Tag: IDOT

Doorings in Chicago and NYC are still a sorry state but one of them is doing something about it

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The decal on a taxi window says “LOOK! For Cyclists”.

I don’t report on doorings as often as I report on non-dooring crashes* but I should as it’s something we can affect with road design, a common theme of my writings. There isn’t much to say about dooring at the moment, but an article published on Wednesday about a new campaign in New York City to reduce dooring incidents between taxi passengers and cyclists caught my attention. Then two other things caught my attention.

New York City awareness campaign

Transportation Nation reported on a new video advertisement and decal being shown in all 13,000 New York City taxicabs in an effort to reduce dooring crashes. All yellow cabs in the city have a small TV for passengers; they’ll soon show a short clip about looking for cyclists before opening the door. A window sticker will say the same thing.

The message not to fling cab doors open without first checking for bicyclists will be hammered home in a video message that will play on all 13,000 Taxi TVs (assuming passengers don’t turn them off first). “Take out a friend,” reads the message on the video. “Take out a date. But don’t take out a cyclist.”

Continue reading Doorings in Chicago and NYC are still a sorry state but one of them is doing something about it

Illinois traffic fatalities are up this year: What to do about it?

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Can you find anything “bad” or “could use improvement” about the design of this intersection between Ogden Avenue and an on-ramp to northbound Kennedy Expressway? There are clues in Notes below. 

Two weeks ago, a commenter asked about the LED signs on Illinois highways. This article from the Chicago Tribune tells what they’re showing:

When travel times and Amber alerts aren’t being shown on electronic message boards, a running tally of traffic deaths in Illinois is often displayed along highways across the state to remind motorists about the consequences of dangerous driving.

What are the other factors at play in this increase? Does dangerous design have a role? Or economic factors?

On Saturday, August 11, I went with a friend on the CTA Blue Line to Forest Park with our bikes; we got on the Illinois Prairie Path just a few hundred feet away from the train terminal, inside a cemetery. The bike ride was a reminder to me of the persistent road and trail design inconsistencies, within cities, within states, and across the country. I went on a road trip to Richmond, Virginia, during which I drove on the highways and local roads of 5 states. It seemed to me that the Manual of Uniform Traffic Control Devices (MUTCD), a federal document that every road, path, and bike lane builder in the country must follow (or obtain exemptions from), was lost or deleted. Continue reading Illinois traffic fatalities are up this year: What to do about it?

Mileage mystery: what does “90 miles outside Chicago” actually mean?

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Photo by Eric Stuve.

[This is a variation of a piece that also runs in Time Out Chicago magazine.]

Q: When a highway sign tells us Chicago is a certain number of miles away, from what point in the city is it measuring: the outermost boundary line or from, say, State and Madison, the zero point of the street grid?

A: Good question. The first lines from the 1999 earworm “Someday We’ll Know” by New Radicals have always bugged us: “90 miles outside Chicago / Can’t stop driving / I don’t know why.” Is the singer talking about the distance to the city limits or downtown? Illinois Department of Transportation spokesman Josh Kauffman says it’s the latter. “Highway signage typically refers to the distance to the main business district of city,” he says. “So in Chicago that would be the center of Loop.”

Kauffman couldn’t pinpoint exactly what intersection IDOT considers to be Chicago’s epicenter, but Amy Krouse, spokeswoman for Skokie-based Rand McNally, says mileage between cities is usually calculated from one city hall to another. Accordingly, both Rand McNally’s online mapping service and Mapquest.com locate their Chicago pushpins at LaSalle and Randolph, spitting distance from Rahm’s office. Now we know exactly what Elwood Blues meant when he said, “It’s 106 miles to Chicago, we got a full tank of gas, half a pack of cigarettes, it’s dark… and we’re wearing sunglasses.”

Mileage measurements are important to bicycle touring: when you see a sign that your destination town is X miles away, you want to know if that’s to the city center or the edge of town, because every mile counts when you’re pedaling.

Cyclists in Chicago crash less often than those in the suburbs

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This post is third in a series on crash data sponsored by Jim Freeman, a Chicago lawyer specializing in pedestrian and bicycle crashes. Read the other posts in this series. 

I recently came across an undated and unattributed article on an injury lawyer’s website about bike crashes. The website is designed to capture as many keyword searches about bike accidents and injuries as possible, and likely shares some its content with other injury lawyer websites around the country.

The article is titled Is bicycling in Chicago more dangerous than in surrounding Illinois counties?. Its URL gave away the publishing date as June 2012. I read the article and I decided to verify one of the claims made there:

Looking at 2010 data collected from all counties vs. Chicago, Illinois collar county bike riders were actually more likely than riders in Chicago to be involved in either fatal or incapacitating bike accident!

It’s true. At least based on the data that is collected.

Here’s some background on the kind of data that is collected: Every 10 years, the Census Bureau conducts the decennial census and asks the entire population in the United States to list the transportation mode they typically used  to get to work in the previous week for the longest distance. Every year (starting in 2005), the Census Bureau asks the same question but for a smaller portion of the population in the American Community Survey (ACS). The intention of ACS is to replace the decennial census to give researchers the same quality and breadth of data every 5 years instead of 10.

Aside from the shortcomings in the data based on that question (typical mode to work for the longest distance), it doesn’t count what modes people use to get everywhere else. The Travel Tracker Survey tells us that households in Cook County make an average of 9.1 trips per day (and the average household in Cook County has 2.6 people) – that’s 3.5 trips per day, and not all of them are to and from work.

Data that could better show the likelihood of getting into a crash is “bicycle miles traveled”. This measurement would ignore trip purpose and destination and simply tell how often people are cycling in the streets, exposed to the possibility of being involved in a crash with an automobile. Another useful measurement would be “ridership”, that is, how many people are cycling each day for any trip purpose. We’ve discussed how Chicago currently counts people riding bikes.

Without those data, though, planners rely on commuting data as a proxy for the number of people outside on a bike each day (well, each weekday). Below is verification of the claim that people outside Chicago and outside Cook County have a higher probability of being in a crash.

For every 1,000 people counted by the ACS who commuted to work by bicycle, the following number of people were involved in a crash in 2010 in which they received an incapacitating injury or died:

  • Chicago: 10.68 people
  • Cook County, including Chicago: 11.92
  • Cook County, excluding Chicago: 15.27
  • Collar counties*: 21.10

The same trend is present when looking at receiving any kind of injury from a bicycle crash with an automobile: those in Chicago are less likely to experience an injury than those in surrounding counties.

For every 1,000 people counted by the ACS who commuted to work by bicycle, the following number of people were involved in a crash in 2010 in which they received an injury:

  • Chicago: 109.96 people
  • Cook County, including Chicago: 116.12
  • Cook County, excluding Chicago: 132.73
  • Collar counties: 126.38

Download the spreadsheet I created to calculate these figures (.xls).

The spreadsheet contains other data, including density, average number of vehicles available per household (as you might guess, Chicago has the lowest number of vehicles available per household), mode share of bike commuting, and population. The low likelihood of crashing while bicycling in Chicago appears to be correlated with the city’s higher mode share of bike commuting, but also seems related to its population density and the lower number of vehicles available per household. There is safety in numbers.

* The collar counties are DuPage, Kane, Kendall, Lake, McHenry, and Will. These are the counties in the Chicago Metropolitan Agency for Planning (CMAP) research area.

N.B. All data here are estimates from a sample of the population and are subject to error margins. All demographic data is collected in the 2008-2010 3-year American Community Survey, and downloaded from either CMAP’s website (transportation modes, household size, vehicle availability), or the American FactFinder. Crash data is only from 2010, from the Illinois Department of Transportation (IDOT).

Photo shows people cycling in Blue Island, Illinois, adjacent to the southern border of Chicago. Photo contributed to our Flickr group by Jane Healy.

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?

Help us pick the infrastructure to research and report on

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Sidewalk conditions on the Torrence Avenue bridge. The bridge is apparently slated to be replaced. Photo by Eric Rogers. 

On Monday, Illinois Secretary of Transportation Ann Schneider announced the state’s multi-year multi-modal transportation plan and a list of all projects it intends to build. I looked through the District 1 list and picked out 29 projects to happen (or start) in Chicago from now until 2015.

My list is here which includes 1 pedestrian, 2 rail, 6 transit, and 20 road projects. The Illinois Department of Transportation (IDOT) website lists all projects in the plan. Note that rail and transit projects are listed separately from road (and pedestrian overpass) projects.

Read through my handpicked list of projects and leave a comment telling me the project(s) about which you want to learn more. A sampling of the projects in the list:

  • Bridge replacement at Torrence Avenue at the Calumet River. This bridge is part of a recommended bike route and connects to the Burnham Greenway via 126th Street. It should be made bike friendly. The bridge deck is made of concrete, but the lanes are too narrow for comfortable cycling and the sidewalks are a mess.
  • 31st Street bridge replacement over Metra Electric tracks. The beach and playground here are popular destinations, and many people access the Lakefront Trail here. The bridge has two big bumps at the disintegrating joints at both ends of the bridge. CDOT has proposed protected bike lanes for this street segment, part of Wells Street to Lakefront Trail.
  • Resurfacing Noble Street from Augusta Boulevard to Erie Street. I’d like to recommend a change in this project: extend it north to Milwaukee Avenue, turn the segment from Milwaukee to Augusta into a two-way for bicycling (many people already ride against traffic here because it provides convenient access to Augusta Boulevard and Chicago Avenue, two blocks south), and make the street a bike boulevard. This street is very wide, yet has low traffic. The street should be modified to ensure appropriate traffic speeds.
  • Resurfacing Canal Street from Roosevelt Road to Cermak Road. This is a great opportunity to fix a gap in the bikeway network. A bike lane currently exists from 14th Street to approximately 17th Street, prematurely ending before the 18th Street cycle track. The road has a width compatible with a good diet plan, reducing the number of non-bike lanes and created a protected bike lane. The street is no longer used for Maxwell Street Market and can finally receive the quality bike lane due to it.

I excluded some projects because they are already under construction, like Fullerton Parkway at the Lincoln Park lagoon.