Tagneighborhoods

What should this area in Chicago be called?

The area is generally bounded by Harrison Street or Congress Parkway, Dan Ryan Expressway or Desplaines Street, Roosevelt Road, and the Chicago River.

The area is generally bounded by Harrison Street or Congress Parkway, Dan Ryan Expressway or Desplaines Street, Roosevelt Road, and the Chicago River.

Currently it’s called the South Loop, which is a neighborhood name. It’s in the “Near West Side” community area. See how the City of Chicago mapped the “South Loop” in the past when it used to keep track of neighborhood boundaries.

I think it should have a new name. It should not be called the South Loop because the commonly identified center of the South Loop is probably somewhere between Roosevelt and Harrison, and Michigan Avenue and State Street, very far from this area. It just might be the Roosevelt CTA station, which has over 12,000 boardings a day.

Saying that you’re going to some business that’s west of the river and saying that the business is in the South Loop would confuse a lot of people as to what its nearby.

It’s more of an industrial and commercial area that gained a lot of new big box (faceless) retail in the 2000s, so very few people live there. There are several stores that exist that came decades before the big box outlets; for fabric, clothing, shoes, and suits. It’s probably these independent store owners that can point to an older neighborhood name as they were the center of consumer commerce in this area.

It’s easy to give it a new name. Most of the housing is north of Harrison Street. It’s difficult to figure out how many people live here because the block groups for this area include more than the area in question.

It’s easy to argue that because of the land uses, it really has no current identifiable “place” or pattern that attracts people. I’d like to know more about its history and, South Loop being a modern name, its previous names.

What is gentrification?

Update: Read the discussion happening on YoChicago.com.

What is “a hipster”? The Secretary of Transportation, Ray LaHood, was called a hipster last because he likes bicycles a lot.

What is Pilsen? What makes Pilsen different or not different from any other Chicago neighborhood? Does it have a similar history to Wicker Park or Old Town, other art communes?

Photo of a found drawing about getting intimidating “white hipsters” out of Pilsen by Jared Kachelmeyer.

I lived in Pilsen for two years and then moved south to Bridgeport for another two years, still riding through Pilsen almost daily and doing my grocery shopping at La Casa del Pueblo (it’s very cheap). I’ve written about Pilsen a few times before, first on pollution and then on its sticky relationship to University Village.

Pilsen is known for its mural art: each one is a statement about life in Pilsen or life before or after Pilsen. They’re messages to visitors and to residents; reminders about leaders and struggles.

Bike friendly neighborhoods, in Chicago and beyond

Local professional bike commuter and amateur racer Brian Morrissey has written a series of guides to Chicago neighborhoods with a particular bicycle friendliness.

Think of these great neighborhoods to visit on your bicycle (they have bike facilities, bike shops, and they’re especially easy to get to) and spend some time there eating good food. I consulted Brian on one of the neighborhoods, where I lived for two years. I’ve written about Pilsen on my blog several times (and here). Even without all the wonderful burritos and the friendliest bike shop, I’d still call it my favorite Chicago neighborhood.

Here’s the list of Brian’s guides to Chicago’s bike friendly neighborhoods:

What neighborhood should he write about next?

What makes a neighborhood bike friendly? Let’s find out!

First, we’ll ask the League of American Bicyclists. The LAB uses a rating system akin to LEED certification of green buildings. And cities want to achieve bike friendly status just as much as developers want to achieve “green” status. Bicycle friendly communities must be able to demonstrate achievement in the five “E” categories.

  • Engineering – Infrastructure, facilities, bikeways, bikeway network, and accommodation of cyclists on roads.
  • Education – Programs to teach bicyclists, motorists; availability of information and guides.
  • Encouragement – How the community promotes bicyclist; BMX track, velodrome, Bike to Work Week, wayfinding signs.
  • Enforcement – Connecting law enforcement, safety, and bicycling.
  • Evaluation & Planning – Data collection, program evaluation, bike plan, and how to improve.

Next we visit Bicycling magazine to learn how they consider the Best Cities for Cycling (full list). The editors’ criteria is not as transparent as LAB, but I’ll take a crack at decoding their articles.

  • Visibility – Bicycling wrote this about Portland, Oregon: Just hang out in a coffee shop and look out the window: Bikes and riders of all stripes are everywhere.
  • Facilities – Chicago made the list, “Still The Best:” Richard Daley…has ushered in a bicycle renaissance, with a growing network of bike lanes, a bike station with valet bike parking, showers and indoor bike racks.
  • Ambition – Bicycling commended Seattle for having the goal to “unseat Portland as the best U.S. city for cycling.” Their bike plan calls for expanding the bikeway network to 450 miles.
  • Culture – In San Francisco, a lawsuit brought bikeway construction to a halt, but Bicycling says “[t]he local bike culture has stood strong, and the number of cyclists increased by 15 percent last year alone.”
  • Education – Because of Boulder’s Safe Routes to School Program, at least “one school reports that 75 percent of its students now bike or walk to school.”

Finally, on our journey to find out what makes a community or neighborhood “bike friendly,” we come to me. I’ll tell you it’s a combination of the built environment (infrastructure) and its wider connections (bikeway network), as well as the residents who bike and don’t bike (like motorists).

  • Infrastructure – A city must build on-street and off-street bikeways that increase the perception of safety. (I was unable to find any conclusive studies that attribute the presence of bikeways to lower fatality and injury rates, but I didn’t find anything that reported the contrary is true, so that’s good.) Secondly, when you arrive to your destination, you should find secure bike parking.
  • Network – When you built on-street and off-street bikeways, you must ensure they connect to each other. It’s discouraging to come to the end of a bike lane when it doesn’t reach your destination or another segment of the bikeway network. A good network leads to important and popular destinations, like major work centers and schools. Bicycling is more prevalent in areas with colleges and universities, see Baltes report (PDF). Almost as important as creating a network is publishing information about your network – where does it go and what should I expect to see or find on my route? A paper bike map showing the locations of local bike shops, parks, and schools goes a long way to assuage nervous bicyclists.
  • People – Lick your finger and put it up to the air to test the attitudes of those around you and how they feel about bicyclists sharing the streets with pedestrians and motorists. Residents supporting or hampering positive change to make bicycling a common activity or transportation and improve the safety of bicyclists is the most important way to determine how “friendly” a community is to bicycles and their riders.

If you’re familiar with those neighborhoods in Brian’s guides, try to apply the criteria sets from League of American Bicyclists, Bicycling magazine, and myself and do your own analysis of the bike friendliness in those neighborhoods.

What do you think makes a community bicycle friendly?

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