My contribution to a discussion on The Chainlink, Are protected bike lanes going in the right places?
Kelvin, Milwaukee/Ogden/Chicago is the intersection along Milwaukee Avenue with the highest number of bicycle crashes. I created this table and map to show them, using data from 2007-2009.
The blue rings on the map are called, in GIS parlance, “buffers” and are circles used to select things (in this case, bike crashes) within a certain distance of the circle center. In this map I used 50 feet radius buffers (100 feet diameter). While this distance encompasses the intersection from center to all four curbs, it doesn’t encompass the crashes that happened just outside the buffer that were still most likely influenced by the intersection (like drivers’ turning movements).
I am working on a project with three friends to create a better map and “crash browser”. I mentioned it in the last story on Grid Chicago in this post. For this project, we are using 200 feet radius (400 feet diameter) buffers to ensure we encompass the entire intersection and the area in which it still has an effect. This also grabs the bike lane “pinch points”, places where a bike lane doesn’t start until 100-200 feet beyond the intersection.
I am also concerned with the strategy and approach CDOT is using to choose locations. It’s not transparent; at MBAC, CDOT said they were choosing locations “without controversy and that could be implemented quickly”.
Read more about Kinzie Street, Chicago’s first protected bike lane, and my other thoughts on protected bike lanes.