CONTENTS

EXECUTIVE SUMMARY ...... 1 Planning Process...... 1 Study Area...... 1 Vision and Development Principles ...... 2 Transit Oriented Development (TOD)...... 2 Planning Framework...... 3 Development Concepts ...... 3 Implementation...... 5 INTRODUCTION...... 6 Community Involvement...... 6 Report Organization...... 7 THE MILWAUKEE AVENUE CORRIDOR STUDY AREA ...... 8 Existing Plans and Studies...... 10 DEMOGRAPHIC AND MARKET OVERVIEW ...... 12 Introduction and Methodology ...... 12 Demographic Overview...... 12 Market Overview...... 15 PHYSICAL CONDITIONS ANALYSIS ...... 22 Existing Land Use ...... 22 Current Zoning ...... 25 Sites of Architectural/Historical Significance...... 27 VISION AND DEVELOPMENT PRINCIPLES ...... 31 A Vision for Milwaukee Avenue...... 31 Development Principles ...... 31 DEVELOPMENT FRAMEWORK ...... 33 Transit-Oriented Development (TOD)...... 33

North Milwaukee Avenue Corridor Plan, November 2008

Planning Framework...... 34 Sites Susceptible to Change...... 37 Sites for Maintenance and Enhancement ...... 39 Green Space/Plaza/Market Infill Opportunities...... 41 DEVELOPMENT CONCEPTS ...... 46 Synthesis of Community Issues...... 46 Design Workshop...... 46 Land Use and Business Mix Preferences...... 46 Current Zoning and Building Heights ...... 47 Concept A: Base Case Scenario ...... 49 Concept B: Opportunity Scenario...... 52 DESIGN GUIDELINES ...... 54 STREETSCAPE & URBAN DESIGN ...... 59 Milwaukee Avenue Streetscape ...... 59 Conceptual Streetscape Improvements...... 62 IMPLEMENTATION AND FINANCING TOOLS...... 66 Implementation Tools...... 66 Residential Development Resources...... 73 Chicago Community Land Trust (CCLT) ...... 73 Sustainable Development Resources...... 74 Public/Open Space Resources ...... 74

FIGURES Figure 1. Community Context...... 9 Figure 2: Fullerton/Milwaukee TIF Boundary...... 11 Figure 3: Existing Ground Floor Land Use by Parcel ...... 24 Figure 4: Existing Zoning ...... 26 Figure 5. Planning Framework ...... 36 Figure 6. Vacancy Graphics ...... 37

North Milwaukee Avenue Corridor Plan, November 2008

Figure 7. Sites Susceptible to Change ...... 38 Figure 8. Sites for Maintenance & Enhancement...... 40 Figure 9. Green Space/Plaza Opportunity Sites...... 42 Figure 10. Conceptual Armitage Area Green Space...... 43 Figure 11. Conceptual Maplewood Area Green Space...... 43 Figure 12. Conceptual Rockwell Area Green Space...... 44 Figure 13. Conceptual Washtenaw Area Green Space ...... 44 Figure 14. Conceptual Under Elevated Tracks Space ...... 45 Figure 15. Current Building Heights ...... 48 Figure 16. Concept A...... 51 Figure 17. Concept B ...... 53 Figure 18. Compliancy of Parking Lots...... 60 Figure 19. Parkway Plantings: Proposed Trees ...... 61 Figure 20. Innovative Bicycle Solutions...... 63 Figure 21. Tree Grates for ADA Compliance...... 63 Figure 22. Usable Art Benches from Around the World...... 64 Figure 23. Light Pole Modifications ...... 64 Figure 24. Creatively Designed Public Spaces...... 65

TABLES Table 1. Affordability Range...... 20 Table 2. Existing Zoning ...... 25 Table 3. Average Annual Daily Traffic ...... 29 Table 4. Average Station Entries ...... 30 Table 5. Business and Commercial Zoning...... 67 Table 6. Floor Area Ratio with Bulk & Density Standards ...... 68 Table 7. Potential Special Service Area 2000 Base EAV ...... 71

North Milwaukee Avenue Corridor Plan, November 2008

ACKNOWLEDGEMENTS

Special thanks to 1st Ward Alderman Manuel Flores and Raymond Valadez, Chief of Staff

Milwaukee Avenue Task Force Lynn Basa, Chair

City of Chicago, Department of Planning and Development Honorable Richard M. Daley, Mayor Arnold Randall, Commissioner Danita W. Childers, Deputy Commissioner Val Zillig, AICP, Assistant Commissioner Mike Weber, Project Manager

Consultants Richard A. Wilson, AICP, URS Corporation/Skidmore, Owings & Merrill LLP Krista J. Kahle, AICP, URS Corporation Ernie Wong, ASLA, Site Design Group, Ltd. Michelle M. Inouye, ASLA, Site Design Group, Ltd. Patricia Saldana Natke, Urban Works Jaime Torres, Urban Works Janice Metzger, Center for Neighborhood Technology

North Milwaukee Avenue Corridor Plan, November 2008

EXECUTIVE SUMMARY

Planning Process Study Area The North Milwaukee Avenue Corridor Plan is the result of a multi- Milwaukee Avenue is a key diagonal street in the City of Chicago, step planning process which began in August 2007 and spanned carrying vehicles, bicycles, buses, and pedestrian traffic. The Study eleven months. Significant public input was sought throughout the Area covers approximately 0.75 miles of Milwaukee Avenue development of the Corridor Plan. Alderman Manuel Flores between Western and California Avenues in the Logan Square appointed a Task Force of residents, property owners, business neighborhood. It is in transition as development pressures increase. owners, and other stakeholders. A series of public meetings was held Opportunities for reuse and redevelopment along the Corridor to discuss issues, opportunities and development alternatives for the include vacant buildings, vacant land, underutilized and deteriorated Corridor. Residents, property owners, business owners, property structures, and incompatible uses. managers, community leaders, builders and developers, and city staff provided input and voiced their opinions and concerns at several Because Milwaukee Avenue is part of a mature neighborhood, the existing land use pattern is an important consideration in the Plan. points throughout the process. Throughout the Corridor, the majority of ground floor uses are Public Involvement commercial, including retail, thrift/discount, restaurant/bar, commercial service, and mixed commercial. Between Western and California there are several sites with vacant land and vacant buildings. The current zoning reflects existing land uses and includes B3, C1, C2, and M1.

The Project Team assessed current conditions and worked closely with the community to develop a vision and strategies to strengthen and guide future development. This Plan identifies means to strengthen and enhance the Corridor through preservation, renovation, and/or redevelopment. Finally, this Plan establishes the framework for private development projects as well as a basis for public improvement along the Corridor.

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Vision and Development Principles The Corridor is facing significant development pressure and there is A Vision for Milwaukee Avenue active debate about what type of development is desirable. Early in “Milwaukee Avenue between Western and California is the planning process, Alderman Flores indicated the desire to have unique within the City of Chicago. It provides a safe, an inclusive community process through which residents, business convenient working, shopping and entertainment district owners, property owners, and community groups could voice their for neighborhood residents and visitors alike. Milwaukee opinions. A community-wide meeting was held to identify public Avenue is identifiable as a live music and cultural hub, and priorities. These have been used to develop the vision and as an area with an interesting mix of old and new, short supporting principles for guiding development. and tall buildings with strong architectural character. Commercial development within the Study Area should be designed Together, these support the success of businesses in the to capture the markets created by residents, employees, and visitors area. Milwaukee Avenue is the focus of a vibrant transit- alike. The close proximity of stores and businesses to adjacent oriented and pedestrian-friendly neighborhood, and is a neighborhoods can also create convenient shopping opportunities model for hip, sustainable urban living.” that benefit both customers and merchants. To be successful, commercial development must include a healthy mix of stores and businesses, and it must have good accessibility and visibility to both pedestrians and automobile traffic. Several “opportunity sites” have Transit Oriented Development (TOD) been identified with potential for new commercial development. TOD allows for mixed-use, vibrant, higher density areas that While redevelopment might take place over a period of years, encourage people to live near transit, thereby reducing their redevelopment should not occur as a series of isolated and unrelated dependence on automobiles. TOD principles and goals should be projects. factored into developments along the Corridor. The density of residential and commercial development should be increased near the Western and California train stations to take advantage of less restrictive parking requirements and the convenience of transit.

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Planning Framework The Planning Framework was developed to identify and prioritize Planning Framework important locations and characteristics to be addressed in this study. These include opportunities for private redevelopment and public improvement needs. Inclusion of sites in this section does not imply that redevelopment will occur.

Auto-Oriented Redevelopment Sites are characterized by development that is set back behind large surface parking lots. These sites are the highest priority for redevelopment. Other Redevelopment Opportunity Sites appear to be underutilized or configured in a manner that detract from a pedestrian orientation of the Corridor, and offer opportunities for redevelopment. Sites for Maintenance and Enhancement are buildings that are visually interesting and that contribute to the pedestrian feel of the Corridor, though some may suffer from deferred maintenance. City-Identified Character Structures have been identified as “Significant Properties” in the City’s historic resource survey. Green Space/Plaza/Market Opportunity Sites may exist with large site redevelopment, acquisition and improvement of individual parcels, and by creatively using the land underneath the Blue Line and near the Western and California train stations. Under ‘El’ Parking are areas under the CTA elevated train that are suitable for parking use to support corridor businesses.

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Development Concepts There are precedents for this scale of infill development throughout Chicago utilizing construction components such as glass curtain wall The Concept Plans illustrate the desired future conditions and construction in addition to traditional brick construction. This character of the Corridor. They are a tool for thinking broadly about introduces a fresh, modern architectural character and appeal. The how the Corridor and the neighborhood should develop to meet establishment of a visually-rich, architectural backdrop along this local and city-wide goals and achieve the community vision. The stretch of Milwaukee Avenue is in keeping with the stated vision of plans may be used as an outline for the location of different land uses establishing a live music and arts scene in the Corridor. and amenities, as well as urban infrastructure such as roads, sidewalks, transit, and streetscape that can support development. Concept A The Concept Plans do not mandate development, rather they establish a framework for how development should occur as owners decide to intensify or change the use of their property.

Concept A: Base Case Scenario This concept depicts development that incorporates previously defined opportunities. Development densities are illustrated at a four-story height in accord with modern standard neighborhood- scale corridor redevelopment. Ground floor commercial uses are depicted in red. Upper floor uses, which could be a mix of residential, office or parking, are shown in light orange. Development similar to Concept A can be found along other stretches of Milwaukee Avenue in the city, as well as other corridors such as Clark Street and Lincoln Avenue.

Concept B: Opportunity Scenario Concept B This scenario incorporates the open space recommendations of Concept A along with the rehabilitation and infill vision for the sites primarily situated in the southeastern half of the Corridor. The primary difference illustrated in Concept B is the allowable development density. This scenario envisions the development of taller buildings so that this portion of Milwaukee Avenue can be distinguished from other areas along the Corridor and within the City. This strategy delivers an attractive benefit for leasing to retailers and grocers, as well as restaurant and entertainment purveyors.

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Streetscape & Urban Design Innovative Bicycle Solutions In addition to site and building redevelopment, a range of projects should be considered within the public rights-of-way to enhance the image and appearance of the Corridor and create a safe, attractive, and “hospitable” working, living, and leisure-time environment. Public sector improvements can help promote new private investment and development as well as attract additional visitors and business patrons to the area. Tree Grates Due to its proximity to public transportation, the diverse mix of land uses, and presence of adjacent residential development, the Corridor should be improved so that pedestrians, bicyclists, and vehicles can move safely and efficiently between the various destinations in and around Logan Square. The Study Area should become a safer, more attractive, and convenient environment for both motorized and non- motorized modes of transportation. Art Benches The guidelines presented in the Plan provide a preliminary framework for the design treatment of streets, sidewalks, crosswalks, streetscape facilities, lighting, benches, and other pedestrian amenities.

Implementation Creative Public Space The North Milwaukee Avenue Corridor Plan provides a guide for improvement and redevelopment within the Study Area. Formal adoption of the Plan is only the first implementation step.

Continuing action toward the vision and guiding principles is necessary for the recent planning efforts to have a lasting impact. Implementation will require numerous partnerships between the City of Chicago Departments of Planning and Development and Transportation, the Alderman and other elected officials, neighborhood residents, community organizations, and the private sector. For a full list of financing and implementation tools, please refer to the “Implementation and Financing Tools” section of the Plan.

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attended meetings and offered their recommendations to improve INTRODUCTION the Corridor. URS, in conjunction with Alderman Manuel Flores (1st Ward), the City of Chicago Department of Planning and Development (DPD), Key Meetings Site Design Group (SDG), and Urban Works (UW), also called the ƒ Kick-Off Meeting at Acme Art Works (August 2007) “Project Team”, is pleased to present this Plan for the Milwaukee Avenue Corridor. The Study Area (“Study Area”) covers ƒ Walking Tour (November 2007) approximately 0.75 miles of Milwaukee Avenue (the “Corridor”) between Western and California Avenues. ƒ Community Meeting at Center for Neighborhood Technology (November 2007) The Project Team assessed current conditions and worked closely with the community to develop a vision and strategies to strengthen ƒ Existing Conditions Review (February 2008) and guide future development in the area. This Plan sets forth the ƒ Business/Property Owners Meeting and Questionnaire community’s vision for the Study Area and identifies development (March 2008) strategies for improving the function and character of the Corridor. This Plan identifies strategies to strengthen and enhance the Corridor ƒ Design Workshop (April 2008) through preservation, renovation, and/or redevelopment. Finally, this Plan establishes the framework for private development projects and ƒ Draft Plan Presentation and Recognition of Task Force justification for public improvement within the Study Area. (July 2008) ƒ Plan Review Session, July 2008 Community Involvement The planning process began in late August 2007 and spanned eleven months, until July 2008. Community stakeholders participated in every phase of the Members of the Task Force on the development of this plan. Alderman Flores appointed a broad-based walking tour group of residents, property owners, business owners, and (November 2007). representatives from local organizations to help guide the planning process (the “Task Force”). Information was provided to the general public via local newspapers, flyers, and the 1st Ward website. URS met with business and property owners, administered a questionnaire, and conducted several key person interviews to solicit stakeholder input. A series of public meetings was held throughout the process to discuss issues, opportunities and development alternatives for the Corridor. Throughout the process, the Task Force

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Streetscape & Urban Design: This section identifies existing Report Organization conditions and illustrates potential locations for parkway treatments, lighting improvements, benches, and other public-right-of-way This Plan is divided into the following sections: improvements. Introduction: This section provides an introduction to the Plan Financing & Implementation: The final section identifies tools and document, an overview of the Corridor, and summarizes existing financial programs to implement recommendations identified in the relevant plans and reports. Plan. Demographic & Market Overview: This section provides an overview of key demographics and market summary points. Detailed tables and data obtained in the Market Overview are found in the Appendix.

Physical Conditions Analysis: This section summarizes the results of the data collection and analysis undertaken as a first step in the planning process. It includes maps and text that describe current conditions s related to land use, zoning, significant buildings, and transportation systems. Vision & Development Principles: This section articulates the community’s vision and sets standards for new development, redevelopment, and public improvements along the Corridor. Development Framework: This section identifies the major development influences along the Corridor. Transit-oriented development principles, along with the community’s vision, form the framework upon which most of the planning concepts are built. Development Concepts: This section contains physical plans for the Corridor that identify potential development sites and preferred development concepts. Design Guidelines: This section presents design guidelines that should be used by the City to promote high-quality, compatible new developments and compatible improvements to existing structures within the Study Area.

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a Chicago Fire Station House, , and the Wicker Park and Logan THE MILWAUKEE AVENUE CORRIDOR Square Branch Libraries, all near the Study Area. STUDY AREA The stretch of Milwaukee Avenue between Western and California Avenues is under transition as development pressures increase. Milwaukee Avenue is a key diagonal roadway in the City of Chicago, Opportunities for reuse and redevelopment along the Corridor carrying vehicles, bicycles, buses, and pedestrian traffic from include vacant buildings, marginal and deteriorated structures, and downtown to the northwest suburbs. It is a major arterial street that incompatible uses along a primarily commercial corridor. There are serves as a regional traffic carrier. The CTA Blue Line, the #56 also upper floor vacancies that may be appropriate for reuse and a Milwaukee bus line and a dedicated on-street bike lane provide number of vacant parcels are available for development. Small alternative modes of travel for non-motorized vehicles. Ridership pockets of deferred maintenance and deterioration exist. The along the Blue Line has steadily increased over the past few years. Corridor contains some buildings with architectural and historic value. However, several of these would benefit from storefront The Study Area section of Milwaukee Avenue is a well-developed design improvements, rehabilitation and repair, and signage street that consists of a diverse mix of land uses developed in a linear improvements. pattern with buildings usually fronting the street. Many buildings are developed on small, single parcels, with upper floor residential units above some buildings. Compared to other sections of Milwaukee Figure 1 illustrates the Study Area within the larger community Avenue, this section is built out at a lower density. Most buildings context. are one or two stories. Parking is provided on-street, with some off- street parking located in front of buildings. The street grid is interrupted along the Corridor, which has resulted in irregular parcelization in several spots. Land uses include retail, restaurants, service, and residential (mainly upper floor rental units). The landmarked Congress Theater and Margie’s Candies at Armitage and Western Avenues attract visitors from all over Chicago.

The Study Area is fortunate to contain a number of assets. It is close the Logan Square Boulevards District, which consists of Logan, Humboldt, Kedzie, and Palmer Boulevards. This is a protected historic district that provide green/open space to the community. The future Bloomingdale Trail, which will be developed into a biking/walking path, is located to the south. Humboldt Park is close by. There are also a number of community institutions, including Chase and Goethe Schools, the 13th District Chicago Police Station,

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Figure 1. Community Context

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Existing Plans and Studies NCP is a major long-term initiative of LISC to support comprehensive A number of plans, studies, and reports have been completed that development in Chicago neighborhoods. It seeks to rejuvenate have a bearing on the existing conditions in the Study Area and help challenged communities, bolster those in danger of losing ground, form the foundation upon which to build this Plan. These documents and preserve the diversity of areas in the path of gentrification. Each are summarized below. effort is being led by a neighborhood agency that coordinates

programs among other local organizations and citywide support A Place to Stay, A Place to Grow groups Logan Square Neighborhood Association (LSNA)/ Local Initiatives .

Support Corporation (LISC) /Chicago’s New Communities

Program (NCP), Quality of Life Plan, May 2005 Logan Square Open Space Plan

Increasing and Improving Parks in the Logan Square Community Working with LISC, a large planning task force, participants from the Area (Chicago Park District and the City of Chicago Departments community, and private consultants, LSNA produced a plan that of Planning and Development and Transportation, 2004) identifies strategies and projects to be implemented over a 3-5 year timeframe. More information can be found online at http://www.newcommunities.org/communities/logan/ or Logan Square is one of Chicago’s most densely developed areas, http://www.lsna.net/home. Presented below are the eight strategies with less open space than any other community except South and projects found in that plan. Relevant strategies are italicized. Lawndale. A plan was created to address the need for more open space, including both passive “green” space and active recreational 1. Preserve and expand affordable housing. space. The Open Space Plan has four primary goals: 2. Expand and improve parks and recreational programs, and create new community spaces. 1. Increase the amount of public open space with parks, 3. Improve and expand model school programs, and foster plazas, gateways, greenways, and other outdoor areas. education opportunities for residents of all ages. 2. Improve the quality of existing open space and add more 4. Revitalize key commercial Corridors by working with opportunities for active recreation. elected officials, businesses, and property owners. 3. Investigate recreational and open space opportunities along 5. Support industrial retention and business development. the unused Bloomingdale rail line. 6. Improve the health, safety, and well being of Logan Square 4. Work with the community when buildings or tracts of land residents and families. go on the market in areas not served by open space to 7. Support local arts organizations, promote art activities, and assess the feasibility of these sites for open space. expand arts programming and cultural events. 8. Build community leadership and enable all residents, young To supplement these goals, this Plan provides eleven key and old, citizen and non-citizen, to participate effectively in recommendations, which, when implemented, will create over decisions affecting their lives.

North Milwaukee Avenue Corridor Plan, November 2008 10 fifteen acres of new open space in Logan Square. Some of these are 24th year, or 2024). The TIF boundary covers five Chicago wards: either underway or will be starting soon (as of 2008). 1st (Flores), 35th (Colon), 26th (Ocasio), 30th (Reboyras), and 31st (Suarez). Figure 2 illustrates the TIF district boundary within the Study The entire Open Space Plan can be downloaded from the City of Area. Chicago’s Department of Planning and Development website. See the “Community Plans” section on the Department’s homepage. Figure 2: Fullerton/Milwaukee TIF Boundary

Fullerton/Milwaukee Tax Increment Financing (TIF) District Redevelopment Plan and Project (October 1999 and December 2004) The City of Chicago has established TIF districts throughout the City to help redevelop blighted areas, build and repair roads and public infrastructure, clean up polluted land, and put vacant properties back on the tax rolls. The City’s investments in the TIF districts are repaid through improved, productive properties that become new, permanent revenue generators. TIF can be a tool for implementing a community-based revitalization plan by encouraging affordable housing development, improving infrastructure, putting vacant land and buildings to productive use, and meeting other local needs. The Fullerton-Milwaukee TIF encompasses portions of the major commercial corridors in Logan Square: West Armitage Avenue from North Ridgeway to North Milwaukee Avenue, West Fullerton Avenue from North Kimball Avenue to North Mozart Street, West Belmont Avenue from North Tripp Avenue to North Hamlin Avenue, and Milwaukee Avenue from West Homer Street to West School Street. The Project Area was designated in February 2000 and may be terminated no later than February 2023 (with taxes collected in the

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neighborhood as potential market areas and help us understand the DEMOGRAPHIC AND MARKET OVERVIEW size of the potential market for different consumer goods. The 0.25- to 0.5-mile ring represents the typical walking distance for transit– oriented and neighborhood businesses. The 0.5- and 1-mile rings Introduction and Methodology were chosen to illustrate neighborhood and larger community The following market analysis for the North Milwaukee Avenue demographics. The larger ring areas also helps evaluate market Corridor Study will be used to assist a coordinated long-range conditions for other uses, such as a grocery store. redevelopment plan for this area. Planning studies that emphasize implementation should include a market analysis to identify Information about population was gathered from the 1990 and 2000 redevelopment opportunities that are economically feasible and US Census and estimates and projections for 2007 and 2012. reasonable given local business and real estate market conditions. Detailed tables illustrating these characteristics and trends, as well as This approach tempers creative visions with economic reality and trade area maps, are provided as Appendix items. Highlights are improves the chances of a plan’s actual implementation. The market described below. analysis findings provide a framework for the overall redevelopment plan and document the marketplace to interested potential Population and Household Size developers. This report examines the potential for new and in-fill development of • Population within the Study Area and surrounding residential and retail sectors in regard to long-term redevelopment of community has remained at a relatively stable number and is North Milwaukee Avenue. The findings and recommendations set not projected to change significantly. forth in this report are based on a combination of several data resources and research methods. • In 2007, the population within 0.25-miles of Milwaukee Avenue and Rockwell Street was estimated at approximately Demographic Overview 5,607. This represents an increase of approximately 0.1% since the 2000 census. Demographic characteristics of the population play an important role in planning the redevelopment of the Study Area. Population, age, • Within the 0.5-mile ring, the population increases income, race, education, and traffic variables influence which significantly, estimated at 21,174 with a growth rate of 0.7%. retailers will consider a site, and indicate the potential buyer profile Population is projected to decrease slightly by 2012 within for residential units within the trade area. both the 0.25- and 0.5-mile rings to 5,576 and 21,174, Demographic data for the area around the Corridor were measured respectively. in rings representing a 0.25-, 0.5-, and 1-mile radii from the intersection of Milwaukee Avenue and Rockwell Street (roughly the • Within a 1-mile ring, the population grew by 2.7% since mid-point) of the Study Area. These rings were chosen to provide a 2000 with an estimated total population of 70,400 in 2007. snapshot of the immediate Study Area and the Logan Square

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Population is projected to increase slightly by 2012 (1.3%) to mile and approximately 51.4% residents within 1 mile an estimated total of 71,324. identify themselves as white. Approximately 3.9% of the population within a 0.25-mile identify themselves as black or • The 2007 population includes approximately 1,978 African American alone. These percentages increase to households within a 0.25-mile radius, 7,634 households approximately 4.2% as the radius increases to 0.5 mile and within a 0.5-mile radius, and 26,448 with a 1-mile radius. The 7.3% within 1 mile. number of households within a 0.25-mile radius is expected to increase by about 0.7% between 2007 and 2012, and the Age number of households within a 0.5-mile radius is expected to increase by about 1.7% over the same time period. Within • The median age of residents within the 0.25-, 0.5- and 1- mile the 1-mile radius, the number of households is expected to radius is just over 32. increase by about 2.2%.

• The largest age cohorts represented by the population of the • The majority of households consist of 2 to 3 persons. The Study Area are the 25 - 34 and 17 and under cohorts. average household size within the 0.5-mile radius is 2.8 Approximately 63% of the area population falls into these persons which is slightly larger than average household sizes two age groups. This number remains consistent as the in the 1 mile radius. trade area is expanded from a 0.25-mile radius to a 0.5-, and

1-mile radius.

Race and Gender • Nearly 75% of the population within a 0.5-mile radius is over the age of 17, and this percentage also remains fairly • The 2007 population within the market Study Area is mainly constant throughout the larger area. Between 6 and 7% of “Hispanic or Latino” and “White”. The area has a substantial the area population are over the age of 65. Hispanic population; approximately 67.8% of residents within a 0.25-mile radius identified themselves as Hispanic or Educational Attainment Latino. The relative size of the Hispanic/Latino population decreases slightly, but is still the dominant population • Slightly more than 44% of the population over age 25 within category as the Study Area is expanded. Approximately the 0.25-mile radius has not completed high school or the 63.4% of the residents within 0.5 miles, and 56.6% within 1 equivalent level of education. Approximately 20% of the mile identify themselves Hispanic/Latino. population possesses a high school degree as their highest

level of education, and an additional 12% have some college • A large percentage of residents are self-classified as white, education, including nearly 3% who possess an associate according to U.S. Census and Claritas data: 48.9% of degree. Approximately 14% of the population has residents within 0.25 miles; 48.9% of residents within 0.5-

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completed a bachelor’s degree and 7.5% have completed 39% not in the labor force. As the radius is expanded, an advanced degree. employment rates increased and participation in the labor force is higher. The unemployment rates remain between • Educational attainment levels increase as the rings become 4% and 5% at all larger rings. larger. At the 0.5-mile radius, 16% of the population have achieved a bachelor’s degree; almost 17% possess a high • The majority (over 80%) of workers over age 16 are school degree as their highest level of education, and 8.5% employed in the private, for-profit sector. Approximately 7% have achieved a master’s degree or higher. At the 1 mile of workers are employed in the private, non-profit sector and radius, 17% possess a high school degree as their highest 9% are employed at various levels of government, mainly level of education, 19% have attained a bachelor’s degree, local. An additional 4% of workers are classified as self- and 10% have completed an advanced degree. employed. There is not a significant variation in employment sectors as the Study Area is expanded from a 0.25-mile to 1 Income mile radius.

• The occupation employing the greatest percentage of • Average household income for 2007 in the 0.25 mile radius residents in the larger market area is sales and office, was estimated at almost $49,500; $58,000 at the 0.5 mile employing between 21% and 26% of residents within the radius; and $66,000 at the 1 mile radius. The median larger radii. Production, transportation and material moving household income for the City of Chicago is $62,748. is another large sector of employment, with between 27% in

the 0.25-mile ring and 18% in the 1-mile ring employed in • Median household incomes and average household incomes that sector. Professional and related occupations is another increase as the trade area is expanded. Per capita household main sector, employing between 18% in the 0.25-mile ring income, which was almost $17,500 for households within a and almost 26% in the 1-mile ring. Construction, extraction, 0.25-mile radius in 2007, increases to $21,000 at the 0.5-mile and maintenance employs between 5% and 7% of the radius, and $25,000 at the 1 mile radius. population in the total Study Area.

Employment • Within a 0.25-mile radius, 49% of workers are classified as white-collar and this percentage increases to closer to 61% • Approximately 53% of the population over age 16 and within a 1-mile radius. within a 0.25-mile radius were employed in the civilian workforce in 2007. Unemployment within the same area • Almost 34% of workers living within a 0.25-mile radius are was estimated at 4%, and 43% of the population were not in classified as blue collar and approximately 17% as service. the labor force. In the City of Chicago, the comparable The percentage of workers in both these categories is lower percentages were 55% employed, 6% unemployed, and for the 0.5 and 1-mile radii.

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Commuting • A large portion of the housing stock in the area is in multi- unit buildings. 35% of units are in buildings of 3 to19 units. A significant percent (30%) are in 2-unit buildings. • The most common form of transportation to work in all three

radii was driving alone, with almost 45% of employed • The median year built for housing in the area is 1939; this is residents commuting this way. An additional 21.5% fairly consistent within the larger rings. carpooled, the third highest mode of transportation.

• Average length of residence in the 0.25-, 0.5-, and 1-mile • The second most common form of transportation to work in rings is between 7 and 8 years. all three radii was public transportation, with approximately 28% of employed residents commuting this way. The percentages of residents who drive along and take public Market Overview transportation are similar in the larger trade areas. This section highlights and incorporates the analysis of existing economic and real estate conditions within the Milwaukee Avenue Corridor Study Area, focusing on the retail and residential market Housing sectors. Each sub-section concludes with a summary of the land use’s potential market-based development opportunities. The following sections highlight the findings of the market analysis. • Approximately 2,000 occupied housing units were identified within a 0.25-mile radius of Milwaukee Avenue and Rockwell Street in 2007. Of these units, approximately 520, Retail Sector or 26.3%, were owner-occupied and 1,457, or 73.7%, were The Corridor has a mix of general retail, restaurant/dining, and renter-occupied units. As the trade area expands to a 0.5- commercial service establishments. Many of these occupy the first mile radius, the percentage of owner-occupied units floor, with several mixed-use buildings containing residential units increases to 30%, and as the trade area was expands to a 1- above the ground floor. Most of the commercial activity is retail as mile radius, the percentage increases again to 32%. opposed to service uses, although the Study Area contains several banks, a few insurance agencies, hair/nail salons, and other • The average home value for owner-occupied units within a miscellaneous businesses. The Corridor contains a mix of national 0.25-mile radius of Milwaukee and Rockwell in 2007 was retailers (such as Walgreens and CVS) and fast food restaurants $292,803. Average home values were higher for the larger (McDonald’s, Kentucky Fried Chicken) along with locally-owned rings, increasing to $352,505 for the 0.5-mile radius, and businesses and restaurants (such as El Cid). Four coverage maps are $374,148 for the 1-mile radius. located in Appendix B and show the exact locations of several types of retail and consumer services within a 1-mile radius of the Study Area. These businesses draw in not only Study Area residents, but also customers from nearby neighborhoods and the entire City of

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Chicago. Throughout the community outreach phase of the study, entertainment venues in the entire city. Designed by Friedstein & most people noted the popularity of these businesses and the Co., the Congress is one of the last of the city’s classic movie character they bring to the Study Area. “palaces.” The Congress Theater provides diverse entertainment opportunities that attract patrons from all over Chicago. The In addition to the permanent establishments, there are several street Congress hosts concerts, roller derbies, professional wrestling, vendors who sell food and merchandise from carts or tents along the boxing, movies, theatrical productions, parties, weddings and events Corridor. During the walking tour on November 3rd, 2007, in nearly every format imaginable. In particular, the theater boasts a participants stated that they liked the diverse and lively element that past roster of one of the most eclectic line ups of musical artists of street vendors brought to the Corridor, in spite of the fact that any venue in the world (adapted from the Congress Theater’s (possibly) most of them are unlicensed and technically illegal. website: http://www.congresschicago.com/). According to the There are commercial concentrations outside of the Study Area. manager, the Theater is now starting to do cosmetic work on the Elston Avenue, which is within 1-mile of the Study Area, is a major building after doing important work on the structure. The building commercial thoroughfare of “big box” shopping. Most of the nearby sat empty a long time and was in need of significant rehabilitation. In commercial establishments are located along Elston, including Strack addition to the performance space, the building contains rental & VanTil Grocery Store, Target, Home Depot, JoAnne Fabric & apartments on the second floor and ground floor retail space. Crafts, PetsMart, Pep Boys, and others. One of the major trendy Retail Coverage shopping, entertainment, and dining destination areas of the City, Wicker Park/Bucktown, is found to the southeast of the Study Area. To obtain an understanding of the concentration of retail stores in However, the commercial activity that characterizes Wicker proximity to the Study Area, URS analyzed the locations of a variety Park/Bucktown has not begun to grow northwest into the Study of retail categories in and around the Study Area. Appendix B Area. contains detailed information on retail coverage research. The categories included the following types of merchandise: Another (much smaller) retail and commercial node lies northwest of the Study Area along Logan Boulevard. Notable establishments • Food Stores include Lula Café, Dunlay’s on the Square, Wolfbait and B-Girls, • Book Stores Boulevard Bikes, and Fleur. California Avenue, north of Fullerton, is • Restaurants, Cafes, Coffee Shops, Bakeries, and Bars becoming a burgeoning “restaurant row”, with a number of locally • Drug Stores owned restaurants (Buona Terra, Rustik, Haichi’s Kitchen), • Clothing Provenance (a small wine and cheese shop), and a Starbucks on the • Pet Supplies southeast corner of California and Logan Boulevard. • Shipping The largest commercial establishment in the Study Area is the • Art Supply, Fabric & Craft, Florists Congress Theater at 2125 N. Milwaukee Avenue. It is one of the • Medical Office largest independent theaters in Chicago. The Congress is an official • Dry Cleaners Chicago City landmark and one of the largest and most unique • Health Clubs/Gyms

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• Day Care • There are still gaps in day care, dry cleaners, florist, health • Pet Supplies clubs/gyms, medical office, shipping • Shipping Retail Demand

If the potential spending power in an area is higher than actual Retail Supply expenditures, residents’ spending is occurring outside of the trade Significant gaps exist in coverage patterns for all major retail area (“leakage”), which may indicate opportunities for retail categories, suggesting an opportunity for new store development development within the trade area to meet local needs. If actual along the Corridor. Specifically, within the 0.25 mile and 0.5 mile expenditures in an area are higher than the area’s potential resident radii, gaps exist in the following categories: spending power, there is an inflow of non-residents making purchases in the trade area (“surplus”). In this case, there may be • Grocery Stores opportunities for additional retail development to capitalize on an • Coffee Shops, Bakeries established “destination,” depending on the current mix of • Health Club/Gym businesses. • Day Care Within a 0.25-mile radius, total retail sales are estimated at $67 • Florist million in 2007. Retail supply is estimated at $47 million, indicating • Shipping an out-flow of $20 million. Specific retail sectors with a greater demand than supply include: motor vehicle and parts dealers; While there is little coverage within the 0.25- and 0.5- mile radii for electronic and appliance stores; food and beverage stores; gasoline the stores identified above, the trade area is typically larger, thus, stations; clothing and accessories; sporting goods, hobby, book and there may not be a market or development opportunity if enough of music stores; miscellaneous; and foodservice and drinking places. these stores exist within 1 to 2 miles. Within a 0.5-mile radius, total retail sales are estimated at $207 Coverage improves when examining the 1 mile radius: million in 2007. Retail supply is estimated at $90 million, indicating an out-flow of $117 million. The only retail category with a greater • There is one grocery store (Strack & VanTil on Elston supply than demand is health care and personal stores. This Avenue), a pet supply store, an a number of retail indicates that a large amount of shopping needs are met outside of establishments on Elston Avenue the 0.5-mile ring.

• There is a significant concentration of food sales (including Within a 1-mile radius, total retail sales are estimated at $700 million bakery, bar, café, coffee shop, and restaurants) to the south in 2007. Retail sales are estimated at $697 million, indicating a much of the Study Area on Damen Avenue and at the smaller-out flow (as compared to the smaller rings) of almost $3 Milwaukee/Damen/North intersection million. Retail categories with a greater demand than supply include motor vehicle and parts dealers; gasoline stations; sporting goods,

North Milwaukee Avenue Corridor Plan, November 2008 17 hobby, book and music stores; miscellaneous stores; and With new residential growth, additional personal service foodservice and drinking places. establishments (such as day cares, gyms/health clubs) and niche retailers/shops could be attracted to the Study Area. Small, specialty Estimated Leakage and Opportunity Analysis niche retail is another commercial cluster that may be well suited for Potential aggregate retail spending power for the 1 mile radius was the area. Specific suggestions include: estimated at $307 million based on the typical retail spending patterns of $12,600 for households with incomes in the $40,000 to • Bookstore $49,999 range. (The Study Area’s median household income for • Food and beverage stores 2007 was estimated at $47,245, and there were 26,448 households • Clothing and accessories within a 1-mile radius). • Sporting goods • Hobby, book and music stores Summary • Miscellaneous (such as florists, office supplies)

Based on our research regarding socio-economics of the area, retail expenditure trends, retail coverage patterns, current mix of businesses in the Study Area, future growth potentials, and physical location and accessibility of the Study Area, we conclude that the Study Area could attract various types of retail over the next ten years taking advantage of the densely populated neighborhoods around the Study Area and the substantial traffic along Milwaukee Avenue. Currently, shoppers leave the area to shop, including trips to Elston Avenue, Wicker Park/Bucktown, and other parts of Logan Square. People may reduce their consumption and may not purchase items that they otherwise would purchase if more retail options were available. While some local shoppers will continue to leave the area to shop, there is potential to capture local spending within the Study Area.

It may be difficult to attract national brand/chain retailers to the Corridor due to its narrow lots and parcel depths. Therefore, any redevelopment should promote the improvement of existing retail space and development of new retail space to attract individual entrepreneurs seeking to expand their establishments into new locations. In addition, developers should be incentivized to include retail space as part of new residential development in the Study Area.

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within a 0.5-mile radius was $352,500; and $374,100 within Residential Sector a 1-mile radius. • Median home sales in Logan Square in 2006 were estimated at $355,000 and at $362,000 in 2007 (City of Chicago Fact URS reviewed existing and potential new supply of residential units Book). both within the Study Area and greater Logan Square. Logan Square has been the primary focus for review of the new residential supply • In nearby communities, prices varied. Median home sales in because of the residential growth that has occurred throughout the Humboldt Park were estimated at $270,000 in both 2006 community. A high-level review of residential sales in nearby and 2007 (City of Chicago Fact Book). In West Town, the communities has revealed the price points of units in the Wicker comparable figures were $395,000 and $382,000 (City of Park and Bucktown neighborhoods are feeding development to the Chicago Fact Book) in 2006 and 2007, respectively. northwest, starting in the eastern side of Logan Square. Demand This survey is a good indicator as to which housing types and price • A search on the Chicago Tribune’s Real Estate website points are in demand in the Study Area, as well as potential buyer showed total sales volumes for condominiums sold in Logan profiles. The focus of this analysis is on condominium and attached Square: units, though data on different housing types were utilized in some ƒ 946 in 2007 cases. Single family, detached homes are not allowed under current ƒ 762 in 2006 zoning and are better located on residential streets. It is unclear how ƒ 724 in 2005 the on-going housing downturn and economic recession will affect ƒ 555 in 2004 the condominium market. ƒ 421 in 2003 The average sales volume, per year, was 682. Current Price Points • Recent sales data from Multiple Listing Service shows • Average monthly rents for a one bedroom in Logan Square median selling price is $286,500 for 2 bedrooms/2 (2006) were estimated at $500 to $650; $725 to $1,000 for bathrooms. a two-bedroom and $800 to $1,300 for a three-bedroom. • Recent sales show that most units are being sold with • According to the Retail Chicago report (prepared by parking spaces. MetroEdge & LISC): • Total number of sales (for all residential units; not just condominiums) for 2005, 2006, and 2007 varied between ƒ Single family attached units have risen significantly in 615 and 660 units (50 to 55 units/month) with an average value in Logan Square. The five-year price change time on the market between 89-125 days. (2001-2006) was +44%, while the ten-year price (1996-2006) change was 175%. Single family • According to Claritas, average home value for owner- detached units increased by 95% and by 385% over occupied units within a 0.25-mile radius was $293,000; the same time period.

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sales price of $730,000 in 2006; a five year price ƒ In Humboldt Park, home values have not realized change of 73%, and a ten year price change of the same rates of growth as in Logan Square. The 327%. five-year price change (2001 to 2006) was +56% for single family attached units (the ten-year price Affordability Analysis change was not available). Single family detached units increased by 103% and by 189% over the The following table shows estimates of the home purchase prices same time period. Values are lower: the median that could be supported by the various income categories of sales price of a single family attached unit in 2006 households in the three radii. These estimates of affordable home was $222,438 and $228,000 for a single family prices are based on simplified calculations assuming a 30-year detached unit. mortgage at an interest rate of 6.5%, with the buyer applying 25% of income to the payments. The table below shows two scenarios---one ƒ In West Town, values have increased significantly. assuming a 5% down payment and the other, a 20% down payment. The median sales price in 2006 was $377,384 for a First-time homebuyers are assumed to make a 5% down payment, single family attached unit; the five-year price while move-up buyers are assumed to make a higher down payment, change was 30%, and the ten-year price change was based on having built equity in their first home. 135%. Single family detached units had a median

Table 1. Affordability Range

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles Approximate Affordable Home Price

Household Income #% #% #%First Time Buyer (5% down) Move-Up Buyer (20% down)

Income Less than $15,000 382 19 1,269 17 4,215 16 Less than $52,000 Less than $62,000 Income $15,000 - $24,999 271 14 964 13 2,809 11$ 52,000 -$ 82,000 $ 62,000 -$ 103,000 Income $25,000 - $34,999 234 12 922 12 2,828 11$ 82,000 -$ 115,000 $ 103,000 -$ 144,000 Income $35,000 - $49,999 320 16 1,232 16 4,131 16$ 115,000 -$ 165,000 $ 144,000 -$ 206,000 Income $50,000 - $74,999 350 18 1,344 18 4,874 18$ 165,000 -$ 247,000 $ 206,000 -$ 309,000 Income $75,000 - $99,999 221 11 796 10 2,853 11$ 247,000 -$ 330,000 $ 309,000 -$ 412,000 Income $100,000 - $149,999 142 7 689 9 2,738 10$ 330,000 -$ 495,000 $ 412,000 -$ 618,000 Income $150,000 and above 57 3 154 4 690 5 Greater than $495,000 Greater than $618,000

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• First-time buyers from Wicker Park, Bucktown, and nearby that many condominium buildings were converted from neighborhoods typically find greater affordability in Logan rental units, great potential for conversion exists, because of Square, as housing prices have risen dramatically in parts of the large supply of rental units in the Study Area. West Town. • The Study Area is primarily a commercial corridor, with no • The 2007 median household income was estimated at ground floor residential. Current zoning does not allow for almost $40,000 in the 0.25- mile ring, $43,000 in the 0.5- ground floor residential. Under the current zoning, all mile ring and $47,000 within 1-mile ring. projects that include residential will be mixed use. • Within the 1-mile ring, the largest percentage (18%) of potential buyers has incomes in the $50,000 to $74,000 Summary range. For first time buyers, the target price range is $165,000 to $247,000. Move-up buyers with similar Potential residents would find the Study Area highly desirable as a incomes would be in the $206,000 to $309,000 target price place to reside due to the close proximity to downtown Chicago, range. strong transit location, character of the Corridor and surrounding • Within the 1-mile ring, the second largest (16%) percentage neighborhood, sense of community, and steadily increasing property of potential buyers has incomes in the $35,000 to $49,999 values. Future development in the Study Area should capitalize on range, which puts them in the $115,000 to $165,000 range these assets. A range of product types, including three or more for the first-time buyer and $144,000-$206,000 for the move- bedrooms, would provide options for families who want to take up buyer. advantage of the location and nearby schools. Higher density • However, 16% of the population within 1-mile has an housing is often attractive for young couples, as well as new families, income of less than $15,000, making them unlikely buyers. singles, and empty-nesters looking to downsize their housing units and spend less time on home maintenance and repair. These Supply residents are drawn to urban living because of the goods and services that are available in pedestrian-oriented environments. • As mentioned in the Demographics section, the majority of Taller buildings would continue the streetwall found along other the housing stock in close proximity to the Study Area is sections of the Corridor. This would accommodate higher density older, with a median year of construction of 1939. housing to maximize the number of residents in the area who could conveniently take advantage of the existing transportation and the • Recent sales show that most units are being sold with existing stores, restaurants and services located along the Corridor. parking spaces. These housing types will help build the immediate population density • The Study Area has a significantly lower percentage of necessary to create a vibrant and growing Study Area. owner-occupied housing than the City. In 2007, 31% of the units within a 1-mile radius of the Study Area were owner occupied compared with 44% for the entire City. Given

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Mariano Cuban American, Congress Pizza, Los Comalles, El Nuevo PHYSICAL CONDITIONS ANALYSIS Naranjo, and El Cid. This section highlights existing conditions within the Study Area, Thrift/Discount– This category includes secondhand, discount, and including: a) existing land use; b) current zoning; c) traffic, parking, outlet stores. Usually categorized retail, thrift/discount is called out and public transportation; and d)significant properties. in this Plan because of its strong presence in the Corridor. The seven stores in this category are Family Dollar, Family Thrift, Discount Existing Land Use Fashion Outlet, Gap Discount, Jules 5 + 10 / Pet Shop, Grand Discover Wholesale and Retail, and Village Discount Outlet. This section describes the diverse mix of existing land uses within the Study Area, including retail, service uses, offices, auto-oriented Retail– This is the largest category of land use in the Study Area. commercial uses, eating and drinking establishments, and residential Retail describes any business whose primary purpose is selling properties. This analysis is based on field observations (November goods. Included in this category are convenience stores, clothing 2007). stores, furniture stores, etc. Since Milwaukee Avenue is part of a built-out, mature neighborhood, Commercial Service (6.4% of parcel square footage) – Commercial the existing land use pattern is an important consideration in the service describes any business whose primary purpose is to sell a Plan. Throughout the Corridor, the majority of the ground floor uses service. Uses in this category include banks, salons, and are a variety of commercial including retail, thrift/discount, laundromats. restaurant/bar, commercial service, and mixed commercial. Theater– The Congress Theater is a key to the Corridor because of Between Western and California there are nine sites with vacant land its historic significance and as an anchor to the commercial street. and four vacant buildings. There is one warehouse/manufacturing facility (Shilvok Plumbing) and one new residential/mixed use Wholesale/Manufacturing–Shilvok Plumbing is the only building at the intersection of Milwaukee and Armitage. Land use in manufacturing facility. It is located between Attrill and Prindiville. the Corridor is illustrated on Figure 3 and further defined below. Under Construction– There is only one building under construction Ground Floor Uses in the Corridor, located on the west side of California, just south of Milwaukee. The planned use for this site is a restaurant/bar. Mixed Commercial– Mixed commercial describes multiple uses within a single building. For example, a building with a dentist office Vacant Building– This category describes a building with no in half of the storefront and a convenience store in the other half occupant. There are several vacant buildings along the Corridor. would be labeled mixed commercial. This is the second largest land use category in the Study Area. Vacant Land– Vacant land is a parcel without a building or use. In the Corridor, most vacant parcels are unused parking lots. Sites with Restaurant/Bar– The Study Area contains several food and drinking vacant land are the most conducive to redevelopment. establishments. Restaurants and bars include Tini Martini, Lucky Vito’s Pizzeria, Subway Sandwich, Taqueria Moran, Cozy Corner,

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Vacant Storefront – A vacant storefront is noted when a building is partially occupied and one or more storefronts are empty. For example, a shopping center with one store that has gone out of business is included in this category. There are seven storefronts identified as vacant in the Study Area.

Upper Floor Uses Residential Above -This category notes residential use on the second floor and above. For example, apartment units above a retail storefront are included in this category. A significant amount of buildings in the Study Area have residential units above ground floor units. There is a new rental apartment building at the intersection of Armitage and Milwaukee with commercial spaces on the ground floor that are partially vacant.

North Milwaukee Avenue Corridor Plan, November 2008 23

Figure 3: Existing Ground Floor Land Use by Parcel

Note: Based on field observations, November 2007 with updates in July 2008.

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Current Zoning Zoning is an important tool for implementing land use plans and The current zoning along the Corridor, described in Table 2, addressing community goals. It establishes the types of uses to be generally reflects existing land uses. The zoning along the Corridor allowed on specific properties and prescribes the overall character includes B3, C1, C2, M1, and a small amount of RS. The most and intensity of development to be permitted. There are two parts prevalent zoning types are B3 (southeastern) and C1 (northwestern). to every zoning designation in Chicago. The first part is a letter or C and B indicate commercial and business zoning, which are further letters which refers to the district generally, and a number, which described below. M indicates manufacturing, which allows refers to the district type. The second part is the dash and a number warehouses, factories, outdoor storage, and similar uses. RS that refer to the bulk and density (size, shape, and quantity of units). indicates residential single family. The table below provides a For example, C2-1 is a Motor Vehicle-Related Commercial District summary of the current zoning designations along the Corridor. (“C2”) with the lowest possible bulk and density (“1”). Figure 4 illustrates the existing zoning in the Study Area. Table 2. Existing Zoning

Maximum Floor Area District Description Minimum Accessory Parking Maximum Height Minimum Lot Area Maximum Gross Floor Area Ratio RS 3 Residential Detached 1.5-2 space/dwelling unit, with exceptions 30 feet 2,500 square feet 0.9 1space/dwelling unit with exceptions; commercial 38 feet with or without ground floor B3-1 Community Shopping District varies by use commercial 2,500 square feet/dwelling unit none 1.2 1space/dwelling unit with exceptions; commercial 47-50 feet with ground floor commerical, 1,000 square feet/dwelling unit, B3-2 Community Shopping District varies by use 45 feet without ground floor commercial 700 for efficiency or SRO none 2.2 Neighborhood Commercial 1space/dwelling unit with exceptions; commercial 38 feet with or without ground floor 25,000 square feet C1-1 District varies by use commercial 2,500 square feet/dwelling unit (commercial establishments) 1.2 Neighborhood Commercial 1space/dwelling unit with exceptions; commercial 47-50 feet with ground floor commerical, 1,000 square feet/dwelling unit, 25,000 square feet C1-2 District varies by use 45 feet without ground floor commercial 700 for efficiency or SRO (commercial establishments) 2.2

Neighborhood Commercial 1 space/dwelling unit with exceptions; commercial 50-65 feet with or without ground floor 400 square feet/dwelling unit, 25,000 square feet C1-3 District varies by use commercial 300 for efficiency, 200 for SRO (commercial establishments) 3 Motor Vehicle-Related 1space/welling unit with exceptions; commercial 38 feet with or without ground floor C2-1 Commercial District varies by use commercial 2,500 square feet/dwelling unit none 1.2 Limited Manufacturing/Business Park M1-2 District Varies based on use none 2.2

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Figure 4: Existing Zoning

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Sites of Architectural/Historical Significance The Chicago Historic Resources survey, completed in 1995, was a City of Chicago, the State of Illinois, or the United States. There are major effort by the City of Chicago to analyze the historic and no “red’ properties on the Corridor. Orange properties possess architectural importance of all buildings constructed before 1940. A some feature or association that makes them potentially significant in color-coded ranking system was used to identify historic and the context of the surrounding community. There are a few architectural significance relative to age, degree of physical integrity, “orange” properties in the Corridor, identified and described below. and level of possible significance. Red properties possess some “Orange” properties are presented below. feature or association that makes them potentially significant to the

The style of the Western Avenue elevated Blue Line Station, located at The building located at 1978-1980 N. Milwaukee has residential 1911 N. Western Avenue, is Art Deco. The architect of the structure is units on the upper floors and retail space on the first floor. The first unknown. floor retail is currently vacant. The style of the building is Classical, and the architect is unknown.

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The Congress Theatre was designed by The California Avenue elevated Blue Line The Fred Munk Building at 2208 N. architect Friedstein & Co. Construction station is located at 2211 N. California Ave. Milwaukee Ave. exhibits the Queen Anne started on the building in 1925. The Construction of the Classical Craftsman style Style (with Italianate details). Construction building exhibits the Classical Revival Style, station began in 1909. The architect of the began on the building in 1888. The architect with Picturesque and Gothic details. The structure is unknown is unknown. The building’s major tenant is Theatre is frequently used as a concert hall Velasquez Furniture, occupying the first floor. for a variety of musical styles. Retail spaces There are rental apartments on the upper on the first floor are filled by a variety of floors. businesses and the upper floors are rental apartments.

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Transportation and Transit Interstate Access This section describes traffic circulation, parking, and public Access to the I-94 Kennedy Expressway is available at three transportation within the Study Area. Overall, Logan Square and the locations: the Armitage, Damen, and Fullerton Avenue ramps. Study Area are well-served by transportation. Public Transportation Traffic CTA Rapid Transit & Buses Milwaukee Avenue bisects the community on a diagonal axis, The CTA Blue Line runs parallel to Milwaukee Avenue. While several running northwest from downtown Chicago to Milwaukee, sections of the Blue Line are located underground, both of the stops Wisconsin. Within the City, its functional classification is an “urban in the Study Area, Western and California, are elevated above collector.” (Functional classification is the grouping of highways, roads ground. Several CTA buses, including #56 Milwaukee Avenue, #49 and streets by the character of service they provide and was Western Avenue, #52 California/Kedzie and #73 Armitage provide developed for transportation planning purposes). transit to and from the Corridor. Transit and the associated ridership statistics are provided below. Traffic is characterized by private automobiles, taxis and commercial users, including small and large trucks and transit (buses). Average Ridership has increased at both stations significantly over the seven daily traffic counts are provided below. year time frame (1999 to 2006). 2006 data is the most recent available. Table 3. Average Annual Daily Traffic North Milwaukee Corridor Streets • At the California/Milwaukee station, there was an increase in 2006 average weekday trips (generally associated with Road Segment Boundaries AADT employment) of approximately 40% over the last five years Milwaukee Avenue California to Western 14,200 (2002-2006).

Western Avenue Fullerton to Armitage 33,400 • At the Western/Milwaukee station, the corresponding figure is approximately 23%. Fullerton Avenue Kedzie to California 36,300

California to Western 23,500

Western to Kennedy 19,100

Armitage Avenue Humboldt to Western 17,700 Western to Kennedy 14,600

California Logan to Milwaukee 10,600 Milwaukee to Cortland 11,100 Source: Illinois Department of Transportation

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Table 4. Average Station Entries • On the #52 California/Kedzie bus line, average weekday ridership peaked in 2000 and has declined since then. Over Average Station Entries a five-year period (2002 to 2006), weekday ridership has Chicago Transity Authority Trains slightly declined by 3%. Blue Line - O'Hare 1999-2006 California/Milwaukee • On the #73 Armitage bus line, average weekday ridership Year Weekday Saturday Sunday/Holiday peaked in 2002 but has remained fairly stable from 1999 to 1999 2,711 1,400 876 2006. 2000 2,892 1,468 909 2001 2,271 807 524 2002 2,469 941 627 Bicycle Lanes 2003 2,980 1,564 1,018 2004 2,979 1,665 1,049 Designated bike lanes run through the Study Area with a short 2005 3,188 1,808 1,224 interruption between Armitage and Western Avenues. The bicycle 2006 3,447 1,963 1,309 lane is heavily used by commuters, residents, and visitors to the area. Average Station Entries 2,867 1,452 942 Western/Milwaukee Year Weekday Saturday Sunday/Holiday Metra Commuter Rail 1999 2,763 1,352 864 2000 2,889 1,387 909 While there are no Metra commuter rail stations within the Study 2001 2,948 1,375 922 Area, three lines are located nearby: Metra’s Union Pacific 2002 3,246 1,567 1,042 Northwest Line, Milwaukee District North Line, and Milwaukee 2003 3,341 1,599 1,062 2004 3,509 1,758 1,176 District West Line all have stations located on the eastern and 2005 3,814 1,896 1,280 western borders of Logan Square. 2006 3,988 1,955 1,350 Average Station Entries 3,312 1,611 1,076 Source: Chicago Transit Authority, Data Services Parking Based on field observations that on-street parking and surface lots While train ridership has increased, bus ridership has varied, from are underutilized and street parking is generally available, the parking route to route. needs of the Study Area seem to be met by the existing amount of parking. There is on-street, metered parking along most sections of • On the #56 Milwaukee bus line, average weekday ridership the Corridor. Parking is also provided by surface parking lots peaked in 2001 and has declined since then. Over a five-year scattered throughout the Study Area. These lots are in varying period (2002 to 2006), weekday ridership declined by 12%. degrees of disrepair and lack appropriate screening. Many of these • On the #49 & #49X Western bus lines, average weekday lots are not in compliance with the Chicago Landscape Ordinance. ridership has been increasing. over a five-year period (2002 to 2006).

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A Vision for Milwaukee Avenue VISION AND DEVELOPMENT PRINCIPLES “Milwaukee Avenue between Western and California is The Corridor is facing significant development pressure and there is unique within the City of Chicago. It provides a safe, active debate about what type of development is desirable. Early in convenient working, shopping and entertainment district the planning process, Alderman Flores indicated the desire to have for neighborhood residents and visitors alike. an inclusive community process through which residents, business owners, property owners, and community groups could voice their Milwaukee Avenue is identifiable as a live music and opinions. An initial community-wide meeting to identify public cultural hub, and as an area with an interesting mix of old priorities for the Corridor was held in November, 2007 at the and new, short and tall buildings with strong architectural Center for Neighborhood Technology (CNT). A full list of attendees is presented in the Appendix. Public priorities were organized character. Together, these support the success of around four main themes: Building Design and Condition; Existing businesses in the area. Business and Business Development; Bicycle/Pedestrian, Other Milwaukee Avenue is the focus of a vibrant transit- Transportation; and Parking and Parking Lots. Opinions on development along the Corridor varied greatly, but there were a few oriented and pedestrian-friendly neighborhood, and is a key messages that were voiced by many participants. These model for hip, sustainable urban living.” messages have been used to develop the Vision and supporting principles for guiding development. Development Principles

The following “development principles” have been derived from the

community input that was strong throughout the planning process. Note: CNT produced a report entitled “Public Priorities for the North These principles should be used to apply the community’s vision and Milwaukee Avenue Corridor” which details the public input and st plan for the future development of a vital commercial district on comments. Full copies of the report are available in the1 Ward office Milwaukee Avenue in Logan Square. and on the Center for Neighborhood Technology’s website: st http://www.cnt.org/. To request a hard copy, please contact the 1 1. Encourage compact, mixed density development with Ward at: [email protected]. multiple uses: a mix of uses and density generates a vibrant assortment of people at many hours of the day. Urban corridors, such as Milwaukee Avenue, have several built-in advantages: many different uses are located close by, they are easily accessible, and uses are often mutually supportive (i.e., entertainment and restaurants). The Corridor should contain a mix of building types: high and low, and old and

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new, that accommodates a range of businesses and Encourage public plazas and gathering spots as part of any residents. new, larger scale residential development. Work with the CTA to use the land under the CTA elevated tracks for public 2. Design for people, not cars: recognize the desire for use around the Western and California stations and local diversity and transportation options other than driving. parking at selected mid-block locations. Given the strong presence of transit along the Corridor, Milwaukee Avenue should continue to have a 6. Promote pedestrian connections and innovative use of pedestrian/bicyclist/non-motorized transportation public right-of-way: recognizing that Milwaukee Avenue is orientation. Encourage bicycle parking in new highly-used by commuters, residents, and visitors, any developments. Set aside more area for dedicated, secured improvements in pedestrian connections, safety, and bicycle bicycle storage and parking. Implement existing zoning storage are important to the community and key to regulations that allow for lower parking standards when maintaining and enhancing the vibrancy of the Corridor. developing within 0.25 -miles of either the Western or California Blue Line stations. 7. Establish attractive landmarks & gateways: incorporate unique streetscaping elements along the Corridor, such as 3. Involve the private sector and encourage public/private public art, benches, lighting, and signage that signify partnerships: other than the CTA elevated tracks, sidewalks, Milwaukee Avenue as the “front door” to Logan Square. streets, and other easements and rights-of-way, there is no publicly-owned land along the Corridor; thus, most change 8. Develop retail that is market driven: understand that “retail will come from the private sector. Whenever appropriate, follows rooftops”--- increasing the amount, type, and mix of incentivize development that conforms to the vision and retail is a desirable element in a community and a valuable development principles put forth in this Plan. generator of taxes and services, but needs to be supported 4. Promote diverse housing options: allow higher density and by market demand. It is better to have a few busy, require a mix of product types for a broad range of incomes. successful stores than many dark empty ones. Living near transit can satisfy the desire for community, 9. Promote environmental best practices: use programs such independence, opportunity, and convenience for all ages as Chicago’s Green Streets & Alleys and other pilot programs and income levels. Housing should include rental and for- underway by the City. Promote use of green roofs and U.S. sale, at both market and affordable housing price ranges. Green Building Council standards. Plant trees along the 5. Create public spaces: encourage creative opportunities for Corridor to clean the air, reduce heat islands, cool buildings, open and green space, including public art, street vendors, relax people, and provide shade for pedestrians. markets, concerts, and performances that draw people and vitality into the Area to stimulate economic activity.

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The Study Area currently includes a diverse mix of commercial uses, DEVELOPMENT FRAMEWORK including retail establishments, business and personal services, office uses, restaurant uses, and small-scale manufacturing. The Corridor is also anchored by the landmarked Congress Theater. Transit-Oriented Development (TOD) Commercial development within the Study Area should be designed TOD allows for mixed-use, vibrant, higher density areas that to capture the markets created by residents, employees, and visitors encourage people to live near transit, such as the Blue Line and bus to Logan Square and the Study Area. The close proximity of stores routes, thereby reducing dependence on automobiles. Typically, and businesses to adjacent neighborhoods can also create TOD includes development within a .25 to .5-mile radius (roughly a convenient shopping opportunities that benefit both customers and five- to fifteen minute walk) of a major transit hub. Dense urban merchants. areas with existing transit systems exist prime candidates for TOD. TOD has many benefits, including increased pedestrian traffic and To be successful, commercial development within the Study Area greater street liveliness. Safety is improved, as is community must include a healthy mix of stores and businesses, and it must have cohesion, by increasing density and uses in the Study Area. good accessibility and visibility to both pedestrians and automobile Pedestrians who walk past restaurants and retail shops support local traffic. Several “opportunity sites” have been identified with potential businesses and contribute to the number of “eyes on the street”. for new commercial development. While redevelopment might take Transit systems also benefit from a level of traffic provided by place over a period of years, redevelopment should not occur as a residents, commuters, workers, shoppers, and visitors. Most series of isolated and unrelated projects. While each project should be importantly, local residents benefit through easy access and capable of standing on its own merits, each should also be consistent convenience to jobs, retail, schools, and other services. with the Design Guidelines as presented for the Study Area as a whole. Benefits accrue to the broader City too. Land that might be used for parking, at a very low tax rate, can be used for multi-story tax- generating development. With less driving, there is less congestion, air pollution and climate impact, allowing residents of Logan Square to achieve one of their secondary goals, a “greener” community. The “development principles” in the previous section have been based partially on TOD ideals. TOD ideals, principles, and goals should be factored into developments along the Corridor. The density of residential and commercial development should be increased near the Western and California train stations to take advantage of less restrictive parking requirements and the convenience of transit.

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Planning Framework Sites for Maintenance and Enhancement Based upon analysis of physical conditions, market conditions, and This designation refers to buildings that are visually interesting and input from residents, business and property owners, and other that contribute positively to the pedestrian orientation of the community stakeholders, Figure 5, Planning Framework, was Corridor. In some cases, the buildings are in good condition and the developed to identify specific issues to be addressed in this Study. business signage and decorative features are well maintained. Other These include opportunities for private sector redevelopment and businesses within the classification would benefit from use, façade public improvement needs. It should be emphasized that the and signage improvements. To the extent feasible, these buildings inclusion of sites in this section does not imply that redevelopment should be maintained and reused as tenants or ownership change. will occur by any forceful action of the City or that any particular The older buildings within the Corridor provide rents that are lower business within these sites is considered less valuable than others. in cost in comparison to new construction and, therefore, fill a need Rather, it suggests that these parcels present opportunities for private for small scale private business ventures. These sites are depicted in sector business ventures. blue. City-Identified Character Structures Auto-Oriented Redevelopment Sites This designation refers to buildings that have been identified as This designation refers to sites that are developed for primary access “Significant Properties” in the City’s historic resource survey. These and utilization via the automobile. They are characterized by buildings entail an additional level of review through the Landmarks development that is set back behind large surface parking lots These Division of DPD when redevelopment action is proposed. These sites are largely the result of “Commercial” zoning designations, properties contribute to the character of the Corridor. These sites are which have higher parking requirements than “Business” zoning shown in yellow. designations, and result in low-scale buildings and site layout that is Green Space/Plaza/Market Opportunity Sites more traditionally associated with suburban development. These sites are depicted in red. This designation refers to sites where opportunities may exist to create publicly accessible open space. These include opportunities Other Redevelopment Opportunity Sites associated with large site redevelopment, as well as opportunities for This designation refers to sites that appear to be underutilized or the acquisition and improvement of individual parcels. It also refers configured in a manner that detracts from a pedestrian orientation of to creatively using the land underneath the Blue Line and near the the Corridor. Factors included as a basis for this designation Western and California train stations. This is an important include vacant land/buildings, one-story buildings, buildings with consideration because Logan Square is one of the most underserved blank walls or non-commercial uses, underutilized sites (such as Community Areas in Chicago as it pertains to public open space surface parking lots), multiple properties under common ownership, amenities. These sites are depicted in green. and sites where redevelopment plans are underway. These sites are depicted in orange.

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Under Elevated (“El”) Parking This designation refers to areas under the CTA elevated train that are suitable for parking use. This parking would ideally be targeted to provide daytime employee parking for the businesses along the Corridor to ensure that valuable on-street parking is available for Corridor customers. These areas are shown in purple. Also, there are areas where pedestrian connections to/from the Corridor and the surrounding residential areas can be strengthened or where opportunities for public gathering spaces might occur. These sites are shown in dashed purple. 5 Minute Walk The typical TOD radius is a five to fifteen minute walk. These areas, starting at the two existing transit stations at Western and California Avenues, have been graphically illustrated on all figures to highlight the strength of the transit system in the Study Area. Most of the Corridor is within a five to ten minute walk of either train station.

Note on Graphic Presentation In order to describe and convey the various policies, guidelines, and recommendations, the graphics presented on the following pages show the conceptual location of redevelopment sites, building heights, open/green space opportunity areas, and various streetscape and urban design recommendations. It should be emphasized that these are shown for illustrative purposes only.

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Figure 5. Planning Framework

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• Vacant and underused commercial buildings should be Sites Susceptible to Change rehabilitated for commercial use, where economically Overview feasible. Vacant land should be redeveloped with a mix of small-scale, neighborhood-oriented retail and larger, Many existing uses in the Study Area are sound and viable. However, destination retail uses. there are significant opportunities for new development and • Libraries, health clinics, community gathering places, and redevelopment along the Corridor. Based upon the framework other public and semi-public uses are appropriate. analysis described in detail earlier, a series of opportunity sites are • Automobile-oriented facilities, such as car sales, rental lots, identified that appear “susceptible” to change in that they present car wash and maintenance facilities, and drive-thru opportunities for improvement or new development. restaurants are discouraged.

• Shared parking, which is parking used by multiple businesses There are several large, auto-oriented development sites along the where peak parking times differ, is recommended to reduce Corridor, including the Blockbuster/Bubbleland/Kentucky Fried the amount of surface parking lots in the Corridor. Chicken strip center and parking lot; the CVS building and associated parking lot, and the Mc Donald’s at the corner of • Use of shared vehicle programs, such as I-Go and Zipcar, is Western/Milwaukee. These sites are susceptible to change given highly encouraged and should be used whenever possible. their large footprint, low-density, and incompatible zoning • Boarded-up buildings and vacant storefronts make the classifications. Other sites with redevelopment potential have been Corridor appear deserted and neglected. To prevent this, identified based on vacancy status, pending development plans, for- building owners and the City should work together in sale, or currently in transition. Figure 6, Sites Susceptible to Change, pursuing attractive community artwork or graphics illustrates those sites. installations that will enliven the streetscape. Examples of graphics that can be used in vacant buildings or on vacant Recommendations land are presented below. Figure 6. Vacancy Graphics • As development opportunities arise, zoning will likely need

to be changed to accommodate mixed-use, transit-oriented

development of a higher density. Higher density at key locations close to the Western and California Blue Line stops should be encouraged. • Buildings should be built to the street lines at the commercial corners. • A mix of small retail establishments serving the neighborhood and larger stores serving a regional market should be encouraged.

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Figure 7. Sites Susceptible to Change

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Sites for Maintenance and Enhancement Overview Recommendations

Although the Corridor is not characterized by severe deterioration, a • Whenever possible, redevelopment activities should number of low-grade features and conditions combine to give the promote rehabilitation and reuse. Many factors, such as Study Area an overall appearance of decline and neglect. If not structural condition and cost of rehabilitation influence the addressed, these conditions could harm the success of existing reuse of older buildings. The expense of rehabbing an old businesses as well as opportunities for new investment in the building can make it more costly than demolition or new Corridor. construction. The Corridor has five City-identified properties that have historic or architectural value. These buildings are subject to a higher level or • Also, parking requirements may not fit site configurations of review prior to redevelopment. Other buildings add to the older buildings. Reduction of parking requirements for community character. buildings 50 years and older should be considered.

The Study Area is fortunate to have a number of local businesses and every effort should be taken by residents and leadership to keep them in the area and to help them succeed. Some of these businesses are located in landmark structures or other buildings that contribute positively to the visual character of the Corridor, while others are located in buildings and on sites that could be improved.

Several buildings would benefit from rehabilitation and renovation.

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Figure 8. Sites for Maintenance & Enhancement

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Green Space/Plaza/Market Infill Opportunities Overview Recommendations

The Logan Square community has a need for more open space. • Create thoughtful and contextual open space when new High quality, publicly-accessible parks and open spaces contribute to development comes to the Corridor. healthy neighborhoods and balanced urban spaces. Dense • Identify specific sites (such as the sites illustrated on Figure 8 development and high quality open space go hand-in-hand. Allowing and Concepts A and B) that are key connection, transition tall buildings with more ground-level green/open space is a way of and enhancement opportunities to develop as public plazas achieving TOD goals. or parks for the community. • Implement mid-block pockets of access from the residential One of the most important environmental movements is the areas behind the elevated train tracks to the Corridor. promotion of development around existing transit networks, such as • Opportunities for public art, such as sculptures and murals, the CTA Blue Line. TOD provides one solution to the dependence should be integrated into new developments and any public on fossil fuels by reducing the need to drive, thereby reducing right-of-way improvements, such as train station pollution levels caused by burning fossil fuels and carbon emissions. rehabilitation or streetscape plans. In the long-term, development should replace aesthetically • Outdoor cafes, sidewalk merchandising, and other challenged asphalt lots that contribute to stormwater runoff and commercial uses of the sidewalk which enliven the public urban heat islands. The inclusion of landscaping and shade trees can way should be encouraged. help make the area more pedestrian friendly and reduce the urban • Maximize landscape opportunities in private developments. heat island effect. The following page presents conceptual layouts Encourage the use of green roofs or rooftop gardens as a and high-level site design for conceptual sites for green space. sustainability measure.

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Figure 9. Green Space/Plaza/Market Opportunity Sites

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Figure 10. Conceptual Armitage Area Green Space Figure 11. Conceptual Maplewood Area Green Space

Existing Conditions, Inspiration, and Conceptual Layout Existing Conditions, Inspiration, and Conceptual Layout

Open Green Space with Sod and Pavement Strips Open Plaza for Changeable Community Art Space and Fountain

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Figure 12. Conceptual Rockwell Area Green Space Figure 13. Conceptual Washtenaw Area Green Space

Existing Conditions, Inspiration, and Conceptual Layout Existing Conditions, Inspiration, and Conceptual Layout Existing Conditions, Inspiration, and Conceptual Layout

Plaza with Seating and Green Space with Access Points Shown A Green “Passageway”

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Creative Use of Public Land/Under Elevated (“El”)

Space Recommendations Overview One of the main vantage points from which people form impressions • The adaptive re-use of the area below the elevated Blue Line of the Corridor is from the windows of a Blue Line train as they pass train structure will provide the ability to reclaim this through the community each day. This is a primary opportunity to underutilized service corridor in a variety of ways. A attract interest from visitors, shopping patrons and potential investors lightweight metallic framework, combined with plant life in the community. In its current condition, however, the train over this assembly, will create a visual and acoustical buffer corridor does not present a high-quality image. There is no unifying from the CTA train structure to this space. landscape treatment along the train corridor, no gateway or informational signage, and the rear service and trash storage areas • Energy efficient light fixtures will enhance safety and activate are not screened from view. An opportunity exists to improve this this space for pedestrians and bicyclists while allowing area by identifying improvement projects that visually unify existing neighbors the flexibility to use this space for additional buildings, architectural features for new buildings, and lighting parking use. Ground treatments similar to the City of improvements. Landscape treatments for parking areas and open Chicago’s “Green Alleys” initiative will mitigate storm water space below the elevated tracks and public right-of-way could also runoff through this zone. be considered. • With businesses facing this enhanced space, these Figure 14. Conceptual Under Elevated Tracks Space improvements will promote activities such as flower planting, farmer’s markets, street fairs, and outdoor cafes, further connecting new development to the existing urban fabric. Improvements should be focused near/at the two CTA stations to take advantage of increasing ridership, provide additional bicycle storage, and further enliven the stations.

• Currently, street parking is readily available and there are several large surface lots associated with businesses. As the Study Area redevelops, managing parking may become more of an issue. Under El parking should be considered at select mid-block locations.

Note: Any proposed improvements would need to consider safety. Thus, any improvements would need to be discussed with the CTA and CDOT.

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DEVELOPMENT CONCEPTS Design Workshop Based upon extensive documentation and analysis of current physical conditions within the Corridor, as well as an analysis of Synthesis of Community Issues current zoning and planned public improvements, a design The Logan Square community consists of a mix of long-term workshop was conducted to test development options for the neighborhood residents and newer residents. The neighborhood Corridor. The purpose of the workshop was to combine the tends to be highly involved in guiding new development and various community’s stated preferences (new retail and entertainment neighborhood constituencies do not always agree on all issues. venues, expanded choices in housing, new public open spaces and However, some common themes became clear throughout the better utilization of public transportation), with the physical carrying planning process: capacity of the buildings and land within the Study Area. The content and results of this workshop follow. • Preserve historic and architecturally significant buildings, especially the Congress Theater. • Promote good quality urban design, including streetscaping Land Use and Business Mix Preferences improvements and enforcing compliance with the City’s As described in detail in previous sections, there is a wide range of Landscape Ordinance. land uses within the Corridor. The primary uses include drug stores, • Consider residential ground floor uses to promote infill fast food and restaurants, thrift stores and personal service development and reduce vacancies. businesses. Corridor stakeholders expressed strong desire for new, • Allow zoning changes, such as change from Commercial to higher-end retail goods and professional services situated in Business. pedestrian-oriented development to round out the business • Promote TOD by allowing for greater density around CTA inventory currently serving the neighborhood. Key among these is stations. the desire for a new grocery store, new restaurants and • Retain affordable housing; promote a range of housing entertainment venues. Stakeholders voiced strong support for the options, including rental units, for-sale market rate and for- establishment of a music and arts identity for the Corridor with sale affordable. physical development to support such activities. • Maintain and attract local businesses. • Increase the diversity of retail establishments: fewer dollar It also must be noted that there is strong support to maintain a and thrift stores, no more banks and drugstores. balance of uses within the Corridor so that current residents have • Encourage opportunities for restaurants, especially around access to the goods and services they have come to depend on at the California stop, to reinforce the emerging “restaurant price points they can afford. This suggests that a support structure row” on California Avenue. for small businesses is established utilizing business district best • Encourage public investment to improve appearance of management practices to increase patronage, support growth and Corridor. improvement, and facilitate façade and signage enhancements.

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Current Zoning and Building Heights area would be covered with buildings that are 3 stories (30 to 40ft); 16% would be 4 stories (50ft); and 5% would be 5 stories (65ft) Figure 10, Current Building Heights, documents the current state of physical development within the Corridor. Red represents ground floor commercial uses, while light orange depicts upper floor uses. The height of each building is represented by the stacked effect of the building footprint. Dark gray indicates roadways, alleys and paved parking areas. The blue line with circles represents the CTA commuter train and stations.

The most striking feature of this diagram is the extent to which paved surfaces dominate the development that fronts Milwaukee Avenue. There is very little continuous street frontage that is essential for a pleasant, walkable, pedestrian-oriented environment. This is the result of the current zoning that largely reflects outdated city planning ideals from the 1950’s and that developed alongside the reliance of the automobile. Milwaukee Avenue was the highway into and out of town and was envisioned to be lined with auto- oriented strip development. The City has outgrown these dated ideas and neighborhoods are waging the good fight to take back their streets for pedestrian-oriented development that enhances residential and visitor quality of life. This stretch of Milwaukee Avenue exemplifies this dynamic and is situated to support the types of zoning actions required to accommodate good urban mixed-use development.

Building heights also have an important influence on the character of a neighborhood. Buildings in this Corridor are between one- and three-stories tall, with one four-story building at the corner of Armitage and Milwaukee Avenues. The landmarked Congress Theater is currently the tallest building in the Corridor at approximately 80 feet. If the Corridor was built to the maximum height of the existing zoning it would look very different. The majority (83.5%) of the land

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Figure 15. Current Building Heights

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ƒ Focus Node A – The redevelopment of the CVS parcel Concept A: Base Case Scenario located on the corner of Milwaukee Avenue and Figure 11, Concept A: Base Case Scenario, depicts development that Maplewood Street is envisioned. CVS typically locates on incorporates the previously defined opportunities. Development highly-trafficked arterial corridor intersections, and it is densities are illustrated at a four-story height in accord with modern feasible that they may divest of this site to move operations. rezoning practice for standard neighborhood-scale corridor That would render this site available for redevelopment in redevelopment. Ground floor commercial uses are depicted in red. accord with the community’s aspirations. This image depicts Upper floor uses, which could be a mix of residential, office or large-scale ground floor commercial footprints with the parking, are depicted in light orange. Development at these potential for a second story of commercial or office use. densities can be found along other stretches of Milwaukee Avenue Upper floor residential is depicted in a low rise configuration. throughout the City, as well as other Corridors such as Clark Street ƒ Focus Node B – The establishment of a plaza/ open space is and Lincoln Avenue, for example. proposed for the parcel directly adjacent to the Congress Theatre north of Rockwell Street. If utilized for an Development entertainment or dining use, this space would benefit from The restoration of the older building stock with pleasant pedestrian proximity to the Theatre and its events. scale features is envisioned where feasible. Such improvements are ƒ Focus Node C – The long-term redevelopment potential of envisioned primarily for the southeastern half of the Corridor, this site is envisioned to accommodate the type of excepting structures on large parcels with strip type development. development preferred by the resident community. This Ground level commercial is envisioned for all sites as depicted in image depicts large-scale ground floor commercial footprints dark orange, and upper floor uses, including office and residential, with the potential for a second story of commercial or office are encouraged and depicted in light orange. Figure 12, Concept B use. Upper floor residential is depicted in a low rise depicts the Corridor with all of its “missing teeth,” or holes in the configuration. streetwall, filled. ƒ Parking- Currently, street parking is readily available and Development at a four-story density presents certain economic there are several large surface lots associated with challenges for the development of the plaza space as well as retail businesses. As the Study Area redevelops, managing parking attraction. The development costs of the plaza space may be may become more of an issue. Under El parking should be difficult to justify with four-story development caps. The land may considered at select mid-block locations. simply be too expensive to deliver the financial return required to Parking could be accommodated underground or on a undertake the development. Further, the attraction of a grocery store second level. Structured parking with this low of an and high-quality retail anchors could be difficult as part of a lower allowable development density is most likely not financially density proposal. These issues will have to be fleshed out as part of feasible. If however, the attraction of modern development any redevelopment proposal. with retail, restaurant and entertainment venues focused around public open space is a priority, then utilization of TIF

North Milwaukee Avenue Corridor Plan, November 2008 49

funds to assist with the parking and open space higher density, private-sector, mixed-use development. development costs may be warranted. These sites are also depicted in green. Shared parking, which is parking used by multiple businesses Congress Theater Enhancements where peak parking times differ, is recommended to reduce the amount of surface parking lots in the Corridor. The use of The restoration of the landmarked Congress Theater façade would shared vehicle programs, such as I-Go and Zipcar, is highly be the postcard image for the neighborhood and Corridor. encouraged and should be included in developments Improvements are envisioned to entail: whenever possible. ƒ Brick tuck-pointing and façade stabilization ƒ Open Space Storefront restoration and tenanting improvements This scheme incorporates various options for publicly accessible ƒ Marquee restoration open spaces at different scales and types. ƒ Exterior lighting enhancements ƒ Green Space & Market Areas – These sites are in close The cost of such improvements is very expensive and would require proximity to the CTA train stations, and the area under the a multi-year, multi-phase project timeline, especially in light of interior tracks is ideal for public uses. These areas are also ideal for improvement requirements and operational costs. It is important, bike facilities to support ridership on the CTA. Opportunities however, to develop a comprehensive improvement plan in order to exist for additional mid-Corridor parks and market spaces as move restoration planning and funding decisions forward. All opportunities arise and demand warrants. These areas are improvements to the exterior of the Theater must be implemented in depicted in green. accord with the Secretary of the Interior's Standards for the Treatment Park parcels could be purchased and developed by the of Historic Properties. These are expensive improvements and the Chicago Park District, developed by adjacent private-sector utilization of TIF funds to assist with these improvements should be property owners and deeded to the Park District, or considered. developed and cared for exclusively by the private-sector A recommended site improvement is a traffic calming “bump out” owners who could work in association with the local of the curb lines at the Congress Theater at the Milwaukee Chamber of Commerce for maintenance, programming and Avenue/Rockwell Street intersection. This would enhance the operations. sidewalk and help manage traffic and congestion on Milwaukee ƒ Plaza Spaces - These mid-Corridor plaza spaces are located Avenue. throughout the Corridor to establish destination nodes. These spaces are envisioned to be developed as part of

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Figure 16. Concept A

In order to describe and convey the various policies, guidelines, and recommendations, the graphics presented on the following pages show the conceptual location of redevelopment sites, building heights, open/green space opportunity areas, and various streetscape and urban design recommendations. It should be emphasized that these are shown for illustrative purposes only.

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recommended over tall whole-block configurations. Such Concept B: Opportunity Scenario development has the benefit of allowing light and air into both the residential units as well as the street below. Figure 12, Concept B: Opportunity Scenario, incorporates the open space recommendations of Concept A along with the restoration ƒ Focus Node B – Establishment of a plaza open space around and infill vision for the sites primarily situated in the southeastern half which new development fronts is proposed for the parcel of the Corridor. Recommendations for the Congress Theater remain directly adjacent to the Theatre north of Rockwell Street, as the same too. The primary difference illustrated in Concept B is the stated before. allowable development density. This scenario envisions the ƒ Focus Node C – The long-term redevelopment potential of development of taller buildings so that this portion of Milwaukee this site is envisioned to accommodate the type of Avenue can be distinguished from other areas along the Corridor development preferred by the resident community, as stated and within the City. This strategy delivers an attraction benefit for before. This image depicts large-scale ground floor leasing to retailers and grocers, as well as restaurant and commercial footprints with the potential for a second story entertainment purveyors. of commercial or office use. Upper floor residential is There are precedents for this scale of infill throughout Chicago depicted in a mid rise configuration. Taller structures on utilizing construction components such as glass curtain wall small footprints are recommended over tall whole-block construction in addition to traditional brick construction. This configurations. Such development has the benefit of introduces a fresh, modern architectural character and vibe into allowing light and air into both the residential units as well as older areas of the City. The establishment of a visually-rich, the street below. architectural backdrop along this stretch of Milwaukee Avenue is in ƒ Parking- Parking would need to be located either keeping with the stated vision of establishing a live music and arts underground or on multiple levels. In accord with previous scene in the Corridor. This type of development will require a dash 4 observations, TIF funds to assist with the parking and open or dash 5 classification. In Figure 12, open space improvements are space development may be warranted. depicted in green, ground floor commercial uses are depicted in red, upper floor uses from the first concept, Concept A, are depicted in Shared parking, which is parking used by multiple businesses light orange, and then dark orange is depicted to illustrate the where peak parking times differ, is recommended to reduce opportunity scenario for taller development. the amount of surface parking lots in the Corridor. ƒ Focus Node A – The redevelopment of the CVS parcel The use of shared vehicle programs, such as I-Go and Zipcar, located on the corner of Milwaukee Avenue and is highly encouraged and should be included in Maplewood Street is envisioned as stated before. This developments whenever possible. image depicts large-scale ground floor commercial footprints with the potential for a second story of commercial or office use. Upper floor residential is depicted in a mid rise configuration. Small footprint taller structures are

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Figure 17. Concept B

In order to describe and convey the various policies, guidelines, and recommendations, the graphics presented on the following pages show the conceptual location of redevelopment sites, building heights, open/green space opportunity areas, and various streetscape and urban design recommendations. It should be emphasized that these are shown for illustrative purposes only.

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DESIGN GUIDELINES Purpose of the Design Guidelines

The design guidelines provided in this report should be used to promote high-quality, compatible improvements, and new Community input and feedback formed the basis for development of developments within the Study Area. The guidelines address both these guidelines. At the initial public meeting, an image preference the public and the private realms of the Corridor. survey (IPS) was used. IPS is a planning tool that allows the public to rate visual concepts of various types of building designs, landscape In general, the design guidelines strive to: characteristics, community fabric, architectural styles, signs, etc.

Image preference surveys are often used in developing design 1. Promote private improvements and developments that will guidelines, because they illustrate what the community likes or help create an exciting mixed-use environment. dislikes about the current community fabric, and what they would 2. Foster new development that creates distinctive new focal like to see changed. points and activity areas, and enhances the commercial Questions of character along the Corridor are of particular interest in areas. this planning process. A total of 84 images were chosen to illustrate 3. Establish a development pattern that encourages safe and different design elements. Elements included building types, building diverse modes of transportation. heights, design of sidewalks and streets, building facades, 4. Promote a level of quality, compatibility, and consistency landscaping, signage, and other character features. Building types that will help reinforce the mix of uses and act as a positive were presented on three posters. Character features were presented “window” for visitors. on three separate posters. 5. Encourage public improvement projects that address streets, sidewalks, streetscapes, and pedestrian amenities. Every participant was given two sets of dots (21 green and 21 red) and had the opportunity to review and study the features depicted Implementation of the Design Guidelines by the visual representations. Participants were then asked to “vote” on which images they liked and did not like, placing green dots The design guidelines should be used in reviewing plans and directly on the images to signify “good” images and red dots to proposals for new projects and improvements within the Study Area. signify “bad” images. The design guidelines are treated as “supplements” to the City’s Zoning Ordinance and other applicable codes and ordinances. Previous sections of the Plan present recommendations for opportunity sites that could accommodate new open space, Architects, property owners and developers should use the commercial, mixed-use, and residential development. The design guidelines as a reference as they prepare plans for new commercial, guidelines presented in this section address new buildings, site mixed-use, and residential developments. While architectural styles development, and public improvements within the Study Area. need not be the same, across the Corridor, new buildings, particularly those within the same block, should be generally

North Milwaukee Avenue Corridor Plan, November 2008 54 compatible in terms of building height, massing, proportion, materials, and color. These design guidelines are specific enough to • For mixed use buildings, first floor/ground level parking that ensure design compatibility, but are also flexible enough to allow for faces Milwaukee Avenue should be discouraged. individual creativity on the part of property owners, architects, and • The first floor of all new buildings should have a strong builders. pedestrian orientation, with windows, attractive detailing, and convenient and “hospitable” entrances. It should be emphasized that the guidelines do not attempt to dictate • All of the existing strip shopping centers within the Study Area architectural styles or “make all the buildings look the same.” Rather, should comply with the Guide to the Chicago Landscape they strive to promote a level of quality, compatibility, and Ordinance (the “Ordinance”) and have screened parking with a consistency that will help make the Study Area unique and row of landscaping along the sidewalk. distinctive. The objective of these guidelines is to maintain and strengthen the Corridor’s existing architectural and spatial identity and to minimize visual interruptions of retail activity.

Building Placement and Orientation This building on the corner of • New buildings should respect the existing streetwall and the Lincoln/Irving/Damen takes architectural character of surrounding buildings. advantage of the corner location • Buildings should have a strong visual and physical with angled entrances and provides visual treatment from all angles. relationship to the street. Buildings should be attractive from

both pedestrian and vehicular perspectives.

This 4-story mixed use • New buildings on corner lots should be located adjacent to the building is an property lines of both Milwaukee Avenue and the secondary appropriate street. The placement of buildings at irregular angles to the example of scale street should be avoided. However, corner buildings might take and proportion advantage of their prominent locations with angled or recessed in addition to corner entrances or other small setbacks. having a strong pedestrian • New buildings should face Milwaukee Avenue, and main orientation. entrances should be located at the property line along Milwaukee Avenue.

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• Sidewalks leading to building entrances which are not along the primary commercial street should be clearly connected to the This building primary sidewalk. uses high-quality glass, brick, and metal to create a This building provides a strong sidewalk signature look connection along the primary commercial which street. contributes to the visual impact of the corner.

Doors and Windows

• Doorways on all buildings should be attractive and inviting to Building Materials pedestrians. Recessed entrances and the use of awnings should be encouraged to define and protect entryways from the • Building design should express a single strong architectural elements. theme within each individual development area. • Special attention should be given to the ornamentation around • Building materials used should have a minimum life cycle of 50 doors and windows. years. • Entrance doors should have large areas of glass to promote • Recommended accent materials for commercial buildings should visibility, rather than solid or windowless doors. Entry doors may include stone, simulated stone, terra cotta, and wood and metal have accent colors that are complementary to the color scheme trim. Metals such as aluminum, bronze, zinc, copper and steel of the building. could have a positive impact on the Corridor. • Multiple entrances should be encouraged along a block front • Use of bay style or turret corners on multi-story buildings is with multiple tenants to enhance pedestrian activity and add encouraged. visual interest to the street. • Rough-sawed wood, aluminum and vinyl siding, rustic shingles • Main entrances should be at the front of the building and should and shakes, and plastic or metal panels should not be permitted face the sidewalk. Corner buildings can take advantage of their on commercial facades. prominent locations with angled corner entrances. Secondary

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entrances should be located off public parking areas at the rear • Buildings are encouraged to develop “double-faced” facades. of buildings. Opportunities for creative decoration, such as advertising, • Façade designs should be developed with sensitivity to murals, art, and the like are encouraged on side and rear facades. pedestrian scale and visually integrated between ground level and upper-story facades. • Curtain-wall window treatments might be employed in newer buildings along the Corridor where appropriate. The side façade of this building is attractively painted and The use of awnings and glass doors and landscaped and wood detailing around the windows contributes to promotes an attractive and inviting the overall entrance. appearance of the building.

Side and Rear Properties Building Lighting • The side and rear portions of all properties should be clean, attractive, and well maintained, particularly where these areas • Exterior building lighting should be carefully designed. are visible to the public and are adjacent to residential areas. Incandescent and low voltage lighting may be allowed. Fixtures • New buildings should have attractive side and rear façades that should be in keeping with the style of the building façade. are “comparable” to front façades. • Building lighting should focus on accenting building signs, • All service entrances, dumpsters, and loading facilities should be promoting a sense of safety and security for pedestrians, and located at the rear of buildings; 6 foot high masonry screen walls enhancing architectural details. with opaque gates are required by the Ordinance to surround • Mercury vapor lighting creates a cool, bright atmosphere and dumpster areas. should be encouraged. If Neon or light-emitting diode (LED) • Buildings whose rear façade “faces” the CTA Blue Line train lighting is used, colors should be compatible with and should pay particular attention to the condition of the properties. complement the façade of the building.

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• Lighting should be designed to avoid spill-over into adjacent • Parking lots should be in compliance with the Landscape residential areas and should incorporate full–shield cutoffs to Ordinance which explicitly details screening, planting and contain light within the service areas. installation requirements. • All parking lots should be paved, well marked, and designed for proper drainage. Use of best management practices prepared Lighting on this building is by the U.S. Green Building Council (USGBC) is encouraged. designed to accentuate the • Parking lots used at night should be adequately illuminated. A business name and enhance minimum degree of illumination should be provided for safety architectural details. purposes. • Large canopy trees which provide shade and which are selected for tough, urban areas are preferred.

Parking

• Prioritize a consistent building street wall by locating parking lots behind buildings or underground, where possible. • Parking lots should be shared between multiple businesses to allow for a more efficient lot layout and to minimize access drives. Cross access between adjacent parking lots should be encouraged. • Curb cuts and access drives should be minimized to promote vehicular and pedestrian safety. They should not be located near intersections or primary building entrances. They should be planned with knowledge of traffic flow on the access streets.

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district of Six Corners, where Irving Park Road and Cicero Avenue intersect the Milwaukee Avenue diagonal. With additional funding STREETSCAPE & URBAN DESIGN from a Special Services Area (SSA) grant and the Six Corners Business Association, this intersection includes several amenities not Milwaukee Avenue Streetscape found in Phase I. An augmented budget and wider sidewalks allow for greater design flexibility. Proposed gateway structures with coordinated kiosks, raised pre-cast planters with specialty paving, The City's streetscape program is administered through the City of curbed planters with railing, pedestrian light poles, and medallion Chicago, Department of Transportation (CDOT) with oversight inlays in pavement build upon the basic palette of Phase I to further review of many other public agencies. Over 66 miles of roadway enhance the unique character of Milwaukee Avenue. Both of these and streetscape have been enhanced throughout the City between projects are slated to receive additional funding from the Illinois 1992-2006 as part of this program. Typical streetscape Department of Transportation. improvements related to these projects have included sidewalk Now is the appropriate time to assess needs, garner feedback and replacement, updated light poles, stamped asphalt crosswalks, metal consider recommendations for the Study Area with the realization of banners and identifiers mounted to streetlights and railings. Other streetscape improvements approaching in the next five years. In its improvements include decorative pavement inlays, site furnishings, current state, the Corridor streetwall is highly fragmented. Varied low planters with railing, tree grates and a diverse range of plantings uses include a shopping center at Washtenaw and Milwaukee, including continuous shade tree lines and floral displays. If McDonalds, CVS, Illinois Title and Loan, a few vacant parking lots conditions are conducive, median development with appropriate and a vacant auto dealership. Most of the breaks in the streetwall plantings have also been considered. are on the northwest side of the street. A significant portion of the The Milwaukee Avenue streetscape project is planned for the 8.5- buildings are mixed-use. Many buildings are built of brick with mile stretch of Milwaukee Avenue from Gale Street on the north to commercial on the first floor and residential above. Some have been just past the Ohio Feeder at Erie Street to the south. Dividing the replaced by newer, more suburban style development where streetscape into sub-sections, CDOT embarked on the methodical buildings are pushed back from the street and have large parking lots implementation of streetscape improvements, which began with the in front. The Congress first phase in 2004. The mile-long Phase I project begins near the Theater, though suffering north city limits at Gale Street and terminates at Montrose Avenue. from deferred maintenance, New sidewalks, Gateway 2000 light poles, bike racks, benches, trash contributes to the traditional receptacles, stamped asphalt crosswalks at selected intersections, feel of the Corridor. and trees in decorative grates are included in this project. This work A parking lot on the corner of is being bid for construction in early 2008. Phase II is 1.5 miles in Milwaukee and Maplewood that is length and continues from Montrose Avenue south to Kilpatrick not in compliance with the Chicago Avenue. This segment of the Corridor, in the design phase as of Landscape Ordinance. early 2008, includes the heavily trafficked and vibrant business

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The Milwaukee Avenue Corridor parkways feel congested to A parking lot on the pedestrians. Pedestrians vie for space with landscape elements such corner of as light poles, street signs, benches, parking meters, bike racks, and Washtenaw and parkway trees. Large parking lots, often abandoned and unused, Milwaukee that is in break-up the consistent street front and building mass. Adding to the compliance with visual stimulation along streets and sidewalks are the various the Ordinance. billboard or painted advertisements along with busy, cluttered store fronts. From an urban design perspective, parking lots interrupt the architectural street edge. A range of fence types, often in disrepair, separate the pedestrian from the large expanses of barren asphalt and cars. Active and abandoned driveway curb cuts associated with the parking lots create potential mid-block conflicts among users.

Figure 18. Compliancy of Parking Lots

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Since the adoption of the Chicago Landscape Ordinance (the Additionally, the Ordinance has created guidelines in conjunction “Ordinance”) in 1991 and the reissuance of the Guide to the with CDOT’s Streetscape Guidelines. The Streetscape Guidelines use Chicago Landscape Ordinance in 2000, greening initiatives that current sidewalk widths to specify the type and size of appropriate address parkway plantings, parking lot screening and parking lot landscape buffers and treatments. Per the Ordinance, tree grates internal plantings have been enacted. Parking lots constructed after need to be installed for sidewalks narrower than 12 feet and a 1991 should be in compliance with a version of the Ordinance continuous landscape planter must be installed for sidewalks wider which was created with the goal of “greener neighborhoods, tree- than 12 feet in addition to the properly spaced trees. Current lined streets and boulevards, more attractive commercial streets, and parkway landscape consists of trees that are inconsistently spaced increased property values.” The Ordinance also requires that and in poor health. Furthermore, most are in open tree pits without parking lots are screened along the perimeter setback with fencing such grates which are in conflict with Americans with Disabilities and shrub hedges and, depending on the parking lot size, include (ADA) codes. Figure 14 shows an overall inconsistency with street trees within the vehicular use area. The percentage of parking lots tree placement and potential additions to complete plantings. within the Study Area that are non-compliant with the Ordinance is higher than those that are compliant. Figure 13 illustrates compliancy of parking lots with this Ordinance. Figure 19. Parkway Plantings: Proposed Trees Existing parkway plantings without tree grates

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Other streetscape elements, such as lighting, benches, bike storage, and community artwork contribute to the Corridor’s sense of place. Conceptual Streetscape Improvements Milwaukee Avenue is well-used by bicyclists because of the on-street striped and dedicated lanes. Bicyclists lock their bikes to any A range of projects should be considered within the public rights-of- available, safe, vertical element including parking meters, trees, way to enhance the appearance and function of the Corridor. The fences and light poles. The demand for bike racks at the goal of the improvements is to create a more livable street transportation nodes of the California and Western train stations environment, enhance safety, and beautify the Corridor. Public have exceeded the supply, forcing users to take advantage of this sector improvements can help promote new private investment and unofficial parking. Bike racks have been judiciously placed development, and attract additional visitors and business patrons to throughout the Corridor at high bike traffic locations such as the the area. Congress Theater. The picture below illustrates how parking meters are used as bicycle racks. Because of the proximity to public transportation, the diverse mix of Parking meters used as uses and the presence of adjacent residential development, the bicycle racks Corridor should be improved so that pedestrians, bicyclists, and vehicles can move safely and efficiently between various Corridor destinations. The Corridor should become a safer, more attractive, The #56 Milwaukee bus stops are and convenient environment for both motorized and non-motorized furnished with benches and modes of transportation. occasionally with trash receptacles. Bus shelters only service the The guidelines presented below provide a preliminary framework for northbound route and are located the design treatment of streets, sidewalks, crosswalks, streetscape at the Armitage and California facilities, lighting, benches, and other pedestrian amenities. stops. Along the #52 California route at Milwaukee, the bus stops are furnished with shelters, benches, trash receptacles, and newsstand boxes.

Existing light poles on Milwaukee Avenue are mostly on the east side of the street.

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Streets employing a change in paving materials, texture, and color. Small pylons, pedestrian-compatible traffic signals and special lighting Figure 20. Innovative Bicycle Solutions fixtures may also be used to highlight crosswalks.

Sidewalks Figure 21. Tree Grates for ADA Compliance

• Streets should be designed to support vehicles, bicycles, and Not compliant with ADA Compliant with ADA buses on a relatively equal basis. While accommodating vehicular traffic, streets should also promote walking and the use of public transit. • The overall safety of commuters on bicycles, as well as a safe Decorative storage location for their bikes should be considered. As shown Tree Grates in Figure 15, there are many innovative solutions for bicycle users that have been implemented all over the world. • Bus shelters should be provided at bus stops where sufficient sidewalk width permits. • Design improvements for the California and Western Blue Line stations should reflect Logan Square’s history and character. • Crosswalks should be provided at key locations to encourage pedestrian use of the Corridor. To improve visibility and safety, crosswalks should be made prominent and noticeable by

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• Decorative paving or identifiers should be constructed at • Since sidewalks are relatively narrow along the Corridor, important destinations or intersections. parkway treatments including street trees, benches, and other • All public sidewalks should be a minimum of six feet in width pedestrian amenities should be implemented in order to (See Figure 16). If sidewalk width is between 9 and 12 feet make pedestrians more comfortable. Many cities have measured from the back of the curb to the edge of the right-of- incorporated a streetscape using such ‘usable art’ in forms of way, trees in grates are required. If this distance is greater benches and other utilities as shown in Figure 17. than12 feet, raised parkway planters (3-6 feet width clear) may be installed. Corridor Lighting • All public sidewalks should comply with appropriate ADA standards. Figure 23. Light Pole Modifications Figure 22. Usable Art Benches from Around the World

• Modern styled light fixtures with a range of illumination effects should complement the Corridor and announce it as a gateway to Logan Square. This includes architectural lighting, street lighting, pedestrian lighting, and parking lot lighting. • Lighting along public streets within the Corridor should consist of both roadway and pedestrian lighting. • Incorporate banners that commemorate special events or holidays.

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• Consider bollard lighting as accents and for ornamental Figure 24. Creatively Designed Public Spaces purposes. These fixtures could be used to highlight crosswalks, open spaces, seating areas, and major pedestrian ways. • Modify light poles as shown in Figure 18, which integrates street and pedestrian lighting while serving as a community identifier.

Public Landscaping

• Regularly spaced street trees should be planted in rows for a consistent shade canopied Corridor. Species, quantities, and spacing should conform to the Ordinance. • Parkway landscaping should consist of street trees, shrubs, groundcover, and perennials. Plantings in raised beds, planters, urns, or other containers should be considered along the curb line in selected locations and to highlight building entries and special activity areas. • Street trees and other landscaping along the public rights-of-way should be protected from motorized and pedestrian traffic by railings, curbs, tree grates, and other protective devices. • Seasonal flowers and evergreen shrubs in raised planters are encouraged where sufficient sidewalk space exists and safety parameters allow. • Unit pavers or pre-cast concrete pavers are encouraged to upgrade the appearance of sidewalks. • Private property owners or a designated group should be responsible for the maintenance of any special landscape treatments. • News boxes should be located at corners and grouped together to minimize clutter along the sidewalk. Where feasible, news boxes should be attached to each other rather than chained to utility poles. • Public art is encouraged and should be integrated into a streetscape plan.

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redevelopment in the Study Area. Developers should be IMPLEMENTATION AND FINANCING TOOLS encouraged by the Plan for the Study Area, which articulates a clear vision and expectations for development in the Corridor. The Milwaukee Avenue Corridor Plan provides a guide for Planning tools that should be considered to implement the ideas set improvement and redevelopment within the Study Area. It forth in the Plan are as follows: addresses land use, identifies opportunities for redevelopment, identifies sites for open space/green space/public gathering spots, Implementation Tools and makes urban design recommendations.

The adoption of Milwaukee Avenue Corridor Plan will provide a Land Use and Zoning shared basis for decision-making by City officials, public agencies One of the first implementation steps that should be undertaken by the (such as CTA), community residents, existing businesses, land City will be to update the zoning at various points along the Corridor. owners, developers, and prospective businesses. Formal adoption of Several changes to the functional land use of certain portions of the the Plan is only the first step in the process. Continuing action to Study Area are recommendations in the Plan. These areas will likely implement the vision and guiding principles is necessary for the require changes to the existing zoning. Changes to functional land use City’s recent planning efforts to have a lasting impact. within the Study Area should be consistent with the vision and guiding Implementation will require the partnership of the City of Chicago’s principles of this Plan. Department of Planning and Development, Department of Milwaukee Avenue is the “front door” to the Logan Square Transportation, the Alderman and other elected officials, neighborhood and may give the impression that the residential neighborhood residents and neighborhood organizations, and the neighborhood is not as vibrant as it is. A key element in the success private sector. of this area is the “look and feel” of the neighborhood. Some of the

present uses are not the desired end-state, so revisions to zoning in Market forces are already bringing new commercial and residential the Study Area may be necessary to encourage those desired uses. development into the Study Area and surrounding neighborhoods. Much of the current zoning falls into the C-1 and C-2 category with The challenge is to ensure that each project fits into a larger vision. low “dash” numbers that result in a lower density. This Plan should be used as a guide for community leaders and City officials to assess proposed projects as well as encourage certain Understanding Business and Commercial Districts types of projects at particular locations. Business (B) and commercial (C) districts differ in three main areas: Identifying public funding sources for the Milwaukee Avenue range of uses, development style, and allowable residential. Corridor Plan activities outlined above will be critical to Commercial districts allow for a broader range of uses that are not implementing the Plan. Organized and proactive identification of allowed in business districts, including manufacturing and auto- public-private partnership options and various financial incentives oriented commercial. Business districts allow for residential uses by signal to the community that the City of Chicago is supportive of

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right, while in commercial zoning, they are generally a special use. Bulk Regulations Business and commercial uses are further defined in Table 5. Floor Area Ratio (FAR) describes a structure in relation to its lot. For Table 5. Business and Commercial Zoning example, a building with an FAR of 1 could be a single story covering the entire lot, or a two story building on only half the lot. FAR is an Permits Size Type Purpose Residential on Comparison important element of zoning that controls both height and density. Restrictions Ground Floor In Chicago, density is designated by numerical scale of 1 to 5. The

Accommodates a broad notation is: zoning class-“dash”-bulk/density code. range of small-scale retail and service uses at For example, a building with an FAR of 1 could be a single story compact nodes in a Commercial B1-Neighborhood C1 permits more intensive, cohesive linear fashion Special Use gross floor < covering the entire lot, or a two story building on only half the lot. Shopping District more auto-oriented along relatively narrow 25,000 sf commercial use types than All three images below represent buildings with an FAR of 1. streets that have low traffic does B1. The C1 district speeds and volumes. also allows taverns and liquor stores by-right. Accommodates a very Commercial C1-Neighborhood broad range of small-scale, Special Use gross floor < Commercial District business, service and 25,000 sf commercial uses.

Similar to the B1, but with the added objective of providing a greater range Commercial B2-Neighborhood of development options These two districts are Permitted gross floor < Mixed Use District for those streets where the designed for very different 25,000 sf market demand for retail use types. B2 is the only B and service uses is or C zoning type to allow relatively low. residential uses on the first Accommodates the floor by-right creating a Understanding Bulk and Density broadest range of low intensity business business, service and district. C2 on the other C2-Motor Vehicle- commercial uses including hand is an Auto-oriented, Dash 1 through 5 refers to bulk and density standards and controls Related Commercial those involving outdoor Special Use high intensity commercial the width, height, and depth of buildings. It also regulates the District operations and storage. A district. very large percentage of number and size of residential units. Lower bulk and density benefits customers will arrive by automobile. include: access to natural light and air, less opportunity for crowding,

Accommodates a very and easier access for firefighting. Higher bulk and density broad range of retail and encourages a higher population density which supports local retail. service uses such as shopping centers and It also allows for smaller units, which, in turn, creates more variation B3-Community larger buildings that are Special Use Both districts allow a broad Shopping District destination-oriented, with range of uses and are in housing type. a large percentage of considered auto-oriented customers arriving by but C3 has the special The following table outlines the bulk and density standards of Dash 1 automobile. purpose creating a Accommodates retail, transition district between through 5 for commercial and business districts. service, commercial and manufacturing and other C3-Commercial, manufacturing uses. The uses. Manufacturing and district is intended to serve Not Permitted Employment District as a buffer between manufacturing and other types of uses.

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Table 6. Floor Area Ratio with Bulk & Density Standards parking are encouraged. As new developments are built or buildings are renovated, other means of reducing demand off-street parking (such as car-sharing) should be considered.

Zoning Considerations This Plan identifies considerations that can be used as a tool in making decisions about zoning and land use regulations along the Corridor. The following considerations may help in upcoming decisions: * Varies by lot frontage • Consider rezoning sections of the Corridor from Commercial ** Minimum lot area per dwelling unit relates to the number of units to Business. B1 or B2 zoning with a higher “dash” would be in a building to the size of the lot. For example, a standard Chicago more appropriate. lot is 25 ft by 220 ft, or 5,500 square feet (sf). 5500 sf divided by o B1 Neighborhood Shopping District is intended to 2500 sf. (minimum lot area per dwelling unit in a dash 1 district) accommodate a broad range of small-scale retail and equals 2.2, or 2 units permitted on that lot. service uses. o B2 Neighborhood Mixed Use District allows a Floor Area Bonuses greater range of development types uses, including artist live/work space on the ground floor. The City’s Zoning Ordinance contains provisions to provide o Uses that are not permitted in a B1 or B2 district economic incentives for developers to provide affordable housing include: payday loan stores, pawn shops, liquor and public amenities that improve the quality of life for residents, stores (package goods) and vehicle sales and employees, and visitors and are of benefit to the public. Affordable service-related and manufacturing/industrial uses. housing and increasing the number and quality of public plazas and • Nodal development (mixed-use) is appropriate around major parks are of high importance to the community. See Chapter 17-4- intersections along the Corridor. Additional height is 1000 of the Zoning Ordinance for bonus tables and application appropriate at these locations. information. • Increase the density of residential and commercial development near the Western and California train stations Parking Reductions for Transit-Served Locations to take advantage of less restrictive parking requirements The City’s Zoning Ordinance contains a provision to decrease the and the convenience of transit. minimum off-street parking ratios in B, C, or D districts by 25%-50%, from applicable standards if a building is located within 600 feet of a Property Assembly and Acquisition Zoning CTA station entrance. See Chapter 17 of City of Chicago’s While it is recognized that limited funds are available for property Ordinance for more detail. Transit-oriented development is a key assembly or long-term acquisition, the City can play a pivotal role in underlying theme of this Plan; therefore, reductions in off-street

North Milwaukee Avenue Corridor Plan, November 2008 68 facilitating the assembly process and disposition of property for larger utilization of TIF, the area will develop on a comprehensive and scale, coordinated development projects. Most of the Corridor is coordinated basis, thereby reducing or eliminating the conditions of located within the Fullerton-Milwaukee TIF District, which gives the City neglect that had heretofore precluded development of the area by the ability to exercise eminent domain power to implement the the private sector. Debt financing (bonds, loans) is leveraged against redevelopment goals set forth in the Plan. the future rise in property tax revenue that will result from increased development and improved property values. Capital Improvement Program Key redevelopment activities for the Fullerton-Milwaukee TIF include: The Capital Improvement Program (CIP) outlines capital improvements the City plans to make during the coming five-year • rehabilitation, including façade improvements and repairs period. Chicago's five-year CIP plan is updated annually and and improvements to the interior of buildings; published in the spring/summer. Examples of CIP projects include constructing new public buildings, repaving streets and alleys, • site redevelopment for vacant land, properties with buildings replacing sewer and water mains, and other investments in in extremely poor condition, or with deleterious land uses; infrastructure and facilities. • public improvements, primarily streetscape along the major Corridors, including Milwaukee Avenue, Planning for capital improvements is an on-going process. Each year, City departments submit their projected capital needs for the next • gateway treatments, and five years. Public hearings are held in late fall. Aldermen are given a list of proposed capital projects for review and comment. Citizens • traffic signalization, at important Corridor entrances. and Aldermen make recommendations on the proposed projects. The estimated assessed value in the TIF area in 2005 was $141 Aldermen may also submit requests for new capital projects. The million, a 66% increase since 2000. The two largest eligible Office of Budget and Management then meets with each expenses in the Redevelopment Project Costs budget are: department to examine their capital requests. Infrastructure projects are included in the plan once they have been reviewed by the • 35% for “Rehabilitation of Existing Buildings, Fixtures, and relevant city departments, Aldermen and the public. Leasehold Improvements, Affordable Housing Construction Recommendations are incorporated into a draft CIP, which gets and Rehabilitation Cost” reviewed by the CIP Advisory Committee. The final CIP is presented to the Mayor for approval, then released to the City Council and • 30% for “Public Works and Improvements”, including streets citizens. and utilities, parks and open space, and public facilities (schools and other public facilities) Tax Increment Financing Affordable Housing: The City requires that all developers who Tax Increment Financing (TIF) is a public finance tool that funds receive TIF assistance for market rate housing set aside 20% of the development within a specified geographic area. Through the units to meet affordability criteria established by the City’s

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Department of Housing... Generally, this means the affordable for with State statutes. If a majority of the property owners of record in sale units should be priced at a level that is affordable to persons the service area agree with the SSA, an ordinance is established earning no more than 100% of the area median income, and defining the duration of the SSA. affordable rental units should be affordable to persons earning no more than 60% of the area median income. SSA funds may be used within the service area boundaries for a variety of activities. These include: Special Service Areas In addition to TIF and allocations in the CIP or General Fund, a • Maintenance and beautification; Special Service Area (SSA) is a funding tool available for financing • Security services, including, but not limited to, the public-facing projects whose benefits can be appreciated by the development of safety programs; Corridor as a whole. SSAs, also known as Business Improvement Districts (BIDs) and Special Improvement Districts (SIDs), are a useful • Recruitment and promotion of new businesses and retention tool for improving, managing, and maintaining a defined district. and promotion of existing businesses within the service area;

SSAs are used in downtowns, business districts, neighborhoods, • Coordinated marketing and promotional activities; parks, and industrial areas to provide funding for infrastructure, • Strategic planning for the general development of the service maintenance, programs, and other business-related activities. An area; SSA can be used in conjunction with a TIF, but involves fewer setup and maintenance processes than a TIF. It is an extra property tax on • Financing of storefront façade improvements; a defined set of properties (called the “service area”) that reinvests 100% of that tax revenue back into the service area. The SSA • Other technical assistance activities to promote commercial budget is typically administered by a local organization such as a and economic development including, but not limited to, Chamber of Commerce or business association (e.g., Logan Square streetscape improvements, strategic transit/parking Chamber of Commerce). The SSA program is typically established improvement including parking management studies, and and managed by the local property and business owners or the enhanced land use oversight and control initiatives. municipality. An SSA could be established along the Milwaukee Avenue Corridor. SSAs are authorized through State law (Illinois Compiled Statutes, Because of the length of the Corridor and variety of proposed Revenue, Property Tax Code 35 ILCS 200). To create an SSA, first improvements, it may be more manageable to establish at least two the boundaries and service area are established. The budget for the service areas. A preliminary estimate of potential SSA boundary service area is created by multiplying the total of equalized assessed (Corridor frontage between Western and California) and budget property values (EAV) for the properties in the service area by a ranges is presented in the tables below. selected SSA tax rate, usually less than, or near, 1% of the EAV. A public hearing on the proposed SSA is conducted in accordance NOTE: The year 2000 base EAV has been used in this analysis, because the Fullerton-Milwaukee TIF was adopted in 2000.

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Table 7. Potential Special Service Area 2000 Base EAV awnings ; passive security and energy conservation systems; and truck docks. POTENTIAL TAXES FOR SSA Annual Annual Annual Annual Commercial retail buildings are eligible for a rebate of 50% of the Total Base Revenue at Revenue at Revenue at Revenue at approved cost, up to $5,000 per leasable business space. The EAV in 2000 0.25% EAV 0.50% EAV 0.75% EAV 1% EAV maximum rebate per application is $40,000. Applicants must install a minimum of $2,000 in façade improvements to be eligible for the $ 10,049,185 $ 25,123 $ 50,246 $ 75,369 $ 100,492 program. New construction is not eligible. These percentages were chosen to illustrate the order of magnitude Though applications for this program are no longer being accepted that may be generated based on different tax rates. Should the City for the current budget cycle, the program maybe reinstated in the decide to adopt an SSA tax, the exact tax rate will be determined future. based on the budget which the SSA Commission and City approves. (Note: These are estimates and are subject to change based on Property Tax Incentive Program boundary changes, finalized assessed values of properties not Property tax incentives for businesses and multi-family units are included in TIF base, and any other material fact that may affect the designed to encourage development, to aid in the revitalization of estimates.) communities suffering economic stagnation and to increase job opportunities. The Class 7 (commercial), Class 8 Commercial and Business Resources (industrial/commercial), Class 9 (multi-family residential), and Class L (landmark) incentives are Cook County programs administered Business Call Center/Business Express through the Cook County Assessor's Office. Although the City of Business Express is the Chicago business community's link to city- Chicago may pre-qualify certain projects through DPD, it is the Cook and community-based programs that solve business problems. County Assessor's Office which authorizes and makes the legal Businesspeople who call 312.744.CITY are referred to a Business determination whether projects qualify for real estate tax incentives. Express account manager who will provide prompt, accurate information on taxes, licensing, public way use, parking, etc. Micro Loan Program The Micro Loan Program provides business loans to eligible Chicago Façade Rebate Program small businesses which create jobs for Chicago residents by The Façade Rebate Program increases the physical attractiveness expanding in or relocating to the city. The program provides loans of and marketability of Chicago's industrial and commercial areas by up to $20,000 to existing small businesses located in Chicago for giving financial and technical assistance with business property projects that create jobs. It addresses the needs of very small renovation. businesses that cannot obtain conventional loans through banks. Loans are made at a flat 3%, or 75% of the prime rate, depending on The program provides rebates for various façade rehabilitation the location and type of the business. Funds can be used for activities, including: complete façade renovation; exterior lighting; machinery, equipment, renovation or working capital. new signs; graphics; windows; doors ; window displays and

North Milwaukee Avenue Corridor Plan, November 2008 71

Chicago Community Ventures Small Business Loan Fund Small Business Improvement Fund (SBIF) Program The Bank Participation Loan Program provides business loans SBIF uses TIF revenues to help fund projects that preserve building through banks to eligible Chicago industrial and commercial stock, enable business to stay in the neighborhood, remain businesses that are expanding within the city limits and are creating competitive, or expand. Application is limited to local businesses jobs for Chicago residents. DPD will participate in small business with in a TIF District. loans from 20% up to 50% of the total amount of a project at a low interest rate. For commercial businesses, the maximum participation Program participants can receive matching grants to cover up to half is $250,000 with an interest rate of either 3% or 75% of the prime the cost of remodeling work, with a maximum grant amount of rate, depending on the location and the type of business. $50,000. The grant does not have to be repaid. SBIF grants are provided as a reimbursement to property owners after remodeling Business Infrastructure Assistance work is completed and all expenses are paid. Business Infrastructure Assistance promotes completion of small scale infrastructure projects in Chicago's business districts. Applicants New Markets Tax Credits (NMTC) share 50%of improvement costs with the City. Eligible This program is a federal initiative that aims to generate employment improvements include: and other benefits for residents in low-income communities. NMTC provides federal income tax credits to financial institutions in • light pole and fire hydrant relocation exchange for investment in a Community Development Entity (CDE). • vaulted sidewalk elimination The Chicago Development Fund is a City-controlled CDE. The CDE • traffic signalization then uses these funds to provide capital to businesses or real estate • water, sewer and utility removal and relocation projects in qualifying areas. Benefits of NMTC include: • curb, gutter and street improvements • landscaping. • interest rates that are 2-2.5% below market • loan-to-value ratios as high as 95% of development costs Float Loan Program • potential for partial debt forgiveness Float loans provide gap financing for local companies that are expanding and creating employment opportunities for Chicago The Chicago Development Fund is awarded NMTC, then uses the residents. The Loans provide up to 100% of project costs for new allocation to finance projects within qualifying areas. construction, building renovation and acquisition of fixed assets. Loan terms are for two years at 40% of the prime rate and made State of Illinois Programs available through Community Development Block Grant funding. Private developers, not-for-profit organizations, or individual State Treasurer’s Economic Program (STEP) businesses with a letter of credit from a qualified bank may apply. Administered through the Illinois State Treasurer’s Office, the STEP program is designed to provide Illinois companies with access to affordable capital to expand their operations and retain or create

North Milwaukee Avenue Corridor Plan, November 2008 72 jobs in the state. For each permanent full-time job that is created or Participating developers reduce the purchase price on a percentage retained, the Treasurer can deposit up to $25,000 per job at below of the units in a market-rate development to an affordable level for market rates into a qualified borrower’s financial lending institution. buyers at 100% of Area Median Income (AMI). Developers receive The lender may then loan that money to the qualified borrower. $10,000 in permit fee waivers for every affordable unit provided. Loans may not exceed five years. Developers can also obtain certain site improvements in the public way. Units developed under CPAN will be included in the Chicago Participation Loan Program (PLP) Community Land Trust (CCLT) to preserve long-term affordability. PLP provides additional financial assistance to Illinois small businesses through banks and other conventional lending Low Income Housing Tax Credit Program institutions. A small business is defined as having 500 or fewer The Low-Income Housing Tax Credit Program provides federal tax employees. Loans may be used for the purchase and installation of credits for owners and investors of multiunit residential properties for machinery and equipment, working capital, purchase of land, and low-income renters. Owners may sell tax credits to investors in construction/renovation of buildings. limited partnerships, to help raise equity to cover their acquisition and development costs. Revolving Line of Credit Program (RLOC) Similar to the PLP, the Revolving Line of Credit Program provides Chicago Community Land Trust (CCLT) additional financial assistance to Illinois small businesses through The CCLT was created to address the increasingly limited supply of banks and other conventional lending institutions. This program funding for affordable housing. The goal is to preserve the long-term helps business establish a revolving line of credit that allows a affordability of homes created through City programs for low- and business to borrow the amount of money needed to meet the moderate-income families. Through the CCLT, subsidies used to demand for its product/service sales and to repay the loan from the make homes affordable are preserved and leveraged over time to sales revenues. A RLOC loan permits a company to borrow, repay create a permanent pool of affordable homeownership and re-borrow in accordance with business needs, without applying opportunities. The program is primarily targeted to families earning for a new loan. less than 100% of the area median income.

Residential Development Resources Affordable Requirements Ordinance The expanded ordinance applies to residential developments of 10 Chicago Partnership for Affordable Neighborhoods or more units and requires that the developer provide 10 percent of Chicago Partnership for Affordable Neighborhoods (CPAN), a the units at affordable prices if: the developer receives any type of partnership between the City of Chicago and developers, is a tool to City land, not just discounted City land; any zoning change is ensure opportunities for affordable condominiums and single family granted that increases project density or allows a residential use not homes in market rate developments, particularly in appreciating previously allowed and/or the development is a "planned neighborhoods, through two steps: a developer write-down and possible purchase price assistance to homebuyers.

North Milwaukee Avenue Corridor Plan, November 2008 73 development," except for developments outside of the downtown Green Roof Permit Program area that do not obtain residential density increases. This incentive program shortens the time it can take to receive a building permit from the city, roughly estimated from to decrease Sustainable Development Resources from 30 days to 15 days. The number of green building elements included in the project and project complexity determines the length Green Streets & Alleys of the timeline. The more green building elements, the shorter the Part of CDOT’s Streetscaping and Urban Design Program, this amount of time to obtain a permit. Applicants that demonstrate an project incorporates green design techniques and materials to extraordinary level of green strategy may have their code consultant reduce stormwater run-off, dampen the urban heat island effect and reviews waived, which is a significant cost savings. incorporate the use of recycled materials. Public/Open Space Resources Chicago Sustainable Development Policy Introduced in 2004, this policy affects all projects that receive public assistance or require city review. Public assistance includes any type CitySpace of city funds, including loans, bond issues, property tax reductions, CitySpace works to expand the amount of parkland in Chicago by TIF, sale of city land. “Review” includes projects that are planned converting abandoned and underutilized property into community developments and projects located along the lake or river, which are gardens, parks and other forms of public open space. protected. All new Chicago public buildings and renovations must The program operates through interagency agreements with the City meet the LEED standard. of Chicago, Chicago Park District, Forest Preserve District of Cook

County, and Chicago Public Schools. In targeting greening projects Green Roof Grant Program on vacant lots, school playgrounds, and underutilized land along the This program provides $5,000 for green roof construction projects Chicago River, the cooperative effort is helping Chicago achieve its on residential and small commercial buildings. open space goals, especially in neighborhoods (such as Logan

Square) where the amount of public land falls far below local and Green Roof Request for Information national standards. The program is organized to address the specific This ongoing effort began in 2004 with a City-issued request for challenges involved with the development of public open space in information on green roof products and services in the following five nontraditional settings. categories: green roofs on new construction, green roof installation on existing buildings, infrastructure for green roofs, growing media, To be successful, CitySpace draws additional cooperation from other and plants. The City is interested in this information because of the resources, such as community associations and special interest desire to lower the costs of green roofs and to further encourage groups with like-minded goals. The program targets open space their construction on private buildings. improvements in neighborhoods with the greatest need and other priority development areas, including Empowerment Zones, TIF districts and SSAs.

North Milwaukee Avenue Corridor Plan, November 2008 74

Neighbor Space This is a nonprofit organization created by the City of Chicago, Adopt-a-Station and Arts in Transit Programs Chicago Park District, and the Forest Preserve District of Cook The CTA launched the Adopt-A-Station program in 1997 to develop County to develop and support small neighborhood open spaces, partnerships between community organizations, local businesses such as community gardens, mini-parks, greenways, and plazas. and individuals. The Adopt-A-Station program gives organizations the opportunity to partner with the CTA to make rail stations more Once a property is acquired NeighborSpace will ask the applicant to inviting and attractive. The program also helps the CTA identify more enter into a long-term management agreement. The applicant agrees closely with neighborhoods it serves. to become the "NeighborSpace Garden Leader," providing local leadership for the continued effective use of the land. A local Adopting organizations are offered an opportunity to enhance and nonprofit organization or other group familiar with the community revitalize the appearance of CTA rail stations by commissioning local and its needs is also and committed to the site and signs on as the artists to create murals, sculptures, mosaics, paintings or organizational partner. At the same time, NeighborSpace begins photographs. Stations are adopted for two years. providing basic liability insurance for those who use the site. The Arts in Transit Program seeks opportunities for art installations in Open Space Impact Fee Program CTA capital improvement projects, works with CTA personnel to Under the City Open Space Impact Fee program, all new large-scale integrate the art into the projects, and coordinates with the Chicago residential projects are assessed an Open Space Impact Fee based Public Art Program to carry out art proposals and installations. The on the number and size of the proposed housing units. The impact Arts in Transit Program is funded by the Federal Transit fees are used to ensure that adequate public open space and Administration. recreational facilities are available to serve residents of those new developments. Under “El” Parking The purpose and legislative intent of this ordinance is to require The CTA has developed a program to increase parking options while developers of new residential properties to pay a fee or contribute a utilizing and improving CTA property located underneath CTA’s proportionate share of open space and recreational facilities, which Elevated(“El”) structures. The program creates legal parking directly and materially benefit the developments. underneath the elevated train structure and offers neighborhood Open space impact fees are earmarked for open space acquisition residents and businesses the first opportunity to obtain a license to and capital improvements, which provide a direct and material park in these locations. The program was initiated at the request of benefit to the new development from which the fees are collected. the City of Chicago to help alleviate the shortage of on-street parking Fees may not be used to cure existing park deficiencies. Open space in many Chicago neighborhoods. impact fees must be expended within the same community area or from an adjacent area from which they were collected after a legislative finding by the City Council that the expenditure of fees will The benefits of the program include: additional availability of off- directly and materially benefit the developments from which the fees street parking; improvement of the space underneath the El; parking were collected.

North Milwaukee Avenue Corridor Plan, November 2008 75 spaces may be adjacent to residents’ homes; elimination/reduction of illegal parking; and affordable pricing of under El parking. The process begins when the CTA identifies certain locations suitable for the “Under El Parking Program”. The CTA will then work with City officials to designate “Under El Parking” locations. The CTA will improve “Under El Parking” sites with signage and car stops. Area residents/businesses will then be notified of the availability of parking. Area residents/businesses sign up for monthly parking. Rates vary depending if the applicant is a resident or business.

North Milwaukee Avenue Corridor Plan, November 2008 76

Appendix A: Community Participants

Community Members A list of attendees at the first community meeting (November 28, 2007) is presented below.

ANA ALANIS LSNA MARY ANN JOHNSON LSP LYNN BASA MILWAUKEE CORRIDOR TASK FORCE MIKE KAMPE WALGREENS GLORIA BECERRA LINDA'S CREATIONS AND FLOWERS JULIA KIM FRIENDS OF BLOOMINGDALE TRAIL VIRGINIA BOYLE LOPEZ COMMUNITY TV NETWORK DAVID KLUEVER PROPERTY OWNER JOHN BURNS COOPER CONLIN PARTNERS GREATER GOETHE NEIGHBORHOOD JOE KOPERA ASSOCIATION ADA DE JESUS ARAGON THEATER DOUG KREN JOSH DETH REVOLUTION BREWING CAROLYN LAWRENCE DEBBIE DODGE PRESERVATION CHICAGO PAUL LEVIN LOGAN SQUARE CHAMBER OF COMMERCE CECE DRAZEK EDC OF LOGAN SQUARE ROBERTO LOPEZ WICKER PARK HISTORICAL SOCIETY ANDREW DRIBIN MARIELEE MACAPAGAL OFFICE OF ALD. RAY COLON VANESSA DUBIEL REV. RAY MALDONADO URBAN VINEYARD CHURCH DONALD FALATO WASHOUT INN TARYN MCCOOK LS CHAMBER OF COMMERCE, RESIDENT IVAN FERNANDEZ ARAGON THEATER LOGAN SQUARE NEIGHBORHOOD CLARISSA FLORES ARAGON THEATER JOHN MCDERMOTT ASSOCIATION CLARENCE FRAHER NEIGHBOR KEVIN MONAGHAN BLOOMINGDALE ARTS BUILDING RODNEY GANSHO WBNA JUAN MORENO MILWAUKEE AVENUE CORRIDOR TASK FORCE ALLAN GILMAN ACE HARDWARE SARAH MORTON DAVEE GLOWACZ ANNALISE RAZIQ FARR ASSOCIATES, NEIGHBOR MARIA GONZALEZ LSNA JIM RHODES SALLY HAMANN CAPS BEAT 1431 LUIS ROSSI ARAGON THEATER ELLEN HAZARD GREATER GOETHE NEIGHBORHOOD PETER IATRIDES COZY CORNER ANNE SCHEETZ ASSOCIATION

North Milwaukee Avenue Corridor Plan: Appendix A 1

GREATER GOETHE NEIGHBORHOOD DAVEID TORRES ARAGON THEATER VICKY SCHMIDT ASSOCIATION DOUG VANDERHOOF MODERN MEDIA, GGNA ZONING KATHY SCHUBERT CYCLING CLUBS RAUL VELAZQUEZ VELAZQUEZ FURNITURE DON SORSA MAX WAGNER CONGRESS THEATER MICHELLE TAUFMANN RESIDENT DAVID WILCOX GREATER GOETHE NEIGHBORHOOD RAMON TEMBLADOR ASSOCIATION KATIE WILLIAMS GREATER GOETHE NEIGHBORHOOD JIM WILSON WAYNE TJADEN ASSOCIATION

Business and Property Owners A list of business and property owners who participated in either the meeting or filled out the questionnaire is presented below.

Carl Mizak Property Owner John Burns Property Owner Ryan Disney Property Owner Michael Kampe Walgreens Pete Fernandez Allstate Insurance Nagi Saleh M & W Food and Liquor Kittie Esposito With Art Howard Natinsky Property Owner Norma Gomez Acceptance Insurance Agency Max Wagner Congress Theater Marcelo Guillen Express Furniture

North Milwaukee Avenue Corridor Plan: Appendix A 2

Appendix B: Property Owners Note: The table below lists taxpayers as identified on the most recent tax bill (second installment of 2006). Recent taxpayer/ownership changed may not be reflected. Data was obtained from the Cook County Treasurer’s Office.

NAME PROPERTY ADDRESS VICTOR E DIAZ 2305 CALIFORNIA DOROTHY MORA 2214 MILWAUKE NATL SHOPPING PLAZAS 2132-38 MILWAUKEE ANGEL DELGADO 2210 MILWAUKEE FORTUNATO RUBINO 2169-2171 MILWAUKEE RAUL VELAZQUEZ 2206 MILWAUKEE DEBRA AND JOSEPH BARBARA SIERRA 2315 MILWAUKEE 2208 MILWAUKEE 2300-02 MILWAUKEE RANALLO TOM VASELOPULOS 2234 CALIFORNIA ROSA BAKER 2202MILWAUKEE NOCAL ONE LLC ACORN 2230-32 CALIFORNIA ROGELIO LLAMEDO 2220 MILWAUKEE GUADALOPE MORAN 2226 CALIFORNIA HOWARD NATINSKY 2160-74 MILWAUKEE CBC DUNITZ 2149-63 MILWAUKEE S PAVELOVIC 2135-2121 MILWAUKEE MAX GERBER INC. 2269-2291 N MILWAUKEE JUAN PRADA 2110 N MAPLEWOOD FRIEDMAN BROTHERS 2274-2278 N. MILWAUKEE ANDREAS E GLYKOFRIDIS 2108 N MAPLEWOOD MANI MANAGEMENT INC 2286-94 MILWAUKEE ANDREAS E GLYKOFRIDIS 2101 N MAPLEWOOD WILFRED FORTIER 2223-29 MILWAUKEE E PROPERTY TAX 2107-17 N MAPLEWOOD RAUL VELAZQUEZ 2217-21 MILWAUKEE E PROPERTY TAX 2536, -39 W CHARLESTON 2211 N MILWAUKEE LLC 2215 MILWAUKEE FIRM REAL ESTATE GROUP 2043 N MILWAUKEE WILFRED FORTIER 2201 MILWAUKEE CHICAGO STAR CLEANERS 2039 MILWAUKEE KENTUCKY FRIED CHICKEN 2215 N WASHTENAW ANTONIO LOMBARDO 2031-35 N MILWAUKEE ICG INC 2231 MILWAUKEE E PROPERTY TAX 2065 N MILWAUKEE SAN MARCOS ACQUISITION 2235 MILWAUKEE TAQUERIA L CLOMALES 2148 MILWAUKEE M KROM & SONS 2250-56 MILWAUKEE JUAN PRADA 2142-46 MILWAUKEE HAROLD MERMEL 2246-48 MILWAUKEE NATL SHOPPING PLAZAS 2140 MILWAUKEE SHOPPERS WAREHOUSE 2236-44 MILWAUKEE NODARSE HOLDINGS INC 2128-30 MILWAUKEE INC GABRIEL BUCIO 2122, -23 MILWAUKEE SHILVOCK COMPANY INC 2216-32 MILWAUKEE

North Milwaukee Avenue Corridor Plan: Appendix B 1

ISRAEL NODARSE 2118 MILWAUKEE MARGIE PAULAS 1950 MILWAUKEE JUAN PRADA 2116 MILWAUKEE ARMITAGE MILWAUKEE DEV 1970-80 MILWAUKEE DONALD J FALATO 2104-14 MILWAUKEE COLE TAYLOR BANK 1965 MILWAUKEE NODARSE HOLDINGS INC 2100 MILWAUKEE PETER POULOS 1955 N WESTERN ISRAEL NODARSE 2102 MILWAUKEE JOHN DECARRIER 1960-70, 1935-45 N WILMOT HECTOR OLIVA 2094 MILWAUKEE ED & PRUDENCE MIZAK 2088 MILWAUKEE EDWARD J MIZAK 2092 MILWAUKEE ISRAEL NODARSE 2082 MILWAUKEE NODARSE INVESTMENT 2086 MILWAUKEE LAZARO NODARSE 2084 MILWAUKEE ISRAEL NODARSE 2078-80 MILWAUKEE OSAMA HASAN 2074 MILWAUKEE GUSTAVEO MARTINEZ 2072 MILWAUKEE RAUL VELAZQUEZ 2068 MILWAUKEE GEORGINA VELAZQUEZ 2066 MILWAUKEE ARTHUR GARTZMAN 2060-66 MILWAUKEE MIGUEL FONS 2046-50 MILWAUKEE EDWARD L ENDMAN 2038 MILWAUKEE LINSAN INC 2018, -36 MILWAUKEE MITCHELL GERSON 2000-10 MILWAUKEE WALGREENS STORE 9000 2001 MILWAUKEE 2443 W ARMITAGE LLC 2443 W ARMITAGE MARIANO MORA 2441 ARMITAGE GLORIA M BECERRA 2439 ARMITAGE ARMITAGE MILWAUKEE DEV 1984-86 N MILWAUKEE; 2435 W ARMITAGE COLE TAYLOR BANK 1966 MILWAUKEE 1958-62 MILWAUKEE; HARRIS 2449-53 ARMITAGE

North Milwaukee Avenue Corridor Plan: Appendix B 2

Appendix C. Demographic and Market Analysis Data

Table 1. Population Estimates and Growth Projections ...... 4 Table 2. Racial Classification ...... 4 Table 3. Hispanic/Latino Population ...... 4 Table 4. Language Spoken at Home ...... 5 Table 5. Age Characteristics...... 5 Table 6. Household Characteristics...... 5 Table 7. Income Characteristics...... 6 Table 8. Household Incomes ...... 6 Table 9. Educational Characteristics...... 6 Table 10. Employment Status...... 7 Table 11. Class of Worker ...... 7 Table 12. Occupation Characteristics ...... 7 Table 13. Commute and Transportation Characteristics...... 8 Table 14. Housing Characteristics ...... 8 Table 15. Retail Demand and Supply, 0.25 Mile Radius...... 9 Table 16. Retail Demand and Supply, .5 Mile Radius ...... 10 Table 17. Retail Demand and Supply 1 Mile Radius ...... 11 Table 18. Retail Requirements ...... 12 Table 19. Recent Residential Sales, of Attached Dwelling Units, Logan Square...... 13 Table 20. Residential Sales Trends, Logan Square...... 14 Table 22. Average Ridership, Milwaukee Avenue Bus...... 19 Table 23. Average Ridership, California/Kedzie Bus...... 20 Table 24. Average Ridership, Armitage Bus...... 21 Table 24. Average Ridership, Western Bus...... 22

North Milwaukee Avenue Corridor Plan: Appendix C 1

Figure 1. Ring Areas...... 3 Figure 2 . Grocery Stores...... 15 Figure 3. Retail Services ...... 16 Figure 4. Food Sales & Bars...... 17 Figure 5. Consumer Services ...... 18

North Milwaukee Avenue Corridor Plan: Appendix C 2

North Milwaukee Corridor Study Area and Comparison Areas Figure 1. Ring Areas

North Milwaukee Avenue Corridor Plan: Appendix C 3

Table 1. Population Estimates and Growth Projections

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % Population 1990 Census 5,638 21,725 69,438 2,783,726 8,182,076 248,709,873 2000 Census 5,599 21,047 68,524 2,896,016 9,098,316 281,421,906 2007 Estimate 5,607 21,194 70,400 2,823,257 9,528,166 301,045,522 2012 Projection 5,576 21,174 71,324 2,761,878 9,790,431 314,920,978

Growth 1990-2000 -0.69% -3.12% -1.32% 4.03% 11.20% 13.15% Growth 2000-2007 0.14% 0.70% 2.74% -2.51% 4.72% 6.97% Growth 2007-2012 -0.55% -0.09% 1.31% -2.17% 2.75% 4.61% Source: Claritas and URS Corporation

Table 2. Racial Classification

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Population by Single Race Classification 5,607 21,194 70,400 2,823,257 9,528,166 301,045,522 White Alone 2,718 48.48 10,373 48.94 36,193 51.41 1,151,440 40.78 6,200,543 65.08 219,977,238 73.07 Black or African American Alone 216 3.85 885 4.18 5,151 7.32 1,016,196 35.99 1,713,766 17.99 37,246,257 12.37 American Indian and Alaska Native Alone 35 0.62 155 0.73 455 0.65 11,513 0.41 28,627 0.30 2,767,192 0.92 Asian Alone 109 1.94 422 1.99 1,352 1.92 130,137 4.61 478,510 5.02 12,865,128 4.27 Native Hawaiian and Other Pacific Islander Alone 5 0.09 16 0.08 91 0.13 2,401 0.09 5,783 0.06 476,190 0.16 Some Other Race Alone 2,258 40.27 8,346 39.38 23,567 33.48 423,085 14.99 857,155 9.00 19,283,397 6.41 Two or More Races 267 4.76 996 4.70 3,591 5.10 88,485 3.13 243,782 2.56 8,430,120 2.80 Source: Claritas and URS Corporation

Table 3. Hispanic/Latino Population

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Population Hispanic or Latino by Origin* 5,607 21,194 70,400 2,823,257 9,528,166 301,045,522 Not Hispanic or Latino 1,807 32.23 7,763 36.63 30,542 43.38 2,006,621 71.07 7,691,171 80.72 256,326,863 85.15 Hispanic or Latino 3,800 67.77 13,431 63.37 39,858 56.62 816,636 28.93 1,836,995 19.28 44,718,659 14.85 Mexican 2,461 64.76 7,599 56.58 19,054 47.80 571,179 69.94 1,377,562 74.99 26,335,700 58.89 Puerto Rican 827 21.76 3,889 28.96 14,922 37.44 123,090 15.07 194,579 10.59 4,310,157 9.64 Cuban 44 1.16 131 0.98 545 1.37 9,122 1.12 21,804 1.19 1,533,798 3.43 All Other Hispanic or Latino 468 12.32 1,812 13.49 5,336 13.39 113,245 13.87 243,050 13.23 12,539,004 28.04 Source: Claritas and URS Corporation

*In contrast to Claritas Demographic Estimates, "smoothed" data items are Census 2000 tables made consistent with current year estimated and 5 year projected base counts. North Milwaukee Avenue Corridor Plan: Appendix C 4

Table 4. Language Spoken at Home

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Pop Age 5+ by Language Spoken At Home 5,118 19,433 64,728 2,601,580 8,828,744 280,665,700 Speak Only English at Home 1,602 31.30 6,878 35.39 27,087 41.85 1,667,578 64.10 6,677,598 75.63 230,452,340 82.11 Speak Asian/Pacific Islander Language at Home 54 1.06 239 1.23 633 0.98 81,292 3.12 232,721 2.64 7,449,552 2.65 Speak IndoEuropean Language at Home 179 3.50 912 4.69 3,327 5.14 206,466 7.94 618,847 7.01 10,600,630 3.78 Speak Spanish at Home 3,256 63.62 11,328 58.29 33,450 51.68 615,505 23.66 1,224,903 13.87 30,180,873 10.75 Speak Other Language at Home 27 0.53 76 0.39 230 0.36 30,739 1.18 74,675 0.85 1,982,305 0.71 Source: Claritas and URS Corporation

Table 5. Age Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Population by Age 5,607 21,194 70,400 2,823,257 9,528,166 301,045,522 Age 17 and under 1,560 27.82 5,661 26.71 18,289 25.98 737,690 26.13 2,493,449 26.17 73,877,144 24.54 Age 18-24 652 11.63 2,317 10.93 6,969 9.90 271,854 9.63 895,458 9.40 29,763,065 9.89 Age 25-44 1,976 35.24 7,869 37.13 27,165 38.59 894,767 31.69 2,748,931 28.85 83,511,033 27.74 Age 45-64 1,043 18.60 4,024 18.99 13,375 19.00 622,374 22.04 2,339,027 24.55 75,766,883 25.17 Age 65 and over 377 6.72 1,323 6.24 4,602 6.54 296,572 10.50 1,051,301 11.03 38,127,397 12.66

2007 Est. Median Age 30.61 31.15 31.57 33.75 35.38 36.53

2007 Est. Average Age 32.01 32.27 32.70 35.24 36.14 37.35 Source: Claritas and URS Corporation

Table 6. Household Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Households by Household Type 1,978 7,634 26,448 1,033,328 3,431,388 113,668,003 Family Households 1,135 57.38 4,370 57.24 14,526 54.92 613,004 59.32 2,351,641 68.53 77,571,897 68.24 Nonfamily Households 843 42.62 3,264 42.76 11,922 45.08 420,324 40.68 1,079,747 31.47 36,096,106 31.76

2007 Est. Average Household Size 2.83 2.75 2.63 2.67 2.73 2.58 Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 5

Table 7. Income Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Average Household Income $49,411 $58,389 $66,356 $62,748 $77,708 $66,670

2007 Est. Median Household Income $39,766 $43,060 $47,245 $44,735 $59,397 $49,314

2007 Est. Per Capita Income $17,453 $21,225 $25,146 $23,243 $28,223 $25,495 Source: Claritas and URS Corporation

Table 8. Household Incomes

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA 2007 Est. Households by Household Income 1,978 7,634 26,448 1,033,328 3,431,388 113,668,003 Income Less than $15,000 382 19.31 1,269 16.62 4,215 15.94 185,904 17.99 363,462 10.59 14,858,195 13.07 Income $15,000 - $24,999 271 13.70 964 12.63 2,809 10.62 114,150 11.05 288,780 8.42 12,338,712 10.86 Income $25,000 - $34,999 234 11.83 922 12.08 2,828 10.69 112,695 10.91 316,319 9.22 12,712,915 11.18 Income $35,000 - $49,999 320 16.18 1,232 16.14 4,131 15.62 160,122 15.50 489,271 14.26 17,735,801 15.60 Income $50,000 - $74,999 350 17.69 1,344 17.61 4,874 18.43 185,556 17.96 685,992 19.99 22,161,944 19.50 Income $75,000 - $99,999 221 11.17 796 10.43 2,853 10.79 106,664 10.32 478,110 13.93 13,478,112 11.86 Income $100,000 - $149,999 142 7.18 689 9.03 2,738 10.35 101,998 9.87 495,612 14.44 12,838,685 11.29 Income $150,000 - $249,999 54 2.73 318 4.17 1,365 5.16 44,403 4.30 216,645 6.31 5,257,110 4.62 Income $250,000 - $499,999 3 0.15 74 0.97 480 1.81 14,448 1.40 64,072 1.87 1,567,720 1.38 Income $500,000 and more 0 0.00 26 0.34 156 0.59 7,388 0.71 33,125 0.97 718,809 0.63 Source: Claritas and URS Corporation

Table 9. Educational Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Pop. Age 25+ by Educational Attainment* 3,395 13,215 45,142 1,813,713 6,139,259 197,405,313 Less than 9th grade 935 27.54 3,191 24.15 8,884 19.68 228,188 12.58 474,178 7.72 14,774,949 7.48 Some High School, no diploma 561 16.52 2,388 18.07 7,461 16.53 284,458 15.68 664,479 10.82 23,488,543 11.90 High School Graduate (or GED) 677 19.94 2,240 16.95 7,672 17.00 412,669 22.75 1,560,483 25.42 56,123,633 28.43 Some College, no degree 397 11.69 1,775 13.43 6,262 13.87 334,857 18.46 1,305,067 21.26 41,893,184 21.22 Associate Degree 98 2.89 365 2.76 1,685 3.73 83,530 4.61 351,606 5.73 12,593,466 6.38 Bachelor's Degree 471 13.87 2,132 16.13 8,590 19.03 285,126 15.72 1,131,046 18.42 31,045,357 15.73 Master's Degree 193 5.68 752 5.69 3,164 7.01 120,153 6.62 450,684 7.34 11,692,702 5.92 Professional School Degree 62 1.83 315 2.38 1,131 2.51 47,789 2.63 142,862 2.33 3,894,615 1.97 Doctorate Degree 1 0.03 57 0.43 293 0.65 16,943 0.93 58,854 0.96 1,898,864 0.96 Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 6

Table 10. Employment Status

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Pop Age 16+ by Employment Status* 4,201 16,085 53,838 2,159,425 7,312,462 235,774,831 In Armed Forces 0 0.00 4 0.02 12 0.02 779 0.04 14,473 0.20 1,261,515 0.54 Civilian - Employed 2,207 52.54 9,121 56.71 32,027 59.49 1,189,136 55.07 4,550,869 62.23 141,825,157 60.15 Civilian - Unemployed 175 4.17 814 5.06 2,630 4.89 134,369 6.22 292,517 4.00 8,493,059 3.60 Not in Labor Force 1,819 43.30 6,147 38.22 19,169 35.60 835,141 38.67 2,454,603 33.57 84,195,100 35.71 Source: Claritas and URS Corporation

Table 11. Class of Worker

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Civ Employed Pop 16+ Class of Worker* 2,207 9,121 32,027 1,189,136 4,550,869 141,825,157 For-Profit Private Workers 1,775 80.43 7,192 78.85 24,815 77.48 856,581 72.03 3,451,076 75.83 101,233,696 71.38 Non-Profit Private Workers 147 6.66 700 7.67 2,688 8.39 109,596 9.22 364,489 8.01 10,015,854 7.06 Local Government Workers 134 6.07 594 6.51 1,976 6.17 107,947 9.08 320,903 7.05 10,085,644 7.11 State Government Workers 33 1.50 137 1.50 559 1.75 30,862 2.60 106,887 2.35 6,704,828 4.73 Federal Government Workers 29 1.31 83 0.91 373 1.16 30,174 2.54 91,083 2.00 3,903,336 2.75 Self-Emp Workers 90 4.08 395 4.33 1,543 4.82 51,368 4.32 206,545 4.54 9,440,670 6.66 Unpaid Family Workers 0 0.00 21 0.23 73 0.23 2,608 0.22 9,886 0.22 441,129 0.31 Source: Claritas and URS Corporation

*In contrast to Claritas Demographic Estimates, "smoothed" data items are Census 2000 tables made consistent with current year estimated and 5 year projected base counts. Table 12. Occupation Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % Professional and Related Occupations 404 18.31 1,730 18.97 6,756 21.09 240,251 20.20 932,838 20.50 28,737,806 20.26 Service 368 16.67 1,377 15.10 4,623 14.43 196,613 16.53 586,360 12.88 20,787,315 14.66 Sales and Office 456 20.66 2,316 25.39 8,196 25.59 320,425 26.95 1,292,401 28.40 37,912,593 26.73 Farming, Fishing, and Forestry 6 0.27 12 0.13 50 0.16 1,098 0.09 5,925 0.13 1,048,574 0.74 Construction, Extraction and Maintainance 150 6.80 562 6.16 1,985 6.20 78,203 6.58 369,347 8.12 13,444,889 9.48 Production, Transportation and Material Moving 600 27.19 2,017 22.11 5,879 18.36 193,586 16.28 665,817 14.63 20,462,557 14.43

2007 Est. Pop 16+ by Occupation Classification* 2,207 9,121 32,027 1,189,136 4,550,869 141,825,157 Blue Collar 750 33.98 2,578 28.26 7,864 24.55 271,789 22.86 1,035,164 22.75 33,907,446 23.91 White Collar 1,084 49.12 5,152 56.49 19,485 60.84 719,401 60.50 2,918,164 64.12 85,236,425 60.10 Service and Farm 374 16.95 1,390 15.24 4,678 14.61 197,946 16.65 597,541 13.13 22,681,286 15.99 Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 7

Table 13. Commute and Transportation Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % Drove Alone 975 44.83 4,156 46.37 14,540 46.34 580,785 49.99 3,198,021 71.46 106,807,993 76.16 Car Pooled 467 21.47 1,638 18.28 5,207 16.59 168,386 14.49 479,406 10.71 16,998,625 12.12 Public Transportation 611 28.09 2,508 27.98 8,656 27.59 301,090 25.91 485,400 10.85 6,223,978 4.44 Walked 71 3.26 330 3.68 1,186 3.78 69,093 5.95 135,257 3.02 3,915,732 2.79 Motorcycle 3 0.14 18 0.20 41 0.13 420 0.04 1,502 0.03 156,933 0.11 Bicycle 21 0.97 89 0.99 424 1.35 5,807 0.50 13,199 0.29 507,085 0.36 Other Means 0 0.00 43 0.48 304 0.97 8,569 0.74 29,673 0.66 978,497 0.70 Worked at Home 28 1.29 180 2.01 1,019 3.25 27,699 2.38 132,816 2.97 4,644,845 3.31

2007 Est. Average Number of Vehicles* 1.07 1.10 1.08 1.08 1.59 1.71 Source: Claritas and URS Corporation

Table 14. Housing Characteristics

0.00 - 0.25 miles 0.00 - 0.50 miles 0.00 - 1.00 miles City of Chicago Chicago PMSA USA Description #%#%#%#%#% # % 2007 Est. Tenure of Occupied Housing Units 1,978 7,634 26,448 1,033,328 3,431,388 113,668,003 Owner Occupied 521 26.34 2,340 30.65 8,454 31.96 450,935 43.64 2,276,585 66.35 76,185,530 67.02 Renter Occupied 1,457 73.66 5,294 69.35 17,994 68.04 582,393 56.36 1,154,803 33.65 37,482,473 32.98

2007 Occ Housing Units, Avg Length of Residence 7 8 8 10 10 10

2007 Est. Median All Owner-Occupied Housing Value $292,803 $352,505 $374,148 $237,762 $240,459 $172,914

2007 Est. Housing Units by Units in Structure* 2,203 8,620 30,112 1,161,395 3,673,717 126,034,880 1 Unit Attached 35 1.59 195 2.26 848 2.82 39,813 3.43 237,474 6.46 6,924,467 5.49 1 Unit Detached 273 12.39 1,124 13.04 3,471 11.53 279,356 24.05 1,910,877 52.01 76,589,361 60.77 2 Units 665 30.19 2,438 28.28 7,814 25.95 203,739 17.54 292,552 7.96 5,127,657 4.07 3 to 19 Units 779 35.36 3,861 44.79 14,361 47.69 357,445 30.78 720,329 19.61 16,578,904 13.15 20 to 49 Units 161 7.31 498 5.78 2,091 6.94 83,431 7.18 180,955 4.93 4,130,164 3.28 50 or More Units 290 13.16 504 5.85 1,489 4.94 195,724 16.85 287,048 7.81 6,576,422 5.22 Mobile Home or Trailer 0 0.00 0 0.00 37 0.12 1,565 0.13 43,584 1.19 9,804,140 7.78 Boat, RV, Van, etc. 0 0.00 0 0.00 2 0.01 322 0.03 898 0.02 303,765 0.24

2007 Est. Median Year Structure Built ** 1939 1939 1941 1951 1966 1974 Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 8

Table 15. Retail Demand and Supply, 0.25 Mile Radius

0.00 - 0.25 Miles Demand Supply Opportunity Retail Stores (Consumer Expenditures) (Retail Sales) Gap/Surplus Total Retail Sales Incl Eating and Drinking Places 67,159,508 46,872,470 20,287,038

Motor Vehicle and Parts Dealers 11,938,958 682,279 11,256,679

Furniture and Home Furnishings Stores 1,556,314 6,217,045 (4,660,731)

Electronics and Appliance Stores 1,705,977 647,359 1,058,618

Building Material, Garden Equip Stores 4,922,098 9,113,768 (4,191,670)

Food and Beverage Stores 9,144,860 2,626,762 6,518,098

Health and Personal Care Stores 3,611,615 8,625,638 (5,014,023)

Gasoline Stations 7,335,407 328,778 7,006,629

Clothing and Clothing Accessories Stores 3,542,897 517,798 3,025,099

Sporting Goods, Hobby, Book, Music Stores 1,260,130 68,741 1,191,389

General Merchandise Stores 8,643,601 12,947,655 (4,304,054)

Miscellaneous Store Retailers 1,650,554 58,174 1,592,380

Foodservice and Drinking Places 7,742,600 5,038,473 2,704,127

GAFO 17,344,229 20,398,598 (3,054,369)

Source: Claritas and URS Corporation NOTE: GAFO (General merchandise, Apparel, Furniture and Other) represents sales at stores that sell merchandise normally sold in department stores. This category is not included in Total Retail Sales including Eating and Drinking Places.

North Milwaukee Avenue Corridor Plan: Appendix C 9

Table 16. Retail Demand and Supply, .5 Mile Radius

0.25 - 0.50 Miles Demand Supply Opportunity Retail Stores (Consumer Expenditures) (Retail Sales) Gap/Surplus Total Retail Sales Incl Eating and Drinking Places 207,124,603 90,418,521 116,706,082

Motor Vehicle and Parts Dealers 36,317,654 3,673,332 32,644,322

Furniture and Home Furnishings Stores 5,274,281 3,154,235 2,120,046

Electronics and Appliance Stores 5,419,235 4,383,558 1,035,677

Building Material, Garden Equip Stores 16,906,911 7,209,626 9,697,285

Food and Beverage Stores 26,548,036 16,018,653 10,529,383

Health and Personal Care Stores 10,538,631 15,035,922 (4,497,291)

Gasoline Stations 21,897,702 6,297,611 15,600,091

Clothing and Clothing Accessories Stores 11,336,265 3,107,992 8,228,273

Sporting Goods, Hobby, Book, Music Stores 4,093,715 1,494,649 2,599,066

General Merchandise Stores 26,511,594 14,597,761 11,913,833

Miscellaneous Store Retailers 5,362,623 3,082,094 2,280,529

Foodservice and Drinking Places 23,952,519 12,363,089 11,589,430

GAFO * 54,753,245 27,842,760 26,910,485

Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 10

Table 17. Retail Demand and Supply 1 Mile Radius

0.50 - 1.00 Miles Demand Supply Opportunity Retail Stores (Consumer Expenditures) (Retail Sales) Gap/Surplus Total Retail Sales Incl Eating and Drinking Places 707,593,812 697,675,267 9,918,545

Motor Vehicle and Parts Dealers 123,028,395 15,522,552 107,505,843

Furniture and Home Furnishings Stores 18,909,126 21,426,468 (2,517,342)

Electronics and Appliance Stores 19,049,949 39,445,726 (20,395,777)

Building Material, Garden Equip Stores 59,410,760 74,058,239 (14,647,479)

Food and Beverage Stores 87,379,382 65,668,020 21,711,362

Health and Personal Care Stores 35,070,639 45,645,392 (10,574,753)

Gasoline Stations 72,989,349 46,159,794 26,829,555

Clothing and Clothing Accessories Stores 39,677,286 43,144,897 (3,467,611)

Sporting Goods, Hobby, Book, Music Stores 14,674,894 7,573,473 7,101,421

General Merchandise Stores 90,428,458 251,226,221 (160,797,763)

Miscellaneous Store Retailers 18,881,396 18,196,921 684,475

Foodservice and Drinking Places 82,945,587 63,328,264 19,617,323

GAFO * 190,319,411 367,359,031 -177,039,620 Source: Claritas and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 11

Table 18. Retail Requirements Grocery Stores Min GLA Max GLA Lot Preferred Location Customer Density Customer Base Aldi 10,000 14,000 community strip Middle income center freestanding

Dominick's 66,000community strip 40,000 w/in 3 Adult, sen ior center miles neighborhood strip 25,000 VPD

center freestanding Jewel-Osco 49,000 70,000 community strip center neighborhood strip center Kroger55,000 70,000 community strip 30,000 w/in 3 center miles Food4Less neighborhood strip center

freestanding power center Meijer's 175,000 225,000 community strip Middle income

center freestanding Trader Joe's 8,000 10,00080' community strip 90,000 w/in 5 High income, frontage center miles adult, college 65+ pkg neighborhood strip educated (shared) center freestanding power center Whole Foods Market 29,000 community strip 130,000 w/in 3 Middle-high center miles income, college+

neighborhood strip educated center freestanding downtown North Milwaukee Avenue Corridor Plan: Appendix C 12

Table 19. Recent Residential Sales, of Attached Dwelling Units, Logan Square Number Direction Street Name Unit Sales Price Bedrooms Bathrooms Parking Type 3253 W Palmer G$ 156,999 1 1 1 Condo 1945 N Whipple 3$ 228,000 2 1 0 Condo 3125 W Fullerton 406$ 255,035 2 2 1 Condo 3125 W Fullerton 506$ 258,865 2 2 1 Condo 3125 W Fullerton 307$ 262,696 2 2 1 Condo 2447 N Talman 2$ 265,000 3 1.1 1 Condo 3033 W Armitage 3$ 269,900 3 2 1 Condo 2307 N Kimball 1$ 271,000 3 2 0 Condo 2811 N Bell 302$ 279,000 1 1 1 Condo 2025 N Whipple 1N$ 286,500 2 2 1 Condo 2356 N Elston 405$ 311,250 2 2 1 Condo 2113 N Kedzie D$ 315,000 4 2.1 2 Townhouse 2161 N California 104$ 317,000 2 2 1 Condo 2300 W Wabansia 236$ 319,000 1 1.1 1 Condo 3125 W Fullerton 421$ 320,153 3 2 1 Condo 3125 W Fullerton 319$ 335,000 3 2 1 Condo 2735 W Armitage 401$ 347,000 2 2 1 Condo 1802 N Spaulding 1802$ 354,000 3 2.1 1 Townhouse 1804 N Spaulding 1804$ 354,000 3 2.1 1 Townhouse Median$ 286,500 Average$ 289,758 2.3 1.8

Source: Multiple Listing Service, December 2007, and URS Corporation

North Milwaukee Avenue Corridor Plan: Appendix C 13

Table 20. Residential Sales Trends, Logan Square Bedrooms All None 2 or less 3 4 5 2005 # Sold 658 2 487 157 11 1 Avg Sales Price $303,205 $276,500 $272,445 $388,915 $437,291 $405,000 Avg Days on Market 89 60 89 81 193 31

2006 # Sold 680 3 525 141 9 2 Avg Sales Price $321,294 $95,500 $293,268 $412,574 $553,618 $536,000 Avg Days on Market 94 177 92 101 69 131 2007* # Sold 615 2 447 157 9 NA Avg Sales Price $323,719 $103,850 $295,579 $392,773 $565,610 NA Avg Days on Market 125 246 126 119 126 NA Source: Multiple Listing Service, December 2007, and URS Corporation *Data obtained in December; incomplete information for entire year.

North Milwaukee Avenue Corridor Plan: Appendix C 14

Figure 2 . Grocery Stores

North Milwaukee Avenue Corridor Plan: Appendix C 15

Figure 3. Retail Services

North Milwaukee Avenue Corridor Plan: Appendix C 16

Figure 4. Food Sales & Bars

North Milwaukee Avenue Corridor Plan: Appendix C 17

Figure 5. Consumer Services

North Milwaukee Avenue Corridor Plan: Appendix C 18

Table 21. Average Ridership, Milwaukee Avenue Bus

Average Ridership Chicago Transity Authority Bus Lines 56 Milwaukee 1998-2007 Average Weekday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 13,306 12,836 14,275 13,793 14,314 12,074 12,620 12,530 12,558 February 14,888 13,601 14,733 13,899 14,773 13,094 13,479 13,442 12,871 March 15,905 14,407 15,492 14,219 15,205 13,341 13,428 13,802 13,983 April 15,144 14,057 15,910 14,696 15,048 13,731 13,940 13,510 13,617 May 15,208 15,135 14,704 16,146 15,244 15,956 13,886 13,697 14,582 14,024 June 14,880 12,960 15,045 15,538 15,517 15,559 13,028 13,948 13,396 12,989 July 14,763 13,744 14,330 15,573 15,174 13,505 12,952 13,872 12,968 13,063 August 14,556 14,648 15,384 14,836 15,304 13,260 13,021 14,041 13,018 13,339 September 14,392 14,429 16,260 14,966 16,702 14,443 14,198 15,330 13,550 14,659 October 14,721 14,215 15,107 14,965 15,830 13,827 14,086 14,893 12,811 14,465 November 14,616 13,729 14,346 14,325 15,040 13,371 13,405 13,949 12,763 December 13,928 12,499 13,582 13,446 14,528 12,774 12,818 13,194 12,228 YEARLY AVERAGE 14,217 14,472 15,017 14,996 14,336 13,303 13,866 13,217 Average Saturday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 7,329 8,397 9,160 9,121 8,555 7,804 6,929 7,039 7,781 February 9,901 9,174 8,891 9,593 8,108 8,299 8,803 6,994 7,124 March 9,915 9,506 10,098 8,512 9,734 8,385 8,888 7,792 9,583 April 10,216 9,772 10,033 9,068 10,162 8,856 8,892 7,915 9,505 May 10,799 10,505 10,065 10,381 7,858 9,938 8,992 9,227 8,611 9,645 June 10,257 9,397 8,816 11,092 11,214 10,961 9,930 8,957 8,909 9,530 July 12,307 10,098 10,776 10,768 11,621 9,786 8,703 9,792 8,914 12,491 August 11,051 10,960 11,008 10,118 12,489 9,951 8,743 9,374 9,022 10,439 September 10,862 10,291 11,546 11,012 10,442 9,098 9,110 9,931 8,826 10,047 October 9,778 9,588 10,490 9,563 10,529 9,076 8,450 9,941 8,626 9,491 November 10,233 9,294 10,124 9,492 8,947 8,890 8,384 9,293 8,360 December 9,629 9,536 9,146 9,472 10,550 8,201 8,211 7,335 8,196 Average Sunday/Holiday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 5,157 4,913 6,174 6,453 5,749 4,909 4,869 5,028 5,019 February 6,243 6,104 6,290 6,741 5,720 5,746 5,484 4,835 4,659 March 6,736 6,894 7,307 6,453 6,609 6,198 5,974 5,460 6,594 April 6,566 6,577 7,379 6,823 6,753 5,878 6,318 5,380 6,427 May 6,477 6,957 7,305 7,680 7,915 7,044 5,724 6,097 5,714 6,520 June 6,951 6,447 7,616 8,306 7,978 7,433 6,276 6,549 6,056 6,569 July 7,151 7,519 7,719 8,516 7,937 7,166 6,476 6,034 6,059 7,276 August 7,704 8,159 8,765 8,467 8,982 7,006 6,380 6,866 6,594 7,317 September 7,114 6,827 8,603 7,693 8,393 5,824 6,357 7,148 5,856 7,531 October 7,529 6,952 8,047 7,234 8,343 6,550 5,929 6,718 5,749 7,212 November 6,210 5,652 6,464 6,501 6,928 5,497 5,443 6,067 5,439 December 5,462 4,984 5,837 6,046 6,474 5,475 4,606 5,202 4,899 Source: Chicago Transit Authority, Data Services

North Milwaukee Avenue Corridor Plan: Appendix C 19

Table 22. Average Ridership, California/Kedzie Bus

Average Ridership Chicago Transity Authority Bus Lines 52 California / Kedzie 1998-2007 Average Weekday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 10,156 10,749 11,592 10,609 10,160 10,094 10,356 9,926 10,852 February 11,338 12,163 12,412 11,372 10,885 10,533 11,477 10,516 10,665 March 11,103 12,706 12,226 10,962 11,545 10,914 10,825 10,758 11,843 April 11,159 12,615 12,301 11,511 11,071 10,445 11,549 10,384 12,063 May 11,925 11,427 12,272 12,367 12,118 12,319 10,790 11,535 11,273 13,096 June 10,415 11,041 12,341 12,112 11,810 11,918 11,124 10,700 11,377 12,146 July 10,236 10,728 11,779 11,609 10,771 11,689 10,020 10,599 11,217 11,590 August 10,968 11,350 11,826 11,668 10,823 11,188 9,874 10,545 11,245 11,644 September 11,165 12,496 13,136 13,108 13,524 12,231 11,549 12,387 12,616 13,359 October 11,222 12,658 12,937 12,025 12,954 11,495 11,422 12,255 12,283 13,193 November 10,780 11,794 12,276 11,801 11,741 10,856 10,591 11,422 11,797 December 10,137 10,163 10,908 10,764 10,782 10,151 9,415 10,218 11,070 YEARLY AVERAGE 11,284 12,142 11,999 11,581 11,292 10,564 11,156 11,205 Average Saturday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 5,912 7,461 8,224 7,189 7,126 6,228 5,750 6,516 7,684 February 7,704 8,471 8,293 8,255 7,778 7,031 7,441 6,372 6,900 March 7,836 8,646 9,252 7,113 7,614 7,109 7,606 6,987 8,439 April 8,007 8,707 8,887 7,724 7,733 7,155 7,889 7,044 8,589 May 7,752 7,967 8,772 8,533 7,530 7,959 7,320 7,987 7,335 8,320 June 7,162 8,316 8,441 8,641 9,393 7,657 7,491 8,075 8,062 8,916 July 7,273 8,111 8,154 7,935 8,091 7,877 7,805 7,845 9,033 9,079 August 7,577 8,549 8,262 7,946 8,509 7,880 7,652 7,971 9,014 9,092 September 8,787 8,677 9,008 10,048 9,110 7,692 7,802 8,265 8,916 9,456 October 7,264 8,049 8,994 8,167 8,336 7,924 7,515 7,911 8,873 9,289 November 7,301 7,978 8,383 8,559 8,408 7,464 7,022 7,507 8,210 December 7,074 7,880 7,571 7,633 8,048 6,837 7,324 6,645 8,255 Average Sunday/Holiday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 3,757 4,696 5,113 4,991 4,150 3,866 4,089 4,242 4,486 February 4,824 5,891 5,632 5,935 4,756 4,671 4,792 4,571 4,296 March 5,129 6,173 5,549 5,134 5,144 4,287 5,254 4,658 5,540 April 5,125 6,082 6,120 5,185 6,060 5,003 5,638 4,477 6,269 May 5,238 5,231 5,487 6,115 5,846 5,682 4,921 5,255 4,853 5,961 June 4,609 5,424 5,870 5,719 6,951 5,693 5,571 5,880 5,413 6,162 July 4,878 5,590 6,763 6,197 6,946 5,516 5,312 5,335 5,686 6,540 August 4,766 6,336 6,362 7,023 6,256 5,058 5,461 5,660 5,885 5,930 September 4,926 6,388 6,283 7,116 6,147 4,892 5,371 5,870 6,179 6,336 October 4,933 5,594 6,161 6,089 6,271 5,136 5,537 5,367 6,060 6,165 November 4,826 5,436 6,316 6,212 5,015 4,612 4,802 4,593 5,816 December 4,238 5,625 5,121 5,368 5,088 4,567 4,266 4,406 5,091 Source: Chicago Transit Authority, Data Services

North Milwaukee Avenue Corridor Plan: Appendix C 20

Table 23. Average Ridership, Armitage Bus

Average Ridership Chicago Transity Authority Bus Lines 73 Armitage 1998-2007 Average Weekday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 5,530 4,761 4,994 4,906 4,884 4,980 5,874 5,258 4,925 February 5,793 5,080 5,321 5,001 5,014 5,412 6,694 5,583 5,052 March 5,846 5,127 5,325 5,098 5,290 5,422 6,438 5,523 5,468 April 5,355 4,924 5,351 5,450 5,287 5,269 6,474 5,299 5,759 May 5,740 5,354 5,321 5,579 5,678 5,785 5,600 6,775 5,617 6,071 June 5,290 5,419 4,950 5,265 5,521 5,515 5,433 5,725 5,437 5,504 July 4,953 5,325 4,830 4,796 4,983 5,097 4,976 5,251 5,061 4,834 August 5,587 5,364 5,138 4,473 5,104 4,869 4,841 5,314 5,054 5,087 September 5,769 5,559 5,498 5,201 6,019 5,752 6,220 6,629 5,486 5,863 October 5,992 5,115 5,360 5,008 5,988 5,660 6,353 6,570 5,455 5,839 November 5,534 5,075 5,201 4,818 5,652 5,191 5,996 6,495 5,435 December 5,280 4,303 4,368 4,583 5,216 4,696 5,206 5,832 4,819 YEARLY AVERAGE 5,337 5,047 5,060 5,385 5,253 5,476 6,173 5,336 Average Saturday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 1,982 2,262 2,689 2,279 2,581 2,522 2,324 2,337 2,345 February 2,629 2,376 2,199 2,582 2,457 2,648 2,676 2,290 2,161 March 3,262 2,731 2,502 2,283 3,000 2,623 2,864 2,547 2,769 April 2,921 2,546 2,348 2,565 3,030 2,982 2,616 2,473 2,538 May 2,753 2,979 2,741 2,705 2,771 2,791 2,798 2,998 2,495 2,334 June 2,433 3,446 3,124 2,798 3,712 3,069 3,036 3,123 2,700 2,820 July 2,840 4,028 2,506 2,992 3,189 2,673 2,684 2,729 3,049 3,058 August 2,783 2,847 2,559 2,769 3,543 3,009 2,859 2,887 2,819 2,544 September 2,882 2,829 2,644 2,726 2,988 3,240 3,017 3,147 2,741 2,694 October 2,561 2,543 2,373 2,336 2,921 3,092 2,928 2,911 2,629 2,792 November 2,725 2,176 2,348 2,467 3,014 2,422 2,812 3,264 2,392 December 2,375 2,372 2,059 2,334 2,507 2,455 2,695 2,286 2,522 Average Sunday/Holiday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 1,175 1,160 1,372 1,334 1,124 1,125 1,411 1,272 1,269 February 1,790 2,252 1,419 1,433 1,484 1,365 1,503 1,265 1,121 March 2,133 2,280 1,404 1,208 1,478 1,364 1,735 1,526 1,510 April 1,790 2,107 1,617 2,559 1,583 1,588 1,912 1,465 1,829 May 1,607 1,797 2,259 1,656 1,594 1,600 1,595 1,620 1,518 1,942 June 1,523 1,623 2,581 1,663 1,700 1,600 1,675 1,982 1,865 1,556 July 1,754 2,196 2,277 1,650 1,577 1,714 1,698 1,680 2,111 1,730 August 1,890 1,905 1,704 1,813 2,336 1,487 1,790 2,099 1,800 1,573 September 2,185 1,678 1,497 1,377 1,645 1,339 1,859 2,076 1,632 1,472 October 1,518 1,328 1,579 1,478 1,451 1,542 1,657 2,006 1,697 1,846 November 1,519 1,355 1,296 1,230 1,451 1,272 1,447 1,658 1,428 December 1,096 1,113 1,274 1,197 1,394 1,202 1,129 1,317 1,252 Source: Chicago Transit Authority, Data Services

North Milwaukee Avenue Corridor Plan: Appendix C 21

Table 24. Average Ridership, Western Bus

Average Ridership Chicago Transity Authority Bus Lines 49 Western 1998-2007 Average Weekday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 22,312 21,896 23,732 23,684 19,870 18,544 18,756 18,168 19,178 February 24,346 23,607 24,343 24,003 20,625 19,655 19,703 18,930 18,202 March 25,879 24,620 24,336 24,183 20,726 20,071 18,871 19,260 19,125 April 25,497 24,260 24,155 23,993 20,121 20,310 19,697 18,584 18,251 May 27,148 23,943 25,443 24,958 24,676 21,470 21,534 19,705 19,547 20,186 June 25,655 22,401 23,377 23,623 23,009 20,558 21,001 18,874 18,381 19,404 July 24,978 21,046 23,109 22,892 20,620 18,451 19,748 18,039 17,513 18,654 August 23,757 22,518 23,881 22,330 20,258 18,731 19,086 18,205 17,253 17,535 September 26,648 25,428 25,929 27,456 23,971 21,821 21,777 20,286 20,289 20,272 October 27,244 24,970 25,331 25,345 23,124 21,277 21,908 20,497 20,481 19,914 November 26,161 24,195 23,725 24,200 22,479 19,988 20,494 18,908 19,783 December 23,709 21,482 21,588 22,754 20,810 18,643 18,112 18,248 18,998 YEARLY AVERAGE 23,668 23,897 24,177 22,901 20,190 20,187 19,149 18,932 Average Saturday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 14,427 18,106 20,599 19,545 17,890 17,883 16,509 18,038 19,599 February 19,064 19,775 19,506 21,477 18,723 19,977 21,929 18,172 17,760 March 19,225 18,475 20,587 19,680 19,770 20,413 18,766 19,474 20,480 April 20,199 20,826 20,457 19,529 19,528 20,291 20,555 19,337 20,328 May 20,715 19,859 20,947 20,203 19,795 19,997 20,592 18,041 19,497 21,070 June 18,876 19,954 21,763 20,939 21,411 20,687 22,620 21,109 20,596 22,195 July 18,111 17,584 20,601 19,888 19,997 19,409 22,861 22,062 20,086 22,219 August 19,318 20,382 20,437 19,104 20,995 20,689 21,782 21,761 20,919 21,072 September 20,198 20,922 20,869 19,541 21,133 20,785 21,656 22,743 21,470 22,290 October 20,769 20,223 21,612 19,698 20,811 21,124 21,031 21,999 21,034 22,483 November 19,060 19,542 19,300 20,478 19,686 19,023 20,251 21,147 19,765 December 18,488 19,389 18,733 19,526 19,014 18,741 20,172 18,488 19,835 Average Sunday/Holiday Bus Route Ridership Month 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 January 9,194 10,903 12,432 12,113 11,558 11,111 11,951 11,744 11,717 February 11,696 12,345 12,397 13,783 12,904 12,551 13,267 12,174 11,638 March 12,032 12,873 12,525 12,592 13,143 12,700 14,278 12,836 14,250 April 12,506 13,088 13,437 12,677 13,087 13,283 14,761 12,271 14,219 May 12,165 12,410 13,538 13,784 13,448 12,815 13,931 14,133 13,420 14,594 June 12,556 12,873 12,576 14,733 14,509 13,986 14,792 15,438 13,593 15,536 July 12,166 13,766 14,365 14,461 14,026 13,700 14,875 14,652 14,156 15,655 August 12,529 13,744 14,818 15,030 14,936 13,987 15,648 15,632 14,649 15,044 September 11,976 13,344 14,137 14,846 14,153 12,792 15,359 16,437 14,491 15,932 October 12,457 13,174 13,769 13,814 14,068 13,366 14,749 15,268 14,523 15,515 November 10,797 11,874 12,729 13,006 12,541 12,063 13,703 13,016 13,604 December 10,544 10,801 11,702 11,934 11,748 11,936 11,068 12,662 12,597 Source: Chicago Transit Authority, Data Services

North Milwaukee Avenue Corridor Plan: Appendix C 22