Category: Infrastructure

Fall bike lane construction update

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A Marking Specialists work truck in the Marshall Boulevard bike lane it just helped create (they work on weekends, too!). 

Chicago Department of Transportation staff and its contractor Marking Specialists have been busy this summer and fall, striping miles of conventional, buffered, and separated bike lanes in Chicago. This post documents all of the new bike lanes we haven’t yet featured prominently, some of which are likely still under construction as the photos were taken between 1 and 4 weeks ago.

Sacramento Boulevard, 24th Boulevard, Marshall Boulevard

Still to come on this project through Little Village, Lawndale, North Lawndale: Douglas, Independence, and Hamlin Boulevards. It connects with a short, separated bike lane on Jackson Boulevard between Independence Boulevard and Central Park Avenue. The Central Park Avenue bike lane then connects north to separated bike lanes on Lake Street and Franklin Boulevard. Collectively these bike lanes are called “West Side Boulevards”. I like how this new separated bike lane “goes places”: through and to residential neighborhoods, past schools and parks.

People parked their cars in the bike lane, which we’ve found to be typical for under-construction separated bike lanes. The pavement quality issues that Franklin Boulevard suffers from are present on this project as well, in multiple locations (there’s a small bush growing in the bike lane a few feet before your reach a large pothole). I look forward to seeing the ultimate design created at the intersections and high-speed curves in Douglas Park and the pavement issues corrected. This project is likely still under construction.

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A separated bike lane on Marshall Boulevard, looking south at a Pink Line viaduct. It’s parking-protected in some locations. In this photo, new parking spaces are created where none previously existed.  Continue reading Fall bike lane construction update

Might as well Jump! The CTA debuts a stepping-stone to bus rapid transit

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I’d been looking forward to riding the new J14 Jeffery Jump bus service for a few weeks now. It was a chance to participate in a small but significant turning point in the history of the CTA. The Jump is a new express bus along Jeffery Boulevard (2000 East) on the South Side, incorporating several elements of bus rapid transit (BRT) and hopefully paving the way for full-blown BRT downtown, on Ashland Avenue and/or Western Avenue within a few years.

In a nutshell, BRT brings buses up to subway-like speed via special infrastructure on the existing roadway, at a fraction of the cost of creating new rail lines. Ideally, BRT includes dedicated bus lanes, center running buses, stations in the median where customers pre-pay before boarding, traffic signals that turn green when a bus approaches and other features.

The Jump, funded by an $11 million Federal Transportation Administration grant, is essentially BRT lite, but it’s definitely a step in the right direction. Dedicated bus lanes only exist on a portion of the sixteen-miles Jeffery route, a two-mile stretch from 67th to 83rd Streets, and only during rush hours. From 7 – 9 am weekdays, parking is banned on the east side of the street to accommodate inbound bus traffic, and vice versa for outbound buses during the evening commute from 4 – 6 pm.

Continue reading Might as well Jump! The CTA debuts a stepping-stone to bus rapid transit

Business as usual: Wells Street bridge closure detour falls short of “8 to 80” bike planning

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A variable message sign on Wells Street at Hubbard directs traffic to LaSalle Street. There was no sign directing bicyclists, which is odd because this route on June 26, 2012, saw 679 riders from 7-9 AM at Chicago Avenue. 

The Wells Street bridge closed on Monday, November 5, to all traffic (the sidewalks were open in the morning) so that the bridge can be rebuilt; a new concrete deck will be constructed providing a safer surface for bicycling. The Chicago Department of Transportation estimates construction will finish by December 1, 2013. To reroute traffic, CDOT posted a map and plan showing different detour routes for different transportation modes: one each for pedestrians, bicyclists, drivers, and bus operators.

Information on the street, however, doesn’t match the plan. People on bikes are directed by the map to turn left from Wells Street onto Kinzie Street and then use Clark Street to cross the river. Yet a variable message sign on Wells Street directs Wells Street traffic to use Illinois Street. One Grid Chicago reader told us that changing lanes on his bicycle, during morning rush hour, from the bike lane on Wells Street to make a left onto Kinzie Street was difficult because many drivers were not turning left onto Illinois Street; in the subsequent days he took Clark Street from the north but found traffic to be worse. Continue reading Business as usual: Wells Street bridge closure detour falls short of “8 to 80” bike planning

Active Trans takes an active role in supporting the growth of green lanes

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Lee Crandell in the Kinzie Street protected bike lane. This photo and Jackson bike lane image are by John; all others are by Steven.

[This piece also runs on the website of the Green Lane Project, an initiative that is promoting protected and buffered bike lanes nationwide, sponsored by the national advocacy group Bikes Belong. The term “green lanes” refers to protected and buffered lanes and other innovative bikeways.]

After a lull earlier this fall, the Chicago Department of Transportation (CDOT) is moving full speed ahead expanding the city’s bikeway network. Mayor Rahm Emanuel has committed to building 150 miles of green lanes (110 miles protected and 40 miles buffered) by 2015. Earlier this year CDOT bikeway project director Mike Amsden told me he hoped to reach a total of thirty miles of green lanes before construction season ends this year.

The department recently striped several new stretches of buffered lanes on Chicago’s North, South and West sides. Crews are currently finishing a 1.3-mile section of protected lanes on 31st Street, as well as a continuous 3.5-mile network of protected lanes along the city’s historic boulevard system. Another ten miles of green lanes are still on the table for this fall, including a “game-changing” two-way protected lane on Dearborn Street through the heart of downtown. With the current flurry of activity it’s very possible CDOT will win its race against time.

Continue reading Active Trans takes an active role in supporting the growth of green lanes

In Obama’s second term, distinctive transportation policy must change focus to walking and bicycling

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Barack Obama and his family on stage at McCormick Place last night. Photo by John Tolva. 

President Obama was elected to a second term yesterday, defeating former Massachusetts Governor Mitt Romney. We are glad for this as we believe it will maintain the excellent ideas, initiatives, and enthusiasm for sustainable transportation for at least four more years. President Obama hired Ray LaHood to be the secretary of transportation. Partnering with the Department of Housing and Urban Development (HUD) and the Environmental Protection Agency, the U.S. Department of Transportation crafted six livability principles that changed how grants would be distributed.

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This Amtrak Lincoln Service train will be moving a bit faster this year. Photo by Eric Pancer. 

The Obama administration created the first-ever plan for high-speed rail corridors and after Congress passed the American Recovery and Reinvestment Act (ARRA, “stimulus”) in 2009, Illinois rebuilt hundreds of miles of track from Chicago to St. Louis, Missouri, to speed up its busiest passenger train line. The plan is the best chance for European and Asian-style high-speed rail to connect Midwest cities, giving people more options and alternatives over driving with expensive gas and unfairly-subsidized roads.

Continue reading In Obama’s second term, distinctive transportation policy must change focus to walking and bicycling

Wells Street bridge to close next Monday, November 5, with bike detour on Clark Street

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Clark Street now has bridge plates for bicycling and is part of CDOT’s recommended detour for bicyclists who travel south on Wells Street to south of the Chicago River. Photo taken October 30, 2012. 

The Chicago Transit Authority and Chicago Department of Transportation (CDOT) jointly announced in a press release today the yearlong closure of the Wells Street bridge. The press release detailed the two, short duration closures in the spring of the CTA Purple and Brown Lines to repair Tower 18. CDOT published an accompanying map of the detours that will go in place which include a route for bicyclists to travel south on Clark Street where new bridge plates have been installed. According to Alderman Brendan Reilly’s newsletter, the project completion date is no later than December 1, 2013.

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Photo of poor quality pavement taken September 4, 2012. 

Grid Chicago has contacted CDOT to ask that the potholes, cracks, and uneven pavement on Clark Street in the right-most lane before the bridge be repaired. Dan Burke, deputy commissioner of the division of engineering at CDOT said over the phone they would send paving crews to the spot within a week.

View this rapidly created Google Maps of the Wells Street detour in a larger screen. The thick blue line represents the recommended detour for bicyclists; LaSalle Street is another option but lacks bridge plates (about half of the bridge has a concrete deck). It was adapted from a CDOT-issued map (.pdf).

Updated October 31 to include the information about potholes and completion date.