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Posts from the "Policy & Planning" Category

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Proposed River West Towers Would Be Better With Even Less Parking

1001 W. Chicago Ave.

Proposed development at 1001 W. Chicago Ave. Rendering by FitzGerald Associates.

Security Properties from Seattle recently received Plan Commission approval to build 14- and 15-story buildings on the site of the Gonnella bakery at 1001 W. Chicago Avenue, near the busy intersection with Milwaukee and Ogden avenues and the Blue Line’s Chicago stop. 363 apartments and 35,000 square feet of retail would fill the two towers, helping to meet the burgeoning demand to live near transit and downtown and potentially bringing a grocery store to the neighborhood. The alley between the towers would become a shared space plaza, fronted by a bike repair room for residents. Less fortunately, though, the buildings will also include 318 car parking spaces.

The city’s transit oriented development (TOD) ordinance allows developers to build 50 percent fewer car parking spaces than normally required for buildings whose main entrances are within 600 feet of a train station. The proposed zoning for this development would require only 182 car parking spaces for the residences and none for the retail space — but instead of a 50 percent reduction, Security has only requested 12 percent fewer spaces than the usual requirement.

This many new parking spaces would add even more cars to the six-way junction out front. The long queues of cars here slow buses along the Chicago Transit Authority’s 56-Milwaukee and 66-Chicago bus routes, and also make it difficult for bicyclists to navigate the hazardous intersection.

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Cook County’s Transportation Plan Thinking Big, But Where’s The Money?

All Aboard Cook County transportation plan scenario

A description of Cook County’s draft “All Aboard” transportation plan scenario.

Earlier this year, Cook County embarked on its first transportation plan since 1940, asking residents to weigh in on how and where to improve transportation across the second most populous county in America. That feedback has helped the transportation department to draft a new vision statement [PDF] – that world-class transportation will spur economic growth and enhance quality of life – plus four scenarios for the future [PDF], which the public can vote on in an online survey

The new plan will guide policy choices that determine where and how the county invests its resources, and to estimate how much more revenue is needed to fulfill those goals. One key policy decision will determine whether or not the region will fight for more resources in Springfield. One particularly galling imbalance is the Illinois Department of Transportation’s strict 55/45 split, which sends an outsized proportion of dollars downstate even though most of the state’s people and economy reside in Chicagoland.

The most dour of the four scenarios envisioned is called “Running on Empty.” It supposes that the current conditions depressing local transportation investment – the 55/45 split, declining gas tax revenues, municipalities looking out only for themselves, and sprawling, low density growth – will continue to “undermine” Cook County’s transportation system, communities, and economy.

A slightly less depressing scenario, “Stuck in First Gear,” differs minimally from the first by supposing that the county will pursue additional grants from the state and federal governments. The county would rein in sprawl slightly by encouraging more density around train stations, for example. This would increase use of some underutilized bits of the transportation system, but also tax others, similar to how some parts of the CTA system are now becoming overcrowded. However, an overall lack of funding leads transit service quality to continue its long-term decline, making transit-oriented development a tough sell.

Scenarios three and four more closely reflect the goals of the GO TO 2040 regional plan, but depend on the state to update its antiquated policies. “Picking Up Steam” says that Cook County would stop diverting gas tax revenues away from infrastructure, and influence the state to do the same. And instead of distributing transportation funds by a strict 55/45 split, the Illinois Department of Transportation would use performance measures to guide dollars to where they’re most needed, e.g., densely populated Cook County. Those policy changes would add funds that could address the area’s considerable maintenance backlog, and start to invest in more bicycle, pedestrian, and transit projects. However, the third scenario isn’t all rosy: It’s marred by development that continues to drift further away from existing transit and freight facilities.

The final scenario, “All Aboard,” is one which supposes additional funding and new development surrounding existing transportation resources. Specifically, it assumes that the state gas tax will be raised by eight cents per gallon, and pegged to inflation. Policy changes would target county revenues towards compact and mixed-use development on infill locations, and expand regional transit “to reach underserved destinations.” Building within existing neighborhoods is a core tenet of GO TO 2040, and focusing new spending there would stabilize neighborhoods and expand businesses.

Give your feedback online. http://www.connectingcookcounty.org/involved-metroquest.html

Send Cook County your feedback on these four scenarios. Send general feedback to info@connectingcookcounty.org.

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Inspector General Issues a Reality Check on Trib’s Red Light Cam Spin

Last summer, the Chicago Tribune reported on the mysterious spikes in red light ticketing at dozens of cameras around the city. Recently, the paper discovered the city had started enforcing violations that took place after slightly shorter yellow phases. This resulted in tens of thousands of additional tickets.

Given the track record of corruption in the red light camera program, the press needs to keep an eye on it. However, it appears that the Trib went a bit overboard by conflating the yellow light issue with the program’s troubled past.

Chicago Inspector General Joe Ferguson, who has blasted the previous oversight of the red light cam program as “fundamentally deficient,” has said that the motorists who got those additional tickets basically deserved them. “We saw no evidence [by the city] of intent to do anything nefarious or unfair,” he said in a recent Chicago Tonight interview.

State legislation for Chicago’s red-light camera program dictates that the minimum length of a traffic signal’s yellow phase should be three seconds, according to Chicago Department of Transportation spokesman Pete Scales. The reasoning for this standard is that motorists expect yellows to last at least that long. If a yellow light was to turn red much before three seconds elapse, a driver might be caught off-guard and blow the stoplight without doing anything reckless.

However, the state law allows for tickets to be issued when yellow lights deviate ever so slightly from the three-second standard, which can be triggered by minor fluctuations in the flow of the electrical current to the stoplight, according to Scales. So if a yellow phase dips a few hundredths of a second below the standard, the ticket is considered legal. “Those slight deviations are imperceptible to the motorist,” Scales said.

While RedFlex Traffic Systems, the previous red light camera contractor, was running the program, the city directed the vendor to set the cameras so that they would only issue tickets when a driver ran a red following a yellow phase of at least 3.0 seconds. Last year, in the wake of allegations that the company bribed a CDOT official, the city fired the company. This February, Xerox State & Local Solutions took over the contract.

Since then, administrative hearing officers have started to see tickets issued for reds run after yellow phases between 2.9 seconds and 3.0 seconds. Although these tickets were legal, some of the officers, who operate independently from CDOT, threw out the violations. A recent Tribune investigation discovered that 77,000 tickets had been issued for violations that occurred after sub-three-second yellows, resulting in $7.7 million in fines.

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Spielman Trots Out “War on Cars” Rhetoric for Report on Parking Tax Hike

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The Greenway Self-Park at Kinzie and Dearborn. Photo: John Greenfield

Veteran Sun-Times reporter’s Fran Spielman’s recent piece on Mayor Emanuel’s plan to raise the city’s parking garage tax was a classic example of windshield-perspective journalism.

As part of his 2015 budget, Emanuel has proposed raising the parking tax by 10 percent on weekdays and 11 percent on weekends, to 22 percent and 20 percent, respectively. Spielman reported. The mayor hopes the hike will generate an additional $10 million, which would be earmarked to hire 80 new employees for year-round pothole repair crews.

The increased garage tax “is not the only hit motorists will be asked to absorb in 2015,” Spielman wrote. The budget would also raise the tax paid by Chicago residents who lease their cars from eight to nine percent. That increase is expected to generate $60 million in additional revenue.

This would be the third time Emanuel has tweaked the garage parking tax since he took office in 2011. His first budget included a $2 surcharge for weekday garage parking, which the mayor referred to as a “congestion fee.” In 2013, he changed the parking tax from a sliding scale to a fixed percentage, Spielman reported.

Predictably, downtown Alderman Brendan Reilly and Marc Gordon, president of the Illinois Hotel and Lodging Association, are griping that making it a little more expensive to drive downtown would have a chilling effect on local commerce. Gordon has said the same thing before each previous parking tax hike.

“[The garage parking tax is a popular punching bag for the mayor, in part, because it’s part of a larger plan to discourage driving by building protected bike lanes and bus rapid transit lanes that shrink the number of lanes available for passenger vehicles,” Spielman wrote. Here we see the tired “war on cars” rhetoric that’s all too common among mainstream news sources.

The purpose of street reconfigurations that make room for PBLs and dedicated bus lanes is not to stick it to motorists. For example, converting a mixed-traffic lane to a two-way protected bikeway on Dearborn created a safe place for north-south Loop bike traffic. It also reduced speeding on a street that formerly had capacity for 40,000 motor vehicles a day but only carried about 13,000.

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Making It Easier to Get to the Museum Campus Without a Car

Museum Campus Transportation study

Residents asked for protected bike lanes near the Museum Campus at the meeting.

It’s already a bit of a hassle to get to and around Chicago’s Museum Campus, which includes the Field Museum, the Shedd Aquarium, the Adler Planetarium, and Soldier Field. In light of plans to build the Lucas Museum, as well as Rahm Emanuel’s goal to increase tourism from 49 million visitors last year to 55 million in 2020, the problem could get worse.

This summer, the mayor created the Museum Campus Transportation Task Force to review how people currently get to the campus and travel between the attractions, as well as to propose transportation improvements. The Metropolitan Planning Council is heading up the task force, which also includes city agencies, the leadership of the four main campus amenities, and nearby neighborhood groups.

MPC president MarySue Barrett said Emanuel gave the task force 90 days to finish the study. The report will serve as the transportation component of the Chicago Park District’s long-term Framework Plan. Plans for the Lucas Museum were announced after the task force convened. “Access has been troublesome for a while before that,” Barrett noted.

“This is the first time there’s been planning for the museum campus since the relocation of Lake Shore Drive,” Barrett said. The northbound lanes of the highway, which formerly ran between the Field and the Shedd, were moved west of the football stadium in the late 1990s, which allowed for the creation of the campus. The budget for that project didn’t “have enough give at the time,” Barrett said, for the kind of transportation planning and improvements the task force is now considering.

Museum Campus Transportation study

MarySue Barrett (right) co-chairs the task force with Chicago Chief Operating Officer Joe Deal (left).

Barrett said that the first step in the task force’s research process is to collect public input and information from the dozen involved organizations. “There are five million visitors annually to the Shedd, Adler, and Field Museums,” she said, adding that they’re trying to get input from three types of visitors: Chicagoans, suburbanites, and visitors from outside the region. “We’re looking at the museums’ attendance surveys to see how people arrive,” she said.

To brainstorm ideas for improving access to the museum campus, MPC is hosting three public meetings, the first of which was held yesterday evening at their downtown offices. See below for details on the two remaining events. The public is also encouraged to submit ideas and concerns about campus transportation issues online.

Roughly 70 people attended last night’s session. Issues ranged from security measures during special events that block park access days after the event, to police hassling pedicabbers when they offer Bears fans rides to transit stations or bars. Attendees were invited to sketch out their ideas on maps. Some South Loop residents highlighted streets where they’d like to see protected bike lanes.

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Active Trans Launches a New Crusade Against Dangerous Intersections

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McCormick and Touhy in Skokie was ranked the worst intersection for pedestrians in suburban Cook County. Image: Google Maps

The Active Transportation Alliance was instrumental in creating the Transit Future campaign, with the goal of creating a dedicated funding source for regional transit. Now they’re also pushing for dedicated funding for pedestrian infrastructure, while raising awareness of Chicagoland’s many hazardous intersections, with their new Safe Crossings initiative.

“It’s really important that we recognize the challenges that pedestrians face across the region,” Active Trans’ director of campaigns, Kyle Whitehead, told me. “People tend to assume that these dangerous and difficult intersections are going to stay that way. We want people to realize that there are proven solutions to address these issues. If we can raise awareness and muster resources, there’s the potential to solve these problems throughout the region.”

This morning, Active Trans released a list of ten of the most dangerous intersections in the city of Chicago, and ten of the most hazardous junctions in suburban Cook County. Topping the urban list is the notoriously chaotic North/Damen/Milwaukee intersection in Wicker Park, with 43 reported pedestrian and bike crashes between 2006 and 2012. In the ‘burbs, the worst-ranked junction is Skokie’s McCormick and Touhy intersection, where two six-lane roads cross next to the North Shore Channel Trail bike-and-pedestrian path.

The crash data, provided by the Illinois Department of Transportation, was only one of the factors Active Trans used to compile the lists. They also incorporated feedback from their planning and outreach staff, plus public input. The group received more than 800 responses to an online survey that was posted on their blog, shared via social media, and emailed to members. Here are the full lists:

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Transit Future Slowly Building Coalition to Fund Expanded Transit

CNT says there is poor transit service between where low-income workers live and where most jobs are. They're developing research that would show the impact of building new lines outlined in the Transit Future campaign.

CNT says there is poor transit service between where low-income workers live and where most jobs are. They’re developing research that would show the impact of building new lines outlined in the Transit Future campaign.

The Transit Future campaign sure did arrive with a bang. Mayor Rahm Emanuel and Cook County President Toni Preckwinkle both spoke at its April announcement, which was accompanied by a splashy map and website. It seemed like a huge expansion of the region’s transit network was closer than ever, once Cook County and Chicago officials rallied around the idea (imported from Los Angeles) to use local taxes to leverage big dollars for projects. But ever since then, though, its backers — the Center for Neighborhood Technology and Active Transportation Alliance — have been fairly quiet.

CNT vice president Jacky Grimshaw and Active Trans executive director Ron Burke recently gave a glimpse into what’s next for Transit Future at DePaul University’s Chaddick Institute. Ever since its launch, 12 of Cook County’s 17 commissioners have signed on to the campaign. Several of them told Grimshaw that the campaign should also meet with mayors and other elected officials in their districts, so CNT has expanded its outreach accordingly.

“It’s important to build a coalition,” Grimshaw said, “to share the message and get the electorate involved.”

Grimshaw was candid about the progress of Transit Future since April, saying she had asked Cook County President Toni Preckwinkle to include a new transit fund within the FY2015 budget proposal. “But Toni had a bigger nut to crack,” Grimshaw said, “and that’s pensions.” (The current, election-year budget also, conveniently, does not include any new taxes.) Grimshaw added, “The best we can hope for now is the 2016 budget.”

The Transit Future map shows many new and extended ‘L’, Metra and arterial rapid bus routes. Grimshaw explained that “we didn’t just make up these lines.” Many of them were on the wish lists that transportation agencies, departments, and other governments had submitted to the Chicago Metropolitan Agency for Planning, for potential inclusion in the GO TO 2040 comprehensive regional plan. The routes “were vetted, part of a public engagement process, and screened,” she added. “What these lines lacked is funding” (unlike some other projects), and so they weren’t included in the final GO TO 2040 plan.

Transit Future is developing a compelling public case for why these transit lines are needed. Campaign manager Ronnie Harris said that they’re racing to develop a report clearly showing the benefits and return on investment “of going ahead and doing this.” The report, he said, will “outline the benefits of [the region] buying into Transit Future.”

Cook County certainly could use more extensive transit service. County residents take transit for just seven percent of all trips, Burke explained, because it’s inconvenient for most of their trips. Transit service just isn’t available, or is infrequent, in the areas where most county residents work. Decades of sprawl have pushed jobs from downtown Chicago to newer centers, around O’Hare Airport and to suburban corridors in the north, northwest, and west suburbs. Getting to jobs in those locations is impractical by transit, since these transit deserts see only infrequent Pace buses and practically nonexistent reverse-commute Metra service to faraway stations.

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An Update on the Lawrence Streetscape and the Ravenswood Metra Stop

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A curb bump-out and a pedestrian island makes it much easier to cross Lawrence than before, while a new bike lane encourages cycling. Photo: John Greenfield

The long-awaited Lawrence streetscape and road diet is is almost complete, and the project has already transformed a corridor that had been unpleasant for pedestrians and cyclists into a much more livable street. Meanwhile, construction is also wrapping up on a new, supersized Metra station house on Lawrence.

First announced in 2010 and launched in July of 2013, the streetscape has changed the stretch of Lawrence between Western and Clark from a four-lane speedway into a much calmer street, with two mixed-traffic lanes plus a turn lane. This was formerly a “reverse bottleneck,” since it was the only section of Lawrence in the city with four lanes. The road diet has made room for wider sidewalks, which will provide space for café seating, plus non-buffered bike lanes, where there were formerly only shared-lane markings.

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The same intersection as the above photo, Lawrence and Seeley, before the road diet. Image: Google Maps

The section from Ravenswood – where the new Metra stop is located – to Western is largely completed. Many pedestrian islands have been built. In a few locations, there are also curb bump-outs that reduce crossing distances for people traversing Lawrence. Crosswalks made of eye-catching red asphalt, stamped in a brick pattern, have been put in at all intersections.

Workers have installed old-fashioned acorn-style streetlamps, as well as standard inverted-U bike racks, according to to Brad Gregorka, an assistant to 47th Ward Alderman Ameya Pawar. Benches and trash cans will soon be added. Two Divvy bike-share stations have been returned or relocated to spots by the Metra stop and at Lawrence/Leavitt.

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Seven Ways to Stop The Illiana Boondoggle

Two votes yesterday by a committee of the Chicago Metropolitan Agency for Planning, Chicagoland’s federally-designated regional planning organization, have cemented CMAP’s approval of the sprawl-inducing, budget-busting Illiana Tollway. Since federal transportation dollars can only be spent on projects included in an adopted regional plan, this gives Governor Pat Quinn and the Illinois Department of Transportation the consent that they needed to continue preparations for the Illiana Tollway.

South suburban legislators are happy that Quinn is steering the dollars in their direction, and spoke up in favor of the road yesterday — many saying that the Illiana would free them from the scourge of truck traffic on existing roads. State Senator Pat McGuire (D-43) said the Illiana “would improve the environment” and “save lives.” He didn’t specify how, especially since IDOT’s own analysis says that the Illiana would increase car traffic (and presumably car crashes) in the study area, decrease truck traffic only minimally, and result in more smog and acid rain.

State Representative Al Riley (D-38) heads the house’s mass transit committee, and brushed aside criticism of the road in this spirited, if garbled, testimony yesterday:

The Tier 2 EIS just came out, so everybody’s supposed to be stupid. [People are saying] the FHWA, you know, who did the report, doesn’t know what they’re doing. Their pronouncements don’t make any sense. Well, of course they do. Everything made sense throughout the entire process. Of course they know what they’re doing!

Despite yesterday’s vote, there are still several ways the Illiana could be stopped well before the bulldozers arrive to pave over every pristine prairie and family farm in their path. Here are seven possible routes:

1. The state legislature could rescind the law giving IDOT authority to enter into a public-private partnership, or otherwise step in and keep IDOT from spending the funds it’s budgeted for the project. IDOT’s idea of a “PPP” amounts to bribing private investors with a $250 million (minimum) up-front payment, plus additional money when toll revenues fall short. Another avenue the legislature has is preventing IDOT from spending its $250 million budget for acquiring land, relocating utilities, and other site-preparation work.

This seems rather unlikely, given the project’s avid proponents in the General Assembly. State Senator Toi Hutchinson (D-40) spoke at yesterday’s meeting, reminding the policy committee that she helped craft the enabling legislation in 2010. She added that this project “is important to us,” referring to her south suburban district.

2. A more likely route is through the environmental evaluation process, which is already well underway. IDOT released a Tier 2 environmental impact statement for the road on September 26, but it — and its predecessor — have critical flaws that the Environmental Law & Policy Center hopes could trip up the road. The EIS outlines for the Federal Highway Administration, and the public, how IDOT intends to mitigate the road’s impacts to people, wildlife, and air and water quality.

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Now the Jeff Park NIMBYs Are Fighting Arena’s P-Street Proposal

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Surburban-style development next to the Jeff Park Transit center degrades the pedestrian environment. Image: Google Maps

The Jefferson Park NIMBYs are at it again. First they went nuclear over the city’s proposal for a road diet with protected bike lanes on Milwaukee Avenue, which would have reduced speeding and crashes, and created more people-friendly retail strips. Now they’re freaking out about 45th Ward Alderman John Arena’s proposed ordinance to designate a few blocks of Milwaukee and Lawrence as Pedestrian Streets.

At a recent meeting of the Jefferson Park Neighborhood Association, members voted unanimously to oppose the ordinance, according to a DNAinfo report. They argued that, by encouraging dense, pedestrian-friendly, car-lite development, the P-Street designation would make it harder to park cars in the neighborhood.

Arena has proposed creating P-Streets on Milwaukee from Giddings to Higgins, and on Lawrence from Laramie to Long. Located just south of the Jefferson Park Transit Center, served by CTA buses and trains, and Metra commuter rail, this X-shaped district is the heart of the local business district.

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The proposed Jefferson Park P-Streets.

The P- Street designation is intended to preserve the existing walkability of business districts, by banning future car-centric development. It blocks the creation of big box stores, gas stations, drive-throughs and other businesses that cater to motorists, by forbidding the creation of new driveways.

The designation requires that the whole façade of new buildings be adjacent to the sidewalk. The main entrance must be located on the P-Street, and at least 60 percent of the façade between four and ten feet above the sidewalk must be windows. Any off-street parking must be located behind the building, and accessed from the alley or a side street.

Since it’s easier to get around without a car in areas where walking is safe and pleasant, the city does not require new developments on P-Streets near transit stops to provide the usual number of parking spaces. Under the 2013 transit-oriented development ordinance, new residential buildings within 600 feet of a transit stop only have to provide one spot for every two housing units, instead of the typical 1:1 ratio. If the building is also on a P-Street, it can be up to 1,200 feet from the station and still get the parking discount. New stores with less than 10,000 square feet of floor space also get a break on parking.

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