Author Archives: legallysociable

When a suburb declines a train station along a proposed passenger line

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The Chicago suburb of Huntley is a little more than 50 miles from downtown Chicago. With the planned opening of a new passenger rail line from Chicago to Rockford, here is how city officials responded:

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Huntley officials confirmed Friday that the village has decided against having a train station come to town.

Huntley had been slated to have a stop on the Chicago-to-Rockford rail line that’s expected to start operations by 2027, but the village recently notified project leaders they no longer wanted a station.

Village officials cited potential parking and traffic issues, among other things, downtown as well as uncertainty with ridership numbers and village financial commitments…

In nearby Marengo, which isn’t scheduled to have a train stop despite the rail line going through the center of town, the City Council has expressed its support for having the train stop there.

For a long time, suburbs would have wanted a stop on a commuter rail line. This offers nearby residents – in the particular community with a stop but also residents in nearby communities – opportunities to go to the city. Not having a train station means other communities could benefit from the commuting options and the business and residential opportunities that might go with it.

But the reasons cited above suggest a railroad today might be seen as more trouble than its worth for suburban communities. Parking and traffic concerns come up with any new development. Ridership and money figures could be hard to forecast.

I wonder if another matter at play is the rapid growth of the community in the last few decades. As late as 2000, the suburb had 5,730 residents. In the 2020 Census, the community has 27,740 residents. Would a train line contribute to that change? Might it encourage denser development around a train station, something that has happened near numerous Chicago suburban train stations?

Also, the community already has transportation options. It is along a major highway, I-90, to and from Chicago. Residents can access train lines to Chicago in the nearby suburbs of Elgin or Cary, roughly 25 minutes drive away, if they really want a train.

Still, I wonder if the suburb will regret not having a train stop. The train will run through the community anyway; would a train station disrupt life that much and/or might it add something for residents?

The unusual albums that can move massive quantities in their first week, Taylor Swift edition

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We are in an era of fragmented media consumption. Yet, some works can be blockbusters, such as Taylor Swift’s recently released album:

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Taylor Swift’s The Life of a Showgirl album is off to a sparkling start in the United States. On its first day of release, Oct. 3, the set sold 2.7 million copies in traditional album sales (physical and digital purchases) across all versions of the album, according to initial reports to data tracking firm Luminate. That marks Swift’s biggest week ever, and the second-largest sales week for any album in the modern era — since Luminate began electronically tracking data in 1991. The only larger sales week in that span of time was registered by the opening frame of Adele’s 25, which sold 3.378 million copies in its first week in 2015…

The sales of The Life of a Showgirl will increase in the coming days, with the current tracking week ending on Thursday, Oct. 9. The album’s final first-week sales number is expected to be announced on Sunday, Oct. 12, along with its assumed large debut on the multi-metric Billboard 200 albums chart (dated Oct. 18). If The Life of a Showgirl debuts atop the Billboard 200, it will mark Swift’s 15th No. 1 album, lifting her past Drake and JAY-Z for the most No. 1 albums among soloists, and becoming the sole act with the second-most No. 1s ever. She is currently tied with Drake and JAY-Z with 14 No. 1s each, and only The Beatles, with 19 No. 1s, have more, dating to when the chart began publishing on a regular, weekly basis in 1956.

So maybe it is not just the album we should be thinking about here; Taylor Swift is a rare artist who consistently sells albums. She has lots of fans and they consistently push her album to #1.

Thinking as a sociologist, here are questions I have moving forward:

  1. At what point does this sales record decline or the support not become as fervent from fans?
  2. What is it exactly about Swift’s music and persona that cuts through this fragmented media landscape? I recently saw some figures about what is popular these days to watch on cable TV; it is basically live sports and cable news as other programming does not draw large audiences. How is she so successful in this particular music and cultural landscape?
  3. Are labels and artists trying to replicate what Swift does – doing what she does for even one or two albums might make for a very successful artist – or do they acknowledge she is a singular artist?
  4. What will we remember about Swift with these massive sales and #1 record after #1 record? What narratives will emerge and how might these differ across different storytellers?

Why so little resistance to license plate cameras across suburbia? Two possible theories

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In the last few years, license plate cameras have popped up across suburbs near where I live. It took me a while to recognize what they were, but now that I know what they look like, I see they are in many locations. Why has there been little resistance to the presence of these cameras? I find it hard to imagine suburbanites would have liked this happening several decades ago. Why so little discussion or opposition today?

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Two conjectures (with no evidence for either outside of my own knowledge of suburbs):

  1. Fear of crime. They see and hear many stories about crime and the role of cars in those crimes. If license plate cameras can track people who commit crimes and do so quickly, that may be a small price to pay to keep their suburban community safe. (See also use of doorbell cameras in efforts to combat suburban crime.)
  2. The surveillance state is already here, whether there are license plate cameras or not. People can be tracked by their phones, their credit card activity, their social media use, through cameras mounted inside and outside buildings. Why fight a system that is already in place and to which we already assented (by using smartphones, social media, etc.)? (See the term “surveillance capitalism” first used in 2014.)

There could be other factors at play. Companies and organizations have pushed these cameras as opportunities and solutions? People haven’t noticed them or don’t know what they are? This is just part of technological and social change?

I will be looking to see if there is more public discussion of their presence and how much information is available about how often they are used.

Record office vacancy rate in Chicago’s Loop

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Over a quarter of the office space in Chicago’s Loop is empty:

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The vacancy rate in the Loop was 24.7% in the second quarter of 2025 — a record high, according to research from commercial real estate firm Bradford Allen. That’s up 1.3% from the first quarter, and a 2.7% increase compared to the second quarter of 2024.

The firm said the second quarter was also one of the weakest periods for overall office demand since the beginning of 2024. Direct net absorption, a measure of space that’s been leased versus vacated over a period of time, hit negative 1.5 million square feet. That means more companies vacated than leased office space in the second quarter…

But it’s reassuring to see more foot traffic in the Loop, and he said more companies are requesting office tours for larger spaces, signaling strong interest in the Loop. He also said his firm is doing more office and retail deals downtown.

Leasing activity is starting to return after companies pulled back on signing larger leases during the pandemic. There’s a lot of larger tenants in the office market right now, and it feels promising, DeMoss said.

Each time I teach Urban Sociology, we consider the famous concentric circles map of Chicago produced by the Chicago School. At the middle of the map is the Loop, the central business district. For decades, it has been an economic center for the city. With its placement at the center, it represents the importance of economic activity in the big cities of today.

But what if the Loop became something else? The vacancy rate cited above suggests about one-quarter of the office space is empty. In a setting where there is a lot of office space overall, this adds up to a lot of space. What if this space was used differently?

This could be a shift toward more residential units in the Loop. Mixed-use development is popular in many places as it can help create a 24-hour vibrancy that can be lacking in places primarily consisting of office space used during workday hours.

But it could also mean a shift toward other land uses. More food and retail spaces? More recreational and cultural spaces? More community and municipal spaces? Less need for parking spaces?

While the record vacancy rate gets the headlines, it would be interesting to hear more about people and institutions that could help shape the future. What will the Loop be in 10 or 25 years and does this hint at shifts across many American cities?

The ongoing parking issues at American colleges and universities

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New policies about class scheduling at the University of Utah have touched on an important issue for many campuses: parking.

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Debates about parking, of course, have long been frequent and contentious on college campuses. Clark Kerr, who led the University of California system in the 1950s and ’60s, once described colleges as “a series of individual faculty entrepreneurs held together by a common grievance over parking.”

At Utah, an online petition that has received over 7,000 signatures says that “parking congestion is undeniably a concern that needs addressing, but the solution should not compromise educational quality or student well-being.”

The university, which has 36,881 students and 18,300 full- and part-time employees on the main campus, had a combined 9,314 parking spots in 2024, according to commuter-services data. But the ratio of parking spots to parking permits sold is not one to one. Knowing that not all permit owners will park on campus at the same time, the university sells more permits than they have spots, which aggravates many students. For example, though the campus last year had 5,843 parking spots in “U” spaces that are farther from campus, it sold over 12,000 permits for those spaces, at a price of $345 for the year.

Still, the lots are never at full capacity, said Collin Simmons, executive director of auxiliary services. While spaces in the “A” lots, near the center of campus, are usually full every day, spots can be found on the outskirts of campus, or within a 10- to 15-minute walk to the campus’ center, he said. But these spots can also be scarce, especially between 10 a.m. and just before 2 p.m., when fewer than 10 percent of the U spots are available, leaving parking-permit owners to circle the lots across campus before they can find a spot.

Americans like to drive. So it should not be a surprise that they also like to drive to school campuses. This includes employees who commute to college campuses but also students who may live on or off-campus and want easier access to college buildings.

The description above from one university suggests this is a complex issue to address. I wonder if what every driver wants is this: a close parking spot to where they want to go with little to no cost to the driver. Why should I inconvenienced in reaching my on-campus work or activity?

To provide everyone a great parking spot every time comes with costs. How much does it cost to build and maintain parking lots and structures? A better parking spot for all might cost drivers more money. Would it be worth it? How much land on campus should be devoted to this purpose as opposed to other competing land uses? Colleges have numerous kinds of buildings and landscapes to build and maintain and space can be at a premium for many institutions.

Imagine a different kind of university: all the lower floors of the major buildings are large parking garages. Everyone can park underneath offices, classrooms, dining halls, recreational facilities. While this might get people a parking spot, does it then eliminate the streetscape? Many colleges and universities like to portray a bucolic image of ambling through green trees and lawns surrounded by traditional buildings that look like learning and knowledge.

Not discussed in the case above is whether the University of Utah has alternatives to driving. How many students can or do walk or bike to class? Is there viable mass transit available?

Starbucks as a symbol of neighborhood or community success, closing locations edition

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Starbucks recently announced they will close some locations:

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While Starbucks has yet to disclose the total number of closings or the specific locations, Niccol said in his open letter that the company would end the fiscal year with nearly 18,300 stores in North America, which is down from 18,734 at the end of the third quarter, according to financial filings.

This is national news but it also has local ramifications. For several decades, having a Starbucks in a neighborhood or community signals some level of local success. Starbucks does not locate just anywhere – even with over 18,000 locations in North America – and each location hints at the potential local customers who purchase coffee and other goods. And closing locations also involves local jobs.

Workers rallied Thursday at the Starbuck’s store at Clark Street and Ridge Avenue in Chicago’s Edgewater neighborhood, one of the locations targeted for closure, according to the union. The store is set to work its coffee grinders and espresso machines for the last time Saturday…

On a crisp and sunny fall Saturday morning, a few customers filtered into the Glencoe Starbucks to get their last coffee at their local shop, and to say their goodbyes to the baristas. The store was set to close for good that evening. The store employees will find out Sunday if they’ve been transferred to another store or laid off, a barista said while whipping up a coffee.

Even as the number of store closings appears to be relatively small – perhaps several hundred out of more than 18,000 – it will be interesting to see how local communities are affected. If a Starbucks closes in a city neighborhood or in a suburb, does this then mean a loss of status or hint at decline? Some of this might depend on what goes into where the Starbucks was located. Will another national chain move in? Could a local business fill the gap? Will whatever ends up there provide the same status and tax revenue?

On the other hand, some people have concerns about Starbucks. It is a national brand and some prefer to see local businesses do well. Starbucks can be viewed as part of gentrification, changes to communities that displace long-term residents in favor of new residents with more resources and new expectations. A closed Starbucks presents a new opportunity.

Five or ten years from now, following up on these closed locations could provide a look at the brand and communities. Where are they expanding, where are they leaving? If they continue to move to drive-thru locations, how does this affect places?

Considering a community’s “moral geography”

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A resident of Harrisonburg, Virginia walks through the community and consider the moral implications of its design:

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Today, as in the century-old photo in my hand, the rail bends out of sight just beyond a wooden bridge. A brick warehouse still flanks the right side of the track, though offices now peer through its rows of windows. To my left, the changes are starker. Where the train platform once extended welcome and permitted leave-taking, the blank face of the local jail looms overhead. Razor wire and surveillance cameras stand vigil. The pride of the city at its inauguration in 1911, Union Station is now a faint memory. In its place stands a depot of another infrastructure project: our national network of prisons, jails, and detention centers…

I remember Gilmore and the jail’s residents as I walk toward Court Square, at the heart of this small city. A domed pavilion stands on the corner. The waters that flowed from a spring here made this a place of gathering and relief long before any dream of a city or courts. For generations, many Indigenous peoples, including the Monacan, have made the Shenandoah Valley a place of dwelling and struggle, provision, and exchange. Though European arrival transformed land into possession and fixed new boundary lines upon it and upon our hearts, ancient routes still guide our movement through this valley. Early roads followed the trails of Indigenous peoples, as did the railways. Today, a federal interstate channels commerce and transit along similar paths…

These spasms are more than historical artifacts or chance misfortunes on the road to progress. They shape our national history, the places we live, and how we move. Nearly a century after Harris’s death, the civil rights movement challenged Jim Crow laws and won significant advances toward desegregation and legal equality. Meanwhile, racial and class separation were being further inscribed upon the land itself. Three signature construction projects characterized this reactionary spatial reordering of the postwar and civil rights era: the suburb, the interstate highway system, and the carceral archipelago. Together with their complementary social and physical infrastructure, these institutions map an enduring moral geography that guides how we live and move in the world…

There are no quick fixes or universal remedies. But if we’re willing to dream new dreams together, there are tools we can learn to use to refashion the places we live into places of shared thriving. In the Shenandoah Valley, we are reckoning with our liability for supremacist land use planning and the historic destruction of housing. Community groups are participating in comprehensive zoning and regulatory reviews in hopes of spurring affordable housing and increasing neighborhood economic integration. Networks of mutual aid and community safety are warming up to keep immigration enforcement from tearing us apart. Families are organizing bike buses for schoolkids. Cooperatives, cohousing, bail funds, and community land trusts are forming to practice new ways of being free together in the land. Everyday people are taking risks and making sacrifices to redesign our lives in this place for connection, care, and joy.

Our building and planning choices reflect decisions made by leaders and residents. These decisions have moral dimensions; they are not just practical matters or problem-solving exercises but rather are the result of humans enacting meanings in a setting. Answering “What makes a good community?” is a moral question that then affects all sorts of discussions and decisions.

I appreciate that the article both acknowledges the past processes that led to our settings today and reminds us that we participate in shaping our communities today. If we find that we do not like the moral geography we have today, there are opportunities to develop a different moral geography.

It would also be interesting to hear how others in the community understand and respond to the past and current moral geography. How many people notice these moral dimensions? Who benefits from the existing moral geography? Is there consensus about what the moral geography could be in a decade or 50 years?

Finding the world’s “coolest neighborhoods” and considering their “nowness”

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One publication just released a ranking of the coolest neighborhoods in the world:

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If you’re daydreaming about the most exciting local spots in your next city-break destination, global listing guide, Time Out has you covered with its latest roundup of the “world’s coolest” neighborhoods.

Topping the 2025 rankings is a corner of Tokyo that Time Out calls a “bibliophile nirvana.” Jimbōchō is home to some 130 vintage book stores — Time Out highlights Isseido Booksellers and Kitazawa Bookstore as great starting points for a day of bookish exploring — as well as its coffee-shop culture and delicious curry houses.

Time Out’s annual list is compiled from nominations made by its global network of editors and writers. The selections are then ranked against criteria including culture, community, livability, food and drink and what Time Out describes as “that hard-to-define sense of ‘nowness.’”

A Chicago neighborhood is a little bit down the list:

Rounding out the top five is the highest ranking US spot — Avondale in Chicago, highlighted for its wine bars, wellness studios and music venues. The neighborhood is also praised for its quirky small business scene, which includes retro bowling alley Avondale Bowl and antique mall-themed bar Consignment Lounge. Jeff Wilson, managing partner at Avondale Bowl, told CNN Travel that “seeing many of Avondale’s local, small businesses be included in a list with so many other communities around the globe really shows how many amazing things are happening right around us.”

I have multiple questions after reading about these rankings:

  1. Rankings of places often have to account for a lot of communities. Here, we could start with the many cities in the world. And then each city has numerous neighborhoods, depending on how their size is defined. There are a lot of neighborhoods to choose from.
  2. How long does “nowness” last? What is the half-life for a cool neighborhood? There is something unique about the neighborhoods at the top of list. The activity and meanings present in these neighborhoods might continue at a similar rate over time yet the neighborhood might become less cool to those experiencing the neighborhood.
  3. This list seems geared toward seeking out places to visit. But what these visitors might find attractive could differ from people who live there. Visitors want to find something unique, experience something new. How does this relate to the supply of local housing or job opportunities? Does being identified on such a list lead to more tourists, which then might alter the day-to-day life in the neighborhood? To play off the idea of Chicago as “a city of neighborhoods,” could a traveler be a connoisseur of novel neighborhood experiences?

Currently “a hodgepodge” approach toward e-bikes and e-scooters across suburbs

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The Illinois Secretary of State suggests suburban communities have taken a variety of approaches to e-bikes and e-scooters:

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“Several municipalities, particularly in the suburbs have adopted their own rules regarding e-bikes,” Secretary of State Alexi Giannoulias told us. “Right now, it’s a hodgepodge or local ordinances and regulations, depending on where you live. That inconsistency is problematic because it makes roads less safe for all of us.”

Suburbs like local control, the ability to set their own local rules and ordinances. In this situation, some have responded to the number of e-bikes and e-scooters with regulations and others have not.

Here are some possible future pathways regarding e-bike and e-scooter regulation, ranked from what I think is most unlikely to happen to what I think is most likely:

  1. Suburbs work together to have common rules. They decide the common suburban experience is threatened, whether it could be the safety of riders or difficulties drivers face encountering these vehicles. It would make sense for suburbs sharing borders to have the same rules as it is not always obvious when you are crossing from one suburban community to another. But since suburbs tend not to work together, I do not think this is likely to happen. What might get them to work together? A far-fetched scenario: the city of Chicago says any suburbanites riding e-bikes or e-scooters in the city has to pay an extra tax so suburban communities fight back by saying they allow residents to ride freely in their suburb .`
  2. State laws are passed that then take precedence over local regulations. As noted in the editorial, the state can change the classifications for e-bikes and e-scooters. Or perhaps they could adjust roadway rules. A coalition of state lawmakers can come together to address this pressing issue facing suburban and other kinds of communities. This could happen if the political will is there.
  3. Suburbs continue to make their own regulations if they want. Perhaps they lobby hard to keep local control or political movement at the state level does not take place. Slowly, more suburbs adopt regulations and it all becomes less of “a hodge-podge” in a few years as consensus emerges about how best to regulate these vehicles.

Birkenstock has 9 US stores. Here is how many are in the suburbs.

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Birkenstock announced the opening of their newest US store in Naperville:

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Birkenstock is continuing its U.S. retail expansion with its first Midwestern store in the Chicago suburb of Naperville, Ill.

According to the German footwear brand, the new store is located at 20 W. Jefferson Avenue and offers Birkenstock’s full footwear collection for men, woman and kids, along with the Care Essentials line of premium, all-natural foot care products.

David Kahan, president of Birkenstock Americas, told FN that the company decided to open this location after hosting a pop-up at local retailer Naperville Running Company a few years ago.

“[The pop-up] gave us our first glimpse into just how special the local community is,” Kahan said. “The passion and dedication of our fans, particularly around the post-run sport world was truly inspiring. It highlighted the opportunity to connect in a bigger way throughout the year, and we’re excited to return with a dedicated space to share the full Birkenstock collection with Naperville.”

Naperville has a vibrant suburban downtown with a mix of national and local stores and restaurants. It is also a wealthy suburb.

According to the Birkenstock store locator, they have many resellers: nearly 4,700 locations. But they operate only 9 of their own stores. Here are these locations and their urban/suburban status:

  1. Naperville, IL – suburban (outside Chicago)
  2. Nashville, TN – urban
  3. Sevierville, TN – suburban (smaller suburb outside Knoxville)
  4. New York, NY – urban (Soho neighborhood)
  5. Brooklyn, NY – urban
  6. Deer Park, NY – suburban (outside New York City)
  7. Larkspur, CA – suburban (outside San Francisco)
  8. Venice, CA – suburban (outside Los Angeles)
  9. Glendale, AZ – suburban (outside Phoenix)

From this list, six of the nine locations are suburban. Birkenstock stores are in the suburbs of the country’s three largest metropolitan areas – New York, LA, Chicago – and are also outside several other sizable cities – Phoenix, San Francisco, and Phoenix. Can we expect new locations outside Dallas, Miami, Washington, D.C., Atlanta, and Philadelphia soon (the remaining top 10 metropolitan areas by population)?

Additionally, Birkenstock has stores in two cities: two locations in New York City and one in Nashville.

Residents from all over the United States can access Birkenstock products online or through thousands of retailers. But the company has picked these largely suburban locations to put a company store and that tells us something about their intended market and their brand.