In the bustling streets of Chicago, a phenomenon known as ‘road curiosity’ has sparked interest among citizens, leading to an exploration of neighborhood traffic circles initiated decades ago by Ald. Mary Ann Smith.
Ray Daniels, a resident of the city and an everyday commuter, found his curiosity piqued while navigating various intersections along Francisco Avenue.
During his travels, he often encountered miniature traffic circles that forced vehicles to slow down, prompting him to ponder their necessity and effectiveness.
Daniels expressed his initial skepticism, saying, ‘these are pretty worthless,’ reflecting a sentiment shared by some residents who question the functionality of these traffic calming devices.
Despite such skepticism, the city has embraced the installation of hundreds of neighborhood traffic circles designed to enhance safety in residential areas, particularly amidst increasing concerns about the hazards faced by pedestrians.
The push for these traffic circles began in the early 1990s when Alderman Mary Ann Smith, representing Chicago’s 48th Ward, was compelled to address the rising accidents at Hollywood Avenue and Sheridan Road.
Following a particularly troubling weekend in July 1993, Smith approached the mayor with a passionate plea for safer streets, highlighting the chaotic traffic patterns that were endangering the residents of her ward.
Greg Harris, Smith’s former chief of staff, noted that the heavy congestion from Lake Shore Drive often pushed drivers onto residential streets.
Consequently, the ward sought various traffic mitigation strategies, including increased stop signs and altered traffic patterns, but none proved effective enough to satisfy Smith’s vision for a safer neighborhood.
Drawing inspiration from urban planning conferences and cities known for pedestrian-friendly designs, Smith sought alternatives that had been successfully implemented elsewhere, including Seattle, where the city had already installed numerous traffic circles.
In 1994, after extensive research and local consultations, Smith proposed a pilot program for several traffic circles in her ward, which the city ultimately approved.
Despite receiving a mixed reception from Chicagoans, including one critic who humorously questioned whether Smith had ever used a traffic circle, the plan moved forward.
Harris reminisced about the initial challenges, recalling that numerous drivers struggled to navigate these new installations, often leading to accidents due to unfamiliarity.
However, after testing how public works vehicles could manage these circles, the city proceeded with installing the first few in 1995 and saw the number proliferate in the following years.
As Ald. Smith’s legacy grew, so did the presence of traffic circles across the city, culminating in hundreds being established in various neighborhoods.
Today, the Chicago Department of Transportation acknowledges approximately 250 traffic circles that appear on landscaping lists, though many more likely exist without formal documentation.
With funding mostly coming from aldermen’s discretionary budgets, known as the aldermanic menu, the cost to build a traffic circle stands around $20,000.
Residents can initiate requests for traffic circles via their respective alderperson, who must seek approval from CDOT, but the department often rejects proposals when they conflict with road layouts or emergency access routes.
While the relatively simple request process has led to the proliferation of traffic circles, it has also generated scrutiny about the broader implications for pedestrian safety citywide.
Ald. Andre Vasquez, who represents the 40th Ward, voiced concerns about the decision-making process surrounding traffic safety, pointing out that certain neighborhoods may not see traffic circles despite high pedestrian risk.
The allocation of such measures can often depend on the priorities and familiarity of different alderpersons with traffic engineering concepts, which can leave some chances for improvement overlooked.
In other cities, traffic circle installations may undergo more centralized decision-making, emphasizing criteria such as accident history or nearest pedestrian incidents to prioritize where safety measures are most needed.
Vasquez advocated for a more comprehensive approach from city leadership to bolster pedestrian safety initiatives beyond the current ward-by-ward decision-making process.
Meanwhile, Chicago has implemented programs like Complete Streets, which aim at revamping urban infrastructure with a focus on inclusivity for cyclists and pedestrians, attempting to bridge gaps in safety across the city.
Complete Streets Director David Smith pointed out significant advancements made in neighborhoods, emphasizing the ongoing efforts to integrate adequate pedestrian and cyclist safety measures into city planning.
Since Smith’s pilot introduction of traffic circles, the concept has shifted from a contentious subject to an accepted element of Chicago’s urban landscape, showcasing a progressive shift towards valuing pedestrian interests in traffic management.
While advocates for biking and pedestrian access express a desire for continued improvements, the evolution of traffic circles represents a tangible evolution in the city’s approach to community safety.
For commuters like Ray Daniels, the journey through these traffic circles has transformed into an adventure rather than a hindrance.
Reflecting on his experience, Daniels said, ‘It’s just like I’m driving like motocross or something,’ acknowledging a newfound appreciation for Chicago’s intricate road systems and the intention behind them.
As the city continues to evolve, the balance between safe driving, pedestrian access, and creative urban design remains a vital topic for ongoing discussion among residents and city officials alike.
image source from:wbez