Category: Chicago

This map shows how transit access from Uptown would diminish if the Red Line wasn’t there

The dark pink shows areas you can get to within 45 minutes by transit, and the light pink shows you how far you can get within 60 minutes of transit. The transit shed without the Red Line is much smaller!

I virtually dismantled the Red Line to show how important it is to get around the North Side via transit.

Mapzen, a fantastic company that makes free and open source mapping tools, and for whom I’m an independent contractor, updated its Mobility Explorer map to show where you can go from any point in a city by transit if a piece of existing transit infrastructure didn’t exist.

So, I handily took out the Red Line – the Chicago workhorse, carrying 145,000 people each weekday north of State/Lake station. The map shows the analysis, called an isochrone, as if you were departing from the Wilson station in Uptown.

Try it yourself.

You can download the map as a GeoJSON, open it in QGIS, and measure the area in square miles that each scenario covers.

At least 2.5 percent of the land area in Chicago is covered in parking lots and garages

Here’s how I know that at least 2.5 percent of the land area in Chicago is covered in parking lots and garages, as of February 5, 2017.

That’s a lot of polluted water runoff.

I grabbed the land area of 227.3 from the Wikipedia page.

I grabbed all the parking lots from OpenStreetMap via Metro Extracts, which is going to be the most complete map of parking lots and garages.

Volunteer mappers, including me, drew these by tracing satellite imagery.

With the parking lots data in GIS, I can count their area in square feet, which comes out to 160,075,942.42. Convert that to square miles and you get 5.74.

5.74/227.3*100 = 2.5 percent

The last snapshot of parking lot data I have is from February 2016, when only 3.39 square miles of parking lots have been drawn.

There are still many more parking lots to be drawn!

There are still $1 lots that no one has applied for

I’d like to point out my story on the Chicago Cityscape blog highlighting the fact that ~1,800 city-owned lots that are being sold to $1 to nearby property owners that haven’t been applied for. The City of Chicago is selling 3,844 vacant lots for $1 in these 34 community areas, but the city has received only 2,031 applications.

You want a plan for Logan Square infrastructure? Let’s try out the one we got

I posted a modified version of this post to Streetsblog Chicago.

extralarge

A group in Chicago says “current infrastructure” cannot handle ~120 more people moving into Logan Square. Ring the NIMBY warning bell!

Logan Square is more equipped to handle ten times that number of new residents than most neighborhoods.

The Greater Goethe Neighborhood Association’s (boundary map) Zoning and Planning Committee’s submitted their opinion on a proposed building on the corner of Milwaukee Avenue and Campbell Avenue to 1st Ward Alder Proco Joe Moreno.

They wrote, “Current infrastructure cannot sustain the increase in density and ZAPC would like to know how is this is being addressed by the City”.

“Of the 88 units”, DNAinfo Chicago reported, “28 would be studios, 48 would be one-bedroom units and 12 would be two-bedroom units.”

What’s wrong with current infrastructure that it can’t handle 120 new residents? The GGNA doesn’t say. 

The context of this demand is a bit unfortunate, as far as good city planning goes. The city is in no way required to respond with how the city is addressing how current infrastructure can or cannot handle 120 new residents. And neither is Alder Moreno. Neither the city nor the developer* are required to do anything to change infrastructure in the area.

Logan Square’s population is much, much less than its peak. These 120 new residents are in some ways making up for the loss in units in the neighborhood due to deconversions. And their supply will help stem any rapid rise in rent increases.

What would be a good outcome, I believe, is that there’s a process or three:

  1. Measure the impact of new housing on current infrastructure (housing availability and pricing, sewer, transportation, roads, and parks).
  2. Measure the impact of converted or demolished housing on current infrastructure.
  3. Measure the potential impacts of not building the proposed building.

This stretch of Milwaukee Avenue had a plan adopted for it in 2008. It would be nice to try and stick to a plan’s recommendations, for once. As far as neighborhood plans go, it is pretty good.

Wanna know what the plan said? Build more housing.

Higher density housing is often attractive for young couples, as well as new families, singles, and empty-nesters looking to downsize their housing units and spend less time on home maintenance and repair. These residents are drawn to urban living because of the goods and services that are available in pedestrian-oriented environments.

Taller buildings would continue the streetwall found along other sections of the Corridor. This would accommodate higher density housing to maximize the number of residents in the area who could conveniently take advantage of the existing transportation and the existing stores, restaurants and services located along the Corridor.

These housing types will help build the immediate population density necessary to create a vibrant and growing Study Area.

I despise this kind of comment from neighborhood organizations: “The density is of major concern for the surrounding residents of the proposed project and is not received favorably.”

How would you feel if someone got to influence the approval process for the place you live now? How would you feel if someone was saying you should live elsewhere? How come people who live in a part of a city get to decide who else can live near them? Why do people say they don’t want to live around a bunch of other people?

* It’s actually a group of developers.

Bicyclists in Chicago can travel pretty far in 15 minutes

Mapzen* released Mobility Explorer last week. It is the graphical user interface (GUI) to the Transitland datastore of a lot of the world’s transit schedules and maps.

It also has isochrones, which are more commonly known as “mode sheds”, or the area that you can reach by a specific mode in a specific amount of time.

I wanted to test it quickly to see what these mode sheds say about where I live, a block north of Humboldt Park. From my house, on a bicycle, I can reach the edges of an area that’s 25 square miles in 15 minutes.

Isochrones map of transportation distance from my house

The distance you can travel from my house at the north end of Humboldt Park in 15 minutes by three modes, assuming you leave at 2:21 PM today (in increasing distance/area): Transit (dark purple) Bicycling (burgundy) Driving (pink)

You can request these isochrones through this API call for any location and they’ll be returned as GeoJSON.

I’m still learning how isochrones work, and how they can be adjusted (to account for different rider seeds and route costs or penalties). One difference between bicycling and driving is that the driving area is increased by expressways while the bicycling area has a more uniform shape.

The bike shed is 25.7 square miles, and the driving shed is 52.0 square miles.

*I do contract work for Mapzen and maintain parts of the Transitland Feed Registry.