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Divvy Is No Cautionary Tale — It’s a Model for Other Bike-Share Systems

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City officials unveil Bublr bikes at a ceremony in Milwaukee’s Red Arrow Park last week. Photo: city of Milwaukee

Yesterday, the Tribune ran an opinion piece slamming the Divvy funding model, written by Diana Sroka Rickert from the Illinois Policy Institute, a conservative think tank. Rickert argued that Milwaukee’s brand-new Bublr bike-share system, named after the local term for a water fountain, used a superior method because much of the funding came from private donors, largely corporate sponsors.

Rickert claims it was foolish of Chicago to launch Divvy solely with public money. She quotes Milwaukee developer and Bublr sponsor Gary Grunau as implying that Chicago’s method of lining up funding was fiscally irresponsible. “Milwaukee is a little more conservative… which is probably explained in the fact that Illinois and Chicago have a much more unstable financial picture,” he said.

The problem with Rickert’s thesis is that she’s making an apple-to-oranges comparison. The total startup cost for the first 475 Divvy stations and 4,750 bikes was $31.25 million, according to Divvy general manager Elliot Greenberger. $25 million came from federal grants, while local funds are covering the remaining $6.25 million.

Meanwhile, Midwest BikeShare, the nonprofit that runs Bublr, has raised about $3 million in public funds, plus roughly $1 million in private donations, which should pay for installing about 60 stations and 600 bikes, according to launch director Kevin Hardman. MWBS needs to raise another $3 million privately in the next two to three years to pay for operations for these stations, Hardman said. The system launched last week with ten stations and 100 bikes.

Obviously, it’s easier to cover the start-up cost of a small system than one that’s nearly eight times as big. To reach the same 1:3 ratio of private-to-public funding as Bublr, the city of Chicago would have had to raise almost $8 million in private donations prior to launching.

And Chicago did eventually snag a $12.5 million sponsorship deal for Divvy with Blue Cross Blue Shield of Illinois, about a year after the system launched. By that time, bike-share was already a proven success here, and the sponsor got an immediate payoff by getting its logo plastered on every Divvy bike and rebalancing van.

Rickert also writes that systems in Denver and Minnesota have a “better business model” because they’re run by nonprofits and were launched with private funding. Again these are much smaller systems than Chicago’s. Denver B-cycle has only 84 stations and 700 bikes, while the Twin Cities’ Nice Ride has 170 stations and 1,550 cycles.

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North Branch Trail Extension Inches Forward, Including Edgebrook Sidepath

Example side path on Harms Road in Glenview

The North Branch Trail’s southern extension will have a short side path along Lehigh and Central Avenues, much like this segment of Harms Road in Glenview. Image: Google Street View

The Forest Preserve District of Cook County is proceeding with plans to extend its popular North Branch Trail three miles further into the city limits, via a sidepath along Central Avenue. The extension has been planned since 1995, and has been shown as a dotted line on the Chicago bike map for several years. Some neighbors, though, worry about how the sidepath will impact cars traveling on or turning off Central Avenue.

Last week the Forest Preserve hosted a meeting at the Matthew Bieszczat Volunteer Resource Center about the extension, which would start from the trail’s current southern terminus at Devon and Lehigh avenues (one block short of downtown Edgebrook) and end at Gompers Park, near Foster and Kostner avenues, in the Mayfair neighborhood The 18-mile trail carries 250,000 users a year between the city and the Chicago Botanic Garden in Glencoe, where a northern extension to the Metra UP-North line opens September 13.

Extending the trail into the city won’t be a walk in the park, though. While most of the existing trail runs along the river, the extension must skirt both busy Devon Avenue and the existing Edgebrook Golf Course. To do so, it will run alongside existing roads instead: crossing Devon at Caldwell, then following Central past the three-block Old Edgebrook neighborhood, then crossing Central at a new stoplight placed at an existing intersection that serves the golf course and the Volunteer Resource Center.

Some residents feel that the new traffic signal will “snarl traffic,” DNAInfo reported. This is unlikely, since the new traffic signal would be on-demand, and only change when a motorist exits the parking lot or when a bicyclist or pedestrian pushes a button.

The Chicago and Illinois Departments of Transportation examined several alternatives proposed by neighbors and found them wanting. In particular, re-timing the lights at the complicated intersection of Lehigh, Caldwell, Central, and Devon would cost $1 million, and building a traffic signal at Prescott or Louise would make existing traffic backups even worse.

Old Edgebrook residents also worry about how the Central Avenue sidepath would affect vehicle turns into or out of their neighborhood. Brian Sobolak attended the meeting, and recounted that some residents thought that the sidepath’s crossings of Prescott and Louise would be unsafe, and might block residents driving in and out. Similarly, Nadig Newspapers reported that some residents believe “it would be difficult to see bicyclists” crossing these two streets, the only routes into Old Edgebrook. Yet Central already has a sidewalk at this location, so drivers at these two intersections already must watch for crossing pedestrians.

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Man Killed Sunday Was 4th Person Fatally Struck on North Avenue This Year


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The 2700 Block of West North Avenue.

A man killed by an allegedly drunk driver Sunday is the latest in a series of people fatally struck on speeding-plagued North Avenue, in 2014.

Around 8:25 p.m. Sunday, a 55-year-old man was crossing northbound on the 2700 block of North Avenue near Cermak Produce, according to Officer Janel Sedovic from Police News Affairs. The man’s identity has not yet been released, pending notification of his next of kin, according to the Cook County medical examiner’s office.

Sean Riley, 33, of the 1400 block of North Bell, was driving eastbound when he struck the victim. He stayed on the scene following the crash. The victim was transported to Illinois Masonic Hospital, where he was later pronounced dead.

Riley was found to have a blood alcohol content level above the legal limit of .08 percent, according to Sedovic. He has been charged with felony aggravated DUI resulting in an a death, operating a vehicle without insurance, and fail to exercise due care to avoid a collision with a pedestrian in the roadway. A bond hearing is scheduled for today.

The victim was the fourth person fatally struck by a driver on North this year. On April 21, Kim Kyeyul, 72, rear-ended a semi truck with his car on North just east of the Kennedy Expressway. After he exited his car to talk to the other driver, a second trucker killed him.

On April 24, Jennie Davis was crossing in the 5500 block of North Avenue in Austin when a speeding motorist fatally struck her – a similar scenario to this latest crash. And On Sunday, June 1, an out-of-control SUV driver fatally struck Charles Jones, 73, who was reportedly standing in the street just west of the Kennedy.

Most of these cases involved a too-fast driver and/or a difficult pedestrian crossing. In general, North is a five lane street with two travel lanes in each direction, a turn lane, and parking lanes. By Cermak Produce, the street is 76 feet wide, and that excess width encourages speeding and creates a long crossing distance for pedestrians.

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Without Planning, Mega Parking Lot Could Replace Megamall

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A rendering of a new building that could replace the Megamall, a longstanding indoor market that stretches for almost 700′ along Milwaukee Avenue in Logan Square. Image: Sierra U.S.

Terraco and Sierra U.S., two commercial real estate firms, have started marketing to potential tenants space within a new development at the site of the defunct Megamall, along Milwaukee Avenue northwest of Sacramento Avenue in Logan Square. Marketing documents published by Curbed Chicago show a new building housing 166,390 square feet of retail, including a supermarket and a health club — and a whopping 426 parking spaces, both within the building and in a surface lot behind it.

The plan proposes nearly enough parking to fill an entire city block, but surprisingly, that’s just five percent more than the minimum of 406 spaces that Chicago’s zoning code requiresWhereas most of the retail customers, just as elsewhere in the neighborhood, would likely arrive by foot, transit, or bike, a huge parking garage would only appeal to drivers — and so plentiful parking would probably induce driving to the site. That’s even though the site is ”on a designated primary bicycle spoke route, a block from a major transit hub and a city-owned parking lot lonely for cars,” as local urban planner Lynn Stevens says. Stevens also points to a previous community workshop, where two-thirds of participants didn’t want additional parking in the area.

Stevens urges that local officials should develop a plan that could guide the fast-paced development along Milwaukee Avenue through Logan Square. In the absence of a unifying plan, the decades-old underlying zoning – amended piecemeal by developers and three different aldermen – becomes a de facto plan. Stevens, who writes the Peopling Places blog about Logan Square development, said, “a plan… would establish policy guidance for future growth and implementation of social, economic and physical [design] goals. Absent a plan, all we have is the Zoning Code that guides private physical development, but, as we know, [that] is subject to change at the whim of an alderman.”

She added that development policy for the area is done in “isolation” at many different agencies. In the absence of any plan, each “property owner envisions development to maximize profit under the existing zoning — or the zoning he thinks he can get out of the alderman.” And since existing zoning specifies conventional retail for the Megamall site, the result is the conventional Terraco/Sierra proposal.

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PBLs Off the Table in Jeff Park, But Milwaukee Still Needs a Road Diet

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CDOT rendering of Milwaukee with a road diet and protected bike lanes.

The Chicago Department of Transportation has proposed three possible street reconfigurations for Milwaukee from Lawrence to Elston. Unfortunately, the one that CDOT originally said would have had the greatest safety benefit for pedestrians, bicyclists, and drivers is now off the table.

The scenario where the current five-lane speedway would have been converted to two travel lanes and a turn lane, plus protected bike lanes, is no longer under consideration, according to 45th Ward chief of staff Owen Brugh. He said that Alderman John Arena and CDOT jointly concluded that PBLs weren’t a practical solution for this stretch, due to the high number of driveways.

Since protected lanes would have involved moving the parking lanes to the left side of the bike lanes, parking spaces would have had to be eliminated at each intersection and curb cut to ensure that cyclists and motorists could see each other. This would have required the removal of 20 percent of the parking spots on Milwaukee. However, parking counts show that, in general, spaces on this section 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.

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Rendering of a road diet with wide buffered lanes.

The two other alternatives are still under consideration. One would involve a road diet with wide buffered lanes, which CDOT says would still have a significant safety benefit for all road users. The other would maintain all five lanes but add narrow buffered lanes, which would provide a minor safety benefit for cyclists and pedestrians, but have practically no effect on car speeds.

It’s a shame that protected lanes are no longer being considered, since this stretch of Milwaukee would greatly benefit from a major reboot. 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.

Since speeding is the norm here, it’s not surprising that there’s a high crash rate. 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.

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Community Meeting Scheduled About Jeff Park P-Street Proposal

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The proposed Jeff Park P-Streets. Image: Google Maps

Interestingly, some of the city’s outlying wards are leading the way when it comes to creating pedestrian-friendly business districts. Last week, I reported how 33rd Ward Alderman Deb Mell has proposed an ordinance that would designate three Albany Park retail strips as Pedestrian Streets. Earlier this week, 45th Ward Alderman John Arena sent a letter to constituents announcing that he has filed an ordinance to do the same thing on two streets in Jefferson Park.

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

The designation requires that the whole building façade 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.

Arena wants to create P-Streets on Milwaukee from Giddings to Higgins, and on Lawrence from Laramie to Long. Located just south of the Jefferson Park Transit Center, this X-shaped district is the heart of the local retail area.

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The River of Traffic On Ridge/Hollywood Hurts Edgewater’s Livability

Ridge Avenue speed and traffic study

Walking across Ridge at Wayne can be dicey.

The Edgewater neighborhood along the north lakefront should be a pleasant place to walk. It’s the second-densest community area in the city, with 56,521 residents in an area just 1.5 miles across, and boasts lively commercial areas like Andersonville. Yet local residents say that their neighborhood is effectively cleaved into two by a roiling river of car traffic. The north end of Lake Shore Drive pumps tens of thousands of cars through the neighborhood, first onto Hollywood and then to Broadway or Ridge and onto Clark and Peterson.

To welcome this invading army of cars, over a dozen houses were leveled in the mid-1950s (animation below) to transform these local streets into four-lane traffic sewers — roads meant to move many cars, quickly. This turned Hollywood and Ridge into impassable barriers, according to local residents like Claire Micklin. She says it’s practically impossible to use marked crosswalks, because drivers simply refuse to stop. Even when traffic backups make it possible to get halfway across, fast-moving traffic thunders past in the other direction. Micklin says she dreads trying to cross, or even to walking alongside the streets — since parking is banned, the never-ending traffic runs right next to the sidewalk:

Drivers drive as if they are on an extension of Lake Shore Drive, grinding to a halt at the lights that break up the thoroughfare. The cars just keep on coming, and even two of the four lanes are clear, there are usually cars speeding by on the other two lanes. I have seen people push baby carriages into the crosswalk, hoping that the other two lanes of traffic will stop. Even with a baby carriage in the middle of the road, people do not stop, and the person usually has to do a quick reverse back to where they started to cross.

Micklin lives just north of the tangled intersection where Hollywood, Ridge, Broadway, and Bryn Mawr all meet within one block of one another. The most convenient retail to her is clustered around the Bryn Mawr “L” stop, just south of Hollywood, or in Andersonville, a few blocks southwest, and none of the nearest crosswalks to her have traffic signals. Even where there are signals, as at Ridge and Hollywood, the streets are obviously engineered for cars: The signal timing favors the Ridge-Hollywood through traffic, and requires pedestrians to press a “beg button” that’s inaccessible to children or people in wheelchairs. The intersection even features a highway-style, concrete Jersey barrier to keep skidding drivers from rolling right into someone’s home.

Kevin Zolkiewicz lives a block south of the speedway. Like Micklin, he has to cross Hollywood or Ridge to get to services like the restaurants or the library on Broadway. He calls the walk “miserable… [I] have to go out of my way to cross at a light,” Zolkiewicz said, adding that Ridge “acts as a barrier between Andersonville and the rest of Edgewater.”

The never-ending stream of cars at Ridge and Hollywood. 

Streetsblog contributor Justin Haugens and I observed traffic at two problematic intersections that Micklin identified — Ridge/Wayne just west of the Ridge-Hollywood intersection, and Hollywood/Magnolia just to the east. These intersections are between traffic signals, so motorists are used to speeding up rather than stopping at these locations.

The two intersections both feature all four marked crosswalks, but the legs across the wider streets have faded nearly to black, neither have pedestrian refuge medians, and neither has a “stop for pedestrians” sign. (CDOT says that they will not install these on four-lane roads, due to the low probability that drivers in all four lanes will actually obey the sign.)

Micklin said that, due to the angled junction in between these two intersections, “there’s no visibility to see oncoming cars, and [thus] know that you can cross safely. I’ve been stuck in the middle of the road before, and people still don’t stop.” We noticed half a dozen people during our study doing just that: Wiggling between stopped cars headed in one direction, then waiting in the middle of the road before running across the other lanes.

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The Metra-Politan Perimeter Ride: Pedaling to Every Metra Line Endpoint

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Taking a pit stop in Elburn, the western terminus of the UP West line. Photo: John Greenfield

[This article also appeared as a cover story in Newcity magazine, which hits the streets on Wednesday evenings.]

I confess that I’m obsessed with pedaling the perimeters of things. For years, I led the Chicago Perimeter Ride, a hundred-mile bicycle tour of the rim of the city, stopping to admire goofy commercial architecture landmarks, from the Eyecare Indian in Westlawn, to the giant fiberglass wieners of Superdawg in Norwood Park. I’ve cycled the circumference of Lake Michigan and the state of Illinois, and I’ve got a Land of Lincoln tattoo on my left shoulder as proof of the latter. I’ve biked three sides of the continental U.S., and some day I hope to complete the circuit by cycling from Key West, Florida, to Bar Harbor, Maine.

Since my journalistic wheelhouse is local transportation issues, it recently occurred to me that I should pedal the perimeter of Chicagoland, as a way to wrap my head around our vast region, and meditate on the urban planning challenges we face. But how best to define the Chicago metro area? There are a number of different definitions of the region, with one of the broadest being the Chicago Metropolitan Statistical Area, originally designated by the U.S. Census Bureau in 1950. Along with Cook and the collar counties, it includes swaths of southeast Wisconsin and northwest Indiana, for a total population of 9,522,434, making this the third-largest MSA by population in the nation.

Somewhat arbitrarily, I opted to define the perimeter of the region as being a route connecting the endpoints of the Metra commuter rail system’s eleven lines. This would allow me to skip the nastier industrial sections of the Hoosier State, since Metra doesn’t serve Indiana, while justifying an excursion across the Cheddar Curtain to quirky Kenosha, Wisconsin, one of my favorite nearby cities.

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The Metra-Politan Perimeter Ride route. Image: Google Maps

Bicycling between train stops would also make it easy for friends to parachute in and keep me company on sections of the four-day trek, and then catch a lift home at the end of the day from a different Metra line. Decision made, I planned out my route, dubbed The Metra-Politan Perimeter Ride, using Google Maps’ bike directions. You can view a Google Map of my itinerary here.

The last twelve months have been rough on Metra. In June of 2013, then-CEO Alex Clifford resigned and was given a jaw-dropping $871,000 severance package, which included a non-disclosure agreement. When local politicians questioned the massive payoff, a memo surfaced, indicating that Clifford was forced out of his job by Metra board members after he refused to bow to demands for patronage hiring and promotions. Some of the pressure apparently came from uber-powerful Illinois House Speaker Michael Madigan.

Five board members resigned in the wake of the scandal and, last summer, Governor Pat Quinn responded by creating the Northeast Illinois Public Transit Task Force, to brainstorm ways to fight corruption and ensure the regional transit system is properly funded. In March, the blue-ribbon panel recommended abolishing the four boards of Metra, the CTA, Pace and the Regional Transit Authority, in favor of a new superagency to oversee the three transit agencies, similar to how things work in the New York City region.

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“Walk To Transit” Targets 20 CTA Stations For Quick Safety Fixes

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Passengers arriving at the Clinton Station often can’t find the Greyhound, Union, or Divvy stations.

A new “Walk To Transit” initiative by the Chicago Department of Transportation will target 20 CTA stations for a slew of simple pedestrian infrastructure upgrades. People walking to several Blue Line stations on the west side and along Milwaukee Avenue, along with stations on the south and north sides, will see safety and usability improvements like re-striped zebra crosswalks, curb extensions, repaired or widened sidewalks, and new signage.

Suzanne Carlson, pedestrian program coordinator at the Chicago Department of Transportation, said at the Mayor’s Pedestrian Advisory Council meeting to weeks ago (theme: connectivity) that construction on a first phase of ten stations should begin in the spring of 2015. CDOT has grant funding for another ten stations, yet to be identified. She said that the designs [PDF] were published in March “at 30 percent,” but only one minor design element has changed since then. 

Some stations will get new and improved wayfinding signage. New signs outside the Blue Line’s Clinton station, hidden underneath a Eisenhower Expressway overpass, will direct CTA riders to Metra, Amtrak, and Greyhound, and vice versa. Even among the majority of American adults who carry smartphones, figuring out where to go from the Clinton station can be a puzzle: The other stations aren’t immediately visible from any of the station’s four dark exits. Adding “breadcrumb” sign posts along the way would help. CTA and CDOT managing deputy commissioner Sean Wiedel have had conversations about adding Divvy wayfinding signs within stops like Clinton, where Divvy is similarly hiding around the corner from the station entrance, “but we haven’t reached a definitive agreement at this point.”

This is where Divvy signage should be displayed

Signs within the Clinton Blue Line station point CTA riders to Greyhound and Metra, but not Divvy — and once above ground, no further clues are available.

Above the Blue Line station at Grand-Milwaukee-Halsted, CDOT proposes reprogramming the signal with “leading pedestrian intervals,” which will give people walking across the street a green light before drivers can make a turn. New curb extensions (bulb-outs) at Ohio Street, between the station and Milwaukee’s bridge over the Ohio Street Connector, will slow down drivers and prevent them from driving down Milwaukee’s faded bike lane.

Around the Pulaski Blue Line station in West Garfield Park, which is within the median of the Eisenhower Expressway, recommended improvements include curb extensions to slow turning drivers at all corners of Harrison and Pulaski, a pedestrian refuge island within Pulaski at Van Buren, and signs that will direct bicyclists to and from the station from Keeler Avenue — a nearby “neighborhood route” under the Streets for Cycling 2020 Plan.

Outside the 63rd Street Red Line station in Englewood, new trees will enliven a dull corner at Princeton Avenue — and also replace a dangerous gas station driveway, which eliminates the conflict between cars turning across the sidewalk into the gas station, right by a bus stop. Such dangerous curb cuts are not forever, since they have to be renewed annually.
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Illegal Stickers and Signs at U. of C. Hospitals Discourage Biking

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Illegal sticker on a city-owned stop sign. Photo: John Greenfield

Last week, I reported how the AMA building unlawfully installed a “No Bike Parking” sign on a city sign pole, then removed a bike that was legally locked to it. In response, Streetsblog reader and University of Chicago employee Elizabeth Edwards alerted me to a similar situation at the U. of C. Hospitals.

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Photo: John Greenfield

It appears that someone, perhaps acting on behalf of the hospitals, has undertaken an obsessive, rather passive-aggressive campaign to keep bikes off street furniture. Stickers reading “Not a Bike Rack” have been stuck on just about every fence, handrail, light post and sign pole next to hospital buildings on 59th, 58th, Maryland, and Drexel. In a few cases, a metal placard with the message has been affixed to a city-owned sign pole. On some fences, there are signs warning that locked bicycles will be removed.

The desire to prevent parked bikes from obstructing the path of patients and visitors, especially wheelchair users, is completely understandable. It’s very inconsiderate for cyclists to lock bikes to handrails and in other locations where they obviously cause an obstruction. Moreover, the hospitals would be within their rights to install signage telling people not to lock to fences and other fixtures on private property. If these warnings are ignored, they would have the right to remove the offending bikes.

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