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Twice as Many Pedestrian and Bike Deaths So Far in 2015 as Previous Years

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Elizabeth Peralta-Luna and her two children were fatally struck by a semi driver in March.

So far, 2015 has been a deadly year for pedestrian and bike crashes in Chicago. By this time in 2013, there had been six pedestrian fatalities, including three hit-and-runs, and no bike fatalities. By mid-April of 2014, there had also been six pedestrian deaths, five of which were hit-and-runs, and zero bike deaths. However, as of last Sunday, there have been ten pedestrians fatalities this year, including four hit-and-runs, and two bike fatalities, both of which involved drivers who fled. Here’s a recap of the cases.

On New Year’s Day, at about 1:30 a.m., a hit-and-run minivan driver fatally struck Aimer Roblado, 30, as he rode his bike on the 4700 block of West Division in West Humboldt Park. Robledo, a construction worker and DJ who lived on the 1400 block of North Avers, was cycling east when he was struck by the driver of a dark-colored minivan, who fled the scene. The victim was pronounced dead two hours later. Major Accidents is investigating the case.

On Friday, January 2, at around 1:20 p.m., a pickup truck driver fatally struck Nancy Sell, 59, on the 7500 block of North Clark Street in Rogers Park. Sell, who lived nearby on the 7400 block of North Greenview, was a cancer awareness advocate who had previously been struck by a bus driver and had undergone six months of physical therapy to learn how to walk and talk again, according to DNAinfo. She died on Saturday, January 10, from brain injuries sustained in the recent crash. The driver of the Ford F-250 received several tickets.

On Friday, January 15, at about 6:25 a.m., an SUV driver struck and killed Maria Hernandez, 58, in the 3600 block of West Addison in Avondale, by the Addison Blue Line station. The motorist, 41, exited the Kennedy Expressway northbound and then made a left turn to go west on Addison. She struck Hernandez as the pedestrian was crossing Addison northbound in a crosswalk. Hernandez, who lived nearby on the 3800 block of West Addison, was pronounced dead shortly afterwards. Police did not cite the driver, the Tribune reported.

On Saturday, January 17, at around 10:10 p.m., car driver Jose Estrada, 24, fatally struck pedestrians Raman Cruz, 36, and Pablo Esquivel-Vega, believed to be in his 50s, on the 4300 block of West North Avenue in Hermosa. The victims were crossing North Avenue when Estrada struck them with his 2002 Buick and allegedly sped away, the Tribune reported. The two men were pronounced dead shortly afterwards. Estrada collided with three parked vehicles a few blocks from the scene of the first crash and was apprehended by police. Prosecutors said the driver had a blood-alcohol content of 0.157, almost twice the legal limit. He was charged with two felony counts of aggravated DUI, plus a misdemeanor charge and failure to reduce speed.

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Other Issues Aside, It Was a Good Election for Transportation

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Rahm Emanuel and Chuy García. Photos: John Greenfield

Whether you were rooting for Mayor Rahm Emanuel or Cook County Commissioner Jesús “Chuy” García, I think most Streetsblog readers will agree that there were some positive outcomes for sustainable transportation in yesterday’s municipal runoff election. Regardless of how you feel about Emanuel in terms of the economy, education, crime, transparency, ethics, and other issues, it’s safe to say he was the more progressive candidate when it comes to walking, biking, transit, and traffic safety.

For all his faults, the mayor has racked up an impressive list of transportation achievements during his first term, which got little airtime in the election coverage. These include the successful south Red Line reconstruction, many new and rehabbed ‘L’ stations, and the start of the Loop Link bus rapid transit project. We’ve seen an increased focus on reducing pedestrian fatalities, including plenty of new safety infrastructure. Big projects for bicycling have included dozens of miles of buffered and protected lanes, Divvy bike-share, and the Bloomingdale Trail.

García’s transportation platform, which voiced support for the Transit Future campaign for a dedicated funding at the county level, as well as for winning a fair share of state transportation dollars for the Chicago region, suggested that he understands the need for a high-quality transit system. When I interviewed him for Newcity magazine, the commissioner also said he was interested in creating a line item in the city budget for pedestrian infrastructure, and he praised Emanuel’s bike initiatives.

However, there were indications that the rate of transportation progress would have slowed down under a García administration. He told me he’s in favor of road diets and protected bike lanes, both of which became common over the last four years. However, he said that a more extensive community input is needed for road diets, and he would only install PBLs “where there’s good support for building [them.]”

Worse, the commissioner’s positions on automated traffic enforcement and the city’s plan for BRT on Ashland Avenue were downright reactionary, and seemed calculated to attract votes from disgruntled drivers. García and the other mayoral challengers deserve credit for drawing attention to ways that the Emanuel administration mismanaged the traffic cam program, including questionable locations, malfunctioning cameras and more. As a result, the mayor recently pledged to remove red light cams from low-crash intersections and make other changes to help rebuild Chicagoan’s confidence in the program.

However, García threw out the baby with the bathwater by promising abolish, rather than reform, automated enforcement if elected, even though numerous studies have shown that well placed cams have been very successful in reducing serious crashes and fatalities in other cities. Although he argued that the program unfairly targeted low-income and working-class Chicagoans, there’s actually a higher density of cams in the city’s more affluent neighborhoods. Moreover, Chicago’s worst intersections for pedestrian crashes involving children are located in low-income neighborhoods and, from my experience scanning news stories for Today’s Headlines, it appears that the majority of serious traffic crashes take place on the South and West Sides.

Likewise, García’s opposition to the Ashland BRT plan, which would nearly double bus speeds via dedicated lanes and other time-saving features, appeared to be a case of pandering to motorists. “This project cannot be approved in its current form, and frankly may never be appropriate for approval,” he told the Sun-Times.

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A Look at Two Big Chicagoland Trail Projects: The Bloomingdale and Cal-Sag

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Beth White on the Bloomingdale Trail’s bridge over Humboldt Boulevard. Photo: John Greenfield

The Trust for Public Land’s Beth White is a petite woman with a light southern accent, despite the fact that she’s lived much of her life in here in Chicago. She hands me an oversized white hardhat and an orange safety vest, and we walk a couple of blocks from a construction office through the December gloom to the worksite for the Bloomingdale Trail, also known as The 606. This 2.7-mile elevated trail and linear park is slated to open in June. When it does, it’s certain to become one of the Windy City’s signature public spaces.

The Bloomingdale, which is being built on the old rail embankment of the same name, will stretch across four economically and culturally diverse neighborhoods on Chicago’s Northwest Side, providing a gorgeous space for strolling, running, biking, and relaxing. Meanwhile, in the city’s near south suburbs, the Cal-Sag Trail — a 26-mile multiuse path that will run almost entirely along the banks of the Cal-Sag Channel and the Calumet River — is partly completed and should be finished by 2018. Both greenways are great examples of how grassroots advocacy, efforts by municipalities and national nonprofits, and federal funding can combine to create projects with big economic, environmental, and health benefits.

White leads me up the embankment at a trailheads in Julia de Burgos Park, named after the late Puerto Rican nationalist and feminist poet who is a hero to many residents of Humboldt Park, the largely Latino community to the south. The railroad right-of-way runs about 16 feet above street level, and it averages only about 30 feet wide, but it will soon be home to colorful plantings and art installations. There’s already a 14-foot-wide ribbon of concrete that will become the multiuse path. “The story of the 606 is a unique combination of passion and perseverance,” White says. “Those things don’t often go together.”

Read the rest of the story at Rails to Trails Magazine.

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What Would Jesús Ride? Talking Transportation With Jesús “Chuy” García

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García with CTA customers at a Woodlawn bus shelter. Photo: John Greenfield

[The full text of this interview runs in Newcity magazine.]

For most of the campaign, mayoral hopeful Jesús “Chuy” García has been relatively quiet about transportation issues, except for his vocal opposition to Chicago’s automated traffic enforcement program. Most recently, following the revelation that a former top aide to Mayor Rahm Emanuel lobbied for awarding the latest red light contract to Xerox, García announced that he would shut down all of the city’s traffic cameras on his first day as mayor.

The Emanuel campaign has noted that, before the Cook County commissioner joined other candidates in criticizing automated enforcement, he supported it. On March 11, 2014, García was part of a narrow majority of commissioners who approved an intergovernmental agreement that allowed Safespeed, LLC to install a red light camera on County property in suburban Forest Park.

Campaign finance records show that Citizens for Jesús García received a $1,500 contribution from Safespeed one day before the vote. When I asked about this issue, a García spokeswoman stated that the donation was from Safespeed president and CEO Nikki Zollar, a “thirty-year-old friend” of the commissioner, and it did not influence his decision.

Shortly before the February 24 municipal election, García, who has a master’s degree in urban planning from UIC, broke his relative silence on other transportation topics by releasing a transportation platform. The document suggests that he is well informed about transit funding and transit-oriented development, although there’s little mention of pedestrian and bike issues.

The platform endorses Transit Future, a campaign by the Active Transportation Alliance and the Center for Neighborhood technology to create a dedicated revenue stream at the county level for public transportation infrastructure (as does the Emanuel campaign). García says he’s interested in the possibility of raising the state gas tax to fund transit, and/or creating a transit-impact fee for new developments.

The candidate called for building more housing near train stations and reducing the parking requirements for these developments, in order to reduce car dependency. He also stated that he wants to secure a larger percentage of state and federal transportation funds for the Chicago region, which contains seventy percent of Illinois’ population but only gets forty-five percent of state transportation funds.

On March 7, I caught up with García at his Woodlawn campaign office to talk about sustainable transportation and safe streets issues in advance of the April 7 runoff election. We discussed his positions on pedestrian infrastructure, bike facilities, road diets, bus rapid transit and, of course, traffic cams. I’ve edited the conversation for brevity and clarity.

John Greenfield: I was impressed that your transportation platform endorsed Transit Future and transit-oriented development.

Jesús “Chuy” García: I’m a transit rider, a Pink Line guy. We fought for the reconstruction of the Pink Line, which used to be the Blue Line, the Douglas [Branch], back in the nineties, when they were going to eliminate it. We fought back and got it renovated. We even engaged in some civil disobedience to force the contractor to hire some folks from North Lawndale and South Lawndale. We got arrested for blocking the entrance to an office of the contractor because they weren’t hiring any minorities.

JG: Interesting. I just wanted to double check, on the Active Transportation Alliance’s transportation survey, you checked a box that said, yes, you would be in favor of dedicated funding for pedestrian safety infrastructure. These are things like speed humps, crosswalk striping, curb bump-outs and pedestrian islands. If elected, would you, in fact, propose a line item for safety infrastructure in the city budget, instead of requiring aldermen to pay for that stuff out of menu money?

CG: I’m leaning toward doing that. I say that with some hesitancy, recognizing how the financial straits of the city seem to be worsening, with the [credit] downgrade that we suffered, the park district downgrade, and now yesterday’s Chicago Public Schools downgrade. I would want to do that, but I’ve got to have a better picture of exactly what the finances are going to be, in terms of the city budget. But if I had it my way, yes, I would do that.

Read the rest of the interview at Newcity magazine’s website.

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The City Shouldn’t Just Encourage Shoveling, It Should Require It

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Take This Job and Shovel. Photo: Active Trans

[This article also ran in Checkerboard City, John’s column in Newcity Magazine, which hits the streets on Wednesday evenings.]

After Mother Nature dumped 19.3 inches of snow on us earlier this month, many viewed Chicago as a post-apocalyptic hellscape, but I felt the city became something of a utopia. Drivers were forced to slow down to safe speeds, and folks helped out neighbors and strangers in numerous ways. The main sour note was the reappearance of “Dibs,” the selfish practice of reserving dug-out parking spaces with old junk.

The day after the blizzard, I found cross-country skiing to be the most efficient way to get around. As I shushed down the middle of unplowed side streets from my home to the library to band practice and back, I encountered five different stuck motorists. Helping them push their marooned automobiles out of the snow’s clutches gave me a warm feeling inside.

However, not everyone can strap on a pair of skis to avoid trudging through the white stuff on uncleared sidewalks. When property owners neglect their civic duty by failing to shovel in a timely manner, it creates a significant barrier for people with disabilities, seniors and young kids, and a major annoyance for the rest of us.

Active Transportation Alliance director Ron Burke pointed out in a recent blog post that heavy snowfalls make it obvious most cities prioritize driving over walking and biking. Ever since Mayor Michael Bilandic lost reelection in the wake of a 1979 blizzard that paralyzed Chicago, local mayors have generally done a bang-up job of getting the streets plowed for drivers.

However, even in the Loop—where there are a heckuva lot more people on foot than in cars—the streets are usually cleared well before the sidewalks, Burke noted. And don’t get me started on Chicago’s protected bike lanes, which are often clogged with slush for days after a big storm. This isn’t always the city’s fault—even after the city has plowed curbside PBLs, it’s common for building crews to push snow from the sidewalks into the lanes.

Since walkways in front of homes and businesses are public space, just like streets are, it’s logical that municipalities should take responsibility for clearing them. Some of Chicago’s tonier suburbs, such as Glencoe, Winnetka and Wilmette, do just that, the Tribune recently reported.

In the city of Chicago, we rely on building owners and merchants to do the right thing, but too often they don’t. It’s particularly infuriating to encounter parking lots, strip malls and big-box stores where the management has plowed the car parking spots, but hasn’t bothered to shovel the sidewalks around the perimeter of the property.

At a meeting of the Mayor’s Pedestrian Advisory Council a few days after the recent snow accumulation, Chicago pedestrian coordinator Suzanne Carlson reported on the city’s strategies to coax people into picking up a shovel or snow blower. According to the municipal code, if a storm ends before 4pm on any day but Sunday, you have three hours to clear the snow, she noted. If it ceases after 4pm, or on the Lord’s Day, you have until 10am the following morning.

The Chicago Department of Transportation has posted ads on bus shelters and billboards exhorting “Keep your sidewalks shoveled. It’s neighborly… and it’s the law.” Residents are advised to call 311 if they need help with clearing snow due to age or disability.

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Courtney Cobbs Comments on the CTA

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Courtney Cobbs.

[This piece originally ran in Checkerboard City, John’s column in Newcity magazine, which hits the streets on Wednesday evenings.]

Social worker and transit fan Courtney Cobbs moved to our city from Little Rock, Arkansas, in 2013, partly because she wanted to be able to live car-free. She has posted some thought-provoking comments on Streetsblog Chicago in the past about the need for better bus and train access on Chicago’s South and West Sides. I caught up with her by phone to hear more of her take on the equity issue.

John Greenfield: What’s the public transportation system like in Little Rock?

Courtney Cobbs: There really isn’t much of one. I actually had a brief conversation with the people there about, for example, how ridiculous it was that I lived about five or six miles from the community college that I attended and that, in order to get there, I would have to take two buses and it would take me 30 minutes, versus a ten-minute drive. The bus service is very infrequent and doesn’t run very late. It’s like not having a system at all, for the most part.

JG: You wrote a while ago that the transit system is one of the things that brought you to Chicago.

CC: Yes. I wanted to live in a city where I didn’t have to own a car, because I really care about the environment, and public transportation saves you money. I really like big cities, and I felt like Chicago was an affordable option versus New York or L.A., and I could live here without a car relatively well.

JG: Where do you work nowadays?

CC: I work for Thresholds Psychiatric Rehabilitation Centers, at their Ravenswood location. I work with adults with chronic mental illness, helping them with daily living skills and integrating them into the community. For example, I help them navigate the CTA.

JG: You live in Edgewater, near the Bryn Mawr stop. How far a walk do you have to the train station?

CC: Two or three minutes. It really just depends on if I have get walk signal or not. [Laughs.]

JG: So you’re really only about a block away. Is train noise an issue in your apartment?

CC: It isn’t, surprisingly. If it’s late at night and I have my window open, occasionally I can hear “Doors closing,” but that’s about it.

JG: Where did you live when you first came to Chicago?

CC: I lived in Kenwood, at 44th and Drexel. Transit service wasn’t as good. The best part about living there was the #4 Cottage Grove bus. That runs along Cottage Grove between the Illinois Center and Chicago State University.

JG: That was how you got downtown?

CC: Yeah. When I started with Thresholds, I would take the 43rd Street bus to the 47th Street Red Line station. My commute was about an hour, hour and fifteen minutes every day, which was really physically draining. Moving to the North Side has cut down on my commute time considerably.

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John Discusses Active Trans’ Candidates Survey on WBEZ’s Morning Shift

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Mayoral candidates Walls, Fioretti, Emanuel, García, and Wilson. Photo: Chicago Sun Times

This morning I pedaled down the Lakefront Trail to WBEZ’s studios at the end of Navy Pier to talk with “Morning Shift” host Tony Sarabia about a questionnaire the Active Transportation Alliance sent to all of the mayoral and aldermanic candidates. Listen to the full recording of our on-air conversation here.

The survey asked the candidates what modes they and their family members use for work commutes, errands, and work commutes. It asked whether they support expanding the bike network, and earmarking money for transit and pedestrian infrastructure. The questionnaire also covered automated traffic enforcement, separation of pedestrians and cyclists on the lakefront path, and indoor bike parking at office buildings.

Since the survey was mostly in a yes-or-no format, it’s not surprising that it resulted in nearly identical responses from mayoral contenders Mayor Rahm Emanuel, Alderman Bob Fioretti, Cook County Commissioner Jesús “Chuy” García, and former Harold Washing aide William “Dock” Walls. Businessman Willie Wilson didn’t return the questionnaire.

Obviously, none of the respondents was going to say “no,” they’re not in favor of better conditions for walking, biking, and transit. The only place where the responses varied was on the subject of red light and speed cams — Emanuel was the only one who voiced support for more of them.

If you want to learn anything new about the mayoral hopeful’s viewpoints on transportation, you need to look at the PDFs of the additional comments on the surveys from Emanuel, Fioretti, and García — Walls simply checked the “yes” and “no” boxes. Emanuel has the most extensive responses, since he’s got four years of transportation achievements to boast about. However, it’s a little disappointing that he promises to continue pursuing state and federal grants for pedestrian infrastructure but doesn’t commit to creating a line item in the city budget.

Fioretti deserves credit for being the only candidate to reference the recent campaign for a more equitable distribution of bike resources for the South and West Sides. But his claim that cameras that ticket traffic scofflaws are “an unfair burden on taxpayers” is pretty laughable.

García had nothing additional to say about walking, biking, or transit, but he wrote that, before adding more traffic cams or traffic cops, “I would… look to other jurisdictions for the best, most effective strategies that can be used to increase compliance.” Actually, that’s already been done — there’s no doubt that red light and speed cameras save lives.

While I was on the air, we got several nice tweets from Streetsblog readers who were excited to hear our take on the mayoral race. (Note to self: Turn off the text message alert chime on your cell phone before doing radio interviews.) One reader lamented the fact that, due to our current funding shortfall, we haven’t been able to do original reporting on a regular basis.

Thanks for the contribution, Carmin! The good news is, we’re closing in on reaching 50 percent of the $75K we need to fund a year of operations, and we’re hoping to garner some major donations and grant money in the near future. If you haven’t already done so, please consider donating to the Streetsblog Chicago Resurrection Fund. If the site does not return to daily publication of original reporting by April 8, all money will be returned. Thanks again for your support.

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Eyes on the Street: Broadway’s Keeper

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I took took protected bike lane snow clearance into my own hands this afternoon. Photo: Justin Haugens

Steven Vance and I have been touched by the many shout-outs and well-wishes we’ve received on social media in the wake of last week’s shutdown of Streetsblog Chicago due to funding issues. We’ve heard a collective groan from everyone from our readers, to transportation blogging colleagues around the country, to other Chicago media outlets like Gapers Block, Chicagoist, and Chicago Magazine. We’ve even heard from local elected officials bemoaning the loss of the city’s daily source for sustainable transportation and livable streets news:

 

The good news is that we’ve made significant headway in the effort to raise funds so that Steven and I can return to producing original reporting. Readers have responded generously to my request for donations, with over 80 individual donations made within a few days.

If you value Streetsblog’s hard-hitting reporting and haven’t already done so, please consider making a contribution to the Streetsblog Chicago Resurrection Fund. I still need to raise a significant chunk of money from small-to-medium donations as part of my fundraising strategy, which also includes major donors, ad revenue, and foundation grants. Donations are not tax-deductible at this point, but all donors will receive an email stating that their money will be returned if daily publication of original articles has not resumed by April 8, three months from the start of the hiatus.

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The northbound PBL on the 4400 block of North Broadway before shoveling. Photo: John Greenfield

I took a break from my fundraising work this afternoon for a little direct intervention to improve Chicago street safety. Ever since Mayor Michael Bilandic lost reelection following the brutal Blizzard of ’79, Chicago mayors have done an excellent job of keeping the streets clear of snow for drivers. However, they haven’t always done such a great job of making sure bike routes get plowed. Last winter, many of the city’s protected bike lanes were often unrideable because they were filled with snow or slush.

To their credit, the Chicago Department of Transportation has been trying harder this year to make sure the PBLs are maintained. They temporarily removed the flexible posts that delineated several protected lanes along snow routes, to make it easier for the department of Streets and Sanitation to plow the entire street.

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Streets and San did a good job of clearing the southbound PBL on the same block of Broadway. Photo: John Greenfield

However, I recently heard that the PBLs on Broadway, between Montrose and Wilson,  have been impassible this month due to poor snow clearance, so that some cyclists have been taking Clark as an alternative. That means the Broadway lanes, which People for Bikes recently rated the nation’s tenth-best new PBLs, are actually deterring bicycling instead of encouraging it. That’s not right.

I went over to Broadway with a shovel in hand to investigate. While some portions of the lanes were well plowed and people were riding in them, other stretches were choked with slush, forcing cyclists to instead share the narrow travel lanes with cars. I didn’t have time to clear the entire bikeway, but I spent about 45 minutes digging out the northbound side of the 4400 block. I was rewarded by the sight of cyclists immediately taking advantage of the clear, protected passageway.

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The northbound PBL, after my guerrilla intervention. Photo: John Greenfield

I’d like to think that the blockage in the Broadway lanes was mostly due to property owners pushing their sidewalk snow into them, rather than neglect by the city. Either way, it would be great if CDOT and Streets and San could take additional steps to ensure that PBLs around the city enable, rather than thwart, cycling.

In the meantime, I invite concerned cyclists from around the city to grab a shovel and join me in the fight to keep Chicago’s protected lanes rideable. Feel free to tweet your guerilla PBL shoveling experience at #AdoptABikeLane.

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Why I Fight: How Biking Saved My Life and Can Help Other Black Chicagoans

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Oboi Reed and Jamal Julien from Slow Roll Chicago. Photo: SRC

[Streetsblog invited Olatunji Oboi Reed, president of Slow Roll Chicago, to share his perspective on our city’s bicycle equity challenges.]

Let me explain why I’m aggressively advocating for bike equity in Chicago.

About ten years ago, when I was 30 years old, I took an extended medical leave from my job at Citibank when work, family and relationship stresses brought on a severe bout of clinical depression. I have struggled with this illness on-and-off since high school.

During this time, I was experiencing a level of emotional pain so intense, an escape route was the only thing I could think about. One day, as I sat on my couch in Chatham, crying in the dark, I summoned the will to explore an alternative to taking my own life.

A few years before, when I was living in Champaign, my dear friend Ogunsola Hammond Carter sold me a green Diamondback mountain bike for about $50. After I moved back to Chicago, I hardly ever rode the bike. However, during my moment of crisis, I felt my final option was to try bicycling as a healthy escape from my pain.

I got up and went next door to my mother’s house, where the bike sat in the basement with two flat tires, covered in dust and badly in need of a tune up. I resolved to take the Diamondback to John’s Hardware & Bicycle Shop for repairs, then go for a ride and see what happened.

Early in the morning on a beautiful summer Saturday, I put the now-rideable bike in the trunk of my car and drove to 63rd Street Beach. I walked the bike to the trail, took a deep breath and started to ride.

Soon, I noticed the tranquil beach and the waves rhythmically crashing on the sand. I started to play hide and seek with the sun, as I pedaled by the trees along the trail. The rustling leaves sang a song to me, drowning out the negativity in my head. I was smiling for the first time in months.

I began to take note of other Black people on the trail, enjoying themselves, walking and running and biking. Feeling a newfound desire to connect with other people, I would sometimes look up from my handlebars and make eye contact with a fellow brother or sister on the trail. I was a bit surprised to find that, every single time, I was greeted with a head nod, a warm smile, or a friendly “How you doing brother?” I no longer felt alone.

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The Lakefront Trail near 63rd Street Beach. Image: Google Streetview

I had found the respite from my pain that I so desperately needed. Over the next several weeks, I rode as often as I could. It was still a struggle to find the will to get out of bed each day and do basic things like showering and eating, but I pushed through. Each ride gave me more energy to address my problems.

After ignoring my depression for nearly two decades, I decided to do something about it. I began seeing a therapist and started a regimen of medication. Eventually, I returned to work.

I continued to struggle with this mental illness, and it sometimes got the best of me, but I no longer considered suicide. Along with counseling, diet, yoga, and spending time with family and friends, biking is still my one of my greatest weapons against depression.

I know unequivocally that I am alive today because of that ride on the Lakefront Trail a decade ago. This knowledge fuels my current efforts to bring the many benefits of cycling to others in the Black community.

For a host of reasons, many Black Chicagoans have little interest in cycling. Like I once did, they view biking as something for children and White people on the Northside. Very few of them consider biking to be a viable form of transportation.

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Active Trans Wants Candidates to Commit to Working for Safer Streets

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Active Trans is asking mayoral and aldermanic candidates to support increased enforcement of traffic safety laws, including the state law requiring drivers to stop for pedestrians in crosswalks. Photo: John Greenfield

The Active Transportation Alliance released its 2015 election platform last week [PDF], featuring strategies to improve walking, biking, and transit in the region that they want candidates in the municipal elections to endorse. The Active Transportation Platform focuses on creating safer streets and providing better infrastructure for pedestrians, cyclists, and transit riders. The group hopes candidates will pledge to take action to reduce the number of pedestrian and bike fatalities in Chicago, increase transit funding, and address other key transportation challenges. 

There are 198 people running for alderman in 46 Chicago wards, according to the website Aldertrack, and at least four people are running for mayor. Active Trans plans to send a questionnaire [PDF] about the platform to every candidate. Hopefuls from the 43rd Ward will also receive a questionnaire [PDF] from the group BikeWalk Lincoln Park, which asks about the candidates ideas for making Clark Street safer and more vibrant, among other topics.

Active Trans based the questions on discussions with supporters, feedback from last year’s member meeting, and a public survey, according to staffer Kyle Whitehead. The first question quickly establishes the group’s priorities, asking if the candidate or a family member routinely walks, bikes, or rides transit to get to work or school, to run errands, or for recreation.

The platform states that there should be a sustainable funding source to pay for pedestrian infrastructure improvements, and bike lane and crosswalk maintenance. Whitehead said this plank came out of the Safe Crossings campaign, which identified the ten most dangerous intersections in Chicago for pedestrians. “Even when the alderman, residents, and the Chicago Department of Transportation all agree that there’s a problem in pedestrian movement [at an intersection], there’s not always funding to develop solutions,” he noted.

Each alderman has $1.3 million in discretionary “menu” funds, but “aldermen are being pulled in all directions as to where that money should go,” Whitehead explained. When there’s a pedestrian safety issue that needs to be addressed, there’s often a lengthy back-and-forth between the alderman and CDOT about how infrastructure should be financed, which delays improvements. “Pedestrian safety is critical, to the point where there should be a portion of the city’s annual budget dedicated to improving the pedestrian experience,” he said. 

The same thing is true for bike lane maintenance. CDOT usually only restripes bike lanes and when there’s a repaving project, or when an alderman wants to pay for the restriping via menu funds. Only a handful of aldermen, all from downtown and North Side districts, have chosen to do that, which contributes to the poorer quality of the bike network on the South and West Sides. Rather than having the visibility of a bike lane depend on which ward it’s passing through, dedicated funding would create a more functional citywide bikeway system for all cyclists.

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