Chicago, Bike Grid Now!

@bikegridnow.org

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We're demanding a city-wide #bikegridnow with slow & safe bike-prioritized streets across Chicago. bikegridnow.org

Pink and white flyer for a bike ride at 1700 s Wentworth on May 7th at 3:30 with text "release her she's been ready for 5 years"
Raise Your Voice For A Safer Grand Avenue Show your support for the upcoming street safety improvements on Grand Avenue! Business owners and out-of- towners want Grand Avenue to stay dangerous. They're protesting at the intersection of Grand and Ogden every Monday from 4-6pm. Project Features Bus bump-outs for faster boarding Shortened pedestrian crossings Raised crosswalks Protected bike lanes Street trees Wheelchair-accessible sidewalks And more Join our counter-protest, and show that you support safe streets for kids, families, and seniors! Bring signs, friends, and a positive attitude! We know that Grand is unsafe. Let's fix it!
Social media graphic of the Earth embedded within a chain ring with big red text that says "rescheduled."
Approximately 40 bikers pose for a group photo on top of a grassy hill
Two presenters display an op-ed written by Bike Grid Now with the headline "Cycling advocates: The Mayor endorsed us. Now he advocates against us." displayed on a projection screen.
Bike Grid Now Applauds Introduction of Landmark Legislation to Advance Regional Safe Cycling Network Chicago, Bike Grid Now! is pleased to announce the introduction of new state legislation to lay the groundwork for a comprehensive regional bike grid. The bill SB3478, introduced by Illinois State Senator Mike Simmons (IL-07), amends the Illinois Highway Code to direct the Chicago Metropolitan Agency for Planning (CMAP) to develop a blueprint for a bike and pedestrian-prioritized street network including 450 miles of safe, slow streets in Chicago with additional infrastructure in bordering municipalities. The proposed Safe Cycling Network Plan would prioritize connections between community areas, retail corridors, major attractions, institutions, as well as existing and planned infrastructure to create a cohesive system for all ages and abilities across 10% of city streets and neighboring suburbs. Under the proposed framework, at least 35% of the network would be located in community areas experiencing economic hardship,1 with additional prioritization given to high-crash corridors and areas lacking existing safe streets infrastructure. “We know how dangerous and inequitable a patchwork system is,” said Bike Grid Now organizer Nik Hunder. “Fragmentation means cyclists, pedestrians, and people on scooters or other micromobility devices are forced to navigate life-threatening gaps in protective road treatments that are not equitably distributed economically and racially across the city. It’s time to make our streets safer for all Chicagoans – not just those in the most privileged and politically responsive neighborhoods.” The benefi ts also reach across the state. Safer city roads drive state-wide economic growth, advance environmental goals, boost tourism, and decrease costs associated with traffi c crashes and deaths. State legislators leading on this issue understand that strategic investment in urban infrastructure is a life-saving measure that supports the intere…
Mockup of a yard sign that says "We support Portage Park Safe Streets, Slow Down" above five mid-size colonial houses sketched in white followed by an instagrma handle, @portageparksafestreets"
An event flyer with a semi-abstract blue, white, and black background advertising a bike ride to 4150 N Long Ave for a Portage Park safe streets meeting hosted by the Chicago Department of Transportation.
A screen-recorded video of filing a witness slip on ILGA.gov showing what fields to fill out such as Address, email, phone number and most importantly, Representing = "Self" Position = "Support" or "Oppose" (see our posts to know which one); and Testimony = "Reord of Appearance"
Panoramic shot of 150+ bikers gathered ona street corner wearing a variety of safety vests and winter gear next to a Veterans Affairs hospital in Chicago, IL
ICE WATCH BIKE PATROL TRAINING LED BY PILSEN DEFENSE & ACCESS & BIKE GRID NOW! THURSDAY, OCT 16TH, 6:00-7:30 PM PILSEN LOCATION Address will be shared to RSVPs day of
Join us for a POP-Up Bike Ride on Sunday 10/12 Meet-Up at 5257 W. Chicago Ave. 1pm departure from Austin POPCourts! 1:20pm stopping by West Humboldt POP! 2pm arrive at Lawndale Pop-Up Spot for the Poetics of Place 3:30pm join Working Bikes on a Lawndale Sukkah Tour Find more details at: bikegridnow.org/event/pop-up-10-12
Johnson is also surely aware that his progress on bike lanes will be a key benchmark for the many well-organized and often aggressive bike safety advocacy groups that have pushed for a “bike grid” throughout the city, some of whom pushed for a lower citywide speed limit that Johnson remained neutral on and aldermen in February voted down. Indeed, the mayor tipped his hat Tuesday at their push to redesign roads. “If there’s a group in Chicago that advocates on behalf of anything, it’s the people who are advocating for bike lanes and bikers,” he told reporters. “Your advocacy is paying dividends for the people of Chicago.” As he rode, Johnson said his Transportation Department is working toward “an ecosystem” of bike lanes that encourages cycling and makes people feel safe. He cited the need for a “strong grid.”
PV 1: Obstruction to Traffic or Immediate Hazard PV 2: Neither Obstructing Traffic Nor an Immediate Hazard 20' OF CROSSWALK EXP. METER NONCENTRAL BUSINESS DISTRICT BLOCK ACCESS/ALLEY/DRIVEWAY/FIRE LANE EXPIRED METER CENTRAL BUSINESS DISTRICT BLOCK ALLEY EXPIRED PLATE OR TEMPORARY REGISTRATION CURB LOADING ZONE FAIL TO DISPLAY TV NEWS PERMIT DISABLED CURB CUT FAIL TO PAY OR OUTSIDE SPACE IN CITY LOT DISABLED PARKING ZONE INDUSTRIAL PERMIT PARKING DOUBLE PARKING/STANDING CENTRAL BUSINESS DISTRIC MISSING/NONCOMPLIANT FRONT AND/OR REAR PLATE DOUBLE PARKING/STANDING NONCENTRAL BUSINESS DISTR NO CITY STICKER VEHICLE OVER 16,000 LBS. OSTRUCT ROADWAY NO CITY STICKER VEHICLE UNDER/EQUAL TO 16,000 LBS. PARK IN FIRE LANE NO STANDING/PARKING TIME RESTRICTED PARK OR STAND IN BUS/TAXI/CARRIAGE STAND NON PYMT/NONCOM VEH PARKED IN COM LOADING ZONE PARK OR STAND IN VIADUCT/UNDERPASS PARK ON CITY PROPERTY PARK OR STAND ON BRIDGE RESIDENTIAL PERMIT PARKING PARK OR STAND ON PARKWAY STREET CLEANING PARK OR STAND ON SIDEWALK TRUCK,MOTOR HOME, BUS BUSINESS STREET PARK/STAND ON BICYCLE PATH TRUCK,RV,BUS, OR TAXI RESIDENTIAL STREET PARK/STAND PROHIBITED ANYTIME WRONG DIRECTION OR 12" FROM CURB RUSH HOUR PARKING STAND, PARK, OR OTHER USE OF BUS LANE STOP SIGN OR TRAFFIC SIGNAL UNDER FIRE ESCAPE VEH 6' OR HGHR WITHIN 20FT OF CROSSWALK WITHIN 15' OF FIRE HYDRANT
Current Situation: CPD responds to a high volume of low-priority 911 calls for parking violations (PVs), receiving about 100,000 PV calls to 911 yearly (source: OIG Dashboard). This makes up almost 8% of total 911 calls citywide. Meanwhile, Chicago's Department of Finance (DOFJ already employs Parking Enforcement Aides (PEAs) that regularly enforce these same parking violations. Solution Benefits Safety Operations Summary A pilot program in the 8 th and 19th Police Districts to reassign primary response for parking-related 911 calls to DOF Parking Enforcement Aides, to be designated as Rapid Response Parking Enforcement Aides (RRPEAs). In each of these two Districts-Chicago's most populous-PVs account for approximately 10% of all 911 calls.CPD would retain full parking enforcement authority, and would remain the primary responder to PV calls outside of RRPEA working hours and on holidays. A collaborative model with DOF, CPD, and OEMC offers significant advantages: • Improved Efficiency: Assigning parking enforcement to a more appropriate agency allows for a more immediate response and a more efficient use of City resources. • Save CPD Officers' Time: Removing nearly 10% of low-level 911 calls from CPD's plate would free up officers' time to address other policing matters. • Enhanced Constituent Satisfaction: Quicker response times for parking- related issues will boost public satisfaction and increase safety. • Revenue Generation: Timely enforcement and citations by RRPEAs are expected to generate City revenue. Each active PEA currently generates about $335,000 in net revenue. This pilot program is projected to be self- sustaining. • Model for Alternative Response: This pilot can serve as a blueprint for other alternative first-response initiatives in Chicago and throughout the country. • From 2022-2024, fewer than 0.05% of PV calls involved a violent or potentially violent situation. (108 out of more than 278,500 calls.)