Skip to content

Posts from the Infrastructure Category

4 Comments

Experts and Advocates Weigh in on Rauner’s Proposal to Widen the Stevenson

Sunday morning Stevenson

The Stevenson, just west of the Dan Ryan. Photo: Eric Allix Rogers

On Thursday, Governor Bruce Rauner announced a new proposal to address congestion on the Stevenson Expressway, aka I-55, by adding lanes. The construction would be financed via a public-private partnership, and the new lanes would be tolled. Revenue would go to the concessionaire, allowing them to recoup their investment.

The so-called “managed lanes” would be an option for drivers who are willing to pay a premium to bypass traffic, while the existing lanes would not be tolled. Some local transportation exports and advocated lauded the plan as a creative way to address congestion woes. But others argued that our region’s focus should be on providing better alternatives to single-occupant vehicle commutes, rather than simply building more capacity for them.

The proposed lanes would cover a 25-mile stretch of the Stevenson between the Dan Ryan Expressway and the Veteran’s Memorial Tollway, a segment that carries about 170,000 vehicles a day. The plan calls for adding at least one lane in each direction, at an estimated cost of $425 million. The P3 model would need to be approved by a majority of state lawmakers.

The new lanes would feature “congestion pricing” – the toll price would vary according to the number of cars in the managed lanes, as well as the rest of the expressway. Rauner said it’s possible that drivers with one or more passengers might be allowed to use the new lanes without paying a toll. The state hopes to finalize a design by this spring and start construction by late 2017.

The Metropolitan Planning Council pushed for several years in Springfield for legislation to enable this kind of public-private partnership, which passed in 2011. MPC executive vice president Peter Skosey said his organization applauds Rauner’s proposal, adding that adding capacity to I-55 is listed as a priority in the Chicago Metropolitan Agency for Planning’s GO TO 2040 regional plan.

“Experience shows that simply adding another regular lane will not ease congestion in the long term: once that capacity is there, it will just fill up,” Skosey said. “Putting a variable-priced toll on that lane lets you manage demand and keep it free-flowing. If you’re really in a time crunch, you have the choice to take that lane.”

Skosey argued that the new lane would also make taking the bus a more attractive choice. “[Pace’s] current Bus-on-Shoulder service has been incredibly successful, but it isn’t able to use the shoulder for the whole corridor and it’s limited to 35 mph. This lane would give it a continuous path and let it go as fast as 55 mph, improving reliability and opening the door to more frequent service.”

Steve Schlickmann, the former head of UIC’s Urban Transportation Center, agreed that the governor’s plan makes sense. “The combination of high congestion in regular travel lanes and insufficient growth in federal and state funding to maintain Illinois roads and transit, makes I-55 managed toll lanes a reasonable approach to address congestion and to help pay for I-55’s on-going maintenance needs,” he said.

Read more…

12 Comments

Senior Killed at Location Where the City Chose Not to Mark a Crosswalk

IMG_5009

A senior crosses in an unmarked crosswalk at Surf and Broadway yesterday afternoon. That morning, a 69-year-old woman was killed in the same crosswalk.

Early yesterday morning, a 69-year-old woman was struck and killed by a driver in an unmarked crosswalk at Surf Street and Broadway in Lakeview. Less than two years ago, the city decided not to stripe a visible crosswalk at this location, which might have reminded the driver to watch for pedestrians. Why? Because the intersection was deemed too dangerous for a marked crosswalk.

Surf and Broadway actually meet at two different intersections. As you approach Broadway from the west on Surf, located about half a block north of Diversey, there’s a T intersection with crosswalks marked on all three legs. About 200 feet south, as you approach Broadway from the east on Surf, there’s a second T intersection, but there’s only a marked crosswalk on the east leg.

However, according to Streetsblog reader J. Patrick Lynch, who lives next door to the southern intersection, many residents, including plenty of seniors, regularly cross at this intersection in order to reach Walmart, T.J. Maxx, and other retail south of Surf Street. It is legal for them to use the unmarked crosswalks at the north and south legs of the T, even though the lack of striped crosswalks makes it less likely that motorists will be watching out for them.

Police News Affairs reported that Wednesday’s crash happened at Broadway and Diversey. However, an aerial photograph that accompanied a Tribune article about the case showed that police actually taped off the south leg of the southernmost Surf/Broadway intersection.

Screen Shot 2016-02-04 at 4.22.10 PM

The crash took place in the southernmost intersection of Surf and Broadway, in the south leg of the intersection. Image: Google Maps

According to Officer Anna Pacheco from News Affairs, the driver was making a right turn onto southbound Broadway at 6:05 a.m. when he or she struck the woman. This indicates that the motorist exited a parking garage on the west side of the T before striking the senior in the unmarked crosswalk in the south leg of the intersection. Pacheco did not state whether victim was crossing eastbound or westbound.

The woman was transported to Illinois Masonic Hospital, where she was later pronounced dead. Her identity has not yet been released, pending notification of next of kin. No charges have been filed against the driver, who stayed at the crash site.

Back in January 2014, Lynch emailed 44th Ward alderman Tom Tunney to alert him that, due to the increased foot traffic at the intersection at the intersection generated by the then-new Walmart, a marked crosswalk was needed. “I am concerned about the safety of pedestrians who routinely cross at Broadway and Surf,” Lynch wrote. He recommended striping the crosswalk on the north leg of the T because it wouldn’t conflict with the garage exit or require the removal of metered parking.

Lynch’s request was forward to Sougata Deb, Tunney’s infrastructure specialist. When Lynch followed up that March, Deb acknowledged that the unmarked crosswalks at Surf/Broadway got plenty of use. “I cross here at least three times a week, so I understand the benefit of having a crosswalk here,” he wrote.

However, that April, after Chicago Department of Transportation staff surveyed the intersection, Deb told Lynch the engineers had decided against striping a crosswalk. They reasoned that the crossing would conflict with Americans with Disabilities Act guidelines because it would be too close to the garage exit and a light pole, which would block sight lines.

Lynch then asked Deb if the light pole could be relocated, or if a crosswalk on the south leg of the intersection might be feasible. Deb replied that the garage exit made it unfeasible to install crosswalks on either side of Surf. He also brought up a new argument against the crosswalks: since there’s a slight curve in Broadway between Diversey and Surf, drivers have limited visibility on this stretch.

Read more…

14 Comments

Eyes on the Street: A Miniature Complete Streets Overhaul on Clarendon

IMG_4983

Looking south on Clarendon, south of Irving Park. This stretch was formerly two-way for motor vehicles but now has a parking-protected contraflow bike lane. Photo: John Greenfield

Here’s a nice little livable streets makeover in Lakeview. The city recently converted the short stretch of Clarendon between Irving Park and Broadway, changing it from a two-way roadway for motorized traffic to a one-way northbound street for cars with a northbound conventional bike lane and a southbound, contraflow protected lane.

“CDOT received a request from [46th Ward alderman James] Cappleman to evaluate the intersection of North Broadway and Clarendon Avenue,” explained Chicago Department of Transportation spokesman Mike Claffey. “Residents had expressed interest in redesigning the intersection in order to reduce conflicts between vehicles, bicyclists, and pedestrians, and to improve overall safety and accessibility.”

Screen Shot 2016-02-04 at 5.56.47 AM

The previous layout on Clarendon, looking south from Irving Park. The crossing distance for pedestrians has been significantly shortened. Image: Google Street View

CDOT performed a traffic study and evaluated several options before deciding on the new configuration, Claffey said. “This conversion removed the conflict between vehicles on southbound Clarendon at the Broadway and Clarendon intersection and vehicles and bicyclists on Broadway,” he said.

As a bonus, the protected lane and the concrete cap at the north end of the adjacent parking lane significantly shortens the crossing distance for pedestrians at the south leg of Irving Park and Clarendon. Construction was finished in November 2015 in conjunction with the repaving of this block of Clarendon.

Read more…

47 Comments

The Belmont Flyover Has Federal Approval But Still Faces Other Hurdles

IMG_5630

A crowded Red Line train during the morning rush. Photo: John Greenfield

[The Chicago Reader recently launched a 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 after it comes out online; you can read the remainder on the Reader’s website or in print. The paper hits the streets on Thursdays.]

When I recently rode the Red Line downtown during the morning rush, my rail car was as packed as a sardine can by the time we left the Belmont stop. Damon Lockett, a copywriter who commutes daily from Edgewater to River North, told me that overcrowded trains are typical during peak hours nowadays.

“They don’t run enough trains,” said Lockett, who moved here from New York City about a year ago. “You’re waiting ten or 15 minutes for a train, while the platform’s just loading up with people.”

The CTA is planning to address overcrowding on north-side el lines with the upcoming Red-Purple Modernization project. This multibillion-dollar initiative will completely overhaul the nearly 100-year-old Red Line from Belmont to Howard and the Purple Line from Belmont to Linden, in suburban Wilmette.

The agency says the project’s single most important time-saving and capacity-building element is the Red-Purple Bypass, better known as the Belmont flyover. This $570 million proposal would unsnarl the junction north of Belmont—where Brown Line trains cross Red and Purple Line tracks—by building a roller-coaster-like overpass.’

The flyover, and the rest of the modernization plan, recently got the federal go-ahead after passing an environmental review by the Federal Transit Administration. Construction could start as early as late 2017. But hurdles to the project remain: the CTA still needs to find $1.9 billion in funding for the first phase of plan, and many central Lakeview residents are bitterly opposed to the flyover, which would require the demolition of 16 buildings.

Local transit experts and advocates argue that the flyover is essential for meeting future demand. Ridership along the Red Line corridor north of Belmont grew by 40 percent between 2010 and 2014, according to CTA spokeswoman Tammy Chase.

Read more…

No Comments

Eyes on the Street: Eight TOD Buildings Under Construction Along Milwaukee

500 N Milwaukee: The Kenect building overlooks a busy intersection

The “Kenect” pair of buildings at 500 N Milwaukee Ave, photographed last Thursday, will have 227 units and 88 car parking spaces. View all the photos in this gallery.

The Chicago City Council passed the first comprehensive transit-oriented development ordinance in 2013, and the first buildings to take advantage of that law, which reduced the minimum parking requirement and allowed smaller or more units in buildings near CTA and Metra stations, are now being built. Some of them will open to new residents this year.

The Milwaukee Avenue corridor is replete with construction. There are eight buildings at various stages of construction on Milwaukee, or one block away, between the Grand Blue Line station at Halsted and the California Blue Line station, a distance just over three miles.

Collectively the buildings have 1,146 units and 572 car parking spaces, for an average parking space to unit ratio of just under 0.50 spaces. That’s a savings of 574 parking spaces, and hundreds of fewer drivers in a pedestrian, bicycle, transit, and retail-heavy corridor.

2211 N Milwaukee: "The L" building really grabs that corner with Talman

“The L” at 2211 N Milwaukee Ave. (at Talman Ave.) will have 120 units and 60 car parking spaces, but also 120 bike parking spaces with an exclusive bike entrance.

The TOD ordinance at the time allowed a reduction of the normally required 1 parking space per unit to 1 car space per 2 units. City Council revised the ordinance on its two-year anniversary last year to extend the distance a building can be from a train station, and to allow a 100 percent reduction in the number of required car parking spaces for residential buildings. Developers can now build 51-100 percent fewer parking spaces than the 1:2 ratio if they go through an additional zoning process.

There are still no TOD buildings near Metra stations.

2237 N Milwaukee: Crane in the sky

The unnamed two towers development in Logan Square one block from the California Blue Line station was probably the most controversial. View all the photos in this gallery.

7 Comments

South Siders Spar Over Proposed Stony Island Protected Bike Lanes

IMG_5516

Elihu Blanks and Waymond Smith on Stony Island, a few blocks north of the Skyway access ramps. Photo: John Greenfield

[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.]

For much of its length, Stony Island Avenue is basically an expressway with stoplights. Located on the southeast side between 56th and 130th, it generally has eight travel lanes, the same number as Lake Shore Drive, although it carries half as many vehicles per day—35,000 versus 70,000. Due to this excess lane capacity, speeding is rampant.

The city has proposed converting a lane or two of Stony between 67th and 79th into protected bike lanes. Some residents, and Fifth Ward alderman Leslie Hairston, fear the “road diet” would cause traffic jams, and argue the street is too dangerous for bike lanes. Other neighbors say Stony is too dangerous not to have them.

According to the Chicago Crash Browser website, created by Streetsblog’s Steven Vance, 53 pedestrians and 16 bicyclists were injured along Stony Island between 67th Street (the southern border of Jackson Park) and 79th Street (where access ramps connect Stony with the Chicago Skyway) between 2010 and 2013.

Two pedestrians and a person in a car  were killed in crashes on this stretch between 2010 and 2014, according to the Chicago Department of Transportation. Last year was unusually deadly, with two fatal pedestrian crashes and two bike fatalities.

The complex intersection of Stony Island, 79th, and South Chicago, a diagonal street, is particularly problematic. Located beneath a mess of serpentine Skyway access ramps, the six-way junction has terrible sightlines. It was the site of 444 traffic crashes between 2009 and 2013, the most of any Chicago intersection, according to CDOT.

Adding protected bike lanes could change this equation, making Stony, among other things, a useful bike route. Due to the Chicago Skyway and other barriers like railroad tracks, cul-de-sacs, and a cemetery, it’s one of the few continuous north-south streets in this part of town.

Read more…

10 Comments

City Tries to Avoid Liability by Calling Bike Lanes “Recreational Property”

Screen Shot 2016-01-19 at 4.06.26 PM

The crash site at 1124 North Damen. Image: Google Street View

At a hearing in the Circuit Court of Cook County last week, a judge denied a motion by the city of Chicago’s law department to dismiss a lawsuit by a female bicyclist who was seriously injured after she struck a hole in one of the Damen bike lanes. The law department argued that the bike lane is “recreational property” and, as such, the city should have limited liability. The plaintiff’s attorney, Brendan Kevenides from FK Law (a Streetsblog Chicago sponsor) argues that if the judge had accepted this reasoning, it would have set a dangerous precedent for local cyclists.

According to the lawsuit, on September 5, 2014, Kirstie Shanley was riding her bike near 1124 North Damen in Ukrainian Village when she struck a sinkhole, which was hard to see because it was filled with water and obscured by a puddle. Shanley, now a 35-year-old occupational therapist, was thrown over her handlebars and suffered significant facial injuries, including broken teeth and bad scarring, Kevenides said.

Following the crash, Shanley called local alderman Scott Waguespack’s office.  She told them what happened and that she planned to hire an attorney. Soon afterwards, the hole was fixed.  

Prior to the crash, someone had circled the hole with red spray paint, which indicated that the city was aware of the hole, according to Kevenides. “Who else would have marked that?” he said. “Of course the city is not responsible for keeping bike lanes in pristine condition – that would be impossible. But they should be held responsible for for failing to repair hazards in bike lanes that they’re aware of, or should be aware of.” Shanley is suing the city for more than $50,000.

Last fall, the law department filed the motion to dismiss, arguing that “the bike lane where Plaintiff claims she fell is recreational property for which the city has tort immunity.” The city cited Section 3-106 of the Tort Immunity Act [emphasis added in the motion]:

Neither a local public entity nor a public employee is liable for an injury where the liability is based on the existence of a condition of any public property intended or permitted to be used for recreational purposes, including but not limited to parks, playgrounds, open areas, buildings or other enclosed recreational facilities, unless such local entity or public employee is guilty of willful and wanton conduct proximately causing such injury.

The law department therefore claimed that, since the city hadn’t willfully or wantonly neglected the maintenance of the bike lane, the suit was invalid.

Law department spokesman Bill McCaffrey told me the department feels Kevenides has mischaracterized its actions. McCaffrey did not provide a full statement on the issue by press time. If they provide a statement, I’ll update this post.

Read more…

12 Comments

Report: In Chicago, Bike Amenities Correlate With Gentrication

joseph-blog-photo-by-john-greenfield-gridchicago

The Division Street bike lanes in Humboldt Park. Photo: John Greenfield

The idea that new bike infrastructure is linked to of gentrification is nothing new in Chicago. Leaders of Humboldt Park’s Puerto Rican community originally opposed bike lanes on the neighborhood’s Division Street business strip because they believed the city was installing the lanes mostly for the benefit of new, wealthier residents. And while the recently opened Bloomingdale Trail elevated greenway has attracted an economically and ethnically diverse crowd of users, many longtime residents are worried that a real estate boom around the trail will displace low-income and working-class families.

Researchers at McGill University and the University of Quebec in Montreal wanted to lend credibility to the claims that cycling infrastructure and gentrification are related. In a study presented this week at the Transportation Research Board’s annual meeting, Elizabeth Flanagan, Ahmed El-Geneidy and Ugo Lachapelle found a correlation between bike infrastructure and socioeconomic indicators related to gentrification in Chicago and Portland.

For the report, titled “Riding tandem: Does cycling infrastructure investment mirror gentrification and privilege in Portland, OR and Chicago, IL?,” the researchers looked changes in the rates of home ownership, home values, college education, age, employment, and race in neighborhoods between 1990 and 2010. Then they mapped these demographic changes alongside the locations of bike lanes, bike rack, and, in Chicago, Divvy stations.

While they found that dense neighborhoods and areas close to downtown tended to have infrastructure, they also found that demographic characteristics were a big factor. In Portland, changes in home ownership and education level had the largest influence. However, in Chicago, probably because our city is more diverse, race and home value also played a large role.

The study found that Chicago neighborhoods where more than 40 percent of residents are people of color are less likely to gentrify and have bike infrastructure. Interestingly, however, it also found that, in neighborhoods where 60 percent or more residents are white, a higher percentage of people of color corresponds with more bike infrastructure.

I haven’t had a chance to fully digest the report yet, but it appears that, unlike a recent League of American Bicyclists study that incorrectly claimed that Chicago’s Streets for Cycling Plan 2020 is inequitable, the Montreal researchers used accurate bike infrastructure data. It probably helped that Flanagan worked as a transportation planning intern at Bronzeville Bikes in the summer of 2014, which included discussing transportation equity issues with Chicago Department of Transportation and Divvy staffers.

Read more…

22 Comments

Union Station Plan Moves Forward and Megabus is Moving Pick-Up Locations

IMG_8632.jpg

Union Station serves 120,000 riders each day. Photo: Metropolitan Planning Council

It looks like plans to renovate Union Station are on track. On Wednesday, City Council passed an ordinance that will move the Union Station Master Plan forward by authorizing an intergovernmental agreement between the Chicago Department of Transportation, Metra, the Regional Transportation Authority, and Amtrak.

The ordinance paves the way for the use of up to $500,000 of Chicago’s tax increment financing money to fund preliminary engineering and design work for the station. In addition, Metra is committing $1 million to the project, Amtrak is providing $3 million, and $1.5 million is coming from the RTA.

The city, Amtrak, Metra, RTA, and other stakeholders are collaborating on short-term improvements to Union Station that will increase passenger capacity by renovating and expanding the concourse and platforms. The project will also address safety, wheelchair accessibility, and general mobility issues at and around the station, according to the mayor’s office.

Passage of the ordinance comes weeks after President Obama signed into law the Surface Transportation Reauthorization Bill, aka the FAST Act. The bill expands the Railroad Rehabilitation and Infrastructure Financing program, which could be a key source of funding for the Union Station Master Plan, a long-term plan to redevelop the station and surrounding area.

“The ordinance approved today by the City Council represents an important step forward for our ambitious plan to modernize Union Station,” Mayor Emanuel said in a statement. “We want to improve the experience for everyone who travels through Union Station and tap the potential that the station has to serve as an anchor for further economic development of the West Loop and surrounding neighborhoods.”

Amtrak recently issued a Request for Information from real estate developers asking for proposals to redevelop the Amtrak-owned station and surrounding land parcels. The passenger rail service is also in the process of hiring consultants to conduct planning, historic review and preliminary engineering work for the short-term term improvements to the station that are outlined in the master plan.

The design work will determine how best to widen platforms and corridors that often operate at or beyond their design capacity during peak times. It will also develop plans for adding elevators, escalators, and/or stairs from the widened platforms to street level and creating new pedestrian tunnels to the Ogilvie Transportation Center and the Blue Line Clinton Station.

The consultants will also prepare design plans for improving access to Union Station’s passenger terminal, including the Great Hall waiting room, which features a 110-foot-high ceiling with a barrel-vaulted skylight. The addition of a passenger elevator at the Canal Street entrance will improve wheelchair accessibility.

Read more…

67 Comments

South Side Groups: Make the Metra Electric Run Like the CTA ‘L’

Metra

The Metra Electric line stations in Kenwood, Hyde Park, and South Shore supports their walkable neighborhoods. Photo: Eric Rogers

A dozen neighborhood organizations, along with the Active Transportation Alliance and the Center for Neighborhood Technology, are calling for the Metra Electric line, with its three branches that run through several South Side communities, to operate like a CTA ‘L’ line.

The fourteen organizations signed a letter to the editor of the Chicago Maroon, the independent student newspaper of the University of Chicago, stating that if Metra Electric trains were operated more like the Blue and Red Lines, “[it] could unlock the enormous development potential of the South Side and South Suburbs.” They described the neighborhoods and places the trains already reach:

The Metra Electric serves many key destinations on the South Side, such as the University of Chicago, the Pullman district, Chicago State University, the Museum of Science and Industry, Governor’s State University, McCormick Place, the South Shore Cultural Center, and the proposed Lakeside Development. The communities surrounding its stations are densely populated and walkable, ideal areas for rapid transit development.

The groups are absolutely right that the areas around the stations would be ideal for rapid transit service. They specifically ask transit agency heads and elected officials to make the following happen:

  • integrate fares and schedules with CTA and Pace operations, because the Metra Electric “is hampered by a fare structure more appropriate for suburban lines”
  • allow for discounted transfers among Metra and CTA and Pace
  • increase frequencies to 10-15 minutes

Read more…