Tag Archives: Chicago

When you build a Walmart in Chicago, you better make sure public transit goes there

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A new Walmart under construction on Chicago’s South Side has a problem: public transit doesn’t make it all the way to the store.

CTA bus routes No. 106 East 103rd and No. 111 111th/King Drive currently stop at Cottage Grove Avenue, which is several blocks from the store that is part of a $135 million development.

Beale said he is outraged and he threatened to convene public hearings on the CTA bus routes if the situation is not rectified by the time the Wal-Mart opens this week.

The alderman said the retail developer built the site to accommodate buses with a bus turnaround and nearby sidewalks for commuters. He said CTA officials told him it would cost $680,000 a year to extend the two bus routes to the Wal-Mart. But Beale said the costs would be offset by the additional riders making trips to the store.

CTA officials, acknowledging that they signed the 2011 contract Beale described, said late Monday afternoon that the transit agency is working with the developer and Beale and will implement service “as soon as possible.”

It sounds like the CTA is behind on this one. At the same time, this provides an interesting contrast to the typical suburban or exurban Walmart which relies on a large parking lot full of drivers. Big box stores are still relatively rare in denser big cities, even as companies like Walmart and Target (their first Manhattan location opened three years ago) are looking to expand. Thus far, the Walmarts in Chicago are more on the edges of the city, lending themselves to driving.

It would be interesting to hear how the companies themselves, local residents, and the city describe how the big box experience changes in an urban area. This would be ripe for participant observation as the store opens and both changes and is influenced by the surrounding urban neighborhood.

Chicago looking for redesigns for 49 public spaces

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The City of Chicago invites proposals for redesigning 49 public spaces:

Chicago is pulling the next lever in its multi-part bike & pedestrian improvement project, dubbed Make Way For People. After beginning to address critical shortfalls in bicycling infrastructure, easing hazardous pedestrian crossings, and adding new spaces for spontaneous leisure, the City is looking to imaginatively rebuild its 49 public plazas. A Request for Proposals (RFP) has gone out, reports Streetsblog Chicago, and will reward one private entity with a contract to tackle at least 30 of the citywide locations. The project will build on modest interventions like CDOT’s “People Spots” and Architecture for Humanity’s ACTIVATE! design competition that spawned design interventions to a handful of neglected public spaces.

Unlike “People Spots”, “People Plazas” will work with existing gathering spots— spots that could generally use sprucing up, livening up, and year-round attractions. CDOT Project Director Janet Attarian tells Streetsblog’s John Greenfield she suspects the RFP will be most interesting to nonprofit groups and that awarding the contract in bulk will ensure lesser spaces in less desirable neighborhoods don’t get short shrift in the bidding. According to the RFP, the city will give $50,000 in seed money in the first year of the contract to help attract cultural programming to the plazas, with ongoing revenue available through advertising, retail, and grant opportunities. Existing positive activities must be retained (i.e. farmers market) and, obviously, the contractor has to have some maintenance know-how. Proposals must reach CDOT by Monday, September 30.

This sounds like it has the potential to be an exciting program, giving groups with closer connections to neighborhoods the ability to develop spaces that can enhance social life. However, I wonder what kind of groups would have the ability to submit proposals and then carry them out over an extended period of time.

Additionally, this sounds like it be an interesting “natural experiment” by looking at the outcomes for these different public spaces given the different organizers as well as demographics around the spaces.

Aircraft carriers sailing off the shores of Chicago in World War II

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Chicago may be inland but during World War II, aircraft carriers sailed in its waters. See lots of pictures here.

Chicago has a history of military production and training, though it is hard to tell this now.

Is Chicago’s flag “a much bigger deal than” the flags of other big cities?

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Here is an argument for “why Chicago’s flag is a much bigger deal than any other city’s flag“:

As reporter Elliott Ramos suggested in a 2011 post for WBEZ, Chicago’s love affair with its flag seems to have taken off in the 1990s, with an influx of young adults into the city. Michael, a kickball player featured on the Chicago Flag Tattoos website, explains why he felt compelled to have the flag permanently emblazoned on his arm: “After moving to Chicago and living here for a few years, Chicago really kind of took a place in my heart, so I thought it’d be a good thing to do.”…

Symbolism aside, the flag’s simple, bold design is the reason it caught on. On his Urbanophile blog, Aaron M. Renn wrote: “In the United States, I’d have to rate Chicago far and away #1 in the use of official civic symbols (maybe the best in the world for all I know), and also note the overall high level of design quality of these objects … If you come to Chicago, you’ll notice that the city flag is ubiquitous.”

It’s enough to make you wonder: Is this a unique local thing? How do other cities’ flags stack up against Chicago’s?

Turns out, many are bland, and a few are downright appalling. Even the good flags aren’t necessarily well-known by the people of their cities.

When the North American Vexillological Association (vexillology is the study of flags) conducted a survey in 2004 ranking the nation’s best city flags, Chicago’s flag received a stellar 9.03 out of 10 possible points. But that was only good enough to land Chicago in the No. 2 spot. No. 2? Who could possibly beat us?

There is some limited evidence here: anecdotal tales that Chicagoans seem to display the flag often and the flag is rated highly by a flag group. But, there are several issues at work here. One, Chicago’s flag might be “better” than other flags. This is more of an aethestic or design consideration. This is where you want to appeal to outside, impartial groups like the North American Vexillological Association. Second, Chicagoans might like their flag or identify with it more than residents of other cities. Perhaps it indicates that Chicagoans have some decent levels of civic pride. This could be addressed by survey research. Third, Chicagoans might display the flag more often. This is probably the easiest to quantify and observational data could provide better evidence (perhaps easier to do these days with Google Street View).

Given the evidence presented in this piece, I’m not convinced any of these three options are true…

Including city smells in urban sociology

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The word Chicago may be linked to smelling onions so why not try to track down distinctive smells in Chicago?

It’s a gorgeous Friday afternoon in July, and we’re walking through Archer Park with Diego and Juliet’s nine-year-old daughter Paula. We’ve gone in search of Juliet’s latest smell interest, an odor she noticed last fall when Paula was taking tumbling classes at the park. While Paula practiced forward rolls, Juliet and Diego killed time at the playground. And that’s where she smelled it: the unmistakable, nostalgic odor of Silly Putty.

Haven’t heard about Silly Putty in a while or maybe never? Well, it’s the putty that bounces, stretches, and (most bizarrely) snaps when given a blow, and it comes in a plastic egg. According to Juliet, it also has a distinctive “plastic-y chemical type of smell.” It’s this smell she recalls wafting over the playground from Archer Park’s industrial western edge on those fall evenings…

All this assumes of course that the city’s odor detectives are successful in tracking down an odor’s source. What happens, I ask, in cases like ours where investigators show up only to find that the smell has left the building? Omenazu says this happens a lot, and unfortunately, there’s not much the city can do.

“Odor is very transient,” he says. “It might be intense now, but in the next ten minutes, it’s gone.”

Smell also poses the additional challenge of being a moving target. “Sometimes it’s from Indiana” Omenazu says. “Sometimes it’s from as far away as Peoria. There was a case of a gas smell that everybody was smelling. … People’s Gas discovered that [the leak] wasn’t even in Chicago.” One complaint and one investigation may yield nothing, but Omenazu suggests persistence usually wins out. When I ask him how often he inspects facilities, he says if there are complaints “then we visit them as many times as we get complaints.”

All of this makes me think that somehow urban sociology has failed to deliver on urban smells. What we often say or show about cities often has to do with sight and sounds. Think of maps, impressive photos, words on a page, movies. But isn’t a key part of the urban experience the smells? For example, walking around in New York City during ASA two weekends ago was not only an impressive visual and auditory experience: there were plenty of competing smells. And, I would contend that midtown Manhattan smells a little different on the whole than Chicago’s Loop.

There is no easy way to put smells back into descriptions of cities outside of visiting them. However, it is a key part of experiencing cities and should not be overlooked.

Suburban worries that Metra troubles may end up giving Chicago more influence

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DuPage County Chairman Dan Cronin doesn’t want the troubles with Metra to give Chicago an opportunity to grab more power over regional transit:

As Metra tries to function amid scandal, it’s essential the suburbs maintain their influence on the board, DuPage Chairman Dan Cronin warned Friday.

With state lawmakers and Gov. Pat Quinn pushing to reinvent the troubled agency, there’s a danger whatever emerges will shift the balance of power to Chicago, Cronin said.

“I’m here representing the nearly 1 million people in DuPage County,” Cronin said. “I want to make sure their voice is heard. We have to be mindful of transit needs in the suburbs.”…

Friday marked the first time the board of directors has met since its game-changing session in June when they approved a separation agreement with former CEO Alex Clifford that’s been called a golden parachute at best and “hush money” at worst…

Other fallout included the departures of Kane County appointee Mike McCoy and DuPage’s Paul Darley. McCoy, a civil engineer and former county chairman, and business owner Darley were considered independent voices on the board.

There is not much context here about Cronin’s statements. However, this statement hints at larger issues. This is part of a ongoing power struggle in the Chicago region between the city and suburban interests. There are transit needs in DuPage County including rail lines to Chicago and major highways and roads (plus a lack of mass transit to points within the county itself outside of Metra lines). And Metra is not the only flashpoint; the Regional Transit Authority is another issue. But, this could also simply be a manifestation of something many suburbanites, particularly conservatives, fear: Chicago is a power-hungry entity that can’t wait to dictate more policy to the rest of Illinois. And this may be the reason many suburbanites live there in the first-place or now justify their suburban presence: they wanted to get away from Chicago.

Audits of Chicago budget reveal behind the scenes information about the city

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In addition to illustrating Chicago’s difficult financial situation, the 2012 budget audits also contain other interesting information about the city. Here are a few examples with some quick commentary:

The number of “physical arrests” by Chicago Police officers declined again — from 152,740 in 2011 to 145,390 in 2012. That continues a six-year trend that coincides with the hiring slowdown that caused a dramatic decline in the number of police officers. Police made 227,576 arrests in 2006. The number of arrests has been dropping like a rock ever since.

The Chicago Police Department has long argued that it doesn’t measure the success of crime-fighting strategies simply by the number of arrests.

Despite the negative media attention about crime in Chicago, arrests are down. So what has happened: less crimes are being committed? Chicago police have adopted different strategies?

Daily refuse collections declined from 3,983 tons in 2011 year ago to 3,763 in 2012. Last year’s 52-ton increase had reversed a five-year trend. The amount of garbage generated by the 600,000 Chicago households was 4,451 tons a day in 2006 to 4,240 in 2008.

Thanks to last year’s record heat and drought conditions, average daily water consumption rose by 23 million gallons — to 793 million gallons — reversing a steady decline. In 2006, Chicago’s 1.04 million households were guzzling 884.9 million gallons-a-day. Operating revenues in the city’s water fund were up by $122.1 million or 29.6 percent, thanks to Emanuel’s 25 percent increase in water rates.

Interesting contrast: less garbage but more water usage. This highlights the behind the scenes stuff that is essential to city life but doesn’t receive much attention (unlike crime). Over 3,700 tons of garbage a day! Where does it all go?

Chicago’s 165 tax-increment-financing districts had a collective balance of $1.5 billion. Most of that money is uncommitted, fueling an aldermanic demand Emanuel has rejected: to declare a TIF surplus and use the money to reduce some of the 3,000 layoffs at Chicago Public Schools.

TIFs are intended to collect money to help encourage new development. If there is such a surplus in the TIF funds, why aren’t they being used for development?

Chicago’s principal private employers were: J.P. Morgan Chase (8,168 workers); United Airlines (7,521); Accenture LLP (5,590); Northern Trust (5,448); Jewel Foods (4,572) and Ford Motor Co. (4,187). The 2012 city payroll was 33,708 — down from 40,297 in 2006.

An interesting list of companies – I was surprised by Chase leading the way and Ford so high on the list.

There are other interesting pieces of these audits including revenues and passengers at the two airports as well as the value of the city’s historical and art collection (if this figure is correct, nothing near what the city of Detroit controls). Such information not only hints at how the city really works but also provides helpful financial indicators for assessing the current state and future direction of the city.

Three possible reasons why the harsh national spotlight is on Chicago

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Whet Moser proposes three reasons Chicago has received negative attention recently from the national media:

It’s a big, easy target. Chicago’s “Big Shoulders” image—it was the city that “built the American dream,” to use the historian Thomas Dyja’s words—makes any fall from that perch seem that much more momentous. “We were the future,” says the Northwestern professor Bill Savage.

The Obama factor. Chicago’s problems never used to be much of a national story (unless a governor got indicted). But after a skinny Chicagoan became president—a man whose team has included a Daley, our current mayor, and one of the country’s most powerful political advisers—the light of press attention shone more brightly. “When you look at what’s wrong [with the country],” says Savage, “you look at Chicago.”

It’s our turn. In the 1970s, New York City “was collapsing,” the Reader media critic Michael Miner points out. “The Summer of Sam, ‘Ford to New York: Drop Dead.’?” When Los Angeles hit hard times in the early 1990s, it “was just as much of a [media] whipping boy,” says Savage. Chicago is a logical third. It will be somebody else’s turn soon enough. Prepare yourself, Houston (which is projected to surpass Chicago in population by 2030): You may be next.

Some thoughts about each of these proposed reasons:

#1: Out of the three reasons listed above, I find this one the least plausible. Yes, Chicago was once the new American city (see the late 1800s) but it has been eclipsed by Los Angeles (perhaps Hollywood and the generally glitter of the city limits negative attention?) and Chicago has been suffering from the same kinds of problems as today (loss of manufacturing jobs, poverty, crime, inequality) since at least the 1970s if not all the way back in the early 1900s with the Black Belt and immigrant experience. Chicago may have once been the future (also see the 1893 Columbian Exposition) but that future disappeared a long time ago (and perhaps Chicagoans hold on to that 1893 fair a little too closely as well). This might be a longer story about Chicago representing the problems of the Rust Belt – a cycle of loss, rebirth (1990-2006 or so in Chicago), then problems again – than about the loss of a future.

#2: Chicago has never had a president so linked to the city. And, while Obama spent much of his adult life in Chicago, he isn’t originally from the city. While the Daleys are well known, their rule was much more provincial.

#3: This suggests that such negative attention is cyclical, either because different cities experience trouble at different times or there is a sort of revolving set of cities that receive attention. Houston might be next if people first learn about its growth and changes.

Plus, has Chicago received more negative attention recently than Detroit?

Bike sharing programs in Chicago, NYC, Boston, Washington D.C. skew white

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The Chicago Tribune looked at the locations of the new Divvy bike sharing stations in Chicago and found overall they were more accessible to white residents:

By design, the Emanuel administration’s freshly launched Divvy bike-sharing network is centered in crowded neighborhoods. But one byproduct of the strategy is that the new transportation alternative is far more convenient for white residents than those who are black or brown, a Tribune analysis shows…

Federal and local taxpayers bankrolled $22.5 million in seed money for the bicycle system, but to thrive and eventually expand it needs to quickly attract a solid customer base and demonstrate financial viability…

Nearly half of all whites in the city live within a short walking distance — a quarter mile or less — of spots the city has designated for bike rental and drop-off, according to the analysis, which overlaid census data on the locations announced for Divvy stations.

By comparison, fewer than 19 percent of Latinos and nearly 16 percent of African-Americans live within a quarter mile of the bike stations, the data show…

In New York, nearly three times the size of Chicago, about 20 percent of white residents but only 8 percent of blacks and Latinos live within a quarter mile of a docking station for that city’s new Citi Bike system, the Tribune found. The two-year-old Hubway system in the Boston area puts a docking station within a quarter mile of 44 percent of the white population, but just 26 percent of Hispanics and 19 percent of blacks.

The proximity gap closes somewhat in the Washington, D.C., area, where the Capital Bikeshare system places a docking station within easy one-quarter mile reach of half of all white residents, 44 percent of Hispanics and 31 percent of African-Americans, according to the newspaper’s analysis.

A recent user survey released by Capital Bikeshare concluded that not only are 80 percent of the responding customers white, but nearly six in 10 are men, nearly two-thirds are under 35 years of age, 95 percent have an undergraduate college degree and 56 percent have a postgraduate degree.

Are bike sharing programs a new strategy for attracting or retaining young professional males in cities? Is bike sharing primarily a program aimed at the Creative Class and tourists? This would not be surprising as plenty of cities are looking to expand their downtown populations of young professionals.

It would be interesting to hear more about the process that went into locating the bike stations in Chicago. How exactly did the city try to balance population figures with economic figures? Now that I think about, we tend not to hear such insider information from Chicago…

Another thought: why not also map the bike locations by social class? Even for whites, are the bikes located more in upper-end neighborhoods or are they aimed at the working class?

The best civic apps for Chicago

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Finding people to test civic apps is no easy task but here are some of the best civic apps in Chicago, according to the Chicago Tribune:

Foodborne Chicago Many people don’t report food poisoning to the health department, slowing responses to outbreaks of food-borne illnesses. This service scans Twitter looking for anyone complaining of food poisoning and flags anything that appears to be legitimate and local. A real person reviews the flagged tweet and, if it checks out, sends a reply via Twitter asking them to report the poisoning to the health department via an online form. (Developers: Joe Olson, Cory Nissen, Scott Robbin, Raed Mansour, Daniel O’Neil)…

Spothole Do you see a pothole? If so, click “Spot a Pothole” and easily file a complaint from your mobile phone. The app then uses an algorithm to rank the potholes, allowing city crews to address the most critical ones in a given area. (Stefan Draht, Brett Schnacky)

Can I Bring My Bike on the Metra Right Now? Simple question. Simple answer. Plus additional information on bike parking around Metra stations. (Steven Vance, Francesco Villa)

Clear Streets A more muscular version of the city’s Plow Tracker. This site reports which streets have been cleared of snow and includes a “plow leader board” of most active trucks. (Forest Gregg, Derek Eder and Juan-Pablo Velez)…

Sweeparound.us Type in your address and find out when your street will be swept. Register for an email, text message or calendar alert — or all of the above — to remind yourself to move your car to avoid a ticket or tow. (Scott Robbin)

Was My Car Towed? Supply your license plate number and find out whether the city towed your car. (Scott Robbin)

These could be very useful in a pinch. I get the idea that these apps are intended to help residents improve and understand the services in their city. At the same time, the apps listed by the Tribune seem fairly negative (potholes, avoiding tickets, making sure restaurants are clean, etc.) and giving citizens tools by which to complain about or track what the city is doing with their tax dollars. What about civic apps that help residents enjoy the city more? Perhaps this has already been taken by apps like Yelp. Plus, do apps like these take out the randomness of urban life or simply free people up to enjoy the city even more?