Corbu

Who would’ve known? “Corbu” (and its counterpart, “petit Corbu”) is a variety of red grape used for winemaking in the Pyrenees. Of course, it’s “very minor and always blended”:http://www.french-regional-wines.co.uk. Saw it on a wine list last week and, well, wasn’t terribly pleased with the inky, tannic result, but that could have been the blend.

In My Back Yard

The text of I said at last week’s Landmarks Permit Review Committee hearing about the Association House development follows after the jump. No, I’m not overjoyed at losing a sunny view and neighboring open space, but the opposition’s vicious tactics and weak rationales have dismayed me:

  • They constantly decry the “high density,” even though the bulk exactly matches 1609 N. Hoyne, a building the WPC approved just two years ago, and countless other buildings up and down the street, and the dwelling unit density is lower than the block’s average.
  • They attack the height, although the roofline matches neighboring buildings’ rooflines and the set back fourth story will not be seen from the street.
  • They claim that there is a parking problem, yet I can always count a few open parking spaces on my block. Parking problems are like traffic: anyone who drives is part of the problem.
  • They say that the architecture is “bad” and that modern architecture has no place in a historic district — a notion that their often-bragged-about travels to Europe should have disabused them of. By that logic, the radical Prairie School lines of the current Association House had no place amongst the Victorians and should be demolished. The architects use historically appropriate materials, including face brick and copper-zinc roofs, and do not include any blank walls, contrary to what Michael Moran claimed in a Chicago Journal letter.
  • They claim that 34 votes at one meeting qualifies them to speak on behalf of 15,000 neighborhood residents, all while they loudly claim that others (including me) are “abusing” positions merely through self identification. (The Committee made it clear that they understood who was speaking on behalf of whom, and that I in particular spoke only for myself.)
  • They offer no solutions beyond attacking the developers, the architects, those of us trying to view this fairly, and the board of Association House — an institution which has served the residents of our community for a century, only to get a loud “thanks for nothing” when it, unlike the residents it serves, managed to eke out a profit from its displacement. They suggest alternate uses of large mansions, a park, or a school, although 1% of the block’s housing is single-family, a new city park is under construction a block away, and local K-8 students can choose between solid Pritzker, the new Drummond magnet, and two charter schools.

Anyways, here goes:

Thank you for the opportunity to speak today. I am an immediate neighbor of Association House; my sunny kitchen, where just this morning I was reading Preservation magazine, sits just eight feet from the property line.

The notion that the proposed development is out of scale for the Wicker Park neighborhood is based on an unnecessarily literal reading of the term “context.” By the letter of the law, the Landmarks commission evaluates proposed development within the context of the Landmark District, which in Wicker Park includes many blocks north and south of North Avenue, but less than half a block actually on North Avenue.

As it stands, the Cloisters (the building I live in) and the National Register-listed three- and four-story mixed-use buildings clustered around Milwaukee, North, and Damen (or lining North further west) were excluded from the landmark district, since the district sought the area’s 19th century character. Yet I believe that “large, high density,” and more recent (if 1890s-1920s can be called recent) buildings like the Cloister, the Flat Iron, etc. contribute just as much to our neighborhood’s urban character as the houses on Hoyne or Pierce.

More importantly, these larger buildings, not houses on the side streets, define the urban character along North Avenue — which, after all, is State Highway 64. For over a century, the prevailing character of development along North Avenue, as with other section-line streetcar arterials in Chicago, has been of three- to four-story buildings, which the site’s B3-2 zoning implicitly acknowledges. By the standard that Wittman has applied, every single building built since my great-grandfather’s time, including my own building and even the current Association House structure, has been woefully “out of character” and should never have been built.

The opponents have said that large single-family mansions would be more appropriate to the neighborhood context, but this block (my block) has 92 apartments and one single family house. Exactly six percent of units in the broader census tract are detached houses.

From a planning perspective, buildings around urban transit nodes should be of larger scale and higher density, since density sustains the urban services (like retail and transit) which make our neighborhood a convenient, urbane, diverse, and exciting place to live. The architects chosen for this proposal have skillfully created buildings that honor and enrich their surroundings by using traditional materials in modern ways.

Last, I find it profoundly undemocratic that thirty four self selected individuals, almost uniformly white and middle aged, can claim to have definitively spoken on behalf of a neighborhood with 15,000 residents.

Bulwark and enclosure

bq. Roger in his book cites a number of accusations that make me respond, Dreiser-like, with a rueful feeling that, whatever may be the European biases, certain of those anti-American denunciations touch on something real, and we ought to pay attention and sometimes hang our heads. French writers, Roger explains, have waxed indignant for centuries now over the quality of American city life, sometimes for reasons that will not appeal to us — an outrage at racial mingling, for instance. Céline did not like Jews, and did not like blacks. The Judeo-negroid sidewalks of metropolitan America were not for him.

bq. On the other hand, some of the classic French indignation will strike us as well-directed. Sartre recoiled at the lack of public places in American cities — the lack of French-style cafés, for instance. What halfway intelligent American, having returned from a week of double espressos in the cafés of France, will think that Sartre was wrong? Sartre observed that European cities benefit from a sharp definition of the city limits, as defined by the ancient bulwarks, and American cities suffer from the lack of anything similar. This remark, too, has its truth. Bulwarklessness has done us in. The plazas and promenades of a thousand European towns offer a public warmth and aesthetic joy that hardly anyplace in America can rival — a chilly reality of American life.

— Paul Berman, reviewing “The American Enemy: The History of French Anti-Americanism” by Philippe Roger (among others) at The New Republic

Under that hat

The chief of the local Salvation Army “said that Ald. Dorothy Tillman objected to the [$135 million community center] because she said her ward would be better served by retail and grocery stores on the site.” — Jeremy Mullman in Crain’s

Right. As if there aren’t enough vacant _blocks_ in the bombed-out Third Ward to accommodate grocery stores.

Red-green urban politics

The recent local elections in Montréal might spark some ideas for attendees of the COP10 summit: a pro-urban, “red-green” political party has surfaced in City Hall.

The new Projet Montréal party secured a city council seat and possibly (pending a legal challenge) a borough council seat in the dense, diverse Plateau neighborhood, winning 12% of all votes in a three-way election against two established parties. Its platform brings the spirit of the red-green (social-democrat and environmentalist) urban coalition — the governing majority in major European cities like London, Paris, and Berlin — to North America.

Unlike most stateside Green political parties, which take a skeptical stance towards urban growth, Projet Montréal embraces population and housing growth as a way to curb car use and suburban population growth. Its leader, Richard Bergeron, is a transit-agency technocrat whose political heroes (link in French) include mayors Ken Livingstone in London and Bertrand Delanoë in Paris. In London, a wildly successful downtown toll has cut traffic by nearly 20% even while a crop of new, environmentally friendly high-rise office towers rises. In Paris, city officials heckle SUV drivers, close roads to cars for weekly “Paris Breathes” days, and will soon convert a riverfront highway into a beach. The “red” in the coalition comes from a strong appeal to working-class voters with new public works projects and affordable housing.

Projet Montréal’s ambitious platform promises “Montrealers a unique opportunity to gather around a sustainable urban development project,” with planks that call for a 2.5% annual reduction in traffic, doubling transit ridership, converting 250 km of bus routes to light rail, narrowing streets to calm traffic, and developing housing on parking lots.

Its call for setting a performance standard to actually reduce traffic has few peers: slowing traffic growth, much less reducing existing travel, seems well nigh impossible at times. Politicians understandably prefer laundry-list prescriptive solutions to performance measures, which introduce a higher standard of accountability but won’t necessarily move votes. Yet with enough shove, cutting traffic is possible: Cambridge, Mass. requires that new developments use “Transportation Demand Management” (TDM) to keep parking and traffic demand at existing levels. Even in Montréal, which boasts per-capita transit ridership 57% higher than New York City, driving has increased by 35% over the past ten years. Reversing that trend will require every trick in the book, plus many more — but at least someone’s willing to try.

Similar platforms focused on housing and transit, albeit often with more vague proposals, has elected Democratic mayors like Antonio Villaraigosa in Los Angeles, Jerry Brown in Oakland, Will Wynn in Austin, and Dave Cieslewicz in Madison, Wis. In 2003, San Francisco mayoral candidate Matt Gonzalez campaigned for better transit and infill housing on the Green ticket; he lost 53-47 to Gavin Newsom, who has moved forward with initiatives like busways and high-rise housing downtown. One challenge facing American cities is that higher car ownership rates make it hard to explicitly attack overdependence on cars; Projet Montréal received its highest margins in high-density, working-class neighborhoods (like the Plateau and Park Extension) with very few car owners and voters hungry for a renewed commitment to transit. Another challenge comes from Americans’ greater skepticism of planning and stronger notions of property rights — sentiments that manifest themselves in local NIMBY movements that can undermine fragile local political coalitions.

[Originally found via SpacingWire]

[starting with this post, many environmentally related posts will be cross-posted to “Gristmill”:http://gristmill.grist.org, the blog at the timely and lively environmental webzine “Grist”:http://grist.org.%5D

Carbon calculators

Oil companies are beginning to hint “in their advertising”:http://flickr.com/photos/paytonc/63444879 that “oil will not last forever”:http://willyoujoinus.com. Still, I was a little surprised to find “this at BP’s site”:http://www.bp.com/iframe.do?categoryId=9005522&contentId=7011382, a cheeky little Flash-animated household carbon emissions calculator complete with little Fisher-Price men. (More interestingly, it was advertised at “Slate”:http://www.slate.com/id/2131024/fr/rss alongside an article on Jayanta Sen’s idea to set up an oil importers’ cartel to take OPEC oil profits and invest them back home; the BP tagline is “Small carbon footprints can make a big difference… Learn about ways to reduce your carbon footprint.”)

Since the calculator updates the totals dynamically, you can very easily see how going car-free will *very* substantially cut your household carbon emissions — the gases that cause global warming. Example: a hobo living in a sedan and driving 20,000 miles a year (less than the average American car) produces more carbon dioxide than my entire household, even with my frequent-flyer habit.

The Chicago-based Center for Neighborhood Technology, the folks who own I-Go car sharing, also runs two air pollution calculators, one that measures “carbon emissions from transportation”:http://travelmatters.org and another measuring “toxics from all household activities”:http://airhead.org. “Ecological footprint” analyses come in “simple”:http://earthday.net/Footprint and “more complex”:http://www.mec.ca/Apps/ecoCalc/ecoCalc.jsp flavors.

[adapted from CCM list]

Take action for safer streets: ride

“It’s wonderful to live in the city and ride but isn’t always possible for all.”

Okay, so what can we do about this? In many other cities, I see plenty of old folks on old cruisers, mothers and fathers with children, and regular middle-aged folks riding bicycles. Why not here?

To a certain extent, I’d say that Critical Mass has already accomplished one broadening of the bicycling demographic in Chicago: cycling here isn’t just for college students and Lycra clad racers. On the streets of Wicker Park, I regularly pass bars or parties with bicycles crowded outside — in the past, I’d usually know what or who was going on or at least recognize some of the bikes, but no longer, as our “scene” has grown far too vast. Ongoing education efforts like Bike Winter and “Cycling Sisters, and CBF’s new diversity initiatives, can further help.

Maybe people don’t ride because traffic is dangerous. “Studies have shown [“full text] that pedestrian and bicycle accident rates decrease where there are more bicyclists — because drivers, the #1 hazard to peds and bikes, start looking out for peds and bikes, and indeed are more likely to walk or bike themselves. So, what can you do to help make our streets safer *today*? Get out there and ride! In the long term, let’s think about political changes that will reclaim our streets from speeding, menacing traffic. Our streets belong to the people who live here, not to the people who drive through — but effecting that change will take a lot of work and a lot of talking. Well, we seem to have plenty of people who can talk, but what about people who will work?

Let’s think constructively about how we can improve our city and our bicycling experiences, instead of pointing loudly at the shortcomings.

[also adapted from post to CCM today]

Melbourne’s investment in public spaces pays off

The office received, courtesy of “Jan Gehl”:http://www.rudi.net/bookshelf/classics/lifebetweenbuildings/index.shtml, a copy of the “Places for People 2004”:http://www.melbourne.vic.gov.au/info.cfm?top=202&pg=2602 report [“full PDF”:http://www.gehlarchitects.dk/images/melbourne_2004.pdf%5D chronicling the public space improvements made in center-city Melbourne. (Gehl not only believes in improving public spaces as places to travel through *and* linger in, but also in quantifying pedestrian traffic the same way that car traffic is quantified, so as to better represent pedestrians in the transportation decisionmaking process.) A plethora of changes to the street environment and land use over the preceding decade resulted in:
* 830% more residents
* 71% more public space on streets and in squares
* 62% more students
* 275% more cafes and restaurants
* 39% more pedestrians on summer weekday daytimes/afternoons
* 98% more pedestrians on summer weekday evenings after 6pm — 30% of all pedestrian traffic!

The closing essay by Gehl is well worth excerpting:

For a number of years it has been common urban planning theory that improvements to the pedestrian environment might result in a more lively and attractive city, where more people would like to walk and spend time in the city. Evidence from various cosy, old European cities with crooked streets and romantic buildings has been plentiful… Melbourne now adds a new dimension to these tales. A young colonial grid city, with wide, straight streets and no built in squares whatsoever, and furthermore a city studded with uncoordinated high rise development… a monofunctional, empty, and useless city center by 1980… Many cities across the New World will fit this description. And in most of these, the car continues to be the king and the “doughnut syndrome” is still prevailing.

This definitely is not any more the case in Melbourne. A carefully planned and executed process for turning the city into a people oriented city has been gradually implemented since the first plans were made in 1985, but especially during the past decade following the “Places for People 1993” evaluation, many achievements have been accomplished.

Of all the things a city can do to improve the city environment Melbourne has done most everything: more students and residents, more people streets, squares, lanes and parks, wider sidewalks, quality materials, active shop frontages, fine furnishings, new street trees and several art programmes. The invitation to walk and to linger has indeed been extended. Also, sustainability issues such as the greening of the city and the upgrading of the public transport systems and bicycle infrastructure have been systematically addressed.

Most of this has been accomplished over a short span of years, and the outcomes of this effort comes out strongly in this report. Life in Melbourne has changed dramatically. Many more people are walking the streets: on weekdays, some 40% more, and in the evenings twice as many as in 1993. And many more people come to town to promenade and to spend time enjoying the city, the surroundings, and especially the number one city attraction: the other people. An estimated two to three times more people are using squares, parks, street benches, and cafés as compared to 1993.

Summing up, an empty, useless city center has in 20 years been turned around to a vibrant, charming 24-hour city center — more lively, more attractive and safer than most other city centers found anywhere in the world…

The “Melbourne Miracle” which is documented in this report gives hope for cities in all parts of the world struggling with the “doughnut syndrome.” A further incentive can be the positive tidings about the substantial improvements to the city center economy derived from the growing popularity and attractiveness of the city center.

Contrast this, of course, to the current campaign to scare pedestrians off Chicago’s sidewalks by mowing them down with high-speed traffic.