Category: Planning & Policy

Infographics show CTA’s operating revenues and where fares go

The Center for Neighborhood Technology’s Abogo project, to inform people across the country about the link between their housing and transportation costs, created two infographics that show the source of the Chicago Transit Authority’s funds for operating, as well as how your $2.25 is divvied.

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Provided by Center for Neighborhood Technology. 

This infographic shows the funding sources for the CTA’s 2012 estimated operating budget. The CTA is required by state law to obtain 50% of its operating revenues from fares, but it appears that won’t be the case. The “Statutory Required Contribution” comprises the City of Chicago’s $3 million and Cook County’s $2 million.  Continue reading Infographics show CTA’s operating revenues and where fares go

How would you change the expressways in Chicago?

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The Bronzeville Gateway that’s hidden or shrouded on its north side by the Stevenson Expresway. Photo by Curtis Locke. 

The Metropolitan Planning Council (MPC) asked an unusual question on its Facebook page on Friday:

The Chicago area has a lot of expressways. In recent years, more new expressways have been built. If you were given as much money as you needed and were given the green light to implement any plans for the expressway system, what would you do?

Yesterday I was reading an article on Streets.MN, a land use and transportation blog, about removing urban highways in the Twin Cities (Minnapolis and St. Paul, Minnesota):

If the Twin Cities were to rid themselves of one highway, what one would it be? Or, what segment of one highway could be removed?

It noted that highways around the country have been removed over the past couple of decades, including the conversion of two elevated highways in San Francisco to boulevards (each was damaged in the Loma Prieta earthquake in 1989). It also linked to this list of 10 highway removal projects that may happen in the near future.

Then also on Friday, Congress for New Urbanism (CNU) president John Norquist (whom we interviewed in November 2011) presented a paper with Caitlin Ghoshal (also from CNU) titled “Freeways Without Futures: Possibilities for Urban Freeway Removal in Chicago“.

This white paper examines factors that make Chicago’s I-55/Lake Shore Drive and Ohio Street candidates for urban freeway removal.

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A 15-minute video of Norquist’s presentation at the Transport Chicago conference. 

I went back to the interview to find out what he had said about I-55 – Stevenson Expressway – and Ohio Street feeder ramp on the Kennedy Expressway:

The city collects no money from the Stevenson [whereas it collects taxes from retail-filled streets], and the buildings that are along it are depressed in value because it’s there. If the Stevenson east of I-94 was converted to a street more like Congress, a boulevard that connects to the street grid, that would add a lot of value to the city.

[…]

That’s until you get to Ohio, where the traffic engineers had their way and rammed a grade-separated highway all the way up to Orleans, which suppresses the property value all along it until you get to Orleans. So anything like [turning the Stevenson east of I-94 into a boulevard] will create the kind of urban complexity that people like.

I liked that idea so I responded with a brief answer on the MPC’s Facebook page:

We would replace the I-55/Lake Shore Drive connection with a boulevard so that the northern entrance to Bronzeville at King Drive is no longer in the shadow of a monstrous viaduct.

We would also convert the Ohio Street feeder ramp that connects the Kennedy to River North and points beyond with a similar boulevard so that traffic is calmer.

How would you respond to MPC’s original question about changing expressways in Chicago?

Updated June 4, 2012, at 16:55 to embed the video of Norquist’s freeways presentation from June 1, 2012. 

Does the City of Chicago do enough to keep pedestrians and bicyclists safe?

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“Biker Boy” by Alice Dubois. Alice’s paintings are on display this month at Charmers Cafe, 1500 W. Jarvis, and the Evanston Public Library, 1703 Orrington.

[Ed. note: This article was contributed by Carly Syms, a grad student at Northwestern University’s Medill School of Journalism. The piece also appears on the Medill Reports website. Carly completed her undergraduate degree at the University of Wisconsin. She eventually wants to get into sports journalism.]

Chicagoans are speaking out about the city’s active transportation initiatives amidst growing research that shows walking and biking to work can result in extensive health benefits.

One of the biggest improvement projects under way is the Bike 2015 Plan, which the city says is meant to “make bicycling an integral part of daily life in Chicago,” and for many residents, that begins with safety.

John Greenfield, co-founder of GridChicago.com, a blog dedicated to local transportation concerns, said that while many of the city’s initiatives have yielded positive results, there’s still room for improvement.

“Too much car traffic is one of the main obstacles to safe, pleasant conditions for walking, biking and transit use,” Greenfield said. “I’d like to see policymakers doing more to discourage driving and fund healthier modes.”

Continue reading Does the City of Chicago do enough to keep pedestrians and bicyclists safe?

CDOT responds to open letter about police enforcement; still waiting for replies from mayor, police

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Citations issued for blocking the bike lane vary from year to year. This FedEx truck blocks the Kinzie Street protected bike lane, the city’s first. 

In the open letter that Anne Alt and I wrote and mailed in early April to Mayor Rahm Emanuel, transportation commissioner Gabe Klein (CDOT), and police superintendent Garry McCarthy, we only received a reply from Klein. We don’t expect a response from the Mayor’s Office or the Chicago Police Department.

The letter has been pasted below.

The response from CDOT pointed out an inaccuracy in our letter’s data about the number of citations issued to motorists for parking in marked bikeways (bike lanes and marked shared lanes). The data, from the Department of Administrative Hearings, substantially undercounted the number of citations issued. The issue with this data is that it came from the wrong source and the numbers from that department likely represented contested citations.

Since receiving this letter, Grid Chicago has obtained new data, from the Department of Finance (known to most as the Department of Revenue). The number of citations issued for violating Municipal Code of Chicago 9-40-060, are as follows (rates in parentheses): Continue reading CDOT responds to open letter about police enforcement; still waiting for replies from mayor, police

Does the new “tied arch” bridge on Halsted encourage speeding?

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Approaching the new bridge from the south. Here there are two travel lanes, bike lanes and parking lanes.

When new bridges are built in Chicago, the Illinois Department of Transportation (IDOT) generally requires that they be built to accommodate projected traffic demands. The assumption is that in the future there will be more people driving than ever before, although most of us hope this won’t be the case.

So when the Chicago Department of Transportation (CDOT) rebuilt the North Damen Avenue bridge over the Chicago River in 2002, IDOT insisted that the old two-lane bridge be replaced with a four-lane, although Damen is generally only a two-lane street. But as a rule, if you give Chicago drivers the opportunity to speed, they will.

So it shouldn’t have been a surprise that as soon as the new bridge opened, motorists took advantage of the new half mile of wide open space between stoplights at Fullerton and Diversey to put the pedal to the metal. The speeding cars, plus the fact that bike lanes weren’t included in the project, turned a formerly bikeable bridge on a recommended bike route into a hostile environment for cyclists.

Continue reading Does the new “tied arch” bridge on Halsted encourage speeding?

CDOT unveils draft Streets for Cycling plan, but there’s still time for input

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On Tuesday at the first of several community input meetings before the Streets for Cycling 2020 plan is finalized, the Chicago Department of Transportation (CDOT) unveiled a draft map of locations for the 110 miles of protected bike lanes (PBLs) and 40 miles of buffered lanes to be built during Rahm Emanuel’s first term.

However, the meeting focused on a new concept, the Citywide 2020 Network, a comprehensive plan for 640 miles of bikeways to be created over the next eight years – more details on this in a minute. CDOT also unveiled a draft map of this larger network at the event, held at the Copernicus Center, 5216 W. Lawrence in Jefferson Park.

Although the Streets for Cycling community input process is nearly complete, there’s still time to provide feedback before the final plan is unveiled at the Bike to Work rally on Friday, June 15. After you finish reading this post, take some time to study the two maps. If you have suggested edits to the proposed bikeway locations, see the bottom of the post for several ways you can make your voice heard.

Continue reading CDOT unveils draft Streets for Cycling plan, but there’s still time for input