Anatomy of a Small Urban Plaza

Even though American cities are primarily planned on a grid there are still idiosyncrasies in development that can allow for an unexpected amenity or two.  One of the ways in which a neighborhood rises above the unrelenting standardization of the grid is in how well local businesses recognize and utilize those spaces.

Sheridan-Columbia plaza highlighted in green.

Even in the dense areas near Lake Michigan Rogers Park has some retained some ability to bend the grid, if not actually break it.  The buildings on the west side of Sheridan between Columbia and Pratt are a good example.  The older buildings are substantially set back from Sheridan Road, creating an ideal location for a cafe or outdoor dining area.  Not all the businesses on this block take advantage of this, but those that do help to make the block attractive despite its proximity to Sheridan Road. Or perhaps because of that proximity. 

80-Acre Map detail showing subdivision setbacks in green.

Chicago established its comprehensive zoning code in 1923, but subdividers already knew restrictions could actually improve the value of their lots. Prior to Rogers Park's 1893 annexation to the City of Chicago it was subdivided in accordance with the Cook County standards defining the public rights-of-way, lot depths, block lengths, etc.  But these requirements didn't address exactly what could be built and where.

Private restrictions defining setbacks and minimum yard requirements were often recorded to the deeds of subdivision to channel appropriate development.  Those restrictions would then become part of the legal description of each parcel.

 This block (and the neighboring blocks ) were subdivided in 1890 and extensive use was made of the subdivision setback. A 30' subdivision setback line was established along Sheridan Road with 10' setbacks for the corner lots.  A 25' setback was established for Pratt and Columbia.  Interestingly, there was a diagonal setback between the lots fronting on Sheridan and those on the side streets providing a setback transition zone between the two areas.  This also made it easier to see pedestrians when coming out from the alley.

IDOT Photo detail from 1937. Overlay added to show setback.

The early development of this block was captured in a 1937 photo taken by the Illinois Department of Transportation  (Accessed through the UIC digital archives)  At that time the entire block was held to the same setback standard.  There was a vibrant mix, including a movie theater, a drug store, furrier, and even a small apartment building (you can see the steps for the apartments encroaching into the setback).  The photo looks to be taken in the fall of winter, but  there didn't appear to be much use of the plaza at this time.

Block plan showing existing development and construction dates.

The subdivision setback wasn't sacred.  Just like setbacks established by zoning ordinance there were ways it could be varied or even eliminated. Because the setback represented a private legal agreement it could be modified with the permission of the adjacent property owners.  I'm still trying to identify this exact legal mechanism, so any land-use lawyers reading this post should feel free to chime in at the comments.

In 1972 a 4-over-1 apartment building (4 floors of apartments and 1 below-grade level of parking)  was constructed in the middle of the block, extending to the front property line and disregarding the subdivision setback entirely.   But this encroachment actually provided something that the 1937 plaza was lacking- a sense of enclosure.  Without enclosure the setback just feels like an extra-wide sidewalk.

In recent years Starbucks has taken most advantage of this space, installing cafe tables, benches, and sun umbrellas.  With its proximity to Loyola University it becomes a very popular place in the warm months.  Two adjacent restaurants also make use of the plaza, although they are comparatively small.  On the north corner along Pratt there's another cafe that utilizes a portion of the setback.  Unfortunately the fence is so high that it goes beyond comfortable enclosure and makes the corner feel more like a cage. Having the opportunity for a plaza doesn't always mean establishing an outdoor room will work.  A careful balancing of space is still needed.

This isn't the only example of this type of amenity in Rogers Park.  Any favorites out there?  I'll be taking a closer look at some others in the coming months.

Sheridan and Juneway, 1937

There are many collections on CARLI but it's hard to beat the IDOT Chicago Traffic Photographs, which document hundreds of streets and intersections from the 1920s through the 1950s.  And of course there are a few from Rogers Park.  Well, more than a few.  Because the photos relate to traffic I thought it might be interesting to focus on early auto facilities in the neighborhood and see where that might lead.

N. Sheridan Road and Juneway Terrace, 1937

This sign was amazing.  It looks about 4 stories tall.  At this point Sheridan Road makes a sharp right to skirt between Calvalry Cementary and Lake Michigan, so this sign effectively terminated the view north.  In a city of regular grids it's difficult to find elements like this, which are prominent from a long way off.  Bowman Dairy was huge in Chicago, but I had no idea they had their own radio program.  I couldn't find anything online about it, but I believe the Bowman archives are at the Chicago History Museum.

Adapted from the 1937 Sanborn Map

I'm guessing that the Colonial Revival house on the left was built between 1915 and 1920.  This portion of Juneway Terrace developed with single family homes in the 1920s, while the blocks to the west were dominated by large courtyard buildings.  The owners probably were not  pleased to find themselves next to the Rogers Park auto strip, which was fully developed by the time this image was recorded.  This house was demolished some time between 1962 and 1974 and replaced with a multi-family building.

Building #2 is the primary (or at least the largest) gas station/service station in the strip.  Their gas was supplied by Shell (see the sign?) and the building had interior bays for washing and repairs.  The circles represent underground gas tanks.  The national gas chains had been building stations in a variety of traditional styles since the 1920s. These were intended to standardize the experience of the driver and develop their corporate image in a neighborhood-friendly way.  But this design, with its peculiar Mediterranean charm,  seems to be unique.

 Building #3 was an auto-oriented snack shop for hungry drivers making their way to (or from) the North Shore."Demetre from Wilmette" made me think of Plaza del Lago, the formerly unincorporated portion of the lakefront near Wilmette which became a popular entertainment district and watering hole amidst the dry North Shore.  Sure enough, there was a "Villa Demetre" serving barbequed chicken sandwiches at Plaza del Lago (then known as No-Man's Land), although it was apparently destroyed by the 1932 fire which signaled the decline of that area.  Watch the video here! The Villa Demetre sign had the number "2" above it, while this building had the number "1" above its sign.  Did this tiny snack shop come first?  Possibly.  I'm also baffled by the tiny glass enclosure at the front of the building.  Was this so you could eat your lunch and watch the traffic whizz by without choking on the fumes?  Very odd.  Plaza del Lago made use of a Spanish Mission Revival style, and this building seems to make a nod in that direction as well.

Sheridan and Juneway as it looks today.

Building #4 is another service station, this one providing gas from Texaco.  It incorporates the Spanish tile roofs seen on the other structures, and some arched details as well.  Difficult to say if this is brick or stucco. 

There was another gas station just to the east, but it wasn't included in the image from 1937 so I left it out.  But it's interesting that these auto-related businesses began to cluster from the very start.  You could see this early on in Chicago's historic Motor Row and later at the used-car lots and motels strips to be found throughout the city.  They seemed to thrive on proximity and competition.

As a side note, there was still a gas station at this location when my wife moved to an apartment half a block away in 1997.  That night their moving van was broken into and she walked over to that gas station to make a police report from their pay telephone.  Ah, the memories.