Tag Archives: redevelopment

What will the closed CPS properties become?

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When the Chicago Public Schools closed nearly 50 elementary schools (part of the story of the series Chicagoland), they noted it would be difficult to sell many of these properties. Well, the first one just sold:

The Chicago Board of Education on Wednesday unanimously approved the sale of the former Peabody Elementary school site and building to the Svigos Asset Management company for $3.5 million.

The site at 1444 W. Augusta Blvd. was one of only three closed schools that reached a bid stage for a potential sale.

The other two — the former Marconi Elementary in West Garfield Park and Wadsworth Elementary in Woodlawn — will receive new bid solicitations from the school district. CPS said both the closed schools “failed to generate qualifying bids.”

The board also unanimously approved the sale of the district’s soon-to-be-vacated headquarters at 125 S. Clark St. to Blue Star Properties for $28 million.

This is a minimalistic explanation that leaves out some very important information. Like:

1. Were these fair prices for the properties? The suggestion that other properties haven’t sold does hint that CPS is asking a decent amount.

2. How are these properties going to be used? Perhaps it doesn’t matter once they generated some revenue and are now off the hands of CPS.

It still sounds like this could be a drawn-out process.

More cities consider tearing down highways

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A recent article highlights efforts in Syracuse and other cities to tear down highways in dense urban areas:

“It seems like it’s gaining popularity,” said Ted Shelton, a professor of architecture at the University of Tennessee who studies urban highway removal. “For so long, we’ve thought when a highway gets to capacity, we need to add a lane. But what we’ve learned is there’s no way you can build enough capacity.”More cities — including Long Beach, Dallas, New Orleans, Nashville and Hartford, Conn. — are debating the idea of tearing down highways and creating something designed to keep people in the city, not send people out. In Seattle, a double-decker highway is slated to come down, although a giant machine called Big Bertha has run into trouble excavating the 2-mile-long tunnel for the new roadway.

In most cases, tearing down freeways would create “rich urban fabric that supports complex cultures and economies in a way that it can’t right now,” Shelton said…

“There’s not been a single city in the world that’s taken a freeway out and things haven’t gotten better for everybody,” said Peter J. Park, who ran the project to tear down the Park East Freeway in Milwaukee several years ago.

Still, in many cities where Americans are accustomed to using their cars to get places quickly and cheaply, urban planners might have a tough road ahead of them. For many Americans, urban highways are as essential to day-to-day life as washing machines or light bulbs.

At the least, getting rid of an urban highway opens up space and eliminates the noise, pollution, and congestion generated by the highways. At the better end, innovative projects can use that space for parks or new projects that help beautify spaces and jumpstart economic development. As noted, this is counterintuitive: building more roads is not the answer and alternative plans of action can actually reduce traffic while enhancing space. This is a reminder that cities don’t have to revolve around providing automobile access.

Renovating a McMansion: “Help! I want Country Understated Natural and it screams Mcmansion”

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One McMansion owner is looking for help in redesigning their home:

I did not build the house and I want it to be lodgy, understated country? It is Tony Soprano in its bones…If I changed the siding to the cedar color– would it be too monotone? I would like to use that grey cedar for the door. What can I do about the square panel details which have the red rosettes? I thought a trellis/lattice design there could work there but…not really. The hardware should be copper for the door handles and the light fixtures-any suggestions for the exact kind/type or go with vintage or gas lantern look-but which one and how large? Any suggestions overall, any advice…APPRECIATED!

The subsequent suggestions range from from changing the exterior color to a different kind of siding and roof to changing windows.

But, this brings up an interesting question: how much can and should homeowners remodel McMansions? Critics would argue that the homes shouldn’t have been built or purchased in the first place but plenty exist. The same critics may go on to note that renovation projects might be difficult and expensive with McMansions because of inferior build quality or a lack of design. However, it is likely that many McMansions would undergo significant changes over the decades. This is what happens to single-family homes – just look at some of the original Levittown homes and how they have been altered. There may be a huge potential market for firms to offer McMansion renovation services, to come in and spruce up the dated portions and/or overhaul the more garish features (two-story entryways, large great rooms, many gabled roof, etc.).

Can a former McMansion be converted into a non-McMansion with a reasonable amount of money and time?

Residential and commercial properties go up at Cabrini-Green site

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A number of new buildings are going up on the site of the former high-rises of Cabrini-Green:

It’s coming together already. A Target store opened north of Gerding’s site last fall, and a developer is negotiating to buy a parcel just northeast of the store and may build apartments there, says Chicago-based Baum Realty Group LLC Vice President Greg Dietz, who’s selling the property. He declines to identify the developer. Chicago-based Structured Development LLC and John Bucksbaum are building 199 apartments and 360,000 square feet of retail space on the former site of the New City YMCA at Clybourn Avenue and Halsted Street. And a 190,000-square-foot retail-and-office development and new store for boating retailer West Marine are in the works at Division and Halsted streets.But the biggest opportunity may be the Cabrini-Green site itself as well as other vacant land in the area controlled by the Chicago Housing Authority, a 28-acre patchwork that stretches from Division up to Blackhawk Avenue. This fall, the CHA plans to seek development proposals for the land, where it wants a mix of subsidized and market-rate residential units and retail space. The push could add thousands of apartments and condominiums to the area, spurring more development between Lincoln Park and River North—and even to the west.

“There’s easy access to jobs and amenities and restaurants . . . and really you’re not that far from the lake,” says David Brint, principal at Northbrook-based Brinshore Development LLC, which is building an 82-unit mixed-income apartment building at Division and Clybourn. “It’s likely you’ll see the continued evolution of development all the way to the highway.”…

Yet the CHA will have the most influence over the neighborhood’s future. The authority has committed to add 1,786 public housing units in the area to replace those demolished at Cabrini-Green, a project that includes the still-standing Frances Cabrini Rowhouses between Chicago Avenue and Oak Street. So far, the CHA has brought back about 610 public housing units, with 221 in the planning stage, says Richard Wheelock, director of advocacy at legal advocacy group LAF in Chicago.

This is valuable property and this contributed to the longer fight – particularly compared to other high-rise public housing projects in Chicago – between residents and the CHA about what would happen to the land. Thus, it is little surprise that developers are pushing residential and commercial construction. The real question has to do with the status of public housing units: will the CHA follow through in providing nearby units? While some have been built in new mixed-income neighborhoods, there is a long way to go in providing public housing and it may only get more difficult as new market-rate residents and businesses move in.

The difficulties of giving an old shopping mall a new Main Street

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Randhurst Mall, the first enclosed mall in the Chicago area, has received a facelift in recent years but it hasn’t gone perfectly:

By the time Casto bought Randhurst in 2007, the shopping center had long ago ceded primacy to larger, highwayside competition such as Schaumburg’s Woodfield Mall. Casto’s revamp, designed by the Beame Architectural Partnership of Coral Gables, Fla. and 505 Design of Boulder, Colo., removed the dome and the rest of the original mall’s core and replaced them with a traditional Main Street lined by an AMC movie theater, a Hampton Inn hotel, shops, restaurants and offices. A similar street leads in from the perimeter, creating a roughly T-shaped intersection with Main Street.The Main Street area — which Conroy said accounts for all the mall’s unleased space — gets the design basics right. Buildings, two to four stories high, frame both sides of the streets, creating the equivalent of an outdoor room. Benches, trellises and plant boxes add human scale. There’s synergy between the uses, and a link to the outdoors that some shoppers enjoy despite the obligatory piped-in music…

The many minuses begin with confusing internal roads, a predicament partly caused by big-box stores that don’t want their vast parking lots interrupted. In contrast to the modernist unity of Gruen’s design, the center’s outer buildings are an architectural mishmash. The postmodern Main Street buildings, clad in brick and metal, strain to achieve a sense of variety but offer little enticing detail. The street’s directory signs look cheap. The absence of apartments, either above the stores or in free-standing buildings, denies the merchants built-in customers who would drive activity 24/7…

Here’s hoping the signs breathe more life into Main Street and lead Randhurst to a future of greater density, a richer mix of uses and better connections to nearby neighborhoods. For now, its Main Street is essentially a lifestyle center in the middle of a mall — an urban fragment surrounded by the same old suburbia.

It sounds like the issue may be that the mall is trying to mix two styles that don’t necessarily go together: keeping big box anchors while also trying to create denser areas (that still are highly dependent on people driving to). Would it have been better to get rid of most or all of the old mall and start over with the lifestyle center rather than trying to mix the two? While this assessment focuses mainly on the design, there are also costs to keep in mind including keeping some parts of the mall open during renovation.

Perhaps things will change once the new Main Street area is leased. Perhaps there is a longer-term plan in the works that will better combine the two areas. But, I would suggest that even that carrying out the design of the new section perfectly doesn’t necessarily guarantee a good outcome for a suburban shopping mall.

Suburbs looking for ways to lure young adults back from cities

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If young adults are going to the big city and staying in increasing numbers, how can suburbs get them back?

Demographers and politicians are scratching their heads over the change and have come up with conflicting theories. And some suburban towns are trying to make themselves more alluring to young residents, building apartment complexes, concert venues, bicycle lanes and more exotic restaurants…

Some suburbs are working diligently to find ways to hold onto their young. In the past decade, Westbury, N.Y., has built a total of 850 apartments — condos, co-ops and rentals — near the train station, a hefty amount for a village of 15,000 people. Late last year it unveiled a new concert venue, the Space at Westbury, that books performers like Steve Earle, Tracy Morgan and Patti Smith.

Long Beach, N.Y., with a year-round population of 33,000, has also been refreshing its downtown near the train station over the last couple of decades. The city has provided incentives to spruce up signage and facades, remodeled pavements and crosswalks, and provided more parking. A smorgasbord of ethnic restaurants flowered on Park Avenue, the main street…

Thomas R. Suozzi, in his unsuccessful campaign to reclaim his former position as Nassau County executive last year, held up Long Beach, Westbury and Rockville Centre as examples of municipalities that had succeeded in drawing young people with apartments, job-rich office buildings, restaurants and attractions, like Long Beach’s refurbished boardwalk. Unless downtowns become livelier, he said, the island’s “long-term sustainability” will be hurt because new businesses will not locate in places where they cannot attract young professionals.

This story should make New Urbanists happy. Because cities are attracting young adults with cultural amenities and jobs, suburbs have to respond with their own amenities. Simply existing as a bedroom community won’t cut it for attracting younger residents who want competitive housing prices as well as things to do. By appealing to these residents, suburbs can also win in two ways. First, their efforts to bring in more restaurants, stores, and cultural opportunities can help diversify their tax base. New commercial establishments and festivals help bring in visitors as well as residents who spend money. Second, these moves may also help make their downtowns and neighborhoods denser. This limits residents’ reliance on cars and makes streets more pedestrian friendly.

Of course, many of these suburbs will find it difficult to compete with (1) the big city and (2) other suburbs. Popular tactics in recent years across suburbs include transit oriented development involving condos and amenities near railroads or other mass transit and trying to build a more vibrant downtown around restaurants and small but unique shops.

Putting together plans for the final redevelopment of Cabrini-Green

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All the high-rises at Cabrini-Green are gone but the planning of what will replace them continues:

Next week, CHA officials will hold open houses for developers who will learn what parameters the agency has designed for construction of new housing and retail. The land boundaries are North Avenue to Chicago Avenue and Halsted to Orleans…

Last spring CHA unveiled Plan Forward as a way to wrap up the final stretch. Former CHA CEO Charles Woodyard resigned last fall amid sexual harassment allegations, but also because City Hall became disenchanted with the slow pace of progress.

The goal is for Cabrini construction to start by 2015 on the mostly vacant 65 acres. The Cabrini rowhouses will remain but not be 100 percent public housing – much to the chagrin of many residents. Of the 583 units, 146 have been redeveloped into public housing and will stay that way. The others are empty. Originally, CHA had planned to keep the row houses all public housing.

“We felt that in order for Plan Forward to work, in order to have a very vibrant community and what works for the residents to move toward self sufficiency, it was important to do mixed income. Not to leave that area to be the only secluded area that remained 100 percent public housing,” Brown said…

“We’re adamant that the row houses be rehabbed to 100 percent public housing like it was supposed to be,” [row-house resident activist] Steele said.

This seems like an appropriate path forward based on the prior history of redevelopment at Cabrini-Green:

1. The CHA’s difficult history continues with yet another new leader plus plans that stretch on longer than anticipated with funding problems.

2. The city continues its interest in mixed-income development which gives developers some great opportunities to build on the North Side (and profit) while also providing some public housing units but not having to provide for all of the public housing residents.

3. The public housing residents, particularly compared to some of the other Chicago housing projects, continue to speak out and challenge the city’s plans.

Sixty-five acres of land in this part of Chicago will be attractive to numerous people and I hope the public gets to see the competing proposals.

Designing parking garages for life after cars

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Parking garages can be designed in such a way so that they can be converted into other spaces if need be:

There’s a growing belief among architects and designers that all urban parking garages should be built with these “good bones,” which will allow them to be re-purposed in the future. For a variety of reasons, from higher gas prices to greater densification to better transit options, city residents will continue to drive fewer cars. As a result, we’ll eventually require fewer parking lots. The ability to adapt a structure rather than tear it down will save developers time, money, and material waste.

“As the auto culture wanes we’re going to have a lot of demolition to do, which is unfortunate,” says Tom Fisher, dean of the College of Design at the University of Minnesota. “If we’re going to build these [garages] let’s design them in a way that they can have alternative uses in the future. With just a few tweaks that’s really possible.”

Fisher says designing parking structures with an eye toward their afterlife is not only logical but rather simple. His three key elements to an adaptable garage design are flat floors, comfortable floor-to-ceiling heights, and enough loading capacity (in other words, strength) to support another structural use. Those types of changes may cost a tiny bit more up front but will provide enormous savings down the line…

New York isn’t the only place where this re-use is happening. During a recent talk, Fisher pointed out a few other examples from the Twin Cities and elsewhere around the country. In St. Paul, a developer is converting a century-old building from a garage into an apartment complex; in Miami Beach, a parking ramp is being used for retail and housing purposes.

While cars are not going away anytime soon, occasionally converting parking garages can happen. Yet, it would be interesting to see the money that converting requires versus tearing down the garage and building a new structure. I also imagine there are limits to what parking garages can be converted to.

I wonder if the fact that a building was formerly a parking garage is also part of the marketing. That might be a very different ring than saying it was a former factory or theater or church.

Claim that Bank of America takes better care of foreclosed properties in white neighborhoods than in minority neighborhoods

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A new report from the National Fair Housing Alliance argues Bank of America has taken better care of foreclosed properties in white neighborhoods:

A year ago, the alliance and several of its member organizations filed a complaint against the bank with the Department of Housing and Urban Development, arguing that the bank had violated the federal Fair Housing Act by neglecting foreclosed properties in minority communities in Denver, Atlanta, Miami, Dayton and Washington, D.C. Today, the groups amended their complaint with a stack of evidence – in maps, data, and photos – showing that the problem has persisted in each of those cities, while documenting it anew in Memphis, Denver, Las Vegas, Tucson and Philadelphia.

In total, housing advocates have now identified the problem in 18 metropolitan areas, across 621 Bank of America properties…

The sample size in each city varied, from about a dozen properties to more than 44 of them in Denver. But across all of the cities, homes in minority communities were two times more likely than those in predominantly white areas to have more than 10 maintenance or marketing problems. In Denver, homes in minority neighborhoods were 9.3 times more likely to have a broken door or lock. In Las Vegas, they were 4.5 times more likely to have damaged windows. In Philadelphia, they’re twice as likely to have accumulated substantial amounts of trash, relative to homes in white neighborhoods in the same market.

The pattern suggests yet another way that subtle housing discrimination may further handicap the ability of minority communities to recover from the housing crisis (or, put another way, this suggests why the effects of the recession will linger in minority communities for much longer). Federal fair housing law prohibits actions (or attempts at action) that “perpetuate, or tend to perpetuate, segregated housing patterns,” or that obstruct the choices in a community or neighborhood. It’s not hard to envision how these neglected homes could wind up doing just that.

Bank of America responded that the methodology of the study was flawed and that some of the homes in more disrepair were the responsibility of other entities.

More broadly, this suggests a potential new line of research questions about how banks and financial institutions respond after an economic crisis and whether this is stratified by race and class. How have banks made decisions regarding which foreclosed properties to improve or leave to others? Have they primarily worked with more valuable pieces of property, ones that might be found more often in middle to upper class neighborhoods? Is there also more political pressure (from local homeowners to municipalities) to address these more expensive homes or places with higher property values? It also seems like the analysis here would benefit by looking at the actions of multiple mortgage holders to see if there is a pattern across institutions.

Parking garage proposal for Sheridan Road in Chicago sparks discussion of parking, New Urbanism, and a past golden age

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A recent proposal for a new parking garage on Sheridan Road in Rogers Park has prompted further conversations about the neighborhood:

“Sheridan was a beautiful lakefront boulevard, a model of urban design that should be reclaimed, not transformed into a suburban highway,” said Susan Olin, a community activist who would be a neighbor to the 250-car garage proposed by prominent real estate developer Jennifer Pritzker.

But the local alderman, Joe Moore, not only supports the project, he also thinks its opponents have a wildly romantic vision of what Sheridan Road once was…

Moore said the Sheridan Road of yesteryear was a hodgepodge of gas stations, billboards and empty lots, in addition to stately and substantial family homes…

To some residents, that blend of a natural landscape and an urban skyline is Rogers Park’s aesthetic trump card, said John Norquist, president of the Congress for the New Urbanism.

“Against that backdrop, Pritzker’s garage would be way, way out of scale,” said Norquist, who lives nearby. “It could fit in the Loop. Maybe in Schaumburg, but not in a city neighborhood.”…

Pritzker’s designers declined the suggestion for mixed use, and the latest plan shows parking spaces from top to bottom. According to a representative, Pritzker was traveling and unavailable for an interview.

This is a great example of the conversations that erupt with urban development:

1. A set of current residents wants to preserve the neighborhood as it is and a parking garage does not fit their image of a cozy neighborhood that will meet their interests in rising property values.

2. The alderman thinks the project has merit because it will add parking but also possibly because a new development might help bring new money into the neighborhood.

3. The discussion of the parking garage leads to conversations about whether the neighborhood should harken back to a golden era or plan for the future.

4. This isn’t just about the parking garage; residents are worried any such project (or a fast food joint or a big box store) will open the floodgates to lots more new development.

5. Attempts to make the garage more palatable by including retail space on the first floor or some kind of mixed use have been rebuffed so far by the developer.

Perhaps the only question left is how this episode will conclude. Based on what is in this article and what the alderman says at the end of the article about the neighborhood support and disapproval for the garage running 50/50, I suspect the garage will happen in some form.