Posted: May 15, 2013 | Author: Audrey Henderson | Filed under: Economy, Sustainable Development, Transportation and Transit, Urban Development | Tags: Acela Express, Chicago, High-speed rail, High-speed rail in the United States |
America’s Love Affair — with Its Cars
It’s a well known fact that Americans love their cars. However, with continued fluctuation in gasoline prices and increasingly congested highways, many Americans are becoming more receptive to giving up their cars – or at least trading the daily commute to and from work – for a trip where someone else does the driving. One possible solution that addresses both high gas prices and clogged roadways is high-speed rail.

America’s love affair with the automobile routinely results in clogged highway traffic, making the term “rush hour” an ironic misnomer. Photo credit: Audrey F. Henderson, all rights reserved.
In Europe and Asia, where high-speed rail is well established, countries and individual riders alike have enjoyed far ranging benefits as a result – economic, social, environmental and in added convenience. High-speed rail has also begun to gain traction in the United States. The Obama administration has been especially enthusiastic about high-speed rail, allocating millions of dollars to its expansion.
High-Speed Rail Defined
The definition for high-speed rail in the United States differs from the definition used in the rest of the world, where high-speed rail is faster. For instance, the definition of high-speed rail in the European Union covers trains that travel up to 250 km/h (or 156 mph) on newly constructed lines. The EU defines high-speed rail on converted or upgraded lines as trains that travel up to 220 km/h (or 136 mph). At this writing, only one rail line in the United States meets the EU standard for high-speed rail: the Acela Express, an Amtrak train that runs between Boston, New York City, Philadelphia, Baltimore and Washington, D.C. The Acela Express averages 68 mph (or 109 km/h) for its entire distance, but reaches 150 mph (or 240 km/h) for brief stretches of its run.
By contrast, the United States has designated three categories of high-speed rail: Emerging, Regional and Express. Emerging high-speed rail covers corridors ranging from 100 to 500 miles in distance (or 160 to 800 kilometers) long that have potential for supporting future high-speed rail development for trains traveling between 90 to 110 mph (or 145 to 177 km/h) on shared track. Regional high-speed rail is defined as service between population centers located between 100 and 500 miles apart (or 160 to 800 kilometers), and trains with top speeds ranging from 110 to 150 mph (or 177 to 240 km/h) with some dedicated track and some shared track. Express high-speed rail is used to define frequent service between major population centers located from 200 to 600 miles apart (or 320 to 965 kilometers) on trains that travel on dedicated tracks at speeds of at least 150 mph (or 240 km/h).
Environmental Benefits
Although high-speed rail cars generally burn fossil fuels, they are still more environmentally friendly than private cars, for two reasons. First, trains produce less carbon dioxide than would be produced by the number of private automobiles required to transport the same number of people over a given distance. Second, because rail traffic is a form of public transportation, more rail traffic translates to less automobile traffic, and by extension, less highway and city street traffic congestion. In addition, less congestion means less wear and tear on the roadways, which means that they require fewer repairs.
Convenience Benefits
Airline travel used to be a luxury, with passengers treated to full hot meals as well as free checked baggage, comfortable seats and leisurely boarding procedures. Those days are long gone. Airlines routinely charge fees for everything from checked bags to early boarding privileges along with stringent restrictions imposed on carry on luggage.
With high-speed rail, travel times for distances of 400 miles or less could compare favorably to travel time by air — with much less hassle. Train travel has far fewer restrictions on luggage than air travel, along with a somewhat more relaxed boarding process. In addition, many passenger trains feature amenities such as electric outlets for laptops and roomy seats, along with the opportunity to sit back and relax while chatting with fellow passengers or just watching the scenery go by.
Economic Benefits
High-speed rail has proven to be an engine of economic development, resulting in immediate job creation not only from the construction of the rails and related infrastructure and stations. High-speed rail also stimulates long term economic benefits generally and job growth specifically from commercial, residential and industrial developments that spring up along rail lines. In addition, the addition of high-speed rail can be a boon to tourism. While many airports, by necessity, are located far from the city center, it’s possible for high-speed rail to run right into the heart of a city’s downtown, with stations located near cultural amenities, restaurants, hotels and shopping.

Many passenger railway stations, such as Union Station in Chicago, are conveniently located near downtown jobs, shopping and cultural attractions. Photo credit: Audrey F. Henderson, all rights reserved.
Social Benefits
High-speed rail can promote a sense of social cohesion among residents, by bringing distant populated areas closer together. Sprawl is a reality of modern American urban life. The metropolitan areas for cities like Chicago spread far beyond the borders of the city. In addition to sprawl, a large country like the United States often has vast distances between populated areas. High-speed rail reduces the travelling distance between far flung suburbs and center cities.
High-speed rail can also help to ease congestion of urban areas with mega-large populations. By virtue of its speed, high-speed rail allows individuals and commercial enterprises to be located further away from the city center while still being able to readily access its amenities and resources. As a result, urban residents may enjoy a vastly enhanced quality of life.
Related articles
Posted: April 9, 2013 | Author: Audrey Henderson | Filed under: Affordable Housing, Economy, Social Justice | Tags: affordable housing, Fannie Mae, Freddie Mac, Great Recession, Home Affordable Modification Program, housing crisis, Strategic default |

Short sales and strategic default allow desperate homeowners to escape the financial burden of underwater mortgages . Photo credit: Audrey F. Henderson, all rights reserved.
The Housing Market and the Economy
Before the housing market crisis threatened the collapse of the American economy, housing prices formed the foundation of an apparent economic boom. Unfortunately, much of that boom was built on a bubble of speculation, in the housing market and elsewhere. When the bubble burst, the economy slid into a deep recession not seen since the days of the Great Depression in the 1930s.
The economy has technically been in recovery since 2009, and many large corporations, along with Wall Street, have enjoyed record profits and all time highs. However, many sectors, especially employment and housing, have lagged far behind. One of the major factors dragging the pace of the recovery is the high number of underwater mortgages. Unless and until America solves its housing problem once and for all, it’s difficult to imagine an economy that truly feels like a recovery for everyday Americans.
While a long term solution does not seem to be at hand, there are programs in place to ease the burden for struggling homeowners. The Making Home Affordable Program and a homeowner bailout program jointly administered by Fannie Mae and Freddie Mac approach the program on the federal level. In the meantime, some local governments have taken matters into their own hands, offering eminent domain as a possible way out for homeowners trapped by underwater mortgages.
Underwater Mortgages Defined
The term underwater mortgage accurately defines the circumstances that trap many homeowners: they owe more on their mortgages than their houses are worth. In many cases, mortgages were obtained at the peak at the housing bubble, when market values were drastically inflated. Since the housing market crash, housing prices in many markets have taken a nosedive. Although there has been some recovery in recent years, there is no expectation that prices will ever regain their pre-crisis heights.
Making the problem worse in some cases are high interest rates on the mortgages homeowners are stuck with. Although as of 2013, mortgage interest rates are at all time low levels, homeowners who are underwater lack the equity that is traditionally necessary to qualify for a loan modification. In plain English, homeowners with underwater mortgages need help to be released from their dilemma.
Young Homeowners and Underwater Mortgages
As of the second quarter of 2012, approximately one-third of mortgages were underwater, according to a report issued by real estate company Zillow and reported by CNN Money. A particularly alarming statistic from the report was that 48 percent mortgage holders under age 40 were saddled with underwater mortgages. This situation creates ramifications that affect individual homeowners and the overall economy alike.
These young homeowners frequently have growing families, which would ordinarily mean that they would be shopping for larger homes. However, because they are stuck with underwater mortgages, many would-be homebuyers looking to move up are staying put because they cannot afford the financial and credit hit from a short sale. Others remain in their homes hoping to recover enough value to erase their negative equity. As a result, first time buyers seeking “starter” homes are faced with an artificially tight market.
Making Home Affordable Program
The Making Home Affordable program, instituted by the Obama administration, is designed to allow struggling homeowners to gain financial relief. The far reaching program has options available for veterans, homeowners who have lost their jobs and homeowners who have FHA loans as well as help for homeowners with conventional mortgages whose homes have lost significant market value. While these programs have provided much needed relief to some families, others have been frustrated by the process of attempting to navigate the complicated application requirements.
Fannie Mae and Freddie Mac to the Rescue – Sort Of
Strategic default is the process where homeowners deliberately walk away from their mortgages. Although the phenomenon is not new, strategic default gained prominence in 2008, when they accounted for 17 percent of all foreclosures. In response to strategic default and the continuing high number of underwater mortgages, Fannie Mae and Freddie Mac announced plans to allow some homeowners to seek relief through simplified channels – either through short sales or mortgage release.
A short sale allows homeowners to sell their homes for less than the price of their mortgages, relinquish the home and be relieved of any further financial obligation. A mortgage release allows homeowners to relinquish the home without a short sale while still being released from further obligation to make mortgage payments. Both programs involve significant hits to homeowners’ credit scores, but spare them the pain of a protracted foreclosure process.
Local Government and Eminent Domain
Some local governments aren’t waiting for the federal government to get its act together. They are exploring various versions of eminent domain – not to evict struggling homeowners, but to help them remain in their homes. Under these proposed programs, local government entities would go to court to obtain approval to pay “fair market value” for homes where homeowners are underwater – prices which would often be far less than what the homeowners still owed. After obtaining the property, the governmental agency would offer to resell the home to the homeowner for a drastically reduced price, who would obtain a new loan to finance the purchase. Not only would such a program help homeowners remain in their homes, it would reduce the prospect of unsightly blight (and potential crime) associated with properties left empty by bank foreclosures.
For Further Reading
- American Public Media, David Lazarus: Fannie, Freddie to Let Some Homeowners Walk Away
- Bright Hub, Audrey F. Henderson: Understanding the Econonmic Impact of the Housing Market
- CNN Money, Les Christie: Half of Mortgage Borrowers Under 40 Are Underwater
- Deseret News, Editorial Opinion Post: In Our Opinion, Underwater Mortgages Dragging Down the Economy
- NBC News Economy Watch, John B. Schoen: Governments Mull Radical Solution to Underwater Mortgages – Seize Them
- NBC News Economy Watch, John B. Schoen: One in Three Mortgage Holders Still Underwater
- NPR, Tamara Keith: Walking Away from the House She Can Afford
- Think Progress, Julia Gordon: No, the Government Isn’t Launching a New Bailout Program for Underwater Homeowners
- U.S. Department of the Treasury and U.S. Department of Housing and Urban Development: Making Home Affordable
Posted: May 23, 2012 | Author: Audrey Henderson | Filed under: Affordable Housing, Architecture, Chicago Architecture, Sustainable Development, Urban Development | Tags: 2012 Chicago Green Festival, abandoned property, affordable housing, Center for Neighborhood Technology, Chicago, Chicago Housing Authority, foreclosure crisis, grayfield, Housing, Occupy, Plan for Transformation, Prentice Hospital, urban development, Wall Street Reform |
The Evolution of the Occupy Movement
Whatever else its participants may or may not have accomplished, the Occupy movement has changed the national conversation from austerity cuts and deficits to acknowledging injustice and resolving financial and social inequality. What began as a loosely organized string of gatherings has evolved to address issues ranging from Wall Street reform to cuts in mental health care.

The Occupy movement and related activist groups have changed the national conversation from cuts and deficits to social and economic inequality. Photo credit — Audrey F. Henderson, all rights reserved.
Another injustice that Occupy has been speaking out against has been the ongoing housing and foreclosure crisis. In conjunction with this cause, and as an adjustment to forcible removal from public spaces by law enforcement, the movement has evolved to Occupying abandoned properties and homes of families facing foreclosure as an act of civil disobedience. For instance, in Chicago, a coalition between the Chicago Anti-Eviction Campaign and Occupy Our Homes recently set a goal of renovating 100 abandoned homes for homeless families and households here in the city.
Outlining the Proposal
As I observed this phenomenon, I started thinking about how ironic and ridiculous it is that there are properties standing empty while families and individuals are homeless. I began to consider what would be involved in Occupying vacant and abandoned buildings – legally – as affordable housing for homeless families and individuals or for households caught up in the housing crisis. I submitted a proposal for a presentation for the 2012 Chicago Green Festival with the working title “Sustainability and Affordable Housing: Maybe Occupy Is Onto Something.”
I began drafting an outline of the logistics involved in creating a public-private partnership between governments, social service agencies, financial institutions and even would-be residents. The list below represents some of the elements that (in my opinion) would be necessary to make a plan like this happen.
- Collaboration between city governments, social service agencies and local communities to match Chicago-area families and individuals who need housing with vacant housing stock
- Development of a network of mortgage lenders and rental assistance resources to assist households in affording rents or mortgages
- Recruitment of building and construction companies to provide needed retrofits and repairs to structures not fit for habitation
- Provision of support services such as employment assistance and financial counseling to individuals and families after placement in their new homes

It seems tragically ironic that homes in perfectly habitable condition stand empty while people are facing foreclosure and homelessness. Photo credit — Audrey F. Henderson, all rights reserved.
Existing Precedents
Admittedly, this list represents a blue-sky proposal that may seem totally out of reach. However, Chicago has a demonstrated history of taking on major projects and of accomplishing enterprises that require public-private cooperation. The ongoing Plan for Transformation being conducted by the Chicago Housing Authority has tasked itself with nothing less than relocating all of its residents from isolated and often dilapidated public housing complexes into economically integrated developments and rehabilitated public housing units, while providing relocated residents with wrap around social services. Millennium Park, a jewel located on the lakefront in the heart of downtown Chicago, represents what the determined collaboration of public-private projects can accomplish.
There is also precedent for similar programs outside of Chicago that have focused on restoring abandoned structures for much-needed affordable housing or restoring homes to distressed homeowners. In Boston, New York City, San Diego, Richmond and Portland, Oregon collaborative arrangements between municipalities, social service agencies, and in some cases, hardworking individual households were able to transform vacant properties into viable affordable housing or to allow homeowners facing eviction or who had been evicted to remain or return to their homes. The programs are listed below:
The programs in Richmond, Portland and San Diego focused on revitalizing vacant properties. In New York, the program was initially an Occupy-type operation where residents performed a lot of repair work on properties to which they were not legally entitled to live, however, the program eventually gained the blessings of the city. Boston’s innovative program involved purchasing foreclosed homes and allowing the former owners to repurchase the homes, often for much lower monthly payments than the residents had previously been required to pay.
Chicago: Identifying Needs and Challenges

Graphic illustration of Chicago’s wards, color-coded by the concentration of low income households. Adapted by Audrey F. Henderson from the Vacant and Abandoned Property Finder: Chicago website, used with permission.
However, I was unable to find information about a similar program in Chicago, although housing activist movements such as the Contract Buyers League existed in the Windy City decades before Occupy came into existence. It isn’t that the need for such a program doesn’t exist. Chicago has been hit hard by the ongoing recession and housing crisis. Neighborhoods with high poverty rates were hit especially hard, as the first graphic, Communities In Need, adapted from the Vacant and Abandoned Property Finder: Chicago website, developed by Derek Eder, illustrates.
In addition, many vacant properties are located in wards where there are high rates of poverty, as the second graphic, Vacant Property Locations, also adapted from the Vacant and Abandoned Property Finder: Chicago website illustrates. Many of the vacant properties on this chart represent foreclosed homes. While this phenomenon reflects the fact that these areas have been disproportionately affected by the foreclosure crisis, it also means that available housing is potentially available precisely where it is needed most.

Graphic illustration of Chicago’s wards, color-coded by the concentration of low income households, with vacant properties overlaid on the map. Adapted by Audrey F. Henderson from the Vacant and Abandoned Property Finder: Chicago website, used with permission.
A major challenge to enacting such a proposal is the fact that a lot of vacant properties have been allowed to deteriorate to the point that they are uninhabitable. Evidence suggests that lenders may allow deterioration to occur to a greater extent in foreclosed properties in poor neighborhoods or in neighborhoods inhabited primarily by people of color. That said, the deterioration problem may potentially decrease as a result of two pieces of recently enacted legislation: a City of Chicago statute passed in July 2011 and revised in November 2011, and the Cook County Vacant Building Ordinance, passed in February 2012. Nonetheless, many vacant properties would need extensive work done by professionals before they could be safe enough to allow volunteers or intended homeowners or renters

Many abandoned properties have deteriorated to the point where they are uninhabitable without extensive rehab work. Photo credit — Audrey F. Henderson, all rights reserved.
to invest sweat equity in to renovating what would become their homes. Otherwise, the potential for serious legal liability exists.
Another potential roadblock would be the actual acquisition of vacant or abandoned properties. In some instances, properties are vacant because families have been forcibly evicted, but the foreclosure is still in dispute. It’s always preferable to empower families who wish to remain in their homes to be able to do so, and the Legal Assistance Foundation of Metropolitan Chicago is one program that assists families in doing so.
For abandoned properties, or properties where it is impossible for their former owners to retain or regain possession, there needs to be a way to ensure that the properties involved were truly available for sale or rent. A complication in making this determination is the fact that many foreclosures are done by national and international companies. In some cases, bundling and other exotic financial instruments have made it nearly impossible to determine who – or what lending entity – actually holds title to a particular property. Other challenges to implementing a legal Occupy program are outlined below:
- Zoning issues and NIMBY-ism
- Abatement of lead, asbestos, mold and other toxic materials
- Obtaining cooperation from banks and lenders to sell or rent properties
- Coordinating government, business and social service resources
Occupying Non-Residential Properties
Another issue promoted by the Occupy movement is resolving economic inequality. While relocating families and individuals within their own neighborhoods if they desire to stay is often beneficial, it’s also important to promote economic integration wherever possible by allowing families and individuals to relocate away from areas with high poverty levels. This idea is a major driving force behind the creation of mixed income communities developed by the CHA through its Plan for Transformation.
Other opportunities to promote economic integration exist by Occupying vacant non-residential structures that may lend themselves conversion to housing stock. The term “grayfields” has been used to describe such structures. Unlike brownfields that are often contaminated by toxic substances, grayfields may be associated with zoning ordinances that make it a challenge to convert them to residential use. Nonetheless, it’s both truism and truth that it’s more sustainable to reuse an existing building than to build another.

Prentice Women’s Hospital. located in the Streeterville neighborhood, now vacant, is both architecturally significant and conveniently located close to downtown Chicago. Photo credit — Audrey F. Henderson, all rights reserved.
In Chicago, Prentice Women’s Hospital, designed by renowned Modernist architect Bertrand Goldberg, represents a unique potential opportunity to preserve an architecturally significant structure by converting it into a mixed use development that could include affordable housing. Of course, it may not be structurally, logistically or financially feasible to accomplish such a conversion, although the option has been one of many under discussion for the disposition of the vacant hospital building. It would also not be the first architecturally significant building converted to housing in Chicago or elsewhere.
Developing vacant properties like Prentice Women’s Hospital for affordable housing would allow moderate income families to enjoy the amenities of affluent neighborhoods like Streeterville located close to the center city and public transit. And as the H + T Affordability Index developed by the Center for Neighborhood Technology shows, higher prices for housing are somewhat more affordable in areas where there is less need to own or maintain a car.
Posted: May 14, 2012 | Author: Audrey Henderson | Filed under: Transportation and Transit, Urban Development | Tags: 2012 Chicago Green Festival, Chevrolet Volt, Chicago, e-waste, Electric car, Electric vehicle, Ford Focus, Green Festival, Navy Pier, Nissan Leaf |
As much as progressives and ecologically inclined individuals promote public transit, car sharing and other planet-friendly alternatives to individually operated vehicles, the fact remains that America loves its cars. To be fair, there are instances when nearly all individuals need or want access to a car, van or truck. In rural areas and regions where public transit is scarce or nonexistent, being without one’s own vehicle literally means being stranded.
It’s no wonder, then, that one of the most heavily visited exhibits at the 2012 Chicago Green Festival was the all-electric Ford Focus, one of several models on display by Ford. Visually modeled after the popular and well-reviewed gasoline powered Ford Focus, the all-electric model is Ford’s answer to the Nissan Leaf and, to a lesser extent, the dual gasoline and electric-powered Chevrolet Volt. According to the representatives at the Green Festival, there are only 36 Focus Electric models on the road at present, mostly utilized as company cars for Internet giants Google and Yahoo. However, the manufacturing plant in Wayne, Michigan is equipped to produce the Focus along with other Ford models, and can increase or decrease production as demand warrants.
The all-electric model is priced at a hefty $39,999. However, buyers are eligible to receive federal income tax credits that can decrease the out-of-pocket costs; additional financial incentives may also be available at the state level. In addition, owners of all-electric cars are spared the pain at the pump of fluctuating (and usually increasing) gasoline prices. Home charging stations for overnight charging of the Focus Electric are available at Best Buy, with installation by the Geek Squad. Public charging stations are also becoming increasingly available, especially in urban areas.

The all-electric Ford Focus was one of the most popular exhibits at the 2012 Chicago Green Festival, held May 5 and 6 at Navy Pier. Photo Credit — Audrey F. Henderson, all rights reserved.
Like the Toyota Leaf, the Focus Electric derives its power from a lithium-ion battery. The Focus Electric has a regenerative braking system that recaptures up to 90 percent of the energy normally lost through conventional friction braking. It also has a liquid-powered heating and cooling system to regulate battery temperature against exterior conditions, which can be a real advantage with the temperature extremes that occur in Chicago.
The estimated battery range for the Focus Electric is 76 miles, which is comparable to that of the Leaf. The battery for the Focus Electric is warranted for 100,000 miles. After reaching the end of their useful lives for powering cars, batteries will be repurposed for less demanding chores, according to the representatives at the Green Festival, diminishing the risk that spent batteries will be shipped off to developing countries in Asia and Sub-Saharan Africa.
In addition to the model available for viewing at the Green Festival, vehicles were available for test drives. Licensed drivers could take the cars out for a brief spin, accompanied by a representative to provide guidance on operating the vehicles. The Focus Electric proved to be fun to drive. Like other electric cars, its operation is whisper quiet. The ride is smooth and the steering is as responsive as that of a gasoline-powered car. However, the brakes are super-sensitive. A gentle tap is more than sufficient to bring the vehicle to a complete stop. Slamming on the brakes in the Focus Electric may result in flipping the car over.
At present, electric cars like the Leaf, the Volt and the Focus Electric offer a viable, although expensive, in-town alternative to gasoline-powered vehicles. In an ideal world where charging stations are as plentiful as gas stations, electric cars may provide a viable option for highway travel as well. With increased driving ranges and reduced battery recharging times , it may well happen.
Posted: April 3, 2012 | Author: Audrey Henderson | Filed under: Architecture, Green Construction, Sustainable Development | Tags: American Society of Heating Refrigerating and Air-Conditioning Engineers, Chicago City Hall, Green building, Indoor air quality, Lawrence Berkeley National Laboratory, Leadership in Energy and Environmental Design, Sick building syndrome, U.S. Environmental Protection Agency, United States Environmental Protection Agency, Volatile organic compound |
Many companies have adopted the idea of “going green” in conducting their internal affairs or as an overall focus for doing business. As a result, these companies often significantly minimize their environmental impact. In addition, companies that employ green building and maintenance practices enjoy a number of advantages, ranging from an enhanced public image to improved employee working conditions and a more robust bottom line.
Improved customer image
Customers are influenced in their purchasing decisions by whether a business shows environmental consciousness. For instance, Environmental Leader reported in 2007 that 72 percent of rental customers wanted hybrid vehicles included among rental car options. Nearly half of all cell phone customers consider a mobile carrier provider’s “green” credentials. In a tough housing market, 70 percent of potential home buyers were more inclined to purchase homes with “green” features, according a 2008 Green SmartMarket Report. Customers also tend to remain loyal to “green” companies during economic downturns.
Enhanced worker productivity
The U.S. Environmental Protection Agency (EPA) defines “sick building syndrome” to refer to health-related complaints by workers that cannot be attributed to a particular cause but which are present in an indoor environment. A similar condition, “building related illness,” applies to health-related complaints directly related to airborne contaminants. Symptoms of “sick building syndrome” and “building related illness” include respiratory distress, headache, fatigue and dizziness, according to the EPA. A survey of 100 office workers conducted by the American Society of Heating, Refrigerating, and Air-Conditioning Engineers (ASHRAE) revealed that 23 percent suffered symptoms related to “sick building syndrome.”

In this photo from 2009, the Chicago City Hall side of this building utilizes a green roof, while the Cook County side does not. The Cook County side has since adopted a white roof.
Photo Credit: Audrey F. Henderson -- all rights reserved
The nationwide cost in lost productivity related to “sick building syndrome” amounts to 2 percent annually, according to New York Real Estate Journal. Increasing indoor ventilation and reducing the indoor concentration of carbon dioxide to meet the standards established by LEED V3 diminishes complaints related to “sick building syndrome,” according to research conducted by Lawrence Berkeley National Laboratory in California. LEED V3 standards for indoor ventilation call for a 30 percent increase above the 2007 ASHRAE 62.1 ventilation standard of 20 cubic feet per minute (CFM) per person. Substituting nontoxic building materials, cleaning supplies and office equipment that do not emit volatile organic compounds (VOCs) greatly reduces airborne contaminants related to “building related illness.”
Indoor temperature and light conditions also affect worker productivity, either favorably or adversely. Workers subjected to poor temperature control (whether too hot or too cold) suffered slowed reaction times. In contrast, a Lockheed facility in California that reduced artificial indoor lighting by 75 percent in favor of increased natural light experienced a 15 percent increase in worker productivity, according a report by the Rocky Mountains Institute.
Increased bottom line benefits
As of 2007, the value of the worldwide “green” business market was $600 billion. Industry giants such as Wal-Mart, Toyota and Du Pont have embraced environmentally conscious business practices, as much to reduce their operating costs, increase market share and gain a larger profit margin as to enhance their “green” credentials. Federal, state and local tax incentives also exist for businesses to adopt energy saving measures, purchase environmentally conscious vehicles or construct and maintain “green” buildings,. Businesses could also gain tax credits and deductions for installing “green” heating, cooling and lighting systems, according to the Tax Incentives Assistance Project.
For Further Reading
This post was originally published on the Chicago Examiner.com website.
Posted: April 1, 2012 | Author: Audrey Henderson | Filed under: Corporate Responsibility, Sustainable Development, Urban Development | Tags: China, environmental damage, fossil fuels, Lorax, Seuss, sustainable development, Truffula, Yangtze River |
On The Street of the Lifted Lorax, “the wind smells slow and sour when it blows; and the birds never sing, except for old crows . . . ” In this forsaken place, there are decrepit signs in shoddy disrepair, tufts of grickle-grass, and not much else.
The Street of the Lifted Lorax is Dr. Seuss‘ mythical representation of the consequences of rampant greed and urban sprawl run amok. Although The Lorax was published in 1971, and the animated feature produced in 1972, its lessons still resonate as a cautionary tale, with some of its hardest lessons evidently still unlearned in the real world.
The destruction the Earth’s natural habitats and the effects of climate change are increasingly obvious, with the ironic result of making further commercial ventures viable in regions heretofore inaccessible. The fabled Northwest Passage, long an unattainable shipping lane due to year round Arctic ice cover, may become a reality before the end of this century.
Also ironically, the fossil fuels which are believed to be largely responsible for climate change have become potentially more accessible as well. In August 2005, a Russian research ship was able to reach the North Pole without an icebreaker to clear a pathway – the first time in history. Its mission? To anchor Russia’s claim to virtually half the Arctic Ocean – estimated to hold a full one quarter of the world’s undiscovered oil and natural gas reserves. Such reserves are nearly irresistible for industrialized and developing economies facing increasing scarcity and higher prices for fossil fuels. A Thneed, after all, is what everyone needs.

This development located near Helsinki represents a Finnish approach to suburbia. Neat and orderly, Sundsberg is nonetheless nearly inaccessible except by car or other private vehicle.
Photo Credit: Audrey F. Henderson, all rights reserved.
The need has become more acute as the planet becomes ever more urbanized, putting further strain on resources such as clean drinking water and arable land suitable for agriculture, never mind uninhabited natural landscapes. According to U.N. Habitat, the world’s urban population will grow from 2.86 billion in 2000 to 4.98 billion by 2030, with much of that growth in the developing world, in medium and low-income countries – with many of the migrants themselves being extremely poor.This is an increasingly urgent situation, which, if unaddressed, is a time bomb in the making. Many cities worldwide are ringed with shantytowns of unimaginable poverty. A major aspect of urban sustainability (if not bottom-line livability) in decades to come will be in dealing with this influx of people, both in numbers and in the scope of their social needs.
Adding to the urgency of the situation is the detrimental effect of human actions on many other species which populate our planet. For instance, the Baiji freshwater dolphin, believed never to have numbered more than 5000 and found only in the
Yangtze River in China, is,
for all intents and purposes, extinct, although there was
an alleged sighting in 2007. Illegal fishing and the construction of the controversial
Three Gorges Dam were directly related to its demise. Intense, worldwide coordinated preservation efforts are presently being pursued on behalf of the extremely endangered
Spix’s Macaw, extinct in the wild due to poaching and destruction of its natural habitat in northeast Brazil.At the conclusion of
The Lorax, a curious young passerby is entrusted with a precious gift by the Once-ler – the final Truffula tree seed. Fortunately real-life circumstances are not nearly so dire, at least not yet. Nonetheless, we would be wise to take heed of the stern warning the Once-ler gives to the young passerby:
Unless.
This post was originally pubished on JustMeans.com as “The Lorax Revisited” and republished in Sustainable Cities Collective.
Posted: March 31, 2012 | Author: Audrey Henderson | Filed under: Architecture, Chicago Architecture, Sustainable Development, Urban Development | Tags: Auditorium Building, Chicago, Columbian Exposition, Daniel Burnham, Frank Lloyd Wright, Louis Sullivan, Marshall Field Wholesale Store, World's Columbian Exposition |
A sellout crowd filled the John Buck Lecture Hall at the Santa Fe Building on the evening of Wednesday, October 13, 2010, as the Chicago Architecture Foundation hosted the showing of the award-winning documentary Louis Sullivan: the Struggle for American Architecture. A Q and A session with the documentary’s director, Mark Richard Smith immediately followed the screening.
Family members and loved ones of longtime CAF docent Aileen Mandel, who was featured in the film and who died in 2009, were honored guests at the event. The film was a highlight of a month-long celebration of Louis Sullivan and his work by CAF.

Not content with standard Doric, Ionic and Corinthian orders, Louis Sullivan created unique column capitals.
Photo Credit: Audrey F. Henderson -- all rights reserved
- The film follows Louis Sullivan from his youth and arrival in Chicago as a teenager, through the course of his career, chronicling his rapid ascent to the heights of architectural recognition to his long decent into poverty and obscurity — at least with the public. Although he was largely unsuccessful at making his living as an architect after the turn of the 20th Century, Louis Sullivan’s reputation never dimmed among his professional peers. In fact, Frank Lloyd Wright, one of the most celebrated architects of the 20th Century, considered Louis Sullivan to be a mentor, calling him “lieber meister,” German for “beloved master.”
The height of Sullivan’s career is embodied in one of his most acclaimed structures, the Auditorium Building, which also represents a physical manifestation of the symbiotic partnership of Louis Sullivan, the consummate designer, and Dankmar Adler, the brilliant acoustical and structural problem-solver. The original design of the Auditorium Building seamlessly integrated three distinct functions: an office block, an opera hall, and a grand hotel into what was at the time the largest, heaviest structure in the world.
The building’s exterior was inspired by H. H. Richardson’s Marshall Field Wholesale Store, now demolished. The lavish interiors of the Auditorium Theater and the building’s hotel represented the outpouring of Sullivan’s love of nature and his absolute devotion to an organic, uniquely American architecture.
The Auditorium Building created a sensation upon its completion, and was largely influential in Chicago’s being awarded the coveted prize of hosting the 1893 Columbian Exposition. However, the Columbian Exposition also foreshadowed Sullivan’s loss of favor with the public.
The direction of the Columbian Exposition was placed in the hands of Daniel Burnham, as much a planner and master of strategy as an architect. Under Burnham’s direction, the fairgrounds of the Columbian Exposition, which came to be known as the White City, represented a whitewashed refuge of grand colonnades, shimmering reflecting pools and exotic displays of artifacts and people, rather than a realistic profile of its host city.
Sullivan openly voiced his disdain for what he saw as a squandered opportunity for Chicago and America to demonstrate and promote its own architectural voice. His own contribution to the Exposition, the Transportation Building, defied the prevailing theme with its bright colors and bold design. It was well-received by the European visitors to the fair, but the American audience was captivated by the Greek and Roman-influenced elegance of the White City.
The Columbian Exposition was a huge success, drawing millions of spectators. In addition, the classically-influenced Beaux-Arts style of architecture represented in so many of its structures would influence building construction and design for decades.
By contrast, the initial success of the Auditorium Building faded quickly. The office block suffered from the construction of the elevated track that obstructed the view and which had noisy trains running by just a few short feet away from the windows of many of its tenants. The hotel lacked en suite bathrooms, much to the consternation of would-be guests. The opera house, despite its near-perfect acoustics, could not draw enough of an audience to fill its more than 4,000 seats on a consistent basis and lost its main tenant to a smaller facility.

This walkway arcade was carved from the interior of the Auditorium Building when Congress Parkway was widened in the 1950s. The massive columns reveal the tremendous weight of the structure.
Photo Credit: Audrey F. Henderson -- all rights reserved.
As a result, the Auditorium Building, the jewel that represented the high water mark of Sullivan’s popular recognition, suffered a precipitous decline. At one point the enormous structure was slated for demolition, saved from the wrecking ball only by its sheer size and the immense cost of tearing it down. Roosevelt University took over the building in the 1940′s and still occupies it today, while the Auditorium Theater continues to host entertainment events.
The partnership of Adler and Sullivan did not survive into the 20th Century, and with Adler’s departure, Sullivan found himself without many of the contacts and connections that had generated commissions for the firm. The loss of the partnership, along with his refusal to compromise his vision to adhere to what he viewed as backward-looking imitation, made it more and more difficult for Sullivan to make his living as an architect. His last major commission in Chicago was what is now known as the Sullivan Center, but which spent most of its existence as the downtown flagship store for the Carson Pirie Scott company.
Sullivan spent the latter part of his career designing small commissions, including a collection of banks scattered throughout the upper Midwest. He also produced books and treatises that outlined his architectural philosophy, including his autobiography, titled The Autobiography of an Idea, completed shortly before he died in 1924.
Two other exhibits showcased and celebrated the work of Louis Sullivan here in Chicago. The Art Institute of Chicago hosted Looking After Louis Sullivan, a collection of drawings, photographs, and artifacts associated with Sullivan and his work. The exhibit was free with admission to the museum and ran through December 12, 2010.
The Chicago Cultural Center mounted a spectacular retrospective of Sullivan’s life, architecture, drawings and writings, including numerous artifacts from the collection of the exhibit’s curator, Tim Samuelson, titled Louis Sullivan’s Idea. The exhibit was free and open to the public and ran through March 27, 2011.
This post was previously published on the Chicago Examiner.com website.