Tag: Chicago

Put the first cycle track somewhere else

April 6, 2011 / / 0 Comments

Updated 06-03-11: Grew the list below from 11 locations to 15 to match the full list on wiki.stevevance.net.

I propose 15 locations for Chicago (see link for ideal segments):

  • Archer Avenue (whole length)
  • Blue Island Avenue (between UIC and Pilsen, but then connecting Pilsen to Little Village via 26th Street)
  • Chicago Avenue
  • Clybourn Avenue (entire stretch, from Belmont to Division)
  • Damen Avenue (really easy south of Congress; difficult between Chicago and Congress, and north of Chicago)
  • Fullerton Avenue
  • Grand Avenue (at least California or Kedzie to Navy Pier)
  • Halsted Street (in some discrete locations)
  • King Drive (connecting downtown/South Loop to Bronzeville, Hyde Park, Washington Park)
  • Kinzie Street (connecting one major bike laned street, Milwaukee, to another, Wells)
  • Ogden Avenue (the entire street, from the city boundary on the southwest side to its dead end at the Chicago River near Chicago Avenue)
  • Vincennes Avenue (I haven’t figured out the extents for this one)
  • Wabash Street (connecting downtown and IIT)
  • Washington Boulevard/Street
  • Wells Street – this may be one of the easiest locations to pull off, politically at least, especially if Alderman Reilly pays for all or part of it with his annual appropriation of $1.32 million (“menu funds”).
  • Western Avenue

Notice how I didn’t propose Stony Island between 69th and 77th.

I selected streets where there’s already much cycling happening – whether it’s directly on that street and for long distances or neighborhoods the street passes through. I also selected streets where there’s some cycling happening but make the all-important bikeway network connections on streets with high automobile or high speed traffic (like Western Avenue) or lead to places that attract trips by bike (like train stations). And I selected streets that lead towards downtown, to transit stations, to schools, and to jobs. The segment of Stony Island from 69th to 77th leads to a small shopping district on 71st Street and a Metra Electric train station with 197 weekday boardings (from 2006 survey).

A cycle track location will be most effective where it can:

  • attract the most new riders (goal #1 in the Bike 2015 Plan)
  • make the biggest increases in safety by reducing injuries (goal #2 in the Bike 2015 Plan)
  • (and for the city’s first cycle track, be used by the most existing riders)

It is in these locations where these facilities will be quickly adopted by people bicycling to and from that neighborhood for their shopping, school, and social and work trips. It will also help lead the City and its residents to attaining the quite ambitious goals of the Bike 2015 Plan (have 5% of all trips under 5 miles by bike and cut frequency of injuries by half).

NACTO’s new Urban Bikeway Design Guide recommends cycle tracks for “streets on which bike lanes would cause many bicyclists to feel stress because of factors such as multiple lanes, high traffic volumes, high speed traffic, high demand for double parking, and high parking turnover.”

Stony Island between 69th and 77th has many lanes, high speed and high volume traffic, but low parking turnover (there’s a low density of businesses and many have their own parking lots). This area has low cycling levels and a grand bike facility here would do little to help Chicago reach the plan’s goals. We won’t see any benefit in terms of mode shift here.

Without further information on the intentions (see paragraph “On intentions” below) of those who selected this location and their goals for Chicago’s first cycle track, my surmise is that it was selected because of the roadway width (four lanes in each direction with a wide parallel parking lane, see map), where taking away a lane from car driving may be more politically and technically feasible – I believe this is the wrong way to begin a protected bike lane program.

On intentions: A former CDOT employee left a comment on my blog in December 2010 addressing the site selection: “Stony Island was recommended as a part of a Streetscape Master Plan [I can find no information about this plan]. It wasn’t like people were sitting around saying ‘Where can we put a buffered bike lane?’ It was really just a plan of opportunity since Stony Island is crazy-wide. Nevertheless, it will connect with a new bike path along the side of Marquette Dr in Jackson Park, which connects to the Lakefront Trail.”

While Stony Island could be a good demo location to prove that this type of facility won’t be harmful to drivers, as a demonstration of the power of protected bicycling infrastructure, it won’t do a good job.

A two-way protected bike lane (just like Prospect Park West in Brooklyn) in downtown Vancouver. Photo by Paul Krueger.

A one-way protected bike lane on 9th Avenue, New York City’s first cycle track. Photo by Jeramey Jannene.

Sox-35th Metra station opened on Sunday

April 5, 2011 / / 0 Comments

I had been giving construction updates on the new Metra station on 35th Street in Bronzeville/Bridgeport but I missed that the opening day was Sunday! I caught these photos in my Flickr contacts page, by Eric Pancer. Blair Kamin explains why it looks so bad.

It didn’t have to be this way. The Chicago office of Skidmore, Owings & Merrill came up with a promising design for the station, one that justified the demolition of a Mies-designed brick hut that reportedly served as the entrance to an underground testing facility for explosives during the Cold War.

But then, things went seriously off the rails.

See all of his photos in the set.

Metra will have a different schedule on game days. From their press release:

Metra will increase its service on game days to accommodate White Sox fans. For weekday afternoon games, an extra outbound train will leave the station after the final out. For weekday evening games, Train 531 (departing LaSalle St. at 11:15 p.m.) will have more cars, and an extra outbound all-stop train will operate about 30 minutes after the last out. For weekend games, an inbound extra train will arrive at the station about an hour before the first pitch, and an outbound extra will operate about 30 minutes after the final out.

If you ride the Rock Island District line, you must check out the new schedule (PDF).

Commuting rates in Chicago – a conversation

April 5, 2011 / / 0 Comments

I had this conversation last night with a friend from Chicago. Enjoy. Data is from the American Community Survey, Table S0801. If you were to rate how much we bike, from a “typical Chicagoan’s” point of view, he would be “eccentric” and I would be “psychotic.”

Photo by Joshua Koonce.

Me
A friend of mine in Europe asked for bicycle commuting statistics for Chicago.
Man, the numbers were sad.

Friend
No shit.

Me
if we look at the 3-year estimates for work trips, then it’s
-2005-2007: 0.9%
-2006-2008: 1.0
-2007-2009: 1.1

Friend
Chicago is also a gigantic, sprawling modern city of hundreds of square miles and wide roads designed for masses of cars.

Me
And if we look at the 1-year estimates, which Matt argued on my blog are useless, it’s
-2005: 0.7%
-2006: 0.9
-2007: 1.1
-2008: 1.0
-2009: 1.1
The 3-year estimate has a MOE of ±0.1 so essentially, it could mean no change from year to year.
And the 1-year estimate has a MOE of ±0.2, so again, it could mean no change from year to year
UGH

Friend
Comparatively, old European cities don’t have a lot of bandwidth for autos and have density where people take short trips.
That’s still probably two or three times the distance people in Copenhagen or Cambridge or Amsterdam.

Me
So let’s say 50% of trips are 5 miles or less, and 25% of trips are 2.5 miles or less.
Yet 1% of all trips are taken by bike
If we could just DOUBLE that, it would be a miracle
The Bike 2015 Plan’s goal is to have 5% of all trips under 5 miles by bike.

Friend
That’s an ambitious goal.

Me
We don’t have any baseline data to show how many trips under 5 miles in 2006, at the inception of the Bike 2015 Plan, are by bike. In the end, we’ll never know if our ambitious goal was attained!

Do you want this facility? Where?

April 4, 2011 / / 0 Comments

Take a look at this protected two-way bike lane in Brooklyn, New York City.

Some people are suing to remove (or change it). If you’re someone who doesn’t live there, here’s why this fight could still be important for you. Or maybe you want to know why the bike lane was installed.

If your city’s transportation or public works department proposed a protected bike lane or cycle track for your town, where should the first one go?

I propose 11 locations for Chicago (see link for ideal segments):

  • Blue Island Avenue
  • Chicago Avenue
  • Fullerton Avenue
  • Grand Avenue
  • Halsted Street (in some discrete locations)
  • King Drive (connecting downtown/South Loop to Bronzeville, Hyde Park, Washington Park)
  • Ogden Avenue (the entire street, from the city boundary on the southwest side to its dead end at the Chicago River near Chicago Avenue)
  • Wabash Street (connecting downtown and IIT)
  • Washington Boulevard/Street
  • Wells Street – this may be one of the easiest locations to pull off, politically at least, especially if Alderman Reilly pays for all or part of it with his annual appropriation of $1.32 million (“menu funds”).
  • Western Avenue

    Notice how I didn’t propose Stony Island. Here’s why.

    P.S. This will not be like the case of high-speed rail in America, where if one governor refuses money for an HSR project, other governors can compete for that money. The Prospect Park West bike lane will not be picking up and moving to another state 😉

    Look at all that room for people to go about their business, whether by car, bike, roller skates, wheelchairs, or their own two feet. Photos by Elizabeth Press.

    Gaps

    April 3, 2011 / / 0 Comments

    A map that focuses on striped bikeways in downtown Chicago.

    When you look at your bikeways more abstractly, like in the graphic above, do you see deficiencies or gaps in the network? Anything glaring or odd?

    It’s a simple exercise: Open up QGIS and load in the relevant geographic data for your city. For Chicago, I added the city boundary, hydrography and parks (for locational reference), and bike lanes and marked-shared lanes*. Symbolize the bikeways to stand out in a bright color. I had the Chicago Transit Authority stations overlaid, but I removed them because it minimized the “black hole of bikeways” I want to show.

    What do you see?

    Bigger impact map

    This exercise can have more impact if it was visualized differently. You have to be familiar with downtown Chicago and the Loop to fully understand why it’s important to notice what’s missing. It’s an extremely office and job dense neighborhood. It also has one of the highest densities of students in the country; the number of people residing downtown continues to grow. If I had good data on how many workers and students there were per building, I could indicate that on the map to show just how many people are potentially affected by the lack of bicycle infrastructure that leads them to their jobs (or class) in the morning, and home in the evening. I don’t know how to account for all of the bicycling that goes through downtown just for events, like at Millennium and Grant Parks, the Cultural Center, and other theaters and venues.

    *If you cannot find GIS data for your city, please let me know and I will try to help you find it. It should be available for your city as a matter of course.