Category: Environment

Paths of least resistance, part two

On the same day I wrote about “paths of least resistance” in a “Tuesday Roundup,” linking to a post on Discovering Urbanism, Boing Boing posted about “pathways of desire,” referencing this article on Sweet Juniper about the walking paths found after the snow is gone in Detroit.

From Sweet Juniper: “Gaston Bachelard called these les chemins du désir: pathways of desire. Paths that weren’t designed but eroded casually away by individuals finding the shortest distance between where they are coming from and where they intend to go.”

Photo: In 2006 I went on a tour of Chicago via a chartered Chicago Transit Authority train. Part of the tour traveled along the Green Line. From above, you can see many of the trails people paved. Using Google Maps’ satellite imagery, I took a screen capture of 50th Street and King Drive and marked all of the unofficial walking paths I could see.

And, “it is an urban legend on many college campuses that many sidewalks and pathways were not planned at all, but paved by the university after students created their own paths from building to building, straying from those originally prescribed.”

Photo: From the top of University Hall, you can see all of the constructed diagonal paths surrounding the quad on the University of Illinois at Chicago’s East Campus. You can see at least four cemented “pathways of desire” in the photo.

You may also know these footpaths as “intention lines.”

Photo: A worn path or intention line through the snow in Ottawa, Ontario, Canada. Photo by Richard Akerman.

Motoring is triple threat to bicycling and the environment: Reader updates

In Motoring is triple threat to bicycling and the environment, I showed pictures of how motorists and their steel boxes destroy street infrastructure, including trees and bike racks. I asked for reader submissions.

Lee of Car Free Chicago sent in these two photos of a traffic collision at Sheffield and Belmont in the Lakeview neighborhood of Chicago, Illinois:

Tree cracked and knocked over by motorist.

Richard of Cyclelicious linked me to two photos he took showing the damages motorists cause:

City crews are out to replace a damaged stop sign in Colorado.

The motorist who caused the downed power lines seen in this photo unfortunately suffered a heart attack while driving in California.

Motoring is triple threat to bicycling and the environment

Location: Northwest corner of Clark Street and Congress Parkway.

This photo shows the damage that automobiles inflict on our cities, environment, and, closest to my heart, bikes and bike parking.

An errant motorist jumped the curb and crashed first into the tree, then the bike rack, and finally the bike parked here. The LaSalle Blue Line station entrance is just steps away (in the background). Imagine the fate of a bicyclist who might have been locking their red Schwinn road bike to the bike rack only to find a 2-ton metal box hurtling in their direction. This photo makes clear how driving is a threat to so many aspects of our streets.

The collision had a direct monetary cost. The city will most likely pick up the tab for everything except replacing the bike. Here’s what I surmise from the photographed scene:

  • Tree removal and replacement: >$1,000
  • Bike rack removal and replacement: $450 ($300 for a new one, $150 to remove)
  • Vintage Schwinn: $200
  • Bike removal: $50
  • Cleanup: $150
  • Total: At least $1,850

Please drive carefully. Send me your photos of the automobile imposition – reader updates are here. But wait, I’ve encountered this again and again:

Location: Northwest corner of Elton Avenue and Cicero Avenue.

Location: Northwest corner of Lawrence Avenue and Kostner Avenue in front of Chicago Public Library, Mayfair branch.

UPDATE: Thanks for the mention, BikePortland.

Increasing the City of Chicago’s tree canopy

The assignment: You are on a team working with the City of Chicago on increasing the City’s tree canopy from just under 15% to 25%. What would you recommend? Please bear in mind that most city staff feel that they have covered most city owned land and that to reach the goal they will have to get private landowners to plant the trees. How can we get them to do this? What types of parcels present opportunities?

The class: Sustainable Development Techniques

How the class works: The professors invite working professionals to speak to the class each week. After the lecture from these guests, a short discussion ensues. The guests design the homework questions. The following week, the class discusses their responses with each other and the professors.

I’ve identified four parcel types that present opportunities to increase the City of Chicago’s tree canopy from 15% to 25%.

1. Existing surface parking lots, both private and public
2. New surface and multi-level parking lots, both private and public
3. Schools, both public and private
4. Condemn private lots

1. The team will inventory private and public surface parking lots. Using demand survey data, the team will identify specific lots and direct them to reduce the number of spaces by half the difference between demand and availability. The team will select the spaces where trees will be planted at no cost to the parking lot owner. Alternatively, the parking lot owners can choose to purchase and install secure, sheltered bicycle parking on the spaces where trees would have been planted. Owners must install this facility at their own expense but may charge for its use.

The owners choose between a no cost option that potentially reduces their income, or a cost option that potentially reduces their income. Both options would potentially reduce carbon or carbon emissions associated with the parking lot.
2. The team will recommend zoning code changes that reduce the number of required auto parking spaces for new parking lots, increase the number of bicycle parking spaces, and improve the zoning code’s accommodations to alternative fuel, hybrid and shared car spaces. The code will require that builders plant trees in the space that would have been built as auto parking. The code will specify best tree planting practices so the builders plant trees in places on the parcel where it will live.

Parking lots will become useful to a larger number of users, and reduce carbon in the atmosphere.

3. Many schools have land paved with asphalt, acting either as a playground or parking lot for staff. Under a district (or diocese) and City-wide plan to reduce carbon emissions and improve the health of staff, schools will install sheltered bicycle parking on a small portion of the asphalt, and then remove a large area of asphalt. They’ll replace the removed asphalt with grass and trees. Principals will make up the first group of staff to adopt alternative commute methods (which can include carpool, vanpool, transit, walking or bicycling), starting with at least two days per week.

Students will receive a kid-friendlier playground. School staff will reduce their carbon emissions. Schools will help reduce their contribution to the urban heat island effect. New trees will reduce carbon in the atmosphere.

4. Lastly, the City will condemn private lots and convert these to urban forests. The team will first identify residential areas, and then commercial areas. Communities identified by the team to receive urban forests can choose to have and operate a farm or garden instead. The City will provide relocation assistance to all residents of a blighted or energy inefficient building who decide to move to a denser part of the city. The City would then condemn the lot and building, aggregating it into the forest. A variation of this plan includes strategic placement of the trees: The trees can be planted in such a way on the parcel’s perimeter that would permit a new parcel owner to build a new, energy efficient home on the lot.

I feel unclear about the consequences of this strategy. Will the new urban forests raise, lower, or leave alone property values? Will property owners appreciate a rise in property values? Will they feel their neighborhood has improved? How will the forests affect crime and other neighborhood activities?

Pollution fighting bike lane, coming soon to Pilsen

Rendering of the project by CDOT. See all photos about this project.

A planner from the Streetscape and Sustainable Design Program in the Chicago Department of Transportation (CDOT) came to speak to my Sustainable Development Techniques class at UIC about adding “green” to urban design.

Among other topics, he talked about CDOT’s streetscape project for Cermak and Blue Island in Pilsen, a near southwest side neighborhood a couple miles outside of downtown Chicago. The project, like all streetscapes, is one of economic development. But this project is unique in that the goal was to look at every element and make each as green and sustainable as possible.

You can read about the project through the Program’s presentation here (Flash slideshow). Please note there are many versions of the same presentation on the web and each my be different depending on their intended audience.

I will be discussing a single showcase element from the project: A bike lane on Blue Island between Ashland and Western where currently one does not exist. The bike lane and the adjacent parking lane (on the bike lane’s right side, as normal in Chicago) will be constructed with permeable pavers mixed with smog eating concrete. Wait? Smog eating concrete? Keep reading!

The bike lane will begin at Ashland/Cermak/Blue Island, a well-traveled intersection for heavy trucks, three bus routes, and many passenger cars. The bike lane will connect Pilsen to Little Village and extend the existing bike lane on Blue Island in Pilsen’s central shopping area. This segment is also a designated truck route and to safely accommodate the parking lane, bike lane, and travel lane, the road will be widened by reducing the width of the sidewalks. The sidewalks here are 20 feet wide, double the standard width, and four times wider than sidewalks in many parts of Chicago. There’s very low pedestrian volume here and very little residential use so the plan is to have 8 foot wide sidewalks, and a 5.5 foot planter, breaking occasionally for bus stop shelters.

The bike lane will be 5 feet wide (including striping) and the parking lane will be 8 feet wide. The novel part of the two lanes is that they will be made with permeable pavers.

This will be the first paver bike lane in the City of Chicago. The blocks will be oriented so that bicyclists feel the least amount of bumps and won’t get their tire stuck in a groove that could harm.

The smog eating concrete’s trade name is TX Active, invented by Italcementi Group, a large, multinational corporation founded and based in Italy. Since the original installation of TX Active cement on the Dives in Misericordia Church in Rome (designed by Richard Meier), Italcementi has developed two lines of photocatalytic cement, only one of which reduces pollutants in the area (TX Arca). The other cement is for architectural uses helps keep the concrete surface clean from dirt and particulate matter.

CDOT will use the second line, TX Aria, in the top half inch of the pavers. The company has tested the product to demonstrate its effectiveness at reducing the presence of Nitrogen Oxides (commonly written as NOx, a family of toxic substances emitted by internal combustion engines) and published its laboratory results in an easy to follow report on its website (PDF). The technical report goes into more details and explains how the process works (through photocatalysis) and what substances their product can be designed to diminish. The technical report is unclear on whether or not all forms of the TX Active product abate all substances. It may be that the maker only tested its effects on Nitrogen Oxides levels.

I look forward to watching the construction progress and to breathing the cleaner air while bicycling to a new destination in Pilsen.