This was the third attempt to sell the property, and the Chicago Plan Commission will review the sale at its June 15th meeting.
The two created a website dedicated to their proposal, and published a video introducing Scott Whelan, a developer who will be helping renovate the building. Whelan’s company, Red Line Property Group, pulls building permits mostly in the Edgewater and Lincoln Square community areas.
Andrews and Vance will locate their existing businesses to the building, restore the façade and historic features, add a garden and greenhouse to the rooftop, and provide on-site parking for up to 10 cars. Sustainable design features include photovoltaic solar panels on the roof, passive solar hot water, and geothermal heating and cooling.
I’m teaching OpenStreetMap 101 at the first MaptimeCHI.
Architects will learn that OpenStreetMap can be used as a data source when developing projects and as a basis for designing custom maps in project publications (website, anthology, monograph, client presentations).
This meeting is about getting an introduction to OpenStreetMap and learning to make your first edit in the “Wikipedia of maps”.
Thursday, July 17th, from 6-8 PM
200 E Randolph St
Here are two examples of how architects could use OpenStreetMap data.
Example 1 of how to use OpenStreetMap. Instead of publishing a screenshot of Google Maps in your documents or website, create a custom design map like this without having to spend so much time tweaking it in Illustrator. This map was created by Stamen Design using TileMill.
And the second.
Here’s one example where OpenStreetMap could be useful. Let’s say you’re working on a site plan for Willow Creek Church in South Barrington and you need a general layout of the parking lot. 1. You can get it from OpenStreetMap because it’s already there. 2. You can draw it in OpenStreetMap yourself (to benefit all other OSM users) and then extract it as a shapefile.
Kudos to this Chicago developer and their architect for blending the parking garage into the building. I still dislike that it’s visibly a parking garage.
My friend Payton Chung has some very dry urban planner humor. Which I absolutely love. He wrote about parking minimums in Washington, D.C., and the current proposed zoning change that would reduce them (and included a reference to Chicago’s parking “podiums”). The best part is below:
Drivers’ inability to find free parking spaces outside their offices is no more deserving of a public policy response than my inability to find a free cappuccino waiting outside my office.
Free parking makes the world go round, doesn’t it.
Ed. note: This post is written by Ryan Lakes, friend and architect.
Goldberg’s Marina City towers are a couple of my favorite buildings in Chicago, but all of the discussion about preserving Prentice Women’s Hospital – designed by Bertrand Goldberg – has left me conflicted. The following is my response to the video above that was originally posted on Black Spectacles.
When we figure out how to easily move old, significant buildings that are no longer wanted by their owners and occupants, to museum-cities made up of the old masterpieces that have since fallen out of use or favor, then we will have the luxury to preserve them like books, paintings and sculptures. To me, large buildings are more like trees than art. Occasionally the great old fall to make way for the young. There is no moving them. And as time passes, individual systems age and decay, and evolution leads to new, often more efficient ways to compete for space and resources.
Prentice Women’s Hospital is slated for destruction by its owner, Northwestern University. Photo by Jeff Zoline.
Contemporary architecture has a new set of more complex criteria to respond to than what was included in original modernism’s scope. With form ever following function, in modernism, as functions change, so too shall the forms. Is modern architecture able to do so? How do fans of modernist buildings plan to preserve them as fuel prices rise and the desire for energy efficient buildings increases? What else besides their structure is not obsolete? Let’s not forget that the time of modernism was when most thought our resources were unlimited, that it was better to leave our lights on 24 hrs a day to save bulbs, and that it was better to employ machines to fabricate our buildings rather than our neighborhood craftsmen.
Photo of Zurich Esposito at protest to save Prentice by David Schalliol.
We propose creating a gateway connection between the University of Illinois at Chicago’s east campus and the West Loop neighborhood over the Peoria Street bridge by nearly eliminating car traffic, completely eliminating parking, removing curbs, and adding amenities to make this a place to go to instead of through.
The Peoria Street bridge over I-290/Eisenhower expressway, between Van Buren and Harrison Streets, was closed to car traffic in 1965 when a new entrance for the CTA station opened. This entrance of the UIC-Halsted Blue Line station is by far the most used access point to the busy station, as it’s the closest to campus buildings. In fact, according to a CTA letter to IDOT, “weekday passenger volumes at this station entrance exceed 11 of the other 12 total station passenger volumes at the other stops on the Forest Park Blue Line branch”.
The UIC Campus Master Plan of 2010 calls for creating a gateway at this place, and the Illinois Department of Transportation is proposing to rebuild this bridge as part of its Circle Interchange project. The bridge should rebuilt to accommodate a pedestrian street. However, rebuilding isn’t necessary and our proposal can be implemented in situ.
Ryan Lakes with Vocalo producer and cohost Molly Adams at the Vocalo studio in the WBEZ studio.
Updated March 20 to bring the chronology of events up-to-date.
The easiest place to get on the Bloomingdale Trail now will remain the easiest place. This access point will have three entry points, two of them are ramps.
I say a decade because that’s how long it will take for all the plants and landscaping on the Bloomingdale Trail elevated park to look like how it appears in these fancy renderings by Michael Van Walkenburg & Associates.
Western Trailhead at Ridgeway Avenue pops up 10 feet above the trail level, over 20 feet above ground level.
You can see Adler Planetarium from the Sky Park at MDA City Apartments, 63 E Lake Street.
The Chicago Architecture Foundation arranged with building owners and tenants to give the public access to awesome spaces this past weekend, on Saturday and Sunday. Aside from frustration with the interface and design problems with the website, I thoroughly enjoyed each site I visited. View a list of all the sites that were open.
The last thing we did in Detroit was visit the Michigan Central Station, once the world’s tallest train station (according to contributors of Wikipedia). It’s an interesting area, with big lawns and boulevards leading up to it. There are many homeless people hanging around under the broad trees. One of them came over to ask that I don’t take her photo.
A guy riding his bike came over to talk to us. I asked him if he knew how to get into the train station. He did and showed us where the fence could be easily lifted (someone even tied a rope to the fence) and you could slip under. I gave him a dollar for his help (actually, he asked when I said goodbye).
Thankfully the cool station is on the National Register of Historic Places* making demolition much harder. The problem is getting the right idea and developer married to renovate the station and put it back into productive use.
Amtrak served the station until 1988. I find it odd that Amtrak, or any passenger train, came here in the first place – the station feels far from downtown Detroit. Walking is possible, along Michigan Avenue, but there’s no street activity along the way. I presume that when it was constructed in 1913, the Corktown neighborhood was a bit more hoppin’.
We walked from the train station to the Greyhound station at 1001 Howard Street, a 1.2 mile walk. We stopped for lunch at Great Wall Chinese Food. It was cheap and tasty. Another customer there told us he drives 40 minutes for this restaurant. He also said he worked the light show at the VitaminWater stage at the Movement Festival (formerly Detroit Electronic Music Festival) we spent the previous two days dancing at.
Someone has placed letters at the top of the building saying, SAVE THE DEPOT.
Detroit has so much space. What should we do with all of that room?
*The National Register website doesn’t have permalinks (stupid). So search here for reference number “75000969” or name, “Penn Central Station”. I don’t know why the NHRP calls it Penn Central Station.
When a city can gather data on every aspect of it’s citizens activities, what should we do with it? What products, services and environments should we develop?
Many private and public sector organisations are rushing us towards a future state where every cup of coffee, cell phone, taxi, bus, street and building will be self-aware and communicating with us and each other. Rather than asking when is this future coming, I’d like to ask what will we do once it’s here.
That’s the description of a class taught by George Aye at the School of the Art Institute of Chicago. I visited the class twice to hear and watch their presentation on minimizing disruptions caused by traffic crashes at a specific intersection, but whose new system elements can be transferred to other intersections in the city. When I came back the second time, the students had figured out a way to animate the intersection using a projector and mirror (which you see at the end of the video).
A static shot of the animation on the 3D paperboard and mixed material model.
The intersection in question is “The Crotch”, or the center of Wicker Park, at Milwaukee-North-Damen. The goal was to imagine how smart processes, policies, and technologies can be used to minimize the disruption of crashes at this intersection and others like it. The first phase of the students’ plan is about preventing crashes and the second phase is about speeding up the investigation. If you want to know more, you’ll have to read the class blog, which documents, through narrative, photos and video, the students’ progress.
Some of their proposal for Milwaukee Avenue in this area included:
Barring private automobiles at certain times to give more room to more efficient modes, like buses and bicycles
During the ban period, allow taxis and possibly car-sharing cars
At all times of the day, deliveries (like beer) would be scheduled in advanced to better use existing and consolidated loading zones; when trucks use loading zones, they aren’t blocking traffic
Implement a Barnes dance (pedestrian scramble) at The Crotch to accommodate existing pedestrian crossing behaviors and speed up crossing times of what are now two-leg crossings (like walking north or south on west side of Damen Avenue, which requires a crossing distance of about 180 feet on two segments while the crosswalk signal cycle may not let you do consecutively; a direct crossing is only 72 feet)