TagTOD

Jefferson Park station renovation highlights train station planning deficiencies

Jefferson Park train station rendering

Jefferson Park train station rendering from the City of Chicago. The only difference you see is canopies. What you don’t see is a walkable connection ut thisetween shops southeast of here and the train station – they’re separated by a strip of parking.

Plans for the renovation of the Jefferson Park CTA station are illustrative of the City’s failure to think deeply about how to design the projects that is funding in a way that maximizes potential for residential and commercial development around train stations.

The changes proposed for one of Chicagoland’s most important transit centers are weak. There’s no development plan, or any kind of neighborhood plan or “Corridor Development Initiative” for the Jefferson Park transit center.

Current city policy identifies train stations as optimal places to build new housing and commercial uses.

Without challenging the design to respond to this policy the transit center will continue to use neighborhood space inefficiently and doesn’t respond to demands from residents to improve pedestrian and bicyclist safety and increase economic development.

Judging by the renderings, nothing is changing at the Jefferson Park Blue Line station (4917 N Milwaukee Ave). All of the improvements save for the canopy are invisible in this rendering. The CTA’s list of improvements reads like the superficial makeover that many stations got in the Station Renewal program almost three years ago, a stopgap measure until Your New Blue could begin.

There will be LED lighting, new paint, new escalators and stairs, new paving, and a new canopy. Only a few of those things make the station easier to access and use.

Jefferson Park is a major asset to the neighborhood and the city. The station serves CTA trains, Metra trains, CTA buses, and Pace buses to Chicago’s suburbs. The CTA’s September 2014 ridership report [PDF] said there are an average of 7,420 people boarding the Blue Line here each weekday, a 0.1% increase over September 2013. It’s the busiest Blue Line station outside of the Loop and O’Hare airport.*

On Twitter I said that the station should be surrounded by buildings, not bus bays. I’m not familiar with how many routes and buses use the station daily, and I’m not suggesting that space for buses go away. I’m challenging the Chicago Transit Authority and Mayor Rahm Emanuel to come up with a better plan for vehicle and pedestrian movements, and to start welcoming new development.

I pointed out the new Wiehle-Reston Silver Line station in Virginia where a residential building was constructed atop a bus bay (where I transferred from the Washington Flyer bus from Dulles). A plaza connects the bus bay to and apartment lobby and the Metrorail station.

Bus bays under an apartment building in Reston

The bus bay at the Wiehle-Reston Silver Line station in Reston, Virginia, is under an apartment building and plaza linking it to the Metrorail station.

The Metropolitan Planning Council conducted a consultation for the Logan Square Blue Line station – Your New Blue will make upgrades here, too – and the next door city-owned parking lot. Their consultation involved 700 people to decide what development at this station should look like. Their desires were pretty specific: there should be affordable housing, but not any higher than six stories.

The current policy, enacted as an ordinance and expressed in other city documents, allows developers to build more units in the same plot and save them and their tenants money by building less parking. But this policy is insufficient in that has no design review or public consultation attached. It also provides no zoning recommendations to expand the number of places to which it can apply.

A development plan, for which the CDI serves as a good, starting model, would bring residents – and people who want to live in the neighborhood – to discussions about if and how the neighborhood should change. It would hook into another city proposal, from the Chicago Department of Transportation, to build protected bike lanes on Milwaukee, but which ultimately failed. The process would probably uncover latent demand to build new housing in the neighborhood that’s stymied by incompatible zoning.**

The city’s recent choices for development and (lack of) urban design at this station as well as across from the Halsted Green Line station in Englewood where the city is selling vacant land to build a Whole Foods-anchored strip mall demonstrates how little deliberation there is in maximizing transit-oriented development, or TOD.

Their suburban forms are the antithesis of how we should be designing the stations and their environs – they should have higher densities and walkable places.

* Metra has published its 2014 station-level counts! This station had 599 daily boardings, yet not every train stops here. The Union Pacific Northwest (UP-NW) line that stops at Jefferson Park saw a 3.8% increase in ridership [PDF] from January to September 2014 versus the same period in 2013.

** There are no parcels near the Jefferson Park transit center that allow the transit-adjacent development ordinance to take effect; developers have to go through an arduous and sometimes costly process to persuade the alderman to change the zoning. The ordinance only affects Bx-3 districts (where x is 1-3 and -3 is the allowable density identifier).

Proposed residential high-rise injects TOD and population loss into Logan Square conversation

A public notice stands in front of an affected property

There used to be a Max Gerber plumbing supply store here that the absent landlord demolished to reduce his property taxes. A developer has proposed built 254 units in two towers here, in spitting distance from the CTA’s 24-hour Blue Line.

Developer Rob Buono has proposed two towers for a vacant property 400 feet away (walking distance) from the Chicago Transit Authority’s California Blue Line station. It has caused quite a stir in Logan Square about how much development is the right amount, and brings into question residents’ understanding of how the neighborhood demographics have changed.

It has also brought “TOD” into the local conversation. Buono will get some relief from exceptional car parking requirements because of the land’s proximity to the ‘L’ rapid transit station.

The process will be a long one. The first meeting, called by Alderman Moreno, was held on Thursday night. I counted over 70 people on the sign-in sheet when I came in, and many people arrive after so saying 100 people were there isn’t a stretch. Moreno described his development policy: whenever they need a zoning change they must present their proposal to the community so Moreno can get their feedback.

Before Buono spoke, though, Moreno asked Daniel Hertz to briefly talk about transit-oriented development and why the development (or at least the number of units and car parking spaces it proposes) is a good project for this place, and in this neighborhood. In balancing concerns about car traffic, keeping people close to the services and products they need, and making it easy to get around, it makes the most sense to put the highest number of housing units in close proximity to high-capacity transit versus anywhere else.

Essentially, Logan Square has lost residents – 10,000 people since 2000 – concentrating the burden of patronizing local businesses, seen as a distinguishing asset in the neighborhood, on fewer people. Additionally, adding housing is the best way to combat rising home prices (and unaffordable rents) by offering more supply which reduces demand on richer people buying, converting, or tearing down existing buildings.

While no building permits will be issued for the towers until Ald. Moreno, Plan Commission, and City Council approve the zoning change, you can track what other kinds of buildings developers are building in the area surrounding 2293 N Milwaukee on Chicago Cityscape.

You’ll see quickly that a majority of the projects permitted this year are for single-family houses. Some of these are built on vacant parcels while at least one is  being built where there was previously a multi-family house.

In 2014, within 1/8 mile of the site:

  • +0 units in multi-unit buildings
  • -1 deconversion, turning two units into one unit
  • -1 teardown, turning a two-unit property into a single-family property
  • +17 single-familiy homes
  • Net gain of a maximum of 15 units

At this rate, Logan Square may grow at an extremely low rate – these homes will likely be filled with small families. The decreasing household size is another factor in Logan Square’s population loss.

Read about people’s reactions to the towers on other sites:

Joe Moreno

1st Ward Alderman Proco “Joe” Moreno gracefully – given the circumstances – moderates the meeting.

TOD doesn’t have to be fancy

Developers and real estate workers like buzz words. They’re a great way to grab attention. But a development doesn’t need “TOD,” “near trains,” or “transit friendly” written on marketing materials, or subsidies and tax breaks from the municipality, to pass as Transit Oriented Development.

A photo of the Los Angeles Gold Line light rail passing the Mission Meridian “transit oriented development” (above, top) and marketing materials for the project (above, bottom).

Sometimes you just need a stairway and a sidewalk.

Townhomes on Carey Trail (view in map) in Wood Dale, Illinois, have easy access to the Wood Dale Metra station on the Milwaukee District West line. Look at the map to see how the neighboring developments fare in access to the station.

© 2017 Steven Can Plan

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