Edgewater Observer

A New Edgewater Library and Parking Lot

2011-03-07T08:28:00.006-06:00

How many meetings have you been to in order to have your concerns about the new Edgewater Library heard? None I bet. Do you even care? Do you know that a 98 year old building will be torn down for a parking lot and that the curb will be cut for a driveway across the Broadway sidewalk?

Lets face it most of us rarely use the library. So if the library is taken off line for a year or so we won't really notice nor be inconvenienced. But we actually do care. Water, Police, Fire, Roads, Schools, Parks and then Libraries. It may be at the bottom of many lists of most important government services, but at the same time it represents a very important marker of the quality of our social culture.

It represents something about us and our society, that if lost, would represent a loss of progress, a regression, a reversion backwards towards a darker age. So we really do care.

So the library is important. But how about the building? Again what do we care? We're getting a new building, hoorah! That's great. New is better, right? Yes, often.

But I get it. Few of us really care about the mundane details of library design nor the urban impacts of a new building on our streets and community.

Yet on the other hand there are some who care greatly. Indeed they actually care about every little detail. Sometimes every detail about everything that goes on in their community. You meet them at a party and when you've heard enough you move on. Maybe at the next party you arrange your movements to minimize the length of your conversation with them. Sure you're glad they care, and sure you're especially glad that they seem to have the energy and interest to try to get their opinions heard by the powers that be that actually make all the detail decisions that go into something like a new library.

So how many meetings would a person super interested in every and all community details have attended about the library by now?

None? Really none?

We know our government is not representing us when they can't take the time and effort to listen to us. The problem for our governments is that listening is hard. Or maybe it's hearing that's hard. Whatever. It's like a constant party where there is one person after another waiting to talk to you about their interests.

But then that is their job. They are paid to listen.

So without any formal meetings with the community, ground has already been "broken" with a golden shovel for the new Edgewater Library. The plans are drawn and a 98 year old building is about to be torn down and the curb cut for cars to cross the sidewalk to another parking lot on a stretch of Broadway already loaded with too many parking lots. A stretch of Broadway that is served by a bus line and two el stops within a half mile.

Let me say simply that neither action is good urban design. Let me say simply further that not involving the community in the design process is not good government process. Above is a picture of one more bit of a historic neighborhood never to be recovered. You can't build new hundred year old buildings.

CTA Frequency Map - Wait Time Comparisons

2010-08-24T22:40:00.005-05:00

Jarrett Walker has expressed interest in what I am doing. He may want to link to my work. I will need to choose to suggest that he link either at PrairieStateBlue or my little used personal blog Edgewater Observer. If you have thoughts about my choice please comment. Here is my latest work. It is a comparison of different possible wait times. It has a built in legend so it should be self explanatory.

CTA Frequency Map Version 9 - Ten Minute Service Circles

2010-08-24T08:17:00.005-05:00

(Update: Oops. I am supposed to say something like: Images derived from Data Provided by The Chicago Transit Authority.)

Here are some images of version 09. In this version I have overlaid an earlier version where line widths represent the number 0f trips a week, fatter being more trips, with the ten minute or better circles from version 08.

The 79th street bus still shows that it is the major southside east west corridor. To my lay mind it still screams BRT! I'm going to have to take a trip soon and eyeball that street fr0m end to end.

The whole system map is not as large nor clear an image as I'd like. The other images show the northside and the loop area. The loop would take special treatment for a professional version, imho.
Click the images for larger version.

CTA Frequency Map V8

2010-08-23T03:15:00.002-05:00

(Update: Oops. I am supposed to say something like: Images derived from Data Provided by The Chicago Transit Authority.)

I'm using this space as a bit of a shared workspace. So forgive the lack of relevance to the normal postings to this blog.

Click to enlarge.

This is a work in porgress. This particular version is more a proof of concept. Here is what Mr. Walker had to say about my previous version:

Jeff. Thanks! I object, though, to using trips/day as a proxy for frequency, because lines with really intense peak service can have lots of trips/day even with little or no all-day service. . If the point of a frequency map is to show people the network they can travel on without waiting long, it needs to be based on actual midday headway. Cheers, Jarrett

So I asked for some help in coming up with "actual midday headway" thusly:

So if I am to do a midday headway map, I suppose counting the number of trips that leave between 11:30am and 12:30pm would not do because they might send out a bunch of drivers at 11:35 all together and then no more until 12:50 when another bunch might be sent out? So is actual midday headway the time between the first trip nearest noon and the one after that? Forgive my ignorance, this is not an area of expertise, but what is a good mechanism for measuring "midday headway?" What would be a good method of calculation?

To which he replied:

Jeff. You're right, it's tricky!

You have to return to the spirit of Frequent service, and the wholereason that we're mapping it. We want people to see where they can travel ALL DAY without waiting very long.

So the real question is: "What is the longest scheduled gap between consecutive buses anytime during the midday?" The point of frequent service is that it's a guarantee, not an average., That means we are mapping the worst case, not the average case.

Jarrett

While working with the previous version I learned that "Shapes" provided by the CTA were not properties of "Routes" but rather "Trips." In producing this map I further came to realize that "frequencies," or goal here, is also not a property of Routes nor Trips, but rather a property of "Stops".

So using the largest table provided by the CTA, the "Stop Times" table of over two milion separate records, I created a new table that not only provided the time of arrival at each stop but also the time of the previous arrival at that stop. I then calculated the greatest time difference between arrivals between seven AM and seven PM for each stop. I then drew a circle for each stop with larger circles meaning more frequency, or less maximum times between stops. The variance in circle sizes above represent a range of maximum scheduled wait time from seven or eight minutes to thirty or more minutes. Remember that's worse case scenario. I used the same color scheme from the previous map, red and orange buses, green for el/subway and blue for express bus service.

There is a ton of possible tweaking. This is a work in progress. Be patient. I'm trying to be frequent in my updates.

Parisifiing Chicago - Peterson Ave. BRT (Bus Rapid Transit)

2010-01-03T18:17:00.010-06:00

Chicago has a very good rail rapid transit system. But not great. Great is Paris and London for example. Here's Paris' Metro in black with Chicago's CTA overlaid in red at the same scale. These are all subway and el lines for both cities. Since I am (just) a simple northsider I centered Paris on the north and west sides. Those are the parts of the city I know best (but I am actually familiar with parts of the south side other than Comiskey and Hyde Park.

Paris is pretty compact, at least the central part absent the suburbs, isn't it. It's also very dense population wise. The streets are narrow and the there are rarely front yards and many buildings are 4 to 7 stories high.

The thing is Edgewater has similar density. Yet all we have is a single CTA line. Which is probably about right as practically everywhere in Edgewater is within three quarters of a mile of an el stop. And much if it is within a half mile. Unfortunately there are only two ways to go, north or south. Granted that's two out of three possibilities. But the next connection to any other direction is miles away, to Ravenswood at Belmont and to Skokie at Howard.

There is a serious flaw in both Chicago's future transit planning and indeed the nation's. The flaw is that extensions and new lines are planned into areas that have no rail rapid transit service rather than in the areas that have it. Why is that a flaw? Because the greatest users of transit are those where the transit exists and where the urban densities exist to support rapid transit.

Well, of course, you reply if there is no transit then how can you use it at all? And that's a valid question absent the second caveat of where urban densities exist to support it. And yes there is some validity to build it and they will come, but that does not refute the point that we in Chicago where urban densities are appropriate still need more and better rapid transit.

Let me pose a question to Edgewaterites. Have you ever taken public transit from O'Hare to Edgewater? Wasn't pretty was it? Your choices are to go all the way downtown and then all the way back to Edgewater or transfer to a Lawrence or Foster bus at Jefferson Park and then back again onto the el.

We, and much of the lakefront, need west traveling rapid transit. The operative word here is rapid. Rapid means two things: one, faster than car traffic and two, frequent arrivals.

Car traffic brings up another important issue that Edgewater faces; namely too much car traffic. We live in the middle of a major car traffic flow and bottleneck from/to the north and west and all headed to or from the loop. It used to be loop rush hour determined but during the last twenty years it has been changing into a more equalized flow in each direction. It was so extreme before that lane reversals on Sheridan and Ridge would dedicate three lanes one way and one the other depending on whether the flow was in or out.

One of the major changes by the Aldermen of Edgewater was the elimination of those lane dedications. I wasn't involved in the decision making process but I bet the divisions and arguments for and against were similar to those going on now as concerns the return of non-rush hour parking onto Ridge between Clark and Broadway. Those opposed are concerned that traffic backups within the Edgewater neighborhood will cause sufficient frustration that drivers will begin short cutting through the residential streets. It is not a paranoid fear. It could happen even with the speed humped nature of many of our residential streets.

Actually, a rapid transit line running out Peterson Street west from the Bryn Mawr Redline station would likely soak up enough car traffic to obviate making the bottleneck any worse than it is now and therefore prevent attempts of residential shortcutting. If the line were to connect with the Jefferson Park Tansit Hub it would also create a connection to the Airport from Edgewater and even Evanston. Again the key word is "rapid": rapid in speed and rapid in arrival.

The current fad in urban rapid transit is light rail. Light rail used to be called street cars or trollies. Indeed the street car system of 1947 delivered a similar density that the Paris Metro does today. In the above map for the north half of Chicago, red are streetcar lines while blue are electric trolley buses. The other colors are diesel buses.

Streetcars gave way to buses as car congestion grew to the point that they were no more rapid, and indeed often less rapid than cars. The other issue with light rail and even street cars today is expense. They cost way too much to build, especially for a system that turns out to not be rapid.

There is a way to make streetcars faster and even faster than cars. The major way is dedicated rights of way where cars are not allowed while the minor way is to give them control over stop lights. Usually the right of way is in the center of the street with dedicated "stations" for riders in the middle of the street as well. Think of the Illinois Central line on the south side where it crosses Stony Island. So with widely separated stations and dedicated rights of way and control of stop lights street cars can go faster than cars and thus approach if not actually succeed at becoming rapid.

But here's the thing. If you do those things for buses, then they can become rapid as well. And not only cost less but be more flexible as well. You can have regular bus lines that can serve neighborhoods locally and then run express as they merge into the Bus Rapid Transit right of way.

And that is exactly what I would propose for Peterson Ave. Only I would take it a step farther and have it get onto LSD for express runs downtown. That's what many northwest siders are doing anyway and it is those people we want off of Ridge. Only now not for parking but for dedicated BRT lanes (in the middle not the edges of the street.)

Between Broadway and Sheridan the BRT might have to share the road with cars but that is a short distance and easily managed especially with the buses having control of the stoplights.

Another candidate for a BRT, I would argue, is Western Ave. For a while (maybe still) Western had express buses that only stopped at the major streets. I road one of those once during rush hour and it was pathetic. I rode from about Montrose to the Blue line at Milwaukee and Armitage. I think we may have beaten the local bus but it was just barely. One beauty of a Western BRT is that it can link up so many of the northwest and western el lines. Probably the same could be done with Cicero. I have already sent the Peterson Ave BRT down Cicero to get to the Jefferson Park Transit Hub, might as well go whole hog. And as long as we are going whole hog we throw Irving Park into the mix too. Petty soon we are approaching a rapid transit density comparable to Paris.

Let me end this post by recommending this remarkable blog whose primary focus is Bus Rapid Transit. It's http://www.humantransit.org/ After I was referred to it I found myself reading post after post in a single setting. Needless to say I highly recommend it.

Historic Preservation Battle Now In Progress in Edgewater, Chicago

2008-05-13T08:29:00.004-05:00

Historic buildings are the urban equivalent of wilderness. There is only so much and once it's gone it's gone forever.

I have become aware of two recent issues of conflict surrounding Edgewater historic preservation. A minor one on the south-west corner of Broadway and Hollywood and a major fight between the Edgewater Historic Society (EHS) and well what appear to be ideological opponents to preservation. After a meta-discussion I will give my take on these two specific fights.

I'm all for progress. Indeed I call myself a progressive.

Some buildings are ugly and boring. At least that's the subjective judgment of the moment.

And we haven't even gotten to American Hot Button issue of "private property". I do not believe in absolute private property. I believe in limits to private property. Indeed when the U.S. banned the ownership of human beings, we set the most important constitutional limit on private property. Personally I am willing to extend that limit much much further.

I believe in imminent domain. It is the rule of law that mediates disputes between community and individual claim to property. Some people today have extreme ideological beliefs as well as strong emotional attachments to a notions of private property that border on the absolute. My own extreme ideological beliefs and strong emotions tend in the opposite direction. I got over those, however, in my youth. Yes I still believe that Gates and Shell oil claim obscene and improper amounts of "private property", but I doubt that the richest person in Edgewater would raise my ire. And I would not be surprised if there is someone worth hundreds of millions of dollars in Edgewater.

But I am willing to put my money where my mouth is. As the first step in preserving buildings I am willing, with a community vote, to waive either all or any percentage of property taxes for designated buildings.

But would I be willing to donate from my own after-tax personal funds to an entity of community ownership to save such buildings? No. That's what we have governments for. That's why we have courts to decide a reasonable compensation that balances the common good and the individual good. That's why elect representatives and urge them to make the hard decisions that split community sentiment.

Remember there are three sides here: the community who lives here, who loves the historic and diverse nature of Edgewater; the current owner ready to cash out their home or business in a neighborhood where they loved experiencing, day to day, the historic and diverse nature of Edgewater; and the future profiteer (they will make a profit, no?) who will tout the very things that they will be destroying, the historical and diverse nature of Edgewater.

So our job is simple. Support preservation and let our democratic republican councils and courts make the hard decisions of what is fair. That's what you do when both sides have conflicting "rights".

I'm saving for the next post the collected emails on the subject.

Prairie State Blue

2007-01-26T07:35:00.000-06:00

We've changed the name of SoapBlox/Chicago. It's now PrairieStateBlue. Still the same great bunch of progressive political activists scattered around Illinois and N. Indiana.

I don't know why you've come here, but for the moment I recommend that you get on over to PrairieStateBlue .

5440 or Fight

2006-08-30T10:19:00.000-05:00

I'm sure someone has used the title already, but I haven't seen it yet myself.

That's 5440 Sheridan and it should really be 5440 and fight.

At the moment I would abstain on voting on this. I don't know enough and I support the notion of local say on projects like this. I know we in the northwest quadrant of the ward have suffered votes by folks in the rest of the ward that voted against us when they should have abstained.

So let me point you to this blog where the blogger does a great job telling you who's for it and who's against it, but doesn't quite explain the cons as well as they should, since they appear to be against it.

The blog is Edgewater Chicago Surreal.

Vote YES for B1-2 for Broadway - At least the west side.

2006-03-09T06:35:00.000-06:00

Edgewater has a history of making mistakes that end up costing us.

The first was letting Lake Shore Drive end up here and after it ended here not doing everything in our power to see that it got extended past Edgewater.

The next was allowing the insanely high high-rises along the lake, and then when we got them not insisting that each and everyone provide a public beach.

The next were the four-plus ones along the Kenmore-Winthrop corridor.

You get the picture right. So the latest mistake being proposed by some is allowing 6 stories on Broadway's west side.

Enough already. Vote yes in the March 21 primary for the 4 story limit referendum.

I can understand that developers can make more money with denser taller buildings. But what we really need and want is diversity. Edgewater Glen and Lakewood Balmoral neighborhoods are unique urban environments and they need the protections that a 4 story buffer zone would provide.

Consider it Environmental Protection.

See me over at SoapBlox/Chicago

2005-06-24T02:10:00.000-05:00

I'll try to be posting Edgewater stuff here. But for the moment my efforts are over at SoapBlox/Chicago.

New vendor for voting technology selected.

2005-06-03T13:31:00.000-05:00

See Dan Johnson-Weinberger's DJWInfo here

It's Sequoia. See Here their announcement.

Dan says it's good in that it allows Irish-Style ranked balloting for the top two spots. I see if it does more. Stay tuned

Meta-Blogging

2005-05-22T07:51:00.000-05:00

Meta-Blogging is blogging about blogging.

99.99% of bloggers are at the mercy of their host when it comes to the design of their blog. Living in that 0.01% is pacified over at jScoop. He (odds are but one often doesn't know when it comes to blogging. He's mentioned a girfriend [could be a Lesbian, of course] and I've seen references to Paul in some of his coding or somewhere).

Lets start that sentence over. He is literally creating his own blog software. Why, you may ask. Ahah, you have just entered the Meta-blog zone.

My biggest grip about Blogger.com, the host of this blog, is that one cannot comment on comments. Nested commenting. If a commenter makes an outrageous statement and is followed by 5 more commenters who are quite sane, you have to make a reference to that offending comment in your comment. But worse so may everybody else in addition who may want to comment on your comment to the comment.

You get the idea.

There is one more major issue in the blog world. It won't happen here at my blog because nobody cares, but it's trolls. Trolls are commenters who are extremely uncivil. The more popular your blog the more they are attracted. Eventually they can drive away the civil commenters who made your blog popular in the first place.

Scoop the software of the so-popular DailyKos (That's my diary page over there) has resolved both of those issues. Comments can have nested comments and comments can be rated. Good ratings can generate "Trusted User" which further give one the power to tag Trolls. If enough Trusted users tag a troll comment it disappears. Trolls hate it when they can't get the attention they crave.

Could jScoop be in my future. We'll see. There are more Meta-Blog issues that come into play. We'll save that discussion for another installment of Meta-Blogging.

Empty storefronts owned by the CTA

2005-05-05T12:25:00.000-05:00

At several CTA stops in the Edgewater Neighborhood we have empty storefronts. Often these storefronts have been empty for years. Recently at a Edgewater Glen Association meeting it was suggested that it is red-tape that is holding up our having a better neighborhood and more income for the CTA.

I have just left a comment on Carole Brown's blog to that effect. Carol Brown is a CTA official who has started here own blog.

Carole Brown's Blog is here.

Anyone care to comment?

Rogers Park Montessori Begins New School Construction

2005-03-05T17:25:00.000-06:00

Well, it's real when they move heavy equiptment and start pounding stakes with ribbons on them into the ground. This is real groundbreaking as opposed to the official "Ground Breaking" ceremonies.

Wouldn't it be nice if the RPMSschool website would keep it's community updated with pictures. Even cooler would be if they added the architect's plans. And most cool would be a blog-like comments area. As we say in the blog-world: IMHO.

I was going to upload a picture here but I think I would have to pay Blogger to do that. So here's a link to a picture. The happy woman in the picture is RPMS's senior pre-school teacher with 30+ years.

Picture of Rogers Park Montessori School new site at 1800 W Balmoral

Why is LSD 45mph on the Southside but 40mph on the Northside?

2005-02-13T17:32:00.000-06:00

It's just bureaucratic indolence but still. For a number of years now we Northsiders have been putting up with the swing speed limits: 40mph Nov through March; 45 April through October.

Do you remember why? Because the salt would be bad for the new planting in the new spiffy medium. Well, lookie now. The southside LSD has a new spiffy medium, with new spiffy plantings. But did it get the 40mph treatment? Appears not.

We have a legitimate complaint here folks.

Voting Machinery Alert

2005-01-25T08:09:00.000-06:00

Deadly Earnst has some new information about new voting machinery in the works for Chicago.

What do we want?

1. Paper trails (duh!)
2. Accuracy
3. Capable of Condorcet compliant Instant Runoff Voting.
4. Open source code owned by the city.

The last will likely be the hardest to get. (BTW what does David Orr have to say about the topic. Anyone, anyone, Ferris?)

Time to extend the Lakefront Bike Path is Now.

2005-01-25T07:42:00.000-06:00

Sometimes change comes all at once in a big project. Other times it's small steps. The big project answer to Edgewater's traffic problems is the extension of LakeShore drive north. But there are small step improvements that could be done in the short term at anytime.

I will discuss those traffic solutuions at a later date but for the moment let me say that one of those solutions involves pedestrian underpasses along Sheridan road between Hollywood and Devon. The most natural points for those underpasses are at Berger Park at Granville and Thorndale Beach and Parks at Thorndale.

It's especially a natural now that Thorndale has a park on both sides of Sheridan. Which brings me to my real topic of discussion, bike path extension and not the big project, the in the lake version.

Now while the lake is down and the connection between Thorndale beach and Ardmore beach (sorry, I don't go for naming beaches after people) is wide is the time to move some rocks a build a paved extension of the Bike path to Thorndale.

There's another reason. Remember when they had Sheridan torn up for sewer work. Well they changed Thorndale to be both directions between Broadway and Sheridan and they eliminated parking east of Winthrop. That is now the point where the bike path should be leaving the lake to move to Kenmore and Winthrop, not narrow one way Ardmore.

Add the underpass with room for bikes and viola' we have make a significant, even if not the big project, improvement, for both bikers and pedestrians.

Local politics.

2005-01-16T11:39:00.000-06:00

Here

Over at DailyKos I castigate myself for not doing enough on the local political scene.

I really don't care for this blogger software and if I were serious I would make a much greater effort at getting somthing else set up. I suggested to Mr Lawrence (sorry his first name eludes me at the moment) over at ECC that they host a scoop site.

The other place that needs a scoop site is the Schakowsky/Osterman/Smith/(Ronen?)/Volini storefront complex south of Bryn Marw on Broadway.

Well we can dream. And some of us can get off our butts. Starting right here I guess.

Here's a local Edgewater neighbor with a blog, who also hangs out at DailyKos:
http://maslovsrag.blogspot.com/

We, Edgewater Citizens, Are Due Reparations!

2004-12-14T17:16:00.000-06:00

Why do we, Edgewater, more specifically north Edgewater, have to suffer expressway volumes of traffic, daily, through the heart and lungs of our community? I contend that there is neither any reasonable nor legitimate answer to that question.

Some fifty years ago the "larger community" forced on Edgewater, a quiet neighborhood lakeside community, the butt end of Lake Shore Drive's eight lanes of automobile traffic. They commandeered the quiet residential streets of Ridge and Sheridan. They stripped all parking at all times from those streets. They forced those streets to submit to unnatural acts of lane alternation: three lanes with the rush hour and one against.

Now that history is but a repressed memory. Yet the reality of reverse commuting subjects us to comparable horrors. Every morning and evening we are trapped between constant multi-lane traffic. We venture out only if we must.

But even after the twice-daily onslaughts have receded, its effects poison our community. Exposed streets naked of parking and exhausted of traffic give reign to speeders and weavers.

Fifty years of such abusive servitude have wearied and ruined the face and vitality of the community.

Stately lakefront mansions have been cast aside to be replaced by downtown-style high-rises because no well-to-do cultured person who could afford to live otherwise would live in such noise and clamor. A vibrant urban university has been torn from its supporting community, isolated and split asunder by four lanes of pedestrian-intimidating cars. Beautiful six-flats and courtly apartment blocks have been turned over first to slumlords who milk them, then care less of them, until they have become hovels and worse, then have torn them down to be replaced by plain at best and ugly at worst, automobile friendly four-plus-ones. All manner of businesses deprived of their life-blood of pedestrian customers have moved out to be replaced by gas stations, auto dealers, auto repair, muffler repair and body shops glad to locate in the middle of a virtual, de-facto automobile expressway.

By struggling mightily against those anti-urban forces we have been able over the last twenty-five years to regain some of our lost dignity. Organizations like the Edgewater Chamber of Commerce and the Edgewater Community Council have fought to keep storefronts occupied and slumlords in court. Our representatives in the Chicago City Council, Volini, Osterman, and Smith likewise have fought often lonely rear-guard battles against the ravages of our expressway reality.

But! But, as long as we ourselves continue to believe in the supremacy of the automobile, as long as we internalize the mores of the car mythology, as long as we think that because we ourselves own and use cars we must give up any right to oppose their domination of our lives; for as long as we hold those ideas, we shall never be able to confront and defeat the automobile's subjugation of our community.

The "modern" myths we must fight include:

It is a community's duty, just as it is a person's duty, to yield its own self-interest to the larger community's greater interest.
Streets, especially arterial streets, must be designed to handle rush hour traffic.
The goal is to move as much traffic as fast as practical.
The city must adapt to the "modern" reality of the automobile.
Driving our car is a right.

Driving a car is, of course, a privilege licensed by the larger community. We have a right to walk in the right-of-way but must earn the privilege of driving on the right-of-way.

The automobile must adapt to the traditional reality of the city. The traditional reality of the city is walking, busing and "el"ing. The traditional reality of the city is that it takes time to get across-town.

The sub-urban goal is more and faster but the urban goal is closer and denser. Closer and denser befit slower.

We have the el and the commuter railroads built especially for rush hour. Perverting our streets for rush hour perverts our community. There is no rush hour right.

If the larger community deems that an expressway must go here then they have an obligation to build one. I have no doubt that fifty years ago we were told that we were being subjected to a temporary situation; before long Lake Shore Drive would go all the way to Evanston.

OK. We have done our duty. We have waited long enough. It's time to "take back our streets."

Living in an Expressway

2004-12-13T00:25:00.000-06:00

That's what ruined Edgewater and that is still our biggest struggle. More on this later.