John Garrido and Dave Wians, holding stack of petitions. Photo: John Greenfield
Last night, announced aldermanic candidate John Garrido hijacked a crowded community meeting about the city’s proposal for a safety overhaul of Milwaukee from Lawrence to Elston. He interrupted the event to present Chicago Department of Transportation engineers with what he said were 4,000 signatures in opposition to any reconfiguration of the street that would involve fewer travel lanes.
Most of this stretch of Milwaukee is a five-lane speedway, and the project area saw 910 crashes between 2008 and 2012, causing at least 17 serious injuries and three deaths, according to CDOT. In January of this year, two men were killed in a rollover crash on the 6000 block of the street, just south of Elston.
This section consistently averages well under 20,000 vehicles, making it the least busy stretch of Milwaukee in the city. But while Milwaukee south of the Kennedy Expressway is generally a two-lane street, north of the Kennedy it has two travel lanes in each direction, plus turn lanes, and the excess capacity encourages speeding. Recent CDOT traffic studies found that 75 percent of motorists broke the 30 mph speed limit, and 14 percent exceeded 40 mph, a speed at which studies show pedestrian crashes are almost always fatal.
This stretch of Milwaukee is slated to be resurfaced next year, and CDOT plans to use the opportunity to reconfigure the street to improve safety for pedestrians, bike riders, transit users and drivers. The project would use $1.5 million in funding, eighty percent of which would come from federal Congestion Mitigation and Air Quality Improvement grants.
Current conditions on Milwaukee north of the Kennedy. Photo: John Greenfield
At the open house at the Copernicus Center in Jefferson Park, CDOT presented various scenarios for the street makeover [PDF of presentation]. Currently, Milwaukee between Lawrence and the Kennedy, including the area around the Jefferson Park Transit Center, is a two-lane street with rush-hour parking controls. CDOT has proposed eliminating the RHPCs on this stretch to make room for buffered bike lanes.
The department presented three possible configurations for the stretch of Milwaukee between the Kennedy and Elston, which has five lanes. Option A would retain all travel lanes and add a buffer on one side of the existing conventional lanes. Option B would convert one travel lane in each direction to wide bike lanes with buffers on both sides. Option C would convert travel lanes to parking-protected bike lanes, which would provide the greatest benefit in safety for all road users, since the bike lanes would also shorten crossing distances for pedestrians and discourage speeding by motorists.
All three scenarios would also add high-visibility crosswalks, pedestrian islands, and better traffic signal coordination. Studies have shown that street configurations with a total of two travel lanes plus a turn lane in each direction can easily handle up to 20,000 vehicles per day, so CDOT predicts that options B and C would have little negative impact on traffic flow and would actually improve northbound traffic flow during the morning rush.
Option C would require removing roughly 20 percent of on-street parking spaces to maintain sight lines. However, parking counts show that, in general, spaces on this stretch of Milwaukee are currently used as little as 50 percent of the time, and not more than 90 percent of the time, so there would be a relatively minor impact on the availability of parking.