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Alderman Beale Opposes Extending Red Line South on Halsted

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95th Street Red Line station. Photo: John Greenfield

Yesterday’s Sun-Times update on the CTA’s proposed South Red Line extension included some interesting details about the project, as well as a few misguided comments about transit from 9th Ward Alderman Anthony Beale, who is also the chair of City Council’s transportation committee.

The CTA is considering two rail routes for the $2 billion, roughly five-mile extension. Bus rapid transit is a third possibility under consideration. One rail alternative would follow existing Union Pacific Railroad tracks, initially paralleling Eggleston, a half mile west of the current terminus at 95th and State.  After continuing south for a few miles, the route would gradually make its way southeast to 130th and King, by the Altgeld Gardens housing project. For this option, the CTA plans to build new stations at 103rd, 111th, 115th, and 130th. View a map of the route here. The agency selected this scenario as the “locally preferred alternative” in 2009 based on initial analysis and public feedback.

The other rail option would travel down Halsted, through a more densely populated area. From the 95th station, it would travel in the median of I-57 until reaching Halsted, where it would operate as an elevated train and continue to Vermont Avenue, just south of 127th. Stops would be located at 103rd, 111th, 1119th, and Vermont. View a map of the route here.

While several Metra lines serve this part of the South Side, the proposed station locations for both rail options would mean that the ‘L’ stops would generally be several blocks from the nearest Metra station. That way, the Red Line service wouldn’t necessarily be redundant, but would instead provide convenient transit access for new areas of the city.

However, a total of up to 2,000 parking spaces is proposed for the four new Red Line stops, which seems excessive. The potentially valuable land around the stations shouldn’t be largely used for warehousing cars. Instead, the focus should be on developing housing, retail, and other uses that take advantage of the proximity to rapid transit.

Beale, who was briefed on the two options Tuesday, was enthusiastic about the UPRR route, but expressed a strong distaste for building ‘L’ tracks on Halsted. “Halsted Street is wide open,” he said. “Putting elevated tracks down the middle of the street would disrupt the integrity and cosmetics of Halsted. It would hurt existing businesses.

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5 Things You Should Know About the State of Walking and Biking in the U.S.

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While walk and bike commute rates aren’t changing rapidly, since 2005 walking to work has ceased a long-term decline, and biking to work has started to rise after many years of stagnation. All graphics: Alliance for Walking and Biking.

The Alliance for Biking and Walking released its big biannual benchmarking report today, a 200-page document that measures the scope, status, and benefits of biking and walking across the United States, using 2011 and 2012 data to update its previous reports.

Streetsblog will be running a series of posts looking at the Alliance’s findings over the next few days. To start it all off, here are a few of the key takeaways:

1. Biking and walking are growing — slowly

Nationwide, 3.4 percent of commuters got to work by foot or bike in 2011 and 2012.

In those two years, walking accounted for 2.8 percent of work trips, up from 2.5 percent in 2005 but not perceptibly different than any year since. Nationwide, bike commute mode share stood at 0.6 percent in 2012, up from 0.4 percent in 2005 but not much different than when the previous benchmarking report came out two years ago.

The Alliance calls this a continuation of the “very gradual trend of increasing biking and walking to work.”

2. But walking to work is growing more noticeably in cities

In the 50 largest cities, however, a recent increase in walking is somewhat more discernible. The walking commute share rose to 5 percent in 2012 — half a percentage point higher than in 2005. Meanwhile, bike commuting in the 50 largest cities rose to 1 percent mode share in 2012 from 0.7 percent in 2005.

Boston had the highest share of walking commuters at 15 percent, and Portland had the highest share of bike commuters at 6.1 percent.

Keep in mind that these mode-share numbers are based on the Census, which only counts people who bike or walk for the longest part of their commute more than three days a week. As we’ll see, this understates total biking and walking activity.

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Updates in Bobby Cann, Hector Avalos Cases

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Bobby Cann and Hector Avalos.

Hearings were recently held for the cases of Robert “Bobby” Cann and Hector Avalos, two Chicago cyclists who were killed by allegedly drunk drivers in separate incidents last year. Each case continues to progress slowly.

On the evening of May 29, Cann, 26, was riding from work at the nearby Groupon offices when motorist Ryne San Hamel, 28, struck him at the intersection of Clybourn and Larabee in Old Town. San Hamel was charged with reckless homicide, aggravated DUI, misdemeanor DUI, reckless driving, and failure to stay in the lane.

The case’s latest status hearing took place Friday at the Cook County Courthouse, 26th and California, with about 20 Cann family and supporters in attendance, according to Kate Conway, an attorney for the family. The State’s Attorney’s office had expects that tests on San Hamel’s car and analysis of other evidence for reconstructing the events of the crash would be completed by then. However, a brake expert is currently examining the car to determine what speed it was going and what, if any, braking occurred.

San Hamel’s attorney filed a motion requesting documents related to the blood test on the driver that was performed at Northwestern Memorial Hospital, perhaps in an attempt to invalidate the test results, Conway said. That evidence will first go to Judge William Hooks, who will determine whether it is admissible in the case, according to victim advocate Sharon Johnson from the Alliance Against Intoxicated Motorists.

“To me that seems like a time extension tactic by the defense,” Johnson said. “My guess is that it won’t reveal anything, but it will make the case longer, which is hard on the victim’s family.” The next hearing for the criminal case was set for May 23.

In March, the Cann family filed a wrongful death suit against San Hamel and his business, AllYouCanDrink.com, a bar promotions website. The defense has not yet responded to the complaint. The initial hearing is scheduled for June 4.

On Tuesday, there was a status hearing at the county courthouse for Avalos’ case. A 28-year-old former marine and aspiring chef, he was biking on the 2500 block of West Ogden in Douglas Park on December 6, when Robert Vais, 54, fatally struck him from behind. He is charged with a felony aggravated DUI and two misdemeanor DUI charges.

Avalos’ mother, grandmother, young brother and sister, and a few friends, as well as a coworker of Cann and representatives of AAIM and the Active Transportation Alliance, attended the hearing, according to the family’s lawyer, Michael Keating. “There was a very nice turnout in support of Hector,” Keating said.

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Could IDOT Bike Plan Represent a Turning Point for the Car-Centric Agency?

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Cover of the executive summary for the bike plan.

The Illinois Department of Transportation has a long history of promoting driving before all other modes. However, its new Illinois Bike Transportation Plan, released this morning at the Illinois Bike Summit in Champaign, may represent a new direction for the department.

In recent years, IDOT has pushed wasteful, destructive highway projects like the Circle Interchange Expansion and the Illiana Tollway, and it recently released a “Purpose and Need” statement for the North Lake Shore Drive rehab that was written largely from a windshield perspective.

When the department launched the public input process for the state bike plan last summer, it was still prohibiting Chicago from installing protected bike lanes on state roads within the city, apparently for reasons that had nothing to do with safety. It seemed ironic that IDOT was seeking input on strategies for improving bike safety when its own policy undermined it.

In October, at a memorial for Robert “Bobby” Cann, a cyclist who was killed by a motorist on Clybourn, a state road, it was announced that IDOT was lifting the PBL ban. The agency is currently working with the Chicago Department of Transportation to design protected bike lanes on Clybourn, possibly shielded by concrete curbs, on an experimental basis.

This morning, the Active Transportation Alliance heralded the release of the bike plan, which calls for improvements to state road design and more funding for bike safety projects, as a sign of IDOT’s growing commitment to improving conditions for non-motorized transportation. “This is not an easy task given IDOT’s historically car-centric perspective that has de-prioritized biking and walking,” the Active Trans release said.

“With the adoption of its Complete Streets policy in 2007, its plans to pilot-test protected bike lanes on state routes, and now the state bike plan, I think it’s fair to say IDOT is turning the corner, so to speak, toward a multi-modal approach that provides a range of transportation options for Illinois residents,” said Active Trans director Ron Burke in a statement.

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Tell IDOT to Rehab LSD as a Complete Street, Not a Speedway

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This bus stop on Inner Lake Shore Drive at Addison is an unwelcoming space for riders. Image: Google Street View

On Thursday, the Illinois Department of Transportation kicked off the feedback process for the the North Lake Shore Drive rehabilitation’s future alternatives analysis, at the third meeting of the project’s task forces. During the previous two meetings, it seemed like IDOT would insist upon just another highway project, with minimal benefits for pedestrians, transit users and bicyclists. Yet as the process of determining the lakefront highway’s future has evolved, some hope that the project can be steered in a more positive direction.

When the city of Chicago began building LSD in the late 1800s, the road was designed to be a place where one could take a leisurely ride to enjoy views of Lincoln Park and Lake Michigan. Today, an average of 161,000 cars use the drive on a daily basis, few of them leisurely partaking in the view. IDOT estimates that 78 to 95 percent of drivers break the posted 45 mph (40 mph in winter) speed limit. In the highest-speed section, nine percent of drivers were doing more than 70 mph.

Several of the CTA’s busiest bus routes also use Lake Shore Drive. Around 69,000 passengers ride on the 970 local and express buses that ply the Drive every day, many of them residents of high-density lakefront neighborhoods. That’s almost as many passengers as the Blue Line’s O’Hare branch carries daily, and more than twice as many riders as dedicated busways in other cities, like Cleveland’s HealthLine and Los Angeles’ Orange Line.

Yet unlike those passengers, those riding LSD buses frequently get bogged down by car traffic. Northbound bus commuters who use stops along Inner Lake Shore Drive have to wait for the bus on narrow sidewalks, with only a thin fence and guardrail separating them from high-speed traffic on the main road. At intersections were buses get on and off the drive, there are complex interchanges with tight turns.

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How Will a New FRA Rule Affect Commuter Rail?

Misguided safety rules from the Federal Railroad Administration are cited as the cause for all sorts of problems, from high-construction costs to pedestrian hazards to, ironically, worse safety outcomes.

Would a new FRA regulation dampen commuter rail expansion across the U.S.? Photo: Richard Masoner via Flickr

Transit observers are concerned that a new FRA regulation may hamper commuter rail expansion. Photo: Richard Masoner/Flickr

Which helps explain why Jarret Walker at Network blog Human Transit is alarmed about a new rule “requiring two-person train crews… for most main line freight and passenger rail operations.” It’s “much too soon to panic,” Walker says, but he was still compelled to send the FRA his concerns about how this might play out for commuter rail:

The language creates a reasonable suspicion you are about to ban one-person crews on urban commuter rail services regulated by the FRA, which usually fall within FRA’s use of the term “passenger rail.” While the text is unclear about what “minimum crew size” standard it proposes for “passenger rail,” it makes no sense that you would need to “establish minimum crew size standards” if the intended minimum were one.

Your release mentions later that the rule is expected to contain “appropriate exceptions.” It would be wise to give the transit and urban development worlds some assurance that you don’t plan to shut down the possibility of one-person-crew urban transit — using FRA-regulated rail corridors — through this rule. Such services — similar to existing commuter rail but with higher frequency and smaller vehicles — are one of the best hopes for cost-effective new rail transit in the US.

Elsewhere on the Network today: Urban Velo reports that Indianapolis is getting ready to launch its bike-share system. Strong Towns gives advice for communities that don’t have much of a biking and walking culture but are trying to change that. And Urban Review STL reports that a new hospital expansion in St. Louis is coming with an immense parking garage.

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One Chart Explains All the Chicagoland Transit Reform Proposals

Several different proposals to fund and govern Chicagoland’s transit system have recently been floated by various area politicians and interest groups. Streetsblog has created this handy chart to compare each of the proposals to one another, and to how the system currently works. Click to open the chart in a new window.

The chart compares the existing system and four proposals:

The chart will be updated as more information becomes available and as new proposals emerge, so check back as events happen.

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Caltrans Endorses the NACTO Urban Street Design Guide

It wasn’t a total surprise, but exciting nevertheless for bicycle advocates gathered at the NACTO “Cities for Cycling” Road Show in Oakland last night. Caltrans Director Malcolm Dougherty announced that the agency will endorse the use of the National Association of City Transportation Officials Urban Street Design Guide, giving a blessing California cities to install modern infrastructure like protected bike lanes.

Received with enthusiastic applause from the crowd of bike advocates, city officials, and planners, Dougherty said:

We’re trying to change the mentality of the department of transportation, of our engineers, and of those that are doing work in and around the state highway system. Many cities around California are trying to be forward thinking in terms of alternative modes, such as bike and pedestrian, as well as the safety of the entire system, and the very least we can do as the department of transportation for the state is to follow that lead, to get out of the way, and to figure out how to carry that into regional travel.

Imagine how this commute on Telegraph Avenue in Oakland would feel with a protected bike lane. Photo by Jonah Chiarenza, www.community-design.com

NACTO’s Urban Street Design Guide, launched last September, is the product of collaboration between the transportation departments of its member cities around the U.S. The guide provides the latest American standards for designing safer city streets for all users, incorporating experience from cities that have developed innovative solutions into a blueprint for others to use. It supplements, but doesn’t replace, other manuals such as the Caltrans Highway Design Manual and California’s Manual of Uniform Traffic Control Devices.

As the state’s transportation department, Caltrans has control over the design of state-owned highways, but the design of local streets and roads is left to local jurisdictions — with one exception. Bicycle infrastructure throughout the state has been dictated by the car-focused agency because local engineers rely on Caltrans-approved designs to protect local municipalities from lawsuits. As a result, city planners were often hesitant, or flat out refused, to build an innovative treatments like a protected bike lanes that don’t appear in Caltrans Highway Design Manual.

“It’s a permission slip for cities, for engineers and planners, to do the good, well-vetted, proven work that we know we can do to make our street safer,” said Ed Reiskin, president of NACTO and director of the San Francisco Municipal Transportation Agency. “It’s only a first step — ultimately, we’d like to see the changes in the Highway Design Manual to see it actually integrated into Caltrans documents. But this is a huge step forward, and great leadership from Malcolm Secretary [Brian] Kelly and Governor [Jerry] Brown,” who commissioned a report that recommended Caltrans adopt the NACTO guide.

The guide includes design standards for infrastructure including bike boxes, physically protected bike lanes, contra-flow bus lanes, and even parklets. Although these improvements have been implemented in cities in California and the world, they have been considered “experimental” until now.

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Bollard Blues: This Winter Was Rough on Chicago’s Protected Bike Lanes

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All the bollards along Milwaukee have been taken out. Photo: John Greenfield

[This piece also runs on the Green Lane Project's blog.]

In the wake of this brutal winter, Chicago’s third snowiest on record, some sections  of the Dearborn protected bike lanes resemble a gap-toothed grin. Several of the white, plastic posts that delineate the bi-directional bikeway are missing in action. Roughly half of the posts that once separated bikes from cars on nearby Kinzie are gone.

On Milwaukee, the city’s busiest biking street, every single bollard is missing from protected bike lanes the city installed less than a year ago. It’s a reminder of the downside of relying on plastic posts for protection, and the advantages of permanent lane separations such as curbs.

Milwaukee Avenue, with bollards - photo by Steven Vance

Milwaukee Avenue, shortly after the buffered and protected lanes opened. Photo: Steven Vance

Mike Fierstein, co-owner of Ancien Cycles, which recently opened on Milwaukee to take advantage of its high bike traffic, said the bollards were wiped out by reckless motorists, snowplows, and a water main project which tore up a stretch of the street last fall. That section of road is slated to be repaved and restriped this spring. “It seems like the posts aren’t really made to last that long anyway,” Fierstein said.

Chicago Department of Transportation project manager Mike Amsden has said the city made the decision to start out with the flexible, plastic posts, which cost about $90 each installed, rather than more durable, but more expensive, concrete infrastructure, in order to build many miles of protected bike lanes ASAP. “There’s pros and cons to doing it both ways — quality versus quantity, honestly,” Amsden told Seattle Bike Blog in January. “The philosophy of just getting as much in as quickly as you can is great.”

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Man Dies in Belmont-Central After Being Struck By His Own SUV


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The crash location on the 2100 block of North Austin.

Oscar Vasquez Mendoza, 24, was killed Wednesday when his own SUV rolled over him after he got out of the vehicle to enter the security code on a parking lot gate, according to Officer José Estrada from Police News Affairs.

Mendoza, of the 2300 block of North Moody in Belmont-Central, was visiting a self-storage center nearby, on the 2000 block of North Austin, around 1:40 p.m. He had exited his Jeep in front of the gate to enter the code on the access pad, when the SUV shifted into reverse and struck him, Estrada said. After rolling over the victim, the vehicle crashed into a nearby wall.

Fire Department paramedics soon arrived at the crash scene, and Mendoza was pronounced dead at 1:55 p.m., according to the Cook County medical examiner’s office. He died from injuries to his head and upper body, Estrada said.