Category Archives: Places

Working on parking issues in Naperville’s downtown: shuttles? Parking garages? Perceptions about available spots?

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This is an ongoing issue in Naperville: is there enough parking at peak times and, perhaps more importantly, do people think that there is enough parking? Here is part of the background to a discussion the city recently had about having shuttles to the downtown:

The topic came up again last year during the city’s strategic planning discussions, leading to planners’ latest look at the feasibility. Robles said they found the city’s cost per ride would be about $58, up from $45 in 2006 and the city hasn’t been hearing a demand from residents.

The issue, she said, seems to pop up every few years in part because some people have a perception there isn’t enough downtown parking. Including both public and private spots, there currently are about 3,300 downtown parking spaces.

A 2010 study showed on Friday nights – peak parking time – 77 percent of those spots tended to be full on average. The city will be doing a follow-up study this summer and Robles said she anticipates that occupancy percentage increasing into the lower 80s.

Reaching occupancy rates in the 80s tends to make people feel there isn’t enough parking, she said. But she hopes the city’s parking guidance systems that tell drivers how many spaces are really available in some facilities will help ease that perception.

Several thoughts about this:

1. I don’t think the “parking guidance systems” cited above are accurate all the time. For example, we drove into the Van Buren garage a few Fridays go because the sign said there was 45 spots available. We drove slowly, in a long line of cars, all the way to the top and all the back down again, finally finding a spot near the exit where someone was pulling out.

2. There is always street parking in the residential neighborhoods just north and west of the downtown. However, that would require a 5-10 minute walk for people. Is this the real issue: visitors (resident and non-residents) demand to park within a minute or two of their destination?

3. People perceive there is not enough parking when it occupancy is in the eighties percent range. This is fascinating: this still means that at least 1 of 10 parking spots are available and possibly as high as 1 out of 5. The issue of parking seems to be more about perceptions than actual availability.

4. Is this only an issue on Friday and Saturday nights between roughly early May and early September? In other words, how much parking does one build for 40 nights out of the year when those spaces will go unfilled at other times?

5. Has anyone ever tried to quantify for Naperville (or other places) how much business they might be losing by not having the sort of big box store/shopping mall parking lots?

6. Of course, this is not a new issue in Naperville. A few years ago, the city was considering building a three-level garage that would have replaced the Nichols Library lot but there was some opposition from residents (this parcel borders a residential neighborhood) and the city shelved the plans. Is building more garages really the answer in the long run?

Baby Boomers want to downsize from McMansions but still want the amenities

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Even if more people are interested in smaller houses, will they be willing to forgo the amenities of larger houses? This article suggests the Baby Boomers going to Florida want to go smaller but still want features:

The baby boomers who invented the “McMansion” now say they want to scale down, while still having everything just so. For boomers beginning to trickle into Florida, this means medium-size, maintenance-free retirement homes that still feel spacious, especially when it comes to storing all their stuff.

Builders who study what this generation wants have come up with innovations like “snore rooms” to preserve bedtime peace and “technology centers” to keep them connected. Behind a yen for such marketing frills is a solid demand for costly amenities: spas, fitness centers and dedicated golf cart paths to nearby shopping…

This generation, famous for saying one thing and doing another, promises to keep it up as its members age. Boomers say they intend to downsize, but appear to change their minds once they see what their dollars will buy in a post-recession Florida…

Inside, the standard villa layout has been refined to boost the coolness factor boomers crave. Generous windows, some of them bays and bump-outs, flood the rooms with natural light. Tiny foyers feature the elegant architectural detail of a stately manor, and lead immediately into wide, off-center angles of open-planned space. Pocket doors allow one- or two-bedroom guest suites to close off from the rest of the living area, so grandchildren can nap or play.

Custom options include a cocktail pool, or “spool” — bigger than a spa, smaller than a pool — and a shared office with his-and-her workspaces for boomer couples telecommuting from home.

Several factors are at play here:

1. Housing is relatively cheap in Florida, particularly if retirees are coming from New York, Washington, Boston, and to a lesser extent, Chicago. Perhaps these retirees can’t resist getting the “best deal” when they realize they have the money to buy a little more?

2. What people expect in retirement. It sounds like these retirees expect a certain standard of living when they move to Florida. If they had fewer choices or less money, what would they ask for? Overall, these retirees have the money and the wherewithal to pick up and leave for Florida.

3. This is big business. Companies like Dell Webb need retirees to buy their homes so they are going to offer what people want.

In these cases, it sounds like buying less (particularly in square footage) doesn’t necessarily mean buying less.

Chicago region home prices back to April 2000 levels

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Data from the S&P/Case-Shiller suggest that Chicago area home prices have returned to levels from early 2000:

Home prices in the Chicago area hit a new post-housing crisis low in March, falling to levels not seen locally since April 2000, according to the widely watched S&P/Case-Shiller home price index, released Tuesday.

With the most recent decline, average  home prices in the Chicago area have fallen 39 percent since they peaked in September 2006, according to the index…

Much of the pricing pressure was on homes that sold for less than $139,182, as the average selling prices for those properties in March fell 3.4 percent from February and were down 9 percent from a year ago and reflects the impact of distressed homes on the market. That puts the pricing environment for lower-priced homes akin to where it was in April 1995…

“We’re beginning to see more stability in the overall numbers,” Blitzer said. “The housing situation in the United States, while certainly not booming, is seeing some stability and possibly some gains going forward. Prices will be the last thing to go up.”

As the article notes, economist Robert Shiller has expressed skepticism that housing prices will rise anytime soon.

While there may be a lot of worry about foreclosures (and Illinois ranks poorly here as well), the issue of depressed housing prices might linger even longer. The wealth that people expected to incur through their house has, on average, been reduced to 2000 levels. Another way to interpret the data above is that on average, people who have bought a home since April 2000 can’t expect to make any money on selling their home now. This could limit people’s abilities to move and purchase homes as well as change how they think about homebuying.

 Zillow just put together a new map of the United States based on what % of homeowners are underwater. The map has more people in the red than one might hope:

The real estate information website Zillow has compiled its data from the first quarter of 2012 to build this map, showing just how much negative equity there is among the homes in many counties. Deep red along the west coast, throughout Florida and in the Great Lakes region serve as a harsh reminder of the chronic troubles these areas are still struggling to control…

In the worst hit counties, more than half of the homes are underwater. Clark County, Nevada – home to Las Vegas – is among those in the unfortunate top 1 percent, with 71 percent of homes underwater. For the vast majority of homes here, the amount owed is more than 200 percent of the value. Clayton County, Georgia, part of metro Atlanta, has an astounding 85 percent of its homes underwater.

This article from 24/7 Wall St. breaks Zillow data down even further to name the ten cities with the highest rates of homes with negative equity. Las Vegas, Reno, and Bakersfield are the worst performing cities in the country, with rates above 60 percent.

While the situation is certainly bad in many, many parts of the country, four-fifths of all counties in America have fewer than 35 percent of their homes underwater, according to the map. But it’s still a widespread problem – and one that seems to be growing. More than 31 percent of all homes in the country are underwater, according to these first quarter 2012 numbers from Zillow, a jump from the 28 percent the company noted a year earlier and the 22 percent the year before that.

It could take a long time to reverse these trends.

Urban differences: Portland, Oregon has only one doorman

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Here is an example of differences between cities: New York City is well known for its doormen but Portland, Oregon has only one.

[Richard] Littledyke, a tall, fair-skinned blonde of 28 years, has held doors open for Burlington residents for eight months. The previous doorman, Auggie Contreras, reluctantly vacated the position for a higher-paying bellhop gig at the Nines Hotel…

The Burlington Tower is Portland’s only residential building with a doorman. Other apartments have concierges and several hotels have bellhops at the front doors, but Littledyke is unique. Visitors to the area often use him as a landmark to find their parked car…

Both men said Portland’s lack of doormen probably comes down to the city’s size, age and housing stock.

In Portland, where far fewer people are cramped into limited space, people with extra money achieve status with a nice house and a well-groomed yard, Bearman says. New York’s cramped real estate requires doormen to serve the same purpose.

“They are tied into how to create elegance and luxury in apartment buildings, where space is limited,” Bearman says. “They also provide a bridge between the outside and the inside of a building that a yard serves to provide in a house.”

The explanation: when you have higher residential densities, more high-rise apartments or condos, and wealthier residents, doormen become more common as residents want to clearly signal their status and keep the outside world beyond the doors of their building. The suggestion here is that certain kinds of buildings lead to having doormen – I wonder if this is necessarily the case. Could there also be regional differences, places where it might be considered gauche to have a doorman? The article suggests several apartment buildings in Portland have concierges – how does this differ in the eyes of residents and others?

New goal in Chicago: no traffic deaths in ten years

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The city of Chicago recently set an ambitious goal: there should be no traffic deaths in ten years.

The city of Chicago’s transportation department, headed by commissioner Gabe Klein, has released a new “action agenda” called “Chicago Forward.” It contains a goal that, as far as I know, has never to date been explicitly embraced by a major United States city:

Eliminate all pedestrian, bicycle, and overall traffic crash fatalities within 10 years…

[T]he city will be taking a multifaceted approach to traffic safety that includes engineering local streets to reduce car speeds; improving pedestrian and bike facilities; education; better data collection and evaluation; and increasing enforcement. Mayor Rahm Emanuel is strongly behind such measures even when they are politically unpopular, as was the case with a controversial speed camera bill that the mayor pushed through the City Council last month…

The idea of aiming for zero traffic deaths may be novel in the United States, but in Sweden, it’s national policy. In 1997, the Swedish Parliament passed the Vision Zero Initiative, with the “ultimate target of no deaths or serious injuries on Sweden’s roads.” Currently, the plan calls for an interim goal of reducing deaths and injuries to 50 percent of 2007 figures by 2020.

Has it worked? Zero is still some ways off – 2050 is the target date now — but the absolute number of traffic fatalities in Sweden continues to fall even as traffic is on the rise. And compared to the United States, their numbers are impressive: In 2009, Sweden had 4.3 traffic deaths per 100,000 population, while the United States had 12.3 (the European Union average was 11 in 2007).

I will be curious to see how this all works. Transforming a major city like Chicago in a short amount of time is difficult. Like most American cities, Chicago has sacrificed much for the automobile and even with higher gas prices and more calls for walkable neighborhoods, making quick changes to the transportation grid will require a lot of work. Additionally, traffic safety has a lot of moving parts, such as safety standards for cars, over which Chicago has little control.

I like the comparison to the efforts in Sweden. However, what happens when the target date approaches and the number has not dropped to zero – does someone get blamed, fired, or what? This is a laudable goal but perhaps this could turn into another public war: the war on traffic deaths!

It is hard to argue with safety. However, I imagine someone will raise a question about the possible costs of these measures…what will this war on traffic deaths cost? I also imagine someone could argue that boosting Chicago’s walkability and general pedestrian friendliness would lead to a better quality of life (as well as higher housing values), possibly making Chicago more appealing to younger and older generations who want to live in more urban neighborhoods.

Wired: “Living Large in a 130-Square-Foot Apartment”

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Tiny houses are getting their share of attention these days and I find it hard to resist seeing how people design and live in small spaces (in a country where new homes are roughly 2,500 square feet). Check out this gallery and description of  “Living Large in a 130-Square Foot Apartment“:

The apartment was once the master bedroom of a larger apartment, which should give you a pretty good idea of its postage-stamp size. The idea was to separate the room to create a small studio that could create rental income…

The smartest design trick was to create a split-level floorplan. Baillargeon and Nabucet divided the studio into two levels by building a platform for the kitchen and bathroom, which creates the illusion of separate spaces without using any walls or dividers. The only true partition between living and dining is a long, bar-height shelf that doubles as a functional table for eating. A smart take on the traditionally depressing breakfast nook…

The bed is always a challenge in a studio space. You don’t really want a mess of comforters and pillows in the middle of your living space, and no grown person should really be sleeping on a futon. Baillargeon and Nabucet brilliantly bucked the Murphy bed concept with a bed on wheels that slides elegantly beneath the kitchen platform. The bed can also do double duty, sliding halfway underneath to create the illusion of a couch, thanks to the addition of decorative pillows.

A coffee table, stored along the wall while the bed is in use, slides elegantly out in front of the couch. The convertible bed/couch is Ménard’s favorite feature, as it allows for maximum square-footage for socializing. “It’s a multi-faceted space which can be adapted for watching a movie, working, inviting friends over or cooking.”

Looking at the pictures, the split-level plan seems to make a big difference. So when can Ikea sell all of this as a package? I wonder how much an architect or designer can make for putting together a space like this…

Another thought: can tiny dwellings only really work in communities that emphasize or at least allow socializing in public/private spaces? How much time does the average tiny house dweller spend in their unit compared to people with bigger homes? I could see this as a marketing pitch for tiny houses: you’ll be forced to be more social in public!

Quick Review: the Chicago History Museum

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I recently had a chance to visit the Chicago History Museum, a place I had visited several times as a kid but hadn’t been to in at least 15 years. Here are a few thoughts about the museum:

1. The best exhibit, in my opinion, is the dioramas of key moments in Chicago’s history. While these are now decades old, they still look quite good and effectively tell the story of Chicago’s early years. Here is the classic diorama of the 1871 Chicago Fire:

2. The museum has some interesting historical artifacts, ranging from Native American items to modern-day Chicago neighborhoods. My favorite: the Pioneer locomotive which made the first run on the Galena & Chicago Union railroad (the first railroad running out of Chicago and currently the Union Pacific West line in Metra nomenclature) in 1849:

3. Moving beyond my favorites, I think there is a larger issue with the museum: who is supposed to be its target audience? School kids? Tourists? Local residents? This drives another decision: how much detail should the museum present? I think there is a surprising lack of detail about major events which seems particularly appalling since Chicago is a world class city and urban sociologists still talk about (or perhaps joke about) Chicago being the quintessential American city. The second floor covers more modern Chicago history but it does this very quickly and without much context for each event/issue. For some of these modern topics, say transportation or Chicago neighborhoods or suburbanization, you could fill whole museum rooms and really inform the public about what happened and what it means for the future.

4. I also noticed that there is a very little in the museum about recent politicians (say, since the early 1900s). No commentary on the two Daleys and Harold Washington? I assume part of this might be driven by the fact that the Daleys are still around but there is a lot of potential material that could be covered here. For example, there is a small display about the 1968 Democratic Convention and a clip from a History Channel documentary on the subject but there is very little commentary on it. The lack of political material is quite noticeable when talking about the history of a city with powerful (and sometimes problematic) politicians.

5. The lobby of the museum is pleasingly eccentric. If I remember correctly, the museum used to a grand staircase in the lobby which gave it a very traditional look. But here is what one of the lobby looks like now:

Overall, the Chicago History Museum has some good moments but I don’t think it lives up to the world-class standards of Chicago. When the best exhibit consists of decades-old dioramas, there is room for improvement. In a city known for its museums, culture, and history as well being a center for urban study, the museum could be so much more.

CA town: the public will help determine how a one penny sales tax increase is spent

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Amidst other changes in Vallejo, California, the community is trying something innovative involving a recent one cent sales tax increase:

And the city council struck an unusual deal with residents — if they agreed to a one-penny sales tax increase, projected to generate an additional $9.5 million in revenue, they could vote on how the money would be used. The experiment in participatory budgeting, which began in April, is the first in a North American city.

The approach was pioneered in Port Alegre, Brazil, as a way to get citizens involved in bridging the large gap between the city’s middle-class residents and those living in slums on the outskirts. Individual districts in New York and Chicago are also experimenting with the process, and residents there have expressed interest in spending money on things such as more security cameras and lighting, public murals, and Meals on Wheels for seniors.

Here is more information on Measure B the city provided before the vote over the tax. Measure B itself passed in a very close vote and it looks like the city opened up the approved sales tax to the process of “participatory budgeting” (with some disagreement) in April 2012:

A bid to draw significant public participation in the city’s budget planning was approved Tuesday night by the Vallejo City Council.

The council voted 4-3 to launch a process known as “participatory budgeting,” setting aside 30 percent of revenue collected from a sales tax hike initiative voters passed in November.

Under City Charter provisions, public-proposed uses for the estimated $9.5 million a year ultimately will require council approval.

Duly noted: this is a measure with some controversy. It will be interesting to see how this works out: how much input will the public get? Will a good number of people in the city participate in the process? How much money will the public be able to control? What happens if the public wants to use the money for other purposes than the city council?

Could this work beyond the local level?

h/t Instapundit, Via Meadia

Two years of construction on Congress Parkway yields…bleh

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The Chicago Tribune’s architecture critic Blair Kamin provides an overview of what the two years of construction of Congress Parkway have yielded…and his verdict is ambivalent:

Yet two years and innumerable construction delays later, it’s hard to muster enthusiasm for the nearly complete, $20 million undertaking, which was paid for with city, state and federal stimulus program funds. That’s not because the job has failed to accomplish what it set out to do. Rather, it’s because many of those things have been done and, still, no one would mistake the new Congress Parkway for the Champs-Elysees…

Handling more than 60,000 vehicles a day, Congress became a barrier that separated the revitalized Printers Row district to the south from the Loop to the north. The recent appearance of dormitories and other academic buildings on both sides of Congress has only accentuated its identity as an asphalt moat…

For now, though, the new features remain overwhelmed by the still-intimidating width of the road and its vast field of shiny black asphalt. The cars don’t seem to have slowed down. Engines still rev. Horns still honk. Some pedestrians still jog through crosswalks to avoid speeding cars. As cars accelerate as they near the Ike, Congress feels more like a highway than a parkway…

Perhaps that will happen, but it will be more important in the long-run for city planners to keep attacking other problems that continue to make Congress Parkway a Champs-Elysees wannabe, such as the ragged building edge and a relative lack of street-level shops. The present revamp, while welcome and attractive, is but one step down a very long road toward taming the highway monster.

Several thoughts:

1. This seems like a very unique project: how many American highways with this kind of traffic end up turning into regular city streets within a few blocks? This is a reminder of what can happen when highways are imposed on the cityscape – the construction of highways in Chicago altered a number of neighborhoods.

2. I’m not sure why Kamin refers back to Burnham’s 1909 plan when talking about this road. While the Burnham Plan tends to get idealized, how much of it was actually carried out? Going further, how much of it was even realistic with the shift to cars and highways that Burnham could have only dreamed about?

3. A major issue seems to be that Congress Parkway itself is not a living street. Traffic is not necessarily an inhibitor of an interesting street. However, if there aren’t businesses along this road itself, such as shops and restaurants, this remains simply as a road to cross rather than a place to go for its own purposes.

4. Does anyone consistently do cost-effectiveness studies of highway/road projects? Kamin notes that this project cost about $20 million and took longer than expected – can we ask whether it was worth it? Should the public have gotten more bang for their buck?

5. Fairly, Kamin notes that the streetscape is not complete and some interesting design features have yet to be installed.

Turning half the streetlights out in Detroit

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The fate of Detroit has been in the news in recent years and here is another symbol of the city’s troubles: it is considering taking out a number of its streetlights.

Detroit, whose 139 square miles contain 60 percent fewer residents than in 1950, will try to nudge them into a smaller living space by eliminating almost half its streetlights.

As it is, 40 percent of the 88,000 streetlights are broken and the city, whose finances are to be overseen by an appointed board, can’t afford to fix them. Mayor Dave Bing’s plan would create an authority to borrow $160 million to upgrade and reduce the number of streetlights to 46,000. Maintenance would be contracted out, saving the city $10 million a year.

Other U.S. cities have gone partially dark to save money, among them Colorado Springs; Santa Rosa, California; and Rockford, Illinois. Detroit’s plan goes further: It would leave sparsely populated swaths unlit in a community of 713,000 that covers more area than Boston, Buffalo and San Francisco combined. Vacant property and parks account for 37 square miles (96 square kilometers), according to city planners…

Delivering services to a thinly spread population is expensive. Some 20 neighborhoods, each a square mile or more, are only 10 to 15 percent occupied, said John Mogk, a law professor at Wayne State University who specializes in urban law and policy. He said the city can’t force residents to move, and it’s almost impossible under Michigan law for the city to seize properties for development.

This sounds similar to the story from late last year where Detroit suburb Highland Park also decided to reduce its number of streetlights to save money.

Here is my question: does the story stop with streetlights or is the turning off of streetlights just the first step in much bigger efforts to contract Detroit? If you were a politician, perhaps dealing first with streetlights eases people into larger steps of consolidating and/or reducing services. Turning off streetlights is not a small thing; people tend to equate them with safety. Once streetlights are reduced, what comes next?

This story reminds me of an argument in Barrington Hills in late 2010 about reducing the number of lights to preserve the community’s rural, wealthy character. So wealthier, higher-class areas want fewer lights while cities and denser areas see street lights as a basic building block of city services?