The Daily Parker

Politics, Weather, Photography, and the Dog

No one wants McMansions

People who thought moving to far suburbs made economic sense in the 1990s and 2000s can't seem to sell their ugly, too-large houses:

"For most of the 1990s, if you looked at the geographic center of jobs in the Chicago area, it was moving steadily northwest, out from the city toward Schaumburg," homebuilding consultant Tracy Cross says. Like the corporate campuses that popped up in that era, the houses were often built big.

A generation later, tastes for both have faded: Corporations have shifted their offices to downtown Chicago in unprecedented numbers, and once-stylish suburban luxury homes are derided as McMansions. Affluent people now show a well-documented preference for living in or near the city, a preference that's fueling the vigor in the high-rise condo market downtown as well as in Bucktown and in Wilmette, among other places.

Phil Chiricotti felt the double-barreled blast when he sold his home in Burr Ridge. Chiricotti, who was a retirement-planning executive, built the four-bedroom, 6,800-square-foot home on 77th Street in 2002, "when Tuscan-style homes were what everybody was doing," he says. The house has arches, columns and balconies made of stone.

"I had murals painted in that house, I had exotic Romanesque stenciling done," Chiricotti says. "Everyone told me my taste was spectacular. But the operating costs to live in that house were $25,000 a year." He put the house on the market in 2009, asking just under $2.7 million, and sold it almost six years later at a real estate auction for $1.47 million.

("Exotic Romanesque stenciling?" Yes, that would qualify as spectacular taste, just not good taste.)

Schaumburg, Ill., is about 50 km northwest of the Loop in western Cook and norther DuPage Counties. It spreads west from I-290 along a spiderweb of ugly strip-mall-encrusted stroads, and contains a giant mall and a huge IKEA. The village adopted, without irony, "Progress Through Thoughtful Planning" as its motto when it incorporated in 1956, and then thoughtfully planned winding residential roads without sidewalks that appeal to people who drive to their mailboxes.

I've joked before that "Schaumburg" is German for "Why would anyone live in this town." (It actually translates to "foam town," which amuses me.) Schaumburg epitomizes Suburbistan to me: a place that tries to take the best parts of rural and urban life and, missing the point entirely, creates something entirely horrific instead. A place where no one really wants to live.

These sad people paid millions for houses so ugly they don't so much rebuke good design as represent the antithesis of design itself, in suburbs so soulless just writing about them makes me want to clap on one and three. So this news fills me with a feeling described by another German word: Schadenfreude.

Landmarks Illinois lists most-endangered sites

Many are at risk of demolition:

“A troubling trend with this year’s most endangered sites is the number of historic places that face demolition despite strong and active community support for preservation,” Bonnie McDonald, the group’s president, said in a news release.

No one should be surprised that the James R. Thompson Center made this list for a third straight year, especially because pressure on the building is ratcheting up. Gov. J.B. Pritzker just cleared the way for Illinois to sell the Helmut Jahn-designed state office building in downtown Chicago.

But lesser-known sites are also on the list of 12. In the Chicago area, new listings include a Frank Lloyd Wright-designed cottage in north suburban Glencoe; a Tudor Revival estate, also in Glencoe and once owned by a vacuum cleaner magnate; and a neoclassical bank building a mile west of the planned Obama Presidential Center.

I'm not actually a fan of the Thompson Center, but I'd hate to see it go unless something manifestly better replaced it.

"Welcome to capitalism"

Chicago Blackhawks owner Rocky Wirtz vented his frustration about outgoing mayor Rahm Emanuel in a letter to incoming mayor Lori Lightfoot earlier this week. Today, Emanuel responded:

When you own something, you pay the costs and you reap the benefits. Welcome to capitalism and the private sector, Rocky.

Look, I get it. For those who have become accustomed to the rules of the road of crony capitalism, and have had sweetheart deals and special arrangements no one else receives, it is tough when you are forced to play by the same rules as everyone else. While I am certainly not against using public investments in infrastructure as a catalyst for economic growth, I believe we must draw the line at outright corporate welfare.   

It is because we have invested in our economic fundamentals, not because of crony capitalism, that Chicago has led the country in corporate relocations and foreign direct investment every year for the last six years, a first for the City of Chicago.

It's also why we're happy to have failed to win the 2024 Olympics and Amazon's HQ2—because winning those things would have cost more than they were worth.

Readings between meetings

On my list today:

Back to meetings...

Congestion pricing may finally come to New York

And not a day too soon:

Leaders in the New York state Senate and Assembly are expected to approve charging fees on vehicles entering the most trafficked parts of Manhattan, the New York Times reported on Monday. If the measure in Governor Andrew Cuomo’s budget gets the green light by the April 1 deadline, New York City would be the first place in the United States to adopt the policy known as congestion pricing.

It’s been a long time coming. Thanks to low gas prices, a growing populous, and the meteoric rise of ride-hailing converging with a decaying subway, traffic is noticeably worse in midtown Manhattan than even a few years ago. As of last year, average car speeds fell to 4.7 mph, not much faster than walking. It’s been estimated that such slow-downs cost the metro-area economy some $20 billion a year, and they result in rising vehicle emissions.

Meanwhile, the subway’s on-time performance is still 13 percent worse than it was in 2012, thanks to a host of maintenance delays and sorely needed upgrades that will take billions of dollars and years to resolve.

Enter congestion pricing, the policy prescription beloved by every transportation wonk. Early adopters such as London, Stockholm, and Singapore have proven that pricing packed roads is a viable way to cut down driver demand—perhaps the only way, since widening roads usually induces more of it. Traffic in London’s city center fell 39 percent between 2002 and 2014 after it cordoned off a fee zone. It has since seen a rise in congestion, pushing leaders to adopt an "ultra low emissions zone" that charges all combustion-engine vehicles an additional £12.50 to enter.

It works well in London, as far as I can tell; though the Tube has more passengers, it's also running better than it used to, and there are fewer cars on the road. I hope New York gets this soon.

Short distance office move

My team have moved to a new space we've leased on a different floor of Chicago's Aon Center. This morning, this was my view:

And now, one floor lower and facing the opposite direction, this is my view:

I actually prefer the south view, but only marginally. In fact, I'll probably keep taking photos of the south view. But neither view sucks.

Duke killed public transit?

CityLab reports that my alma mater has doomed the Durham-Orange Light Rail Transit project in North Carolina:

DOLRT has consumed more than $130 million in public money. In 2011 and 2012, voters in Durham and Orange counties approved half-cent sales taxes to fund transportation improvements, including the light rail, to better connect major employers like UNC-Chapel Hill, Duke University, N.C. Central University, a VA hospital, and businesses in bustling downtown Durham. Construction of the estimated $2.7 billion project was to start next year; an application to the Federal Transit Administration was due this spring for federal funding of $1.25 billion. The state agreed to contribute $190 million.

But all this came to a screeching halt on February 27, when Duke University officials said they would not sign a cooperative agreement. (The project required 11 partners to ink cooperative agreements; only Duke, Norfolk Southern, and the North Carolina Railroad Company, which manages a major rail corridor, remain unsigned.) A week later, Duke declined a request to participate in a mediated negotiation with GoTriangle, the region’s transportation authority.

What happened?

In a letter to GoTriangle, Duke President Vincent Price and other officials cited issues with the light rail’s alignment along Erwin Road in Durham, which runs next to the university’s sprawling medical complex. Price expressed concerns that magnetic interference could hurt high-tech diagnostic and research equipment. Other issues included construction disruption that could affect a utility line, and vibrations from digging and placing the supports for an elevated track, and legal liability. In declining further talks, the Duke leaders said that the project’s route “poses significant and unacceptable risks to the safety of the nearly 1.5 million patients who receive care at our hospital and clinics each year, and the future viability of health care and research at Duke.”

That seems...unlikely. So what is Duke really complaining about? It's unclear. But that they brought this point up now and not in 2016 or even earlier seems intentional. And that's really crappy.

Weekend reading list

Just a few things I'm reading that you also might want to read:

And finally, it's getting close to April and the Blogging A-to-Z Challenge. Stay tuned.

The last moments of winter

Today actually had a lot of news, not all of which I've read yet:

And now, good night to February.

Boring Chicago politics

Tomorrow is Chicago's mayoral election (with an expected run-off on April 2nd), which is only one of the problems facing Elon Musk's proposal to build a high-speed rail line from O'Hare to the Loop:

The so-called O’Hare Express project sounded like the stuff of science fiction and for [36th Ward Alderman Gilbert] Villegas, it still is. The former Marine and Gulf War veteran’s inaugural trip on a retrofitted Tesla Model X in a mile-long tunnel in Southern California topped out at 40 mph and was bumpy going. He described the ride as uneven, like the feeling of driving a car on an unpaved road. “It wasn’t as smooth as I thought it would be,” Villegas told The Verge. “It certainly felt too experimental for someone to invest a billion dollars in.”

In June, Musk said that one of the reasons he chose Chicago to host the first “publicly useful” Boring Company venture was that “the number of approving authorities is small.”

He had reason to believe that he had automatic approval from one of those authorities — the Chicago City Council. Musk’s bromance with [Chicago Mayor Rahm] Emanuel is strong. During their joint press conference in Chicago last June, the mayor praised Musk as “one of the great visionaries of our time” and jokingly asked for Boring Company stock.

Emanuel’s decision not to seek re-election (he’s abdicating power to write a book about why mayors rule the world) is disastrous for Musk’s O’Hare Express.

It’s possible that Musk could successfully sell his futuristic tunnel to the 14 mayoral candidates lined up to succeed Emanuel in May, but that prospect looks equally bleak. When asked to their opinion on O’Hare Express, the response from Chicago’s mayors-to-be has ranged from neutrality to open contempt.

“It’s going to die on its own. This thing is goofy,” said former Chicago Public Schools chairman Gery Chico during a candidate forum earlier this month according to the Chicago Tribune. Paul Vallas, another mayoral hopeful, had harsher words: “I’d kill it,” said Vallas according to the Tribune. “I can’t wait to kill it.”

Well, that's all pretty unfortunate. I would love to see high-speed rail from O'Hare, but I also know how this city works. We'll get it someday. Just not in the 2020s.