Evaluating Gabe Klein’s Chicago Legacy

Klein, in white suit, at the opening of the Southport People Spot. Photo: John Greenfield

Not long after Gabe Klein reported for work as commissioner of the Chicago Department of Transportation on May 16, 2011, there was speculation that he wouldn’t stick around long. Klein’s wife was remaining in Washington, D.C., where he had previously run the DOT. As an ambitious guy who had worked in several different fields, including the bicycle and car-sharing industries, it seemed likely he’d stay long enough to accomplish certain goals and then move on to his next endeavor. And, following five different CDOT chiefs in five years, some of whom seemed indifferent to sustainable transportation, a bike-riding transportation czar who voiced a commitment to “complete streets” seemed too good to be true.

So it wasn’t a shocker when Klein announced Friday that he’ll be resigning at the end of this month, moving back to the District to work in the private sector on transportation technology ventures and to start a family, but it definitely seems like the end of an era. In only two-and-a-half years, the commissioner racked up an impressive number of achievements. Rahm Emanuel’s goals of launching a large-scale bike-share system, constructing the Bloomingdale Trail and building 100 miles of protected bike lanes within his first term seemed far-fetched when first announced, but Klein accomplished the first one, and the other two are well underway.

Riding Divvy bikes on the lakefront. Photo: John Greenfield

Bus rapid transit and the Chicago Riverwalk expansion are also on the horizon, and Klein will leave behind a legacy of many less glamorous accomplishments, from publishing new CDOT guidelines on multi-modalism and sustainability, to launching automated speed cameras. I contacted a number of heavy hitters in the local transportation scene to get their take on the commissioner’s departure.

“I was in a state of depression on Friday after I got the news,” joked Peter Skosey, executive vice president of the Metropolitan Planning Council. “Gabe’s legacy is tremendous. He came into Chicago and catapulted a bunch of projects forward at a pace we hadn’t seen before. He’s been phenomenal.”

Chicago's first pedestrian scramble at State and Jackson. Photo: John Greenfield

“Klein has been Chicago’s first true 21st Century transportation commissioner by embracing the full spectrum of transportation modes,” said Active Transportation Alliance director Ron Burke. “To Klein it’s not a zero-sum battle between cars and ‘alternatives’ but giving Chicago the full menu of choices. It’s the only path to great urban mobility in the real world where roadways are and will remain congested unless we find more efficient ways to get around the city. He knows that cars will always be a part of the city, but the city chokes if they’re the only game in town.”

“Chicago is going to miss Gabe,” said 1st Ward Alderman Joe Moreno, a strong supporter of sustainable transportation. “His ideas, philosophy and attitude have made our city a better place. I first met him at the opening of Chicago’s first on-street bike corral, which was rightfully in the 1st Ward. Since then, we’ve worked on multiple ward-specific and citywide projects. Gabe’s departure leaves a big hole at CDOT, but also an impressive legacy and a high bar for whoever follows him.”

Klein and Moreno cut the ribbon on Chicago's first bike corral. Photo: Steven Vance

“The guy’s incredibly talented and he’s going to go on to do great things,” said 47th Ward Alderman Ameya Pawar, another progressive at City Hall. “With his work on bike lanes, BRT, pedestrian plazas, and People Spots, it’s like he’s taken the city from zero to a hundred in two years. The way to cement his legacy is to make sure his successor carries on Mayor Emanuel’s vision for a globally focused transportation policy. Someone like [CDOT Deputy Commissioner] Scott Kubly would be a great choice.”

“What Klein has done with bicycles, with the bike lanes, bike-share and the Bloomingdale is really great,” said John Norquist, head of the Congress for the New Urbanism. “Our office is on Dearborn, and when the protected lanes went in we joked they were a waste of money, but now they’re full of bikes. He also took a good stance on not widening roads and turning radii. He could have fought more with [the Illinois Department of Transportation] over the Circle Interchange Expansion and the Illiana Expressway, but he was excellent on the biking stuff and good on everything else, so job well done.”

The Bloomingdale Trail (The 606) groundbreaking event
The groundbreaking for the Bloomingdale. Klein is in blue suit behind Emanuel. Photo: Steven Vance

“I think he did a great job of coming into a largely car-driven city, where it’s a challenge to promote biking, and trying to replicate the success he had in D.C.,” said Eboni Senai Hawkins, who founded the Chicago chapter of Red Bike and Green and serves on the League of American Bicyclists’ Equity Advisory Council. While she praised the extensive public input process for the city’s Streets for Cycling Plan 2020, she added that, in general, she would have liked to have seen more outreach and coordination on transportation projects with grassroots organizations in low-income neighborhoods and communities of color. She noted that CDOT had to remove protected lanes on Independence Boulevard in Lawndale after a backlash from residents who felt they weren’t given proper notification about the plan.

“It’s sad to see him go,” said Alex Wilson, executive director of West Town Bikes. “He really prioritized walking, biking and transit at CDOT, which was certainly appreciated by pedestrians, cyclists and transit riders. We’ve seen big strides made for bike infrastructure. As far as his effect on West Town, we were involved with implementing CDOT’s Greencorps Youth bike and horticulture program, which served 600 young people in 18 locations. That was a great leap forward for youth bike education in Chicago.”

Greencorps Youth bike program participants in Bronzeville. Photo: John Greenfield

One person who’s anything but sad to see Klein go is Barnet Fagel, Illinois activist for the National Motorists Association. “I believe, with all due respect, that Klein is a two-wheeled zealot, more interested in ideology than practicality,” he said. “Chicago has long been a transportation hub, and he’s taking two wheels off that hub. The speed cameras have gotten more traffic then they planned on, a number of streets have been converted for wider bike use by restricting the space for cars, and now they’re talking about tampering with Ashland Avenue for BRT. Effectively, he doesn’t like cars, so I don’t like him.”

Actually, Klein does like automobiles. His father was a classic car buff, and once on a bike ride, I heard him compliment the beauty of a sleek orange Lotus Esprit. But I’d like to think he’d view getting panned by the motorists association as the highest praise for his years of work promoting Chicago streets that serve all road users, not just drivers.

  • Anne A

    “I’d like to think he’d view getting panned by the motorists association
    as the highest praise for his years of work promoting Chicago streets
    that serve all road users, not just drivers.”

    Suitable praise for his progress in leveling the playing field on our streets and setting a great example for his successors.

  • After many decades of car-first design in the public realm, angering the motor lobby is a good thing. Tipping the scales!

    Practicality is this: Chicago’s congested. It’s been congested for a while. By investing in alternatives to driving, Chicago’s giving more people more options to get around. That’s freedom.

  • Mishellie

    I want a pedestrian scramble thing at Milwaukee/North/Damen. I want it so bad!

  • Anonymous

    Gabe has done a great job, but will the next CDOT commissioner be able to sustain what has been done so far? Will the bike lanes fade? Will the lane protectors be removed? Will many of the advances bicycling in Chicago gained be quietly removed or set back?

  • David P.

    The comment by the NMW guy is really dumb. I’ve supported many things that the NMA has advocated for (like getting rid of the absurd 55mph speed limit), but not anything that it seems to want for cities. Cities are, and should be, about people, not cars. Further, liking or even loving cars is not antithetical to loving cities – but the first should not come before the second. I love cars even more than I love cycling, and I’ve got three cars, but cycling is how I get around the city. I care more about a healthy, vibrant city than the ability to drive around it with maximum ease (and driving in the city tends to suck no matter what, which is why I avoid it as much as possible); save cars for the more open spaces.

  • Kevin C

    Good piece, John.

  • Thanks!

  • Mitigating bike lane fading was not something that was advanced or worked on (at least not in a systemic or visual way) when Klein was commissioner. What needs to change? Bike lane maintenance needs to become a line item in the normal capital expenditures budget of CDOT, instead of a process where CDOT waits for a call from an alderman.

    This topic (not necessarily bike lanes, but how street projects are paid for) was brought up in yesterday’s CDOT budget hearing, and it was broached before when Hairston (5th) didn’t want her ward’s menu money going to pay for bikeways after the residents voted for it in their Participatory Budgeting process.

  • My other idea for that intersection is to make dead ends for Milwaukee except for buses and bikes. It would look like this (proposed by community for Logan Boulevard/Milwaukee): http://www.flickr.com/photos/75698896@N00/6925027171/

    Along with dead ends, the intersection would be much smaller, narrower.

  • Mishellie

    I think that would be great at Logan and Milwaukee (dear god I hope someone does something there- it’s really awful to come out of my apartment and jump straight into that…) But since Damen/North/Milwaukee doesn’t have a circle… where would the cars go?

  • That’s an issue for a lot of ongoing-maintenance tasks, not just bike lane fading. Pavement markings for cars are often worn off and faded to unusability, which is ok on straightforward streets, but was hellish on the Cicero bridge over the 290 — when I lived there there were regular square-dance-style milling-around unsafety crap where ongoing traffic was SURE they had a left-arrow lane that was actually the traffic through-lane going the other way, so they would swerve out in perfect head-on-collision position. There were very, very faint and faded markings, but nobody who didn’t go through that intersection regularly had any idea what they were supposed to look like.

    Similarly, a lot of the underpasses under the Kennedy and rail lines get crudded up and disgusting with pigeon mess (etc), but it’s the alderman’s problem to know when they’re messy and pay for powerwashing. That needs to be budgeted to happen x times per year, not just wait for someone to call 311 (as I did the time I walked my kid to school and she got to point and scream at no less than eight different dead pigeons of varying corpse age, plus we had a really hard time walking on CONCRETE and not guano). Even the wait-for-a-report method doesn’t bring any response within a 4-5 week window.

    Some kind of crowdsourcing could use active, interested residents as a data source, but it needs to be a regular budgeted item on a recurring basis (check after, say, 2yrs to make sure pavement markings are still visible, and every year thereafter) for the maintenance cost if not the manpower to go look.

    (I think it’s?) New York City has a big day-long event every year where volunteers, residents, aldermanic staff etc go out with checklists and walk every foot of sidewalk, marking down when slabs are heaved, curbs are crumbling, roots have damaged pavement, etc — it’s part of the city’s legal structure, so if someone sues you because they slipped/tripped on your sidewalk you can point to the last survey as proof that there’s nothing wrong with it. Getting out the manpower to, say, do a couple wards at a time and just walk each street and note all the issues pending would really help raise visibility.

    Bike Walk Lincoln Park seem to be doing this sort of thing in their area, and might be a good model to copy.

  • “New York City has a big day-long event every year where volunteers, residents, aldermanic staff etc go out with checklists and walk every foot of sidewalk…”

    A bunch of alderman do this. Some even do it each week. I’ve never joined mine on it. That’s what I should ask Alderman Deb Mell to do (I want to meet her).

  • They would turn around.

  • Great, so this is another example of “some well-off and very well-staffed wards get reasonable service and everybody else gets to go jump.” When I lived in Austin I repeatedly attempted to bring things to my alderman’s attention, but his official aldermanic email address gave only bounce messages and nobody answered the phone number listed on his website. His office was inconveniently located, so I never tried an in-person. :-/

    Right now I live in Albany Park, which has been subdivided and diced among four wards in the new map, so good luck getting a response from anyone on anything.

    Color me still interested in a citywide coordinated EVERY BLOCK day.

  • Ben H

    Great article

  • Thanks a lot.

  • Joe

    I’m sorry but he is an egomaniac blowhard who takes credit for things he didn’t create and inititives that began before he came along. His sole mission is self promotion. a true transformative leader would develop and staff an agency stabilizing it for long lasting change. He has left behind dysfunctional and dispirited agencies while he runs around bragging about how amazing he is giving no credit to the people who did the work. That is his real legacy.


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