Monthly Archives: March 2015

Recommendation that many Chicago area highways have 60 or 65 mph speed limits

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A new investigation from an state agency suggests speed limits on several Chicago-area highways should be raised:

Higher speed limits on parts of I-294, I-88 and I-355 were recommended for approval Thursday by the Illinois Tollway’s customer service and planning committee.

According to the state’s vehicle code, the tollway is required to conduct an engineering and traffic investigation before raising its maximum speed limits.

The investigation — which took factors like prevailing speed, high-crash segments, access point density and the volume of traffic congestion into consideration — determined that the 70 mph maximum that is allowed by the state is not a “safe and reasonable increase in the speed limit” for certain sections of the highway…

Once all the necessary approvals are complete the Illinois Secretary of State can publish the updated rules and the new speed limit signs can be installed. Tollway officials estimate that the new speed limit signs could be posted this summer.

It sounds like safety concerns led to this slight increase. But, I would be interesting in seeing this study as the reasoning behind a slight increase is not clear. If prevailing speed is a factor, we know that a good number of Chicago-area highway drivers still go faster than the new 60 or 65 mph speed limits. How many more crashes and deaths will occur with a 60 or 65 mph speed limit? Does this mean Illinois is not joining the move toward zero-death roads? And if there is more damage, how is the positive side calculated (less time lost, less congestion, etc.)? At the same time, raising the speed limits won’t necessarily lead to faster driving; evidence from Michigan suggests people will continue to drive at the speed at which they feel comfortable.

Essay on Chicago’s alleys

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You aren’t going to find too many erudite essays like this one on the subject of Chicago’s alleys:

Thus, alleys in Chicago, as in most other cities, evolved organically: as a general product of function and construction, but with modulations in dimension, materiality, position, and construction, readily changed to suit the needs of its neighbors and occupants. Fluxing along their entire lengths, they cut a byzantine pattern in the city’s figure ground, contributing to its unmistakable appearance in plan without serving as the primary warp and weft of the fabric…

The results are not always beautiful or orthodox, but they are usually interesting; alleys seen in this light could be conceived as both museums and laboratories for material combinations and adjacencies, methods of assembly and detailing. But in another light, alleys are urban canyons—broken glass, vegetation clinging to the fragile mortar joints, with a single swath of sky above: more products of time and erosion, with human intervention to architectonic formations what glaciers are to geology. Again: raw super-nature registered through a Kantian impression of the sublime…

And consider this: glamour in its modern manifestations is generally assigned to objects and places that are alluring, attractive, and special. Its secondary connotation is less positive; a permutation of Norse and Scottish words that tie it to illusion and obfuscation, spells of the eye meant to conceal true natures. In that vein, is it so difficult to see ordinary as glamour, and alleys as extraordinary? We would do well to keep ourselves open; there may be something truly remarkable lying in plain sight within the gravel and brick.

For those who know cities well, I suspect many of them could tell of places where they found something sublime in the non-glamorous places. Much of the attention paid to major cities focuses on major works (like skylines) while residents and others who take a longer and deeper look see a different side.

I was reminded of Chicago’s alleys recently when showing my class part of Mitchell Duneier’s video supplement to his ethnography Sidewalk. In the film, we see images of the subjects of his research – homeless street vendors – wandering through New York City’s garbage in order to find books, magazines, and other things to sell at their sidewalk tables. There was so much garbage simply piled at the curb, not exactly a glamorous sight. In contrast, alleys allow some of these basic functions to be moved behind buildings and open up sidewalks for more pedestrian and social uses.

Suburban communities add business district taxes but what are developers doing with the money?

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A number of Chicago suburbs have instituted business district taxes that partially funnel money to developers:

The business district tax is becoming more common as municipalities struggle to recover from the Great Recession and loss of shoppers to the Internet. Leaders in both Roselle and Villa Park initiated 1 percent business district taxes within the past year, the maximum rate on districts that cannot exceed 1 square mile. In some suburban locations, the additional business district tax can raise the sales tax to 9.25 percent, equal to the sales tax in Chicago…

Bloomingdale has two such districts. One adds a 1 percent sales tax to purchases inside Stratford Square and another adds the same percentage at Indian Lakes Resort, where it’s used to help pay off $4.8 million in village-issued debt that went to the resort for improvements…

Last year, the village paid the owners of the mall $1,199,151, which is more than 95 percent of all the money generated by the business district tax. Since the tax was implemented, the village has paid the mall owner more than $8 million. According to village finance records, the mall owner still is owed more than $11 million…

Lombard has a similar deal with its mall owner. The village instituted a 1 percent business district tax almost a decade ago. It helps push the sales tax rate at Yorktown Center mall to 9.25 percent.

Lombard’s deal allows up to $25 million in business district taxes to be rebated to Yorktown’s owner through 2024, in exchange for an addition that was built onto the mall where an abandoned Montgomery Ward once stood. So far, the mall’s owner has received almost $4.2 million from the business tax…

Taxpayers in Oakbrook Terrace are the ones with skin in the game. The city borrowed nearly $8.2 million to spur development of the Oakbrook Terrace Square Shopping Center. City officials did not return calls seeking comment about the city’s stake in the shopping center. However, according to the city’s budget documents, the investment has yet to pay off.

Given the problems facing the American shopping mall as well as the financial difficulties facing many suburbs, perhaps these suburbs think such taxes are necessary to help keep sales tax generators in the community. Yet, if the extra money generated is given to developers who then line their own pockets, how much is the local taxpayer helped? This raises similar questions to giving corporations tax breaks to locate their headquarters or facilities in suburban communities. Few politicians or residents want to lose a potential tax revenue generator – especially a large shopping mall, even if they are relatively ugly and detract from local businesses given their reliance on chain stores – but there is often little public discussion of the trade-offs involved with the tax breaks.

Are there suburban shopping centers that don’t have such a tax and if not, do they advertise to this effect?

Big claim in a new book title: “Society Explained”

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Go big or go home with your sociology book titles as this new sociology book Society Explained illustrates:

Rousseau had a couple of overriding goals in writing the book, his third.

One goal was to make the case that technological change, the use of social media and a sense of both economic and personal powerlessness are causing people to turn inward and become increasingly self-absorbed.

“People are much more alone than they need to be,” Rousseau said.

His other goal was to write a book that “is not dull or jargon-filled,” as many sociology texts tend to be, using personal examples and historical perspective.

“I was trying to take a very down-to-earth look at how our society functions,” he said.

In that, he appears to have struck a chord. After reviewing more than 7,000 titles, the American Library Association has named “Society Explained” one of the top 25 academic books of 2014.

Does this book offer one or a few key social forces that explain society today or does it take the typical introduction to sociology approach of looking at numerous subfields? I would expect the former with such a title though I’ve seen enough books to suspect the latter might be true. Alas, society is complex with numerous moving parts and doesn’t have the same kind of universal laws that might be found in the natural sciences. (What is the sociological equivalent of the law of gravity?) Yet, this is precisely what makes the subject so fascinating.

14 times The Simpsons took on famous architecture

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Curbed put together a short list of times The Simpsons has lampooned architecture:

Frank Gehry crumples up a piece of paper, tosses it to the ground, and suddenly becomes inspired to build a similar-looking concert hall for Springfield, hometown of The Simpsons. Rem Koolhaas, with his eyes closed, teaches nine local children about “Lego architecture” using a model of OMA’s CCTV tower in Beijing. Since The Simpsons began airing in 1989, there have been countless references to landmarks and architects, new Dwell-reading neighbors and postmodern malls filled with identical Starbucks stores…

Dialogue from an episode aired in 2003:
Lisa: I’m impressed that you drew up blueprints, but these are for a go-cart track.
Homer: Did Frank Lloyd Wright have to deal with people like you?
Lisa: Actually, Frank Lloyd Wright endured a lot of harsh criticism.
Homer: Look. I have no idea who Frank Lloyd Wright is.
Lisa: You said his name two seconds ago.
Homer: I was just putting words together.

Some fun moments here. In fact, I suspect there is an interesting dissertation or book to be written about how The Simpsons presents spaces, from homes to Springfield (which really is a zany community) to broader geographic and social contexts. What if a two-dimensional animated show ended up offering one of the most astute mass market analyses of our spatial lives?

The declining “McMansion to Multi-Millionaire ratio”

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One analysis looks at the popularity of McMansions (amidst articles claiming they have returned) via a ratio of McMansions to multi-millionaires in the United States:

We can get a good contemporaneous gauge of the popularity of McMansions by dividing the number of new 4,000 plus square foot homes sold by the number of households with a net worth of $5 million or more: call it the McMansion/Multi-Millionaire ratio. (There’s no universally accepted definition of McMansion, but since the Census Bureau reports the number of newly completed single-family homes of 4,000 square feet or larger, most researchers take this as a proxy for these over-sized homes.)

The McMansion to Multi-Millionaire ratio started at about 12.5 in 2001 (the oldest year in the current Census home size series)—meaning that the market built 12 new 4,000 square foot-plus homes for every 1,000 households with a net worth of $5 million or more. The ratio fluctuated over the following few years, and was at 12.0 in 2006—the height of the housing bubble. The ratio declined sharply thereafter as housing and financial markets crashed.

McMansiontoMultiMillionaireRatioEven though the number of high-net-worth households has been increasing briskly in recent years (it’s now at a new high), the rebound in McMansions has been tepid (still down 59 percent from the peak, as noted earlier). The result is that the McMansion/Multi-Millionaire ratio is still at 4.5–very near its lowest point. Relative to the number of high-net-worth households, we’re building only about a third as many McMansions as we did 5 or 10 years ago. These data suggest that even among the top one or two percent, there’s a much-reduced interest in super-large houses.

An interesting measure that tries to put together how many wealthy people there are (the ones who can build and purchase McMansions) with how many new large homes were constructed (with the rough proxy of square footage – not all homes over 4,000 square feet would be considered McMansions). The conclusion is interesting: the number of McMansions being built today is quite lower than the peak ten years ago or so. So, when journalists write that the McMansion is back (usually with a negative tone – our wild spending and consumeristic days of the early 2000s are set to return!), it is not at the same scale as we are still in the middle of a depressed housing market.

When a major city’s tallest structure is a roller coaster

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Perhaps this could only happen in Orlando: the city’s tallest structure will soon be a roller coaster.

The Skyscraper aims to live up to its name. When construction of the roller coaster is completed in 2106, it will dominate Orlando’s skyline. At 570 feet, the Skyscraper will loom over the next tallest structure, the Suntrust Center—which is itself only a few dozen feet taller than the Orlando Eye, a 400-foot-tall Ferris wheel opening this spring.

Orlando appears to be one-upping other cities in the global race to build soaring structures that aren’t buildings. Where plenty of cities have built observation wheels (Orlando included), the Theme Park Capital of the World is looking to distinguish itself through a different kind of roller coaster, one whose footprint and height resemble, well, a skyscraper’s.

Developers released new plans last week for the Skyplex, a $300 million entertainment center that will anchored by the Skyscraper. The expanded plans include the Skyfall, a 450-foot tall drop ride (built into the Skyscraper structure) that will itself be taller than the tallest building in downtown Orlando.

Tall buildings may be functional but they are also intended to say something about the city: that it is has a certain level of success and sophistication. A skyline is meant to stand out and provide a lasting and permanent (though it is open to change, people don’t really consider losing major buildings from the skyline) image of a city. So, Orlando seems to be staking its claim to entertainment and amusement, to lasting screams and high speeds. And once you have this tall ride, how do you top it?

Where are the ubiquitous Chicago pothole stories?

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As we emerge from winter, I thought today that I haven’t seen many pothole stories in the Chicago media. These are typically a staple of news coverage – see examples here and here. Here are some reasons why there may not have been so many stories this year:

1. The communities in the Chicago region did such a fine job filling potholes in recent years that the problem wasn’t so bad this year. This could be true; there are ways to address potholes that solve the problems for the longer term. Yet, the problems were acute in recent years and it sounded like municipalities were trying to fix things as quickly as possible plus there were added costs with salt supplies.

2. Other concerns have dominated the news. Perhaps it was the cold weather and snow cover. Perhaps the transportation news was dominated by future construction on areas like the Jane Byrne Interchange, I-90, and the proposed Illiana Expressway.

3. The weather has been so cold that potholes haven’t really formed yet since the roads were not thawing and freezing. Perhaps the potholes will really start emerging this week.

4. Perhaps I missed all the pothole stories?

Expanding beyond making furniture for McMansions

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Ashley Furniture has its sights on global markets as it moves past McMansion furniture:

His son, Todd Wanek, the company’s chief executive, says simply: “We want to grow in the 7% to 10% range every single year”—or more than twice the rate of U.S. furniture-industry sales growth in recent years.

Those ambitions are taking the Waneks outside their comfort zone of making furniture styled for American McMansions. Ashley is now trying to sell furniture in Asia, where it is making a much bigger bet than its U.S.-based rivals.

For example, a local partner of Ethan Allen has opened 75 retail outlets in China to showcase upscale products. Ashley is aiming for 1,000 stores in Asia in 10 years, up from its current total of 35. The company also is opening stores in the Middle East and Central America, among other places, partly to reduce its reliance on any one market.

No other U.S. furniture maker has tried to expand internationally on the scale planned by Ashley, and it hasn’t been easy. On a recent Sunday, only a couple dozen customers were browsing at Ashley’s 35,000-square-foot store on four levels in Shanghai’s Zhong Shan Park neighborhood.

Two thoughts:

1. This hints at the larger economic impact of McMansions. While people may focus on the real estate and development aspects (land, constructing homes), there are numerous other goods associated with McMansions from certain kinds of vehicles (the ubiquitous SUVs) to furniture to fill all of those rooms. If real estate has slowed down in the United States in recent years, then such companies will need to change their strategies.

2. This also highlights globalization in one particular industry. Ashley first had to figure out in the 1980s how to compete against global manufacturers and now is looking to capitalize on growing markets elsewhere (even as the American market shows its limits). But, it isn’t just about selling furniture; such furniture requires higher incomes, more middle-class tastes in other countries, and homes where this furniture will fit right in. In other words, this furniture is just a part of exporting the American middle-class dream where one can walk among rows and rows of furniture and easily plunk down some money (or access credit) or update one’s home furnishings.

Should tranpsortation also be covered by social services?

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With the geographic spread of poverty to the suburbs, should transportation be considered a necessary social service?

“One thing that’s pretty incredible, if we start to think about it, is that transportation has been outside of what we define as a human service,” says Alexandra Murphy, a sociologist who studies poverty at the University of Michigan. “Even though it’s widely acknowledged that transportation creates opportunity and hardship.”

This week, however, saw the launch of one of the U.S.’s largest-ever subsidized bus-fare programs. King County, a Washington State county that includes Seattle, will now allow low-income residents to ride buses, trains, and ferries for $1.50, when standard fares can be more than $3. Other U.S. cities will watching closely to see if the program works, the New York Times reported…

“Transportation agencies don’t often have a poverty mission at their core like health and human services agencies do,” says Scott Allard, a public affairs researcher at the University of Washington. Providing lower-than-average fares “has typically not been in their mandate,” says Howard Chernick, an economist with the University of Wisconsin-Madison’s Institute of Research on Poverty.

Human services departments may be reluctant to take on transportation because of liability issues that don’t exist with food and housing, Murphy, the University of Michigan sociologist, thinks. What if someone driving a subsidized car gets into an accident? “It’s the perception that it’s a quagmire that people don’t even want to walk into,” she says.

 

Owning a car is not cheap and with more jobs and poorer residents in the suburbs, cheap and reliable transportation becomes a bigger necessity. Public transportation options in the suburbs are often limited (hours, perhaps only bus or train) or do not go all the places with jobs. I don’t see why it would be difficult to provide some sort of credit or voucher for public transportation based on income limits. While this might limit employees to living in existing public transportation corridors, it would be a start.

This reminds me of a program I remember hearing about a few years where the state of Wisconsin was piloting a program that provided cheap yet reliable cars for lower-income residents.