Chicago

Left Turn Calming Infrastructure Comes to Chicago

July 28, 2023 by Levinson and Stefani Leave a Comment

Last year, Chicago began to roll out some infrastructure as a part of a trial initiative to enhance traffic safety. The city describes the new implements as “traffic calming.” They include rubber speed bumps, vertical posts, and hardened centerlines. The measures are meant to mitigate risks associated with left turns which are a notoriously dangerous maneuver. The goal is to promote safer speeds, prevent diagonal path crossings, and enhance visibility for pedestrians. In this post, we will go over some of the benefits of these infrastructure enhancements, including their specific features, benefits, and the rationale behind their implementation.

A Closer Look at Chicago’s Left Turn-Calming Infrastructure

Rubber Speed Bumps:

Strategically placed rubber speed bumps are one of the main elements of Chicago’s infrastructure for calming left turns. When approaching and navigating a left turn, the bumps are intended to encourage slower turning speeds. Introducing physical obstacles that necessitate slower speeds can significantly decrease the chance of collisions due to excessive speed or difficulty with maneuvering. Rubber speed bumps are meant to remind drivers to exercise caution and reduce their speed when making left turns, ultimately contributing to improved road safety.

Vertical Posts:

One crucial aspect of guiding drivers during left turns is the implementation of vertical posts. These posts are positioned in intersections to prevent drivers from taking a diagonal path during the left turn. By causing vehicles to adhere to designated paths, the risk of collisions with traffic surrounding the turn is reduced. A safer turning environment is encouraged with these visual cues by discouraging turns that are too narrow or too wide.

Hardened Centerlines:

Chicago’s left turn calming infrastructure also includes the implementation of hardened centerlines at intersections. These lines are positioned in the pavement to demarcate between pedestrian crossing zones and left-turning vehicles. Hardened centerlines improve drivers’ visibility of pedestrians during left turns by providing a clear visual distinction. This allows drivers to anticipate pedestrian movements so that they can prepare to stop at a particular point. Both pedestrians and drivers may benefit from the implementation of hardened center lines.

The Intended Benefits:

Safer Speeds:

Rubber speed bumps are meant to encourage drivers to slow down when making their left turn. Slowing down vehicles provides more time for drivers to react to possible hazards. Safer speeds contribute to a more predictable and controlled driving environment, potentially reducing the severity and frequency of collisions and creating a safer environment for pedestrians, drivers, and passengers.

Enhanced Pedestrian Safety:

The incorporation of vertical posts and hardened centerlines in Chicago’s left turn calming infrastructure is meant to enhance pedestrian safety. Because vertical posts minimize taking shortcuts through crosswalks, potential collisions with cars and pedestrians are decreased. Hardened center lines increase drivers’ visibility and awareness of pedestrians which might be the difference between a safe left turn and a collision. The calming infrastructure promotes greater confidence and security for those crossing intersections by creating a safer pedestrian environment.

Improved Turn Accuracy:

Chicago’s left turn calming infrastructure ensures that drivers follow designated turning paths accurately. Potential encroachment into other lanes or crosswalks is less likely when vertical posts are placed to help drivers position their left turn. Accurate turns reduce the risk of collisions with other vehicles and contribute to a more efficient and harmonious road network.

Reasons for Implementing Left Turn Calming Infrastructure in the First Place:

Mitigating Collision Risks:

Left turns present inherent potential risks and challenges, including driver distraction, excessive speed, and dangerous turning trajectories. By implementing left turn calming infrastructure, Chicago aims to mitigate these risk factors and address the risks of collision. At its core, the initiative is meant to reduce the number of collisions associated with left turns.

Pedestrian Protection:

Chicago’s commitment to pedestrian safety is a driving force behind the implementation of left turn calming infrastructure. Pedestrians face heightened risks when crossing a busy intersection with lots of left-turning vehicles, and vertical posts as well as hardened center lines are meant to reduce these risks.

Enhancing Traffic Efficiency:

The introduction of left turn calming infrastructure also aims to enhance traffic efficiency and flow. By reducing conflicts and promoting accurate turning paths, the initiative intends to reduce congestion and delays caused by left turns. The resulting smooth traffic flow benefits drivers and pedestrians, making the road network more efficient and improving the commuting experience.

While the left turn calming infrastructure implemented in Chicago shows promising results, exploring potential alternatives and advancements is crucial for improving traffic safety. Below are some potential alternatives to consider:

Intersection Warning Systems:

Intersection warning systems can provide real-time alerts to drivers approaching intersections. By using cameras, sensors, and algorithms, intersection warning systems aim to detect pedestrians and vehicles, giving advanced warnings about potential hazards. Drivers have more time to react and make safer decisions during left turns when intersection warning systems are in place

Intelligent Traffic Signal Systems:

There are specific types of signal systems that can help enhance left turn safety. By using real-time traffic data, intelligent traffic signal systems can control signal phases in real-time. This prioritizes safe left turns in order to reduce conflicts with other traffic. Not only can these systems improve safety, but timing signals appropriately can enhance the efficiency of traffic flow.

Through pilot programs and data analysis, it is vital that we consider alternative traffic safety infrastructure so that our intersections can be as safe as possible. When it comes to left turns, intelligent infrastructure that utilizes technology can help to reduce human error.

Chicago’s innovative left turn calming infrastructure, featuring vertical posts, rubber speed bumps, and hardened centerlines, is a good example of an action a city can take to reduce the risks associated with left turns. By preventing diagonal path crossings, improving visibility for pedestrians, and encouraging safer speeds, this initiative aims to reduce collisions, optimize traffic flow, and protect pedestrians. Chicago’s implementation of these traffic-calming treatments is a good first step to creating safer roads in our city. However, more data is needed to assess to effectiveness of this infrastructure, and we must be prepared to pivot and adjust if better options to enhance safety become available. Our city should continue focusing on left turns as a maneuver associated with dangers for drivers and pedestrians alike.

$250 Million to Fund Illinois Infrastructure, Including a Port in Cairo, Says Pritzker

October 6, 2020 by Levinson and Stefani Leave a Comment

Governor J.B. Pritzker, along with the Illinois Department of Transportation, has announced the second of a total of six $250 million grants for local transportation projects.

The Rebuild Illinois capital plan–the largest infrastructure program in Illinois and the first one in almost a decade–will have funds allocated toward counties, townships, and municipalities with important transportation needs. The grant will boost investment into the state’s transit systems and bring safer overall infrastructure.

$40 million of the funds will help build a port in Cairo, which is considered a helpful location in regards to the movement of goods, as it is situated at the confluence of the Mississippi and Ohio rivers.

This particular funding, which was announced this month, will add to a public-private partnership working to create a new inland port. $4 million was released immediately to the Alexander-Cairo Port District to fund site preparation work, in addition to permitting and engineering costs.

“For too long, Illinois has relied on legacy infrastructure investments without tending to them properly to maintain our status as a transportation hub for the nation,” said Pritzker. “Rather than build on our storied history and strong foundation, our critical infrastructure has been allowed to deteriorate. Thanks to dedicated funding in the bipartisan Rebuild Illinois plan, we’re investing in our roads and bridges and cementing our leadership position as a global transportation powerhouse.”

The American Road and Transportation Builders Association notes that 9% of Illinois’ bridges are currently considered to be structurally deficient.

These funds are part of a $1.5 billion grant spread out over the course of three years to support statewide projects. Some of these projects include bridge and road improvements, storm sewer and bike path installations, upgrades to traffic signals, and sidewalk replacements.

All projects are chosen and managed with local IDOT supervision and guidance.

“In Illinois, we don’t have just state or local roads and bridges, but one system of transportation that stretches across all modes and involves multiple partners working together,” said Omer Osman, Acting Transportation Secretary. “This funding through Rebuild Illinois means our cities, neighborhoods, and rural areas have the resources they need during this uncertain time, but also enhances quality of life, encourages additional investment, and improves safety for years to come.”

The Cairo port-funding investment, as well as the local infrastructure grants, come from the $45 billion Rebuild Illinois infrastructure improvement effort initiated in 2019, which plans to fund upgrades and improvements to state roads, bridges, parks, education, transit, historic sites, and clean water infrastructure.

The program is also meant to bring more job opportunities to the state as well as boost overall economic growth.

IDOT is also investing $21.3 billion into road and bridge improvement projects over the next six years through the FY2021-26 Proposed Highway Improvement Program. This is the second multiyear plan that will have as prominent an impact as Rebuild Illinois. $4.7 billion of those funds will be dedicated to local transportation system improvements.

The Proposed Highway Improvement program has outlined an effort that will improve 3,356 miles of roadway throughout the state and 8.4 million square feet of bridge deck.

In May of this year, Rebuild Illinois secured funding for Fast-Track Public Infrastructure Grants, which will work to reboot important public works projects that were paused or abandoned due to insufficient funding. These grants will also help experienced workers return to these projects and begin working once again.

Through this program, Pritzker and the Illinois Department of Commerce and Economic Opportunity announced that $25 million would be allocated to support these projects.

“We recognize the unique challenge and burdens that COVID-19 is placing on us all, and we are taking steps to provide relief to businesses and communities,” said Department of Commerce and Economic Opportunity director, Erin Guthrie. “Through the Fast-Track Public Infrastructure Grants program, the administration will provide a much-needed boost for workers across the state as well as the critical infrastructure projects our state depends on.”

Lyft’s New Driver Center Points to Chicago’s Future Challenges

April 1, 2020 by Levinson and Stefani Leave a Comment

In January of 2020 Chicago’s rideshare tax on companies such as Uber and Lyft officially went into effect. After Mayor Lightfoot announced the highest tax in the nation on such companies, many believed Uber and Lyft would largely focus on other metropolitan areas for the time being. With an added $3 fee for trips that start or end in downtown, riders in the Loop are now finding themselves with much more expensive trips. All of this, of course, was to provide incentive for riders to take public transportation and to curb downtown traffic; however, many see this merely as an attempt for the City to make more money, which it has already stated will generate roughly $40 million annually, $2 million of which the Chicago Transit Authority will receive to improve bus lanes throughout the city.

While it is evident that Chicago needed to make adjustments to curb downtown traffic, it appears that this drastic increase in taxes could very well have the opposite effect on traffic. For instance, at the time of the announcement of the rideshare tax, Curbed Chicago stated “Uber pushed hard against them, arguing the tax is solely a revenue play and won’t alleviate congestion . . . it’s in favor of comprehensive congestion pricing that would tax delivery vehicles, trucks, and taxi cabs in addition to ride-hailing services.” This type of plan would follow closely with what New York City passed in 2018, in charging a tax for Manhattan rideshare vehicles and cabs putting both transit options on equal footing. The issue here is that while traffic has largely gotten far worse due to the adoption of rideshare services, the future of taxi use in cities is looking more and more bleak. This is obvious, though. The more our society adopts advancing technology and understands how to streamline well-established businesses, the likelier it becomes that older business models become obsolete. This is the issue that many see with Chicago’s new tax. In addition to passing the tax, Lightfoot lowered the license renewal fee for taxi drivers, clearly showing who she believed is to blame for the congestion issues. She’s not wrong either; however, we are now beginning to see that residents of Chicago may very well value paying extra for their own ride own, rather than cramming into a packed train each day.

This is no way serves as an endorsement for Uber or Lyft or ridesharing altogether. In fact, we have written many times regarding the issue that companies such as these bring when it comes to who is liable in an accident. Further, Lightfoot and the city of Chicago are right to provide options that attempt to decrease traffic and get more people using public transportation. Not only would this provide safer roads for all parties, but it would allow many to entirely ignore the dangers and issues that arise from severe traffic congestion altogether. Instead, we must acknowledge that while Lightfoot’s tax is progressive and surely appeared well-intentioned, rideshare companies are massive corporations that are not only well-connected, but well-funded and such measures by the City will only be met with attempted “solutions” by the companies that such a tax greatly effects.

“Driver Centers” May be the First Sign of More to Come from Rideshare Companies

In late February, Lyft officially opened its Chicago Driver Center, which marked the 6^th location in the United States. The Driver Center, a hub for drivers to visit to receive discounted auto maintenance as well as be assisted with any Lyft-related questions regarding the business, is located at 1020 N. Elston Ave. According to Block Club Chicago, the new Driver Center is 22,500 sq. ft. and has roughly 30 employees at the location. The new center speaks volumes to the hold that rideshare companies now hold within not only the economy, but our everyday culture. Like it or not, Uber and Lyft are capable of ensuring that no matter what types of legislation is brought against them, they have the money and power to continue expanding their resources.

Unfortunately, while cities must enact legislation to curb issues plaguing high density areas, we are likely going to see Lyft and Uber remain in the Loop for good. True, people are likely less willing to pay a $3 additional charge to take a Lyft from work downtown to their destination; however, Chicago presents the unique aspect of having weather that plays a significant factor. Those with the means to already take a Lyft or an Uber as their daily mode of transportation likely are going to continue doing so. What’s more, the tax is not going to curb the amount of rideshare drivers in the city. Sure, there may be fewer people looking to take a Lyft, but Chicago is a massive city with a very complex infrastructure. While we should be happy Lightfoot and the City decided to take progressive steps to curb an issue that will only get worse, it looks like Lyft and Uber are only going to work even harder to now expand and ensure a presence in Chicago.

Chicago Traffic Safety: New Attempts to Change Bus and Bike Lane Violations

March 30, 2020 by Levinson and Stefani Leave a Comment

In the early months of 2020, Mayor Lori Lightfoot took another step in her administration’s attempt to curb what many Chicagoan’s have come to expect when entering downtown; traffic congestion. Just like any other densely populated city in the world, Chicago has long dealt with the ramifications of traffic congestion. Recently, we discussed the public outcry arising from what is known as “Blocking the Box” in high traffic areas throughout the city; blocking intersections in attempts to turn left on yellow and red traffic lights. While that global issue is certainly in need of a comprehensive approach that looks to a multitude of factors, the reality is that Chicago has a variety of other pressing issues that continue to plague downtown traffic.

In light of these concerns being in the press recently, many expected for an announcement to soon come on how the City would handle such issues. With the news of Lightfoot’s announcement, many should be looking forward to what appears to be a strong plan to curb another critical area that Chicago has been dealing with; bike and bus lane violations. As part of the announcement, Lightfoot proposed a new city ordinance that allows for ticketing agents of the city to take photos of cars or other vehicles that are illegally parked in bike and bus lanes. This approach is in response to what has long been a loophole for violators who simply drive off before ever receiving an actual ticket. At the City Council news conference, Lightfoot stated “there have been instances where people are about to get a ticket and they drive off, so all this does is essentially allow the ticket the ability to take a photograph and use that as evidence is support of a ticket.”

The logistics of the new ordinance are simple. Ticketing agents for the city would be allowed to take pictures of vehicles that are in violation by being parked in bike and bus lanes. The agent would then mail the violation and the photograph of the vehicle to the license holder of the vehicle within 30 days and no longer than 90 days after the Secretary of State’s office establishes who the owner of the vehicle is. If the vehicle happens to be leased, then this deadline would increase to 210 days. As for the cost of violating the ordinance, violators can expect a fine of $60-$150, which is the same amount as the previous law; however, the sole goal with this new ordinance is to ensure that drivers cannot get away with the violation by driving away prior to receiving the ticket.

Chicago’s Recent Uptick in Traffic Congestion Crackdown

For our team, this city ordinance appears to be a long time coming; however, the reality is that while Chicago’s traffic congestion struggles are bad, many individuals are likely going to be wondering just how far the city will go to attempt to resolve issues such as bus and bike lane violations. Lightfoot’s announcement comes on the heels of her administration’s implementation of the Ride-Share Tax that went into effect in the beginning of January. We have written countless times on the reasoning behind such laws and once again we remain optimistic, that these approaches by the City are calculated decisions to benefit the safety of its residents. Based on Chicago Comptroller, Reshma Soni’s interview with The Chicago Sun Times, this once again appears to be the administration’s motivation, and for good reason. “There’s so much of this in the central business district area. We’re trying to do whatever we can to curb congestion. And it’s a safety issue as well. People are opening doors in bike lanes. Also, in bus lanes. Accidents are happening. We’re trying to rectify that,” stated Soni. However, Soni’s statements will likely be met with some criticism as the administration has also had a track record of minimizing fines and violations for non-moving vehicles in an attempt to “create a level playing field, so people in heavy debt can have a clean slate and hopefully stay in compliance.” This understanding and philosophy is in response to the administration’s hardline stance on minimizing scofflaws by what the Chicago Sun Times stated was “expanding payment plans and stopping drivers’ license suspensions for non-moving violations.” So, the question then must be asked, if Lightfoot’s administration is determined to stand for alleviating the burden that non-moving traffic violations have on those in debt, is the new city ordinance the exception or the rule?

In light of the new policies the City is establishing, the clear hope is that resident safety will be put in a far better situation. It cannot go unsaid that having vehicles in bus and bike lanes is a serious issue with serious consequences. Although Lightfoot and her administration have made it well known that they are looking to lessen the burden that such scofflaws have on residents, we should be clear in stating that when it comes to the road, your safety is what is most important. Let’s hope the City maintains that reasoning for good and continues to work to make the streets safer and less congested.

E-Scooters Returning to Chicago

March 29, 2020 by Levinson and Stefani Leave a Comment

After a widely covered 4-month test run of Chicago’s pilot scooter program, the city has officially announced that the controversial and efficient scooters will be returning at some point in 2020. The second pilot, which has yet to be given a start date, will certainly bring about more polarizing opinions regarding whether this new transit method should stay for good or officially be banned by the city. As we have written in the past, the lack of regulations for these scooters render those who use them incredibly vulnerable. Coupled with the fact that most often these scooters are being used in bicycle lanes, this not only places the riders at risk, but it places bicyclists in harm’s way as these scooters can ride up to 15mph in the city.

After the initial 2019 pilot program ended in October of 2019, the Transportation and Business Affairs and Consumer Protection departments of the City released a report establishing that during the length of the pilot program there were 821,615 trips logged on the scooters. Of that large number of rides, 192 injuries requiring trips to the hospital were reported. After seeing this disparity, you may believe that the numbers are far too low for people to be skeptical of adopting scooters in the city. Afterall, over 821,000 rides is significant for a 4-month pilot program. However, those numbers must not deceive us. By the city adopting another method of transportation and allowing for it to take place without any strict rules or regulations, it places Chicago residents at a severe disadvantage and adds another dimension to what is already a fragile infrastructure that is growing denser. Included in the report released by the City was a survey that found that the most significant negative feedback centered around both safety and parking, and for good reason. True, these scooters offer an efficient and individual commuting experience that many who aren’t willing to ride a bike to work or school can easily get on board with. But at what cost? Why risk putting yourself in danger when the city has yet to establish any real safeguards?

This argument does not serve the function of holding that the scooters should be completely banned. Chicago faces a real issue when it comes to traffic congestion and as we all know, traffic congestion raises the cost of maintenance on vehicles, but also increases the likelihood for situations that have dangerous ramifications. With that being said, scooters have proven, through the 2019 pilot run, that they serve a purpose. There is no denying that over 800,000 rides were logged in a 4-month period. As impressive as that number is, it simply cannot take away from the fact that nearly 200 riders were injured in those 4 months. There’s a reason cities are beginning to heavily regulate scooter use and many have issued temporary bans. Why regulate all other forms of transportation in Chicago and fail to adequately establish appropriate standards of care for scooters? The fact that they are relatively new should not be an excuse.

Turning towards the future, Curbed Chicago was able to obtain a statement from Stefan Shaffer, City Strategist for the Natural Resources Defense Council (NRDC), in which he stated “as Chicago wrestles with its response to traffic congestion, air pollution and climate change, the e-scooter pilot gave people a popular and low-cost option to ditch their cars, which should continue.” Further, Mr. Shaffer also went into detail in an article published by the NRDC in which the e-scooter program was again touted for the safety precautions the city took. “Before the program began in June, the City met with various community leaders, disability rights advocates, transportation groups and other stakeholders to ensure the scooter pilot would enhance mobility for residents. The City’s extensive regulations and preparedness for issues with the scooters ultimately contributed to the low number of incident reports and injuries over the 800,000 rides taken during the pilot.” For what it’s worth, Mr. Shaffer is not wrong, in fact it has been good to see that the scooters were implemented into the city and so many rides were taken. However, one cannot help but argue that when it came to city regulations and enforcement, the pilot program had plenty of areas to be addressed. Before we go “all-in” and hold that scooters deserve the same amount of space in public transit as bicycles, properly enforcing the abundant number of scooters left in the middle of sidewalks, riders taking scooters outside the appropriate zones, and use of scooters in streets, should be an absolute priority.

As a City, we should want a diverse experience for all residents and that includes transportation options that are affordable and convenient. However, even in instances where the City is “testing” whether to adopt certain approaches to alleviate traffic congestion, rider and pedestrian safety should remain the first priority and not be sidestepped because a new form of transit proved to be efficient. In fact, one should truly begin to ask questions about what happens when these scooters are present throughout the long winter months. No matter what, safety should remain at the forefront of the discussion.

Chicago Looks to Curb “Blocking the Box” in Traffic

February 20, 2020 by Levinson and Stefani Leave a Comment

It’s no surprise that Chicago has its fair share of traffic. Spend one afternoon in the loop and you will quickly be reminded that while the “L” is efficient for the amount of people who take it, there is still a great amount of people who rely on driving into the city via their own cars or through rideshare. Often what’s most frustrating is sitting at a traffic light and finally getting that green light you have been waiting for. But, instead of taking that left turn on green, you are stranded in the middle of the lane as another person blocks the intersection attempting to make their way through a yellow or red light. This has become known as “blocking the box,” and while it can be found pretty much in every city throughout the world, we find ourselves continuously asking “why?”.

In a recent report by the Chicago Tribune, the newspaper tackled this same issue and had the chance to speak with a spokesman for the Chicago Department of Transportation. “CDOT is leading the administration’s efforts to develop a comprehensive congestion mitigation plan,” which will provide a focus on fixing the blocking issue that continues to plague downtown Chicago, said Michael Claffey. Unfortunately, for some people, this comprehensive plan seems to be too far in the future to handle what is currently happening, leaving some pointing to what other larger cities have already done to mitigate the damage and congestion that “blocking the box” causes. For example, the Tribune spoke with Ald. Brendan Reilly, whose ward is in downtown Chicago and he proclaimed, “This is a subject that’s very frustrating to me . . . Every budget session in the last 12 years, I’ve been asking the city to enforce ‘Don’t Block the Box.’” Mr. Reilly’s statements certainly are not being ignored, as Mayor Lori Lightfoot has made it a key part of her administration to dramatically change Chicago’s transportation infrastructure for the better. However, with what appears to be an easy issue to fix, the city really hasn’t done much to enforce it.

Taking a closer look into what “blocking the box” really is, however, provides further insight into why Chicago may be choosing to not heavily enforce it. For example, in 2019 Chicago was ranked the third worst city in the nation for traffic congestion, resulting in an average cost of $1,920 per driver. The city already has a municipal code prohibiting blocking the box in traffic, but this is rarely enforced. Imagine if Mayor Lightfoot had the city heavily enforce intersections for blocking. What happens during rush hour? Does an officer pull over a vehicle blocking the intersection and somehow get them safely and efficiently out of traffic? As with many of the issues we discuss, there is no such thing as a silver bullet approach. Turning to what other cities have done to resolve this issue doesn’t offer much more than what Chicago is already planning for the city. In cities like San Francisco, Seattle, and New York City, they have all undertaken what the Tribune calls “public education efforts to keep cars from blocking intersections.” Further, Baltimore has decided to issue $125 fines to offenders in specific intersections throughout the city. All of this goes to show that while cities across the United States are implementing tactics to alleviate this frequent disruption to traffic, it by no means has become the solution.

While it may be frustrating for many throughout the city to see an individual block the box during a morning or evening commute home from downtown, we can hope that the comprehensive traffic plan that Chicago officials are looking to implement will eventually do much more than just curb blocking. As stated above, this isn’t an issue that can be fixed by implementing one solution. Traffic in large cities is an issue that has a multitude of factors all playing on one another. True, installing a camera that tracks “blocking” offenders could issue tickets to those who create gridlock, but that alone will not help resolve this issue. The solution must be comprehensive, and it must allow for traffic to get better and for individuals on the road to safely commute. Chicago already ranks third worst in the nation in terms of traffic congestion, whichever solution is implemented absolutely needs to consider the effects that it will have on driver safety and curbing traffic congestion as a whole.