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How far can a protected bike lane go in the 1st Ward

May 25, 2011 / / 0 Comments

Now’s the time to start imagining a future Chicago that has a protected bike lane on the busiest and most crash-prone street for bicycling in Chicago. And 1st Ward Alderman, Joe Moreno, seems to have gotten the wheels turning.

This is what a cycle track or protected bike lane on Milwaukee Avenue between California Avenue and Division Street might look like; the whole stretch is in the 1st Ward. If I had the skills, I would photoshop in some bollards or Jersey barriers making it look similar to this lane in Brooklyn.

Actually, this is what it would look like. Thank you Nate Lynch for creating it. 

The overarching challenge of creating such a facility, which would make bicycling through a bit safer by eliminating most doorings, is dealing with Chicago Parking Meters, LLC (CPM). If you’ve been living out of the country or under a rock, it’s the company owned by a bank or two and leased Chicago’s on-street parking spaces and revenue collection system (the city still gets to collect the fines). CPM essentially owns the space. And if we want to do something with that space, we either have to buy it back through an annual fee or trade them equivalent performing (expectedly) spaces elsewhere that aren’t currently controlled by parking meters.

When asked about this problem on April 20, 2011, at the Boiler Room in Logan Square, Alderman Moreno said, “Fuck, em.” John Greenfield has the full story:

“Six years ago Chicago was ahead of Seville in terms of biking,” says Moreno. “Now Seville has physically separated bike lanes and a bike-sharing system, and they’ve closed down their center city to cars. It’s so easy to bike there, everybody’s doing it: old people on adult tricycles, young men in suits and women in heels.”

“What I meant was, this is 2011. I’ve talked to Rahm Emanuel and he’s on board with moving forward in a bold direction, so I’m not going to stop,” Moreno told [John]. The alderman says he might be willing to swap LAZ’s lost parking spaces for a high-density garage on Milwaukee. “I say to them, if you want to be part of the solution, great. If not, feel free to sue the city.”

Please send your support to Alderman Moreno.

As a first location for a protected bike lane under Mayor Rahm Emanuel’s 100 days plan, I don’t support choosing Milwaukee. It will take too long to get paint and bollards on the ground here while Grand, Clybourn, or Blue Island Avenues pose fewer barriers.

Chicago is the First City when it comes to permeable paving

May 23, 2011 / / 29 Comments

The New York Times wrote on Sunday about the Pilsen pollution fighting bike lanes I’m really gung-ho about. They didn’t provide any new information, failing to even mention their location. But they did publish an excellent 3D graphic showing how it works! (The article’s main focus is how Chicago is predicted to become hotter and wetter, “more like Baton Rouge”, and how city planners, geniuses all, are working on this problem.)

First, here’s a photo of what the bike and parking lanes look like now, both made with a topper created by Italcementi that removes nitrous oxides from the air:

Pollution fighting bike lane in Pilsen (7 of 12)

Then take a look at this diagram showing the streetscape design on Blue Island between Wood and Ashland (still under construction).

Hat tip to The Car Whisperer – “Chicago may stop paving streets altogether in ten years”.

Can we standardize rules about bikes on trains?

May 20, 2011 / / 0 Comments

Every transit agency across the United States has different rules about bikes on trains.

I think every bus operator with front bike racks has the same rule: “all day, every day”. But taking your bike on the train is a different story.

In San Francisco, there’re three operators with three sets of rules:

MUNI, a city agency, doesn’t allow bikes on trains, ever. I almost learned about it the hard way. I was returning from downtown on Market Street to my temporary apartment in the Castro District and I took my bike into the MUNI subway. I entered the station without seeing a sign or a staff member that would indicate I couldn’t do this. While walking along the platform, I saw a rules board and noticed no bikes. The trains were not busy, but they’re also not very big. I can see where some people would say, “Oh, I’m new here and I didn’t know”.

But that’s not me. I went upstairs and rode the bike all the way home.

Update May 26, 2011: Streetsblog SF tells us that MUNI will now allow folding bikes on the light rail trains.

BART, a state-controlled transit agency, allows bikes on their trains most of the time. Just not at certain stations, at certain times, and in certain directions. You either memorize these restrictions or carry a brochure.

And BART trains run on broad gauge track making them wider than all other rail transit vehicles in the country. This makes for a lot of space – dedicated space!

Finally, there’s Caltrain, a commuter/regional rail system operated by a joint committee of three transit operators. They seem the least restrictive: every train has a bike car or two, capable of holding about 40, 48, or 96 bikes. “But by the end of 2011, every gallery train set will have two bike cars, allowing for 80 bicycles minimum.” (See last photo.)

In Chicago, the Metra (like Caltrain) and Chicago Transit Authority (CTA, like BART and MUNI) have their own rules that differ from each other and from above.

It’s quite simple to remember the rules of one transit agency, but to be subject to the rules of two or three makes bicycling with rail transit a bit more complicated. The size and design of train cars has a big influence on rule making, but so does politics – the Active Transportation Alliance, né Chicagoland Bicycle Federation, had to lobby the state and the transit agencies here in Chicago to open up their trains to bicycles, and to further liberalize the rules as the agencies became more comfortable.

National or regional planning efforts could ensure that the designs of future or upgraded transit systems follow guidelines that “standardize” the rules of bringing bikes on board. The first step in this direction could be a dialogue between BART and CTA about carrying bicycles onto escalators:

BART did its own study on the “safety issue” years ago and concluded that escalators and stairs were equally safe for cyclists to use in BART stations. (Via Cyclelicious)

The rule banning bicycles from escalators is expected to be lifted this year. The CTA, and other rail operators, could review BART’s study and come to the same conclusion.

Photo of a loaded Caltrain bike car by Richard Masoner.

A smarter marathon

May 19, 2011 / / 0 Comments

What if you could use your smartphone to identify runners in a marathon, get their stats and home country, know why they’re running and donate to their cause?

It’s another idea from the geniuses at the School of the Art Institute’s “Living in a Smart City” class with professor George Aye.

Other ideas in this project included using a new kind of tracking method that pings your spectating family and friends about your current or upcoming location so they can more easily find you. Or grouping runners into “pods” at the end so runners can meet their parties at the end of the race, saving time and eliminating the need to get to a phone.

What is gentrification?

May 18, 2011 / / 0 Comments

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.