Chicago Policy

In reality, people riding bikes on the new Montrose bridge aren't getting their own dedicated lane at all, let alone a protected one.

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?

This latest tragedy highlights the urgent need for local leaders to think outside the policing box and take constructive action to keep transit riders and workers safe.

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

It would be great if this approach of creating a cohesive, useful bike network all at once was implemented in every Chicago community that currently lacks one.