Author Archives: legallysociable

Luxury apartments with Cabrini-Green heritage

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A new luxury apartment building on the location of the Cabrini-Green public housing high rises appears ready to build on the site’s heritage:

A new luxury apartment tower at 625 W. Division Street is set to open this autumn, delivering 240 new rental units and 5,500 square feet of retail space to the former Cabrini-Green area. And instead of fighting the neighborhood’s name or trying to rebrand it as something else, developer Gerding Edlen is perfectly fine with describing the area as Cabrini-Green. In a press release, a Gerding Edlen rep states that they are very well aware of what is happening in the area and want to embrace the neighborhood’s past. “With Xavier, we had an opportunity to be part of the continued story of this neighborhood,” their Director of East Coast and Midwest Acquisitions Matt Edlen says, “We are particularly conscious of this neighborhood’s rich and long standing history, and feel the project will have positive long-term impacts on the area.” In embracing the area’s history, Gerding Edlen might help other developers come to terms with and accept the Cabrini-Green name and the neighborhood’s next chapter—which is looking to be dominated by high-end rental towers.

Designed by GREC Architecture, the 18-story tower dubbed Xavier is not unlike many other luxury towers being built throughout the greater downtown area. It’ll boast many upscale amenities such as a fitness center, both an indoor and outdoor dog run area, an outdoor terrace and pool deck and a rooftop lounge space. The LEED Gold-certified tower will also include some high tech offerings like electric car charging stations, and its units will feature finishes made some sustainable materials and Nest thermostats.

Presumably, the new building will be cast as part of the rebirth of the neighborhood. New residents can be part of something new. But, how exactly do the luxury apartments fit with the legacy of the public housing project (which could be remembered by different people for their crime, lack of maintenance, a land grab by the city) or even with the Little Sicily area that preceded the high rises? (Hence the name borrowing from Saint Frances Xavier Cabrini, the patron saint of immigrants.) Who exactly gets to decide what the new neighborhood will be called – new developers, former residents, others? Location names aren’t just geographic; they have social connotations that often do not change quickly.

Those opposed to the teardown of the high rises might see this as another instance of whitewashing history by removing public housing residents from the public eye. In a few years, perhaps Cabrini-Green will simply mean another luxury apartment neighborhood outside of Chicago’s Loop.

McMansions redeemed by multigenerational households?

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At the end of an article on the rise of McMansion sized new homes, here is a suggestion that who purchases such homes might be changing:

The culture of the McMansion itself could be changing, too. As minorities and multigenerational households drive growth in the cities and suburbs where construction is most abundant, buyers may want larger homes not so much out of a lust for space but to have enough room for their families.

”We’re going to have much more diverse buyers coming into the market,” Hepp says. “Developers are adjusting to [multigenerational housing]. In some cultures it’s quite normal to have different generations living under the same roof.”

If this comes to pass, would it change the negative reputation McMansions have? Is it more acceptable to have large households in such homes compared to having “a lust for space”? The houses would still be the same: large, architecturally odd, part of suburban sprawl, perhaps much larger than other nearby properties. Yet, having more residents would cut down on their inefficiency and they might be more cost efficient.

Another complication is the mixing of race, ethnicity, and class in this possible trend. Would neighbors have more to object to if they dislike the McMansion as well as the new groups of people moving into the community?

My quick prediction: this trend wouldn’t redeem the McMansion for many of its critics but they do provide an interesting option for larger households.

Highway rest stops intended to fight driver fatigue, be free of commercial pressure

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Here is an explanation for the distances between highway rest stops as well as their purpose:

According to federal policy, about every half-hour of driving or so there should be a place to take a break. This includes state-run rest stops, commercial rest stops, and regular city exits—in other words, the placement of official rest stops is calculated against the existence of other, non-state-run opportunities to pull over.

The official purpose of a rest area is for safety and convenience, as stipulated in the Federal-Aid Highway Act of 1956, which created the national interstate system. The act recognized that in some rural parts of the interstate opportunities to exit the highway would be few and far between. Since shoulders were meant only for emergencies and vehicle breakdowns, occasional rest areas were necessary. The half-hour rule of thumb was set out in a 1958 policy by the American Association of State Highway Officials that laid out detailed standards for the design and placement of rest areas in the national interstate system. The vast majority of rest sites were developed concurrently with the highway system itself in the two decades following the 1956 act.

Although the 1958 policy did not designate minimum or average distances between sites—that would be too complicated given the many variable factors on a highway like traffic volume, topography, and climate—it broadly stated that there should be enough rest areas to “reasonably accommodate the safety rest needs of Interstate highway travelers” and “encourage drivers to use them as a safety measure to break long periods of travel.”…

Before the federal intervention in 1956, drivers couldn’t count on a place to stop at all. The character of early rest areas (then called roadside parks) ranged widely and most had sprung up organically. The first unofficial rest stop is believed to have appeared in Michigan in 1929, where a road engineer noticed people who had pulled over to picnic on a tree stump, albeit with difficulty. The engineer was inspired to create some roadside picnic tables at the spot, and the idea spread. Early roadside parks were usually found by long stretches of road, particularly near scenic vistas or historic landmarks, and were often very rustic, with no running water or flushing toilets.

Additionally, some states combined rest areas with commercial properties (gas stations, restaurants) to have a stop that could meet all needs (exercise, rest, bathrooms, gas, food). Yet, the initial goal was to provide commercial free stops according to Federal Highway Administration:

Can I set up a business in safety rest areas or welcome centers selling food or other products to motorists?

No. Section 111 of Title 23 (“Highways”), United States Code, prohibits the States from commercializing the right-of-way along the Interstate System. The commercial prohibition in Section 111 dates to 1956 when Congress was considering the legislation that launched the Interstate Highway Program. The Members considered following the model of the toll turnpikes that provided commercial facilities in service areas for motorists who would otherwise have to leave the facility and pay a toll to continue their journey. Congress rejected this model by enacting the Section 111 prohibition on commercialization. The intent was to avoid State approved or supported monopolies for traveler services, such as those provided on toll roads. During the debate, Representative Charles A. Vanik (D-OH) explained what Congress had in mind: “Let the highway traveler turn off the Interstate system if he requires food, motor-vehicle service, lodging or Stuckey’s pecans.”

The Surface Transportation Assistance Act of 1982 modified the commercial restriction by permitting vending machines in rest and recreation areas constructed or located on the Interstate right-of-way.

Safety rest areas are intended to serve motorists by allowing them to take a short break, use the rest rooms, shake off drowsiness, and then move on. The absence of commercial services (except for vending machines) means motorists can stop without any pressure to make purchases. For food, gasoline, lodging, and other commercial services, motorists can leave the highway and return to it without a toll charge.

Interesting to see an interest in protecting drivers from commercialism along the road. This was also aided by the Highway Beautification Act.

Since rest areas are intended to break up long travel, I wonder if the average highway driver goes too long without stopping. For example, here is the recommendation from one AAA club:

Stop every 100 miles or every two hours to get out of the car and walk around; exercise helps to combat fatigue. (p.5)

Perhaps rest areas should be even more crowded. But, stopping more often means interfering with the American obsession with time.

The perils of analyzing big real estate data

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Two leaders of Zillow recently wrote Zillow Talk: The New Rules of Real Estate which is a sort of Freakanomics look at all the real estate data they have. While it is an interesting book, it also illustrates the difficulties of analyzing big data:

1. The key to the book is all the data Zillow has harnessed to track real estate prices and make predictions on current and future prices. They don’t say much about their models. This could be for two good reasons: this is aimed at a mass market and the models are their trade secrets. Yet, I wanted to hear more about all the fascinating data – at least in an appendix?

2. Problems of aggregation: the data is analyzed usually at a metro area or national level. There are hints at smaller markets – a chapter on NYC for example and another looking at some unusual markets like Las Vegas – but there are not different chapters on cheaper/starter homes or luxury homes. An unanswered questino: is real estate within or across markets more similar? Put another way, are the features of the Chicago market so unique and patterned or are cheaper homes in the Chicago region more like similar homes in Atlanta or Los Angeles compared to more expensive homes across markets?

3. Most provocative argument: in Chapter 24, the authors suggest that pushing homeownership for lower-income Americans is a bad idea as it can often trap them in properties that don’t appreciate. This was a big problem in the 2000s: Presidents Clinton and Bush pushed homeownership but after housing values dropped in the late 2000s, poorer neighborhoods were hit hard, leaving many homeowners to default or seriously underwater. Unfortunately, unless demand picks up in these neighborhoods (and gentrification is pretty rare), these homes are not good investments.

4. The individual chapters often discuss small effects that may be significant but don’t have large substantive effects. For example, there is a section on male vs. female real estate agents. The effects for each gender are small: at most, a few percentage points difference in selling price as well as slight variations in speed of sale. (Women are better in both categories: higher prices, faster sales.)

5. The authors are pretty good at repeatedly pointing out that correlation does not mean causation. Yet, they don’t catch all of these moments and at other times present patterns in such a way that distort the axes. For example, here is a chart from page 202:

ZillowTalkp202

These two things may be correlated (as one goes up so does the other and vice versa) but why fix the axes so you are comparing half percentages to five percentage increments?

6. Continuing #4, I supposed a buyer and seller would want to use all the tricks they can but the tips here mean that those in the real estate market are supposed to string along all of these small effects to maximize what they get. On the final page, they write: “These are small actions that add up to a big difference.” Maybe. With margins of error on the effects, some buyers and sellers aren’t going to get the effects outlined here: some will benefit more but some will benefit less.

7. The moral of the whole story? Use data to your advantage even as it is not a guarantee:

In the new realm of real estate, everyone faces a rather stark choice. The operative question now is: Do you wield the power of data to your advantage? Or do you ignore the data, to your peril?

The same is true of the housing market writ large. Certainly, many macro-level dynamics are out of any one person’s control. And yet, we’re better equipped than ever before to choose wisely in the present – to make the kinds of measured judgments that can prevent another coast-to-coast bubble and calamitous burst. (p.252)

In the end, this book is aimed at the mass market where a buyer or seller could hope to string together a number of these small advantages. Yet, there are no guarantees and the effects are often small. Having more data may be good for markets and may make participants feel more knowledgeable (or perhaps more overwhelmed) but not everyone can take advantage of this information.

Another person walks all 6,000 miles of New York City

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The urban walking trend continues: a professional walker (seriously) meets the sociologist who walked all of New York City’s streets.

I was, therefore, amazed to learn that there was another person walking the five boroughs: a thirty-something man named Matt Green. Green isn’t a sociologist; he’s more like an inexhaustibly curious visitor. He, too, has walked more than six thousand miles within the city limits. Unlike Helmreich, who records what he sees in his capacious, near-eidetic memory, Green takes photographs with his phone. He posts the photos to a blog, ImJustWalkin.com. Before he decided to walk all of New York City, Green walked across the United States, from New York to Oregon. Helmreich commutes into the city from his house on Long Island. Green, by contrast, has no apartment or job. He walks full-time and stays with friends. His venture is funded by donations.

Obviously, we had to introduce Green and Helmreich. The film that resulted, directed by Riley Hooper, touches on many subjects: nature, race, identity, gentrification. In some ways, it captures the difficulty every New Yorker faces in comprehending a city which is always beyond us as individuals. It’s also a classic New York romance. These two big-city wanderers are kindred spirits. Now—with a little help—they’ve found each other.

A nice little story. The film touches on some of this but I would want the two to compare walking notes in an academic way. What had they each noticed? How much did their interpretations align or differ? How do their field notes compare? Putting their heads together, I’m guessing they could come up an interesting back and forth on both NYC’s famous and less famous areas. This could end up as a good example of group qualitative work – maintaining the rich detail of the methodology but limiting the subjective bias of an individual researcher – that came about serendipitously.

See these earlier posts on the sociologist who published a book on his efforts and gave tours based on his knowledge.

“The Architecture of American Houses” in one poster

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A new poster covers over 400 years of residential architecture in the United States:

https://i0.wp.com/mentalfloss.com/sites/default/files/p-americanhouses_fpo1.png

In all, the new poster features 121 hand-drawn American homes divided up into seven primary categories—Colonial, Folk/Vernacular, Romantic, Victorian, Eclectic, Modern, Neo-Eclectic—and 40 subdivisions, such as Italian Renaissance Revival, Ranch, and the dreaded McMansion.

Just mail me a copy and I will put it on the wall in my office. Three quick thoughts on the styles depicted:

1. I don’t see the split-level. Of course, it could be built in a variety of these styles but it is a unique arrangement that is common in many suburban areas.

2. The McMansion is at the bottom left as a separate category and it looks appropriately large, out of proportion, and multi-gabled. Yet, how different is it from the other “new traditional designs” on the rest of the bottom row? The “new traditionals” depicted here are more architecturally pure but they are similarly large. How much architectural mismash qualifies a house to be a McMansion? And can’t a architecturally accurate yet overly large, particularly if a teardown, still be considered a McMansion?

3. The subdivision grouping idea is an interesting one as it implies certain kinds of homes are found together. This probably is often the case as subdivisions typically have a limited number of designs and are built within a several year stretch. Yet, some places may not match this due to longer development spans (imagine a place with larger lots initially that are later broken up and built on) or denser urban areas where there is more construction and housing turnover.

We don’t want automated cars driving the current speed limits

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Should automated vehicles follow all the current traffic laws or will they need to be changed?

When Delphi took its prototype Audi robocar from San Francisco to New York in April, the car obeyed every traffic law, hewing to the speed limit even if that meant impeding the flow of traffic.

“You can imagine the reaction of the drivers around us,” Michael Pozsar, director of electronic controls at Delphi, said at a conference in Michigan last week, according to Automotive News.  “Oh, boy. It’s a good thing engineers have thick skin. All kinds of indecent hand gestures were made to our drivers.”

And that indicates that a problem is brewing, argues Prof Alain Kornhauser, who directs the transportation program at Princeton University. “The shame of the driving laws is that they all sort of have a ‘wink’ associated with them,” he says. “It says 55 miles per hour, but everyone knows that you can do 9 over. If that’s the situation, why isn’t it written that way—with a speed limit at 64?”…

In fact, if all cars were autonomous and connected to each other wirelessly, they wouldn’t need stop signs even at the intersections of multilane highways…

I imagine following the speed limit in the Chicago area would lead to some very unhappy drivers. Theoretically, we might not even need speed limits with driverless vehicles as it would all be dependent on the conditions. This might mean that vehicles would go slower at times than drivers might like (perhaps in inclement conditions) but could go a lot faster and more safely even with a good number of drivers nearby.

But, if traffic laws need to be changed, when exactly would this happen? Presumably, it will take some time to introduce these vehicles onto the road and some time for them to grab a large part of the market. Of course, the government could push all new cars in this direction – particularly since they could be so much safer – but older models would still be on the road for some time. To change the laws, all the cars need to switch over at once, an unlikely event. Until all cars are driverless, traffic laws would have to be more conservative to account for drivers but that probably wouldn’t make the new owners happy.

Overall, I haven’t seen much discussion of how automated cars and cars with drivers will mix even as we creep closer and closer to this eventuality.

Planning bicycle-only highways in Munich

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Officials are looking into constructing 400+ miles of highways for bicycles:

The ambitious plan calls for a network of 14 two-way bike paths, each 13 feet wide and fully segregated from automobile traffic, that would spread out over an area of about 400 square miles. No crossroads, no traffic lights. It’s an autobahn for cyclists, or, as the Germans obviously call it, a Radschnellverbindungen…

The Radschnellverbindungen is designed to do for bikes what highways do for cars: make traveling long distances more efficient and pleasant. Cyclists will be able to ride at about 12 mph, Kastrop says, without the need the need to slow down then get back up to speed at intersections. There are no nearby cars to worry about, and with wider lanes, you don’t risk getting stuck riding single file behind some slowpoke…

This idea of networks made for bike commuting has been catching on lately. As usual with this kind of thing, the Netherlands is out in front, with 28 long-distance, cyclist-only paths, according to City Lab. London’s planning a network of “direct, high capacity, joined-up cycle tracks.” Copenhagen’s got a “bike skyway.” Paris’ $160 million plan to boost cycling includes five proposed “highways” that will be almost entirely protected from car traffic, on some of the city’s biggest corridors, including the Champs-Elysées.

Building the Radschnellverbindungen’s not a done deal yet. Local authorities must approve the project before construction starts, and it won’t be cheap. The German newspaper Süddeutsche Zeitung pegs the estimate at $1.75 million per mile.

Three quick thoughts:

1. It would be interesting to see what it takes to plan such paths around existing infrastructure like roads, rail lines, power lines, and other obstacles. To not have any interruptions on the paths could require some ingenuity.

2. Would bicycle highways require their own rules of the road or traffic laws? You don’t want riders in the middle of the paths or riding three abreast. What happens when needing to make an exit from the path?

3. If you are curious about the cost per mile of construction, one group estimates it costs $8-10 million per mile of highway construction in urban areas.

Residential segregation increases in the suburbs

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A new study looking at 222 US metro areas between 1990 and 2010 finds increasing suburban residential segregation:

While segregation from neighborhood to neighborhood is decreasing (micro-segregation) within metropolitan areas, segregation from suburban communities (e.g., towns, villages, and cities) to other suburban communities within the same metropolitan areas and from major metropolitan cities to their suburban communities is increasing (macro-segregation). In other words, instead of people of different races living in distinct neighborhoods in the same major metropolitan cities and suburban communities, these major cities and suburban communities are becoming increasingly racially homogenous…

“One of our major findings is that suburban communities are becoming more segregated from each other,” Lichter said. “Cities and communities — not just neighborhoods — matter. Over the past decade or so, some suburban communities have become more racially diverse, even as whites have moved out to other growing suburbs farther from the city or have moved back to the city as part of the gentrification process. In the late 1970s, there was a famous study titled, ‘Chocolate City, Vanilla Suburbs,’ which highlighted that blacks generally lived in large cities while whites lived in suburban communities. Our study shows that minority population growth in the suburbs has fundamentally shifted historic patterns of residential segregation in this country.”…

Hence the claim that residential “segregation now taking new form.” This is consistent with other research showing the white flight scenario of the post-World War II decades has become more complex: more minorities and poor people live in the American suburbs but this hasn’t necessarily improved their lot in terms of quality and/or affordable housing, good schools, job opportunities, access to social services, and so on. Suburban communities have a variety of ways to promote racial (and class) homogeneity through means like zoning, minimum housing sizes, and appeals to patriotism. In this way, perhaps the suburban critics were/are right: they could never be the total panacea for the problems of American society.

Argument: solve Interstate issues by handing them back to the states

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One writer suggests it is time for the federal government to get out of the business of funding interstate highways:

Assuming time travel is off the table, let’s learn from our mistakes. First, let’s get the federal government completely out of the business of maintaining the interstate highways crisscrossing our big metropolitan areas. Hand these roads over to state governments as soon as possible, and free state governments to finance these roads in any way they see fit, from higher state gas taxes to variable tolls they could use to reduce traffic congestion. Second, for interstate highways that connect cities across deserts and cornfields, let’s replace the federal gasoline tax with per-mile tolls. One of the many problems with the gas tax is that as gas mileage improves, and as a small but growing number of drivers turn to electric vehicles, gas tax revenue is not keeping up with the needs of the highway system. Per-mile tolls can solve that problem by charging drivers according to how much they actually use the highway system, regardless of the kind of vehicle they’re driving. And as Robert W. Poole Jr. explains, they can be pegged to the cost of each road and bridge, which will help ensure that roads and bridges are adequately financed.

After adopting this approach, we will see states investing in the infrastructure projects that best meet their needs, with some states, like California and New York, choosing to invest more heavily in urban mass transit while others, like Texas and Utah, build bigger and better highways. What remains of the federal highway system, meanwhile, will evolve over time, as the routes that attract the most traffic will grow in line with their per-mile toll revenue while those that attract the least will stay the same size, or perhaps even shrink. We’ll have an infrastructure worthy of a bigger, denser, more decentralized America—the kind of infrastructure that Ike, in his infinite wisdom, would be proud of.

An interesting argument that might have appeal for both liberals and conservatives. For conservatives, having more local control is generally good and states could innovate in a way that a larger bureaucracy might not. (At the same time, corporate interests cross state and national lines and they might not like a decentralized highway network.) For liberals, highways have often been used in redevelopment projects harming poorer neighborhoods and state control would theoretically give neighborhoods and communities more say over the fate of highways. Additionally, interstates encourage sprawl and liberals might want to reign in highway building and maintenance in many places.

I could also imagine several objections to this argument:

1. How many states would be willing to take this on right now given budget issues? This would have to be phased in over time. Which government officials want to take responsibility for raising tolls for driving?

2. Uniformity in the system could be a good thing ranging from common road signs to expectations regarding levels of maintenance and service across states.