You're not a member? Good god, not so loud. Someone might hear. After all, everyone's fed up with traffic jams, tired of being afraid on the streets of their own neighborhoods, sick of dirty air, and done with spending the vacation money on a new transmission. So they've all joined the Chicagoland Bicycle Federation and are making a difference (and getting discounts on maps, at bike shops, and events to boot). So carefully now, slip off with this issue of Bike Traffic (another member benefit) and call us or join on-line at www.biketraffic.org. That was close, but it's gonna be okay.

Reconstruction
Along the lakefront, Chicago focuses on rebuilding the South
By Mark Anderson

The south lakefront is getting a facelift, and it may be bikers and walkers who smile the most.

To stem the tide of crumbling infrastructure and a nagging feeling of neglect, a massive reconstruction project is currently underway on the south portions of Lake Shore Drive and in the parkland along the lake. The project, which is rebuilding more than 6 miles of US 41 — otherwise known as LSD — is expected to take three years to complete and cost $162 million. But the effort is designed to do more than simply whisk drivers along the south side at a faster clip, or make their rides a little more scenic. It is nothing short of a re-imagining of one of the city’s greatest treasures, especially for bikers and pedestrians.

While perhaps not as well known to many bicyclists, the bike path running from McCormick Place to 71st Street can be every bit as enjoyable as its neighbor to the north. Part of the reason for this relative unpopularity, however, may have been in the lack of access from the west — currently, there are only three bike-friendly ways to access the path from 31st Street to 71st. That’s slated to change in the reconstruction, as no less than four new underpasses will be constructed — at 57th, 59th, 63rd, and Marquette Drive — with the existing underpass at 55th Street being rebuilt. And while these underpasses are not being designated solely for bicycle use, they are being widened and ramped, with separate lanes for walking and biking. Throw in a bike-friendly rehab of Jackson Park’s famous "Animal Bridge" just north of Marquette, 14 new acres of green space, and trees and railings along the path designed to facilitate bike travel, and you’ve got a revitalization of one of the city’s premier recreation and transportation resources.

"This is more than just a roadway reconstruction project," said Chicago Department of Transportation Commissioner Miguel d'Escoto. "We are addressing a number of other issues along the lakefront, including pedestrian and bike access."

The project, which broke ground at the end of September, is now only in its earliest stages of construction after three years of planning and consultations. Lane closures on Lake Shore Drive are in the project’s future, as is the construction of a new storm sewer system. But the improvements getting the most attention for many - and generating the most excitement - are those that involve bikes.

"This is probably the biggest bicycling access project ever in the state of Illinois," says Randy Neufeld, Executive Director of the Chicagoland Bicycle Federation. "On a capital expenditure basis, there is more money being spent on bicycle improvements in this project than on any other in the state’s history".

And, with a bit of luck, the project may go a long way in allowing a record number of bicyclists to enjoy the pleasures of the lake front bike path, South Side version.

Southwest Side Trail Honors Legendary Cyclist
By Eric Holeman

Starting next year, a new bike route incorporating an abandoned railroad right of way will provide cyclists a new perspective on the neighborhoods of Chicago’s southwestern-most corner.

The Major Taylor Trail, scheduled to open next year, will begin at Dawes Park at 81st and Hamilton Streets, near Western Avenue The trail will run to the southeast, ending up at the Cook County Forest Preserve near 130th and Halsted Streets. The Chicago Department of Transportation is building the trail.

The trail will be named in honor of cycling legend Marshall "Major" Taylor, said Luann Hamilton, director of planning for CDOT. An African-American who competed in the early years of cycle racing, Taylor lived in Chicago after retiring from the sport, spending his final years living at a YMCA. He died in 1932

According to Hamilton, the route will take riders through residential neighborhoods, past active and dormant industrial sites. At the southern edge of the city limits, the route will pass by the Acme Metals plant before crossing into the forest preserve.

But whether passing by industrial or residential areas, the route will provide a bit of green breathing space for residents and visitors. "We’re going to seed the entire right-of-way with native species," Hamilton said.

The total distance of the route from start to finish will be about five miles. From the north, the route will be elevated for much of its first segment, crossing 83rd Street on a viaduct.

About a mile of the route will be on city streets between 94th and 105th Streets, through residential neighborhoods, a detour necessitated by the railroad’s sale of parts of the right of way, according to Hamilton. "The railroad hadn’t kept it whole," she said. "We had to work around that."

But the on-street portions won’t deviate more than a few blocks from the rail route, running just a few blocks away. Community input was important in making the route happen, said Hamilton, particularly in the on-street parts. "We worked with the community pretty extensively to find a route they could live with."

According to Hamilton, the total cost of the project will be around $5 million, funded through federal grants, from the federal Congestion Mitigation and Air Quality improvement program (CMAQ) and transportation enhancement programs

The Rails-to-Trails Conservancy first identified the route as a possible candidate for a rail-trail in the mid-1980s, said Hamilton. Since then, making the trail a reality has been a steady process, albeit a slow one. "We started working on it at CDOT in 1990 or 1991." It had been suggested by the rails to trails conservancy in the 1980s," she said. "We were really moving along by 1994."

Besides the missing mile of the right-of-way, there were other difficulties the city encountered in gaining control of the right-of-way, Hamilton said. "It took us a long time to negotiate the acquisition,"

Once complete, the trail will provide a suitable memorial for Major Taylor, said CDOT planner Keith Privett.

"It’s nice to be able to honor Chicago’s history."

Trail Blazer
For black athletes, Major Taylor cleared the way
By Lynne Tolman

A hundred years ago, when bicycle races drew crowds that filled Madison Square Garden, the biggest draw of all was Marshall "Major" Taylor.

In Indianapolis in the early 1890s, the teen-aged Taylor’s speed caught the eye of bike manufacturer Louis Munger, who decided to nurture the young racer’s career. In 1894, racing’s governing body banned blacks from most racing. Soon after, Munger moved his factory and Taylor to more tolerant New England.

In 1897, the "Colored Cyclone," as the newspapers called Taylor, abandoned his quest to become national sprint points champion when Southern promoters refused him entry to key races. When he did compete, he faced hostility from white riders, including threats and physical assault. Undaunted, Taylor held seven world records by 1898, including the paced mile (1:19 from a standing start) and won the mile world championship in 1899.

A steadfast Baptist, for years Taylor resisted invitations to compete in Europe because he refused to race on Sundays. But America’s (already!) waning interest in bike racing compelled him to sign a European contract in 1901. He was welcomed as a hero in France, and went on to win 42 of 57 races that year against European champions.

Taylor retired as one of the richest athletes in the United States in 1910, yet poor business decisions chased him to the Chicago YMCA, destitute and broke. Taylor died in a Chicago hospital charity ward in 1932 and was buried in an un-marked grave. In 1948, fans of Taylor, including the Schwinn family, paid to have his remains interred in Mount Glenwood Cemetary in Illinois. His headstone reads: "World’s champion bicycle racer who came up the hard way without hatred in his heart."

Thanks to the Major Taylor Association and Jim Hurd. Visit www.majortaylorassociation.org, and consider making a contribution towards memorializing a pioneer in civil rights and black athlete acceptance in America.

Up to the Challenge
Ironman triathlete Lauren Strickler takes on the BLT

Lauren Strickler, CBF’s new Director of Events, started work in the office in early October. She replaces Brandt Coultas, who held the position for two years.

BT: Where are you from?
Originally from New Jersey, and went to school in New York state. I moved to Chicago permanently almost 3 years ago.

BT: What did you do before you came here?
I worked for Mrs. T's Chicago Triathlon at Capri Events for a few months. Prior to that I worked for Team in Training at The Leukemia & Lymphoma Society.

BT: What are your interests?
Triathlons and marathons. I did my first Ironman and now I'm hooked. I also teach group fitness classes which is fun.

BT: After a couple weeks at CBF, you’re off to work with the Eco Challenge. Tell us about that.
I'm volunteering with the Eco Challenge in New Zealand for 3 weeks. It's an expedition race that includes horseback riding, mountaineering, mountain biking, and more, and I'll be volunteering with the media there.

BT: What's your BLT and Bike Town Bash vision?
My vision at this point is pretty basic. To keep growing the BLT, turn it into one of the premier events of its kind (comparable to Montreal and New York City's events). As for the BTB, to keep putting on a unique event each year, and to grow the sponsorship levels and the interest in the Bash.

"All Aboard" Gains New Meaning
By Randy Warren

An amazing thing happened August 4. Three people got on a Metra train in Elgin at 6:55 AM and rode that train into Chicago’s Union Station. These were no ordinary people, mind you, but people who were traveling with, oh my gosh, bicycles. Full size ones too, not those fold up kind.

Metra employees helpfully checked these passengers and their bicycles onto specially designated train cars. Although these cars were added onto the train for the exclusive use of passengers with bicycles, "regular" customers also boarded them. And you know what? Passengers with and without bicycles mixed without incident. In fact, some of the passengers even talked to each other. One of the passengers without bikes even commented "I thought bikes were always allowed on Metra trains".

This start-up program lasted eight Saturdays between August 4 and October 6. From all indications, Metra is happy with the way things went and have committed to continuing weekend service in some form for bicyclists sometime in the next year. CBF is also happy but not content.

During negotiations with Metra for access for passengers with bikes, Metra cited several concerns that created barriers to service. Fortunately, many of these barriers have now been successfully removed.

For example, Metra was concerned that passengers with bicycles wouldn’t be able to lift their bicycles on and off the trains. Twelve year olds and 70 year olds alike, however, were able to do just that without incident.

Metra was worried that conflicts would occur if "regular" customers and passengers with bikes mixed. As noted earlier, this was not a problem.

Concerns about schedule delays due to the passengers with bikes were on Metra’s mind. From all indications, this also did not materialize.

Now we take the next step. We sit down with Metra and try to figure out where we go from here. With the above barriers to service removed, we would like to see less restrictive, more comprehensive service.

Thanks to all of you who participated in the start-up program. We hope to have good news for you in the future about bikes on Metra. Keep an eye out for future updates in Biketraffic and on our web page. Someday the call "all aboard" will be for passengers with bicycles on a regular basis and it will seem as though bikes were always allowed on Metra trains.

The Moat of Parking
By Payton Chung

The lords of medieval castles dug moats to keep invaders out. Today, many shopping centers and office complexes seem to have the same mentality — but, instead of keeping away marauding tribes of Visigoths, it’s cyclists, pedestrians, and transit patrons who are being kept away.

The number of parking lots built to accommodate driving customers has grown, surrounding many buildings in impenetrable moats of asphalt, access roads, and landscaping. A typical mall in the suburbs might sit in a sea of parking five times as large as the mall itself, and the ratios are similar for offices and schools.

Communities across Chicagoland are working to remedy this problem. The city of Chicago requires any new store be built alongside streets and requires that parking be placed behind or beside the building.

PACE, the bike-friendly suburban bus network, reviews site plans (for free!) and recommends ways for developments to be friendly to transit riders. Solutions include, continuous sidewalks (sheltered by trees) through parking aisles, painting crosswalks, discouraging high speed turns with tight corners and T intersections, reducing the total number of curb cuts, and placing buildings so that they address the street, rather than the parking lot.

At the same time, it’s often the municipalities’ requirements that force developers to build parking lots. Almost all new developments must include parking spaces, and the numbers can be absurdly high —— shopping malls must provide enough spaces for day-after-Thanksgiving crowds, all year.

Having adjacent buildings share parking lots could cut huge parking lots down to a more manageable size. Bringing buildings closer to one another, making it possible for people to bike or walk between buildings, would eliminate the short car trips which create a disproportionate share of the region’s air pollution and traffic congestion.

Making parking scarce can also discourage people from driving; surveys show that the expense of parking downtown is a major reason why people ride CTA.

Parking lots don’t have to be moats girdling our buildings. Instead, smart planning can welcome both those arriving by car and those arriving on bikes, feet, or buses.

A Different Kind of Bike Messenger
by John Greenfield

You see them navigating the Loop traffic on bicycles, in a hurry to reach their next destination. They travel in pairs, neatly dressed in matching shirtsleeves and neckties, so its obvious they’re not bike couriers, but they do have a message to deliver. They’re Mormons on mountain bikes, missionaries for the Church of Jesus Christ of Latter-day Saints.

On a summer evening at the busy North and Damen intersection in hip Wicker Park, Elder Jones and Elder McNeill look out of place. Wearing black slacks, wing tips and wristwatches, they look like Eisenhower-era IBM employees in helmets and backpacks.

"‘Elder’ comes from the Greek word for ‘teacher’ and that’s pretty much what we are," explains Jones.

After high school, young Mormon men and women have the opportunity to serve two years as missionaries in communities around the world. Jones and McNeill have been at it for about six months.

They share an apartment on a mostly Latino block of Noble Square. Their spartan basement flat looks like an office for a mom-and-pop courier service, housing their bikes, a cardboard box of tools, and a large dry-erase board with notes about the day’s appointments. But instead of flyers for rock shows and messenger races on the walls, there are paintings of Jesus Christ and images from the book of Mormon.

All of the male missionaries in Chicago ride bicycles, but the women, called "sisters," get around on buses and trains. "I’m not sure why," said Jones, "I suppose it must be hard to ride a bike in a dress."

The missionaries say that the wholesome physical activity they get from cycling is in keeping with the teachings of the prophet Joseph Smith, dating back to the 1840s, on the importance of a healthy lifestyle: "And the saints who remember to keep and do these sayings … shall receive health in their naval and marrow in their bones … and shall run and not be weary, and shall walk and not faint.".

The Mormons say that being on bicycles leads to a lot of spontaneous interaction with people in the street. "A few times a week we get into conversations with random people," says McNeill. "Sometimes we get into religious discussions. Other times someone just wants to talk." They’ve encountered some memorable characters in their travels. "We talked to this one homeless man camped out by St. James Episcopal Church on Huron. We had an interesting conversation about UFOs."

Using bikes has some material advantages as well. "Bikes are cheaper, more efficient and lower maintenance than cars," says Jones. "And you never have to worry about a parking ticket."

Economy is important to the young men because they don’t get paid for their work. Instead, they pay $375 a month to the church to be missionaries. Part of that money is reimbursed to them in the form of a special credit card they can use for day-to-day expenses.

They also provide their own bikes. Their supervisor has negotiated a 10% discount from Upgrade Cycles on Chicago Avenue for all his missionaries.

Jones and McNeill say they rack up 15 to 20 miles a day as they criss-cross their territory traveling between appointments. "Your first week as a missionary is hard while you get used to all the riding," says McNeill. "And you sweat a lot during the summer. It’s hard to stay neat."

He says that their work requires them to ride safely and follow the rules of the road. A hand-drawn sign on the inside of their front door reminds them, "Do not forget your helmet!"

"If we don’t wear our helmets, we get put into a car," said Jones. "It’s that simple."says McNeill.

"I feel like we’re out here doing the Lord’s work, so we’re protected. But that doesn’t mean we can make stupid mistakes."

We build Bike Traffic for the long haul, to be passed around to your friends and family. So forward your Bike Traffic on for someone else to read. Not one tree has to die. And maybe CBF will gain some new members, and be stronger for it.

www.biketraffic.org

CBF is hiring. If you're a bike planner, this is the biggest opportunity in America.

CBF unveils its Bike Wall at its 2001 Open House, December 7, 5:30-8:30 pm at 650 S. Clark, Ste. 300. Donated by Graber USA, installed by Joe Ferguson and Dave Glowacz, and painted by Cigdem Ludington and Elke Claus, CBF's leading edge indoor bike parking facility are more than just some other bikes on the wall.

When we're not drooling at the wall, we'll be mixing, drinking and munching and hoping we win the raffle prizes. Bring your friends, and if you're known for a party dish, bring that too.Ask Pamela all your questions.

IPP to GWT ASAP!
Plus: CBF director asks, "Who wants some? You?"

Villa Park and DuPage County are building a connector path between the Great Western Trail and the Illinois Prairie Path. Presently, knowledgeable trail users make the crossing through a series of parking lots and side streets to access the eastern terminus of the GWT. The new connector path will provide a safe off-road link between these two regional trails.Design engineering will begin immediately and construction is expected to be completed by 2003.

CBF’s Randy Neufeld won the Advocate of the Year at a bike industry awards dinner held in early October at Interbike, the industry’s annual trade show in Las Vegas. More than 500 industry and advocacy leaders paid $100 per ticket to attend the awards. While Neufeld’s sleeper left hook was not a factor in taking the title, he’s confident that if it comes to that, future challengers are reminded to not drop their right, "or they’ll pay in PAIN," says Neufeld.

Coultas can’t shake stigma, moves even farther north.Tired of explaining that he did not grow up in "southern" Illinois, CBF’s Director of Events Brandt Coultas has moved to Anne Arbor, Michigan.

"There’s a distinct line where southern Illinois begins," railed Coultas, his index finger jabbing at Westfair Avenue on a map of Jacksonville, his home town. "And my house was clearly north of that line. We’re talking YARDS."

Coultas came to CBF in 1999 after graduating from Denison College in non-northern Ohio to direct CBF’s fund raising efforts and manage the Boulevard Lakefront Tour. During his tenure, Coultas grew the BLT into a record-setting 6000+ rider event featuring four miles of a car-free LSD. "Brandt’s stint as BLT Director will be defined by that stunning view of Chicago’s skyline from north-of-63rd-St. Lakeshore Drive," says CBF Executive Director Randy Neufeld.

Coultas moved to Ann Arbor in early October, where he’ll pursue a master’s degree incorporating business and environmental issues and enjoy people believing that he’s from central Illinois.

"I mean, they’ve never even HEARD of Jacksonville," says Coultas with a sly smile. "For all they know, it could be as far north as Champaign."

Victoria Transportation Policy Insititute has significantly expanded its Online Transportation Demand Management Encyclopedia, available for free use at www.vtpi.org/tdm. The encyclopedia now includes more than 75 chapters and includes research on pay-as-you-go car insurance, new material on transportation costs, and a new chapter, Individual Actions for Efficient Transportation. Go bigger your brain!

Bike Traffic is published by the Chicagoland Bicycle Federation, a nonprofit, volunteer advocacy organization that is improving the quality of life in Northeastern Illinois by making cycling safer, more convenient, and more fun. All material that isn’t copyrighted may be reprinted. Advertising rates available on request.

Managing Editor
Steve Buchtel

Editors
Nadia Oehlson
Patricia Weismantel
Dave Glowacz

Layout
Steve Buchtel

Thomas McBride murder trial postponed to November 26! The presiding judge postponed trying Carnell Fitzpatrick for the alleged road rage murder of cyclist McBride, which was to begin September 24. As far as we know, the case will still be tried at the 26th Street and California Ave. court building. Call CBF or watch biketraffic.org for details.

Learn to ride in the cold November 4! While sitting in a bar! With people modeling underwear! More info here!

Ride with hundreds of cyclists on a self-induced tour of city streets and neighborhoods…for FREE! Critical Mass meets at Daley Plaza underneath the Picasso at 5:30 pm, November 30th

Deadline for the January Bike Traffic is December 5. You might recall that on this date in 1982, you were turning blue in the face telling your friends that Nebraska, while different for Springsteen, would someday be recognized as a dance with the dark side of genius. Also, you had friends.

Get our FREE Bike to Work Guide!

Can't...stop...using...
exclamation points!!!!!!

Chicagoland Bicycle Federation
Staff Directory

At 650 S. Dearborn:

Randy Neufeld
Executive Director

Pamela Brookstein
Membership Director

Steve Buchtel
Communications Director

Heather Convey
Education Program Assistant

Dave Glowacz
Education Program Director

Anne Nepokroeff
Office Manager

Nadia Oehlsen
Program Assistant

Lauren Strickler
Director of Events

Randy Warren
Program Director

At Chicago Department of Transportation:

Mark Counselman
Bikeways Technician

John Greenfield
Bike Rack Technician

Milda Grigaite
Outreach Assistant

Nick Jackson
Bike Lane Program Manager

T.C. O'Rourke
Bikeways Technician

Copyright 2001, Chicagoland Bicycle Federation
650 S. Clark, Ste. 300, Chicago, Ill. 60605
Ph: 312/427-3325  Fax: 312/427-4907 E-mail: cbf@biketraffic.org