Chicago

While our city's TOD ordinance has spurred more transit-friendly development in wealthy and gentrifying neighborhoods, it has done relatively little to encourage investment in parts of the city that need it the most.

There are political and logistical hurdles to removing parking to make room for protected bike lanes in Chicago, but there's reason to believe the tide may be turning.

Are they a pragmatic, better-than-nothing approach on streets where stripping parking is seen as a nonstarter. Or are they a depressing capitulation to car culture?

There's essentially zero support for Romanelli's absurdly car-centric proposal people who actually know what they're talking about when it comes to transportation.

The ride is returning this Saturday and, due to the ongoing cycling boom during the COVID-19 pandemic, promises to be even bigger this time.

The new span will bisect the one-mile gap in bridges over the North Shore Channel by the eponymous trail.

The announcement at the top of this month’s recovery report from the Chicago Loop Alliance, which tracks pedestrian levels, transportation use and office and hotel occupancy, is a gradual return of life downtown. The Loop Alliance’s eighteen pedestrian counters situated along State Street from Wacker to Ida B. Wells logged over one million people per week on the street for the first time since the beginning of the pandemic.

The increased investment in walking, biking, and transit is great, but these investments are at risk of being outweighed by an increase in roadway expansion.

The Altenheim Line could spur development in North Lawndale. But residents are worried it could also lead to displacement.