Category Archives: Places

Houston a relatively unknown city despite being the 4th biggest in the US

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An interesting profile of Houston as the “next great American city” includes this bit about how the city is viewed:

If nothing else, the Kinder Institute’s reports underscore how little the country really knows about Houston. Is it, as most New Yorkers and Californians assume, a cultural wasteland? “The only time this city hits the news is when we get a hurricane!” complains James Harithas, director of the Station Museum of Contemporary Art. “People have no idea.” Its image in the outside world is stuck in the 1970s, of a Darwinian frontier city where business interests rule, taxation and regulation are minimal, public services are thin and the automobile is worshiped. “This was boomtown America,” says Klineberg of the giddy oil years. “While the rest of the country was in recession, we were seen as wealthy, arrogant rednecks, with bumper stickers that read, ‘Drive 70 and freeze a Yankee.’” Today, he adds, “Houston has become integrated into the U.S. and global economies, but we still like to think we’re an independent country. We contribute to the image!”

Several thoughts about Houston’s profile:

1. Part of the issue may be that Houston is trying to join the group of New York, Chicago, and Los Angeles that has been set for decades. Houston is the newcomer and perhaps besides oil, doesn’t yet have the broad appeal these other three have. Plus, these top three are world-class cities, top ten global cities, and that comparison can be harsh.

2. It sounds like Houston could benefit from a strengthened booster campaign. Cities often have to sell themselves and their assets. This requires business, civic, and political leaders (the growth machine) to band together behind some common appeals. What might draw people to Houston? What would attract businesses and tourists?

3. I wonder if there is some conflict between being part of Texas and being from Houston. From the outside, perhaps particularly from the coasts, it is easier to lump all of Texas together, even though it has a variety of communities (some big differences between Dallas, Houston, Austin, and San Antonio). Additionally, Texans tend to like to play up the uniqueness of their state. Compare this to cities like Chicago where there is a very sharp divide between the metropolitan region and “downstate.” Perhaps Houston needs more of a city-state mentality to separate it from Texas.

The changing nature of poverty in the Chicago region between 1980 and 2010

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Building off a post two days ago about comparing maps of urban poverty in 1980 and 2010, here is a closer look at how poverty has changed in the Chicago region over the same time period:

The shift is really quite dramatic, in broad terms:

Between 2000 and 2007/11, Cook County’s poverty rate moved from 13.5 percent to 15.8 percent; at the beginning of the decade, its poverty rate was highest in the region, but by 2007/11 it had been surpassed by DeKalb County and Lake County, Indiana, where the rates jumped from 11.4 to 15.9 percent and 12.2 to 16.6 percent, respectively.

Chicago city’s share of its CBSA’s population below poverty declined from a stunning 60 percent of the total to 48 percent of the total between 2000 and 2007/11.

It highlights something important: the decrease in Chicago’s population over the past few decades has gotten a lot of attention, but not the more recent decrease in population in the surrounding cities:

Chicago’s suburban poverty growth stems partly from the hollowing out of older inner suburbs noted by Lucy and Phillips (2003), Hanlon (2010), and others, in which who have more resources move away and are not replaced by others, leaving poor and near-poor households behind. Although the metropolitan area gained population in the 2000s, 122 of the Chicago region’s municipalities lost population. Among these declining cities, the average increase in poverty was 4.2 percentage points, compared with an average poverty growth of 3.1 percentage points in the growing cities.

Indeed, the best known and most severe poverty rate increases in Chicago occurred in a series of suburbs south of Chicago that lost population, including Harvey, Chicago Heights, and Calumet City. This zone of spiraling poverty—increases of 8 to 12 percentage points—amid population loss extends into northwest Indiana. The poverty rate in Gary and East Chicago exceed 30 percent citywide; Hammond’s poverty rate increased from 14 to 22 percent over the decade. Among these cities, only Hammond had a majority-white non-Hispanic population in 2000, and both Gary and Harvey were at least 80 percent black.

This is part of a bigger trend in the United States: poverty has spread to the suburbs, particularly to inner-ring suburbs adjacent to big cities that now face more inner-city issues. This not only upsets traditional views of suburbs as home to the wealthy but also raises a whole set of questions about how existing residents will respond and what social services can be provided. Both of these questions are ones that more and more American communities will face and it is unclear what the outcome will be.

Thinking specifically of the Chicago area poverty data, this is interesting to reconcile with the animosity others in the suburbs or elsewhere in Illinois have for the problems of Chicago. These maps show that issues like race or social class or gangs are not just big-city issues, no matter how much non city dwellers might wish to blame the city.

Comparing maps of urban poverty from 1980 and 2010

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These new maps of urban poverty show how poverty has changed in the last thirty years:

Poverty in the United States doesn’t look like it did just a few decades ago. In many metro areas, it touches more people today than in 1980. The demographics have changed too, with new and expanding communities of the Hispanic poor in cities like Phoenix and Las Vegas. And the geography has shifted – as we’ve previously written, following the work of Brookings Institution researchers Alan Berube and Elizabeth Kneebone, poverty now stretches well into the suburbs…

In some cities, like Milwaukee, it remains racially segregated, with the black poor living in one part of town, the white poor in another, and the Hispanic and Asian poor in separate pockets. In other cities, like Houston, racially diverse families living under the poverty line appear to share some of the same neighborhoods…

All of these pictures underscore why policy solutions created to address poverty years ago may not be well suited to the task today.

Research on urban poverty in the 1980s was largely focused on poor, black neighborhoods. This was the era of work by sociologists like William Julius Wilson, Paul Jargowsky, Doug Massey and Nancy Denton, and others who turned their attention to hyperconcentrated poverty which was largely ignored by the public and policymakers. As these maps illustrate, poverty today is much more complex involving different groups in new locations. In other words, our public understanding of urban poverty needs updating and needs to be able to tackle more variability.

The unfinished “concrete bathtub” Block 37 CTA station

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Here is an inside look at the partly completed Block 37 CTA station that was once intended to be home to express service to both Chicago airports:

The superstation, which was mothballed in 2008, runs on a diagonal from beneath the corner of Randolph and Dearborn streets, southeast to the corner of State and Washington streets. I’m not supposed to say how you access the space — security concerns, you know — but let’s just say that a variety of elevators, locked doors and ladders are involved.What’s striking once you get in the space is its size: as long as a football field-and-a-half (472 feet), 68 feet wide and averaging 28 feet high. Call it a concrete bathtub — or an “envelope,” as our tour guide, Chicago Transit Authority Chief Infrastructure Officer Chris Bushell, put it — with rows of support pillars receding into the dim far distance. And all completely unlit, except for some temporary light strung up on the mezzanine and the portable lights we brought along…

The money needed for express train service, likely in the billions, never was obtained. And any private-sector interest melted away when the economy entered its worst downturn in many decades in the late 2000s. So, the city stopped after completing the shell and built no more.

By that time, though, City Hall had spent $218 million — $171 million of CTA bonds, $42 million in tax-increment financing and $5 million from outside grants, the CTA says. And to make the station useable — to connect the tracks, build the escalators, attach all of the needed electrical and plumbing to the outlets — will take an additional $150 million or so, the CTA says.

It’s too bad the city won’t say what they envision doing with this space. Just how long will it stay empty? Because of this, I’m a little surprised Chicago was willing to show reporters exactly what they built. Not only was several hundred million spent, the city still does not have any faster train service to the airports. All together, this is not exactly a shining moment in Chicago infrastructure.

Chicago tries to solve stormwater issues with Deep Tunnel but is behind in utilizing greener options

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The Chicago Tribune suggests while Chicago has pursued the impressive Deep Tunnel project to relieve stormwater issues, the city has fallen behind in pursuing greener alternatives:

Cities from Philadelphia to Seattle already are moving aggressively to prevent basement backups and sewage overflows without the expensive work of laying pipes and boring tunnels. Milwaukee is the first city in the nation with a federal stormwater permit that legally requires “green infrastructure,” such as streets and parking lots with permeable pavement and neighborhood rain gardens designed to capture the first flush of stormwater…

For instance, the Green Alley program promoted by former Mayor Richard Daley has overhauled just 1 percent of the 1,900 miles of Chicago alleys with permeable pavement, according to city records. Other than a showcase project on Cermak Road in the Pilsen neighborhood, city officials could not provide details about any other street outfitted with green infrastructure…

Daley’s 2003 “Water Agenda” and 2008 “Climate Action Plan” promoted green infrastructure as a solution. Mayor Rahm Emanuel embraced the idea last year in his “Sustainable Chicago 2015” plan, which called for making the projects a routine part of the city’s bricks-and-mortar budget and promised to annually convert 1.5 million square feet of impervious surfaces into areas that allow runoff to seep into the ground.

But despite the years of talk about green alternatives, the city’s money and political focus largely is still on big-ticket construction projects like Emanuel’s program to replace and refurbish old sewer lines, funded in part by doubling water bills for the average household by 2015.

The larger official response to flooding and sewage overflows in Chicago and suburban Cook County is the Deep Tunnel, a network of massive storm sewers and cavernous flood-control reservoirs that has been under construction since the mid-1970s. The Metropolitan Water Reclamation District, a tax-supported agency that operates independently from city government, has spent more than $3 billion on the project but isn’t scheduled to complete it until at least 2029.

There seem to be several issues at work:

1. Deep Tunnel is a sunk cost already and it will still be years before it is fully operational. Can a government back away from such a large project, supposedly one of the largest civil engineering efforts in the world, when so much money has already been spent? This kind of retreat with billions spent already is difficult to envision. Also, I assume we know more about stormwater management today than people did in the 1960s and 1970s when Deep Tunnel was planned.

2. The greener alternatives seem to take a different approach to stormwater. Instead of relying on a large, centralized system, it sounds like other cities have stricter requirements for individual property owners. These owners can’t foist the problem off on the city or nearby properties; they have to find ways to reduce their contributions to the system.

3. Chicago has tried to promote a greener image over the last decade or so. Mayor Daley was fond of pointing out the city’s green roof initiative. Here is a little bit more on Chicago’s green roofs:

“If every rooftop in Chicago was covered with a green roof, the city could save $100 million in energy every year,” said Jason Westrope, a developer for Development Management Associates, who has overseen the building of green roofs in the city.

Green roofs also help absorb stormwater runoff. That’s important because the city’s stormwater drains through its sewers, and if the system gets overloaded after a big storm, that wastewater is in danger of backflowing into the river, the lake, and even into people’s basements.

Chicago already has 359 green roofs covering almost 5.5 million square feet — that’s more than any other city in North America. But city planners are pushing for even more.

Chicago has mandated that all new buildings that require any public funds must be “LEED” Certified — designed with energy efficiency in mind — and that usually includes a green roof. Any project with a green roof in its plan gets a faster permitting process. That combined with energy savings is the kind of green that incentivizes developers.

Does this assessment of Deep Tunnel work against this green image? Compared to other major cities, how exactly does Chicago rank in terms of green programs and initiatives? It is one thing to look at a single project, even a massive one, compared to an overall assessment.

Naperville to add to public art with statue of founder Joseph Naper

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A new statue will be coming to Naperville in the near future as a cartoonist is creating a new sculpture of Naperville’s founder.

Dick Locher, a longtime Naperville resident and legendary cartoonist known for both his Dick Tracy strips and his political cartoons, is helping create the statue of Capt. Joseph Naper that will be placed on the founder’s homestead this summer.

Bryan Ogg, curator of research for the Heritage Society’s Naper Settlement museum, called Locher’s involvement in the project a “natural union.” Locher, a Pulitzer Prize winner, has spent four decades living in Naperville and working for the Chicago Tribune. He just recently retired from political cartooning.

But the 84-year-old’s passion for art has not waned, and he said he was happy to take on the project to commemorate Naper, who founded the city in 1831…

Locher visited Naper’s homestead site at Jefferson Avenue and Mill Street and researched the 1830s before making sketches of the statue. He had little to go on when creating Naper’s likeness, but said he was determined to make it a piece that would stand the test of time.

Whenever I visit downtown Naperville, I’m impressed with the number of statues and public art pieces. The downtown isn’t that large but the public art is prominent. Here are just two examples:

DickTracyStatueNaperville

NapervilleRiverwalkFountain

To hear Naperville tell it, the art was made possible by a concerted effort known as the Naperville Century Walk:

Genevieve looks up at us from her bench outside of Barnes and Noble on Washington Street. The Cat and the Hat practically takes our hand and strolls with us into Nichols Library. Officer Friendly, known to us today as Mayor Pradel, reminds the children of Naperville to be careful on one way streets ensuring the safety of our town’s youngest citizens. We are reminded of uncommon valor when we gaze upon five of Naperville’s most highly decorated servicemen from World War II immortalized in the bronze sculpture Veterans’ Valor in the plaza next to the YMCA.

Each of these works is just one of the 40+ pieces of public art that make up Naperville’s Century Walk.

In 1996, Century Walk began as a public art initiative featuring murals, mosaics, reliefs, mobiles, and sculptures throughout downtown Naperville. Each of the first 30 pieces in some way represents the history of Naperville during the twentieth century through people, places and events. It is a fascinating way to portray the history of Naperville through public art. Several of the last pieces were not limited to historical themes as they expand the body of artwork throughout Naperville.

See a map of the variety of art here. All of it adds a nice touch to a downtown that made quite a comeback in the 1990s when it attracted national retail stores and a number of restaurants. Many of the pieces, such as the statue of Genevieve Towsley or of Harold Moser, reference small-town Naperville which existed into the 1960s. I suspect many Naperville residents may not even know the characters referenced (for example, Genevieve Towsley wrote a newspaper column about local history for several decades) or much about Joseph Naper who came from Ohio and served for a number of years in the Illinois legislature. The art both enhances the public spaces and helps local residents and visitors, if they read the plaques, understand how much the suburban community has changed.

Inequality reproduced in new NYC bike sharing program?

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An early report from the new bike sharing program in New York City suggests it might be reproducing existing inequalities:

And yet this was hardly the most dispiriting aspect of the whole adventure. The line for helmets was very long, and yet few of the people I spoke to were actually residents of the Rutgers Houses or any of the neighboring public housing. I did, however, meet a svelte Argentine woman in running clothes who had come from the Upper East Side. There were also two young women who taught at Bard High School Early College and lived in brownstone Brooklyn, and a woman named Barbara Becker in the company of two sons who, she said when I inquired, attend Friends Seminary in Manhattan, where annual tuition is roughly 296 times the price of an expensive bike helmet (and 1,850 times the price of a helmet you can buy at Han’s Market, a convenience store next to the Clark Street kiosk that has quickly expanded its business from milk, soda and frozen foods to biking gear).

Raulo Jeffers did live in the Rutgers Houses, as he has for 38 years. He was waiting to get a helmet for a bike he already owned. The price of annual membership to Citi Bike is $95, but the city was giving a $35 discount to residents of public housing and other low-income New Yorkers. Even with the reduction, the price was too high, he believed. “People here don’t have a lot of money,” he said. Although more than 400,000 people live in the city’s public housing, only 200 people have signed up for the discounted membership, out of a total enrollment of more than 33,000, according to the Transportation Department. A spokesman for the department said that some public housing residents may have joined at the full price.

Another man in line, Alejandro Brown, a student from the South Bronx, said he was dismayed that the bike share program had not made it “above what I call the 96th Street border.”

It is still early in the program so these issues may still be ironed out. But, should we be too surprised when those who already have more social and economic capital are more in position to take advantage of a new program that also plays into middle- and upper-class sensibilities such as being green and getting exercise? For all of the talk of bike sharing in European cities, I haven’t seen much comment about how it interacts there with social inequalities. Perhaps this is a bigger issue all around…

Trying to craft a singular business message in a multicultural Chicago neighborhood

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The Argyle section of Chicago’s Uptown neighborhood has residents from many different countries but wants to craft a coherent message to attract businesses:

Now, the two men and their neighbors have embraced a city-sponsored plan to promote the area with a broader name: Asia on Argyle.

“It really gives us a chance to showcase Argyle Street … and bring people to a very unique cultural destination within the city,” said Ald. Harry Osterman, whose 48th Ward represents the neighborhood.

The campaign is the city’s latest effort to brand neighborhoods beyond the downtown business district as commercial destinations for tourists and Chicagoans. The effort includes sprucing up Argyle’s appearance and opening a night farmers market that eventually would include Asian businesses.

Such branding strategies have worked for some neighborhoods like Greektown, Andersonville and Boystown. But others have spawned clashes as people of different cultural backgrounds disagree about how the neighborhood should be promoted. What’s more, if a neighborhood becomes too popular, gentrification can dislodge immigrant settlers…

Argyle’s greatest asset, its diversity, has also presented some of its biggest challenges. Chinese immigrants were among the first newcomers to try to brand the neighborhood.

There are several things going on here:

1. The neighborhood may look to outsiders to have Asian residents but this is a broad category that comprises a number of different cultures and backgrounds. For example, immigrants from certain countries have different levels of education and income as well as unique social and religious practices.

2. Creating a singular pro-business approach is not just about internal coherence within a neighborhood but also appealing to a wider audience in Chicago and the region. It would be fascinating to get down to some numbers and see how many people might visit such a neighborhood and how it stacks up to other ethnically and socially known neighborhoods profiled in this article like Pilsen, Chinatown, and Boystown. Do you need a slogan? A logo? How unique does the neighborhood have to be?

3. One academic quoted in this story notes that we should ask who will benefit from new economic development and business in Argyle. The city of Chicago? Local residents? Real estate moguls? There are development and businesses choices to be made that move more towards the people of the neighborhood. It doesn’t necessarily have to be a zero-sum game where only one party can come out ahead but it is easy in such situations for people with power and investments to come out even better.

Better to expand Metra service to Oswego and Yorkville or use money to solve problems within the region?

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Discussion is growing about expanding Metra commuter rail service to Oswego and Yorkville but where the money will come from is an issue:

Metra board directors on Friday supported increasing a consulting contract by $439,631 for a total of $2.26 million to review the Yorkville option. The funding for the engineering study comes from a federal grant, earmarked in 2003 by former House Speaker Dennis Hastert of Yorkville.

The agency has been considering locating stations in Oswego but Yorkville is being added since it offers an optimal site for a yard to house trains. Montgomery is also in the mix as a new station.

But how to pay for operating the expansion and related construction — since most of the route is outside the six-county region that Metra serves — is an unknown. A sales tax in Cook, DuPage, Kane, Lake, McHenry and Will counties subsidizes part of the costs of running Metra, but it isn’t levied in Kendall County…

Oswego Village Administrator Steve Jones said the Metra station was “extremely important. Up until the housing crash, Oswego and the immediate area was one of the fastest-growing areas in the country. As residents move to the area, they have some expectations for transportation for employment and cultural matters … just being linked to the city.”

Since Oswego and Yorkville have been growing, this makes some sense. Yet, I wonder if it wouldn’t be better to find money, grants and otherwise, to expand train service within the six county region. As currently constituted, Metra service is based on a hub and spokes model where riders have to go into the city before heading back out. Why not find money to develop belt lines where riders can move between job centers, particularly places like Naperville, Schaumburg, and Hoffman Estates as well as O’Hare Airport? Indeed, there are already plans for such a line that involve expanding an existing beltway rail line. Read more here about the STAR Line.

More broadly, this is a question of whether officials should encourage continued expansion of metropolitan areas through the construction of new infrastructure or help deal with the existing issues of metropolitan regions. People may choose to move to places like Oswego or Yorkville but officials don’t necessarily have to find the money to support it.

Wrigley Field and the suburbanization of sports stadiums

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Cheryl Kent looks at the proposed plans for renovating Wrigley Field and concludes it makes the ballpark less urban:

The trouble is the Cubs are also pitching a plan for a kind of baseball theme park that pretends to authenticity while proposing to damage the integrity of the real deal: Wrigley Field. The Cubs want Ye Olde Baseball Mall, except with a Jumbotron and a rival entryway to the stadium…

The proposal is modeled after the “festival marketplace” approach launched in Boston with the renovation of historic Faneuil Hall as Faneuil Hall Marketplace by Benjamin Thompson in 1976. In a series of legendary projects, including work on Navy Pier in the mid-’90s, Thompson enticed people to visit the cities by promising safe, orchestrated experiences, with an emphasis on charm over authenticity and spontaneity.

In time, and as cities regained cachet, the marketplace approach came to represent a suburban take on cities that downplayed genuine urban diversity and vitality while assuming a defensive, apologetic crouch when it came to design.

Thompson was brilliant and a visionary, producing work more nuanced than subsequent formulaic applications reflect. But his work was driven by a condition that has disappeared — white flight to the suburbs. The planned renovation of Navy Pier, intended in large part to downplay its carnival aspects, is evidence the formula is outdated.

In other words, the proposed plans are a Disneyfied version of Wrigley Field and truly urban areas. It might look urban but it is a theme park version meant to encourage consumerism. This reminds me of sociologist Mark Gottdiener’s book The Theming of America as well as the work of other urban sociologists about public spaces. Genuine public spaces, like the ones Elijah Anderson talks about in The Cosmopolitan Canopy, allow all people the opportunity to enjoy and interact. In this proposed Wrigley Field, it is all about the Cubs and expanding their revenue base.

Kent doesn’t say as much about how the Cubs might renovate Wrigley Field to better fit with the city. The biggest problem here seems to be that the Cubs are likely to insist their changes are necessary because they will cover the costs of the renovation as well as make them money. Sports team owners don’t exactly have a good record of truly caring whether their teams and properties fit with the city.