro Lounge in Humboldt Park. Image: Google Street View

Join us next Thursday for the second in our series of monthly meet-ups for Streetsblog readers. This one is a festive holiday gathering with our friends from Moxie, a meet-up group for LGBT urban planning and public policy professionals. Here’s the skinny:

Moxie and Streetsblog Chicago Holiday Party
Thursday, December 3, 6-8 p.m.
El Morro Lounge
4247 West Armitage
$10 suggested donation

El Morro is a cozy, LGBT-friendly pub in the heart of the Hermosa community. Naturally, people of all orientations are encouraged to attend this party in support of smart urban planning, as long as you’re not hopelessly auto-erotic.

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Photo: El Morro

The $10 suggested donation will be split between Moxie and Streetsblog. Our share will go towards our effort to raise $80,000 by next April in order to fund our next year of hard-hitting livable streets coverage. Food and beverages will be available for purchase.

We’ll also be holding a raffle featuring items from Armitage Avenue business, as well as great prizes donated by local bike stores and copies of former transportation commissioner Gabe Klein’s new book “Start-Up City.” Raffle tickets will be available for sale for $5 each or four for $15.

Joining us to promote commerce on the Armitage corridor will be 35th Ward Alderman Carlos Ramirez-Rosa, who will be making remarks at 7:15. If you live in the ward, this will be a great opportunity to share your thoughts about sustainable transportation with the alderman.

And, since car-centric streets are a drag, the party will conclude with a fun performance by two of El Morro’s talented female impersonators. Steven Vance and I will be hanging out at the bar after the party until at least 9 p.m.

We hope to see you at what promises to be a fabulous soiree. RSVPs are greatly appreciated. Thanks for helping us get a head start on funding next year’s Streetsblog Chicago coverage!

 

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Residents and Politicians Urge CTA to Restore Lincoln, 31st Street Bus Service

They want their bus back

CTA riders have been donning yellow shirts to signify that they want the agency to restore bus routes on Lincoln Avenue and 31st Street.

During the public comment period of last night’s Chicago Transit Authority’s budget hearing, the only one the agency is holding this year, many politicians and residents urged the CTA board to restore the Lincoln Avenue and 31st Street bus routes.

The hearing opened with budget director Tom McKone providing an overview of the 2016 spending plan. It maintains virtually all current bus service and brings back the old express bus routes on Ashland Avenue and Western Avenue. As a strategy to avoid a fare hike, the budget includes layoffs for some management staff, plus eliminating some vacant positions.

When the floor was opened for comments, Ald. Michele Smith (43rd) said she was once again there to “respectfully request” that the board find a place in the budget to restore the full #11 Lincoln bus route. In 2012, as part of several bus line cuts to help fund the CTA’s “de-crowding plan” for additional train service, the agency cancelled bus service on Lincoln between the Brown Line’s Western stop and the Fullerton station. Smith said the strategy hasn’t been a success.

Smith noted that her Lincoln Park ward includes many college students, young professionals, and seniors – the most common demographics for frequent transit users, both locally and nationally, she said. Smith added new developments, including the redevelopment of the former Children’s Memorial Hospital site at Fullerton/Halsted/Lincoln, will bring over 1,000 new residences and over 150,000 square feet of retail to the Lincoln Avenue corridor.

Ald. Ameya Pawar (47th), who has been leading the charge to restore the #11 ever since service was cut, was more somber when he addressed the board. Pawar said he wants his ward to include affordable neighborhoods where people can age in place. He added that, despite the increased capacity on the Brown Line, the elimination of Lincoln service makes it harder for many of his constituents to get to destinations within the ward.

Alder Ameya Pawar (47th) asking the board to reinstate the 11-Lincoln Ave bus

Ald. Pawar appeared again before the CTA board asking for them to reinstate the 11-Lincoln bus.

One North Side resident testified that the Brown Line is often too crowded to be a satisfactory replacement for the Lincoln bus. Another asked that the existing #11 route be extended north from Fullerton to at least Belmont Avenue, so that she could access a nearby Jewel-Osco.

Bridgeport’s Ald. Patrick Thompson (11th), elected this year, spoke up in favor of restoring the #31 bus, which was cut in 1997. “A lot has changed in our community” since then, Thompson said, noting that there has been a new wave of development in recent years and better transit could help reduce congestion. He proposed a bus route that would serve the 31st/Ashland Orange Line station and the Sox/35th Red Line stop, ending at 31st Street beach. Read more…

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Good Times Were Had at the Slow Roll Benefit, Co-Hosted by Streetsblog

Last Saturday’s Slow Roll Chicago End-of-Season Benefit Celebration, co-hosted by Streetsblog Chicago, has to go down as one of the best local bike parties of all time. Over 100 people packed Ancien Cycles in River West to support SRC, a group that is helping lead the movement for a more diverse, inclusive, and equitable Chicago bike culture. Thanks to generous support from those who showed up, the group netted $2,831 to fuel their important work, making this their most successful fundraiser ever.

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Photo: John Greenfield

The bicycle-filled venue was the perfect setting to celebrate Slow Roll’s very eventful year, which included over 60 community rides, outreach for the Divvy for Everyone program, a White House Champions of Change award for cofounder Oboi Reed, and many other achievements. Attendees munched on delicious Filipino-style empanadas and enjoyed brews donated by New Belgium Brewing, and DJ Mike Caliberz kept the dance floor filled with classic hip-hop and R&B. Bike attorney Mike Keating (a Streetsblog Chicago sponsor) won a beautiful New Belgium cruiser bike in a tension-filled auction that raised a grand for SRC.

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Julien, Keating, and Reed with the New Belgium cruiser. Photo: Slow Roll Chicago

At one point, Reed and Slow Roll cofounder Jamal Julien gave a presentation about the year’s milestones that was alternately moving (thanks to Reed) and hilarious (thanks to Julien). For example, Reed spoke eloquently about the need for the city to work more closely with South and West Side stakeholders to determine where bicycle facilities should be installed. Julien summarized that as, “Ask us where the damn bike lanes should go.”

The next day, Reed sent this statement:

Slow Roll Chicago’s End-of-Season Benefit Celebration was a huge success. We deeply appreciate our partnership with Streetsblog Chicago to host the party together. We also send a huge thanks to our sponsors New Belgium Brewing and Ancien Cycles. Together with our partners, sponsors, and extended community we celebrated the end of our successful 2015 ride season with an energetic, lively party. We look forward to riding this momentum into our 2016 season and growing our work to utilize bicycles as vehicles for social change, transforming lives and improving the condition of our communities. A proud thank you to our Slow Roll Chicago family. May the journey continue…

In case you’re wondering why Streetsblog Chicago hasn’t hosted any of our own parties this year, we plan to hold monthly meet-ups from now through April as part of the campaign to fund another year of hard-hitting transportation news coverage. Stay tuned for an announcement about the next event.

More photos from the Slow Roll party here and here.