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What Would Jesús Ride? Talking Transportation With Jesús “Chuy” García

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García with CTA customers at a Woodlawn bus shelter. Photo: John Greenfield

[The full text of this interview runs in Newcity magazine.]

For most of the campaign, mayoral hopeful Jesús “Chuy” García has been relatively quiet about transportation issues, except for his vocal opposition to Chicago’s automated traffic enforcement program. Most recently, following the revelation that a former top aide to Mayor Rahm Emanuel lobbied for awarding the latest red light contract to Xerox, García announced that he would shut down all of the city’s traffic cameras on his first day as mayor.

The Emanuel campaign has noted that, before the Cook County commissioner joined other candidates in criticizing automated enforcement, he supported it. On March 11, 2014, García was part of a narrow majority of commissioners who approved an intergovernmental agreement that allowed Safespeed, LLC to install a red light camera on County property in suburban Forest Park.

Campaign finance records show that Citizens for Jesús García received a $1,500 contribution from Safespeed one day before the vote. When I asked about this issue, a García spokeswoman stated that the donation was from Safespeed president and CEO Nikki Zollar, a “thirty-year-old friend” of the commissioner, and it did not influence his decision.

Shortly before the February 24 municipal election, García, who has a master’s degree in urban planning from UIC, broke his relative silence on other transportation topics by releasing a transportation platform. The document suggests that he is well informed about transit funding and transit-oriented development, although there’s little mention of pedestrian and bike issues.

The platform endorses Transit Future, a campaign by the Active Transportation Alliance and the Center for Neighborhood technology to create a dedicated revenue stream at the county level for public transportation infrastructure (as does the Emanuel campaign). García says he’s interested in the possibility of raising the state gas tax to fund transit, and/or creating a transit-impact fee for new developments.

The candidate called for building more housing near train stations and reducing the parking requirements for these developments, in order to reduce car dependency. He also stated that he wants to secure a larger percentage of state and federal transportation funds for the Chicago region, which contains seventy percent of Illinois’ population but only gets forty-five percent of state transportation funds.

On March 7, I caught up with García at his Woodlawn campaign office to talk about sustainable transportation and safe streets issues in advance of the April 7 runoff election. We discussed his positions on pedestrian infrastructure, bike facilities, road diets, bus rapid transit and, of course, traffic cams. I’ve edited the conversation for brevity and clarity.

John Greenfield: I was impressed that your transportation platform endorsed Transit Future and transit-oriented development.

Jesús “Chuy” García: I’m a transit rider, a Pink Line guy. We fought for the reconstruction of the Pink Line, which used to be the Blue Line, the Douglas [Branch], back in the nineties, when they were going to eliminate it. We fought back and got it renovated. We even engaged in some civil disobedience to force the contractor to hire some folks from North Lawndale and South Lawndale. We got arrested for blocking the entrance to an office of the contractor because they weren’t hiring any minorities.

JG: Interesting. I just wanted to double check, on the Active Transportation Alliance’s transportation survey, you checked a box that said, yes, you would be in favor of dedicated funding for pedestrian safety infrastructure. These are things like speed humps, crosswalk striping, curb bump-outs and pedestrian islands. If elected, would you, in fact, propose a line item for safety infrastructure in the city budget, instead of requiring aldermen to pay for that stuff out of menu money?

CG: I’m leaning toward doing that. I say that with some hesitancy, recognizing how the financial straits of the city seem to be worsening, with the [credit] downgrade that we suffered, the park district downgrade, and now yesterday’s Chicago Public Schools downgrade. I would want to do that, but I’ve got to have a better picture of exactly what the finances are going to be, in terms of the city budget. But if I had it my way, yes, I would do that.

Read the rest of the interview at Newcity magazine’s website.

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John Discusses Active Trans’ Candidates Survey on WBEZ’s Morning Shift

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Mayoral candidates Walls, Fioretti, Emanuel, García, and Wilson. Photo: Chicago Sun Times

This morning I pedaled down the Lakefront Trail to WBEZ’s studios at the end of Navy Pier to talk with “Morning Shift” host Tony Sarabia about a questionnaire the Active Transportation Alliance sent to all of the mayoral and aldermanic candidates. Listen to the full recording of our on-air conversation here.

The survey asked the candidates what modes they and their family members use for work commutes, errands, and work commutes. It asked whether they support expanding the bike network, and earmarking money for transit and pedestrian infrastructure. The questionnaire also covered automated traffic enforcement, separation of pedestrians and cyclists on the lakefront path, and indoor bike parking at office buildings.

Since the survey was mostly in a yes-or-no format, it’s not surprising that it resulted in nearly identical responses from mayoral contenders Mayor Rahm Emanuel, Alderman Bob Fioretti, Cook County Commissioner Jesús “Chuy” García, and former Harold Washing aide William “Dock” Walls. Businessman Willie Wilson didn’t return the questionnaire.

Obviously, none of the respondents was going to say “no,” they’re not in favor of better conditions for walking, biking, and transit. The only place where the responses varied was on the subject of red light and speed cams — Emanuel was the only one who voiced support for more of them.

If you want to learn anything new about the mayoral hopeful’s viewpoints on transportation, you need to look at the PDFs of the additional comments on the surveys from Emanuel, Fioretti, and García — Walls simply checked the “yes” and “no” boxes. Emanuel has the most extensive responses, since he’s got four years of transportation achievements to boast about. However, it’s a little disappointing that he promises to continue pursuing state and federal grants for pedestrian infrastructure but doesn’t commit to creating a line item in the city budget.

Fioretti deserves credit for being the only candidate to reference the recent campaign for a more equitable distribution of bike resources for the South and West Sides. But his claim that cameras that ticket traffic scofflaws are “an unfair burden on taxpayers” is pretty laughable.

García had nothing additional to say about walking, biking, or transit, but he wrote that, before adding more traffic cams or traffic cops, “I would… look to other jurisdictions for the best, most effective strategies that can be used to increase compliance.” Actually, that’s already been done — there’s no doubt that red light and speed cameras save lives.

While I was on the air, we got several nice tweets from Streetsblog readers who were excited to hear our take on the mayoral race. (Note to self: Turn off the text message alert chime on your cell phone before doing radio interviews.) One reader lamented the fact that, due to our current funding shortfall, we haven’t been able to do original reporting on a regular basis.

Thanks for the contribution, Carmin! The good news is, we’re closing in on reaching 50 percent of the $75K we need to fund a year of operations, and we’re hoping to garner some major donations and grant money in the near future. If you haven’t already done so, please consider donating to the Streetsblog Chicago Resurrection Fund. If the site does not return to daily publication of original reporting by April 8, all money will be returned. Thanks again for your support.

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Why I Fight: How Biking Saved My Life and Can Help Other Black Chicagoans

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Oboi Reed and Jamal Julien from Slow Roll Chicago. Photo: SRC

[Streetsblog invited Olatunji Oboi Reed, president of Slow Roll Chicago, to share his perspective on our city’s bicycle equity challenges.]

Let me explain why I’m aggressively advocating for bike equity in Chicago.

About ten years ago, when I was 30 years old, I took an extended medical leave from my job at Citibank when work, family and relationship stresses brought on a severe bout of clinical depression. I have struggled with this illness on-and-off since high school.

During this time, I was experiencing a level of emotional pain so intense, an escape route was the only thing I could think about. One day, as I sat on my couch in Chatham, crying in the dark, I summoned the will to explore an alternative to taking my own life.

A few years before, when I was living in Champaign, my dear friend Ogunsola Hammond Carter sold me a green Diamondback mountain bike for about $50. After I moved back to Chicago, I hardly ever rode the bike. However, during my moment of crisis, I felt my final option was to try bicycling as a healthy escape from my pain.

I got up and went next door to my mother’s house, where the bike sat in the basement with two flat tires, covered in dust and badly in need of a tune up. I resolved to take the Diamondback to John’s Hardware & Bicycle Shop for repairs, then go for a ride and see what happened.

Early in the morning on a beautiful summer Saturday, I put the now-rideable bike in the trunk of my car and drove to 63rd Street Beach. I walked the bike to the trail, took a deep breath and started to ride.

Soon, I noticed the tranquil beach and the waves rhythmically crashing on the sand. I started to play hide and seek with the sun, as I pedaled by the trees along the trail. The rustling leaves sang a song to me, drowning out the negativity in my head. I was smiling for the first time in months.

I began to take note of other Black people on the trail, enjoying themselves, walking and running and biking. Feeling a newfound desire to connect with other people, I would sometimes look up from my handlebars and make eye contact with a fellow brother or sister on the trail. I was a bit surprised to find that, every single time, I was greeted with a head nod, a warm smile, or a friendly “How you doing brother?” I no longer felt alone.

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The Lakefront Trail near 63rd Street Beach. Image: Google Streetview

I had found the respite from my pain that I so desperately needed. Over the next several weeks, I rode as often as I could. It was still a struggle to find the will to get out of bed each day and do basic things like showering and eating, but I pushed through. Each ride gave me more energy to address my problems.

After ignoring my depression for nearly two decades, I decided to do something about it. I began seeing a therapist and started a regimen of medication. Eventually, I returned to work.

I continued to struggle with this mental illness, and it sometimes got the best of me, but I no longer considered suicide. Along with counseling, diet, yoga, and spending time with family and friends, biking is still my one of my greatest weapons against depression.

I know unequivocally that I am alive today because of that ride on the Lakefront Trail a decade ago. This knowledge fuels my current efforts to bring the many benefits of cycling to others in the Black community.

For a host of reasons, many Black Chicagoans have little interest in cycling. Like I once did, they view biking as something for children and White people on the Northside. Very few of them consider biking to be a viable form of transportation.

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Faulty Signage Created Dangerous Situation for Peds by Lincoln Park Zoo

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Because “No Parking” signs by the zoo weren’t relocated after a curb ramp was moved, drivers parked in the crosswalk. Photo: Andrew Herman

Here’s a great example of the Streetsblog community making a difference by helping to get an infrastructure problem fixed.

On December 15, Andrew Herman from the group Bike Walk Lincoln Park contacted us about a crosswalk problem by the neighborhood’s zoo. Earlier in the year, as part of a project to repave Stockton Drive through Lincoln Park, the Chicago Department of Transportation relocated a curb cut for pedestrians on the west side of the street, across from The Farm-in-the-Zoo. CDOT built a new curb ramp several feet north, so that it would line up with the pedestrian ramp on the east side of the street, creating a shorter, safer crossing route, which they striped with a high-visibility, “continental” crosswalk.

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The old curb ramp was located just south of the new one. Photo: Andrew Herman

However, after CDOT built the new curb ramp, they failed to relocate the “No Parking” signs by the old ramp. As a result, motorists were parking north of the old No Parking zone, right in the middle of the new crosswalk. Drivers only seemed to pay attention to the signs, but were apparently oblivious to the presence of the curb ramps and zebra striping.

On July 2, Herman contacted 43rd Ward Alderman Michele Smith’s office about the problem, including tweeting Smith. Her office told me they immediately submitted a service request asking CDOT to fix move the signs.

Herman said he followed up several times over the summer, and the ward office resubmitted the request on multiple occasions, but the work was never done. “It’s not my job to defend CDOT,” Smith told me, but she added that the department has had its hands full with repaving work in 2014, in the wake of the brutal “Chiberia” winter.

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Thoughts About Bollards vs. Green Paint, and Chicago’s 100-Mile PBL Goal

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A typical Chicago protected bike lane on Broadway, and a typical NYC PBL on 1st Avenue. Photos: John Greenfield

[This article also ran in Checkerboard City, my column in Newcity magazine, which hits the streets on Wednesday evenings.]

There’s nothing like visiting another city to give you a fresh perspective on your own. Earlier this month I traveled to New York City to pow-wow with other Streetsblog editors. Pedaling a Citi Bike around Manhattan, I was struck by the thought that Chicago’s protected bike lanes could be a little nicer than they are.

In both cities, PBLs are generally located curbside, with parked cars relocated to the left of the bike lane to shield cyclists from moving vehicles, and a striped buffer marked between the parking lane and the bike lane. In Chicago, flexible plastic posts, AKA bollards, are installed in the buffer to discourage motorists from driving and parking in the lanes.

New York protected lanes usually don’t have the posts, but there’s generally an extra-wide buffer, and the entire bike lane is painted green. Often, the parking lane is capped with a concrete pedestrian island at the intersection.

That helps remind other road users that PBLs improve safety for everybody — not just cyclists — by shortening crossing distances for pedestrians and calming motor vehicle traffic. We don’t have safety stats for Chicago protected lanes yet, but a study by the city of New York found that the installation of a PBL on Manhattan’s 9th Avenue led to a 56 decrease in injuries to all road users.

It occurred to me that Chicago might do well to emulate the New York style of protected lanes. Despite the lack of bollards, I didn’t notice any problems with cars in the lanes during my visit. Meanwhile, the posts by Chicago PBLs often start looking ragged after a few months, and they’re frequently knocked out by careless motorists and snowplow operators. This year, the city of Chicago has temporarily removed bollards on PBLs along snow routes in an effort to reduce the damage to the posts and improve snow clearance.

It seems that the Chicago Department of Transportation could save the trouble and expense of removing, reinstalling, and replacing the bollards, which cost about $90 each installed, by getting rid of them altogether and painting the lanes green instead. Judging from New York, drivers wouldn’t be any more likely to park in the lanes – the colored pavement might actually make it more obvious that these are bike-only zones.

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The 2014 Chicago Streetsies

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[Most of these entries also appeared in Newcity magazine’s Best of Chicago issue.]

Best local universities to visit for that pedestrian-friendly, old-world feel

Loyola University and The University of Chicago

Nearly all Medieval-era cities in Europe, and countless other old cities around the world, are known for their pedestrian streets – markets and residential areas where driving is banned or limited. Two Chicago universities have recently turned streets into car-free spaces, and third has proposed a Dutch-style “woonerf” — a pedestrian-priority street. Loyola University transformed the 6300 block of North Kenmore  from a typical road into a sustainably-landscaped pedestrian and bike-only street, complete with permeable pavers that allow stormwater to drain into the ground. The University of Chicago similarly converted a block of 58th Street in front of the Oriental Institute, as well as a stretch of 58th west of Ellis. This extended the tranquil walkways of the main quadrangle into the greater Hyde Park neighborhood. Meanwhile, DePaul University has proposed building the woonerf on the block of Kenmore south of Fullerton in Lincoln Park.

Best place to see grown Chicagoans acting like little kids

The Chicago Riverwalk construction site

The less-than-incendiary Great Chicago Fire Festival made riverfront headlines, but if you wanted to check out a spectacle of different kind this summer, you could join the crowds oohing and aahing this as workers build the $100 million Chicago Riverwalk extension, slated for 2016 completion. This new segment will extend from State to Lake, incorporating six themed sections delineated by the bridges, ranging from “The Jetty” fishing area to “The Cove” kayak dock to “The Swimming Hole” water play zone. It was mesmerizing to watch towering cranes on barges driving long pilings and dropping huge loads of gravel to widen the shoreline. Sure, a barge sunk now and then, but that was part of the excitement.

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Dumping infill to build out the Chicago Riverwalk. Photo: John Greenfield

Best places to use protection

New protected bike lanes on Harrison and Broadway

It’s awesome that Mayor Emanuel is trying to build 100 miles of buffered and protected bike lanes within his first term, but a few of the locations are questionable. How many people really want to pedal on Lake Street, in the gloomy, cacophonous space below the ‘L’? However, new bikeways on Harrison in the South Loop, and Broadway in Uptown, are truly useful. The PBLs on Harrison, between Desplaines and Wabash, feature S-curves of green paint that help cyclists navigate the skewed Harrison/State intersection. PBLs and BBLs on Broadway, from Montrose to Foster, involved a “road diet,” which transformed this former four-lane speedway into a safer, more civilized place for pedestrians and drivers as well.

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Eyes on the Street: New Buffered Lanes on Halsted Between Fulton and Erie

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Looking south on Halsted near Ohio. Photo: John Greenfield

The Chicago Department of Transportation has taken advantage of recent warm spells to do some late-year bikeway construction. In addition to new bikeways on Lincoln, the department recently striped buffered bike lanes on Halsted, between Fulton and Erie in the West Loop and River West.

This half-mile stretch, done as part of a repaving project between Lake and Chicago Avenue, is a handy link between Greektown and Milwaukee Avenue. It will become even more useful if it the lanes are extended further north to Chicago Avenue, where Halsted has existing non-buffered lanes. CDOT would like to do this, but staffer Mike Amsden says there’s nothing planned at this point.

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Looking north at Fulton Market. Bollards would be a nice addition here. Photo: John Greenfield

There are a few nice things about this new stretch of BBLs. Although the section of Halsted between Fulton and Chicago was shown on the 2014 Chicago Bike Map as having non-buffered bike lanes, there actually haven’t been visible bikeways on this segment for years, so the new lanes are essentially terra nova.

Between Fulton and Kinzie, the bike lanes are curbside, with wide buffers to the left. Installing flexible posts in the buffers, to encourage drivers to stay out of the BBLs, would be a helpful addition.

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Looking south on the bridge over Kinzie. A southbound travel lane was converted to make room for the BBLs here. Photo: John Greenfield

A short road diet was done on the one block north of Fulton, with one of the southbound mixed-traffic lanes removed to make room for buffered lanes in both directions. This helps calm traffic on the bridge over Kinzie, a long stretch without intersections where drivers often speed.

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CDOT Tries Out a New Kind of Bikeway on Lincoln Avenue: “Barrows”

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CDOT will be adding sharrows next to the buffers on Lincoln north of Wells. Photo: John Greenfield

The Chicago Department of Transportation has a toolbox of different bikeway treatments: neighborhood greenways, protected bike lanes, buffered bike lanes, and shared lane markings, also known as “sharrows.” Now they’re experimenting with a new kind of treatment that consists of sharrows — bike symbols with chevrons — with a striped buffer painted on the right. I propose that that these buffered sharrows should be referred to as “barrows.”

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A photo of the old sharrows on Lincoln, plus a rendering of the “barrows.”

This CDOT pilot is being done in conjunction with an Illinois Department of Transportation project to repave Lincoln between Diversey and Wells, the portion of the street which is a state route. Lincoln, a key diagonal route downtown from the North Side is included in the city’s Streets for Cycling Plan 2020 as Crosstown Bike Route. However the blogs Let’s Go Ride a Bike and Bike Walk Lincoln Park have both posted articles detailing the challenging conditions for biking on the street, including lousy pavement.

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Prior to repaving, Lincoln was plagued with potholes. Photo: Michelle Stenzel

LGRAB’s Dottie Brackett noted that, although bikes sometimes make up 40 percent of rush hour traffic on Lincoln, speeding drivers, carelessly opened car doors, huge six-way intersections, and stopped delivery trucks create a hostile environment for cyclists. She said she’d like too see buffered or protected bike lanes on the street. Unfortunately, most of the stretch between Diversey and Wells is too narrow to install these kind of bikeways without stripping large amounts of parking. In spring of 2013, BWLP’s Michelle Stenzel and her neighbors surveyed Lincoln Avenue in Lincoln Park and counted 24 potholes.

43rd Ward Alderman Michele Smith — who told me she often rides a bike herself – said she lobbied hard to get IDOT to repave the street in order to create safer conditions for cyclists and drivers alike. Work began in October, including repairs to sidewalks, curbs, and gutters, as well as concrete bus stop pads. Smith also told me that she urged CDOT to get involved in planning meetings for the redevelopment of the former Children’s Memorial Hospital Site at Fullerton/Halsted/Lincoln, to ensure that the project includes pedestrian and bike improvements. As a result, bike lanes will be striped through the six-way intersection.

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Why Don’t the South and West Sides Have a Fair Share of Bike Facilities?

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Kids ride in the Franklin Boulevard protected bike lanes in the Garfield Park neighborhood. PBLs are the one type of bike infrastructure that is more common on the South and West Sides than on the North Side. Photo: CDOT

Black bike advocates Oboi Reed, Peter Taylor, and Shawn Conley recently started an important conversation about the need for more bike resources in low-income African American communities on Chicago’s South and West Sides. At a recent Mayor’s Bicycle Advisory Council meeting, they presented an open letter to the city, state, and local advocacy groups, asking that bike infrastructure, education, and encouragement be provided in a more equitable manner. Read the full letter here.

The letter pointed out that downtown and relatively affluent, North Side neighborhoods have generally received a higher density of bike lanes, racks, and Divvy stations than South and West Side communities. The advocates also asked for more input and participation from African-American residents, organizations, and businesses in the planning and implementation of bike infrastructure and programming.

Reed argued that the city has tended to focus bike resources on neighborhoods that already have high levels of biking. This creates a vicious cycle where low-income African American communities get left behind as bicycling continues to grow in wealthier areas, he said. “It just cuts us off from all the benefits, and our communities are the ones that need those benefits the most.”

Judging from statements from the Chicago Department of Transportation and the Active Transportation Alliance, plus comments from Streetsblog readers and on social media, city leaders and advocates agree that more work is needed to achieve bike equity in African-American neighborhoods. There’s a consensus that strong leadership from within the black community, as embodied by Reed, Taylor, Conley, and others in the five black-led bike groups they represent, is a key piece of the puzzle to reach that goal. The groups include Slow Roll Chicago, Red Bike and Green Chicago, Southside Critical Mass, the Major Taylor Cycling Club of Chicago, and Friends of the Major Taylor Trail.

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Oboi Reed (right) and other riders from Slow Roll Chicago on a bike tour of the Millennium Reserve on the Southeast Side. Photo: Slow Roll

As part of this dialogue, it’s important to discuss what has contributed to the relative lack of  bike infrastructure on the South and West Sides compared to some parts of the North Side. In the near future, Streetsblog plans to publish a piece from Reed addressing the “personal, emotional, cultural, structural, and systemic reasons for why we don’t bike much as adults in black, brown and low- and middle-income neighborhoods, and why we don’t have infrastructure in our neighborhoods.”

In the meantime, here are some of the political and geographic factors I’m aware of that help explain the lower density of bike lanes, Divvy stations, and bike racks in Chicago’s African American neighborhoods.

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Advocates Request a Fair Share of Bike Resources for Black Communities

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A Slow Roll Chicago ride. Photo: John Greenfield

A group of African-American bike advocates says they want to do whatever it takes to make sure more black Chicagoans have a chance to enjoy the health, economic, and social benefits of cycling. They’ve called for the city and state, as well as other advocacy groups, to commit to a more equitable distribution of bike facilities and education to low-income, African-American communities on the South and West Sides.

“In the past, the city’s philosophy has been that the communities that already bike the most deserve the most resources,” said Oboi Reed of Slow Roll Chicago, Red Bike & Green, and Southside Critical Mass. “That just perpetuates a vicious cycle where cycling grows fast in some neighborhood and not others. Biking leads to better physical and mental health, safer streets, more connected communities, and support for local businesses. Black communities are the ones that need those benefits the most.”

As it stands, Chicago has a higher overall density, and better connectivity, of bike lanes downtown and in relatively affluent North Side neighborhoods with higher population density and bike mode share. Their South and West Side counterparts have received more miles of protected bike lanes, due to the fact that wide roads with available right-of-way are more common in these parts of town.

While a number of low-income communities of color, such as Lawndale, Little Village, Pilsen, and Bronzeville, have received Divvy bike-share, a majority of the stations have been installed downtown and on the North Side. The system is slated to expand to more South and West Side neighborhoods next year. The more bikeable areas of the city also have a higher density of parking racks, which residents can request via a Chicago Department of Transportation website.

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Active Trans’ Bikeways Tracker shows the distribution of protected lanes (green) and buffered lanes (blue). Red is proposed bikeways.

In an effort to win more bike resources for black communities, Reed has partnered with Peter Taylor, an Active Transportation Alliance board member and president of Friends of the Major Taylor Trail, and Shawn Conley, head of the Major Taylor Cycling Club of Chicago. On November 1, they met in a Woodlawn café to strategize with Eboni Senai Hawkins, founder of RBG Chicago and a member of the League of American Bicyclists’ Equity Advisory Council, Latrice Williams from Bronzeville Bikes, as well as black bike advocates from Minneapolis and Milwaukee.

Out of that meeting came an open letter to the city, state and other advocacy groups, asking for a more fair distribution of bike infrastructure and education, and that more consideration be given to the needs and concerns of black residents when allocating these resources. The letter makes seven specific requests. Among these are that the local governments make a public commitment to prioritize equity, and require contractors who work on transportation projects to do so as well.

The advocates ask the city and state to commit to spending a fair amount of tax dollars on bike resources between 2015 and 2020 in predominantly African-American neighborhoods. The city is also asked to provide an update on the status of recommendations made by community advisory groups for the city’s Streets for Cycling Plan 2020 – Reed and Taylor served as leaders for South Side advisory groups.

The black advocates gave a presentation on their campaign at last week’s Mayor’s Advisory Council meeting. At the assembly, CDOT Commissioner Rebekah Scheinfeld and Active Trans director Ron Burke acknowledged that more effort needs to be made to promote cycling in communities that don’t already have high ridership. Scheinfeld promised that equity would be strongly considered in prioritizing future projects. One of the 2020 Plan’s goals is to ensure that every Chicagoan lives within a half mile of a bikeway.

“CDOT has been focused on building a comprehensive bikeway network throughout Chicago and we are pleased to have advocates like [Reed, Taylor, and Conley] to partner with to help reach those goals,” said CDOT spokesman Pete Scales “We look forward to continuing to work with them to help determine the needs for cycling facilities in every community.”

“The equity statement delivered at MBAC is an outstanding example of the kind of grassroots leadership we need in Chicago,” said Active Trans’ Jim Merrill. He argued that the city is already working hard to equitably distribute new bike infrastructure. “We hope this call for a renewed look at bike equity in Chicago can amplify those efforts, and we look forward to collaborating with advocates throughout the city to build a bike network that serves all Chicagoans equally.”

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