Category Archives: Places

From Chicago grain elevators to art/film space to potential spot for redevelopment

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Urban properties can go through a series of changes and one set of grain elevators on Chicago’s Southwest Side have seen their share of uses:

Grain elevators’ histories are often marred with explosions (something about the dust mixed with oxygen), and one such spontaneous combustion on these 24 acres led to the current John Metcalf-designed “Damen Silos” property, formerly the Santa Fe Railroad Grain Elevator, built in 1906 at 2900 S Damen off the South Branch of the Chicago River. Keep in mind the staggering presence of 35 80-foot silos in the pre-skyscraper era. They churned out 400,000 bushels thanks to machines running on 1,500 horsepower (from steam and electricity). Unfortunately while users changed (Stratton Grain Co was up next), explosions continued…

The property’s been a fertile stomping ground for the street art and photography set for years. Brent Bandemer’s 2012 short film “Gone” documents the life of David “Gone” Brault, a 23-year-old suspended college student squatting at the Damen Silos to teach others how to survive when the apocalypse comes. (Understandable, given the silos’ arty End of Days vibe, and where Chicago apartment rents are headed.) As David’s favorite graffiti on the property says, “One day the whole city will be this beautiful.” In 2013 it was a filming location for Michael Bay’s Transformers: Age of Extinction, whose special effects hit eerily close to home…

The state’s only remaining vacant land in Chicago, the property’s location (with Chicago River frontage and access to interstate travel) should be its biggest selling point, says the CMS spokeswoman, along with lots of land to play with for industrial redevelopment. Looking at other grain elevators around the world, you’ll find creative adaptive reuse strategies ranging from residential to office to data centers to artsy (they work well as both canvases and projection screens). A distributor who needs water and highway access would be more practical, though probably not as pretty.

Perhaps this exemplifies the shifts in the American economy in the last century or so: Chicago as an agricultural center taking in grain from all over the Midwest but then losing agricultural and manufacturing jobs as the country moved to a knowledge economy. The empty space then finds a second use as space for artists who can work with the postindustrial vibe. Now, the property offers some advantages for redevelopment with easy access to transportation (one of Chicago’s continued strengths).

At the least, this property offers some unique potential in a city known for its industrial and agricultural past.

Using Chicago skyscrapers as inspirations for spaceships

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“Jupiter Ascending” may not be very good but some of the spaceships are based on Chicago architecture:

When Hull came to Chicago, the Wachowskis began peppering him with reference photographs of Chicago buildings, facades, landmarks, ornamental detail and infrastructure. “Of all the directors I have worked with, they are by far the most architecture-minded,” he said. “They wanted a very decorative vision for the ships, almost Louis XIV-like in places, existing alongside this other aesthetic, far more gothic and less feminine.”

Indeed, the Wachowskis, who started a small construction company and worked as carpenters before becoming filmmakers, wanted the two warring ships at the center of “Jupiter Ascending” to somewhat reflect Chicago itself. “I like how the great curling femininity of the Frank Gehry (Pritzker Pavilion) is juxtaposed against the weight of those harsh, more severe buildings on Michigan Avenue,” Lana said. “I liked that tension in Chicago, that something as elegant as a big river can curl through so many grandiose statements. When we were looking at the design of the ships, we kept exploring this, placing almost baroque, exuberant levels of detail on one end, while on the other, contrasting a rigorous, rational logic.”…

“But also I really love the top of the Carbide & Carbon Building (on Michigan Avenue),” Lana said. So its lighthouse peak informs the back of Titus’ ship, while the front is, well, a play on the flying buttresses that shape the top of the Tribune Tower. “But I often wasn’t flamboyant enough for the Wachowskis,” Hull said. So the gold-green design along the facade of the Carbide building is mirrored on the outside of the ship. And inside: The ceiling of the ship’s loading dock is reminiscent of the dense mosaics in the Chicago Cultural Center ceilings; the long, vaulted chapel is vaguely similar to the reading room of the Newberry Library. “Which was a sanctuary for me as a kid,” Lana said, “where I went when I cut school.”

Balem, played by Eddie Redmayne, is the imperialist, the severe, ominous bully. His ship, therefore, is gothic, less curvaceous than Titus’ ride. The front end, its T-shaped bow, has some inspiration in the terra-cotta faces that watch from the facade of the old Tree Studios building on Ontario Street. And there are hints of the former Midway Gardens entertainment venue in Hyde Park, designed by Frank Lloyd Wright (torn down in 1929). “His ship is more of a towering, hard-looking, Albert Speer-ish brutalism,” Hull said, “but it would be too on the nose for his designs to just reflect that, to not suggest Balem wouldn’t want some ornamental embellishment to his world.” So, his boardroom has touches of the latticework beneath the Loop “L” tracks.

An interesting source of inspiration for objects – spaceships – that we might typically think are otherwordly or something completely different. Additionally, buildings are pretty static, even if they are involved in dynamic social settings, while spaceships have incredible mobility. But, as noted in this earlier post about The Hunger Games, it is difficult to make something completely new. Human creativity rarely involves completely innovative ideas that have never been expressed before but rather often involves taking existing forms and objects and doing new things with the mix. So, in trying to imagine the future, why not draw some on the past while also adding potential changes?

This is also a reminder that Chicago architecture is influential. If we do get to an age of large spacecraft, would Chicago still be a major inspiration? Could we have competing fleets based on different global cities?

Following the ideals of Gautraux to deconcentrate poverty in the Chicago suburbs

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The Gautreaux Program in Chicago preceded Moving To Opportunity and now there are more recent efforts to deconconcentrate poverty in the Chicago region:

After all, suburbs are no longer the bastions of privilege they once were (though majority white suburbs still, for the most part, are). Since the recession, it’s the exurbs in Chicago that have had job growth, while affordable housing near those jobs is often hard to find. Poverty is growing in suburbs across the country, including in Chicago, and moving families blindly out of the city may do more harm than good.

That’s why Chicago’s leaders are now focusing on helping low-income people live in mixed-income neighborhoods in both the suburbs and the city that have good access to transit and jobs, high homeownership rates, low commute times, walkable areas and a low percentage of people receiving public-housing assistance, said Robin Snyderman, a non-resident senior fellow at the Brookings Institution who also works as a consultant on housing policy in Chicago.

Nine housing authorities now participate in a regional pool of resources that began more than a decade ago. They include authorities in counties such as DuPage, Lake, and McHenry, using the money to build nearly 30 mixed-income developments in “opportunity areas” that are near transit and job opportunities.

“Just getting rental housing into some of these communities was hard to do for many years,” said Snyderman said.

A pilot program launched in 2011, the Chicago Region Housing Choice Initiative (CRHCI), encourages families to use vouchers to move to some of these locations, giving them counseling to help them do so.

Regional authorities and mayors have “adopted new tools for promoting inclusion and diversity, building on the lessons learned from Gautreaux,” she said. “I feel more hopeful that the historic segregation in the Chicago region can be transformed—because it’s now not all on the shoulders of the public housing authority,” she said.

See this earlier post about some of the results of the Moving To Opportunity program. These programs aren’t immediate panaceas and progress is often slow. It took decades to get Gautreaux into action and more time to assess results from MTO. Additionally, it can be difficult to get wealthier suburbs to buy in – if they do talk about affordable housing, it tends to involve seniors, young college graduates, or civil servants, not actually poorer residents.

In all, residential segregation is a difficult problem to address. If it is all left to the market, wealthier residents will move to nicer suburbs, maintaining or increasing their life chances, and then limit the access of others to move into their communities (even if they need them as workers in that community). Social programs can help but they can be costly, it takes time to assess their effectiveness, and it requires wealthier communities to get on board. This is one of those social problems that requires patience, active efforts, and time to see social change occur.

Naperville mayoral candidates all want to fix traffic problems…but how?

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The four men running for mayor in Naperville agree that fixing traffic issues is important but differ on the solutions:

Walker says the city should adjust traffic signal timing street by street to alleviate common backups.

Jim Haselhorst says the city’s traffic problem needs a comprehensive solution because every time signals are adjusted on one street, drivers change their habits, causing backups elsewhere.

Steve Chirico says the planned implementation of an integrated traffic management system on Washington Street will help, as will good city planning to avoid creating future traffic nightmares.

And Doug Krause says the city needs to form better intergovernmental partnerships — since many roads in Naperville are managed by a township, a county or the state — and spend more on street improvements and maintenance.

This is an important issue for a suburb that claims a high quality of life (#33 in Money‘s recent list of best places to live) yet has a large population (the fifth largest city in Illinois). The problems stretch back decades: Naperville, like many Chicago suburbs, had a better system of east-west transportation (think the highways and trains on the hub and spoke model with Chicago); the city’s sprawling growth outpaced the local north-south roads; the proposed Fox Valley Freewayway never materialized; and mass transit does not adequately connect destinations along the north-south axis (though Pace and others always have plans). The best answer for these issues is probably that this should have all been planned for a long time ago. But, few people ever thought Naperville would have been this big.

Yet, I think simply talking about existing roads doesn’t do much. Traffic light synchronization should have been done a while ago if it is such a solution. Again, why weren’t plans implemented earlier on Washington Street to help traffic get through downtown? Widening roads may increase the number of lanes but this can also increase traffic volume which fills up those new lanes. Adding right-turn lanes could help at intersections but it can be a lot of work for relatively little new road space.

I would be interested to see some Naperville officials think big here. Single, easy solutions will be hard to find. Enhancing mass transit within Naperville and to other communities would help. A comprehensive and varied approach is needed, particularly if the city has any designs on denser development (which is what is needed if the city wants to continue to grow given its lack of large plots of open land).

O’Hare Airport now officially world’s busiest airport again

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Occasionally status anxious Chicago can breathe a little easier: O’Hare was just certified the world’s busiest airport.

While 2014 traffic at O’Hare was down by 0.2 percent, it lost less traffic than the Atlanta airport, where traffic declined by 4.7 percent, according to new FAA data. O’Hare had 881,933 arrivals and departures; Atlanta had 868,359.

But the Atlanta airport is likely to retain the title of busiest airport for passenger traffic.

City officials have said international passenger volume have helped O’Hare totals. In the last 18 months, O’Hare and Midway airports added six new international airlines and dozens of destinations, according to the city.

O’Hare regains bragging rights to the title it had mostly owned since the dawn of the Jet Age, when it surpassed the number of flights at Midway Airport, which had been the leader.

As a transportation center, this looks good for Chicago. Yet, there are two more negative signs: Atlanta may still have more passengers (which number matters more?) and flights were down (Which may have more to do with airlines consolidating as well as trying to cut costs by filling existing flights). Additionally, the lead over Atlanta isn’t that big. I’m guessing this means the competition will continue for years to come and I am curious to know if Chicago and/or O’Hare have some plans in the works to keep their regained lead.

Addressing social change in Toronto’s inner-ring suburbs

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North America’s fourth-largest city has a number of changed suburbs that have more lower-class residents and immigrants:

David Hulchanski’s seminal 2006 study, The Three Cities within Toronto, documents the shift of poverty from the inner-city to the inner-suburbs of the 1950s, ’60s and ’70s. The University of Toronto sociologist also made it clear that the poor increasingly tend to be immigrants. The rich, meanwhile, have moved downtown. Only they can afford the cost of housing there.

The third of Hulchanski’s three cities, which encompasses Scarborough, North York and Etobicoke, has experienced the largest increase in immigrants, rising from 31 per cent of the population in 1970 to more than 60 per cent today. During the same time, incomes in those same areas declined almost 40 per cent, more than any other part of Toronto.

Though Toronto is the more tolerant and inclusive city of the two, the social mobility that historically took immigrants from the places they arrived to the places they finally settled has slowed or even disappeared. Low wages, high youth unemployment and a crumbling infrastructure don’t inspire confidence, let alone optimism.

That’s why Toronto’s future lies in its suburbs. That’s why their needs are the needs of all. It’s also why failure to deal with them will hurt the entire city.

So far, the response has been more focused on mollifying suburban discontent than transforming vast swaths of the postwar landscape into more urban configurations. Rather than squander billions on feel-good projects like the Scarborough subway, we need more programs like tower renewal. Transit is essential to move people and connect them; but in addition, many highrise suburban communities desperately need to be remade to 21st-century standards.

This mirrors the circumstances of a number of American inner-ring suburbs: as wealthier (and often whiter) residents have moved to more exclusive suburbs or gleaming high-rises downtown, more poor and non-white residents have moved to cheaper suburbs that often had more industrial and blue collar work. But, what works best to renew these communities? Continue to play up on their advantages in industry and manufacturing (cities and suburbs have been severely hurt in recent decades with the loss of manufacturing jobs)? Compete in new areas like suburban entertainment and culture (wealthier communities often an advantage here)? New housing is often needed in these inner-ring suburbs – their housing stock often dates to the decades before World War II – but it is hard to come up with money to undertake big changes.

One route is to play up their more urban aspects: they may offer a taste of suburban life but are still much closer to everything the city has to offer. Many suburban communities have pursued transit-oriented development built around subway, train, and bus lines that provide quick connections to amenities within that community as well as nearby.

NPR photojournal looks at “The end of Chicago’s public housing”

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NPR has put together an interesting site with photos and text that explores the demolition of Chicago’s public housing. Some of the more interesting lines:

Ironically, the [Robert Taylor Homes] were named for a Chicago Housing Authority board member who resigned in 1950 — in opposition to the city’s plans to concentrate public housing in historically poor, black neighborhoods…

The buildings became hulking symbols of urban dysfunction to the suburbanites who saw them from the expressway on their daily commute…

While some have described public housing as a tangle of failed policies and urban planning, to the people who lived there, it was home. But at the end of the 1990s, like the tenement residents before them, they were told that their world would be “transformed.” Many would not be able to live there anymore…

[After the demolitions:] People lost track of each other; the housing authority lost track of them.

A lot of lives were affected even as there really hasn’t been much public conversation about the fate of the public housing residents. Ironically, removing the high-rises may just have made the problems of housing in the Chicago region – and there is a lot of need for good affordable housing, evidenced by recent sign-ups for the public housing waiting lists – even more difficult to see.

See earlier posts about the demolitions of the last high-rises at Cabrini-Green here, here, and here.

“War Over Hollywood Sign Pits Wealthy Residents Against Urinating Tourists”

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GPS hasn’t just altered the lives of LA residents living on formerly quiet streets near the freeways – now, neighbors of the famous Hollywood sign have convinced Google and Garmin to remove their street off their maps due to an influx of visitors.

Everyone involved agrees that the situation has become a powder keg. “Neighbors have been yelling,” says Tamer Riad of Rockin’ Hollywood Tours. Homeowner Heather Hamza, whose husband, Karim, runs a diving company servicing film productions, claims she’s experienced “aggressive” tourists “cursing and spitting at me.” She adds that, after the recent holiday period, “There is rising, palpable tension between the residents and visitors. Everybody is infuriated. I shudder to think if any of these people coming up here have weapons in their cars. One of these days someone will get shot — it is that bad.“…

A sign originally erected to advertise a neighborhood to the world has become that neighborhood’s deepest frustration, and affluent residents have been fighting back. Although several thousand houses lie in Beachwood Canyon and neighborhoods adjoining the nearby Lake Hollywood Reservoir, most of the clamor comes from a few dozen activists in the area. They have lassoed various government and commercial entities into doing their bidding. They’ve persuaded Google, Garmin and other tech giants to literally take their exclusive neighborhood, where the average home costs $1.5 million, off the map for people searching for the sign. They’ve pushed City Hall to enact strict new parking regulations and to go after tour-bus operators. They’re fighting for the closure of a trailhead gate to Griffith Park and the removal of one popular viewing spot. And they’re not done.

Some residents say that a key element in winning the hearts and minds of city officials is a 30-minute advocacy film that, according to its producer, former actress and onetime Hollywoodland Homeowners Association president Sarajane Schwartz, required “thousands of hours” of collective labor and the expertise of “professional editors who live in the neighborhood and donated their time.” The wry narrative includes an overlaying of Stravinsky’s The Rite of Spring as doofusy tourists ride Segways, light up in hazardous areas and take nude pictures or pose with liquor bottles. THR was offered a rare screening of the closely guarded documentary: “We thought it would attract more people [if posted online] because it would just tell people where to go,” says Schwartz. “And we didn’t want it to end up on The Tonight Show — you know, making fun of us.”…

“There’s this privatization of public spaces in L.A., where people who are affluent expect to be insulated from the public,” says urban design professor Jenny Price, a visiting lecturer at Princeton and veteran of the Southern California coastal-access wars (she created the popular Our Malibu Beaches app, to David Geffen’s chagrin). “But the scandal here isn’t the wealthy homeowners. It’s the city’s complicity. Not just in getting permitted parking but in intentionally disseminating misinformation about a park they own. That’s the scandal.”

A fascinating story that raises important questions for cities: who gets to control access to public spaces? The sign is on public land (Griffith Park), streets are for the public, and yet wealthier residents want to control access and even knowledge disseminated on maps.

The article suggests the city needs a coherent plan:

Absent amid all the long-shot concepts are coherent, actionable steps to oversee access and shape tourism around a landmark. The city never has moved forward with clear plans to build a visitor center, properly control parking, manage trail access, strictly enforce rules (about smoking and alcohol, for instance) and inform visitors how to interact with the sign in a way that is satisfying and sensitive to residents. Imagine this type of chaos at the Statue of Liberty or Mount Rushmore (both are managed by the National Park Service).

Sounds like there is work to do to divert visitors, particularly if the city wants to respond to the wealthier residents while also keeping areas near the sign public (a visitor center just means people won’t really need to get that close).

Seeing 1940s Chicago in a lost promotional film

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Chicago, the #7 global city today, looked quite different in the 1940s in long-lost promotional footage:

In contrast to typical city promotional films, this video offers glimpses of downtown spots like Buckingham Fountain along with the city’s manufacturing plants and meat-packing facilities. The footage also comes with all sorts of statistics and facts. For example, Michigan Boulevard (now Michigan Avenue) carried more than 55,000 automobiles on an average day.

Based on the credits, it appears the video was produced by the Chicago Board of Education, with an assist from United Airlines (for the aerial shots). The release date of the film has also been pinned to between 1945 and 1946. John Howatt, credited as the Business Manager of the Board in the video, was elected on January 8, 1945, and Johnnie Neblett, the narrator, died on September 15, 1946.

Altman writes that he thinks the video was meant to attract people or companies to Chicago, or perhaps as a resource in the classroom. But according to DNAInfo, a spokesman from the Chicago Board of Education said that staff haven’t been able to find any reference to the film in its archives.

A few quick thoughts on seeing this film:

1. The tall buildings are quite different. One, there aren’t as many. Yes, Chicago was dense but it was more due to low-rises. Two, they don’t have the shine that we have come to associate with skyscrapers and instead tend to be covered in stone or masonry and are marked by pollution. (Blame the International Style, which bloomed in Chicago.)

2. The focus on industry is interesting. Manufacturing would have made up more of the economy at the time (Chicago, like many Rust Belt cities, lost hundreds of thousands of manufacturing jobs in the late 20th century) while the emphasis today is more on finance and services.

3. Some of the footage of Lake Shore Drive seems quaint as it appears to sometimes have two lanes each direction without many barriers between each side or the paths and sidewalks nearby. This was the era before major highways as we know them which were not completed in the Chicago region until the mid 1950s.

4. What is missing and can be found in pretty much any major city? Like any growth machine which wants to promote high-quality growth, this film omits the lower-class areas of the city. Chicago at the time had numerous poor neighborhoods including the Black Belt on the South Side which was the only place where blacks could live. These areas somehow didn’t make it in…

5. I wonder at times how much the less-than-high-def footage influences our interpretations of the past. Chicago looks fairly inviting in this film – bustling, beautiful lakefront, lots of nice buildings – yet it all looks so grainy. We’ve reduced this look to a filter on our Instagram accounts but it is hard to find the HD images that might help us make an apples-to-apples comparison of scenes.

Real estate sign? Prices in Compton, CA back on the rise

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The California real estate market is heating up again – and housing prices are rising in Compton:

She is proud that what she has achieved so far was done, not through heavy policing, but conflict mitigation. The last several months have seen a reduction in violent activity of about 65 per cent, she said. For her, seeing people jogging at night is a key indicator of success…

The residential property market is surging, up more than 10 per cent in the last year, as people are priced out of other Los Angeles neighbourhoods. Properties are being snapped up by investors and professional house flippers have started targeting the area. Compton’s first home with a price tag of $1 million recently went on the market.

Key to attracting companies and families is Compton’s geographical location close to LAX airport, Long Beach port which is the second busiest container port in the US, and near office buildings in downtown Los Angeles.

 

Violence and gang activity is down, housing prices in California are rising, Compton sits at an advantageous location, and so the prices in Compton go up. As the graph suggests, prices aren’t near what they were pre-economic crisis but the trend looks like it is heading up.

Two questions this raises:

1. This article makes a big deal about the reduction in violence due to a gang truce but what happens if the two gangs start fighting again? Perhaps the article begins with the gangs and gangsta rap because it is from a UK perspective but it does hint at the fragility in the community.

2. What happens if a community like Compton gentrifies? Not only would this bring new people in Compton but it also gets at one of the big issues in the big cities in California: affordable housing. Housing prices in Los Angeles are already relatively high and there may not be many places left that offer reasonable housing prices.