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http://www.sj-r.com/sections/news/stories/31020.asp
By MIKE RAMSEY
COPLEY NEWS SERVICE
CHICAGO - Ken Simon of Chicago arrived for work fresh as a daisy last week, even after riding his bicycle to the Loop on some of the muggier days.
At the new $3.1 million indoor bike station in Millennium Park, cyclists can park and lock their vehicles for free and pay a $1 daily fee to use locker rooms with private shower stalls. The 16,448-square-foot facility along Randolph Street has space for 300 bikes and is geared toward commuters who ride trains and buses or motorists who pay a premium for downtown parking spots.
"You have to have a shower after you ride to work, otherwise you stink and you're just not prepared for the day," said Simon, 34, a software representative for Encyclopedia Britannica who works in a Michigan Avenue office. "I had ridden in a few times, like in the fall, and just locked (my bike) up at work, but it's really not the ideal way to do it."
The depot, which has a glass-enclosed atrium leading to underground levels, also features bicycle rentals, a repair shop, a supply store and a regular presence of police officers on bike patrol.
The station may be overshadowed by the more grandiose trappings of the newly unveiled Millennium Park, but local officials say it's the first of its kind in the Midwest and the latest indication that Chicago is one of the most bike-friendly cities in the nation.
Mayor Richard Daley set up a commission in the early 1990s to recommend ways to improve the urban landscape for bikers. The city now boasts more than 9,500 bicycle racks, 90 miles of on-street bike lanes and more than 30 miles of dedicated paths.
"These efforts are all aimed at encouraging people to ride their bikes, not just for recreation, but for work, for school and for shopping," Daley said at the station's ribbon-cutting last Monday. "Bicycling has so many benefits - it's good for the environment, it helps reduce traffic congestion, it's less expensive than a car."
Rob Sadowsky, executive director of the Chicagoland Bicycle Federation, says the bike garage hopefully sets a precedent for future major developments.
"It should be a standard feature," Sadowsky said. "It's very rare in this country."
For more information, go to www.chicagobikestation.com.
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http://images.google.com/imgres?imgurl=http://www.wegoweb.net/archives/environmental/bikepath1995/image9.gif&imgrefurl=http://www.wegoweb.net/archives/environmental/bikepath1995/bikepath1995.html&h=288&w=551&sz=5&tbnid=kn1GixtpQQYJ:&tbnh=67&tbnw=128&start=1&prev=/images%3Fq%3Dbike%2Bstation%2Bchicago%26hl%3Den%26lr%3D%26ie%3DUTF-8%26sa%3DN%26edition%3Dus
TYPES OF PATHS:
I. Bike Paths on Edge of Roadways
Bike paths are sometimes defined by pavement marking and signs of a bicycle lane. This is the least preferable means of defining a bicycle route. The laws are observed mainly in the breach in nearby communities. The situation offers bicyclists a false sense of security and no significant measure of safety.
II. Expanded Sidewalks
An acceptable means of providing a route for bicyclists is to widen existing sidewalks to 8-10 feet along existing road right of ways. Although pedestrians complain about bicycles on common city sidewalks, with sufficient width, bicyclists and pedestrians can coexist. Being completely separate from vehicular traffic extends a considerable measure of safety to cyclists, particularly children. It is the most cost effective means of delivering that level of safety.
III. Separate Bicycle Paths
West Chicago enjoys connection and/or proximity to several excellent recreational bike paths: the Illinois Prairie Path, the Fermi Lab paths, and the Great Western Trail. Also, because of the extensive Forest Preserve holdings in the area, there are plans for several others: the path through Blackwell, the path through Timber Ridge, and a path through West DuPage Woods. These routes will all be of this latter type. They share nothing with the existing road system- existing on separate right of ways. They obviously offer the rider the greatest scenic diversity and the least danger from vehicular traffic. Unfortunately, unless they can be built on abandoned railroad right of ways, above gas easements, or beneath power lines (a possible health hazard), they are cost prohibitive. For the purposes of expanding this kind of facility in West Chicago, the best bet would seem to be to get developers to add this kind of route as they put together housing and commercial developments.
RECOMMENDED ROUTES OF PATHS
I. CONNECTION OF GENEVA SPUR.
A. The current route of the Geneva Spur from the west follows the right of way of the Chicago, Aurora and Elgin right of way to Grand Lake. It should continue up the alley between the Kammes and Belding properties as planned. At the city owned lot at the corner of York and Fremont, it should, as planned, angle to the corner and then cross on the front, east side of the fire station on the existing sidewalk. At the corner of Fremont and McConnell, it should turn west on the sidewalk (widened) to the alley by the old police station. It should then proceed south east down the alley by Grobe's Hardware to West Washington Street.
B. The preferred crossing of Washington should occur at the light at Main Street. Cyclists should be instructed by signs to walk their bicycles to Main Street, cross with the light, and come back down the hill on Washington Street to the corner of Turner Court. Numerous, obvious warning signs should be provided to motorists on Washington Street.
C. From Washington Street, it should run on the sidewalk planned for Turner Court to the southeast to the Community Center, under the Wilson Street Bridge to the Commuter Station.
D. From the commuter station to the corner of Easton and Main Streets, there should be two separate routes.
1. The Primary route should run along the Chicago Northwestern right of way, under the bridge for Route 59 to the easement between the church and the townhouses, and then north on the sidewalk on the east side of Easton Street to Main Street. This route need not be established immediately, but this plan should not be abandoned. The advantages of this route (particularly the grade separation at the crossing of Route 59) warrant the time and expense required to make it the primary route.
2. An alternative route across the backs of the lots of Doc's Drugs and/or the Richardt property back to the sidewalk on Main Street and then east on the sidewalk (at a minimum 8 ft. width) on the south side of Main Street, crossing Route 59 at the existing light, to the corner of Main Street and Easton is an acceptable interim solution and should remain an alternative even after the completion of the primary route.
E. From the corner of Easton and Main, the route should be on the sidewalk (widened) on the south side of Main Street to the corner of Main Street and Prince Crossing Road.
II. JOLIET AVENUE ROUTE
A. A widened sidewalk should allow the path to proceed south west from the corner of Washington and Turner Court to Wood Street, across the Burlington Northern tracks to Wood Street, south on wood to Anne, and then on the north side of Anne Street next to the high school to Joliet. The sidewalk on the west side of Joliet should be widened to provide a route south across Roosevelt Road to Manville Oaks.
B. Spurs should extend to Gary School, the junior high school, and the athletic field next to the junior high.
C. From Manville Oaks, two branches should separate. One should head west across the park to where Wilson Street crosses the E.J.& E. tracks and continue into Fermi Lab. Discussions with the lab about connecting Wilson Street to their existing paths should be pursued. A second branch should head east on a sidewalk on the south side of Wilson Street to Route 59 and then cross to tie up with the Blackwell Path off Gary's Mill Road and the new elementary school.
III. Williams Street Connector
The Williams Street Connector is the key which makes practical the concept of Reed Keppler as a hub for multiple loops. Without it, the National/James Street connector is a dead-end feeder for residential areas. Without it, the nearest loop extends to the corner of Geneva Road and County Farm Road. With it, we have five loops of various lengths one the east side of Reed Keppler.
1. The northern terminal of this route should be the Prairie Path north of Wheaton Christian High School. It should run southwest to the right of way of Rosewood Drive. A wide sidewalk should follow the east side of Rosewood south to Hawthorne Lane.
2. After crossing Hawthorne, it should follow the proposed Williams Street to James Street. From there, it should follow the west boundary of Hampton Hills, in the Williams right of way to the southern boundary of Hampton Hills.
3. There appears to be no reasonable doubt that the unimproved extension of Williams Street existing between Oak Grove and Hampton Hills is the best route south out of that development.
4. Williams Street to Woodland to Prince Crossing is a quiet residential area that can be used temporarily, pending improvement with wide sidewalks.
5. The route should run the west side of Prince Crossing south to Geneva Road. This avoids crossing these major streets except at the light. The route should then follow Prince Crossing of either side south to meet the Geneva Spur at Main Street.
6. An alternate route should follow the west side of Prince Crossing Road. It should connect across Hampton hills from the Williams Street right of way to its southern entrance on Prince Crossing. The route should be made safe and "user friendly" along the west side of Prince Crossing all the way south to Geneva Road.
IV. National/James Street Connector
The main reason for this route is to connect residential areas east of Route 59 to Reed Keppler Park and the industrial park. Hampton Hills and Forest Trails gain access to the west without going south to the Geneva Spur and downtown. It creates several loops with Reed Keppler Park as a hub.
1. The eastern end of this route should be the north-south path along the path on the Williams right of way, west of Hampton hills. It should go west on the south side of James Street to the existing pedestrian equipped light at Route 59. The lesser amount of traffic on James (compared with Main Street) makes the crossing of 59 at grade acceptable.
2. This route should continue on the south side of James, west to the parking lot of Turner Elementary School. It should take advantage of the pedestrian walkway south to National Street.
3. The route should proceed west on the north side of National Street to Reed Keppler Park. The north side is preferable because side streets intersect only on the south side. The lack of turning or entering traffic provides an extra measure of safety.
4. Major revisions at Reed Keppler Park are in order. A path connecting National Street to the northern entrance is in order. The existing walkway by the concession stand at the ball diamonds should not be forbidden to bicycles. The Geneva Spur should not share the road with cars on the southern entrance. The sidewalk on the north side of National should be widened and connected to a walk on the north side of the parking lot. It appears that the park was built for people with cars... and that is a shame.
V. Apartments
Nearly one of every six residents of West Chicago live in the large apartment complex on Route 59 north of Hawthorne Lane. It is imperative that they be connected to the rest of West Chicago, in addition to be connected to the The Great Western Trail to their north.
1. The route should exit the apartment complex to the south on the west side of the new access road. Without crossing, it should then follow allong the west side of the curve of the Arbor Street extension, crossing Hawthorne Lane at the four way stop.
2. The route should follow the west side of Arbor Avenue south to the northern entrance of the cemetary. It should then turn west into the cemetary and work its way to the south west corner where a short connection can be made to the northern access road of Reed Keppler Park.
3. This northern access to Reed Keppler Park should be connected to the south west corner of the park via the existing path past the concession stand at the ball parks or a new gravel or paved path past the new swimming pool complex.
VI. McQueen Street/Industrial Park Connector
If bicycle commuting is to be considered seriously as an option to individual cars, Industrial parks must be connected to residential areas. The McQueen Street/Industrial park connector does this.
1. The most reasonable connection to the rest of the system is where the Geneva Spur intersects McQueen Street. This is a quiet dead-end residential street that can be used, as is, pending later improvements.
2. After crossing Hawthorne Lane, this route should split into two routes.
3. The western route should follow Harvester to Powis Road. It should then proceed north along Powis to someday be connected to the Oliver/Hoffman development and possibly a commuter train station on the EJ&E at the north-east corner of the airport.
4. The eastern branch should follow Hawthorne Lane to Carolina, north on Carolina, and then follow the planned extension of Woodland to Route 64. This could eventually connect to forest preserve land north of Route 64.
VII. Overall Pattern of Paths
A cursory look at the overall pattern of paths proposed reveals the method to our madness. All schools and parks (except Pioneer which was tabled) are connected. Reed Keppler functions as a hub for numerous loops. All major residential areas are served. This system would begin to provide a viable alternative to automobiles.
OTHER CONSIDERATIONS
I. The Park District should become more friendly to cyclists.
2. Ordinances restricting bicycle use on sidewalks should be repealed.
3. Lockers for bicycles should be provided at the commuter station.
4. Signs marking the bike paths should be installed.
5. Bike racks should be mandated at public buildings, schools, parks, factories and stores within a reasonable distance of the path.
6. Schools should be required to provide specific secure areas for storage of student, staff, and faculty bicycles during the school day.
7. Consideration of connection to Pioneer School and Pioneer Park is left until after final cleanup of the Factory Street site.
8. Connection to the development of the Oliver/Hoffman property and all future industrial, commercial, office/research and residential developments should be part of planning for that development.
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