This shot was slightly difficult because there are two controls on the remote control that I have to handle with the same hand: The first was the camera tilt and the second was the rotation. I think I can move the camera tilt function to the other dial. I only tried this shot twice, and this was the second one. It’s not perfect; there’s a hiccup after the rotation has finished and I didn’t tilt the camera up as soon as I would have liked.
The hot air balloon I used to get this shot is the DJI Mavic Pro.
A group in Chicago says “current infrastructure” cannot handle ~120 more people moving into Logan Square. Ring the NIMBY warning bell!
Logan Square is more equipped to handle ten times that number of new residents than most neighborhoods.
The Greater Goethe Neighborhood Association’s (boundary map) Zoning and Planning Committee’s submitted their opinion on a proposed building on the corner of Milwaukee Avenue and Campbell Avenue to 1st Ward Alder Proco Joe Moreno.
They wrote, “Current infrastructure cannot sustain the increase in density and ZAPC would like to know how is this is being addressed by the City”.
“Of the 88 units”, DNAinfo Chicago reported, “28 would be studios, 48 would be one-bedroom units and 12 would be two-bedroom units.”
What’s wrong with current infrastructure that it can’t handle 120 new residents? The GGNA doesn’t say.
The context of this demand is a bit unfortunate, as far as good city planning goes. The city is in no way required to respond with how the city is addressing how current infrastructure can or cannot handle 120 new residents. And neither is Alder Moreno. Neither the city nor the developer* are required to do anything to change infrastructure in the area.
Logan Square’s population is much, much less than its peak. These 120 new residents are in some ways making up for the loss in units in the neighborhood due to deconversions. And their supply will help stem any rapid rise in rent increases.
What would be a good outcome, I believe, is that there’s a process or three:
Measure the impact of new housing on current infrastructure (housing availability and pricing, sewer, transportation, roads, and parks).
Measure the impact of converted or demolished housing on current infrastructure.
Measure the potential impacts of not building the proposed building.
This stretch of Milwaukee Avenue had a plan adopted for it in 2008. It would be nice to try and stick to a plan’s recommendations, for once. As far as neighborhood plans go, it is pretty good.
Wanna know what the plan said? Build more housing.
Higher density housing is often attractive for young couples, as well as new families, singles, and empty-nesters looking to downsize their housing units and spend less time on home maintenance and repair. These residents are drawn to urban living because of the goods and services that are available in pedestrian-oriented environments.
Taller buildings would continue the streetwall found along other sections of the Corridor. This would accommodate higher density housing to maximize the number of residents in the area who could conveniently take advantage of the existing transportation and the existing stores, restaurants and services located along the Corridor.
These housing types will help build the immediate population density necessary to create a vibrant and growing Study Area.
I despise this kind of comment from neighborhood organizations: “The density is of major concern for the surrounding residents of the proposed project and is not received favorably.”
How would you feel if someone got to influence the approval process for the place you live now? How would you feel if someone was saying you should live elsewhere? How come people who live in a part of a city get to decide who else can live near them? Why do people say they don’t want to live around a bunch of other people?
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.
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).
I responded to Carter O’Brien’s comment on an EveryBlock discussion about a gentrification series on WBEZ, Chicago’s National Public Radio affiliate. I reposted the comment here because I want to talk about the problems of piecemeal zoning and how the city’s TOD ordinance can be improved to generate more and diverse housing types (by types I’m talking about quantity of units and stories, not rent vs. own).
@Carter: I think we might be on the same page about something. You wrote:
The question becomes to what degree should zoning be used to encourage one form of land use over another. That’s the tool in the City’s toolbox, so to speak.
Substantial zoning bonuses which will create brand new high rise towers in a neighborhood of lower-density historic architecture will encourage the settling of one economic class of people and the removal of another. [snip] The evidence is that we see shrinking populations of lower-middle class people raising families by the L stops in Wicker Park, Bucktown, Old Town, Lincoln Park and Lake View.
[Actually, pause now and go read Carter’s full comment – he mentions teardowns as an issue that should be part of a gentrifying neighborhood discussion.]
I’d like to see transit-oriented zoning also used as a tool to also spur smaller, multi-unit buildings (two flats, three flats, four flats, courtyard buildings) by perhaps preventing low-density buildings so close to transit.
Across from Goethe Elementary School a huge parcel of land is being turned into 7 single-family homes on Medill Ave. That’s great land near a good school and 3 blocks from the California Blue Line station.
A “transit overlay district” would be something new to Chicago and could do away with the piecemeal zoning of differing densities, one right next to or mixed in with the other. You might see Bx-1 next to Cx-2 and then a Rx-4. Create concentric zoning circles that keep the density uniformly high nearest the train station and then drop off the further away you get.
This map includes the California Blue Line station and the Goethe school houses (empty area northwest of the RM-5 zone on Medill Avenue). The school is outlined inside PD 349.
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.
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.