I know, two days in a row I can't be arsed to write a real blog post. Sometimes I have actual work to do, y'know?
Finally, as I've gone through my CD collection in the order I bought them, I occasionally encounter something that has not aged well. Today I came across Julie Brown's "The Homecoming Queen's Got a Gun," which...just, no. Not in this century.
CityLab's Feargus O'Sullivan riffs on an Instagram account that celebrates Scooby-Doo's Victorian backdrops:
It should come as no surprise that creaking mansard roofs, vaulted dungeons and abandoned one-horse towns occur so often as settings. Americans have been identifying the Victorian with the macabre for more than 100 years. It still seems not completely coincidental that these particular backdrops were so often used for a show in its heyday in the late 1960s and the 1970s.
This, after all, is a period when America’s Victorian architecture lay on a major fault line. Long decaying as wealthier residents moved to the suburbs, America’s many Victorian neighborhoods fell prey to demolition during this period as urban renewal projects smashed through buildings that were often seen as musty, decrepit hangovers from a poorer, miserably car-less past.
San Francisco’s Fillmore District, for example, was substantially redeveloped, scattering its mainly African American residents to the East Bay, while the now celebrated Victorian district of Old Louisville saw over 600 buildings demolished between 1965 and 1971 alone.
Indeed, the show sometimes tackles these issues directly. The classic Scooby-Doo villain is a developer or greedy landowner, scaring people away from their property by dressing as a ghost or monster, only to be unmasked and confess everything to the band of “pesky kids” just before each episode’s final curtain. Occasionally, even urban renewal itself crops up. In one episode a developer constructing new buildings in Seattle is also secretly plundering treasures from the subterranean street network built in the aftermath of the Great Fire of 1889.
Down the street from me, a 6-bedroom house built in 1897 just sold for $412,500—less than half its estimated value, and probably closer to a third of what it might fetch once its restoration finishes next year. It went for $28,500 in 1979, which works out to about $110,000 today, during the worst period of urban decay in Uptown. Other gorgeous houses and apartments from the 1890s through 1920s in Chicago barely survived the 1970s, sometimes only because no one wanted to invest in the neighborhoods.
I've written about this phenomenon before, of course.
Dan Egan, author of The Death and Life of the Great Lakes (which I read last November while staring out at one of them), explains in yesterday's New York Times how climate change will cause problems here in Chicago:
[T]he same waters that gave life to the city threaten it today, because Chicago is built on a shaky prospect — the idea that the swamp that was drained will stay tamed and that Lake Michigan’s shoreline will remain in essentially the same place it’s been for the past 300 years.
Lake Michigan’s water level has historically risen or fallen by just a matter of inches over the course of a year, swelling in summer following the spring snowmelt and falling off in winter. Bigger oscillations, a few feet up or down from the average, also took place in slow, almost rhythmic cycles unfolding over the course of decades.
In 2013, Lake Michigan plunged to a low not seen since record-keeping began in the mid-1800s, wreaking havoc across the Midwest. Marina docks became useless catwalks. Freighter captains couldn’t fully load their ships. And fears grew that the lake would drop so low it would no longer be able to feed the Chicago River, the defining waterway that snakes through the heart of the city.
That fear was short-lived. Just a year later, in 2014, the lake started climbing at a stunning rate, ultimately setting a record summertime high in 2020 before drought took hold and water levels started plunging again.
Egan explains in detail what that means for us, culminating in the harrowing near-disaster of 17 May 2020, when record rains combined with a record-high lake to make draining downtown Chicago almost impossible.
I should note that, after falling for 11 consecutive months, the lake has started to rise again (blue line), and we haven't even gotten down to our long-term average (green line):
I've said for decades that Chicago will fare better than most places, but that doesn't mean we'll have it easy. Nowhere will.
Via Bloomberg CityLab and Block Club Chicago, the University of Illinois at Chicago started a project in 2017 to chart the "displacements of people and struggles over land, housing, and community in the city of Chicago:"
The issue of displacement and the efforts to stop it, in fact, has been present in Uptown for nearly 200 years. That history — in the words of the people who were displaced — is now being recounted through a new University of Illinois Chicago research project.
“In general, it’s poor communities and communities of color that have faced the brunt of the efforts to develop neighborhoods,” said UIC Professor Gayatri Reddy. “Uptown captures some of these remaining issues.”
The project also recounts the efforts to stop displacement and points to how modern activist movements have picked up the mantle from previous generations in the still very-much-alive fight in Uptown, the professors said.
Displacement and development that adversely impact the poor and communities of color have been happening in Uptown, and America, since its founding. But at least in Uptown, the scale of displacement has accelerated in modern times, Reddy said.
“It seems to us that there has been a steady rise in the breadth and scale of such efforts in the last 20 [plus] years,” she said. “With gentrification and other displacement mechanisms impacting an even wider swath of the population.”
The project site has interactive and VR visualizations of Uptown's history, with scads of GIS data and spotlights on specific instances of uncomfortable history.
Committees, man. The same process that gave us the platypus has now given us a mouthful of a street name in Chicago:
Two years after a South Side alderman introduced an ordinance to rebrand the landmark Chicago Lake Shore Drive to honor DuSable because he was upset he didn’t hear the Black founder of Chicago mentioned during a river boat tour, the City Council on Friday ended months of racially charged debate by adopting a compromise to make it so.
The vote was 33-15, with “no” votes coming from 12 white and three Latino aldermen.
The ordinance calls for the renaming to happen immediately, but a city spokesman did not respond to questions about how long it will take to change the signs.
I can't wait to hear the remake of Aliotta Haynes & Jeremiah's song:
Yesterday I squashed six bugs (one of them incidentally to another) and today I've had a couple of good strategy meetings. But things seem to have picked up a bit, now that our customers and potential customers have returned to their offices as well.
So I haven't had time to read all of these (a consistent theme on this blog):
And finally, providing some almost-pure Daily Parker bait, the Post has a helpful breakdown of 8 common styles of hot sauce.
Work continues on the Ravenswood Metra station, letting us commuters believe that finally! we might not have to stand in the rain waiting for an inbound train sometime this autumn. Until then, we still have to wait on a rickety wooden platform that now extends four meters from the original rickety wooden platform, meaning we have a worse station experience than our great-grandparents would have when the station opened in the 1890s. Of course, once we board the trains, our overall travel experience on Metra more resembles our grandparents': some of the rail cars (carriages) that Metra operates date back to the 1950s, though the Union Pacific routes mostly seem to have cars built in the 1980s and early 2000s.
So imagine my glee when I read this press release from French manufacturer Alstom:
Alstom has received an initial order from Metra, the commuter rail system in the Chicago metropolitan area serving the city of Chicago and surrounding suburbs, to supply 200 push-pull commuter rail cars. This follows Metra Board of Directors’ approval in January 2021 to award Alstom a vehicle procurement contract for up to 500 rail cars. This initial order of 200 rail cars is worth approximately €650 million.
The multilevel cars incorporate new design features to improve passenger experience, including: a streamlined, modern and welcoming interior, equipped with USB plugs and boasting large windows and a layout to improve passenger flow and traveller comfort; seating and spacing to allow for additional ridership and physical distancing; touchless doors; improved bogie design for improved ride quality; and multiple wide doors on each side of the cars to reduce passenger boarding times and improve access to passenger areas.
They even have a slick video, which I would expect as part of a $800m contract.
The combination of the new Ravenswood inbound platform and the slick new French cars will make parts of Metra's network almost as good as London's was in 1990. All Metra needs to do to get us into the 2000s is to get rid of their mobile soot factories diesel locomotives, but I fear that kind of infrastructure modernization would require the replacement of one of the country's main political parties with an real one.
I spent the morning unsuccessfully trying to get a .NET 5 Blazor WebAssembly app to behave with an Azure App Registration, and part of the afternoon doing a friend's taxes. Yes, I preferred doing the taxes, because I got my friend a pile of good news without having to read sixty contradictory pages of documentation.
I also became aware of the following:
Tomorrow morning, I promise to make my WebAssembly app talk to our Azure Active Directory. Right now, I think someone needs a walk.
The northern hemisphere started meteorological summer at midnight local time today. Chicago's weather today couldn't have turned out better. Unfortunately, I go into the office on the first and last days of each week, so I only know about this from reading weather reports.
At my real job, we have a release tomorrow onto a completely new Azure subscription, so for only the second time in 37 sprints (I hope) I don't expect a boring deployment. Which kind of fits with all the decidedly-not-boring news that cropped up today:
- The XPOTUS and his wackier supporters have a new conspiracy theory about him retaking office in a coup d'état this August. No, really.
- In what could only 100% certainly no doubt how could you even imagine a coincidence, former White House counsel Don McGahn will testify before the House Judiciary Committee tomorrow morning.
- Also uncoincidentally, a group of 100 historians and political scientists who study this sort of thing have put out a statement warning of imminent democratic collapse in the US. “The playbook that the Republican Party is executing at the state and national levels is very much consistent with actions taken by illiberal, anti-democratic, anti-pluralist parties in other democracies that have slipped away from free and fair elections,” according to the Post.
- Speaking of democratic backsliding, Josh Marshall takes the Israeli cognoscenti to task for still not getting how much the Israeli government aligning with an American political party has hurt them.
- Here in Illinois, the state legislature adjourned after completing a number of tasks, including passing a $46 billion budget that no one got to read before they voted on it. (I'm doubly incensed about this because my own party did it. We really need to be better than the other guys. Seriously.)
- For the first time since March 2020, Illinois has no states on its mandatory quarantine list. And we reported the fewest new Covid-19 cases (401) since we started reporting them.
- The Northalsted Business Alliance wants to change the name of Chicago's Boystown neighborhood to...Northalsted. Residents across the LGBTQ spectrum say "just, no."
Finally, a Texas A&M business professor expects a "wave of resignations" as people go back to their offices.
About two weeks ago I told a relative newcomer to San Francisco about the Embarcadero Freeway, which used to cover the Embarcadero from Fisherman's Wharf down to the Bay Bridge. From its construction in 1959 to its destruction (with the help of the Loma Prieta earthquake) in 1991, it stood, without question, as the biggest urban planning mistake west of the Rockies. Looking at it photos today makes me angry.
Removing I-480 showed other cities how their lives might improve if they also removed or buried freeways. Boston's Big Dig reconnected the North End with the Common; removing the eastern section of Rochester's Inner Loop has made that city more livable.
The New York Times reports on the other cities that have followed:
As midcentury highways reach the end of their life spans, cities across the country are having to choose whether to rebuild or reconsider them. And a growing number, like Rochester, are choosing to take them down.
In order to accommodate cars and commuters, many cities “basically destroyed themselves,” said Norman Garrick, a professor at the University of Connecticut who studies how transportation projects have reshaped American cities.
“Rochester has shown what can be done in terms of reconnecting the city and restoring a sense of place,” he said. “That’s really the underlying goal of highway removal.”
In recent years, more cities have started to seriously rethink some of their highways. The Congress for the New Urbanism, a group that tracks highway removals, counted 33 proposed projects in 28 American cities. And the idea is being discussed in many others.
Among the proposed removal plans: getting rid of the BQE in New York, the Buffalo Skyway, and New Orleans' Claiborne Expressway—all of them ugly roads that destroyed neighborhoods and made lives demonstrably worse. (See, for example, the Eisenhower Expressway in Chicago.)
Not under consideration? Burying I-90/94 in downtown Chicago. Maybe someday.