Obama’s presidential library: Make it a part of a South Side ‘master plan’

As we get within sight of the Obama’s last year as President the next campaign is heating up: the site for his presidential library. While bids have been presented by the University of Hawai’i and Columbia University in New York, the sheer number of bids coming out of Chicago in addition to the stronger connection the Obamas have with the city put it as the clear front-runner. The potential to have the Obama Presidential Library in Chicago is a boon for the city’s educational, cultural, and tourist scenes and if done well, the project could become a catalyst for positive impact in some of the city’s South Side neighborhoods and ones that need the most help. The bid has one glaring weakness though and it is the fact that beyond the location and the architecture and maybe some minimal streetscape changes, the bids as presented so far indicate little as to how the library can be used to create other improvements to life on the South Side.

This bid has the potential to be a great for the South Side, but it needs to go well beyond the area immediately surrounding the library’s site. Really, a master plan needs to be developed going forward that will be a cumulative effort on the part of the City of Chicago and the City’s local and regional planning agencies, the organizers of the library, and the communities involved to make sure the library isn’t just a one-off that gives quick short boost in economics. The library will in all likelihood be one of the more popular presidential libraries and really bring the number of cultural institutions on the South Side more in line with those in the Loop and on the North Side. The library alone won’t bring the improvements necessary for long-term growth and positive changes in community quality of life however, if it is just plopped down and the rest of the job left to fortune. The plans for the library need to consider two other major factors in improving the areas livability and solidify the South Side’s continued ability to grow: transportation access and green space access.

The reason a master plan that has the presidential library as its catalyzing element better prepares the South Side for redevelopment is that it can be the tool best fit to guide planning for the site in a manner that considers how the library can help long-term goals for positive change on the South Side be reasonably attained. While huge portions of the South Side need investment, the most practical place to begin is Hyde Park. It is one of the better connected and already more developed areas south of the Loop and arguing for more investment here that connects the neighborhood to the Loop and other parts of the South Side makes the most sense. By situating the library in this area not only is it conveniently located to the University of Chicago (and the Obama’s home) it would add to the growing number of sites already there: the Robie House, the Museum of Science and Industry, the DuSable Museum, and Jackson Park. Couple this with increasing development and tourism heading south and better connectivity to the rest of the city can be reasonable demanded, but is better supported because it would be in an area where it can be feasibly implemented.

One of the biggest problems for the area and areas further south is the limited access to transportation into/out of the South Side. A series of moderate to somewhat more intensive changes, but nothing on the scale of the Red Line south extension could dramatically improve transportation access on the South Side. With increasing need to get there, one of the first changes that could be made is turning at least the South Shore/95th Street and the Blue Island branches of the Metra Electric routes into high-frequency mass transit routes. Without even having to invest in new infrastructure the routes could be made into all-day speedy routes simply with new train sets designed for higher speeds and frequency. Think of it as an alternative version of the “L” serving the South Side. Such a change done in conjunction with the presidential library would not just serve people going there, but also thousands of transit users on the south/southeast sides of Chicago. Another potential option is to extend the Green Line all the way east along 63rd Street to the Metra Electric with a terminus at Jackson Park. This would serve as an intermodal transportation hub in Hyde Park/Kenwood that would better connect the CTA Green Line, Stoney Island busses, the Metra Electric routes, and South Shore Line.

Making sure green space is improved and not taken advantage of as developable land is also key to the success of a presidential library on the South Side. As of now, only two proposals call for using parkland for the library, both presented by the University of Chicago. If the goal of the City of Chicago is to improve quality of life for its residents, then the City must actively improve parkland. This should be the basis for preventing further intrusion into green spaces by any sort of building, public or private. However, this doesn’t mean that some green space wouldn’t be improved by such things. The site in Jackson Park should be off-limits to build, but the site proposed by the U of C at the South Shore Cultural Center actually is perhaps one of the few areas in the city where public parkland might be improved because of new construction.

Building the library here would do three things: first, it would help invigorate the South Shore Cultural Center with new life and could potentially be built as an addition to the current building lessening the need to build new structures. Second, it would potentially lead to the conversion of the golf course that currently surrounds the SSCC into a full-blown park accessible to the entire public and bringing continuous green space all the way from Hollywood Avenue in the north to 71st Street in the south. A plan for the library which includes using land fill to complete the small gap between 71st and 75th streets and connecting Jackson Park/the SSCC to Rainbow Beach Park would mean continuous park land all the way to 81st Street and potentially further considering the South Shore development site calls for lakefront park all the way to 95th Street. Finally, it would bring such a burst of activity to the park and cultural center that this spot could truly become a center for culture and community on the South Side.

Community, green space, access to transportation, better quality of life for Chicago residents (especially on the South Side): these are all things that fall within the political ideologies of the Obamas and improving those along side his presidential library would be a true way to honor the President as well as his family. The proposal for a Obama Presidential Library in Chicago need not exist in a vacuum and indeed it may be better done at a level that looks at how it can be a means to make other improvements to positively impact the communities there other than just bringing in tourists. The examples presented above are just a few amongst many potential improvements that can be made first in Hyde Park/Kenwood and then extended beyond those neighborhoods’ boarders into the larger South Side. Without a master plan that considers the long-range goals of the library and the ways in which those goals will be achieved the plans for the library will only be partially successful.

Improving American rail: Chicago’s Union Station, pt. 4 – Let there be light

Perusing photos of Denver’s recently renovated Union Station and newly built platforms reveals one predominant trait: light. The station is amply illuminated by natural light and lots of it. The airy white concave canopy that shelters the platforms below is like a swoop of fluffy clouds moving in from across the high plains. A giant central open-air skylight lets in not just unobstructed views of the big blue skies above, but also the Beaux-Arts head house from the late 19th century. The station is another victory for Skidmore, Owings and Merrill’s (SOM) strong recording in architecture and urban planning. It is also a victory for American intercity and urban passenger rail, because it reminds us that certain things should not be sacrificed when building train stations: passenger comfort, beautiful aesthetics, the interests of the public and light.

Americans seem to have all too gladly embraced the habit of selling air rights above our major rail stations and terminals, especially in larger cities, to developers. The results may include profits and the rents of tenants located directly above platforms, but this is done by sacrificing the ability to provide natural lighting to stations and turning passenger areas in our stations into confusing and unwelcoming networks of corridors and tight platforms. Let there be light, open up the air space above platforms again and the most fundamental experience of the train station, boarding and disembarking from trains will return as a joy to rail travel.

The renewal of Denver’s Union Station is a sign that we’re moving back to what once was. Americans can experience the impact of looking up at light filled, great spaces above them when they arrive at their destination. The adoption of this new model at DUS represents a major cultural change in the USA that may be one of the most important in how we approach passenger rail travel: it gives renewed respect to the places, people and world of rail.

The platforms at Denver's recently redeveloped Union Station will be flooded with light by the open, above ground nature of new canopy over the tracks.

The platforms at Denver’s recently redeveloped Union Station will be flooded with light by the open, above ground nature of new canopy over the tracks.

This is a small victory for American passenger rail. In Denver, the reality of things may be that the amount of available space, the ease with which a renovation at a little used station, and the ample room for future development around the station were what allowed the city, Denver’s Regional Transportation District and Amtrak to go the route they did. This is the route Chicago needs to go in order to improve Chicago Union Station to its former glory. The importance of such a change here though will mean so much more for passenger rail in the USA than smaller victories at places like DUS and hopefully 30th Street Station in Philadelphia, which will also be redesigned for future redevelopment by SOM. While these small changes lead to a greater change nationally, the changes that take place in cities like Washington, D.C., New York City and Chicago set precedents and guide trends in less visible places.

Albeit, smaller changers and incremental improvements may do just as much to increase efficiency and facilitate the movement of people and improve inter-modal connections at CUS, the removal of high-rises above at least a portion of the platforms at Chicago’s Union Station is vital for the long-term renaissance and viability of American passenger rail, because of the symbolic change it represents for the city and the country. It also offers the city the change to re-imagine the station in the same light as the world great stations. (One feature of which seems to be the ability to let natural light into the station.)

While Penn Station in New York City may be the more famous example of station deterioration in the United States, the focal point of so much passenger rail in the USA on Chicago’s Union Station puts it next to Penn Station as one of the most important station’s in the entire national system and as a gateway to the city and a transfer point for thousands of travelers and it represents the meeting point of the American passenger rail network. Yet we have a place that is defined by inefficiency, unsightly aesthetics and crudeness, dysfunction and faults. The willingness to put a light-filled, shed above the platforms at Union Station in Chicago would speak volumes to the renewed emphasis on comfort, passenger experience, efficiency and the complete aesthetics of traveling by rail in the USA. It would put us back onto level playing ground with our peers across the globe.

The platforms of Chicago's Union Station on the other hand are darkened by a low, dark ceiling with limited natural light entering from the open walls of the eastern walls. The ceilings also trap diesel exhaust fumes.

The platforms of Chicago’s Union Station on the other hand are darkened by a low, dark ceiling with limited natural light entering from the open walls of the eastern walls. The ceilings also trap diesel exhaust fumes.

Making such a move in Chicago would be particularly indicative of this change because of the sheer complexity of such a change–such complexity seems to be missing in the Denver and Philadelphia models of station renewal.

The platforms at Chicago's Union Station are hidden below high-rise office buildings like that pictured above, which is directly opposite the older head house.

The platforms at Chicago’s Union Station are hidden below high-rise office buildings like that pictured above, which is directly opposite the older head house.

The office tower above Union Station on the 300 block of south Canal Street is rather larger. However, the city is not devoid of free office space and indeed, there may be no better time to take an active role in spurring change and discussing the demolition of that particular building and moving forward with plans to open the airspace above that block and returning it exclusively to allowing natural light into the platforms of Union Station below. The West Loop and Near West Side of Chicago are showing signs of renewed growth and the space is available to redevelop less important and under utilized blocks into office buildings. A new 75 story tower has even been floated as a possible addition to the western edge of the city’s skyline and the still empty Old US Post Office building is begging for love and development. Develop even a portion of that space and move the offices in building above Union Station there and multiple problems are solved in one fell swoop: the Old Post Office is revitalized, the offices currently above Union Station find a new home near their old homes and life goes on.

The old concourse of Chicago's Union Station allowed ample light to enter  the platform areas of the station.

The old concourse of Chicago’s Union Station allowed ample light to enter the platform areas of the station.

That’s not to mention the open office space in the head house of Chicago’s Union Station that sit empty. Not only could they absorb some of the offices currently located east of the head house, the availability of store front spaces and spaces adjacent to the Great Hall have the potential to house some of the banks, shops and restaurants above the platforms of Chicago’s Union Station. Fill these and the Great Hall is revitalized as well. Put small kiosks at either end of the Great Hall, preserving the large swath of open space it provides, and again, life is brought into that space while shops that would be displaced by the removal of the office tower above the platforms find convenient new homes.

There is no reason why Chicago cannot remodel its Union Station after that in Denver. The infrastructure availability means displaced offices in the tower above the platforms have the means to find new spaces convenient to the station. The station’s head house provides some of this infrastructure and this would add much-needed life to that space.

Symbolically it would elevate the train station to new heights and rejuvenate the role they play in American urban spaces and transportation culture. Doing this in Chicago would also so such changes are possible at all levels and in all cities across the country. It would indeed show that passengers are cared for and rail given the respect it deserves. Great spaces and great experiences are as important to the vitality of rail transportation as efficiency and affordability. It becomes a case of, if built, people will come.

It is without a doubt a dramatic proposal though; to remove all the office towers even on one block of land in the West Loop would be a logistical mess and need to be completed with the utmost efficiency, care and speed. However, if this could be pulled off, which it can, it would say quite a bit about the possibility of actually achieving dramatic change (for the betteR) in the renewed efforts to truly impact how we approach rail infrastructure in the US.

So, let there be light.