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Don’t Worry, Clybourn Merchants — The PBL Parking Issue Is Covered

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Much of the on-street parking in the Clybourn project area gets little use. Photo: John Greenfield

In an article posted on DNAinfo yesterday, business owners along Clybourn Avenue in Old Town said they were worried that parking conversions for upcoming curb-protected bike lanes on the street might scare off customers. However, the Illinois Department of Transportation, which is spearheading the project, and the Chicago DOT, which is consulting, have crunched the numbers on the parking issue, and it looks like everything will work out just fine.

This affected stretch of Clybourn, between North Avenue and Division Street, is under state jurisdiction. IDOT had previously blocked CDOT from installing protected bike lanes on state roads within the city. However, after cyclist Bobby Cann was fatally struck by an allegedly drunk, speeding driver at Clybourn and Larabee Street in May of 2013, IDOT agreed to pilot a protected lane on this stretch. It will be the city’s second curb-protected lane, after CDOT installed one on Sacramento Boulevard in Douglas Park last month.

Construction of the Clybourn lanes started on Monday. The bike lanes will be located next to the sidewalk and will be protected by three-foot-wide concrete medians. There will also be a short stretch of curb-protected lanes on Division between Clybourn and Orleans. To provide sufficient right-of-way for the lanes on Clybourn, car parking will be stripped from the west side of the street, with a net loss of 65 parking spaces.

Mohammad Rafiq, owner of New Zaika, a Pakistani restaurant at 1316 North Clybourn, told DNA he understands that the street need to be made safer, but he’s worried that the loss of parking spots will drive him out of business. The eatery is popular with cab drivers, including many Muslim people who visit several times a day to use the basement prayer room. “If they don’t come, who am I going to serve?” he asked.

Marcus Moore owns Yojimbo’s Garage, a bike shop at 1310 North Clybourn, across the street from a memorial to Cann. He’s a longtime bike advocate who recently won an award from the Mayor’s Bicycle Advisory Council for saving the South Chicago Velodrome, and he witnessed Cann’s fatal crash. However, DNA quoted him as saying the parking conversions could hurt business. “It’s going to be a big experiment,” he said. “I’m kind of neutral. I’m not sure what to expect.”

Obviously, creating a low-stress bikeway on Clybourn is going to attract more cyclists to the street and more two-wheeled customers to Yojimbos. That, plus a safer, more relaxing environment for walking due to less speeding by drivers, could also bring some additional diners to New Zaika.

Moreover, the flaw in the otherwise-solid DNA article is that the reporter didn’t check in with IDOT and CDOT about the parking issue. According to IDOT spokesman Guy Tridgell, the agencies did a parking utilization study of the corridor to gauge the impact of the proposed design. They found that much of the parking on this stretch of Clybourn, which has relatively little retail, is underutilized.

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Getting Closer to the End: Judge Nullifies Federal Approval of Illiana Tollway

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One of the key phrases from Judge Alonso’s ruling.

It’s looking like the nightmarish vision of a totally unnecessary, 47-mile highway cutting through prime Illinois farmland is not going to become a reality. A federal judge ruled yesterday that the Illinois Department of Transportation failed to provide a proper Environmental Impact Statement for the Illiana Tollway.

U.S. District Court Judge Jorge Alonso wrote that the final EIS the state submitted was “arbitrary and capricious.” He also noted that the Federal Highway Administration shouldn’t have approved the EIS because the tollway’s purpose and need statement was based on “market-driven forecasts developed by [IDOT] consultants,” rather than sound policy.

The lawsuit was filed by the Environmental Law & Policy Center, representing Openlands, the Sierra Club, and the Midewin Heritage Association. They argued that the state used circular logic to justify the Illiana: IDOT’s projections for population growth in the project area were based on the the assumption that the highway would be built. “This [ruling] is an opportunity for the Illiana saga to be brought [to] an end once and for all,” said ELPC’s executive director Howard Learner.

Alonso’s decision is the latest stake in the heart of the Illiana, a terrible idea that was promoted heavily by former governor Pat Quinn and state representatives from the south suburbs. Two weeks ago, current governor Bruce Rauner ordered IDOT to suspend all existing contracts and procurements for the tollway, stating in a news release that “the project costs exceed currently available resources.” He also told IDOT to remove the Illiana from its current multi-year transportation plan.

The ruling [PDF] also noted that IDOT and its consultants met with the Chicago Metropolitan Agency for Planning and the Northwestern Illinois Regional Planning Commission to discuss population and employment forecasts for the Illiana corridor, but chose not to use those projections. That’s because CMAP’s forecasts were “based on ‘aggressive assumptions regarding infill, redevelopment & densification'” and not how people would be drawn to new subdivisions made accessible by a massive highway.

CMAP and NIRPC objected to IDOT’s market-driven projections because their respective regional plans recommend that new development should be concentrated in the existing metropolitan area, rather than replacing farmland with sprawl. In essence, the state said that growth should be geographically unconstrained and the MPOs said growth should be focused and sustainable. Read more…

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Rauner Takes a Second, Hopefully Final, Step to Kill the Illiana

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Governor Rauner and IDOT have removed the Illiana from the state’s current infrastructure plan. Photo: MPC

Yesterday, Governor Bruce Rauner drove a second stake into the heart of the Illiana Tollway, a sprawl-inducing highway proposed for rural Illinois and Indiana, just south of metropolitan Chicago. Rauner’s office issued a press release slamming a new state budget passed by Democratic leaders as fiscally irresponsible. In response to the budget, the Republican governor announced he will cut many state programs, including the Illiana. The release states:

In light of the state’s current fiscal crisis and a lack of sufficient capital resources, the Illiana Expressway will not move forward at this time. As a result, the Illinois Department of Transportation will remove the project from its current multi-year plan. It is the determination of IDOT that the project costs exceed currently available resources. The Department will begin the process of suspending all existing project contracts and procurements.

The Chicago Tribune wrote that the cuts are Rauner’s strategy to force House Speaker Mike Madigan and Senate President John Cullerton to renegotiate the budget. However, it’s unlikely that the governor’s plan to stop the Illiana will be an effective bargaining chip.

The Illiana was spearheaded by former governor Pat Quinn, who was fighting for his political life at the time. Desperate to win votes, he was so focused on building the highway that he was willing to gamble more than $500 million in future taxpayer dollars on the boondoggle.

Most of the other politicians who pushed hard for the tollway were legislators whose districts it would have run through, as well as South Side representatives who hoped the project would create jobs for their constituents. Many other politicians understood that the road would siphon industry and residents from the rest of the region, and the resulting sprawl would be a drag on the local economy.

Rauner drove the first stake into the Illiana in January, when he froze non-essential highway spending. While no infrastructure project can ever truly die, with this recent move, the governor has taken the tollway off IDOT’s current to-do list. However, the tollway currently remains on a list of potential transportation projects maintained by the Chicago Metropolitan Agency for Planning, the region’s metropolitan planning organization.

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Chicago Gets First Curb-Protected Lanes; Many Other Bike Projects on Deck

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The curb-protected bike lanes on Sacramento Drive in Douglas Park. Photo: CDOT

In a surprise move, the Chicago Department of Transportation recently began building the city’s first curb-protected bike lanes on Sacramento Drive through Douglas Park. This morning, assistant director of transportation planning Mike Amsden provided an update on this game-changing facility, plus a slew of other bikeways projects slated for 2015.

Four years ago, Mayor Rahm Emanuel pledged to build 100 miles of physically protected bike lanes within his first term. Later the goal was revised to include buffered bike lanes — which don’t offer physical protection from cars — as wells as PBLs. The city currently has 71.5 miles of BBLs and 18.5 miles of protected lanes, for a grand total of 90 miles, according to Amsden.

Since Emanuel was inaugurated for his second term this morning, the 100-mile target has obviously been pushed back a bit, but it’s likely CDOT will exceed that goal by the end of this year. “When we get there, [Streetsblog] will be the first to know,” Amsden promised. “Our focus this year is really going to be on bridging the gaps in the bike network.”

The new curb-separated lanes run on both sides of Sacramento, a curving roadway within the Southwest Side green space, on a quarter-mile stretch between Douglas Boulevard and Ogden Avenue. The curbs are about six inches high and two feet wide, with breaks at drainage basins, and wherever park paths cross the street.

The Sacramento protected bike lanes were originally installed in 2012 on a section that included some truly awful pavement – a counterproductive practice that CDOT has since discontinued. The new curbs are being put in as part of a resurfacing project.

“Over the past four years, we’ve put in a lot of bike lanes in a short time, but it was always our goal to upgrade them over time,” said Amsden. “We’re piloting curb separation here. Experimenting with concrete is something we want to do moving forward whenever we can.”

While CDOT and the Illinois Department of Transportation announced plans for curb-separated bike lanes on Clybourn Avenue in Old Town last summer, there was no public announcement about the Sacramento curbs, Amsden said. However, 24th Ward Alderman Michael Chandler signed off on the plan. In early 2013, Chandler asked CDOT to downgrade an existing PBLs on nearby Independence Boulevard to buffered bike lanes.

While Amsden said he has heard reports of drivers parking in the Sacramento PBLs south of Ogden, near baseball diamonds and soccer fields, he doesn’t anticipate problems with cars blocking the curb-protected lanes, which are about eight feet wide. “I wouldn’t say anything is impossible, but one of the goals of the concrete separation is to encourage drivers not to park in them.”

IDOT had previously prohibited CDOT from installing PBLs on state roads within the city. However, the state transportation department lifted the ban after an allegedly drunk driver struck and killed cyclist Bobby Cann at Clybourn and Larabee Street in 2013, and is actually spearheading and funding the Clybourn curb-protected lane project. CDOT has been helping out with design input and public outreach, Amsden said.

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The Way Forward: Gas Tax, Vehicle Miles Traveled, or Value Capture?

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Blankenhorn, Skosey, Puentes, and Porcari. Photo: Ryan Griffith Stegink, Metropolitan Planning Council

Local leaders agree that Chicago region’s public transit system, and Illinois transportation infrastructure in general, are sorely underfunded. However, it’s clear that the traditional strategy of relying on gas tax revenue to fund projects is no longer working. The state gas tax has been stuck at 19 cents a gallon since 1990, and due to inflation, the buying power of the revenue it generates has fallen over the past few decades.

Given the fact that Governor Rauner plans to cut almost $170 million from state funding for Chicagoland mass transit, and gas prices that are at their lowest point in years, it’s time for lawmakers in Springfield to show some backbone and approve a gas tax increase. Meanwhile, we need to consider creative ways of funding rail, roads, and bridges, such as a vehicle miles traveled tax and real estate value capture.

Transportation experts discussed these topics earlier this week at a panel titled “The Long and Winding Road,” part of the Metropolitan Planning Council’s symposium for Infrastructure Week 2015, “Broke, Broken, and Out of Time.” Panelists included former U.S. Department of Transportation deputy secretary John D. Porcari, the Brooking Institute’s Robert Puentes, and the Metropolitan Planning Council’s Peter Skosey. The Illinois Department of Transportation’s acting secretary Randy Blankenhorn moderated.

“Are we going to continue to fund infrastructure with smoke and mirrors?” Blankenhorn asked. “Are we going to continue to fund transportation on cigarette taxes and gambling? Let’s talk about user fees versus some of these more innovative or different types of revenue streams.”

Porcari argued that the political courage and innovation for raising money for transportation projects is more commonly at the local and state level nowadays, and not the federal level. “There a number of states that have raised the gas tax, indexed it, added new funding sources, used sales tax for transportation revenues, and they’ve all lived to tell the tale,” he said. “Those governors have actually survived.”

Puentes, pointed out that it’s not just Democratic states that are raising their gas taxes, but also Republican states like Wyoming. “So I think there is a myth that the gas tax is unpopular,” he said. “[Former Governor] Ed Rendell said that when they raised the gas tax in Pennsylvania, not one legislator who voted for the increase lost their election in the next cycle.”

Puentes noted that it’s easier to raise gas taxes at the local or state level than at the federal level. “The lower you get, the bigger the connection, a brighter line between the money that’s being raised, the projects that are being invested in, and then the [economic] outcomes at the end of the day,” he said. “People are willing to invest if they know what they’re getting.”

However, Porcari asserted that depending on gas tax to pay for roads, bridges, and rail won’t be sustainable in the long run. “That’s arguably a good thing, in the sense that what’s driving that are things like efficiency in the corporate average fuel economy and electrification of the fleet. Those are important for the nation but are accelerating the decline of [the gas tax] as a stable funding source.”

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New Type of TIF District Would Increase Funding for Transit Projects

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Transit TIFs in Chicago would send a majority of revenue to specific transit improvement projects. Photo: CTA

A new bill that passed the Illinois Senate last week would create a new class of tax increment financing district that could only be created around Chicago transit stations and lines to capture the property value that being near transit generates. Most of the revenue generated by these TIFs would be earmarked to pay for construction of rapid transit lines, stations, and other transit-related facilities.

In case you’re not a follower of Ben Joravsky’s TIF-centric column in the Chicago Reader, a Chicago TIF district is a designated area in which the amount of property tax revenue that goes to taxing bodies like Cook County, the Chicago Public Schools, and the Chicago Park District is capped when the district is created. Any additional tax revenue from rising property values can only be spent in that area. Chicago TIF money is currently often used to provide a local match to win federal grants for transportation projects.

The new state law, which would only apply to Chicago, would allow City Council to create transit TIFs district that would include the area within a half-mile of the following projects:

The Chicago region spends less money on building and running transit than its U.S. peer cities, and gas tax revenue has been a declining source of funding for transit infrastructure. The Illinois gas tax has been stuck at 19 cents per gallon since 1990 so, due to inflation, the buying power of the revenue it generates has dropped in recent decades. This revenue source is also impacted as cars become more fuel-efficient and driving rates fluctuate.

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Rauner’s IDOT Listening Tour Only Includes a Sprinkling of Cook County Stops

Bruce Rauner at the MPC 2014 annual luncheton

Rauner at a Metropolitan Planning Council event last year. Photo: MPC

Cook County represents 41 percent of Illinois’ population yet only three of the 30 scheduled stops on the Illinois Department of Transportation’s upcoming listening tour regarding Governor Rauner’s proposed state budget will take place in the county: two in suburban Cook County and a single meeting in Chicago.

Rauner has proposed a budget that slashes funding for transit service across the state, which would impact everything from the CTA ‘L’ and Pace suburban buses to the transit systems of downstate cities. Meanwhile, the Republican governor wants to actually increase spending to build new roads.

The proposed fiscal year 2016 budget has reduced operating assistance for the Regional Transportation Authority and its three operators – the Chicago Transit Authority, Metra, and Pace – by $100 million, and funding for downstate transit providers by $93 million. The Midwest High Speed Rail Association has calculated that the $100 million that would be cut from the RTA is equivalent to the total operations costs for the Orange, Brown, and Red Lines.

IDOT spokesperson Guy Tridgell said the department is working on scheduling an additional Chicago stop. That’s good because the only meeting scheduled in the city is part of a Metropolitan Planning Council Infrastructure Week event, which has a $75 admission charge. “These aren’t intended to be formal public hearings, but rather sessions that allow us to participate in variety of venues throughout Illinois to discuss infrastructure challenges our state faces,” Tridgell said.

Active Transportation Alliance director Ron Burke said the priority isn’t expanding the low number of Cook County sessions. “There are many ways in which IDOT and the state have historically short-changed metro Chicago, but let’s not read too much into how IDOT distributes their listening tour.”

Burke added that the region needs IDOT and the governor to do more, not less, to meet the Chicago region’s transportation needs.” His list of essentials includes:

  • A capital bill for transportation funding with a large share for transit
  • IDOT truly embracing the state’s complete streets law with policies that support walking and biking
  • Safety overhauls for the state arterial roads where a large percentage of Chicagoland traffic injuries and fatalities take place
  • Multi-modal transportation solutions for projects like the redesigns of North Lake Shore Drive and I-290

For those who cannot attend one of the 30 listening events, IDOT is accepting public input via a short online survey.

Meetings

May 13, 8 a.m. at an Infrastructure Week event ($75)
Union League Club of Chicago
65 W. Jackson Blvd.

May 13, 11 a.m. hosted by the Illinois Hispanic Chamber of Commerce
TBA

May 13, 2 p.m. at the Chicago Urban League
4510 S. Michigan Ave., 1st floor conference room

Updated April 29 to include details of the newly and already scheduled Chicago meetings.

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Three Transit Campaigns: Do They Compete or Complement Each Other?

CTA: Let's not take our resources for granted

An RTA funding campaign poster from 2005 on the CTA echoes a similar message about raising funds for transit. Campaigns now are more focused on transit as a necessary component to population and economy growth. Photo: Salim Virji

As the Chicago region grows in population, we’re going to need to provide efficient and affordable transportation options in order to compete in the global economy, and that’s going to require more and better transit. People who live near transit pay less in transportation costs as a portion of their household income, and have better access to jobs, compared to those who don’t. GO TO 2040, the region’s comprehensive plan, calls for doubling 2010 transit ridership levels by the year 2040 as a means to support population growth and reduce carbon emissions.

Chicagoland has a large network of CTA and Metra rail transit routes, but the network’s mileage and ridership are lower than they were in the 1950s, even though the regional population has grown.  Compared to other metropolitan regions we spend less per person on transit service and our population is growing slower. Two years ago, a Center for Neighborhood Technology study found that more housing is being built far from train stations than near them, and that still appears to be the case today.

The CTA increased train service three years ago, but to fund this, the agency cut bus service dramatically. Metra added a significant amount of service in 2006 by launching new lines and extending existing ones, but there has been no increase in service since then. Pace, the suburban bus network, is the only local transit agency in Chicagoland that’s currently adding service. Their first Pulse express bus route will run along on Milwaukee Avenue from Chicago’s Jefferson Park neighborhood to the Golf Mill shopping center in Niles.

While most people agree that the region needs expanded transit service and better-maintained transit infrastructure, and that we need more funding in order to accomplish that, there isn’t consensus on how to raise that money. In the last year or so, local nonprofits have launched three different transit-funding initiatives.

One year ago, the Active Transportation Alliance and CNT kicked off the Transit Future campaign, with a focus on extending CTA train lines by raising funds at the Cook County level. Transit Future is largely inspired by Los Angeles’ Measure R campaign, in which L.A. County voters approved a sales tax. The new revenue is used to provide local matches for federal grants that bankroll transit projects.

The Chicagoland Metropolitan Agency for Planning’s FUND 2040 initiative proposes a small sales tax increase to pay for regional transit infrastructure projects: addressing the backlog of deferred maintenance and building new lines and stations. Priority would go to projects that meet multiple goals in the GO TO 2040 plan.

The Metropolitan Planning Council’s Accelerate Illinois campaign also calls for fixing our crumbling transportation infrastructure, but it’s a statewide initiative, and it also calls for better maintenance of roads. The campaign, which is endorsed by a diverse coalition of road builders, contractors, the three transit agencies, railroads and various businesses and nonprofits, doesn’t identify a particular funding mechanism. Read more…

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Active Trans Launches Campaign to Beef Up Illinois’ Safe Routes Programs

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Children walk to school in Chicago’s Uptown neighborhood. Photo: John Greenfield

In the wake of new analysis that shows nearly five children are struck by drivers within a block of an Illinois school every day, the Active Transportation Alliance is spearheading a campaign to overhaul the state’s Safe Routes to School program. “We’re really hoping to highlight the program, and also emphasize the need to improve it and put more funding behind it,” said campaign manager Erin McMillan.

Between 2006 and 2012, almost 19,000 children were struck while walking or biking in Illinois. The Active Trans study found that 54 percent of these crashes took place within a block of a school, with a child being hit every five hours on average.

McMillan added that the rate of walking and biking to school has dropped sharply over the last few decades. In 1969, half of school children walked or biked to school, but only 13 percent reported doing so in 2009. Meanwhile, the national childhood obesity rate has tripled over the last three decades, and about one in three Illinois children is overweight or obese. Childhood obesity is particularly prevalent among African-American and Latino children.

In recent years, Safe Routes to School has emerged as a national movement to improve the safety and health of children by promoting walking and biking via educational programming and infrastructure improvements such as sidewalks, crosswalks, and bike lanes. Since 2005, Illinois’ SRTS program has awarded nearly $49.5 million to 518 projects. However, unlike some other states that provide significant state funding for Safe Routes, Illinois only distributes federal transportation dollars.

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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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