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How Quinn Staffer Sean O’Shea Blocked Chicago’s Protected Bike Lane Efforts

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A man rides by the “ghost bike” memorial to Bobby Cann in one of the Clybourn protected lanes. Photo: John Greenfield

[The Chicago Reader recently launched a new weekly transportation column written by Streetsblog Chicago editor John Greenfield. This partnership will allow Streetsblog to extend the reach of our livable streets advocacy. We’ll be syndicating a portion of the column on the day it comes out online; you can read the remainder on the Reader’s website or in print. The paper hits the streets on Thursdays.]

On the evening of May 29, 2013, 26-year-old Bobby Cann was bicycling north on Larrabee from his job at Groupon, heading home to catch a Blackhawks game. Meanwhile, 28-year-old Ryne San Hamel was driving southeast on Clybourn. He’d been drinking in Wrigleyville after watching the Cubs defeat the Sox.

Just after 6:30 PM, the two men’s paths tragically collided. Police said San Hamel had been driving his Mercedes at least 50 mph when he struck Cann at the Larrabee intersection. The cyclist suffered horrific injuries and, despite the best efforts of bystanders and paramedics, he was dead within the hour.

San Hamel was found to have had a blood-alcohol content of 0.15, nearly twice the legal limit. He’s being prosecuted for aggravated DUI, but the case hasn’t yet gone to trial.

Near the crash site, there’s a shrine with flowers, photographs, and a white-painted “ghost bike” that bears a placard with Cann’s image. On November 20 of this year, officials from the city and state transportation department cut the ribbon on curb-protected bike lanes on this stretch of Clybourn, plus a segment of Division.

These bike lanes, which are separated from traffic by wide concrete curbs that provide extra protection for riders, double as a memorial for the fallen cyclist. Friends and coworkers said Cann was always encouraging others to bike, and to do it safely.

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Sean O’Shea

Clybourn is only the second road in town to get this type of bikeway. Most Chicago protected lanes are located curbside and are separated from traffic by a striped buffer zone, flexible plastic posts, and parked cars.

The Clybourn lanes are also noteworthy because they’re the first protected lanes built on a state route within the city. That’s because in 2011, soon after the Chicago Department of Transportation opened the city’s first protected lanes on Kinzie, the state government began quietly blocking the city from installing protected lanes on state roads.

Forty percent of Chicago’s arterial streets are under Illinois Department of Transportation jurisdiction. These wide roadways generally have high crash rates, but CDOT is required to get approval from the state before making safety improvements to them.

The former heads of CDOT and IDOT, plus the director of the Active Transportation Alliance, now indicate that the chief architect of the three-year ban was ex-governor Pat Quinn’s deputy chief of staff Sean O’Shea.

The state claimed the reason for the prohibition was a need for more proof that protected lanes are safe. But former city transportation commissioner Gabe Klein says the ban was motivated by “political and personality issues.” (For full disclosure, Klein is currently a board member with the parent organization for Streetsblog Chicago, which I edit.)

It’s not certain what would have happened if the moratorium hadn’t been in place, or had been lifted earlier. But data suggests that Cann’s death, as well as other crashes, might have been prevented if protected lanes had been installed sooner on Clybourn and other state routes.

Here’s a timeline of how the ban occurred, and was ultimately overturned with the start of the Clybourn project, three years later.

Read the rest of the story on the Chicago Reader website.

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IDOT Finally Sees The Light, Stops Withholding Crash Data From the Public

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A crash memorial on the 106th Street bridge over the Calumet River in the East Side neighborhood. Photo: Curtis Locke

Back in August, a transportation professional who asked not to be named told me the Illinois Department of Transportation had stopped fulfilling requests from nongovernmental entities for crash location data. This information is crucial for analyzing any transportation network — for example, we often rely on crash data for Streetsblog Chicago stories. I have since heard the same complaint from other individuals.

In late September, the Active Transportation Alliance sent IDOT a memo urging them to rethink their new policy. More than two months after the problem first came to light, the state is finally providing the location data to the public once again. That will make it easier for transportation planning firms and advocacy groups to work on pedestrian and bike plans and come up with strategies for reducing crashes.

In the past, crash location data was readily available from IDOT’s Illinois Safety Data Mart database, but that website has been offline for some time. However, residents, planners, advocates, and journalists could still request the data from the state, and there was usually a fast turnaround. Pre-2014 crash data is still available online from Steven Vance’s Chicago Crash Browser.

But the source I spoke with in August said they had contacted the IDOT’s Division of Traffic Safety to ask for crash data, including locations, they were referred to IDOT’s law department. Via email, a representative from the Office of the Chief Council cited a clause in the Freedom of Information Act law as a justification for not providing the data:

Pursuant to FOIA Section 7(1)(a), traffic crash reports, as well as data extrapolated from those reports, such as the location of crashes [emphasis added], in the possession of the Department are exempt from inspection and copying pursuant to Illinois Vehicle Code, 625 ILCS 5/11-408 and 625 ILCS 5/11-412. Therefore, the Department is precluded by law from furnishing copies of crash reports (or any attachments or personal information contained therein). Under these provisions of the Vehicle Code, accident/vehicle crash reports are for the confidential use of the Department and State and federal agencies conducting safety studies.

“So IDOT is saying they’re precluded by law from providing copies of crash reports due to privacy concerns,” the source told me. “But, prior to this, they’ve just sent us the data scrubbed of information that would identify the people in the crashes. It doesn’t make any sense.” The source speculated that IDOT’s new policy might be motivated by the state budget crisis, since money might not be available to bring the Safety Data Mart back online.

At the time, IDOT spokesman Guy Tridgell implied that the department had not changed its policy. “The Illinois Vehicle Code has always precluded us from furnishing all of the information contained in crash reports [to the public],” he stated. “I can tell you that the Illinois Department of Transportation is in the process of reviewing its policies and past practices in regard to the tabulation and publication of motor vehicle crash information. We continue to release summary crash data that does not contain any identifying information of those involved in accidents to the public upon request.”

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Active Trans: Rahm Should Aim for 100 Miles of Bike Lanes Again, Not 50

Emanuel and Scheinfeld and Burnett on Milwaukee Avenue

27th Ward alderman Walter Burnett (wearing the cap), CDOT commissioner Rebekah Scheinfeld, and Mayor Emanuel inspect the city’s in-progress bikeway network at last Friday’s press conference. Photo: CDOT

Last week at a press event celebrating the installation of 103 miles of buffered and protected bike lanes, Mayor Rahm Emanuel promised to build 50 miles of new bike lanes, including PBLs, over the next four years. The Active Transportation Alliance’s new “Bikeways for All” campaign, launched on Monday, urges the mayor to double that goal.

In a press release. Active Trans director Ron Burke congratulated the city for reaching the milestone, noting that, along with the Divvy system, the new lanes have transformed bicycling “into a mainstream mode of transportation.” However, the group says that, even with all the new lanes, only a third of Chicagoans who live outside of downtown have quarter-mile access to a protected lane, neighborhood greenway, or off-street trail.

The organization is asking the city to build 100 miles of these “low-stress bikeways” by 2020. “Even though the number of people cycling has multiplied, we still have a long way to go before the average person feels safe and comfortable getting on a bike to ride to work, run errands and drop off kids at school,” Burke said.

The city uses the Orwellian phrase “buffer-protected” to refer to buffered bike lanes and considers them to be a type of protected bike lane, even though they offer no physical protection. Active Trans’ 100-mile proposal wouldn’t count buffered bike lanes, but it would include existing bikeways that are upgraded to low-stress routes.

Bikeways for all: access to low-stress bike routes

The Active Transportation Alliance has called on Mayor Emanuel to focus on building more low-stress bike routes because few residents currently have quarter-mile access to them.

Active Trans says the proposal is called Bikeways for All because it “would allow people of all ages and abilities to get around efficiently and comfortably on a bike.” While’s they’re only calling for 100 miles of low-stress routes to be added by 2020, they’ve identified 180 miles of potential locations for the facilities. They say that if all 180 miles were built, 80 percent of Chicagoans would have quarter-mile access to a LSR.

While it might seem bold to propose a big expansion of the bike network in the middle of a city budget crisis, Active Trans notes that many of the bikeways could be federally funded. As it stands, the Chicago Department of Transportation mostly uses federal Congestion Mitigation and Air Quality Improvement grants to pay for bike projects. The Bikeways for All report states that CDOT uses less than 0.5 percent of its own budget to built bike routes.

In addition to expanding the bike network, Active Trans is asking the city to make it more equitable. The report states that while 82 percent of Chicagoans who live on the North Side have half-mile access to any type of bikeway, only 71 percent and 74 percent of those on the South and West Sides, respectively, have the same access. See a breakdown of the official community areas included in each region here.

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Active Trans Marks 30 Years With 5 Big Goals, New Sister Organization

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One of the five goals is to create biking/walking education programs in all IL elementary schools. Photo: Active Trans

Streetsblog Chicago is on vacation from July 13-17 and will resume publication of Today’s Headlines and daily articles on Monday, July 20. We’ll keep in touch this week via social media and occasional posts.

The scrappy little advocacy group that was founded in 1985 as the Chicagoland Bicycle Federation is now the Active Transportation Alliance, a venerable institution with a major influence on local transportation policy.

As part of its 30th anniversary celebration, Active Trans recently announced five major goals for promoting safe, efficient streets, and started a fundraising campaign to help pay for these initiatives. They also heralded the birth of a new sister nonprofit called Walk Bike Go, which will take over the organization’s paid consulting work.

“Our main theme this year is ‘We still have a long way to go,’” said Active Trans executive director Ron Burke. “With recent developments like protected bike lanes and the Divvy bike-share system, we’ve made progress to the point where rapid change is possible.”

The five objectives of the so-called 2020 TransFormation Campaign are all projects that the group has already been working on to some degree, but now they plan to shift their activities into a higher gear. The goals are:

  1. Region-wide low-stress bike network: A dense, connected network of low-stress bike routes across Chicago and the suburbs.
  2. Transit Future: Funding for the “Transit Future” plan to build multiple new rapid transit projects.
  3. Biking/walking education in elementary schools: All public elementary schools in the state begin teaching biking and walking safety and encouragement.
  4. Mobility education in high schools: High school driver’s education becoming “mobility education” with bike, walk and transit training in addition to driving.
  5. Vision Zero: The state, the city of Chicago and suburbs adopt and implement comprehensive Vision Zero plans that focus on eliminating traffic fatalities and serious injuries.

In order to pursue these objectives, Active Trans is launching a new fundraising drive, with the goal of raising an additional $250,000 per year for the next five years, in addition to its current annual operating budget of about $3 million. “We want to be able to expand and take on these projects, but we don’t really have the capacity right now,” Burke said. The additional revenue would mostly be used for new staff, including a full-time director of government relations, and new community organizers.

Political lobbying will be key for achieving most of the five objectives. Burke cited the example of mobility education. “The way we can win this particular goal is in Springfield, by getting legislation passed, or getting the state board of education to change their curriculum for driver’s ed or phys ed.

Right now, Active Trans and the Center for Neighborhood Technology are trying to persuade Cook County commissioners to create a dedicated funding stream for Transit Future in conjunction with a proposed sales tax hike to address the pension crisis.

The organization also announced that the new Walk Bike Go nonprofit will be taking over its fee-for-service work. I myself am a former Active Trans consultant – during my stint at the Chicago Department of Transportation bicycle program in the early 2000s, I was actually an employee of the nonprofit, which was paid by the city to provide bike program staff. A few Active Trans employees are currently stationed at CDOT.

The advocacy group is also helping to run the Chicago Department of Public Health’s Play Streets block party program. They’re also developing active transportation plans and complete streets policies in several low-income Cook County municipalities as part of a contract with the county’s health department. Active Trans has also done consulting work for many other suburbs over the years, helping to create pedestrian and bike plans, as well as mobility education programs.

There has long been a perception that Active Trans’ consulting work conflicts with its advocacy work, especially when it comes to the organization’s relationship with the city of Chicago. Many peer organizations, such as New York City’s Transportation Alternatives, don’t do consulting work for their city governments.

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The South Shore Line Expects You to Wait Six Years for Bike Access

When NICTD policies don't make sense

This man hoped he would be allowed on the South Shore if he took the wheels off his bike. Photo: Strannik45.

Update: NICTD responded to our request for comment after publication and we will post a follow up story on Tuesday. 

Eager to bring your bike on a South Shore Line train to visit Notre Dame University, commute from Northwest Indiana to Chicago, or take a spin around the Indiana Dunes National Lakeshore? You may well be able to do that – some time in 2021.

At a recent board meeting of the Northern Indiana Commuter Transportation District, the agency that runs the rail line between Chicago and South Bend, consultants recommended that the transit agency wait six years to pilot a bikes-on-board program. We’re not even talking about full implementation here, but merely testing out the program on a limited basis.

In contrast, Metra’s Bikes on Trains program has been around for over a decade. Granted, it took some strong-arming from then-lieutenant governor Pat Quinn to force Metra to agree to the policy change. NICTD has been studying the issue since 2013, around the time I launched a petition for bike access on the South Shore, which 731 people signed.

The recommendation to delay the Indiana line’s bikes-on-trains pilot was made by staff from Quandel Consultants, a construction and engineering consulting firm, and LTK Engineering Services and The McCormick Group. Part of the reasoning behind that advice was that the South Shore could get new train cars by then, according to the Active Transportation Alliance’s south suburban outreach manager Leslie Phemister, who attended the board meeting. When new cars would be in service, NICTD can begin piloting the bike program by removing half of the seats in an older car to make room for bikes. However, NICTD doesn’t know if or when they may obtain new – or used – train cars.

Dedicating half the space in a rail car for bikes is a great idea. However, the plan for the pilot only calls for attaching this car to two trains per day: one morning run to Chicago and one evening train to Indiana, according to Phemister. If you miss that train, you won’t be able to get home with your bike.

Phemister added that the length of the delay is absurd. “I think a [six-year] wait is a little bit of a long time,” she said. In response to NICTD’s foot dragging on the issue, as well as their resistance to a proposed at-grade crossing of South Shore tracks for an extension of the Burnham Greenway, Active Trans recently crowned them “The least bike-friendly commuter rail service in the nation.” The advocacy group sarcastically presented the group with its “Broken Spoke Award,” noting that the South Shore is the only commuter line in the nation that doesn’t accept bikes.

Active Trans wants NICTD to come up with another solution for accommodating cyclists in the near future, Phemister said. This strategy should also be implemeted on off-peak trains, in addition to the rush-hour bike car.

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Not Just Greasy Kid Stuff: Active Trans Hosting Family Biking Series

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Rebecca Resman bikes with her daughter Sloane. Photo: Oren Miller

As dozens of my friends with young kids demonstrate, becoming a parent doesn’t mean you have to give up your car-free or car-lite lifestyle. An upcoming three-part series on family biking presented by the Active Transportation Alliance and Chicago Kidical Mass aims to provide families with the info and encouragement they need to keep pedaling through pregnancy, infancy, and childhood.

“Ultimately, we want to normalize cycling, and one of the best ways to do that is getting more women, children and families on bikes,” explains Active Trans’s Rebecca Resman. “We’re confident that this series is going to lead to more biking families.” Here’s the schedule for the free seminars:

Resman and her husband Zeb regularly transport their two-year-old daughter Sloane and two-month-old son Max via a Dutch-style bakfiets (“box bike”) cargo cycle. “That always yields a lot of looks, a lot of smiles, and a lot of questions,” she said. “I get a ton of questions from people who are interested in taking the plunge and bike with their kids, but don’t know where to start.”

Each of the educational sessions will focus on a different phase of family cycling, with a 30-40 minute presentation, followed by breakout sessions for Q & A. Besides Resman, presenters will include Active Trans’ Jason Jenkins, plus parents Anika Byrley, Jennifer Wilson, Kevin Womac, Emily Ransom, Jane Healy, and Julie Caddick Kaufield.

The seminar on biking while pregnant will help future moms decide whether cycling during pregnancy is right for them, including an examination of different opinions from experts and parents. The session will also cover different styles of bikes (step-through frames can be helpful), riding positions, and saddles. “Like many things when you’re pregnant – sleeping, eating, and walking – it’s all about making you feel comfortable, emotionally and physically,” Resman said.

She kept biking until the 21st week of her pregnancy with Sloane, and cycled until two days before Max was born. “For me, biking was absolutely more comfortable than walking with my stomach bouncing around.” Getting fresh air while cycling can also be helpful for women experiencing morning sickness, she said. “And, unlike on the CTA, it’s nice to know that there’s always going to be a seat available for you on your bike.”

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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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Active Trans Hopes to Create New Bike Commuters With City Cycling Classes

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Former Active Trans cycling instructor Dave “Mr Bike” Glowacz teaches a class on Elston. Photo: Active Trans

To help coax the key “Interested but Concerned” demographic to try urban bike commuting, the Active Transportation Alliance is launching a monthly series of City Cycling classes at its downtown headquarters, 9 West Hubbard.

“To be honest, I wish something like this had existed back in 2006 when I moved to Chicago from Grand Rapids, Michigan,” said Active Trans membership manager Kevin Dekkinga. “I hadn’t touched a bike since high school, so I was riding down big streets like North Avenue, simply because I didn’t know better. I would have definitely appreciated some help if it had been offered.”

The series will be taught from 9 a.m. to noon on the second Saturday of each month, from May through December, with upcoming classes on May 9, June 13, July 11 and August 8. Each session is a complete tutorial (i.e., no need to attend the class more than once), featuring 90-minutes of discussion followed by 90 minutes of on-bicycle training. It’s open to participants 14 or older – those age 14 to 17 must have written permission from a parent or guardian. Register for the class here.

The fee is $15 for Active Trans members or $50 for non-members, which includes a one-year membership. “That gets you discounts at 120 local businesses, as well as a discount on a Divvy membership, so it’s easy to make it pay for itself,” Dekkinga said. The $50 fee could be a barrier to many Chicagoans who would benefit from learning to safely ride on city streets, but Dekkinga said Active Trans may look into offering scholarships in the future.

Dekkinga and Active Trans education specialist Jason Jenkins, both League of American Bicyclists-certified cycling instructors, will lead the class. Course material includes rules of the road, selecting a good commuter bike, correct helmet fit, techniques for navigating intersections, and strategies for avoiding crashes.

Attendees will learn basic maintenance skills, such as the “ABC Quick Check” — making sure that there’s Air in the tires, the Brakes are working, the Chain is lubed, and the Quick-release levers are engaged – plus flat fixes. The instructors will also share commuting tips and tricks, such as how to dress for the weather, pick low-stress routes, and keep from getting “doored” by motorists.

The in-the-saddle portion will take place in downtown parking lots and streets. However, Dekkinga said the danger level should be low on these thoroughfares, since downtown is relatively quiet on Saturday mornings.

“I’m excited that we’re going to be helping people on a one-to-one basis,” he said. “Many of our peer organizations in other cities hold similar classes, but Active Trans hasn’t done any adult bike classes during the six years I’ve been working here. I’m looking forward to meeting the class participants and sharing the exhilaration and enjoyment I still get out of biking to work in Chicago ten years later.”

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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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What’s Going on With Alderman Reilly and the Kinzie Protected Bike Lanes

Kinzie from the Orleans overpass - 2011

This part of the Kinzie Street protected bike lane, from the River east to Dearborn, is supposed to be removed during Wolf Point construction. Photo: masMiguel.

Alderman Brendan Reilly submitted an order to city council on Wednesday that would compel Chicago Department of Transportation Commissioner Rebekah Scheinfeld to remove the Kinzie Street protected bike lane between Dearborn and the Chicago River because he says it conflicts with Wolf Point construction truck traffic.

In 2013, under former commissioner Gabe Klein, CDOT agreed to a development plan [PDF], which was approved by the Chicago Plan Commission and codified into law. The plan called for Hines, the Wolf Point developer, to pay for installing temporary protected bike lanes on Grand Avenue, Illinois Street, and Wells Street, before the temporary removal of the Kinzie Street bike lanes to facilitate the construction project.

In the long term, it makes sense for there to be bike lanes on both Grand Avenue – already identified as a “Crosstown Bike Route” in the Streets for Cycling Plan 2020 – and Kinzie Street. The Active Transportation Alliance recently launched a petition asking other aldermen to oppose Reilly’s order. “Ald. Reilly has proposed installing new bike lanes on Grand Avenue as an alternative,” the petition stated. “But the reality is, people will continue to bike on Kinzie because it is less stressful than Grand Avenue with fewer cars and no buses, not to mention it provides the most logical and direct connection to the central business district.”

CDOT appears to have changed its position about the development plan. Spokesman Mike Claffey underscored the importance of the Kinzie bike lanes in a statement to Streetsblog:

“CDOT has safety concerns about removing the protected bike lanes on Kinzie, which is the second most popular street for bicycling in Chicago. The protected bike lane is in place to reduce conflicts and the risk of accidents between bicyclists, motor vehicles, and pedestrians. We have been in discussions with the Alderman about these concerns and will continue to work with him on this issue.”

Specifically, the development plan, identified as Planned Development 98, calls for:

  • Temporary removal of the protected bike lanes on Kinzie from Dearborn to Milwaukee
  • Eastbound and westbound PBLs on Grand from Milwaukee to Wells
  • Westbound PBL on Grand from Dearborn to Wells
  • Eastbound PBL on Illinois from Wells to Dearborn
  • “An improved bicycle accommodation on Wells Street for cyclists traveling, between Grand Avenue and Illinois Street”

The Kinzie bike lanes are indeed important, but it’s unclear why Scheinfeld is now pushing back against the plan. Reilly told City Council that Scheinfeld cited an internal study that supported keeping the bike lanes on Kinzie. We asked for a copy of this report but Claffey said he didn’t have one. The development plan also says that all of the developer’s designs for these temporary bicycle accommodations are subject to Scheinfeld’s departmental review.

CDOT could propose retaining the Kinzie Street protected bike lanes throughout the construction project, which started over a year ago. If that’s not feasible, and the bike lanes must come out, the agency should bring back their support for the original plan that temporarily relocates the bike lanes to Grand. However, it’s important the the Kinzie lanes be reinstalled, because Kinzie is the direct and route between the popular protected bike lanes on Milwaukee and bike lanes on Desplaines, Canal, Wells, and Dearborn.