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Posts from the "Bicycling" Category


Banning Pedicabs on Downtown Streets Could Strangle the Industry


Antonio Bustamante at today’s Wrigley Field anniversary celebration. Photo: Matt Green

Members of the recently formed Chicago Pedicab Association say they can live with various rules and fees imposed under a proposed ordinance to regulate the city’s burgeoning pedicab industry. However, they maintain that the ordinance’s restrictions on where and when they can work downtown would drive them out of business.

In May of 2013, 44th Ward Alderman Tom Tunney introduced the ordinance regulating the licensing and operations of pedicabs to City Council, arguing that such legislation was long overdue. Tunney’s Lakeview district includes Wrigley Field, a popular place for pedicab operators to pick up customers.

After discussion of the ordinance with other aldermen, city departments and members of the pedicab industry over the last year, the legislation is finally moving forward. A joint hearing by the Committee on License and Consumer Protection and the Committee on Transportation and Public Way will take place next Tuesday, April 29, at 12:30 p.m. in the City Council chambers. The full council may vote on the ordinance that Wednesday at its 10:00 a.m. meeting.

“While pedicabs are a unique and green transportation option for residents and visitors to our city, they remain one of the few business activities not licensed under city code,” Tunney said in a statement. “While many pedicabbers are good, safe operators, we need to ensure proper licensing, consumer protection and public safety.”

The ordinance would require operators to obtain a license, at a cost of $250 a year, plus a $25 decal for their vehicles, which would have to meet safety standards, including being equipped with seatbelts. Pedicabbers would need to post their fare structure on the vehicle, instead of negotiating the price before or after a ride, and the number of operators in the city would be capped at 200.

The dealbreaker for the pedicab association members is a provision banning them from operating during rush hours in the Loop, defined by the river, the lake and Congress, or from riding at any time on State or Michigan, between Congress and Oak. In his statement, Tunney says that the ordinance will help “improve the flow of safe traffic on our congested streets.”

CPA board member Antonio Bustamante argues that pedicabs don’t contribute to the problem of traffic jams downtown, and at ballgames and festivals. “There’s congestion to begin with,” he said. “We’re able to get in and out of congestion much easier because we fit between the traffic lane and parked cars, and we can get around stopped cars. We’re definitely part of the solution.”

Although Bustamante says pedicabbers can make good money working at special events like Cubs and Blackhawks games, he says the downtown tourist districts are their bread and butter. Numerous tourist attractions are located on State and Michigan, and he argues it’s virtually impossible to navigate the downtown grid without using these streets, since they’re the main two-way, north-south thoroughfares.

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Bike2Campus Points to Broader Possibilities for Campuses to Embrace Cycling

Student bike mechanics from the University of Oregon Bike Program work on the program's bicycle fleet in their on-campus facility, affectionately known as "the Barn." Photo: Briana Orr

Student bike mechanics from the University of Oregon Bike Program work on the program’s bicycle fleet in “the Barn,” their on-campus facility. Photo: Briana Orr

This week, the inaugural Bike2Campus Week seeks to spur students’ budding interest in bicycling to reach Chicago’s many university and college campuses. A partnership between the Chicago Network of Sustainability in Higher Education, the Chicago Department of Transportation, and Divvy seeks to entice students with prizes, like a four-year Divvy membership for the top pedaler, and with friendly competition between schools.

The city’s most populous campus, the University of Illinois at Chicago, also hopes to lead the pack by recording the highest percentage of students bicycling to class. A series of Earth Month campus events will showcase the benefits of biking, and coax students onto two wheels with free Divvy day passes. “We all came together to make something exciting, fun, and friendly, with a little bit of education so that everyone can participate,” says Kate Yoshida from the university’s sustainability office and coordinator of UIC’s Bike2Campus effort.

A close look at the competition press release, however, reveals a mixed message: The partnership defines the event as “a five-day alternative transit challenge to get Chicagoland university and college students on their bicycles.” Even as the competition extolls the benefits of bicycles, it still classifies bicycling as “alternative” transportation. Conversations with other university transportation departments suggest refocusing the lens.

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Rogers Parkers Discuss Plans for Divvy Stations, Greenway


Proposed 49th Ward Divvy locations — none go north of Touhy.

The city is gearing up to add 175 more Divvy bike-share stations this year, bringing the total to 475. On Thursday, 49th Ward Alderman Joe Moore hosted a community meeting at Eugene Field elementary to discuss potential Divvy station locations within Rogers Park. The meeting also covered the proposed north-south neighborhood greenway that’s a ballot item in the ward’s upcoming participatory budgeting election. Joining Moore to discuss these projects were Chicago Department of Transportation deputy commissioner Sean Wiedel and bikeways planner David Smith.

Wiedel began by discussing the nuts and bolts of the bike-share system: how to join, pricing, station locations and the expansion plans. There are currently about 15,000 annual members, 2,675 bikes and 5,152 docks in the system. Assuming that the January bankruptcy of Bixi, which supplies the bikes and stations for Divvy, doesn’t throw a wrench in the works, there should be a total of 4,750 bikes available in Chicago by late 2014. When an attendee asked about crashes involving Divvy users, Wiedel replied that over the system’s nine month history, there have only been a handful of reported crashes, which have resulted in no serious injuries.

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Teens Help Spread the Word About the Bloomingdale Bridge Transplant


The Ashland bridge removal. Image: Trust for Public Land

Tomorrow morning, early risers can catch what may be the most dramatic step in the process of converting the Bloomingdale Line to an elevated greenway and linear park. Starting around 5 a.m., crews will begin the process of transporting the rail line’s massive Ashland bridge 1.5 miles to its new home at Western.

“On Saturday, you’re going to see a bridge parade,” said Beth White, director of the local office of the Trust for Public Land, which is managing the Bloomingdale Trail project for the city and the Chicago Park District. The span will be rolled down Ashland, North and Western using a device called a self-propelled modular transporter, operated by remote by a crew member with a joystick.

“It’s a piece of very specialized machinery that moves very large things,” White said. “It has about 80 wheels. It’s the same piece of machinery that was used to move the space shuttle. You’ll see the machine move the bridge into place, and then they’ll secure the bridge, and the machine sort of collapses down and is taken away in pieces.”


The Western bridge site. Photo: John Greenfield

The old Western bridge was the only one that was found to be structurally unsound for the Bloomingdale Trail, the centerpiece of the park network the city has dubbed The 606. Meanwhile, plans call for the trail to terminate at Walsh Park, on the west side of Ashland, although White says it will eventually be extended east to Elston.

In March, crews demolished the Western bridge and took down the Ashland bridge, which is currently sitting in a park district work yard just north of Wash Park. They also removed concrete from the line’s Milwaukee bridge, when will be elevated and enhanced with decorative arches.

“One of the goals of the sustainability plan for The 606 was to reuse and repurpose infrastructure,” White said. She estimates that recycling the Ashland bridge will save $300,000 compared to building a new Western bridge. “So it wasn’t just a case of, ‘It would be cool to repurpose the bridge.’”

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Female Cyclists Share Tips and Encouragement at Women on Wheels Summit


Test riding a Divvy bike at the conference. Photo: Melissa Manak

“I became one with the biking culture,” said Angela Ford, discussing her personal cycling renaissance during the keynote speech at Women on Wheels, a conference hosted last Saturday in Pilsen by the group Women Bike Chicago. “This is what I’m gonna live,” she decided eight years ago.

The summit was the second annual “day of discussion and dialog” organized by Women Bike Chicago, an opportunity for women to share cycling stories and tips. The group’s goal is to encourage more women to ride in a city where 70 percent of people who bike to work are male, according to the 2010 Census. Attendees included veteran and newbie cyclists, ranging from seven to 67 years old.

Angela, who owns a real estate management firm specializing in environmentally friendly practices, said she gave up biking when she got her driver’s license at age 16. She got back into biking 18 years later when her son needed to learn to ride for a school outing. Since then, she’s gotten involved with promoting cycling to her peers as a strategy for maintaining health and wellness. “Let’s not let fear or all these other excuses take us away from it,” she told the audience. “I’m telling my girlfriends, ‘Ride with me once.’”


Angela Ford. Photo: Melissa Manak

The conference included group sessions on bike commuting, visiting bike shops, planning routes, cycling with kids, “bike safety, comfort, and style,” and more. It also featured a corral where attendees could try out hybrid, road, touring and cargo bikes, and a Divvy representative was on hand to explain the bike-share program and offer test rides of the blue bikes. You could try your hand at loading a bike on a CTA bus rack, and learn basic bike maintenance skills like fixing a flat.

Anne Alt and Veronica Joyner hosted the session on commuting. They discussed how combining cycling with bus and rail can extend your travel range, explained how to use the bus racks, and noted that CTA and Metra staff are sometimes willing to help with carrying bikes on and off their vehicles.

The leaders of the ride-planning seminar shared several low-stress routes throughout the city. The session then split into groups to discuss two different routes. One group talked about the Bloomingdale Trail, an elevated greenway that’s currently under construction on the Northwest Side. The other focused on a “sweets and treats” itinerary that got all the participants excited about summer and ice cream.

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Benched: How Does National Bike & Walk Benchmark Rank Chicago?

Yesterday, the Alliance for Biking & Walking released its 2014 Benchmarking Report, which details data and trends about bicycle and walking infrastructure in all U.S. states and in the 52 largest cities. The report enables both public officials and advocates to evaluate how their communities stack up, compared to other communities. It also provides concrete examples of innovative pedestrian and bicycle projects nationwide. How does Chicago compare?

Source: Alliance for Biking & Walking Benchmark report.

At the national level, bicycling and walking to work have slightly risen or remained flat over the past nine years. In Chicago, 6.3 percent of commuters walk and 1.3 percent bike, more than in the average city, yet still far below cities like Minneapolis (3.6 percent bicycle) or Boston (15 percent walk).

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


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,, 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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