A “house” in Bridgeport at 3302 S Normal Avenue. The photographer, Eric Allix Rogers, noted in the caption that he saw on the Recorder of Deeds website that it was in foreclosure (in 2010).
When you vote in Cook County the general election this fall, which has already started here, you’ll find a question on the ballot asking you if the Recorder of Deeds office should be folded into the Clerk’s office.
It should.
The referendum is binding, and would take effect in 2020, the year of an election for a county recorder. There’s an election this year for county recorder and incumbent Karen Yarbrough is the only candidate.
The move will save taxpayer money, according to the Civic Federation, but which Yarbrough doubts. The consolidation is one step towards having a single office manage all of the county’s property records.
Currently four offices – all of which are elected – manage information about property: The recorder keeps track of property ownership and transaction; the assessor determines property value; the treasurer collects property taxes; and the clerk sets the tax rates.
Yarbrough deserves credit for the electronic record keeping innovation she brought to the office. A consolation is a further innovation. Yarbrough is correct that the recorder and clerk offices don’t have overlap, but there are efficiencies that can be devised and implemented as these two offices – along with the other two offices – exist for the same purpose: to collect property taxes.
Chicago Cityscape also advocates that the four property tax offices adopt open data policies that make property ownership, value, and tax rate info accessible.
Most of the urban block pattern in Barcelona is this grid of right angles (like Chicago) with roads between blocks that range from small to massive (like Chicago). Barcelona’s blocks, called “illes”, for islands*, are uniform in size, too. This part of Barcelona is called Eixample, designed by ldefons Cerdà in 1859.
The city is rolling out its urban mobility plan from 2013 to reduce noise and air pollution, and revitalized public spaces. Part of this plan is to reduce car traffic on certain streets in a “superblock” (the project is called “superilles” in Catalan) by severely reducing the speed limit to 10 km/h.
My favorite quote from the video is when someone they interviewed discussed what tends to happen when space for cars is converted to space for people:
“What you consistently see is when people change their streetscapes to prioritize human beings over cars is you don’t see any decline in economic activity, you see the opposite. You get more people walking and cycling around, more slowly, stopping more often, patronizing businesses more. That center of social activity will build on itself.”
A superblock is a group of 9 square blocks where the internal speed limit for driving is reduced to 10 km/h, which is slower than most people ride a bicycle. That’s the second phase, though. The first phase reduces it first to 20 km/h. During phase 2, on-street parking will disappear. In addition to the reduced speed, motorists will only be able to drive a one-way loop: into the superblock, turn left, turn left, and out of the superblock, so it can’t be used as a through street even at slow speeds, “allowing people to use the streets for games, sport, and cultural activities, such as outdoor cinema” (Cities of the Future).
A grid isn’t necessary to implement the “superblock”; it can work anywhere.
In Ravenswood Manor, the Chicago Department of Transportation is testing a car traffic diverter at a single intersection on Manor Avenue, where drivers have to turn off of Manor Avenue. This effectively creates a small superblock in a mostly residential neighborhood, but one that is highly walkable, because schools, parks, a train station, and some small businesses are all within about four blocks of most residents.
The trial is complementary to an upcoming “neighborhood greenway” project to use Manor Avenue as an on-street connection between two multi-use trails along the Chicago River.
The Vox video points out that “walkable districts are basically isolated luxury items in the United States”. I agree that this is often the case, although NYC, pointed out as a place where people spaces are being made out of former car-only spaces, is spreading its “pedestrian plaza” throughout all boroughs.
Ravenswood Manor is a wealthy area, but the reason this project is being tried there and not one of the dozens of other places where a lot of car traffic makes it uncomfortable or dangerous to walk and bike is because of the need to connect the trails.
These temporary car traffic diverters are set up at Manor Avenue and Wilson Avenue to force motorists to turn off of Manor Avenue while still allowing bicyclists and pedestrians to go straight. Photo: John Greenfield
The diverter should drastically reduce the amount of through traffic in the neighborhood. Its effect on motorists’ speeds will be better known when CDOT finishes the test in November.
A worker installs a barrier identifying the entrance to a “superilla” (singular superblock) last month. Calvin Brown told me, “I prefer the name ‘super islands’ because it is more poetic and captures the peaceful setting that they create.” Photo via La Torre de Barcelona.
I see a connection between the “superilles” plan in Barcelona, and what CDOT is piloting in the small neighborhood. The next step for CDOT is to try iterative designs in this and other neighborhoods and start converting asphalt into space for other uses, but we may have to rely on local groups to get that ball rolling.
I had the great fortune of visiting Barcelona a year ago, and I had no idea about the plan – but I was impressed by Cerdà’s design of Eixample. I will return, and next time I’ll spend a little time bicycling around.
Taking regional trains from a city of 12,000 to a city of 155,000 is a piece of cake
Trams and buses run frequently to and from the Heidelberg Hauptbahnhof (main station) in the German state Baden-Württemberg. In the story below, this is the origin of a trip by tram. And it’s one of the stations highlighted in an interactive map that you can learn how to make with Transitland’s API, the Tangram Play map style editor [which is no longer available], and a bit of QGIS too.
In June my sister and I traveled to Germany. I went to visit a friend I met in Chicago and it was my sister’s first trip in Europe. We stayed with my friend in Ladenburg, a village of about 12,000 people in the state Baden-Württemberg, and equidistant to Mannheim and Heidelberg.
Ladenburg has a train station with three tracks and two platforms. During our stay there the third track was under construction. We visited Heidelberg twice, taking trains from Ladenburg on both days.
We traveled at the same time each day – between 12:00 and 14:00 – so it caught my attention that the second journey into Heidelberg – a city with a large, well-known university – took a different route than the trip the day before.
On the second day the same trip – starting in Ladenburg and arriving in Heidelberg – had us taking a different route by requiring a transfer at the Mannheim-Seckenheim station.
For a city of 12,000, I was impressed that there was regional train service six times per hour between Ladenburg and Heidelberg. Back home, in Chicago, commuter trains come once an hour outside of rush hour periods.
Integrated transit service increases frequencies
The train service and connections were so incredibly well-timed and on-time that we waited less than eight minutes between trains. Overall the two-train journey took about 12 minutes longer than the single-train journey the day before, and, owing to good fare integration, cost the same. Two of the train services each hour are 15 minutes, non-stop. Our service, part of two other services each hour, was 27 minutes, including the eight minutes transfer, and the third service with twice-hourly trips takes 37 minutes because of a longer transfer in a different city.
To further illustrate the level of connectivity on this route, the first train was an inter-regional train of the RegioBahn (RB) class, and the second was an S-bahn class. Different companies operated each.
This kind of rigid, rider-friendly timing on a two-seat ride wasn’t devised by mistake. It’s often prohibitively expensive to run transit routes non-stop between every origin and destination. Airlines don’t do it exclusively, and though the Personal Rapid Transit system in Morgantown does that during off-peak hours, it has five stations and only the smaller, less-used PRT at Heathrow airport has been built since.
Running a transit system where vehicles, operated by one or more companies, as in Germany, “meet” each other is a hallmark of a well-integrated system.
How local & regional transit are organized
When we arrived in Heidelberg we took a tram from the Hauptbahnhof (main station) east to the edge of the historic city center and pedestrian shopping area at Bismarckplatz. Our regional train wasn’t necessarily timed with the tram because as a “rapid transit” service coming every few minutes, the need for a timely transfer isn’t as great.
The current organization of public transport in Germany lends itself to high-quality service characteristics like low headways (the time between vehicles at a particular stop) and high frequency, and short waits for a transfer vehicle. German local and regional transit operations are more complex because of the interconnected relationships among governments on all levels, public and private companies, and companies that are simply in charge of scheduling.
In the USA, there are typically two structures. The first, most commonly found in the largest cities, is that all transit service is provided by a governmental corporation created by authority of the state’s legislature. In Chicago, where I live, the Chicago Transit Authority, Pace, and Metra, are state-owned but independently operated corporations. They were created by the state legislature and can only be dissolved or merged by an action of the state legislature.
The second structure is for the transit agency to be a department of a city or county’s transportation or public works department.
In Germany however, there are multiple layers, and they start with regions, not states. Heidelberg, Ladenburg, and Mannheim, for example, are all in the Rhine-Neckar Metropolitan Region, named after the two rivers that converge in Mannheim.
Peeling back the layers of transit organizations in Mannheim & Heidelberg
The Verkehrsverbund Rhein-Neckar (Rhine-Neckar Transport Association, VRN) is a “network” that sets the fares and coordinates routes and timed transfers for transit in the region – including both public and private agencies that operate buses and trains in the area.
The VRN is singly owned by the Zweckverband Verkehrsverbund Rhein-Neckar (ZRN), a special purpose group specific to Germany that allows local government authorities to form an association. Other examples of zweckverbands in Germany include consortiums that run hospitals and ambulance services and monitor traffic. The three states, and 24 cities, city districts, and counties in the Rhein-Neckar region make up the ZRN.
The transit operator in this region is a separate company called Rhein-Neckar-Verkehr (RNV). RNV was created and is owned, jointly, by the five former transit operators in the region. On trams in Heidelberg you’ll see the RNV logo, but the logo for the old HSB, or Heidelberger Straßen- und Bergbahn, is also there!
RNV, the main transit operator, and the Unternehmensgesellschaft Verkehrsverbund Rhein-Neckar (URN), a union of over 50 transit operators, are members of the VRN network.
Trams and buses run frequently to and from the haltestelle (stop) at Bismarckplatz at the western end of the pedestrian shopping street. In the story, this is the destination of a trip by tram.
The RNV, like many other operators in Germany, has its own subsidiary company, operating buses in Viernheim, Hesse. John Pucher and Ralph Buehler wrote in their 2010 paper Making public transport financially sustainable that companies use new subsidiaries to control labor costs because employees of the new companies have new contracts, that may have different wages and work rules, but also to grow the company. “Transit agencies are planning to use these new subsidiaries to win bids in future calls for tender in other cities and regions—thus potentially increasing the company’s market share and geographic reach.”
Proof that we rode a tram in Heidelberg on the first day. We rode a bus on the next day because it departed first.
At the end of the day, this integrated web of companies, subsidiaries, operators, networks, and schedules doesn’t really matter to the rider: which company operates which route has no bearing on the rider. A single organization – VRN, the “network” company for Heidelberg – is in charge of the timetables, and in providing GTFS feeds for Transitland. VRN is in charge of standardizing fares across and between cities and operators, so costs are the same for similar distance trips, no matter which operator happened to be driving.
A pedestrian shopping street is common to (probably) all municipalities in Germany.
The three agencies in Chicago are moving slowly to have fare integration, but there are no visible efforts to coordinate transfers or consolidate fares. Last year it became possible to use a single online payment account to pay for rides on CTA, Pace, and Metra, although with two fare mediums. Riders use a chip card to ride CTA and Pace, but must have an app to buy Metra tickets using the same electronic fare money.
Using the Transitland API I can find which tram and bus routes would carry my sister and I from the Heidelberg Hauptbahnhof to Bismarckplatz, the start of the pedestrian shopping area. First I need to find the onestopId for the two stops.
Klokan’s BoundingBox website gives me the coordinates for any rectangular area on the earth, that I can use to call the API to return the stops in that area.
# Standard call: https://transit.land/api/v1/stops?bbox=8.66272,49.396005,8.704262,49.419237 # Return as GeoJSON: https://transit.land/api/v1/stops.geojson?bbox=8.66272,49.396005,8.704262,49.419237
I used QGIS, a free and open source GIS application, to inspect a GeoJSON file of those stops in Heidelberg I fetched using the bounding box
Once I have the stops’ Onestop IDs I can plug that into the route_stop_patterns API endpoint, like this:
# Standard call https://transit.land/api/v1/route_stop_patterns?stops_visited=s-u0y1j3y5c4-hdhauptbahnhof,s-u0y1jff1q1-bismarckplatz # Return as GeoJSON https://transit.land/api/v1/route_stop_patterns.geojson?stops_visited=s-u0y1j3y5c4-hdhauptbahnhof,s-u0y1jff1q1-bismarckplatz
That call returns an array of 38 route stop patterns, which are a custom identifer that are uniquely defined by a route, a stop pattern, and a line geometry. In the 38 RSPs there are three tram routes. Tram route 23 has two RSPs that service the trip between the Heidelberg Hauptbahnhof and the Bismarckplatz stations; route 9 has four RSPs, and tram route 5 has 32 route stop patterns (its onestopId is r-u0y1-5).
Those GeoJSON calls become the source data in my Play “scene” that tells the embedded Tangram map what and how to display it. The green line is tram route 5, and the blue line are the other two tram routes. All three carry riders between “HD Hauptbahnhof” and “Bismarckplatz”, the only two stops labeled. The tram lines don’t follow the rides because RNV’s GTFS feed doesn’t provide the shapes.txt file so Transitland has derived the route shape by drawing straight lines between stops.
Bonus thought on transit integration
DB is a singular authority on transit timetables and routing for the entire country. They have every regional transit operators’ schedules available on Bahn.com for routing within and between cities, and even on intercity trains across Europe.
This is a list of day trips that you can take from Amsterdam. We might have different ideas of what constitutes the duration of the day. Once I get to a city I “travel quickly”: I walk fast, bike fast, and don’t linger too often at a point of interest, so I can see lots of places. This advice assumes you’ll arrive into the city center (where the train stations are) between 10 and 11 AM.
Naarden and Hilversum
Visit “vesting” Naarden (Naarden fort) to see a star-shaped fortress from the 1600s. You can take a bus or bike there from the train station.
Hilversum is a richer city and has a lot of typically Dutch architecture, especially of buildings designed by Richard Dudok. Go here if you’re in the TV and radio industries. You’ll need a bike if you want to see even half of them. A lot of them are schools and apartment buildings.
These two cities are a <15 minute train ride away from each other, with trains every 15 minutes.
Haarlem
Haarlem is a short ride from Amsterdam and has a working windmill museum, near a panopticon-style prison. Perhaps stop here on your way to Zandvoort an Zee (beach resort).
Rotterdam
Get here early and leave late. Take the Intercity Direct to the city by 10 AM. That’s the high-speed train, and don’t forget to pay for or buy the “toeslag” (supplement) and you’ll get there about 30 minutes faster for a minor extra cost. Or, take the slower, scenic route there in the morning and the fast route back to your lodging in Amsterdam at night.
Rotterdam is a very large city and has a lot to do. Rent a bike from Zwaan Bikes in Groothandelsgebouw on the next block west of the train station (my favorite in the world).
Go on the 75-minute long harbor tour operated by Spido that starts on the northwest side of the Erasmusbrug (Erasmus bridge).
Delft is a very pretty city to walk around. It’s very touristic so you will see a lot of shops selling the local blue porcelain. I bought lavender goat cheese here, and it was delicious. Climb the steps to the top of the cathedral in the Grote Markt (main square). If you like architecture, head over to the university, TU Delft. You can walk there from city center in less than 20 minutes.
Eat at Huszár which is a couple “blocks” south of the train station.
The Hague – beach alert!
If you don’t go to the beach, you could do Delft and The Hague in the same day, providing you aren’t spending time at museums and you have a bicycle to move a little quicker. Walk through the royal palace, Binnenhof.
Take a tram or a bike to the beach at Scheveningen.
Zandvoort an Zee – beach alert!
This is a small beach resort town on the North Sea. Walk from the train station to the beach and keep walking until you find a beach lounge you like. Then grab a seat and order a drink (it’ll take a while for someone to come over, so find a menu yourself because it’s typical for a Dutch server to not bother bringing you one unless you ask for it).
Almere
This one’s only for people who want to see a New Town in the Netherlands, or are really curious to know and see how polder works, and how the Dutch reclaimed an entire province from a sea (which is now a lake). Research the history: IJsselmeer, Zuiderzee, Flevoland (the province)
People wait at a stop light on the first major ring road in the city center of Amsterdam. Photo: Northeastern University, Boston
I was flabbergasted to learn today that there are only 5,500 signalized intersections in all of the Netherlands. I was reading Mark’s blog “Bicycle Dutch” and he interviewed a city traffic signal engineer in Den Bosch, who described how different road users are prioritized at different times based on the complex programming. (Watch the video below.)
In Chicago there are more than 3,000 signalized intersections. And I believe this is way more than we need.
I understand more than the average person how traffic moves in each place and how it “works”. There is such a thing as too many traffic signals because at some point the signals (their proximity and their programming) start causing delays and conflicts.
Saying that traffic – of all kinds, bikes, trucks, buses, delivery vans, and personal vehicles – moves better in cities in the Netherlands than in Chicago is an understatement.
Aside from their impacts on traffic (which can be good in some situations, but aggravating existing problems in other places), signals are very expensive to purchase, install, and maintain.
In Chicago, an alderman (city councilor) can use part of their $1.3 million “menu” money annual allocation to purchase a traffic signal for $300,000. That’s money that won’t be used for transportation investments that reduce the number of severe traffic crashes as well as reduce congestion like bus lanes and protected bike lanes.
Let’s review
I compared their populations (about 17 million in the Netherlands and 2.7 million in Chicago) and saw that Chicago has a lot more traffic signals per person.
On Twitter, however, I was challenged to find the number of traffic signals per mile driven, not per capita.
So, I did, and I was surprised by the result.
This assumes I collected the right statistics, and converted the driving figures correctly.
The surprise: There are more passenger miles driven (known as VMT) in the Netherlands, per capita, than in Chicago. I actually can’t even get passenger miles driving in Chicago – I can only find “all miles” driven. And that includes trips on interstates that pass through Chicago but where the driver or passengers don’t stop in Chicago.
Here’s the analysis, though.
Driving
According to the OECD, there were 145,400 million kilometers driven on roads, for passenger transport, excluding bus coaches, in the Netherlands in 2013 (the latest year for which data was available in the Netherlands). That’s 145.4 billion kilometers. (Source, no permalink.)
According to the Illinois Department of Transportation, there were 11,150,109 thousand miles for all kinds of road transport, in Chicago in 2013. That’s 11.2 billion miles, which converts to 17.9 billion kilometers. (Source)
Population
In 2013, the Netherlands had 16,804,430 inhabitants (they had declared reaching 17,000,000 this year), according to the OECD.
In 2013, the City of Chicago had 2,706,101 inhabitants, according to the U.S. Census Bureau’s 2009-2013 ACS 5-year estimate.
