While walking to the 95th Street Metra station the other day, I caught a glimpse of a red and white sign hanging in the window of one of the vacant storefronts just to the west. “Public notice,” it read.
My interest was piqued. Could it be that something exciting would soon be happening here? Maybe someone was proposing condos or apartments with storefronts on the ground floor. Perhaps the space could someday house a coffee shop or restaurant where people walking to and from the train could stop for a bite. Maybe…
Oh, never mind. The notice was for a proposal to change the zoning to “community shopping district” (often code for “auto-oriented sprawl”) to make was for a single-story auto parts store. My balloon had been popped.
With a prime location directly next to a busy train station, is a single-use, single -story building truly the so-called highest and best use for this property? What the notice does not say is that this proposed building would also have an off-street lot with 20 parking spaces. Off-street parking is typical in this type of zone and for this type of use (see O’Reilly on Western Avenue and 92nd Place and AutoZone at Ashland Avenue and 89th Street), which it is why I can’t say I’m thrilled to see it proposed at this location.
Incentivizing driving through off-street parking will only further add to the vehicular traffic nightmare that recurs daily on this street and reduce the appeal of this area as a pedestrian destination. (Chicago’s zoning code specifically refers to “community shopping districts” — or B3 zoning — as auto-oriented: “Development in B3 districts will generally be destination-oriented, with a large percentage of customers arriving by automobile. Therefore, the supply of off-street parking will tend to be higher in B3 districts than in B1 and B2 districts.” It is odd language to me, because it suggests that pedestrian-oriented areas are not destinations and that destinations are not places where people walk. People drive to Clark Street in Andersonville, too, and that is a destination with very little off-street parking.)
As I have written before, the Metra station could be the key to 95th Street’s revival. This is the heart of our community where people should be strolling, shopping, working, living. Are we really going to turn it into one big parking lot?
We already have the foundation of a solid, walkable community. Just look at what is across the street.
Multiply those buildings, and I would see an attractive place where people might want to linger, a place that maybe could serve as the backdrop of neighborhood events. I would see a place that the community values deeply and prides as a symbol our shared values. Will we take pride in another parking lot? Businesses can still thrive without off-street parking, especially when they are in a location that already draws a significant amount of foot traffic — say, next to a train station.
If symbolic value isn’t your thing, how about monetary value? The return on auto-oriented investments is low compared to what we see with more traditional building types, particularly those that mixes uses like residential and commercial. I’ve written about this before, but it bears repeating each time we see more development in our neighborhood that puts cars before people.
The proposal is another disheartening step toward the erosion of 95th Street’s pedestrian environment. Just a couple blocks west we are seeing a storage warehouse, complete with drive-up loading area, being built along our main drag, and neighbors are asking the city to close off access to their side street to cars in conjunction with the project.
Between that development and this, it is hard to blame them — and others whose streets have already been closed — for wanting to do such a thing. Our prime public space is being turned over to cars: Fast-moving traffic on 95th, frequent turns across our sidewalks to access parking lots, no mixed-use development to foster street life. I don’t think it is that people want to cut off their neighborhood from our main street, but we increasingly feel like we have to, because what it is becoming is certainly not a place for people.
Two 19th Ward committees — Design Review and Local Zoning Advisory — have already given their approval to auto part store request, and the next stop is the Chicago City Council’s zoning committee. I have to urge our elected officials to not approve this zoning change. Not all development proposals are created equal, and we need one here that represents the future of our neighborhood, a future in which our main street, 95th Street, is a vibrant place where people want to be 24 hours a day. This proposal would lead to none of that, and should it be approved, we would have to live with the result for years to come.
I also feel that this one issue is symptomatic of deeper problems with 95th Street. I am confident that increasing the amount of mixed use development that occurs on this major corridor can help it thrive long into the future. While other city neighborhoods and even many suburbs have welcomed a mix of uses into their communities and have benefitted from doing so, it is not occurring in our neighborhood.
Is the problem the design of the street? That’s likely part of it. It is, after all, a place where the four travel lanes carry brisk traffic that can be off-putting to pedestrians, to say the least. It it an unwillingness among residents to support mixed-use development? Maybe, to some extent. We are a neighborhood of primarily single-family homes, and there could be reluctance among some to accept something different. Is it the alcohol ban? It certainly does limit the pool of potential tenants who could occupy ground-floor commercial space, making some projects seem less viable than others.
If we want anything other than the same old, same old, we have to address major, underlying issues that perpetuate this pattern. It might require thinking differently an accepting a different paradigm for our neighborhood, one in which we embrace a mix of different uses in key areas rather than a separation of them.