Chicago’s most valuable natural asset is its lakefront, forever free, public, and protected by law. This lakefront is so valuable, argues the architects at Port Urbanism, that we need more of it to pay off the city’s massive debts. Or (if you ask the designers at UrbanLab) newly built islands in the lake must be drafted into relieving pressure from an overstressed storm drain system by filtering and cleaning the city’s water. Read the rest of this entry »
This issue marks Newcity’s thirtieth anniversary.
Back when we published our first issue, “30” in journalism meant the end, as in the end of a story, a typographical cue sent from writer to editor. It was a tradition dating back, it is believed, to the era of the telegraph when a similar code told the operator a message had ended. Accordingly, the number has some foreboding metaphorical qualities for a publisher, especially in these times. But I am pleased to report that while the typographic usage is now dead, print continues to thrive at Newcity.
And so this issue is not a nostalgic look back. Instead, we asked thirty writers, cultural and community leaders to envision the city thirty years hence. Read the rest of this entry »
Episode 2: Cabrini-Green Dreams and Nightmares
Depending on who’s telling the tale, the Cabrini-Green housing projects on Chicago’s Near North Side are either patient-zero for urban dysfunction and decay, or a humble high-rise utopia, Corbusier’s Radiant City with soul. But at the end of the day it was home to 15,000 people. Cabrini-Green was mostly demolished by 2011, but its legacy both haunts, or enriches, the city, depending on who you ask. Read the rest of this entry »
“I think we should look to countries like Denmark, and Sweden and Norway, and learn from what they’ve accomplished,” socialist presidential candidate Bernie Sanders said recently. That statement surely gave the Republicans hives.
One area where U.S. cities like Chicago should definitely look to Scandinavia for inspiration is traffic management. Last month, the newly elected city council of Oslo, Norway, announced that it plans to make the central city free of private cars by 2019. It’s part of a plan to cut greenhouse emissions in half within five years, as compared to 1990 levels.
By John Greenfield
Believe it or not, back in the early nineties, ex-mayor Richard M. Daley was planning to tear out an entire branch of the El system. “The Lake Street branch of what’s now the Green Line had terrible slow zones and you could almost walk to Oak Park faster,” recalls Jacky Grimshaw, the Center for Neighborhood Technology’s vice president for policy. “The mayor and the CTA president wanted to take it down.”
Grimshaw says this moment of crisis was the birth of Chicago’s transit-oriented development (TOD) movement, a push to create dense, parking-light housing and retail near rapid-transit stations in order to reduce car dependency. CNT and the West Side community organization Bethel New Life teamed up to present the CTA with a plan for TOD near the Lake/Pulaski stop, but it fell on deaf ears. Read the rest of this entry »
By John Greenfield
Earlier this month, the Bloomingdale Trail, aka The 606, grabbed the spotlight as our city’s latest fabulous public space. However, the Chicago Riverwalk extension, which partially opened on May 23, is another strong contender. The new two-block stretch between State and Clark takes you down to within a foot or two of the sea-green water, and there are unique, breathtaking views of the city as you round the bridge houses.
The roughly $100 million project, funded by a federal Transportation Infrastructure Finance Innovation Act Loan that needs to be paid back in about thirty-five years, is slated to be extended all the way to Lake and Wacker by 2016. The now-open sections are the Cove, which has stone-like concrete seating units and will feature kayak rentals, and the Marina, with elegant teakwood banquettes whose tops will double as bar seating for eating and drinking establishments. Upcoming amenities include amphitheater seating, a water play area, fishing piers and a boardwalk.
The new spaces are already a hit with Chicagoans from all walks of life, and you’ll see dozens of people strolling, lunching, catching carp and relaxing there on nice days. The one fly in the ointment is that, while the riverwalk extension was designed to be a transportation corridor, it doesn’t function particularly well as one. Narrow sections of the path create bottlenecks, and sharp turns in the route are tricky to navigate, making it difficult to walk—let alone bike—the route efficiently when it’s crowded. Read the rest of this entry »
By John Greenfield
“Some people think pedicabbers are nuisance, but we’re really only here to help people, ” says Darren Hilton, forty-two. A former bicycle messenger, he’s been in the bike taxi business for five years. “As pedicab operators, our job is to give visitors red-carpet service and keep them coming back to Chicago.”
Hilton says Chicago’s pedicab ordinance, which passed City Council about a year ago, is too restrictive, and has led to some of his colleagues being slapped with thousands of dollars in fines. He has received a few $500 tickets himself.
The purpose of the local ordinance was to regulate what some officials saw as a somewhat anarchic industry. The law was introduced by 44th Ward Alderman Tom Tunney, whose district includes Wrigley Field. Downtown Alderman Brendan Reilly pushed to include geographic restrictions: pedicabbers are now banned from State and Michigan, between Congress and Oak, at all times. They’re also prohibited from working in the Loop during rush hours. Read the rest of this entry »
By John Moss
To check the pulse of the Chicago Cubs during any given season, you can take in a game at Wrigley Field or follow the team on television, through the box scores, or in the standings. You can glance up at the flag flying above the center field scoreboard as you pass by on the train, white for a victory that day, blue for a loss. Or, a less obvious yet still effective method, you can simply go by what the lots around the stadium, most of which are owned independently of the team, are charging for a place to park during a game.
Unlike at U.S. Cellular Field, the United Center and Toyota Park, where Chicago’s other professional sports teams play, no great sea of parking space exists outside Wrigley Field; instead, it is more like a cluster of small ponds. One-hundred years old last April, Wrigley is famously situated in the middle of a residential neighborhood. One moment you are walking north on tree-lined Sheffield Avenue past a row of three-flats, then all of a sudden there it is—an overwhelming burst of concrete and steel dwarfing you and everything in its shadow: a 40,000-plus-capacity baseball stadium.
At the time Wrigley was built, its location, a few steps from the El and within bustling turn-of-the-century Lakeview, made it ideal, Margaret Gripshover notes in her essay, “Lake View, Baseball, and Wrigleyville: The History of a Chicago Neighborhood.” Most fans back then would have traveled to the game on foot or by train.
Wrigley Field is so old that only after automobiles became prevalent did its location become problematic. To say nothing of today, back in the early fifties the ward’s alderman cited parking and congestion as the main problems in the area, with the area around Wrigley, later to be known as Wrigleyville, being the worst. Any chunk of space could help ease the parking burden. A convent that once stood on the 1100 block of West Grace, a few blocks north of the stadium, allowed Cubs fans to park there on game days for a donation (though the operation later came under investigation, the Sisters having since contracted out to a private firm, for parking without a license). Read the rest of this entry »
By John Greenfield
As I’ve discussed with noted Rahm-hater Tony Fitzpatrick, the talented artist and storyteller whose column occupies the other side of this page, there are many issues to consider when deciding who to support in Chicago’s April 7 runoff election. These include jobs, education, crime, privatization, transparency and ethics, to name a few.
However, we shouldn’t overlook the importance of transportation when choosing whether to reelect Mayor Emanuel, or anoint his challenger, Cook County Commissioner Jesús “Chuy” García. The need for a safe, efficient transportation system is a huge factor in quality of life for all Chicagoans.
With that in mind, here’s a comparison of how the candidates differ on key traffic safety, walking, transit and biking issues. Note that this article does not represent an endorsement of either candidate.
By John Greenfield
After Mother Nature dumped 19.3 inches of snow on us earlier this month, many viewed Chicago as a post-apocalyptic hellscape, but I felt the city became something of a utopia. Drivers were forced to slow down to sensible speeds, and folks helped out neighbors and strangers in numerous ways. The main sour note was the reappearance of “dibs,” the selfish practice of reserving dug-out parking spaces with old junk.
The day after the blizzard, I found cross-country skiing to be the most efficient way to get around. As I shushed down the middle of unplowed side streets from my home to the library to band practice and back, I encountered five different stuck motorists. Helping them push their marooned automobiles out of the snow’s clutches gave me a warm feeling inside.
However, not everyone can strap on a pair of skis to avoid trudging through the white stuff on uncleared sidewalks. When property owners neglect their civic duty by failing to shovel in a timely manner, it creates a significant barrier for people with disabilities, seniors and young kids, and a major annoyance for the rest of us.
Active Transportation Alliance director Ron Burke pointed out in a recent blog post that heavy snowfalls make it obvious most cities prioritize driving over walking and biking. Ever since Mayor Michael Bilandic lost reelection in the wake of a 1979 blizzard that paralyzed Chicago, local mayors have generally done a bang-up job of getting the streets plowed for drivers.