Two light industrial building were purchased and demolished in order to build more car parking for WMS Gaming in the Avondale community area. Congratulations on the success of WMS Gaming that they are hiring more people, but this kind of development is transit “dis-oriented”.
Nearly an entire block face of California from Melrose to Roscoe will have a surface parking lot. Across the street to the west, and across the street to the south is entirely residential.
The Chicago Department of Planning and Development staff wrote in their report to the Chicago Plan Commission that the project “Promotes economically beneficial development patterns that are compatible with the character of existing neighborhoods (per 17-8-0103) as evidenced by the compatibility of off-street parking within the broader industrial park character of the surrounding area.”
The Plan Commission had to approve the demolition of these buildings and the additional parking lots because they were not allowed in Industrial Planned Development 1151.
The change was neither an economically productive use of the land, nor is it “compatible with the character” of half of the surrounding area.
This might be economically productive for WMS Gaming, so more of its workers can drive. But there are more ways to get around than driving.
WMS Gaming is near the 52-California bus route. It’s also two blocks from the 77-Belmont bus route and 152-Addison bus route. WMS Gaming can operate a shuttle to CTA or Metra stations.
Turning what was – and still could be – productive space has now been turned into entirely productive
This is the semi-urban scene at Touhy and Milwaukee Avenue. The police station is ahead on the right. The water fountain (described below) is behind the bus on the left. There are multi-unit buildings to the left and across the street on the right. Image: Google Streetview
Update, Jan 21, 2015: Pace unveiled their plan for ART and their request to Congress to make the ART plan a project of regional significance to attract more funding.
Pace, the suburban bus operator in Chicagoland, is constructed an Arterial Rapid Transit bus route on Milwaukee Avenue from the Jefferson Park Transit Center in Chicago – a busy intermodal station where Metra and CTA buses and trains stop – to Golf Mill Mall in Niles. Both of these are major transfer hubs.
I’ve never looked into ART bus systems before but it seems to resemble what many call BRT Lite. Pace has minimal information on its website. Daniel Hertz, notable bus transit supporter, pointed me to an RFP [PDF, 10 MB] that describes the location and scope of Pace’s first (of many) ART corridors.
The RFP describes this project as one of 24 corridors outlined in its Vision 2020 document “to provide a regional network of premium transit services”. It appears that premium is relative and that bus riders will have a more comfortable and easier-to-find bus station at which to wait – bus travel time will not change.
I’ll try to paint you a picture of the built environment going north to south at the eight intermediate stops.
Dempster Street, Niles
Milwaukee has six general purpose lanes here and Dempster has six, four of which go under Milwaukee; buildings are set back far from the curb and land uses are low-density and optimized for arriving in a car
Main Street, Niles
Milwaukee has four general purpose lanes and one wide parking lane here; Main is a two-lane street; there is some residential on both streets
Oakton Street, Niles
Milwaukee and Oakton both have four general purpose lanes
Harlem Avenue, Niles
this intersection has decades-old buildings that have limited parking up front and smaller setbacks; there’s a Dunkin Donuts here with a drive-through between the building and the sidewalk (that’s novel but awful)
Touhy Avenue, Niles
This intersection may be the most urban, despite its immense size. Touhy has six lanes here meaning pedestrians must cross 100 feet of pavement in a faded, stamped-asphalt crosswalk; there’s a massive police station building on one corner, a large multi-unit building on another, a strip mall that actually has entrances onto a sidewalk plaza instead of just in the parking lot behind it (the Subway and Starbucks here even have sidewalk cafés), and a fountain rounding out the junction – I recommend demolishing the fountain in favor of selling the land to a developer who can build more of the multi-unit buildings like the ones behind the fountain while also getting rid of the pointless cul-de-sac
Highland Avenue, Chicago
This is one block south of Devon Avenue, in Norwood Park. There’s a conventional bike lane here but the Chicago Department of Transportation has noted that there just enough cars that reducing the number of general purpose lanes from four to two – part of a road diet that would add buffered or protected bike lanes – but many residents don’t support the project so the alderman has decided against supporting it.
The land use and design is a blend of what came before it and what’s typical in Chicago: old buildings up against the sidewalk, closer-built single-family homes, some multi-unit buildings.
Austin Avenue, Chicago
Like Highland but now seeing fewer surface parking lots.
Central Avenue, Chicago
Like the rest of the junctions we’re still in motordom; four of the six “first in line” motorists seen in Google Streetview are blocking the crosswalk while waiting for the light to turn green.
About the stations
Pace has established a $6 million budget for the station construction. The station platforms will span 40 to 110 feet, a raised platform that’s 12 inches tall, a new shelter, real-time bus tracker*, a common vertical marker, a single bike rack to hold two bicycles, and associated roadway, curb, and drainage improvements.
It’s unfortunate to learn that the RFP mentions that shelters in Chicago may have to be the insufficiently designed kind JCDecaux operates for the city as part of a very long advertising contract.
Pace shows a rendering mocking up a typical station design. I’m concerned the handrail at the rear of the bus will preclude using longer buses in the future, but that would be the least of Pace’s worries.
* It appears that Pace will be using NextBus‘s real-time arrival information services (page A-6 of 14); they’re a company founded in 1996 and now owned by Cubic, which operates Ventra.
Work is underway to implement strict (but appropriate) rules about where Tucson, Arizona, businesses must install bike racks. This news comes from Tucson Vélo. It first came to my attention in May when I was creating and expanding my definition of Bike Parking Phenomenon A, which I now call the “50 feet rule.”
3 of4 bikes are parked on hand rails within 20 feet of this Seattle Whole Foods entrance while one bike is parked more than 50 feet away at the City-owned bike rack.
I left this comment on yesterday’s article from Tucson Vélo:
“Distance is more key to bike parking usage than the quality of bike parking fixture. Bicyclists prefer to use an easily removable sign pole that is closer to final destination than lock to a permanent bike rack further away.”
Some businesses there are complaining that devoting room in front of their business to bike parking removes space available for selling goods. I encourage everyone to support rules requiring bike parking within 50 feet. If installed further away, it simply will go unused.